지원사업
학술연구/단체지원/교육 등 연구자 활동을 지속하도록 DBpia가 지원하고 있어요.
커뮤니티
연구자들이 자신의 연구와 전문성을 널리 알리고, 새로운 협력의 기회를 만들 수 있는 네트워킹 공간이에요.
초록· 키워드
오류제보하기
Ceramics have for centuries been transported by maritime routes, in general, via sea or rivers. Not surprisingly, therefore, numerous wrecks of ships used for transporting ceramics are being recovered from the “maritime silk roads”of China, Japan, the Southeast Asia, Europe, Africa and as well as Korea. There have been 14 underwater excavations, including “Sinan”and other underwater researches.
In recent years, tens of thousands of ceramics of the Goryeo dynasty have been recovered from the seacoasts of the southwestern part of Korea, providing new materials for the study of the history of Korean ceramics. Moreover, the metal artifacts and mokgan (木簡, wooden tablets) that were found with the ceramics yield diverse information on the types and shapes of ceramics, as well as shipboard life and ceramic distribution.
According to the Cultural Heritage Administration of Korea, 50% of the reported underwater wreckages in Korea’s seas are from the Goryeo dynasty and celadon comprises a large part of it. This indicates that the marine transportation was the most prevalent transportation method for ceramics in the Goryeo dynasty. There were approximately 260 so (所, artifact manufacturing places), and more than a half of them were concentrated in Jeolla and Chungcheong Provinces, with the most accessible geographical condition to ship artifacts to Gaegyeong and Namgyeong where the demand for such goods was very high.
Since the most appropriate means to transport large quantities of goods in the Goryeo period was through marine shipping, tributes were collected into 13 chang (倉, entrepots), 11 of which were in the southwestern shore of Korea and two inland, and they were regularly loaded. Therefore, one can verify the close links between the relocation of celadon and porcelain kilns to the southwestern part of Korea from Gaegyeong, once the central ceramic production area in the early Goryeo dynasty, and the taxation system and its national control. Furthermore, I believe that this is also closely interrelated to the production of celadon and its transportation. In other words, by the late tenth and eleventh centuries when the Goryeo’s central government and taxation system were established, celadon kilns in the southwestern part that are also close to the marine transportation route, began to be vitalized. Large celadon production areas such as Haenam, Gangjin, Yeonggwang, Buan, and Boryeong happen to be also situated on the marine transportation routes.
At that time, Gangjin and Buan were linked by the same marine transportation system, and they thus produced celadon at the same time and supplemented each other, although details may have differed in some formative ways. Celadon kilns were built in Gangjin prior to Buan, and until the end of Goryeo period the peripheral kilns were under the influence of Gangjin in technical and formative ways. Among them, Buan produced celadon under the official control centering on Yucheon-ri although it had not been named as so (所).
Ceramics recovered from the underwater shipwrecks - in other words, those refloated in the process of distribution - are the ones that left the production area but had not yet reached the consumers. It is thus difficult to deduce either the producers or the consumers. This should be feasible only when further studies are carried out on producers, consumers, and the distribution process, and based on understanding of their mutual and organic relations one should be able to investigate the actual circumstances of production and consumption of Goryeo celadon.
In recent years, tens of thousands of ceramics of the Goryeo dynasty have been recovered from the seacoasts of the southwestern part of Korea, providing new materials for the study of the history of Korean ceramics. Moreover, the metal artifacts and mokgan (木簡, wooden tablets) that were found with the ceramics yield diverse information on the types and shapes of ceramics, as well as shipboard life and ceramic distribution.
According to the Cultural Heritage Administration of Korea, 50% of the reported underwater wreckages in Korea’s seas are from the Goryeo dynasty and celadon comprises a large part of it. This indicates that the marine transportation was the most prevalent transportation method for ceramics in the Goryeo dynasty. There were approximately 260 so (所, artifact manufacturing places), and more than a half of them were concentrated in Jeolla and Chungcheong Provinces, with the most accessible geographical condition to ship artifacts to Gaegyeong and Namgyeong where the demand for such goods was very high.
Since the most appropriate means to transport large quantities of goods in the Goryeo period was through marine shipping, tributes were collected into 13 chang (倉, entrepots), 11 of which were in the southwestern shore of Korea and two inland, and they were regularly loaded. Therefore, one can verify the close links between the relocation of celadon and porcelain kilns to the southwestern part of Korea from Gaegyeong, once the central ceramic production area in the early Goryeo dynasty, and the taxation system and its national control. Furthermore, I believe that this is also closely interrelated to the production of celadon and its transportation. In other words, by the late tenth and eleventh centuries when the Goryeo’s central government and taxation system were established, celadon kilns in the southwestern part that are also close to the marine transportation route, began to be vitalized. Large celadon production areas such as Haenam, Gangjin, Yeonggwang, Buan, and Boryeong happen to be also situated on the marine transportation routes.
At that time, Gangjin and Buan were linked by the same marine transportation system, and they thus produced celadon at the same time and supplemented each other, although details may have differed in some formative ways. Celadon kilns were built in Gangjin prior to Buan, and until the end of Goryeo period the peripheral kilns were under the influence of Gangjin in technical and formative ways. Among them, Buan produced celadon under the official control centering on Yucheon-ri although it had not been named as so (所).
Ceramics recovered from the underwater shipwrecks - in other words, those refloated in the process of distribution - are the ones that left the production area but had not yet reached the consumers. It is thus difficult to deduce either the producers or the consumers. This should be feasible only when further studies are carried out on producers, consumers, and the distribution process, and based on understanding of their mutual and organic relations one should be able to investigate the actual circumstances of production and consumption of Goryeo celadon.
목차
Ⅰ. 머리말
Ⅱ. 漕運과 자기 운반선의 침몰지역, 그리고 가마터
Ⅲ. 해저인양 고려도자 현황
Ⅳ. 船積도자의 産地와 물품의 구성
Ⅴ. 맺음말
참고문헌
〈Abstract〉
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