일제 식민지시기의 도로교통에 대한 연구(Ⅱ)-1930~40년대 제2기 치도계획과 자동차운송을 중심으로-

조병로,조성운,성주현 한국민족운동사학회 2009 한국민족운동사연구 Vol.0 No.61

도로의 건설은 일제가 역대 총독의 3대 정책의 하나라 할 정도로 철도의 건설과 함께 매우 중요하게 추진한 사업이었다. 1917년부터 1922년까지 계획되었던 제2기 치도사업은 1938년 조선도로령이 공포될 때까지 완성을 보지 못하였다. 그것은 3ㆍ1운동 이후 용지의 강제기부와 도로부역이 제한되거나 폐지되면서 도로 건설을 위한 자금과 인력의 부족에서 기인하는 것이었다. 그리고 제2기 치도사업은 기한 내에 완성되지 못하고 1938년 조선도로령이 실시될 무렵에 가서야 대강 완성되었다. 특히 1927년 조선철도 12개년 계획에 따라 철도가 조선교통의 핵심적인 지위를 차지하면서 도로 건설의 의미는 더욱 축소되었다. 그리고 조선도로령의 실시로 지금까지의 1등도로ㆍ2등도로ㆍ3등도로ㆍ등외도로의 구분이 국도ㆍ지방도ㆍ부도ㆍ읍면도로 변경되면서 도로관리의 주체도 해당 기관장에게 이관된 것은 전시체제에 접어들면서 광산도로의 건설 등 도로 건설과 관리가 침략전쟁의 수행과 직간접적으로 매우 중요해졌음을 의미하는 것으로 이해된다. 또한 1920년대부터 지방행정기관의 계획에 따라 관광도로가 건설되는 등 도로가 지방개발에 하나의 계기가 되기도 하였다. 한편 조선내의 도로 건설과 자동차 수의 증가에 따라 자동차운송정책이 결정되었다. 1920년대 중후반까지 조선총독부의 자동차운송정책은 그리 명확하지 않았던 것으로 보이지만 1927년 조선철도 12개년계획 이후 철도를 본위로 하는 교통정책이 확립되면서 사설철도와 경쟁관계에 있던 자동차운송회사에 대한 견제가 시작되었다. 이에 대하여 자동차운송회사는 조선자동차협회와 같은 이익단체를 조직하여 조선총독부의 정책에 저항하였다. 한편 1933년 조선자동차교통사업령이 제정되어 철도 위주의 운송정책을 본격화하였다. 그리하여 사적인 영역, 즉 자본주의적 이윤을 목적으로 하던 자동차운송사업이 공공의 영역 즉 국가(조선총독부)의 지시와 감독을 받게 되었던 것이다. 이에 따라 자동차운송회사는 조선철도나 사설철도회사에 합병되었다. 이에 자동차운송사업자들은 조선총독부에 항의하는 등의 방법으로 자구책을 강구하였다. 그러나 1937년 중일전쟁의 발발에 따른 전시체제의 확립에 따라 자동차운송사업에 대한 조선총독부의 통제는 강화되었다. 즉 1938년 가솔린 통제, 1941년 조선육운령의 시행 등과 같이 제도적인 측면과 1940년 미국의 대일석유금수조치에서 보는 바와 같이 자동차운송사업에 대한 내외적인 환경은 더욱 열악해졌다. The construction of roads was an important thing to the Japanese colonial governors. Not only were they interested in the construction of roads, but in railroads as well. These two things belonged to the three major policies while they were ruling in Korea. In the second term, road planning which began sometime during 1917~1922 was not completed until 1938. The Korean people’s first march for Independence weakened the enforced donation of land and compulsory labor. Therefore, the Japanese could not acquire enough money and labor for road construction. In 1938, the Joseon Road Act (JRA) was proclaimed and enacted. Nevertheless, railroad construction was regarded as more important that road construction. Especially, with Joseon Railroads 12-year Plan created during 1927 where railroad construction then occupied