Earticle

As the distribution of vehicles and logistics increases due to the development of human civilization and the increase in population, various roads play an important role in domestic traffic and transportation. However, the recent emergence of large cities and new cities is causing traffic problems, and the increase in roads is inevitable for the smooth distribution of vehicles and logistics. In Korea, mountainous regions occupy 70% of the country, so tunnels are used to open roads. Without this, it is difficult to open the road. Currently, there are 3,720tunnels (as of December 31, 2023) installed on high-speed national highways, general national highways, and local roads nationwide, with a length of 2.499 and increasing every year. Accordingly, fire accidents in tunnels will also increase, and due to the nature of tunnel fire accidents, there is a high probability that they will escalate into large-scale disasters, resulting in casualties and property damage, as well as significant social losses due to the disruption of logistics transportation, etc. As the possibility of potential hazards is increasing, the purpose of this study is to build a safe and efficient tunnel system by optimizing maintenance and management for fire and disaster accidents in tunnels.

외국인 관광객의 편의를 제공하기 위하여 개발 판매되었던 M-pass(왹국인 전용카드)의 이용률은 최근5년간 서울방문객의 0.051 %에 불과 하였다. 이렇게 저조한 판매마저도 코로나 19로 인하여 2020년 경우 0.024 % 수준으로 하락하였다. 성과부진의 원인은 국토부와 카드발행사가 교통운영기관을 배제하고 추진하였고 홍보부진과 가격결정의 불합리성, 소수의 판매장소 한정 등이 문제점으로 나타났다. 이러한 문제를 해결하기 위하여 Digital Matketing 체계의 구축과 함께 모든 관련기관의 참여와 의견이 반영된 새로운 상품 개발 등의 경영전략이 필요한 것으로 연구결과 나타났다. 본 연구로 포스트코로나 시대 외국인 서울관광객의 편의 제공 뿐만아니라 지하철 운영기관의 경영개선에 도움이 될 수 있기를 기대 한다.

The use rate of M-pass(transportation card for foreigners),developed and sold to provide convenience to foreign tourists, was only 0.0051 % of visitors to Seoul over the past five years. Even this poor sales fell to the 0.024 % level in 2020 due to COVID-19. The cause of the sluggish performance was that the Ministry of land, Transport and Maritime Affairs and the card issuer excluded transportation operating organizations, and problems such as poor public relation, irrationality in pricing, and limitied number of sales locations appeared. In order to solve this problem, the research result showed that business strategies such as the establishment of a digital marketing system, realistic pricing, and the establishment of a mobile sales system that fit the trend, as well as the development of new product that reflect the participation and opinions of all related organizations are necessary. It is expected that this study will not only provide convenience to foreign Seoul tourist in the age of Post Corona, but also help improve the management of subway operating organizations.

Illegal transportation act using a private truck cases indigested freight market. Moreover it incurs social and economic damage. There are some remedy for this problem that is reintroducing suspension of the service law, creating the law to punish client who have the goods which is delivered and improving transportation environment.

해상 사고의 발생 원인은 일반적으로 선박의 결함 또는 기타 불가항력적인 사유로 인하여 발생하였으나 최근 사고는 주로 적재 화물과 관련되어 있는 경향을 보이고 있다. 해상 운송의 특성 상 사고 발생 시 대형 사고로 이어지는 경향을 보이고 있으며 특히 컨테이너 중량의 잘못된 검증으로 인해 발생하는 사고의 경우 대부분 화물 및 선박의 전손이 일어나는 등 피해 규모 매우 크다. 따라서 이러한 문제를 해결하기 위하여 국제해사기구에 국제적 차원에서의 노력과 개선을 지속적으로 요구해 왔으며 이에 국제해사기구는 ‘국제해상인명안전협약(SOLAS)’을 개정하여 2016년 7월부터 전 세계 컨테이너 화물에 대한 총중량 검증 제도를 의무화하도록 하였다. 이에 따라 우리나라도 해양수산부에서 국내법령에 반영한 기준안을 마련하여 해상 안전에 대한 기준 적용에 대해 노력하고 있다. 따라서 본 연구에서는 VGM의 도입에 따라 각 당사자에게 발생할 수 있는 문제점 및 유의사항과 활성화 방안을 검토하여 제시하고자 한다.

