한국 중세 漕運史 시기 구분 試論

한정훈 부경역사연구소 2014 지역과 역사 Vol.- No.35

This study attempted a period classification of the marine transportation system, which was the characteristic of the middle age in Korea, based on the characteristics of operation method. According to the result of this study, the marine transportation history during the middle age in Korea can be classified as following. The 1st period is Jeonunsa (marine transportation officer, 轉運使) system, the 2nd period is Jochang (marine transportation warehouse, 漕倉) system, the 3rd period is marine transportation system led by county/province, the 4th period is marine transportation system supported by navy and the 5th period is marine transportation by renting private vessels. However, this classification has limitation in explaining the marine transportation policy direction of the royal government at the time and verifying the interaction between different marine transportation systems. Accordingly, this study reestablished the period classification of marine transportation history based on the Jochang (marine transportation warehouse, 漕倉) system, which had absolute position in the marine transportation system. The new classification is as following. The 1st period is Jochang system preparation period, the 2nd period is Jochang system establishmentㆍdevelopment period, the 3nd period is Jochang system decline period, the 4nd period is Jochang system recovery period, the 5nd period is Jochang system weakening period. The Jochang system changes period began form 14th century. Until the 13th century, the Jochang system was dominating marine transportation; however, during the Jochang system changes period from 14th century till 19th century, the Jochang system and other marine transportation systems were operated in parallel. For example, counties and provinces took the role of Jochang (warehouse) in the 3rd period. Likewise, navy took the role of Jochang (warehouse) in the 4th period and marine transportation system went on by renting private vessels during the 5th period. Meanwhile, the royal government during early Joseon period actively pushed marine transportation policy for the recovery of Jochang system; however, the Jochang system could not settle down as dominating marine transportation system during the Joseon period. The reason is believed that the Jochang system could not secure stable supply of labor required for marine transporation system. During the Goryeo period, the Jochang-min people, who were on similar social status with the Bugok-in people, did the labor required for marine transportation system. However, the Bugok system was abolished in Joseon period and common people were mobilized for the labor required for marine transportation system. Therefore, it became very difficult to get required labor. Accordingly, navy supported marine transportation system during the 4th period. In the end of 16th century, government changed its marine transportation policy and rented private vessels for the operation of marine transportation system.

조선후기 양산 甘同倉의 설치와 변천

문광균 서울대학교 규장각한국학연구원 2014 한국문화 Vol.66 No.-

Gamdongchang was a warehouse located in Jwayimyeon Yangsangun Gyeongsang Province in the Late Chosun Dinasty. This warehouse was installed in the process of maintaining naval defense system after Japanese Invasion of Korea in 1592. In the 2nd year during the reign of Gwanghaegun (1610), Choi Hyun established Gamdongchang in Gubeopgok, the hub of waterway transport for the purpose of ‘military warehouse’ in order to smoothly pay Saporyang, the salary of archers and gunners belonging to naval posts distributed on the southern coast of Gyeongsang Province. And then as the lease of Gyeongsang Province began to offer as Hojo in the 12th year during the reign of Gwanghaegun (1620), Gamdongchang collected the lease of counties and prefectures in the Nakdonggang Estuary. Gamdongchang acted as the role of ‘Jochang’. Thanks to Kapsul-Yangchon in the 12th year during the reign of Injo (1634) and Gongjakmi policy in the 2nd year during the reign of Hyojong (1651), not only new financial resources were kept in Gamdongchang but distribution quantities increased. Yeongnam Daedong Law conducted by the government in the 4th year during the reign of Sukjong (1678) had a decisive impact on the expansion of Gamdongchang. Due to this policy, Gamdongchang collected Daedong rice of 8 eups such as Gamdongchang Gimhae, Miryang, Yangsan, Yeongsan, Uiryeong, Changnyeong, Haman, Hyeonpung. Thus Gamdongchang leaped into the hub warehouse of Gyeongsang Province. However, Gamdongchang fell into a decline due to marine transportation policy promoted by the government in the middle of the 18th century. In the 36th year during the reign of Yeongjo (1760) and 41th year during the reign of Dongwang (1765), 3 Jochang such as Gasanchang, Masanchang, Samrangchang were installed in Jinju, Changwon, Miryang, respectively. As 3 Jochang was installed, 8 eups, which were originally sok ups of Gamdongchang, were divided into Masanchang and Samrangchang. In addition, shipping charges reserved in Gamdongchang began to be transferred to Jochang. Therefore, grain paid as a tax such as lease and Daedong rice and others has not been kept in Gamdongchang after 3 Jochang. Given that the inherent function of a warehouse is storage, this was a decisive factor in the decline of Gamdongchang. Reconstruction of Geumjeongsanseong Fortress in the 8th year during the reign of Sunjo (1808) resulted in depleting slightly left financial resources of Gamdongchang. In this process, grain of Gamdongchang in Yangsan and Sansanchang in Gimhae was transferred to reconstruction costs of Geumjeongsanseong Fortress. As shown above, Gamdongchang fell into a decline after the mid-18th century. And it was renamed to Namsachang in the 4th year during the reign of Gojong (1867) but disappeared before long leaving 300 years of history behind.