a central position in the Joseon transportations. According to JRA the former road system of First Class Road, Second Class Road, Third Class Road, and Other Roads were changed into a new classification system: National Road, Regional Road, Bu Road, and Eup-Myeon Road. The management of roads was transferred to the heads of the government bodies. As wartime began, construction and management, including the construction of mining roads, became very important as they were directly or indirectly related to the Japanese invasion in Korea. From the 1920s, by the plan of the local administrative agencies, road construction contributed to the local development as was seen in the construction of tourist roads. With increase of roads and vehicles, the road transportation policy was realized as it was also important in Joseon. The vehicle transportation policy was not fully established until the middle or late 1920s by the Japanese Government-General of Korea (JGGK). The 12-year Joseon Railroad Plan in 1927 was a policy which put priority of railroads over general land roads. Against this policy, private road transportation companies (RTC) organized the Joseon Vehicle Association and resisted to the railroad policy of JGGK. Meanwhile in 1933, with the Joseon Vehicle Transportation Business Act enacted, railroad transportation became even more important. Resultantly, vehicle transportation came under the direction of the nation. The private road businesses which pursued their own capitalistic profits became under the hands of public institutions. RTC became integrated into the Joseon Railroad Company or other private railroad companies. Vehicle Transportation businessmen protested against the JGGK to protect their own profit. In 1937 the Sino-Japanese war broke out and the wartime emergency system started. The control of the vehicle transportation companies became strengthened. In other words, the gasoline control started in 1938. With the Joseon Land Transportation Act in 1941, the domestic and foreign environment became worse as we can see in the U.S. gasoline embargo policy to Japan in 1940.