Recent marine accidents are mainly related to cargo, and tend to lead to major accidents when they occur. Accidents are increasing due to the weight of the container and most of the damage is caused by cargo‘s mis-presentation of informations. Therefore, IMO has amended the SOLAS’s regulation that requires the shipper of a packed container to provide the carrier with the Container’s Verified Gross Mass (VGM) before the stowage on board of a ship. The purpose of this study was to examine the impact of VGM implementation and the discussion of the introduction of VGM is reviewed by each party to present to each party possible problems and countermeasures. Generally, marine accidents have occurred due to vessel defects or other force majeure events, but recent accidents have shown a tendency to be associated mainly with cargo. In particular, accidents caused by incorrect verification of container weight are high damaging, such as the total loss of cargo or vessel. The IMO has revised the International Convention for the Safety of Life at Sea (SOLAS) in July 2016, and since then, the global weight of container cargo and to make the verification system mandatory. Therefore, Korea is also making efforts to apply the standard for maritime safety by preparing the standard that is reflected in domestic laws and regulations in the Ministry of Oceans and Fisheries. Therefore, In this study, I would like to review present problems that may occur to each party according to the introduction of VGM.

본 논문은 수송 문제의 최적 해를 찾는 방법을 제안하였다. 수송 문제는 공급량과 요구량이 동일한 균형 수 송과 공급량과 요구량이 다른 불균형 문제로 구분된다. 수송문제의 최적 해를 얻는 대표적인 TSM은 먼저, 불균형 수 송 문제인 경우 가상의 행이나 열을 추가하여 균형 수송 문제로 변환시킨다. 다음으로 NCM, LCM, VAM 등 다양한 방법을 적용하여 초기 해를 구한다. 마지막으로 초기 해가 최적 해인지 검증하는 MODI를 적용한다. 따라서 최적 해 를 구하는 과정이 복잡하다. 제안된 방법은 불균형을 균형 수송 문제로 변환하는 과정을 거치지 않고 직접 적용한다. 또한, 초기 해가 최적해인지 검증하는 과정도 수행하지 않는다. 제안된 방법은 첫 번째로, 행에 대해 공급량을 비용 오름차순으로 요구량을 만족하도록 배정한다. 두 번째로, 각 열에 대해 배정된 량이 요구량을 초과하는 순으로 배정 량을 조정한다. 배정량 조정 방법은 다음 수행 순위 열의 비용과의 차이인 손실비용이 가장 큰 셀에 우선 배정하고 나머지 셀에 대해서는 배정량을 조정한다. 조정된 배정량은 요구량을 만족하지 못하는 수행 순위 오름차순 셀들에 추 가된다. 모든 열에 대해 배정량이 조정되면 마지막으로 행의 최소 비용에 미 배정되었거나 열의 최대 비용에 배정된 경우 배정량을 상호 교환하는 방법으로 추가 조정한다. 불균형 배송 2개와 균형 배송 13개 데이터에 제안된 방법을 적용한 결과 모두 최적 해를 구하는데 성공하였다. 또한, 기존의 방법들이 최적해를 구하지 못한 4개 데이터에 대해 서 추가로 최적 해를 구하였다. 따라서 제안된 방법은 수송 문제에 대해 일반화된 단일 방법으로 적용할 수 있을 것 이다.