마산별신제의 전승기반과 연희의 특성

노성미 ( Seong Mi Rho ) 경남대학교 인문과학연구소 2012 人文論叢 Vol.29 No.-

이 논문은 마산별신제의 발생이 조창의 운영에서 비롯되었음을 논증하고, 전승과정에 따라 변화한 민속연희의 특성을 밝히기 위한 것이다. 마산의 포(浦)는 조창의 거점이 되었고 조창의 운영은 마산별신제의 발생과 전승 기점이 되었다. 마산별신제는 조창의 폐지와 마산항의 개항을 거치면서 일시 중지되었다가 다시 시장제로 부흥되었다. 주재 집단이 조창의 창리(倉吏)에서 어시장 객주로 변하고, 제의의 목적도 시장의 번성과 뱃길의 안전, 풍어기원이 되었다. 변화과정에서 어시장 상권보호와 주민단결이라는 현실적 요구를 수용하기도 하였다. 마산별신제의 제당은 2당 구성에서 어시장 신당의 설치를 계기로 1당으로 통합되었다. 신격은 ``별``과 ``장군`` 이라는 인격신의 복합체였으나 현재는 성신(별신)으로만 명명된다. 마산별신제에서 연희된 선악은 조창이 운영된 시기에만 연희되었다. 별신굿에 연희된 무당의 탈놀이는 오광대탈놀이와 결합되었다. 별신대세우기는 제당과 신격의 통합과 관련된다. 마산별신제 연희에 참가한 무당, 기생, 광대 등은 독자적 연희주체이면서 별신제라는 무대에서 상호 공존했다. This paper is to make the characteristics of Masan Byeolsinje as one of the regional hub in South Korea clear. Masan Byeolsinje was formed on the basis of Jochang. It was an official sacrificial rites to seek for safe waterway and welfare of the residents through the smooth management of Jochang. The sacrificial rites of Jochang changed into the market system in the course of the abolition of Jochang and opening of Masan port. The presiding group shifted to civilian commission agents. The purpose of the market system was growth of the market, safety of waterway, a large catch of fish, etc. And the practical needs for protection of commercial area of fish market and unity of residents were also satisfied. The rite house for Masan Byeolsinje consisted into two houses, mountain rite house and fish wharf. In 1905 the rite house was integrated by installing the god house at lower house. The initial divinity was a complex body of star and general, but at present the general was excluded. Folks such as onborad music of kisaeng, Ogwangdae mask play and installation of Byeolsindae were performed. Sharmans, kisaengs and clowns were individually the main body of entertainment and simultaneously coexisted in the stage of Byeolsinje.