The Effect of Road Transportation Infrastructure on Freight Transport Mobility and Regional Economy in Indonesia

TARIGAN, Harimin,MATONDANG, Abdul Rahim,LUBIS, Suwardi,SIROJUZILAM, Sirojuzilam Korea Distribution Science Association 2021 The Journal of Asian Finance, Economics and Busine Vol.8 No.3

This research aims to examine the influence of road transportation infrastructure on the mobility of goods transport and the regional economy in Langkat Regency in Indonesia. This type of research is an associative and explanatory research whose data is obtained through a questionnaire survey. This study took a sample of 305 respondents using probability sampling in Langkat Regency, North Sumatera, Indonesia. Data analysis techniques use path analysis. The research results showed that the road transportation infrastructure variables had a significant and positive effect on the mobility of goods transport. Road transportation infrastructure and freight mobility simultaneously have a significant and positive effect on the economy of Langkat Regency. Road transportation infrastructure with the dimensions of road accessibility and maintenance partially directly has a significant and positive effect on the economy of the Langkat Regency. Road transportation infrastructure with the dimensions of road design and road construction quality partially does not have a direct effect on the regional economy, but has a positive and significant effect through the mobility of freight transport. The mobility of goods transport becomes an intervening variable that acts to mediate or determine the relationship between road transportation infrastructure variables to the regional economy.

Modeling and Trends of Road Transport Development in Eastern European Countries

Viktoriia Harkava,Olena Pylypenko,Oleksandr Haisha,Armen Aramyan,Volodymyr Kairov International Journal of Computer ScienceNetwork S 2024 International journal of computer science and netw Vol.24 No.3

Road transport occupies the largest share in domestic and international transport. It is of key importance for the development of the economy, forasmuch as it provides the livelihood of the population, the development of the national economy, the possibility of establishing foreign economic relations. The purpose of the research is as follows: analysis of the current state of functioning of the road transport sector in Eastern Europe and identification of key problems and trends in its development. Research methods: Methods of grouping, comparison and generalization, correlation analisys have been used to identify the dynamics of the main indicators of road transport in Eastern Europe. The method of correlation-regression analysis has been applied to determine the impact of increasing the length of roads on the turnover of the road freight transport and the number of employed population in this area. Results. It has been found that the increase in the employed population by 96% and increase in revenues from transportation and storage of goods, postal and courier services (turnover of the road freight transport - in the original language) in the field of road transport by 82% is explained by the change in transport infrastructure capacity by increasing length of highways. According to the correlation analysis, it has been revealed that there is a high direct dependence between the length of roads and increased revenues from transportation and storage of goods in the field of road transport, as well as between the length of roads and increasing employment in this area.

