• Title/Summary/Keyword: 중국해양정책

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Causal Relationship between Exports and Economic Growth in China (1952~2004) (중국의 지역별 수출과 경제성장의 인과관계 분석(1952-2004))

  • Choi, Sung-il
    • International Area Studies Review
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    • v.12 no.3
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    • pp.449-465
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    • 2008
  • This paper aims to analyze the causal relationship between exports and regional economic growth based on the provincial data over the period from 1952 to 2004. To reflect the regional and chronical characteristics, this paper divides China into three regions; Eastern, Central and Western regions, and also the whole period into two sub-periods; before and after 1979 when the Open-door policy(ODP) was initiated and applies Granger causality analysis. The Granger causality tests showed that exports Granger cause economic growth in the Eastern region, but not in the Central and Western regions, as a whole. When the period is divided, in the Eastern region, causal relation between the two variables was not found before the Open-door policy. For the second period, however it turns out that exports cause the region's economic growth. This result is consent with the fact that the region has been a main beneficiary of the policy. For the Central region, the tests showed no causality in the pre-ODP period, but significant bidirectional causality in the post-ODP period. Meanwhile, in the Western region, exports turned out causing economic growth significantly before the ODP, while economic growth appeared to causing trade after the ODP.

A Study on the Illegal Fishery at the Korean Central and Southern Coast of the Yellow Sea (우리나라 서해 중남부의 불법어업에 대한 연구)

  • SEO, Man-Seok;KIM, Il-Pyeong
    • Journal of Fisheries and Marine Sciences Education
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    • v.17 no.2
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    • pp.170-179
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    • 2005
  • Realities of illegal fisheries in the central and southern coastal areas of the Yellow Sea were investigated. The study was based on the data released by the Ministry of Maritime Affairs and Fisheries (MOMAF) and Korea Coast Guard (KCG) during 1992-2002 and on questionnaire responses. Analyses of KCG data showed that the number of enforcements by the agency gradually decreased during 1998-2001 but rose in 2002. Analyses of the MOMAF data, however, revealed that illegal fisheries gradually increased during 1992-1996, but sharply increased after 1997, and that such illegal activities became more common in the East Sea beginning in 2001. MOMAF data also showed that although illegal fisheries began to increase in the Yellow Sea after 1997 they tended to decrease in the southern sea after 1998, with a high rate of small-bull trawlers (40.9%) that were non-sanction fisheries (38.1%). Questionnaire responses showed that illegal fisheries were mainly motivated by poverty (27.4%) and largely occurred in coastal fisheries (78.0%). Analyses of questionnaire responses also suggested that illegal fishing activities can be reduced through tougher laws regulating fisheries.

A Study on the Chinese Tourists' Expectation and Satisfaction Level of Marine and Fisheries Tourism in Busan (부산 해양·수산 관광지에 대한 중국관광객의 기대 및 만족도 연구)

  • LI, ZHOUYI;Jang, Young-Soo;Park, Jeong-A
    • The Journal of Fisheries Business Administration
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    • v.49 no.4
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    • pp.37-52
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    • 2018
  • Busan is a representative of ocean cities in South Korea, which attracts many Chinese tourists. As a number of Chinese tourists increase, Chinese tourists' evaluations of sightseeing resources in Busan appear extremely important. However, there are few researches on Chinese tourists' evaluations of sightseeing in Busan. The purpose of this paper is to analyze Chinese tourists' evaluations of Busan tourism. Chinese tourists who travel to Busan are chosen as research objects and several aspects including marine, fisheries and general tourism are investigated to evaluate the tourists' overall satisfaction of the tourism in Busan. IPA analysis, factor analysis multiple regression analysis are used for the research. The results are as follows. Chinese tourists' evaluations of the importance and performance level of variables on Busan tourism were significantly different (total 19 of 25 variables) and the performance was lower than importance. This means the outputs of the various Busan tourism elements do not live up to their expectations. The findings show that Chinese visitors have high satisfaction on infrastructures of fisheries tourism (e.g. cleanness of aquatic product tourism facilities and sanitary state on fishery products), but low satisfaction in terms of the contents (e.g. unique cooking method experience of seafood and traditional seafood cooking consumption). The factors of fisheries tourism (e.g. product services of fisheries tourism and the attractiveness of seafood in Busan) never affect their satisfaction and intention to revisit and recommend the city.