반계 유형원의 조운제도 개혁론

문광균 조선시대사학회 2016 朝鮮時代史學報 Vol.79 No.-

Yu Hyung-won planned ideal nation so as to renovate confused society of the 17th century and make a country whose publicity is expanded to the whole society. The key of big reformation he suggested in 『Bangyesurok』 is to exclude ‘private’ customs and realize ‘public’ concept for national system and the management. To achieve it, he intended to solve possession problem of land with gongjunje and samosok problem of military politics with military-agriculture concord theory of gongjunje. Therefore, he intended to guarantee hangsan of people and refresh the whole national system. Jounje he insisted was also planned for the goal and intention. After the 17th century, jounje was collapsed gradually because of the insufficient jounsun and excessive jojolyuk. Instead of it, transportation of private ship, lending gyunggangsun and jotosun of Seoul and transporting grains, was gradually expanded. Yu Hyung-won criticizes the private ship transportation as a form damaging people and national body and insisted on the recovery of jounje supervised by country. The concrete measures can be arranged by three things. First is establishment of 15 jochang. Yu Hyung-won intended to install 15 jochang evenly and minimize the burden of grain transportation in the strategic point of water road and sea road of the whole country. Second is preparation of jounsun and chungjung of jojol based on national history. Jounsun was arranged the number of ships by grain quantity of each jochang and the costs of preparing ships were burdened by nation. And, to maintain hangsan of jojol, gongjun, 1 gyung per a person, is paid by theory of gongjunje so as to maintain hangsan of jojol and at the same time, they intended to arrange boins. Third is rearrangement of public office and arrangement of joun regulation. At the center of public office rearrangement, there were haeunsa and jochangpangwan. He raised haeunpangwan to dansanggwan of jung 3pum and took as haeunsa because the status of haeunpangwan is low and it’s difficult to supervise grain work of gunhyun. And, he criticized receipt and transportation of grain is separately fulfilled by chasawon and youngwungwan and insisted that jochangpangwan of jung 8pum shall be appointed for all of grain works. After the joun system was completed, he intended to arrange several regulations such as transportation of ship, receipt of grain, prize and punishment, etc. on the frame of law book distributed in the early Joseon period so as to manage jounje smoothly. Through a series of reformation, Yu Hyun-won planned to unify joun system by focusing on hojo. 유형원은 17세기 혼란한 사회를 쇄신하고 공공성이 사회 전반에 확대된 국가를 만들고자 이상국가를 기획한 인물이다. 그가 『반계수록』에서 제시한 대개혁안의 핵심은 국가제도와 그 운영에 있어 ‘私’적인 관행을 배제하고, ‘公’이념을 실현하는 것이었다. 이를 위해 토지의 私有 문제는 공전제로, 군정의 私募屬 문제는 병농일치 원리로 해결하고자 하였다. 이를 통해 민의 恒産을 보장하고, 국가제도 전반에 쇄신을 기하고자 하였다. 그가 주장한 조운제 역시 이러한 목적과 의도에서 기획되었다. 17세기 이후 조운제는 조운선의 부족과 과도한 조졸역으로 인하여 점차 붕괴되어가고 있었다. 그 대신 서울의 경강선과 지방의 지토선을 임대하여 세곡을 운송하는 ‘私船賃運’이 점차 확산되었다. 유형원은 사선임운이 백성에게 해를 끼치고 국가의 사체를 손상시키는 행태라고 비판하면서, 국가주도의 조운제 복구를 주장하였다. 그 구체적인 방안은 세 가지로 정리된다. 첫째, 15조창의 설치이다. 유형원은 전국 각지의 수로와 해로 요충지에 균질적으로 15개의 조창을 설치하여 세곡운송의 부담을 최소화하고자 했다. 둘째, 國役에 기반한 조운선의 마련과 조졸의 충정이다. 조운선은 각 조창의 세곡량에 따라 선척수를 결정하고, 선척의 마련 비용은 모두 국가에서 부담하도록 하였다. 그리고 조졸의 항산을 유지하기 위해 公田制의 원리에 따라 1명당 1頃의 공전을 지급하고, 동시에 保人 2명을 배정하고자 했다. 셋째, 관직 개편과 조운 규정의 정비이다. 그는 해운판관의 지위가 낮고, 군현의 세곡 업무를 관장하기 어렵다는 이유로 해운판관을 정3품 당상관으로 승격시켜 해운사로 삼고, 세곡의 수납과 운송이 差使員과 領運官에 의해 따로 이루어지는 점을 비판하면서 정8품 조창판관을 임명하여 세곡의 모든 업무를 주관해야 한다고 주장하였다. 아울러 조운제가 원활이 운영되기 위하여 조선전기에 반포된 법전을 기틀로 조선의 운항, 호송 업무, 세곡 수납, 상벌 등의 여러 규정을 정비하고자 했다. 이러한 일련의 개혁을 통해 조운제가 공적인 영역에서 운영되기를 기대했던 것이다.