도로다이어트를 위한 차로폭 설계 기준에 관한 연구

도충현,이영우 한국도로학회 2010 한국도로학회논문집 Vol.12 No.1

Rapid urbanization causes a variety of transportation problems, including traffic delay. Then transportation engineers would get involved in trying to solve traffic delay through road constructed and uncongested policy. But lately, traffic policy changed from vehicle-dominated to human-dominated and green transportation. Road diet is one of green transportation. Road diets reduce the number of lanes, lane width because supplement space for green transportation including a bicycle road, side-walk, etc. A study on road diets not enough then this study performed a basic study for road diets. This study on lane width reduce for road diets through analyzes sway of moving vehicle. This study results shows lane width of a compacts-size car needs 2.34~2.70m and lane width of a full-size car needs 2.62~2.89m. According to this study lane width can reduce therefore lane width design criterion have to be relieved. This study will be used in a road width reduce including a road diets, road in process of construction and so on. 급격한 도시화는 교통지체를 포함하여 다양한 교통문제를 유발하였다. 따라서 도로건설, 교통소통 위주의 정책을 통해 교통지체 문제를 해결하기 위해 노력하였다. 그러나 차량중심의 교통소통 정책의 한계를 인식하고 최근에는 인간중심의 녹색교통 정책으로 전환되고 있다. 도로다이어트는 이러한 녹색교통의 하나로 추진되고 있는 개념이다. 도로다이어트는 차로수, 차로폭 등을 줄여서 확보된 공간에 자전거도로, 보행자를 위한 쾌적한 보행로 등 녹색교통을 위한 공간으로 활용하고자 하는 방법이다. 도로다이어트는 최근에 도입된 개념으로 아직 구체적이고 실증적인 연구가 많이 수행되지 못하고 있는 실정이다. 따라서 본 연구에서는 도로다이어트를 위한 차로폭 축소 방안에 대한 기초적이고 실증적인 연구를 수행하였다. 현장조사를 통해 차로를 주행하는 차량의 차로중심선에서 이격량을 분석하여 차량이 주행시에 필요로 하는 최소한의 차로폭을 분석하였다. 분석결과 소형차의 경우 조사지점별로 2.34~2.70m, 대형차의 경우에는 2.62~2.89m의 차로폭이 필요한 것으로 나타나 도로다이어트 등 설계자의 목적에 따라 차로폭을 다소 축소할 수 있도록 설계기준을 완화할 필요가 있을 것으로 판단된다. 본 연구결과는 도로다이어트, 도로공사 등으로 인해 통행이 가능한 도로폭이 축소되었을 때 차로폭 축소를 위한 설계기준으로 활용될 수 있을 것이다.

신라토기 경주양식 분포권과 교통로

고상혁 한국상고사학회 2022 한국상고사학보 Vol.117 No.117

This article started with the question of how to interpret the sub-regional style that it belongs to the earthenware culture on the east side of the Nakdong River as the product of the Silla political system. Although various interpretations are possible, the study was conducted focusing on the transportation aspect. Transportation is a factor that integrates cultures, but it is also a cause of heterogeneous cultures. As a research subject, Gyeongju-style mounted cup with double-openwork(二段透窓高杯) was selected as the typical model of the southern grave of Hwangnam grand tomb(皇南大塚南墳). It was judged to be useful for examining the transportation network. Because it is the most widely identified within the sub-regional style. First, among the various forms in the southern grave of Hwangnam grand tomb, the unique properties that distinguish them from the surrounding sub-regional style were extracted, and their distribution range was examined. This range was compared with the distribution ranges of the iron sword with curve(曲刃鐵器), the ceremonial ornament with bird-shaped thorn(有刺異器), and ㅏ-shaped tomb(ㅏ字形古墳). The distribution range of iron wares and tomb coincided with the distribution area of Gyeongju-style earthenware, it was confirmed that these distributions correspond to the same culture in relation to burial rites. The cultural zone is centered on the transportation route of Ulsan-Gyeongju-Yeongcheon-Gyeongsan⋅Pohang, and also connects to Gangneung, Gangwon province along the east coast. It is presumed that this route served as an arterial road. The main road was not available from Miryang, Cheongdo, and Jain. It seems that there was a separate branch line joining Ulsan. In addition, it is presumed that the Andong-Yeongyang-Yeongdeok-Yeonghae transportation route was also operated. These transportation route was verified by comparing it with the salt road in the late Joseon Dynasty. Because the salt road was the road with the most traffic. From the Three Kingdoms Period(三國時代) to the late Joseon Dynasty(朝鮮時代), there were virtually no changes in the terrain and means of transportation that could significantly affect transit. The salt road in the Yeongnam region were divided into four districts according to geographical factors. It was confirmed that the distribution zone of Gyeongju-style earthenware were consistent with the distribution network of salt in the east coast. Through this study, it was confirmed that earthenware culture could be used to restore ancient transportation routes in the Yeongnam region. Considering that the salt road operated in the private sector and that the end point of the road starting inland is leading to Ulsan rather than the political center Gyeongju, it could be observed that the transportation network formed to obtain essential goods such as salt and iron had an effect on the formation of pottery distribution zone.