This paper proposes an algorithm designed to obtain the optimal solution for transportation problem. The transportation problem could be classified into balanced transportation where supply meets demand, and unbalanced transportation where supply and demand do not converge. The archetypal TSM (Transportation Simplex Method) for this optimal solution firstly converts the unbalanced problem into the balanced problem by adding dummy columns or rows. Then it obtains an initial solution through employment of various methods, including NCM, LCM, VAM, etc. Lastly, it verifies whether or not the initial solution is optimal by employing MODI. The abovementioned algorithm therefore carries out a handful of complicated steps to acquire the optimal solution. The proposed algorithm, on the other hand, skips the conversion stage for unbalanced transportation problem. It does not verify initial solution, either. The suggested algorithm firstly allocates resources so that supply meets demand, in the descending order of its loss cost. Secondly, it optimizes any surplus quantity (the amount by which the initially allocated quantity exceeds demand) in such a way that the loss cost could be minimized Once the above reallocation is terminated, an additional arrangement is carried out by transferring the allocated quantity in columns with the maximum cost to the rows with the minimum transportation cost. Upon application to 2 unbalanced transportation data and 13 balanced transportation data, the proposed algorithm has successfully obtained the optimal solution. Additionally, it generated the optimal solution for 4 data, whose solution the existing methods have failed to obtain. Consequently, the suggested algorithm could be universally applied to the transportation problem.

In 1920s, there came into being a competition system between the tram and the bus in line with rapid growth of the road transportation business but the Railway Bureau controlled the traffic focusing on railway and tram. Gyeongseong Electric company relocated the buses where tram lines were not available upon taken over of the bus business in the year 1933-1934. As a result, the public transportation in Gyeongseong area was reorganized focused on the tram. However, there occurred a shortage of public transportation in Gyeongseong area in 1930s. The phenomenon of rush hour was occurred in the early part in 1930s, and the traffic difficulty became heavier after the traffic control in 1934 and expansion of administrative district of Gyeongseong municipal gov’t in 1934. The major cause of the traffic congestion was the rapidly increased number of passengers. The average number of passengers of the tram & bus had increased to about 130,000 persons from 100,000 persons per day for 5-6 years after municipal bus started operation in 1928 indicating the increase of passengers merely 30,000 passengers, but from 1934 to 1940 after reorganization of public traffic focused on the tram the passengers increased to 3 folds to 440,000 persons from 150,000 persons indicated the increase as many as 280,000 persons. The reason of rapid increase of passengers was; First, the increasing trend of populations year by year in Gyeongseong area. Second, the effect of traffic fare decrease caused by the traffic fare system change. Third, the increased commuters of employee & student. However, the vehicles and capacity of the facilities of Gyeongseong Electric company could not catch up with the then increasing passengers. There lacked trams & buses, furthermore their route as well could not be extended more or less, and even the fuel of gasoline was also restricted. This was on the one hand due to the profit-oriented policy of Gyeongseong Electric company, but the possibility of its improvement was further decreased under the war time controlled economy. In September 1939, ‘The countermeasure committee of Tram/Bus Problem’ was organized by the Member of Gyeongseong Municipal Assembly and criticized Gyeongseong Electric company of their profit-oriented management policy. Gyeongseong Municipal gov’t requested the operation of express-bus comparable to tram routes to digest rapidly increased passengers during rush our time, which was a reemergence of parallel operations of bus & tram routes merely for 5-6 years to mitigate traffic difficulty since the tram focused traffic system was introduced. In March 1940, the semi-municipalization of public transport was raised by Gyeongseong Municipal Assembly which was the reemergence of the movement of municipalization of Gyeongseong Electric company in early 1930s. In August 1939, and in December 1939 the downtown circle line of tram was introduced in the downtown area where passengers concentrated during rush hour and the express-bus was introduced by Gyeongseong Electric company respectively, but it could not contribute to the mitigation of traffic difficulty due to their separate fare system. In April 1940, an express tram was operated, and in December 1944 the methods of prohibition of transfer during rush hour and removal of seats in the tram etc. were added. But such measures were merely a temporary measures rather than the fundamental solutions for the problem. This was due to the passive attitude of profit-oriented Gyeongseong Electric company, and the fundamental solution was next to impossible under the war controlled economy. Also this was a measure favorable to Gyeongseong Electric company at the expense of local residents. Finally, the sacrifice to mitigate the traffic congestion was left intact to the residents of Gyeongseong municipal city through promotion of walking short distance or reducing time for getting on & off by observing strict traffic ethics.