법성포단오제의 연희성

전경욱 ( Kyung Wook Jeon ) 남도민속학회 2007 남도민속연구 Vol.14 No.-

The Beopseongpo Dano Festival has two origin theories such as Pasinanjang(an open-air seasonal fish market) and Jounnanjang(an open-air market during the shipment period). At the opening of Pasi and Jochang(national warehouse for shipment) came Palbancheonryu(the eight lowest social status groups) like Upa(a troupe of singing and dancing girls), Changgi(prostitute), Jupa(barmaid), Hwarang(the husband of a female shaman), Akgong(musician), Noeja(Chorani : an exorcist appearing in woman’s dress), Majo(Tujeon : Korean gambling), and Dosa(butcher) in the late Joseon Dynasty. Because of their undesirable influence, Jeong Yakyong put forward the claim that their free access to the area should be strictly limited. There were itinerant entertainers like Sadang, Gwangdae, Akgong, and Chorani among them. Therefore, spectacular entertaining performances might be held at the time of Pasi and Jochang. According to Shin Myeonghi``s Beobhogyeonmungi, Baekmokjeongye(a credit un ion of Beobseong Port) had paid for the Dano festivals since 1850. At each festiva l, Pansori(the traditional Korean narrative song), Jwachang(Singing at a sitting po sition), Sijo(a Korean ode), Yukjabaegi(a folk tune with six words to the line), Tta ngjaeju(tumbling), Jultagi(tightrope walking), and Geune(swing) were performed. Noted masters were selected through performances, gaining their glory. The writt en records related to the Beopseongpo Dano festivals and the informer’s testimonies at on-the-spot surveys show that the previous events included (1) Pansori, (2) Myeongchanggyeongyeondaehoi(korean traditional singing contest), (3) Gukakgyeo ngyeondaehoi(national classical music contest), (4) Gojeonmuyongdaehoi(Korean tra ditional dancing contest), (5) Nongak(farmer’s folk music), (6) Jultagi, Ttangjaeju, Beona(dish-turning trick), (7) Geunettuigi (Swinging), (8) Ssireum(korean traditiona l wrestling), (9) Juldarigi(tug of war), (10) Seonyunori(excursional boating), and (1 1) Yongwangje(a ritual for the Sea Dragon King). However, the present Dano festival doesn’t have Juldarigi, Nongakdae’s Geolip(collecting money or rice from each household by a farmer’s folk band), Shincheong(union of chaman’s husbands)’s and Namsadangpae(a troupe of strolling players)’s performances(Jultagi, Beona, and Ttangjaeju), Gojeonmuyong in which all the villagers participate, and Seonyunori. Therefore, the restoration of these performing arts is a problem awaiting solution.

