• Korea Trade Review
• /
• v.41 no.3
• /
• pp.109-133
• /
• 2016

Major nations undergone grand national strategy regarding Eurasia such as China's One Belt and One Road Strategy and Korea's Eurasia Initiative owing to Eurasia's regional importance. Korea's Eurasia Initiative aims to make one continental, creative continental, peaceful continental with intra-Eurasian nations as grand national strategy is based on creative economy, undertaken by President Park's Government for the future of Eurasia after the Northeast Asian logistics hub strategy. Eurasia Initiative includes logistics network project as an important one which consists of Eurasia Friendly Express, Rajin-Hassan logistics project, the Arctic Ocean route project and Rail transport network project. The success of Eurasia Initiative depends on North Korea. The purpose of this paper is to contribute to the improvement of prompt logistics network by networking main rail transport and other transports such as inland waterway transport and air transport by studying the current situation of Eurasia Express project, including rail transport network and the efficient methods of Eurasia logistics. The efficient methods of rail transport network under the Eurasia initiative are construction of multimodal logistics network connected with rail, international cooperation for logistics standardization in Eurasia, Eurasia nations' subscription of logistics-related conventions and projects performance based on these conventions, etc.

• Strategy21
• /
• s.37
• /
• pp.177-192
• /
• 2015

The Chinese government portrays the One Belt One Road Initiative (BRI) and South Korea President Park Geun-hae's Eurasia Initiative as a win-win opportunity which will hurt nobody's interests, but some South Korean commentators have interpreted it as much more than just a trade and development deal: they focus on the geopolitical implications and the possibility that the balance of power in Asia will be disturbed. South Korea depends upon its maritime-oriented Sea Lanes of Communication (SLOC) in focusing on its alliance with the US to deter North Korean threats and explore its export-based economic growth and development, and yet cannot afford to be left out of these initiatives which could transform the economic and logistical linkage between South Korea and Europe. Given its negative reception by the some pundits, however, South Korea should be more precautious for expressing only full-fledged supports for the BRI and Eurasia Initiative. Opponents of these two initiatives doubt that its putative benefits can be realized, at least in the short term, arguing that creating the necessary rail interconnections may be too costly.

• Strategy21
• /
• s.37
• /
• pp.144-176
• /
• 2015

In September 2013, President Park Geun-hye announced her controversial "Look North" policy, of which the most salient aspect is the "Eurasia Initiative". This comprises various proposals designed to overcome existing constraints by developing new markets and creating new economic partners in continental areas from which South Korea has been alienated since the end of World War II, and this dovetails nicely with China's One Belt, One Road Initiative. The concepts of the "Silk Road Rail Express (SRX)" and the "East Sea Rim Maritime Community (ESRMC)" have also been discussed. SRX is at present a purely symbolic railroad project intended to encourage individual, cultural, trade and diplomatic exchanges. ESRMC is a model for establishing an ad hoc community to promote regional economic cooperation around the East Sea. President Park's Eurasia Initiative will provide South Korean investment for the Northeast to complement Russian plans, like the "Northern Energy Road" being built by Gazprom, and Chinese plans, like the Chang-Ji-Tu Development Plan for the North Korean port of Rajin. China's trade, as well as its energy and food supplies, pass through the Strait of Malacca and the Indian Ocean, and are thus vulnerable to interdiction by India or the US. China is therefore trying to reduce its exposure geopolitical risk by establishing a network of corridors between the Belt and the Road to provide alternative paths. The "China-Pakistan Economic Corridor" and the "China-Myanmar Economic Corridor" provide such connections, and South Korea hopes that SRX and ESRMC can become part of a "China-South Korea Economic Corridor". This concept could do much to revitalize the underdeveloped northern provinces of China and Russia's Far East, not to mention North Korea. By linking up the Trans-Siberian Railway, the Trans-China Railway, the Trans-Mongolian Railway and the Trans-Korean Railway all these Asian countries will be connected to one another, and ultimately to Europe. An interim connection between China and South Korea using a rail-ferry has also been proposed.

