광복이전 철도여객운임의 변천에 대한 연구 = A Study on the Changes of Railway Passenger's Fares before the Liberation of Korea

다국어 초록 (Multilingual Abstract)

The construction of the first railway of Korea, Gyeongin(Seoul-Incheon) railway line started by J. R. Morse, an American in 1897, but the construction of the line was completed by Japanese. It was a private railway, and its fundamental goal to gain profit, so it can be said that the expensive fare of Gyeongin line seemed to be a little reasonable even though it surpassed the limit of the public fee.
In 1903, Gyeongin railway was merged into 'the Gyeongbu railway company,' and it belonged to the Japanese public railways in 1906. 'The Korean Empire' collapsed in 1910, but the Japanese public railways already started its operation before 1910.
From the public railway ownership to the collapse of the Japanese Empire there were lots of changes in the railway business environment.
Before the emancipation, the development of Korean railways was based upon the Japanese political and military policies of the continent invasion. Thus, the railway fee was estimated without considering economic theories and circumstances.

In conclusion, Japan carried out two railway policies in Korea, and the first one is the Aritomo Yamagata's policy concerning 'the railway running through'. This policy put emphasis on the bridge function of 'Gyeongbu·Gyeongui railway connecting Japan with Manchu.
Because Japan regarded Russia as a potential enemy even after the victory of Russia-Japanese Wars, Japanese main policy was to protect its privileges in Korea and Manchu from Russia's invasion.
'Yamagata' said that an urgent priority is to protect Japanese constructions of railways from Russia by stationing troops in Korea and getting a hold of railways. The Yamagata's 'the railway running through' policy had a decisive effect on the Japanese railway policy of Korea.

The second railway policy is to maintain a high degree of transportation capacity. It means that 'the railway running through', that is, 'Gyeongbu·Gyeongui' railway could fulfil a function as a 'logistics main railway' in time of emergency. In order to make that possible, above two railways should have a high degree of transportation capacity as usual. So Japan made the two railways financially independent by performing the absorbing-freight policy.
After gaining full control of Korea, Japan maintained the railway transportation system consistent. Japan also aligned the transportation system of connecting the Korea railways with Manchu railways. In 1915 Japan began to connect Korea passenger and freight transportations with China railways. Both in name and reality 'Gyeongbu·Gyeongui' railway could be main railways of Asia continent.
Gyeongbu·Gyeongui railways could be connected to Japanese railways through the transportation by sea between Busan and Shimonoseki. Therefore, Gyeongbu·Gyeongui railway could become the most safe and fast one among the transportations by land and sea connecting the Japan~Korea~Manchu~China continents. After all, Gyeongbu·Gyeongui railways served the role of connecting the Korean Peninsula and Asia continent as efficiently as possible from the time and space point of view.
In the above two frames, we could understand the Japanese railway fee policy. One time the fee was so expensive to be blamed for making excessive profits, but the other time the fee was too cheap and had lots of unreasonable discount.

목차 (Table of Contents)

• 제1장 서 론 1
• 제1절 연구의 배경 및 목적1
• 제2절 연구의 방법 및 구성 2
• 제2장 철도여객운임에 대한 이해와 선행연구 검토 3
• 제1절 공공요금의 의의 3
• 제2절 공공요금의 특질 3
• 1. 사회적 영향력 3
• 2. 국가경제에 의한 공공규제 4
• 3. 영리주의의 부정 4
• 제3절 공공요금으로서 운임의 의의 5
• 1. 운임의 개념 5
• 2. 운임의 특성 5
• 제4절 운임결정이론 6
• 1. 시장가격주의 6
• 2. 서비스 원가주의 6
• 3. 서비스 가치주의 7
• 4. 사회적 원리주의 8
• 제5절 철도운임 결정구조 9
• 1. 거리비례제9
• 2. 거리체감제 9
• 3. 구간운임제 10
• 4. 균일운임제 10
• 5. 구역운임제 11
• 6. 시간거리병산제 11
• 제6절 선행연구에 대한 검토 12
• 1. 논문자료에 나타난 철도여객운임 12
• 2. 광복이전 철도운임에 대한 선행연구 13
• 3. ‘조선교통사’와 철도여객운임 15
• 4. 선행연구의 한계 16
• 제3장 철도경영환경의 변화와 여객운임의 변천 17
• 제1절 광복이전 철도운영기관과 여객운임 변천개관 17
• 제2절 조선말기의 국내 철도상황 19
• 제3절 경인철도 부설과 대한제국기의 철도여객운임 21
• 1. 철도시대의 개막 21
• 2. 철도경영 일원화 23
• 3. 대일연대와 연락운수 24
• 4. 대한제국 초창기 각선의 여객운임 25
• 5. 철도통합 이후 여객운임의 변천 28
• 제4절 조선총독부 제1기 직영기와 철도여객운임 30
• 1. 한일병합과 조선총독부 철도국 30
• 2. 3선연락운임 33
• 3. 제1 직영기 여객운임의 변천 34
• 제5절 남만주철도 위탁운영기와 철도여객운임 35
• 1. 위탁경영 경위 35
• 2. 위탁기의 철도사업 36
• 3. 만철위탁기 여객운임의 변천 38
• 제6절 조선총독부 제2기 직영기와 철도여객운임 39
• 1. 직영환원 후 경영환경과 조선국유철도 12년 계획 39
• 2. 제2직영기 여객운임의 변천 45
• 제7절 사설철도 운영현황과 철도여객운임 53
• 1. 사설철도부설과 발전과정 53
• 2. 사설철도의 국유화현황 54
• 3. 사설철도 여객운임의 변천 59
• 제4장 여객운임관련 비교자료 분석 62
• 제1절 여객운임과 영업수지 62
• 제2절 한일간 1인 1km당 운임 66
• 제3절 여객운임의 변천과 소비자물가 67
• 제5장 결 론 71
• 참고문헌 75
• ABSTRACT 77