• Journal of Korea Port Economic Association
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• v.19 no.2
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• pp.177-202
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• 2003

Balassian Approach of regional economic integration has been mainly aimed at improving conditions for regional trade since 1960s. After the financial crises of the late 1990s, however, the theoretical approach to regional integration will have to be a different one as regionalism have to offer enhanced protection against crises. The aim of this paper, above all, is to provide a theoretical framework for the emerging new monetary regionalism. Regions that wish to strengthen their co-operation in monetary and financial affairs today have the option of monetary regionalism without trade agreement. East Asian region will become an increasingly important domain within which to explore enhanced protection against financial crises. And as Korea seems to play a crucial role in building regional integration among ASEAN＋3(Korea, China and Japan) countries, alternative policy for Korean economy to be the North-east Asian Economic Base need to be schemed on the basis of Balassian as well as monetary regionalism.

• Journal of Korea Port Economic Association
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• v.20 no.1
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• pp.95-122
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• 2004

This study focuses on analyzing the potentiality of economic integration and the changes in logistics circumstances in Northeast Asia. So far as the changes in logistics circumstances in it, it is emphasized a complex transport system by sea and by land, according to the connection with the Railroad of South-North in Korean Peninsula and the Railroad of the Continent of Siberia. It first considers the propriety of economic integration among Korea, China and Japan in Northeast Asia. The first stage of the economic integration in Northeast Asia means it is started from contracting of FTA(Free Trade Agreement) which just agreed at the Summit Conference among Korea, China and Japan in ASEAN＋3(Korea China. Japan). At that time, the Summit Conference between the three countries have agreed to study on the propriety of FTA charging by own country's research organization. At first China has been hesitated to join with FTA in spite of high growth in his economy, because the time is not yet for it. After all, China also decided himself to participate to FTA together with Korea and Japan by reacted to the stimulus at the conference atmosphere between every country of ASEAN. The discussion on the changes in logistics circumstances also is needed to deal simultaneously with a situation in the economic integration in Northeast Asia. It is worthy to be paid our attention to the restoration of the Railroad of South-North in Korean Peninsula, which was disconnected for a long time from the dispute between South Korea and North Korea. Therefore, it needs to be investigated together with the movement of economic integration in Northeast Asia. The reaction on the restoration of the Railroad of South-North in Korean Peninsula is not only limited to the transport of trade cargo between South Korea and North Korea, but also it is reached to all of Northeast Asia, so far as to all of the area of Russia, Europe, and the other neighbor countries. Because this railroad is connected with the Railroad of the Continent of Siberia. The transport of trade cargo in Northeast Asia have been mostly depended upon the transport by sea until now. However, it would be divided into the transport by sea as well as by land from now. As its economic effect, the restoration of the Railroad of South-North in Korean Peninsula could be not only contributed to reduce the cost of logistics within South Korea and North Korea, but also within or without in Northeast Asia, Russia, and Europe. Consequently, it could be improved the power of international competitiveness of goods in Northeast Asia, according to the formation of a complex transport system together with the transport by sea and by land.

• Journal of Korea Port Economic Association
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• v.32 no.4
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• pp.193-209
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• 2016

The Mekong River is a river in the south-eastern part of the continent of Aisa. It flows through the countries of Thailand, Lao PDR, Cambodia, Myanmar, and Vietnam that are located in Indochina and are members of ASEAN. These countries are growing rapidly and many others have entered into these markets. As the number of manufactures has increased, logistics markets become very attractive to our logistics companies that want to expand their business. This study focuses on four countries, Lao PDR, Cambodia, Myanmar, and Vietnam, which have potential economic growth and shows the environment of logistics with current logistics infrastructure and related investment law and system. The goal of this study to provide, with strength, weakness, opportunities, and threats(SWOT) analysis, some strategies to enter 4 countries' logistics market with SWOT and the strategies are as follows; First, foreign direct investment in logistics is linked with logistics infrastructure projects. Our government should strengthen its role to find cooperation programs that make connect with logistics business. Second, a logistics company is better off in a consortium with other manufacturers or other logistics companies to ensure minimum cargo and reduce entry risks. Finally, the four countries' roles as a logistics bases need to divided according to their environments, to benefits of logistics connecting between India and China.

• Journal of Korea Port Economic Association
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• v.37 no.1
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• pp.31-70
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• 2021

The purpose of this paper is to measure the clustering change and analyze empirical results, and choose the clustering ports for Busan, Incheon, and Gwangyang ports by using Hierarchical clustering(single, complete, average, and centroid), Silhouette, and 2SCE[the Second Stage(Type II) cross-efficiency] matrix clustering models on Asian container ports over the period 2009-2018. The models have chosen number of cranes, depth, birth length, and total area as inputs and container TEU as output. The main empirical results are as follows. First, ranking order according to the efficiency increasing ratio during the 10 years analysis shows Silhouette(0.4052 up), Hierarchical clustering(0.3097 up), and 2SCE(0.1057 up). Second, according to empirical verification of the Silhouette and 2SCE models, 3 Korean ports should be clustered with ports like Busan Port[ Dubai, Hong Kong, and Tanjung Priok], and Incheon Port and Gwangyang Port are required to cluster with most ports. Third, in terms of the ASEAN, it would be good to cluster like Busan (Singapore), Incheon Port (Tanjung Priok, Tanjung Perak, Manila, Tanjung Pelpas, Leam Chanbang, and Bangkok), and Gwangyang Port(Tanjung Priok, Tanjung Perak, Port Kang, Tanjung Pelpas, Leam Chanbang, and Bangkok). Third, Wilcoxon's signed-ranks test of models shows that all P values are significant at an average level of 0.852. It means that the average efficiency figures and ranking orders of the models are matched each other. The policy implication is that port policy makers and port operation managers should select benchmarking ports by introducing the models used in this study into the clustering of ports, compare and analyze the port development and operation plans of their ports, and introduce and implement the parts which required benchmarking quickly.