Several fuzzy approaches can be considered for solving multi-objective transportation problem. This paper presents a fuzzy goal programming approach to determine an optimal compromise solution for the multiobjective transportation problem. We assume that each objective function has a fuzzy goal. Also we assign a special type of nonlinear (hyperbolic) membership function to each objective function to describe each fuzzy goal. The approach focuses on minimizing the negative deviation variables from 1 to obtain a compromise solution of the multiobjective transportation problem. We show that the proposed method and the fuzzy programming method are equivalent. In addition, the proposed approach can be applied to solve other multiobjective mathematical programming problems. A numerical example is given to illustrate the efficiency of the proposed approach.

There are several methods, in the literature, for finding the fuzzy optimal solution of fully fuzzy transportation problems (transportation problems in which all the parameters are represented by fuzzy numbers). In this paper, the shortcomings of some existing methods are pointed out and to overcome these shortcomings, a new method (based on fuzzy linear programming formulation) is proposed to find the fuzzy optimal solution of unbalanced fuzzy transportation problems with a new representation of trapezoidal fuzzy numbers. The advantages of the proposed method over existing method are discussed. Also, it is shown that it is better to use the proposed representation of trapezoidal fuzzy numbers instead of existing representation of trapezoidal fuzzy numbers for finding the fuzzy optimal solution of fuzzy transportation problems. To illustrate the proposed method a fuzzy transportation problem (FTP) is solved by using the proposed method and the obtained results are discussed. The proposed method is easy to understand and to apply for finding the fuzzy optimal solution of fuzzy transportation problems occurring in real life situations.

This paper considers an interesting transportation problem where trailers and tractors are involved in moving material. We identified a class of combinatorial optimization problems for minimizing the number of tractors and trailers required to accommodate the transportation needs. Then, we show that the fundamental problem is NP-hard and analyze its properties to develop efficient heuristic to handle the problem effectively.

대중교통 문제는 글로벌 남반구 대도시에서 오랫동안 시민들의 이동성을 제한하고, 공간 사회적 불평등을 야기하는 중요한 문제임에도 불구하고 정책적·학술적 주목을 덜 받아왔다. 이러한 배경에서 본 연구는 그동안 주로 기술적·문화적 이슈로 다뤄져 온 글로벌 남반구 대중교통 문제의 근원적인 원인을 파악하기 위해 도시 발전 과정에 내재한 대중교통 문제의 정치·구조적 원인을 파악하는 것을 목적으로 한다. 특히 본 연구는 페루의 수도 리마에서 실시한 대중교통 분야 관계자 및 전문가와의 심층 면담과 문헌 연구를 통해 리마 대중교통 문제의 정치·구조적 원인을 파악했다. 연구 결과 리마의 대중교통 문제는 개인 차원의 문화나 법규준수의 문제를 넘어, 페루의 제도적 허약성, 경제 사회적 비공식성, 도시의 사회 공간적 불평등의 문제가 복잡하게 교차되어 나타나는 문제임을 밝힐 수 있었다. 본 연구는 리마의 사례를 통해 글로벌 남반구 대도시 대중교통 문제의 복잡하고 다층적인 정치·구조적 원인을 밝혔다는 점에서학술적 의의가 있다. 향후 유사한 문제를 가진 사례와의 비교 분석을 통해 글로벌 남반구 대도시 대중교통 문제의 근원적인 해결책을 모색하는 데 기여할 수 있을 것이라 기대한다.

The issue of public transportation has long received less policy and academic attention in mega cities in the Global South, even though it is an important issue that restricts the mobility of citizens and causes spatial and social inequality. Against this backdrop, this study aims to identify the political and structural causes of public transportation problems inherent in the process of urban development in order to grasp the root causes of public transportation problems in the Global South, which have been mainly treated as technical and cultural issues. In particular, this study identified the political and structural causes of Lima's public transportation problems through in-depth interviews with officials and experts in the field of public transportation in Lima, Peru, and literature review. The results of the study revealed that Lima's public transportation problem is not only a problem of culture or compliance at the individual level, but also a complex intersection of Peru's institutional fragility, economic and social informality, and urban social and spatial inequality. This study is of academic significance in that it reveals the complex and multi-layered political and structural causes of public transportation problems in mega cities in the Global South through the case of Lima. In the future, it is expected that the comparative analysis with cases with similar problems will contribute to finding a fundamental solution to the problem of public transportation in mega cities in the Global South.