신라토기 경주양식 분포권과 교통로

고상혁(SangHyuk Ko) 한국상고사학회 2022 한국상고사학보 Vol.117 No.117

본 글은 낙동강 동안양식을 신라라는 정치체의 관점으로 해석한다면 그 안에서 나타나는 소지역 양식을 어떻게 해석해야 할 것인가에 대한 의문에서 시작하였다. 양식권이 형성되는 과정에는다양한 요인이 작용하지만 기존에는 정치적 해석의 틀을 벗어나지 못하였다. 본 글에서는 이와 다르게 필수재 획득을 위한 교통의 관점에서 그 일단면을 살펴보고자 한다. 교통은 문화를 통합함과동시에 이질적인 문화권이 형성되는 원인이 되기도 하기 때문이다. 연구 대상으로 황남대총 남분을 전형으로 하는 경주양식 이단투창고배를 선정하였다. 낙동강동안양식 안에 존재하는 소지역양식 중 가장 넓은 범위에서 확인되기 때문에 교통망을 살피기에유용할 것으로 판단하였다. 우선 황남대총 남분 출토 이단투창고배의 다양한 형식 중 주변의 소지역양식과 구별되는 고유한 속성을 추출하고, 그 분포 범위를 살펴보았다. 이러한 분포 범위를 유자이기와 곡인철기, ‘ㅏ’자형 고분과 묘조가 있는 목곽묘의 분포 범위와도 비교해 보았다. 그 결과이들 철기와 고분의 분포 범위는 경주양식 토기의 분포권과 일치하고 있어 이들 분포권이 매장의례를 공유하는 동일 문화권임을 확인할 수 있었다. 해당 문화권은 경산-영천-경주-울산⋅포항으로 연결되는 교통로가 중심이 되지만, 동해안을따라 강원도 강릉으로도 연결된다. 이 교통로가 간선도로로 작용한 것으로 추정된다. 밀양, 청도, 경산에서는 간선도로를 이용하지 않고 울산으로 이어지는 지선이 별도로 작동하고 있었다. 이외에포항-영천, 안동-영양-영덕⋅영해로 이어지는 교통로도 작동하였던 것으로 보인다. 이러한 교통로를 검증하기 위해 조선 후기 염도와 비교하였다. 삼국시대 이래 조선 후기까지교통에 영향을 미치는 지형에서의 변화가 크지 않았으며, 염도는 가장 많은 물동량이 이동하던 도로이기 때문이다. 영남지역의 염도는 지리적 요인에 의해 크게 4개 유통권으로 구분되는데, 경주양식 토기의 분포권은 동해안 염 유통권과 일치함을 확인할 수 있었다. 본 연구를 통해 영남지역 고대 교통로를 복원하는데 토기 양식이 활용될 수 있음을 확인하였다. 또한 내륙에서 출발한 도로의 종착점이 정치적 중심지인 경주보다는 울산으로 이어지고 있다는 점에서 어염(魚鹽)⋅철과 같은 필수재 획득을 위해 형성된 교통망이 토기양식권 형성에 영향을 미치고 있음을 확인할 수 있었다. This article started with the question of how to interpret the sub-regional style that it belongs to the earthenware culture on the east side of the Nakdong River as the product of the Silla political system. Although various interpretations are possible, the study was conducted focusing on the transportation aspect. Transportation is a factor that integrates cultures, but it is also a cause of heterogeneous cultures. As a research subject, Gyeongju-style mounted cup with double-openwork(二段透窓高杯) was selected as the typical model of the southern grave of Hwangnam grand tomb(皇南大 塚南墳). It was judged to be useful for examining the transportation network. Because it is the most widely identified within the sub-regional style. First, among the various forms in the southern grave of Hwangnam grand tomb, the unique properties that distinguish them from the surrounding sub-regional style were extracted, and their distribution range was examined. This range was compared with the distribution ranges of the iron sword with curve(曲刃鐵器), the ceremonial ornament with bird-shaped thorn(有刺異器), and ㅏ-shaped tomb(ㅏ字形古墳). The distribution range of iron wares and tomb coincided with the distribution area of Gyeongju-style earthenware, it was confirmed that these distributions correspond to the same culture in relation to burial rites. The cultural zone is centered on the transportation route of Ulsan-Gyeongju-Yeongcheon- Gyeongsan⋅Pohang, and also connects to Gangneung, Gangwon province along the east coast. It is presumed that this route served as an arterial road. The main road was not available from Miryang, Cheongdo, and Jain. It seems that there was a separate branch line joining Ulsan. In addition, it is presumed that the Andong-Yeongyang-Yeongdeok-Yeonghae transportation route was also operated. These transportation route was verified by comparing it with the salt road in the late Joseon Dynasty. Because the salt road was the road with the most traffic. From the Three Kingdoms Period(三國時代) to the late Joseon Dynasty(朝鮮時代), there were virtually no changes in the terrain and means of transportation that could significantly affect transit. The salt road in the Yeongnam region were divided into four districts according to geographical factors. It was confirmed that the distribution zone of Gyeongju-style earthenware were consistent with the distribution network of salt in the east coast. Through this study, it was confirmed that earthenware culture could be used to restore ancient transportation routes in the Yeongnam region. Considering that the salt road operated in the private sector and that the end point of the road starting inland is leading to Ulsan rather than the political center Gyeongju, it could be observed that the transportation network formed to obtain essential goods such as salt and iron had an effect on the formation of pottery distribution zone.