고려시대의 조운제도와 조창

문경호(Mun Gyung-Ho) 역사문화학회 2011 지방사와 지방문화 Vol.14 No.1

고려로부터 시작된 조운제도는 1894년 조세가 금납화 될 때까지 국가 경제의 근간이 되는 관영 물류 시스템이었다. 고려의 조운제도는 크게 60여개의 포구를 중심으로 운송하던 시기, 12개(또는 13개)의 조창을 중심으로 운송하던 시기, 왜구의 침입으로 조창의 근간이 무너지면서 군현별로 납부하던 시기로 구분할 수 있다. 이 글에서는 조창제 이전에 조운을 담당했던 60개의 포구를 ‘浦倉’이라는 용어로 서술하였으며, 포창의 위치에 대하여 연구한 기존 논문들의 성과를 정리하는 한편, 그 타당성에 대하여 살펴보았다. 또한, 조운제도에 관한 최근의 연구 성과를 토대로 12개의 조창이 설립되었다는 『高麗史』의 ‘國初’가 구체적으로 어느 시기인지 밝혀보고자 하였다. 지금까지의 연구에 의하면 고려의 12조창이 설치된 시기를 보는 관점은 성종, 현종, 정종 시기 등으로 다양하였다. 그러나 성종 11년 수경가 제정 기사에 60개 포구와 함께 기록된 9개의 조창은 고려의 조운제도가 12조창 중심으로 운영되기 이전부터 존재하고 있었을 가능성이 크다. 따라서 조창의 설치 시기는 현종, 정종 시기보다 훨씬 이전 시기로 소급될 수 있다. 조창의 설치 시기가 현종 이전 시기로 소급된다면 조창을 중심으로 하는 조운제도의 성립시기 또한 상향되어야 할 것이다. The Shipping System of Grain Paid as a Tax started in Goryeo period had been a government operated logistics system which was the foundation of national economy and this system existed until it was abolished by the commutation of tax to paying tax with money in 1894. The Shipping System of Grain Paid as a Tax can be largely classified three by period: period centered on coast estuary each region, period centered on 12 Warehouses for Grain as a Tax(13 since King Munjong), period when tax was paid from each county as the foundation of Jochang fell down by the invasion of the Japanese pirates. This study named Pochang(浦倉) for the mode where tax transportation was performed centered on coast estuary before Jochang system. And based on recent studies on the Shipping System of Grain Paid as a Tax, this study tried to find out when ‘the early Goryeo’ described in Goryeosa(高麗史) is specifically - Goryeosa says, in that time, 12 Warehouses for Grain as a Tax were established. According to existing studies, it has been understood that the early tax transportation in Goryeo had been operated based on 60 ports and changed to 12 Jochang system through the reigns of Hyunjong or Jeongjong. But a record related to the shipping charges(輸京價) regulated in the 11th year of Seongjong shows 9 Jochangs along with 60 ports. This record suggests that 9 Jochangs existed before 12 Jochang system. Therefore, it would be difficult to say that Jochang system suddenly appeared in a particular time. And it is assumed that even after implementing Jochang system, some ports existed under Pochang system played the part related to tax transportation. When synthesizing these facts, it is known that Korean Shipping System of Grain Paid as a Tax had been changed in this order: 60 Pochang system(early Goryeo) → 12 Jochang system(King Seongjong~Hyunjong in Goryeo) → 13 Jochang system(Munjong in Goryeo) → tax transportation each county(since middle and later period of the 13th century) → 11 Pochang system in early Chosun(『Sejongsilrokjiriji世宗實錄地理志』) → 9 Jochang system(『Gyeonggukdaejeon 經國大典』) → coexistence of Jochang and Haechang system each county(『Sokdaejeon續大典』).

19세기 후반 경상도 조운제도의 변화와 기선(汽船) 도입

문광균 ( Moon Kwnang-kyun ) 대구사학회 2017 대구사학 Vol.129 No.-

In the mid-19th century, grain transportation system of 3 jochang started to be broken. There were representative problems such as difficulties in securing of transportation assistant ship, internal problem of Dochaeup(都差邑), plunder of Tax Shipping and sinking accident of the ship, etc. Due to the general difficulties in transportation assistant system, the government of the 17th year of Gojong(1880) declared final transportation assistant legislation of Joseon 『Jopyerijeongsamok(漕弊釐正事目)』. Due to the declaration, rear end-jochang of Gyeongsang-do was innovated and 11district of total 20district were transferred to 'Imunjiknap(賃運直納)' that borrows saseon and delibers grains. In the next year, the remained left-jochang and right-jochang were abolished. Therefore, grain transportation system of 3jochang was changed to Imunjiknap. But, in comparison to the intention of government, there was still a problem of grain transporation after the declaration of 『Jopyeijungsamok』. The goal of Joseon government, that was to improve grain transportation system through 『Jopyeijungsamok』, was not successful. Therefore, bureaucrats and intellectual people suggested measures in several directions and most of them insisted introduction of Hwaryunseon(火輪船), steamboat, because they thought steamboat was better than jounseon or gyeonggangseon, that were traditional ships, in several aspects of quickness, stableness, and loaded quantity, etc. Finally, national king accepted people's opinion in the 19th year of Gojong(1882) and decided to utilize steamboat and sailing ship actually for grain transportation. Therefore, in the 23th year of Gojong(1886), they established jeonunkuk(轉運局), prepared 3 ships of Haeryongho, Joyangho, and Changryongho, and delivered grains. From the 30th year of Gojong, (1893), eaunsa(利運社) was established to change private way of grain transportation. However, in spite of the introduction of steamboat, all of problems of grain transportation were not solved. In other words, only ships were changed to steamboat that is modern cultural product in the system of Tax Shipping, so the problems fixed on existing grain transportation were still remained. In spite of the modern shell of steamboat, product economic system that has been managed for several hundred years and the economic structure are not changed. And then, it was not meaningful. Finally, Tax Shipping system was abolished after the taxation innovation of gyelhojeon(結戶錢) in the 32nd year of Gojong(1895).