본 논문에서는 고정 비용을 고려한 비선형 수송문제(Fixed Charge Non-linear Transportation Problem)에 대해 다룬다. 이는 한 종류의 상품을 다수의 공급처에서 다수의 수급처로 수송할 때, 총 수송비용과 고정 비용이 최소가 되도록 각 공급처와 수급처 간의 수송량을 결정하는 문제이다. 현재 비선형 수송문제에 대한 다양한 해법들이 제안되고 있으며 그 중에서도 메타 휴리스틱을 이용한 해법들이 가장 활발히 연구되고 있다. 본 논문에서는 메타 휴리스틱 방법들중에 가장 널리 이용되고 있는 유전 알고리즘을 이용한 해법을 제시하고자 한다. 유전 알고리즘을 적용함에 있어서 제일 첫 관문은 해의 유전자표현을 어떻게 나타낼 것인가이다. 본 논문에서는 수송문제의 해를 걸침나무로 표현할 수 있다는 점 에 착안하여 다양한 트리 표현법을 수송문제에 적용해 보고 수치 실험을 통해 그 성능에 대한 비교 연구를 한다.

The main arterial which runs through the in City of Pusan, carries about 60% of downtown traffic or more, maintains about 20% yearly increase in traffic is severely suffering from the traffic congestion because of concentrated traffic volumes regardless of peak-time periods. The purpose of this study was to grasp the traffic, geometric, and signal conditions of the main arterial through the Videologging System Techniques, perform the transportation system analyses, and finally suggest the improvements which could increase the travel capacity, reduce the average delay and fuel consumption with the optimal conditions of signal system. The following conclusions were drawn : firstly the traffic system should be shifted for the travel distribution on the arterial during the peak time periods, secondly the roadway system of the arterial reviewed for left-turn traffic during the peak time periods, and thirdly the signal system of intersection reconstructed for signal optimization or progression within the range of cycle length suggested.

For the success of the Territories of Advanced Social and Economic Development (TASED), a free port of Vladivostok, the success of China’s policy, and South Korea’s special economic zones, the need arises for one-to-one economic cooperation projects. Economic cooperation is to be between the economic zone of free economic zones and other countries. We could use the abundant underground resources of Russia, the cheap labor of China, the abundant capital and hi-technology of Japan, the intermediate and advanced technology of South Korea, and the hard workers and cheap labor of North Korea. The production in Northeast Asian areas of comparative advantage, including those factors, could create a new growth engine for Northeast Asia.

We are going to build a direct railway line between Europe and Asia by connecting North-South line. It can reduce a transportation distance by above 10,000km. But problems of TSR which is most important line have been exposed such as backward facilities and operations. In this paper we find out problems of TSR in detail and show those improvements.

우리나라를 비롯한 일본ㆍ중국 등 동북아시아 지역에서는 지난 10년간 지속적으로 석유수입을 늘려오는 과정에서 말래카해협 이서 지역에 대한 의존도가 점차 높아졌다. 3국의 동아시아 경제는 향후 지속적인 경제성장에 의해 석유소비가 계속 증가할 것으로 예상되어 현재와 같은 석유도입 구조가 개선되지 않는 한, 말래카해협에 대한 의존은 계속될 전망이다. 말래카 해협의 안전 운항을 위해, 해협관련 국가들인 인도네시아, 말레이시아 및 싱가포르는 다양한 제도를 도입하고 있음에도 불구하고 이 지역 해상수로에 혼란을 일으킬 가능성이 상존하고 있다. 그 중요 요인으로는 테러, 선박사고, 해적행위 및 도서를 둘러싼 주변국간의 군사분쟁 등을 꼽을 수 있다. 이들 요인들 중, 말래카 해협 상의 테러와 선박사고는 우리나라 뿐만 아니라 동아시아 전체 석유공급에 혼란을 일으킬 수 있는 요인으로 보이는 반면, 해적 및 남지나해상의 군사충돌의 석유수송에 대한 혼란은 제한적일 것으로 평가된다. 테러 혹은 선박사고 등에 의해 동남아 해상수로에서 석유수송에 혼란이 올 경우, 공급물량 축소와 유가 급등이 예상되지만, 이는 단기간에 걸쳐 나타날 것으로 예측되고 동남아해상 수로 혼란에 의한 석유공급 위기는 기본적으로 단기 공급불안으로 예상된다. 이 경우 석유위기 대응책을 부분적으로 가동할 필요 있음은 자명하다. 장기적 관점에서는 말래카 해협을 우회하는 석유수송로 개발에 관심을 기울일 필요가 있으며, 이를 위해 석유업계, 정부, 유조선사 등 이해관련 당사자들의 공감대 형성과 연구가 필요할 것임을 이 논문은 역설한다.