Analysis on Barriers and Resolution Priority of Sea-Rail Multimodal Logistics among Korea and Eurasia Nations (한국-유라시아간 해륙복합운송 문제점 및 해결 우선순위 분석)

  • Lee, Eon-Kyung;Lee, Suyoung;Kim, Bokyung;Euh, Seungseob
    • Journal of Korea Port Economic Association
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    • v.35 no.2
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    • pp.109-126
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    • 2019
  • The Panmunjom Declaration adopted by the leaders of South and North Korea on April 27, 2018, has created an environment conducive for peace and cooperation in the Korean Peninsula. In the June of last year, South Korea has joined the Organization for Cooperation between Railways (OSJD). The membership of OSJD has established a solid foundation for restoring a multimodal logistics system that connects the Korean peninsula to Eurasia countries, including China and Russia. In this paper, a questionnaire survey targeting working-level experts was conducted to find the barriers in constructing multimodal logistics that efficiently connect the port-continental railways of the Korean peninsula and the Eurasian nations. Survey items were divided into five categories-border crossing procedures, technology, facilities, operation, and government support. As a result, among the most important problems of international multimodal logistics in Eurasia that need to be solved on priority include improving transshipment facilities, eliminating inspection carried out at every country for transit, simplifying documents for customs clearance, and minimizing the changes in freight rates. In conclusion, for vitalizing the connection between the Korean peninsula and the continental railways, it is necessary to develop a transshipment system to facilitate the changes in tracks at the borders by making a joint effort with the international community. Second, railway and operational systems in South Korea, North Korea, China, and Russia should be standardized. Third, international cooperation among South Korea, North Korea, China, and Russia is essential for simplifying customs clearance at borders, priority departure of domestic cargo, sharing information about the changes in freight rates, and so on. Finally, the government should come up with measures to secure the quantity of cargo required to form block trains, while developing new business models.

A Study on the Maritime Delimitation Policy of China on Maritime Delimitation in Tonkin Gulf and Policy of Korea (통킹만 경계획정을 통해본 중국의 해양경계획정 정책 및 우리나라 대응방안에 관한 연구)

  • Yang, Hee-Cheol;Park, Seong-Wook;Jeong, Hyeon-Su
    • Ocean and Polar Research
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    • v.29 no.3
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    • pp.245-262
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    • 2007
  • On 25 December 2000, China and Vietnam signed the Agreement on the Delimitation of the Territorial Seas, EEZs and Continental Shelves in the Tonkin Gulf. Three and a half years after signature, in June 2004, China and Vietnam both ratified a maritime boundary agreement for the Tonkin Gulf (Beibu Gulf) and the agreement entered into force. A potentially complicating factor in the negotiation process was likely to have been the status of the Sino-French Agreement of 1887. In the end, the agreement reached indicated that even if the status of the Sino-French Agreement of 1887 was part of the negotiations, both sides eventually agreed that it would not have an impact on the delimitation of maritime zones in the Gulf of Tonkin. Another crucial issue was the impact of the islands, in particular, the Vietnamese controlled Bach Long Vi Island and Con Co Island. Especially, Bach Long Vi Island was entitled to a half suite of maritime zones (3n.m. EEZ) and would impact the tracing of a line of equidistance in the Gulf of Tonkin. Minor as the point might be, Con Co Island also would have an impact for it would play a fixing terminal point for the boundary. Article 7 of the agreement is about minerals and hydrocarbons of cross-boundary deposit, and if any single geophysical structure of oil and gas or other mineral deposits should straddle the demarcation line, an agreement is to be reached on the development of the structure or deposit and on the most effective manner to equally share the profits resulting from the development.

