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김성준(S. June Kim) 한국해양사학회 2023 해양담론 Vol.1 No.1
이 논문은 서구와 우리나라에서의 해양사 연구동향을 살펴보고, 우리나라 해양사 연구의 과제를 제시해 본 글이다. II에서는 서구에서 해양사 연구가 어떻게 전개되어 왔는지 살펴보고, III에서는 우리나라의 해양사 연구성과를 회고해 볼 것이다. IV에서는 우리나라 해양사 연구의 과제를 제시해 볼 것이다. 서구에서 해양사 연구는 대체로 세 단계로 전개되어 왔다. 1단계는 19세기 말 해운사와 해전사 연구에서 시작되었고, 2단계는 1960년대 랠프 데이비스와 패리의 연구에 의해 역사학의 분야사로서 부각되기 시작해 1989년 『세계해양사지』의 창간으로 본격화되었다. 1990년부터 2010년 전후까지 해양사 연구는 연구 주제를 확대해 왔으며, 최근에는 연구범위의 지리적 확대 현상을 보여주고 있다. 해양사 연구의 범위가 크게 확대된 데는 지구사 내지는 초국가사의 대두와도 연관이 있다. 우리나라의 해양사 연구는 식민기에 외국인에 의해 시작되어 1950-80년대까지 선박사, 어업사, 해운사 등의 분야의 통사적 연구에 의해 ‘파종’되기에 이르렀다. 1990년대부터 2010년 경 사이에 우리나라 해양사 연구는 장보고 연구와 해운경제사 분야에서 ‘발아’되어, 2000년대 중후반 HK연구사업을 통해 본격적으로 ‘개화’되었다고 할 수 있다. 연구자의 절대 부족, 선박 및 선원에 대한 이해 부족, 식민화와 산업화와의 연관성과 같은 주제의식의 부재는 여전히 극복해야 할 과제라 할 수 있다. This paper reviews the research trends of maritime history from its birth to the present in the West and Korea, focusing on published books, and presents the prospects of research on maritime history in Korea. Section II briefly describes how maritime history research has been developed in the West, and section III reviews the research results in Korea. Section IV discusses the prospective future of maritime history research and presents the remaining issues accordingly. Maritime history research in the West has been generally developed in three stages. The first stage began with W.S. Lindsay and Alfred Mahan’s research on shipping and naval history at the end of the 19th century. The second stage began to emerge as a field of history through research by Ralph Davis and J.H. Parry in the 1960s and has been studied in earnest since the International Journal of Maritime History published in 1989. From 1990 to around 2010, maritime history study expanded its research subjects and recently showed a phenomenon of geographical expansion of the research scope. The significant increase in the scope of maritime history study is also related to the emergence of global or transnational history. Maritime history study in Korea began in the fields of shipping law, fishery, and ships by foreigners during the colonial period. It sowed the seeds for general research on shipping, fishery, and vessels during the period the 1950s - 1980s. Between the 1990s and around 2010, research on maritime history in Korea turned to research on Chang Bogo, which the Human Korea Research project enabled, and the history of shipping. However, relatively few researchers and the lack of knowledge and understanding of ships and seafarers are still issues to overcome.
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만재흘수선 : Plimsoll mark인가 Hall mark인가?
김성준 ( Kim S. June ) 영국사학회 2021 영국연구 Vol.45 No.-
The ‘load line’, which marks the maximum allowable loading of cargo on a ship, is today called the ‘Plimsoll mark’. This is to commemorate Plimsoll’s contributions in leading the campaign for enacting the load line in the 1870s. However, prior to Plimsoll’s movement, James Hall, a shipowner of Tynemouth, led the petition for the introduction of the load line, and had provided Plimsoll with the information and data on the load line. Considering these, some argue that the Plimsoll mark should be called ‘Hall mark’. This paper presents the real situation of shipping industry in the UK as the social background of the establishment of the load line in the mid-to-late 19th century(section II), and compares the activities of James Hall(section III) and Samuel Plimsoll(section IV), who took the lead in the movement to enact the load line. Section V evaluates whether it is appropriate to call the load line ‘the Plimsoll mark’. Hall’s social activities, such as the abolition of light due, the foundation of the Tribunal of Commerce, and the establishment of floating institution, were all closely related to his own business. It is more likely that Hall’s advocacy for the introduction of the load line was not purely philanthropist, but rather considered his interests as a shipowner and a director of marine insurance companies. In contrast, Plimsoll had no interest in shipping business. Although his way was somewhat rough and misleading the truth, he purely mourned the death of the sailors, sympathized with the families’ grief, and was angry with the immoral shipowners. It is true that the load line of 1875, which was enacted in accordance with Plimsoll’s agitation and campaign, was not what he wanted in that the shipowners could mark it as he wished, and it was flawed. However, it was ‘Plimsoll’s achievement’ in that it was the first in the history of modern shipping industry to enact the load line. In this respect, it is still valid to call the load line the ‘Plimsoll mark’.
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