일제하 전라남도의 육상교통망 형성과 일상의 변화

이기훈(Lee Ki-Hoon) 역사문화학회 2010 지방사와 지방문화 Vol.13 No.2

길은 사림들의 삶에 큰 영향을 미친다. 근대적 길이 만들어낸 새로운 시공간은 삶의 리듬과 규율에도 큰 변화를 일으켰다. 1907년 광주-목포간 신작로의 공사가 시작되면서 전남의 근대적 교통로가 형성되기 시작했다. 전남에서는 1910년대 전반에 경성목포간 1등 도로와 호남선 철도 등 기반이 되는 철도와 신작로가 갖추어졌다. 이어 1920년대에 2등 도로와 3등 도로 등의 신작로와 철로망이 전남지방 1936년 전라선 노선이 놓이면서 근대적 교통망이 완결되었다. 새로운 교통로들은 전통적인 길들을 기반으로 하여 건설되었지만 목포나 여수와 같은 신흥의 항구도시를 향해서는 전혀 새로운 길을 만들어 내기도 했다. 이렇게 형성된 새로운 교통만은 서해안과 남해안을 향하고 있었다. 일본으로 상품이 들고 나는 곳이기도 했지만 수산업 등 일본인들이 진출한 산업분야의 중심지가 형성되고 있었기 때문이었다. 조선시대에는 대로들이 한양을 겨냥하여 남북방향으로 중심축을 이루었음에 비해 새롭게 형성된 교통망은 식민지 행정중심지인 광주를 중심으로 했다. 근대적 교통망은 곧 지역 전체로 확산되어 모든 사람들이 그 영향력 하에 놓이게 되었다. 누구도 근대적 속도의 바깥에 살 수 없게 된 것이었다. 이에 따라 사람들은 일상 생활 속에서 급격히 빨라진 속도에 반드시 적응해야 했다. 근대적 교육을 받고 교통기관을 자주 이용한 도시에 살고 있던 사람들은 그나마 이 속도의 규율에 빨리 적응할 수 있었다. 그러나 옛 시간의 흐름과 습관에 익숙해져 있던 사람들은 급격히 빨라진 교통수단과 새롭게 등장한 그 규율에 적응하는데 어려움을 겪을 수밖에 없었다. 신작로와 철도가 만들어낸 속도와 속도의 규율은 식민지적 근대의 또 다른 모습이었던 것이다. Modem transportation networks have brought about fundamental changes in the rhythm and rules of people's daily lives. This paper examines how modem transportation networks, including railways and sinjakro ("newly built roads") in the Jeollanamdo (or Jeonnam) region located in the southwestern part of Korea, had been developed and expanded and how they changed people's daily lives. As the construction of sinjakro between Gwangju and Mokpo commenced in 1907, modern transportation roads started to be developed in the Jeonnam region. The Honam Line railway was completed in 1914 and the basic network structure of sinjakro and railways, including second-class and third-class roads was established in the 1920s. The Jeolla Line was opened in 1936, completing the modern transportation network in the region. New traffic routes were mostly constructed on the basis of traditional roads, yet completely new roads were constructed in the directions toward new port cities such as Mokpo and Yeosu. Compared to main roads during the Joseon Dynasty whose center was Hanyang and which had been placed in the south-north axis, the newly formed transportation network was centered on Gwangju, then the colonial administrative center. A modem transportation network was soon disseminated throughout the entire region, placing all the people under its influence. With the expansion of the modem transportation network, people had to adjust to faster speed in their everyday life. Those who received modem education and experienced consumption activities, particularly those who used to lived in city areas, were able to quickly adapt to the new ways of faster speed. However, those who were accustomed to the flow and habits of the old times inevitably experienced difficulty in adjusting to the new speed. The speed and the discipline of speed created by sinjakro and railways were another feature of the colonial modem period.

THERA: Two-level Hierarchical Hybrid Road-Aware Routing for Vehicular Networks

( Muhammad Tahir Abbas ),( Wang-cheol Song ) 한국인터넷정보학회 2019 KSII Transactions on Internet and Information Syst Vol.13 No.7

There are various research challenges in vehicular ad hoc networks (VANETs) that need to be focused until an extensive deployment of it becomes conceivable. Design and development of a scalable routing algorithm for VANETs is one of the critical issue due to frequent path disruptions caused by the vehicle’s mobility. This study aims to provide a novel road-aware routing protocol for vehicular networks named as Two-level hierarchical Hybrid Road-Aware (THERA) routing for vehicular ad hoc networks. The proposed protocol is designed explicitly for inter-vehicle communication. In THERA, roads are distributed into non-overlapping road segments to reduce the routing overhead. Unlike other protocols, discovery process does not flood the network with packet broadcasts. Instead, THERA uses the concept of Gateway Vehicles (GV) for the discovery process. In addition, a route between source and destination is flexible to changing topology, as THERA only requires road segment ID and destination ID for the communication. Furthermore, Road-Aware routing reduces the traffic congestion, bypasses the single point of failure, and facilitates the network management. Finally yet importantly, this paper also proposes a probabilistical model to estimate a path duration for each road segment using the highway mobility model. The flexibility of the proposed protocol is evaluated by performing extensive simulations in NS3. We have used SUMO simulator to generate real time vehicular traffic on the roads of Gangnam, South Korea. Comparative analysis of the results confirm that routing overhead for maintaining the network topology is smaller than few previously proposed routing algorithms.