When the oil economy of Northeast Asia begins to expose itself to the substantial influence of globalization which have concurrently been taking place since 1980, the importance of Malace's lane has been grown. With the help of steady economic growth, oil, an essential energy source for the region, is very likely to continue as the primary energy for the region's sustainable development. However, since there is possibility of disorder in Malace's lane, it is very probable that the structure of oil supply in the region may get worse rather than better. Among possible problems such as terror, pirates, accident, and military trouble, terror and accident can be serious obstacle of petroleum transportation. In order to lowering overdependence on this area, thus, an intensity of cooperation is needed in such areas as oil products trade, oil development business, governments, and participation in regional cooperation institutions.

In these days, the freight is generalized the multimodal transportation characterized by 'the door to door through transportation using container'. Therefore, the need for the legislation of nationwide level on multimodal transportation can be found in practical demand for improvement legal stability between consignor and carrier. This dissertation examines the problems of international convention and present law, and then considered legal issues focusing amendment bill suggested by government. First, the limit of liability of freight forwarder is set in accordance with international convention and business practice, such as FIATA B/L. But in case of the main multimodal transportation section are composed by air or land transportation, beside marine, it is needed to adjust the limit of liability of freight forwarder for the sake of protecting the consignor. Second, To the liability of actual carrier or independent contractor, as a performing party of freight forwarder, it is needed to provide Himalaya clause that enables to claim the limit of liability of freight forwarder like business practice. If the provision of limit of liability of freight forwarder is enacted to enforce international regulation, it is suggested that its intent has to be specified in that provision to avoid an interpretation dispute. Third, given rapidly changing environment of transportation, there is need to modify land transportation provisions under present「COMMERCIAL CODE」. For example, it requires further examination on the need to introduce liability limit of land carrier like Commercial law in Germany.

소유자가 부동산을 사용, 수익, 처분하기 위해서는 완전한 배타적 점유가 필요하다. 타인이 근거 없이 부동산을 점유하고 있을 때 소유자는 집행권원을 갖추어 그 부동산의 인도(引渡) 집행을 하게 된다. 이 부동산의 인도집행에서 발생하는 ‘집행 장애’ 문제가 생기는 것은 주로 ‘부동산 일부의 인도집행’ 분야이다. 판결 등 집행권원의 인도집행의 범위가 확실하지 않거나 집행권원에 표시되지 않은 제시외 건물 등이 있으면 집행관은 개별 사안의 성격과 자기의 구체적 판단에 따라 인도집행을 실시하기도 하고 집행 불능으로 거부하기도 한다. 부동산의 인도집행이 원활하지 않게 되면 장기간의 소송절차를 통하여 부동산 인도의 집행권원을 취득했으면서도 현실적으로 권리행사가 어려워진 부동산 소유자의 정신적 물질적 피해가 클 뿐 아니라 이로 인해 이 판결 및 강제집행 제도를 운영하는 사법부에 대한 신뢰에도 부정적 영향을 미치게 된다. 이 논문에서는 이들 집행장애의 개선방안을 마련하기 위하여, 집행관 연찬 및 그 업무자료 분석을 통하여 먼저 부동산의 일부 인도집행의 문제점들을 살펴보았다. 나아가 판례와 선행연구 등을 참고하여 집행권원의 일부 인도집행 범위의 명확화 방안과 집행권원에 표시되지 않은 건물 등이 존재하거나 유치권자와 법정지상권자 등 점유자에게 대항력이 있는 경우에 그 일부 인도집행의 범위를 정하는 문제, 구분 경계가 불확실한 구분건물의 인도집행의 문제 등에 관하여, 필자 나름의 실무적 개선방안을 제시하였다.

