• Title/Summary/Keyword: 인도양 해상무역

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The Kingdom of Arakan in the Indian Ocean Commerce (AD 1430 - 1666) (아라칸(여카잉) 왕국의 인도양 해상무역 (1430-1666년))

  • Chan, Aye
    • SUVANNABHUMI
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    • v.4 no.1
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    • pp.1-26
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    • 2012
  • 아라칸(여카잉) 왕국은 1785년 버마족의 정복 이전 거의 2천년에 가까운 독립적인 역사를 전개해왔다. 특히, 앤서니 리드가 주창하는 상업적 시대(AD 1450-1680)에 있어서 아라칸 왕국은 인도양의 교역에 본격적으로 개입함에 따라 이슬람 전통과 접촉하였고, 이러한 양상으로 인하여 3백년 이상 동안 아라칸 정체와 사회의 형성에 지대한 영항을 받게 되었다. 이슬람의 영향은 문화적 측면에서 이 지역에 분명한 색채를 보여주고 있다. 따라서 본 연구는 이슬람의 문화적 영향력이 기존의 전통적인 종교 패턴에 어떻게 미쳤는지 살펴보고, 1666년 뱅갈만의 해상중심지였던 칫타공에 대한 통제력을 상실할 때까지의 아라칸 먀웃우 왕조의 정치, 경제, 사회 구조 형성에 어떠한 역할을 담당하였는지 논해볼 것이다.

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A Study on the Functional Differences between Strait Bills of Lading and Sea Waybills -Focused on a Comparison of English, U.S. and Korean Laws- (기명식 선하증권과 해상화물운송장의 기능적 차이에 관한 연구 -영미법 및 우리나라법과의 비교를 중심으로-)

  • Paik-Hyun Suh
    • Korea Trade Review
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    • v.48 no.4
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    • pp.149-168
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    • 2023
  • Through an examination and analysis of straight bills of lading and sea waybills in the context of English, U.S.A and Korean law, and relevant international conventions on maritime transport, the following results were obtained: Prior to the enactment of U.K.'s the Carriage of Goods by Sea Act in 1992, straight bills of lading had functional differences between countries. However, after the enactment of this law, negotiable bills of lading obtained the same legal status and functionality in both Korea and the United States, as well as in the UK. As for sea waybills, all three countries treated them with the same contractual and legal status. In other words, they serve as receipts for the transported goods and act as evidence of the maritime transportation contract. Nevertheless, they are non-negotiable, and the delivery of goods can be made to the consignee or their agent based on their identity. However, the transfer of ownership rights over the goods or acquisition of legal rights against the carrier cannot be achieved through the transfer or endorsement of Sea Waybills.

The Study of Establishing the Multi-pass Eurasian Railroads (유라시아 철도의 다중경로 구축에 관한 연구)

  • Hahm, Beom-Hee;Huh, Nam-Kyun;Hurr, Hee-Young
    • Korean Business Review
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    • v.21 no.2
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    • pp.137-170
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    • 2008
  • This study is presenting the logistics strategy in the international logistics markets which makes competition and corporation among north-east Asian countries to establishing the multi-pass Eurasian railroads. The countries located in north-east area of Eurasia like China, Japan, Russia and Korea are paying higher costs and disutility to the transportations and communications due to repeated conflicts and confrontations causes from the politic problems. They are being used surface transportation for most of all logistics between Europe and Asia except special merchandises because of characteristic of cargo to be air, the Silk Road remains vestige only which was main logistic passage to this area since BC. So far the Trans-Siberian Railway is being used by Russia mostly as north of Eurasian transport because of difficulties of service. The Trans-China Railway built in 1992 is not accomplishing as a international logistic passages. It is expected to take a long lead time because of characteristic of resource development and poor logistic infrastructure to the countries like Uzbekistan, double landlocked country, Mongolia and Azerbaijan, the countries do not be adjacent to the sea, even they have great economic jump-up plans through the development of their own resources. The Shanghai Cooperation Organization(SCO) start to sail officially in 2001 is constructed with China, Russia, Tadzhikistan, Kyrgyzstan, Kazakhstan and Uzbekistan as regular members of 6 countries and Mongolia, India, Pakistan, Afghanistan and Iran as observers 5 countries. It is started as a military alliance to protect terror, but now, it is expended to cooperate with the traffic, transportation, trade and share of energies. The Russia is doing their best to activate TSR as a government target to developnorth area equivalently, and economic develop of far-east Siberia. And also it is agreed provisionally to improve and repair of rail road between Nahjin and Hassan to connect TSR and TKR( Trans-Korea Railroad) by Russia, North Korea and South Korea with Russian's aggressive efforts. The development plan of this area is over lapped with GTI(Greater Tumen Initiative) promoted by UNDP, and is a cooperated project by 5 countries of South Korea, Mongolia, China, Russia and North Korea, subject to review the appropriation of energy, tour, environment, rail road connection between Mongolia and China and establishing a ferry route to north-east Asia. It is Japanese situation to pay attention to Russia and China even they have been supplying large-scope of infrastructure in Mongol area without any charges, target to get East Asia Main Rail Road to connect Mongolia and Zalubino of Russia. In case of the program for the Denuclearization of North Korea is not creeping, it will be accelerated to connect the TKR and TSR, TKR and TCR by somehow attending United States, including developing program promoted by UN ESCAP. As the result, Korean peninsular will continue the central role of competition and cooperation as in the past, now and future of north-east Asia, as of geographical-economics and geographical-politics whether it is requested or not wanted by neighbor countries.

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