• 중국학논총
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• 제63호
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• pp.343-362
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• 2019

During the traditional periods when there were exchanges among Korea, China and Japan based on ocean currents or seasonal winds, the southwestern coastal areas including Yeosu held an important position since the route would not have been complete without them. Armed with its advantages including the marine environment, the Yeosu area in the southwestern coast on the Korean Peninsula engage in active maritime exchanges and activities as a base along the sea route since the Neolithic or Bronze Age. It was the same later when Baekje and Gaya had exchanges with China and Japan, when Unified Silla had exchanges with China, and when Goryeo had exchanges with China and Japan. In Joseon, the Yeosu area gained fame as a marine defense base. In short, the Yeosu area in the southwestern coast on the Korean Peninsula during the traditional periods not only engage in active maritime exchanges and activities, but also serve as an important base that could not be left out in the maritime history of East Asia.

• 한국항만경제학회지
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• 제31권3호
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• pp.121-140
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• 2015

본 연구는 여수시권의 해양관광교통체계 구축 방향을 강구하였다. 우리나라 남해안의 해양관광을 활성화시키기 위해서는 중심에 위치한 여수시의 효율적인 관광교통체계 구축이 필요하기 때문이다. 연구의 진행은 여수시권의 해양관광교통체계의 문제점을 분석하고, 이를 미국의 베이지역(Bay Area)과 비교하여 개선방안을 도출하였다. 연구 과정에서 여수시권의 해양관광 지원 교통체계는 광역교통과 도시교통 및 교통정보 체계 등에서 베이지역에 비해 미흡하게 평가되었다. 이에 따라 본 연구는 광역교통수단과 도시교통수단을 해양관광교통수단과 연계시키는 지원교통체계의 구축방향을 제시하였고, 추가적으로 여수시 인접지역과의 해양관광 공조 지원교통체계 구축방향도 다루었다. 또한 해양관광 지원 통합교통정보 제공방향도 제안하였다. 이 같은 해양관광교통 통합지원체계 구축을 통해서 교통비용과 통행시간의 절감이 가능하게 된다.

• 수산해양교육연구
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• 제28권2호
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• pp.539-549
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• 2016

This study analyzed ship's passing characteristics in relation with incoming and outgoing routes in Yeosu Gwangyang Port, and examined the risk factors and measures for safety management of marine traffic. The number of passing ships in Yeosu Gwangyang Port was about 60,000 ships annually based on 2014, and the tonnage rose 73% from 447,000 thousand tons in 2005 to 770,000 thousand tons in 2014. Actually, the number of large passing ships was revealed to enormously increase. As a result of marine traffic survey in Yeosu Gwangyang Port for three days in August 2015, daily average passing ships were 408 ships, and 77% of the total passing ships passed between 04:00 and 20:00. The chemical ships and general cargo ships took up the most at 58% of the total incoming and outgoing ships, followed by other work ships at 21%, tankers at 8%, fishing vessels at 7.5% and container ships at 5.5%. Concerning the size of passing ships, ships less than 1,000 tons accounted for 58.6% of the total passing ships. Ships of 1,000-5,000 tons were 20.1%, and those of 5,000-10,000 tons were 6.8%, and more than 10,000 tons were 14.4%. Especially, ships of 500 tons and less using mainly coastal passing routes took up 49% of the total passing ships. As for ship's passage ratio by route, Nakpo sea area where many routes meet accounted for 27.2%, specified area 49%, costal route 8%, specified area's incoming and outgoing sea area around Daedo 4.5%, and Dolsan coastal ara and Kumhodo sea area 8.5%. The number of ships standing by for anchoring in the six designated anchorages was 230 for three days. The standby rate for anchoring was 25% based on the specified area passing ships. In Nakpo sea area, where many routes meet, parallel passing and cross passing between ships occurred the most frequently. In the specified area, many cases, in which incoming and outgoing cargo ships at the starting and ending parts and incoming and outgoing work ships and fishing vessels at the coastal routes cross, took place. Consequently, the following measures are urgently needed: active passing management in the Nakpo sea area, where passing routes are complex, specified areas and costal traffic routes, the elimination of rocks in the route close to Myodo, an effort to improve routes including shallow depth area dredging, and rational safety management for small work ships frequently incoming and outgoing the passing routes of large ships, and fishing vessels operated in the sea areas around those passing routes.

• 수산해양기술연구
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• 제30권3호
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• pp.142-149
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• 1994

In order to investigate the environmental properties of set net grounds located in the coastal waters of Yeosu. The current in the vicinity of set net grounds was observed by drogue and current meter in 1990 and 1992. The results obtained are summarized as follows: The direction of tidal current at the north enterance of Yeosu bay was southerly in ebb and northwesterly in flood without the distiction of the neap tide and the spring tide. In spring tide the maximum Velocity of the tidal current was 68 cm/sec in ebb and 66 cm/sec in flood. In neap tide the maximum velocity of the tidal current was 37 cm/sec in ebb and 35 cm/sec in flood. And so the direction of residual current was the south ward mainly and 21 cm/sec. The direction of tidal current at set net fishing grounds was southwesterly in ebb and westerly or northwesterly in flood. Regardless of the distinction of neap and spring. The maximum velocity of the current in spring tide was 50 cm/sec in ebb and 40 cm/sec in flood and that in neap was 28 cm/sec in ebb and 25 cm/sec in flood. In spring tide the speed vector along the major axis of semidiurnal tide component was three times as large as diurnal tide. In neap tide, however, the speed vector was about 50% less then that in spring tide, and the semidiurnal tide and diurnal tide were equal in the size of current ellipse and the direction of major axis. The sea area had a southwesterly residual current. 11 cm/sec in spring tide and 7 cm/sec in neap tide. According to the result of drogue tracking, the vicinity of set net fishing ground had a southerly residual current which formed in Yeosu Bay and a weak westerly residual current toward Dolsando from Namhedo. Therefore, set net fishing ground in coastal water of Yeosu was distributed in boundary of inner water which formed from Seamjin river and offshore water supplied from the vicinity of Sorido and Yochido.

• 한국항해학회지
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• 제12권1호
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• pp.85-112
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• 1988

From the point of view of safety of life and property at sea and the protection of the marine environment, the Vessel Traffic Management System along the Korea coastal waterway is inevitably introduced. But the establishing priority per area must be evaluated under the restricted budget. In this case, the estimated traffic flow has a major effect on priority evaluation. In the former paper , an algorithm was proposed for estimating the trip distribution between each pair of zones such as harbours and straits. This paper aims to formulate a simulation model for estimating the dynamic traffic flow per area in the Korea coastal waterway. The model consists of the algorithm constrined by the statistical movement of ships and the observed data, the regression analysis and the traffic network evaluations. The processed results of traffic flow except fishing vessel are summarized as follows ; 1) In 2000, the traffic congestions per area are estimated, in proportion of ship's number (tonnage), as Busan area 22.3%(44.5%), Yeosu area 19.8%(11.2%), Wando-Jeju area18.1%(6.8%), Mokpo area 14.9%(9.9%), Gunsan area 9.1%(9.3%), Inchon area 8.1%(7.7%), Pohang area 5.5%(8.5%), and Donghae area 2.2%(2.1%). 2) For example in Busan area, the increment of traffic volume per annum is estimated 4, 102 ships (23 million tons) and the traffic flow in 2000 is evaluated 158, 793 ships (687 million tons). 3) consequently, the increment of traffic volume in Busan area is found the largest and followed by Yeosu, Wando-Jeju area. Also, the traffic flow per area in 2000 has the same order.