조선 전기 '官船漕運制' 연구에 대한 재검토

한정훈(Han, Jeong-hun) 한국외국어대학교 역사문화연구소 2014 역사문화연구 Vol.51 No.-

조선시대 조운제 연구에서 독보적인 성과를 남긴 주요 연구자는 조선 후기 船運業의 발전 양상을 설명하기 위한 배경으로 조선 전기 조운제를 고찰하였다. 이러한 연구 시각으로 인해 해당 연구 성과에서 재논의가 필요한 부분이 발견된다. 특히 韓國漕運史의 관점에서 고려와 조선시대의 조운제를 함께 살펴보면 더욱 그러하다. 기존 연구의 핵심인 '관선조운제'는 조선 후기 '私船賃運制'에 대비시켜보면 나름의 의미가 있다. 하지만 '관선조운제'라는 역사용어는 船軍과 兵船의 도움으로 수행된 조선 초기 조운제의 특징을 제대로 반영하지 못할 뿐 아니라, 漕運發達史에서 여타 조운방식과의 차별성을 구분하기 어려울 정도로 지나치게 보편적이라는 단점이 있다. 그래서 본고에서는 기존의 '관선조운제'를 대신하여 조선 초기 조운제를 '水軍 지원 조운체제'로 바꾸어 이해할 것을 제안하였다. 위의 내용을 바탕으로 조선시대 조운체제를 고려시대의 그것에 연결시켜 보면, ①漕倉制 이후, ②군현별 조운체제 - ③수군 지원 조운체제 - ④사선임운체제 순으로 조운방식이 전개되었음을 알 수 있다. 고려 현종대부터 ①조창제가 운영되다가, 고려후기부터 점차 漕倉의 운영기반이 부족해짐에 따라 14세기 전후 시기에 조운 업무를 각 군현에 위임하였고(②군현별 조운체제), 고려말ㆍ조선 초기부터는 수군의 도움을 받았다(③수군 지원 조운체제). 결국 고려 후기와 조선 초기는 조창의 기능이 약화된 상황 속에서 지방 군현과 수군조직의 도움 속에서 조운제를 유지한 셈이다. 물론 조선 초기에 조창제의 복원을 추진하였지만 달성하지 못한 채, 16세기에는 私船을 통해 賃運하는 방식(④사선임운체제)으로 조운정책의 방향을 전환하게 되었다. Important researchers, who have made unique achievements in the study of marine transportation system in the Joseon period, consider it in the early Joseon period as a background on which the developments of shipping industry in the late Joseon period may be explained. From this perspective of study, some parts to be reviewed among research achievements are found. In particular, they are more obviously revealed when the marine transportation systems in Joseon and Koryo are examined together, from the perspective of Korean marine transportation history. The 'Gwanseon-Joun-System (官船漕運制; Marine Transportation System with Public Boat)', a core of the previous studies has its own implication if it is compared with 'Saseon-Imun-System(私船賃運制)' in the late Joseon period'. However, the 'Gwanseon-Joun-System, a historical term has two disadvantages in that it could not properly reflect the features of marine transportation system in the early Joseon period, which was performed with the aid of warships and naval forces, and was too general to be discriminated from other marine transportation methods in the history of marine transportation history. Thus, this paper suggests that the marine transportation system in the early Joseon period be understood as the 'marine transportation system with the aid of the naval forces(水軍 支援 漕運體制)' instead of 'Gwanseon-Joun-System'. If the marine transportation system in the Joseon period is connected that of Koryo period on the basis of findings above, it is found that the marine transportation method had been developed from ①Jochang-System(漕倉制) through ②marine transportation system by gun-hyeons(郡縣別 漕運體制) and ③marine transportation system with the aid of the naval forces to ④Saseon-Imun-System. From the Hyeonjong dynasty In Koryo the ①Jochang-System was managed but by the late Koryo period, as the base of Jochang management was gradually weakened, the marine transportation tasks were entrusted to each gun-hyeon around 14th century(② marine transportation system by gun-hyeons). In the late Koryo and early Joseon period. it was supported by the naval forces (③marine transportation system with the aid of the naval forces). In conclusion, when function of the Jochang was weakened, the marine transportation system seemed to be maintained with the aid of local gun-hyeons and organization of naval forces. While recovery of Jochang system was tried in the early Joseon period but it was filed, the direction of marine transportation policy was changed toward the charged shipping with private boats in the 16th century(④ Saseon-Imun-System).