Bottom-Up Projection of Regional Carbon Emissions from Passenger Road Vehicles Based on Discrete-Time Markov Chain

Kyumin Yeom,Sanghoon Ha,Kiseong Kim,Soohyun Kim,Minseok Jeon,Young Jin Kim 한국자료분석학회 2023 Journal of the Korean Data Analysis Society Vol.25 No.5

Accounting for a significant portion of global carbon emissions, the road transportation sector is unequivocally one of the largest emitter among various sectors and a wide variety of mitigation measures has been developed and adopted. The estimation of carbon emissions is a prerequisite for assessing the effectiveness of individual measures. This study outlines the estimation of carbon emissions from road transport based on a discrete-time Markov chain employed to describe the population of road vehicles by fuel type over time. The procedure outlined in the IPCC Guidelines for National Greenhouse Gas Inventories is adopted to estimate the carbon emissions based on the country-specific parameters, which is then applied to the projection of regional carbon emissions from road transport in the Metropolitan Busan City, Republic of Korea. More specifically, country-specific parameters are derived from publicly available data related to carbon emissions from road transport. It is asserted that publicly available data can be effectively collated and incorporated to develop the discrete-time Markov chain to estimate the population of road vehicles, based on which carbon emissions from road transport can then be estimated.

도로화물수송의 단일할당 제약 허브네트워크 설계

김남주,김용진 대한교통학회 2011 대한교통학회지 Vol.29 No.2

Hub network design for freight transportation is a decision process that determines hub locations together with freight transportation routes among shippers so as to ultimately minimize total logistics cost. This study presents the optimal location of hubs by strict hub network design policy with single allocation, which overcomes the limitation of Kim et al. (2008) that does not allow direct transportation among shippers. The greedy-interchange algorithm is employed for hub location decision process, and EMME/2 is adopted for the route searching process. Application of the processes to the nationwide highway network shows that the best hub locations in order are Seoul metropolitan, GyeongNam, Chung-nam, Jeon-Nam, Gyeong-Buk, Chung-Buk, and the locations are concentrated on the Seoul–Busan corridor. The strict hubnetwork design policy with single allocation increases the transportation distance but decreases the transportation cost by passing through the hubs instead of direct transportation. The reduction in total transportation cost can be achieved as the number of hubs increases, but the amount of the reduction gradually decreases because the cost reduction from the decrease in detour transportation distance between non-hubs and hubs becomes less than the discount reduction from dispersion of inter-hubs transportation volumes. 허브네트워크 설계는 수송량의 증가에 따라 단위 수송비가 감소하는 규모의 경제효과를 이용하여 네트워크의 총 물류비용을 최소화시키는 허브입지, 기종점별 수송경로를 결정하는 최적화과정이다. 본 연구에서는 비허브가 한 개의 허브에만 연결되고, 기종점간의 직결수송이 허용되지 않고 허브간 수송만을 허용하는 단일할당 제약 허브네트워크 설계를 통해 네트워크의 최적 허브입지를 제시하지 못했던 김남주 외 (2008)의 한계를 극복하여 최적 허브입지를 결정적으로 제시하였다. 허브집합 결정과정에서는 greedy-interchange algorithm을 사용하였고, 수송경로탐색에서는 EMME/2를 사용하였다. 우리나라 전국 도로수송 네트워크에 적용한 결과, 최적 허브입지는 수도권, 경남권, 충남권, 전남권, 경북권, 충북권 등의 순서로 선정되었으며, 수송의 간선축인 경부축에 집중되었다. 단일할당 제약 허브정책으로 각 기종점간 직접운송 대신에 허브를 경유하는 운송 방식을 취함으로써 운송거리는 증가했으나, 수송비용은 오히려 감소하였다. 또한 기종점-허브간 우회거리 단축으로 인한 수송비용 절감보다 허브간 수송량 분산으로 인한 규모의 경제효과 감소가 더 커 허브수가 늘어남에 따른 수송비용 감소폭은 점차 감소하였다. 본 연구는 GIS프로그램을 이용한 공학적 접근방법을 통해 국내 화물수송의 대부분을 차지하는 도로수송의 최적 허브입지와 수송경로를 결정적으로 제시한 것으로 국가물류비용을 절감하려는 정책적 측면에서 의미가 있을 것으로 판단된다.