A Study on the Development Strategies for China Lianyungang Port under One Belt One Road Policy (중국 일대일로(一帶一路)정책에 따른 연운항항(連雲港港)의 발전 전략에 관한 연구)

  • Zhang, Le;SHIN, Han-Won;SONG, Xiao-Ming
    • Journal of Fisheries and Marine Sciences Education
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    • v.28 no.6
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    • pp.1695-1705
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    • 2016
  • With the rapid development of global economic and trade, the ports in the North-east Asia region have developed greatly. In such a fierce competition, how to ascertain right evaluation methods to assess the competitiveness of the ports, and make scientific and rational development strategy for upgrading the overall level of competitiveness of ports in North-east Asia, has become the first task for all the ports for coping with the challenges. As China's sustained economic growth of more than 30 years, the economic power and comprehensive national strength has been changed, China's international status has been greatly improved. Also China has achieved remarkable new results in the construction of peripheral diplomacy, and further has consolidated the relationship of countries along the Silk Road Economic Belt. The strong position of RMB in foreign exchange market and the implementation of the strategy of "area" opening to the outside world accelerated economic belt along the silk road in China to the west open pace. On the basis of the SWOT analysis of the Lianyungang Port, combined with the comprehensive and practical port competitiveness evaluation indicators system and competitiveness evaluation method, calculate the competitiveness level of Lianyungang port in East China, and find out the problems must be solved. The development strategies for Lianyungang port under One Belt One Road were suggested.

A Study on the Improvement of Inter-Terminal Transportation Using Buffer Space (완충지역을 활용한 타부두 환적 컨테이너 운송 개선 방안)

  • Park, Hyoung-Jun;Shin, Jae-Young;Choi, Yang-Ho
    • Journal of Navigation and Port Research
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    • v.45 no.6
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    • pp.314-324
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    • 2021
  • Competition between ports around the world is intensifying to attract transshipment cargo. However, recently, there have been concerns about the departure of transshipment cargo volume at Busan Port, such as the lifting of the cabotage policy in China's shipping sector and the implementation of a safe fare system. In terms of operation, terminal congestion and vehicle waiting time are seriously occurring due to imbalance in the transshipment volume of each terminal and vehicles concentrated in a specific time period. In this paper, we propose a method of inter-terminal transportation (ITT) using buffer space to solve the problem caused by inefficient ITT systems and presented a mixed integer programming (MIP) for the problem. The effect of using the buffer space was analyzed for various work volumes and capacity fluctuation ranges by applying the terminal congestion pattern and ITT vehicle in/out pattern based on the Busan New Port data.

Eurasian Naval Power on Display: Sino-Russian Naval Exercises under Presidents Xi and Putin (유라시아 지역의 해군 전력 과시: 시진핑 주석과 푸틴 대통령 체제 하에 펼쳐지는 중러 해상합동훈련)

  • Richard Weitz
    • Maritime Security
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    • v.5 no.1
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    • pp.1-53
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    • 2022
  • One manifestation of the contemporary era of renewed great power competition has been the deepening relationship between China and Russia. Their strengthening military ties, notwithstanding their lack of a formal defense alliance, have been especially striking. Since China and Russia deploy two of the world's most powerful navies, their growing maritime cooperation has been one of the most significant international security developments of recent years. The Sino-Russian naval exercises, involving varying platforms and locations, have built on years of high-level personnel exchanges, large Russian weapons sales to China, the Sino-Russia Treaty of Friendship, and other forms of cooperation. Though the joint Sino-Russian naval drills began soon after Beijing and Moscow ended their Cold War confrontation, these exercises have become much more important during the last decade, essentially becoming a core pillar of their expanding defense partnership. China and Russia now conduct more naval exercises in more places and with more types of weapons systems than ever before. In the future, Chinese and Russian maritime drills will likely encompass new locations, capabilities, and partners-including possibly the Arctic, hypersonic delivery systems, and novel African, Asian, and Middle East partners-as well as continue such recent innovations as conducting joint naval patrols and combined arms maritime drills. China and Russia pursue several objectives through their bilateral naval cooperation. The Treaty of Good-Neighborliness and Friendly Cooperation Between the People's Republic of China and the Russian Federation lacks a mutual defense clause, but does provide for consultations about common threats. The naval exercises, which rehearse non-traditional along with traditional missions (e.g., counter-piracy and humanitarian relief as well as with high-end warfighting), provide a means to enhance their response to such mutual challenges through coordinated military activities. Though the exercises may not realize substantial interoperability gains regarding combat capabilities, the drills do highlight to foreign audiences the Sino-Russian capacity to project coordinated naval power globally. This messaging is important given the reliance of China and Russia on the world's oceans for trade and the two countries' maritime territorial disputes with other countries. The exercises can also improve their national military capabilities as well as help them learn more about the tactics, techniques, and procedures of each other. The rising Chinese Navy especially benefits from working with the Russian armed forces, which have more experience conducting maritime missions, particularly in combat operations involving multiple combat arms, than the People's Liberation Army (PLA). On the negative side, these exercises, by enhancing their combat capabilities, may make Chinese and Russian policymakers more willing to employ military force or run escalatory risks in confrontations with other states. All these impacts are amplified in Northeast Asia, where the Chinese and Russian navies conduct most of their joint exercises. Northeast Asia has become an area of intensifying maritime confrontations involving China and Russia against the United States and Japan, with South Korea situated uneasily between them. The growing ties between the Chinese and Russian navies have complicated South Korean-U.S. military planning, diverted resources from concentrating against North Korea, and worsened the regional security environment. Naval planners in the United States, South Korea, and Japan will increasingly need to consider scenarios involving both the Chinese and Russian navies. For example, South Korean and U.S. policymakers need to prepare for situations in which coordinated Chinese and Russian military aggression overtaxes the Pentagon, obligating the South Korean Navy to rapidly backfill for any U.S.-allied security gaps that arise on the Korean Peninsula. Potentially reinforcing Chinese and Russian naval support to North Korea in a maritime confrontation with South Korea and its allies would present another serious challenge. Building on the commitment of Japan and South Korea to strengthen security ties, future exercises involving Japan, South Korea, and the United States should expand to consider these potential contingencies.