고려시대 강진지역 교통입지와 청자 유통

한정훈(Han, Jeonghun) 연세대학교 강진다산실학연구원 2016 다산과현대 Vol.9 No.-

The study examined land and water transportation networks in Gangjin area and transportation of Gangjin celadon porcelain through the transportation networks. Land and water transportation networks in Gangjin area were blocked by ‘MyeongRyangHang(鳴梁項)’ which is tough place in the sea and mountain areas in Wolchool(月出) mountain. So for sea route, besides Tamjin(耽津) and Mipo (彌浦) in Gangjin bay, Jodongpo(潮東浦) in Yeongam was actively used as an alternative harbor to avoid MyeongRyangHang(鳴梁項). In existing studies, it was understood that nearby Jangheungchang(長興倉) warehouse, one of Jochang(漕倉) is a main transit for transportation of Gangjin celadon porcelain and transportation activity actively used personal and physical basis of Jochang warehouse. But in the aspect of transportation history, it was identified that ship for Gangjin celadon porcelain for tribute started at Jochang warehouse and maybe could start in Mipo(彌浦) near Daeguso(大口所) as well. For Gangjin celadon porcelain, characteristic of celadon porcelain and transportation volume became main elements to decide departure place. Like Taean ship(태안선), large cargo of celadon porcelain preferred Mipo though burden to pass through MyeongRyangHang. Like Mado ship No.1(마도1호선), small cargo of celadon porcelain started in Jodongpo in Yeongam over uphill pass. Thus, at the Daeguso(大口所) which was the largest producer of celadon porcelain in Goryeo, using work force of Bugokmin(部曲民), Gangjin celadon porcelain was transported at not only Jochang warehouse but also Mipo. This is a unique characteristic of Gangjin Daeguso(大口所) different from Buan area which is another production place of celadon porcelain.

고려시대 전라도 조운‧조창의 현황과 특징

한정훈 한국중세사학회 2019 한국중세사연구 Vol.0 No.56

This study is an article for examining the status and meaning of Joun(shipping) of Cholla-do marking the 1100th anniversary of the establishment of Goryeo Dynasty and the 1000th anniversary of Cholla-do’s Gaedo(開道). The main contents are about the status of 17 ‘Joun ports,’ the locations of 6 Jochangs and the tax collection area(收稅區域) of Cholla-do in the early Goryeo Dynasty. The relevant contents will help a lot in understanding Joun(transport products by ship) and Jochang(a storehouse for storing grain paid as a tax) of Cholla-do. Cholla region which was the center of Joun activities in Goryeo Dynasty was the home for Joun restoration in the crisis due to Japanese raiders in the middle and late 14th century. As such, perhaps Joun activities were able to be active and continued due to the role of regular contribution of a civil boat transportation group with the will of the central government. And examining the defensive area of Jochang in Cholla-do, the study reconfirmed that the defensive area was organized prioritizing the local administration system of the unit of Juhyeon(主縣) rather than the zones of traffic and life. Also, it opened the possibility of the defensive area being changed according to the change in relation of the belonging of Gun(郡) and Hyeon(縣).