The use, profit and disposal of property requires full exclusive occupancy by the owner. If a real estate is owned by another person without any basis, the owner will have the right to take over the property and execute it under forced supervision. The problem arising from the enforcement of real estate delivery is mainly in the area of “the execution of some of the real estate”. If there is no clear scope of delivery or other buildings in the home, such as the executive power, the execution officer shall conduct not only the individual matters but also their own specific judgment. In order to prepare ways to improve these implementation disabilities, the paper first examined some problems in the execution of real estate in order to analyze the enforcement officer’'s office and their work data. Moreover, in case of clarification of the scope of the execution of the rights of the writer and the person who does not indicate the scope of the rights to carry out the project, etc., refer to the precedent and prior research.

In 1920s, there came into being a competition system between the tram and the bus in line with rapid growth of the road transportation business but the Railway Bureau controlled the traffic focusing on railway and tram. Gyeongseong Electric company relocated the buses where tram lines were not available upon taken over of the bus business in the year 1933-1934. As a result, the public transportation in Gyeongseong area was reorganized focused on the tram. However, there occurred a shortage of public transportation in Gyeongseong area in 1930s. The phenomenon of rush hour was occurred in the early part in 1930s, and the traffic difficulty became heavier after the traffic control in 1934 and expansion of administrative district of Gyeongseong municipal gov’t in 1934. The major cause of the traffic congestion was the rapidly increased number of passengers. The average number of passengers of the tram & bus had increased to about 130,000 persons from 100,000 persons per day for 5-6 years after municipal bus started operation in 1928 indicating the increase of passengers merely 30,000 passengers, but from 1934 to 1940 after reorganization of public traffic focused on the tram the passengers increased to 3 folds to 440,000 persons from 150,000 persons indicated the increase as many as 280,000 persons. The reason of rapid increase of passengers was; First, the increasing trend of populations year by year in Gyeongseong area. Second, the effect of traffic fare decrease caused by the traffic fare system change. Third, the increased commuters of employee & student. However, the vehicles and capacity of the facilities of Gyeongseong Electric company could not catch up with the then increasing passengers. There lacked trams & buses, furthermore their route as well could not be extended more or less, and even the fuel of gasoline was also restricted. This was on the one hand due to the profit-oriented policy of Gyeongseong Electric company, but the possibility of its improvement was further decreased under the war time controlled economy. In September 1939, ‘The countermeasure committee of Tram/Bus Problem’ was organized by the Member of Gyeongseong Municipal Assembly and criticized Gyeongseong Electric company of their profit-oriented management policy. Gyeongseong Municipal gov’t requested the operation of express-bus comparable to tram routes to digest rapidly increased passengers during rush our time, which was a reemergence of parallel operations of bus & tram routes merely for 5-6 years to mitigate traffic difficulty since the tram focused traffic system was introduced. In March 1940, the semi-municipalization of public transport was raised by Gyeongseong Municipal Assembly which was the reemergence of the movement of municipalization of Gyeongseong Electric company in early 1930s. In August 1939, and in December 1939 the downtown circle line of tram was introduced in the downtown area where passengers concentrated during rush hour and the express-bus was introduced by Gyeongseong Electric company respectively, but it could not contribute to the mitigation of traffic difficulty due to their separate fare system. In April 1940, an express tram was operated, and in December 1944 the methods of prohibition of transfer during rush hour and removal of seats in the tram etc. were added. But such measures were merely a temporary measures rather than the fundamental solutions for the problem. This was due to the passive attitude of profit-oriented Gyeongseong Electric company, and the fundamental solution was next to impossible under the war controlled economy. Also this was a measure favorable to Gyeongseong Electric company at the expense of local residents. Finally, the sacrifice to mitigate the traffic congestion was left intact to the residents of Gyeongseong municipal city through promotion of walking short distance or reducing time for getting on & off by observing strict traffic ethics.