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A Study on the Forecasting of Container Freight Volume for Donghae Port and Sokcho Port (동해항 및 속초항의 컨테이너물동량 예측에 관한 연구)

  • Jo, Jin-Haeng;Kim, Jae-Jin
    • Journal of Korea Port Economic Association
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    • v.26 no.1
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    • pp.83-104
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    • 2010
  • The purpose of this paper is to prepare container port policy and to contribute to the regional economy by forecasting of the container freight volume for the Donghae Port and Sokcho Port. As a methodology a survey and O/D technique were adopted. O/D technique was applied to the container freight data of Korea Maritime Institute. The main results of this paper are as follows: First, it is adviserable that Gangwondo Province should adopt incentive program of 100,000 won Per TEU rather than 50,000 won per TEU. Secondly, container freight volume for Donghae Port and Sokcho Port is forecast to be 22,388 TEU in 2010, 152,367 TEU in 2015 and 354,217 TEU from 6,653 TEU in 2008. Thirdly, joint port marketing is required for the Donghae Port and Sokcho Port in terms of same region in one hour drive.

A Study Seeking the Practical Implementation of the Yellow Sea Large Marine Ecosystem Project (황해광역해양생태계 프로젝트의 실효성 확보에 관한 연구)

  • Kim, Jin-kyung;Kown, Suk-jae;Lee, Sang-il
    • Journal of the Korean Society of Marine Environment & Safety
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    • v.27 no.7
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    • pp.987-994
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    • 2021
  • The Yellow sea, as described in article 123 of UNCLOS, is semi-enclosed sea surrounded by the Republic of Korea, the People's Republic of China and North Korea. In addition, the Yellow Sea is one of the 66 large marine ecosystems as it contains large amounts of marine resources. According to article 194 of UNCLOS, states should be aware of rights and duties with respect to the protection and preservation of the marine environment to be engaged with countries directly as regional entity or indirectly. Therefore, the legal blank is urgent in terms of trans-boundary environmental pollutant issues. The UNDP has conducted a project called Yellow Sea Large Marine Ecosystem (YSLME) which has reached the 2nd phase. The project has some notable achievements, namely performing joint activities on analysis of diagnostic trans-boundary issues in collaboration with China and South Korea, developing a strategic action plan based on TDA, and establishing regional strategic action plan. However, on the other hand, the project could not reflect the full participation of North Korea as a state party. As a result, the project has a limitation on effective implementation of RSAP. Therefore, this study focuses on the suggestion of a legally-binding trilateral treaty as a blue print for the next, 3rd phase of the project. By analyzing the best practice of the Wadden Sea Trilateral Treaty case, the study verifies the validity of legislative measures on establishing and managing a legally-binding trilateral YSLME Commission. By suggesting a three phase treaty, incorporating a joint declaration by establishing the commission, the signing of the treaty, and formulating an umbrella convention and implementation arrangement, the study expects to guarantee the consistency and sustainability of the trilateral treaty regardless of political issues pertaining to North Korea.