• SUVANNABHUMI
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• v.9 no.2
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• pp.51-89
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• 2017

Strategically situated between the East-West maritime crossroads, the peoples of Southeast Asia over the centuries witnessed the comings and goings of traders from territories from East Asia, South Asia, West Asia and Europe. There were also those from North America that crossed the Pacific for commercial profits in this region. Foreign traders undoubtedly in the course of their visits and sojourns had liaisons with local women, some engaged in marriages. Offspring of these interracial miscegenation possessed rather unique characteristics. As a community, they were identified with the Malay term, peranakan, from the root word, "anak" meaning "child," hence "offspring" or "descendent". Specific terms - Baba Nyonya, Tionghoa-Selat, Chitty, Jawi Pekan, Pashu, Kristang - referred to particular groups. Although socially they appeared 'neither here nor there', members of mixed parentage were able to carve an especial niche in the local environment throughout Southeast Asia, conspicuously in urban, port-cities where trade and commerce predominated. Following in the footsteps of their progenitor, the Peranakan acted as intermediaries, comprador between foreign and indigenous enterprises, profiting financially and socially from trade and commerce. Tapping on the author's personal experiences and first-hand observations, complementing with oral sources, and support from secondary materials, this present essay explores, discusses, and analyzes the eclectic sociocultural practices and traditions of the Baba Nyonya of George Town, Penang. Purposeful intention is to further enlighten our understanding, and in turn, our appreciation, of these ever increasingly diminishing communities and their cultures across Southeast Asia.

• The Journal of the Korea Contents Association
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• v.12 no.11
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• pp.88-99
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• 2012

Korean Film Council (KOFIC) is entrusted by the Ministry of Culture, Sports and Tourism, Republic of Korea, aiming to support and promote Korean films. With the government's policy for balanced regional development, KOFIC head office will be relocated to Busan. Busan is famous for the Busan International film Festival and their effort for Korean film industry. Until now, the Korean film industry is concentrated on the Seoul metropolitan areas. With the relocation of KOFIC, it is the time for KOFIC to recognize and promote and Busan as the Second key Cluster of Korean film industry. With the cooperation with Busan Film Commission, KOFIC needs to set up the new promotion plan for Korean film industry for future including building new film production studio, raising regional film production fund, and scouting new talented filmmakers.

• Strategy21
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• s.37
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• pp.104-143
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• 2015

China's new grand strategy, the "One Belt, One Road Initiative" (also Belt Road Initiative, or BRI) has two primary components: Chinese President Xi Jinping announced the "Silk Road Economic Belt" in September 2013 during a visit to Kazakhstan, and the "21^st Century Maritime Silk Route Economic Belt" in a speech to the Indonesian parliament the following month. The BRI is intended to supply China with energy and new markets, and also to integrate the countries of Central Asia, the Association of Southeast Asia Nations (ASEAN), and the Indian Ocean Region - though not Northeast Asia - into the "Chinese Dream". The project will be supported by the Asian Infrastructure Investment Bank (AIIB), due to open in 2016 with 57 founding members from all around the world, and China has already promised US$ 50 billion in seed funding. China's vision includes networks of energy pipelines, railways, sea port facilities and logistics hubs; these will have obvious commercial benefits, but also huge geopolitical significance. China seems to have two distinct aims: externally, to restore its historical sphere of influence; and internally, to cope with income inequalities by creating middle-class jobs through enhanced trade and the broader development of its economy. In South Korea, opinion on the BRI is sharply polarized. Economic and industrial interests, including Korea Railroad Corporation (KORAIL), support South Korean involvement in the BRI and closer economic interactions with China. They see how the BRI fits nicely with President Park Geun-hye's Eurasia Initiative, and anticipate significant commercial benefits for South Korea from better connections to energy-rich Russia and the consumer markets of Europe and Central Asia. They welcome the prospect of reduced trade barriers between China and South Korea, and of improved transport infrastructure, and perceive the political risks as manageable. But some ardently pro-US pundits worry that the political risks of the BRI are too high. They cast doubt on the feasibility of implementing the BRI, and warn that although it has been portrayed primarily in economic terms, it actually reveals a crucial Chinese geopolitical strategy. They are fearful of China's growing regional dominance, and worried that the BRI is ultimately a means to supplant the prevailing US-led regional security structure and restore the Middle Kingdom order, with China as the only power that matters in the region. According to this view, once China has complete control of the regional logistics hubs and sea ports, this will severely limit the autonomy of China's neighbors, including South Korea, who will have to toe the Chinese line, both economically and politically, or risk their own peace and prosperity.