• Acta Via Serica
• /
• v.3 no.2
• /
• pp.161-180
• /
• 2018

Pax Sinica is a historiographical term, modeled after the original phrase Pax Romana. It refers, in Latin, to a Chinese-provided peace which in turn is used to describe an era of peace in East Asia sustained by Chinese hegemony. In historical terms, both the Pax Sinica of the Eastern hemisphere through Han China and the Pax Romana of the Western hemisphere through Rome signified a trans-regional order based on rules and regulations. This orderly world of the Pax Sinica generated a number of positive results such as the intensification of travel, ever-expanding trade relations, an increase in the overall living standards of the populace, the proliferation of cities, and a demographic upsurge in Eurasia along the ancient Silk Road. During this period, China was the dominant civilization not only in the Eastern hemisphere but also in the Middle hemisphere due to its political, economic, military and cultural influence. This paper aims to reintroduce this historiographical term to elucidate the recent Chinese initiatives in Eurasia along the Silk Road to facilitate the integration and connectivity of the continent.

• Journal of Digital Convergence
• /
• v.17 no.7
• /
• pp.1-13
• /
• 2019

The purpose of this study is to examine the main features of South Korea's New Northern Policy and to make some suggestions for cooperation with neighboring countries' initiatives. The New Northern Policy encompasses the whole of Eurasia, but the starting development area would be the border region of the Korean Peninsula. In this viewpoint, this study examines the Belt and Road Initiative of China, the New Eastern Policy of Russia and the Steppe Road Initiative of Mongolia, and presents the characteristics, problems and some implementation strategies of the New Northern Policy. Apart from the future possibilities of the regional cooperations that include North Korea, it would be necessary for South Korea to secure and expand the possible opportunities for "Korea-China-Mongolia-Russia" cooperation. In order to create a close cooperative environment with North Korea in the future, it would also be necessary to build a maritime route, with port development around major border regions on the Korean Peninsula, including Russia, and to develop the port-railway intermodal transportation system with neighboring countries. South Korea need to actively cooperate with neighboring countries to develop the new Eurasia logistics routes would be more favorable to the Korean Peninsula in preparation for the time when the North Korean nuclear issue will be resolved.

• Journal of Environmental Impact Assessment
• /
• v.23 no.6
• /
• pp.505-516
• /
• 2014

Northeast Asia including China, Japan, Mongolia, Russia, DPRK and ROK, is a geographically close region that falls under the same environmental influence. Recently the region is not only facing serious domestic environmental problems with rapid economic growth, but also confronted with transboundary environmental problems and associated conflicts between countries. Unfortunately, Northeast Asia lacks a solid environmental management system among countries to deal with transboundary and other environmental issues. Transboundary Environmental Impact Assessment (TEIA) can, therefore, be one of the essential systematic measures in which environmental problems between countries would be negotiated. However, it would be necessary to have an indepth discussion of what we have to do first for implementing TEIA system in the region, and how to operate it while customizing each Northeast Asian country with different EIA system and socioeconomic circumstance. All these cannot be decided in a short time, and we need to invest enough time for discussing and considering them from various aspects. Recently, the Korean government declared "Eurasia Initiative". The initiative proposes important developing projects and ultimately plans to build a peaceful community throughout Eurasia based on comprehensive cooperation. The initiative aims to increase exchanges in transportation, energy and agricultural sectors to achieve the goals. In this regard, implementing TEIA in Northeast Asia is urgently needed and we have to prepare the strategy for introducing TEIA mechanism. Based on the results of 10 year experience on TEIA projects conducted since 2004, we suggest double-track approaches for developing TEIA mechanism. We continuously need to make an effort to establish a regional TEIA mechanism that all countries legally join, and simultaneously we also have to prepare a process to carry out TEIA for upcoming projects based on bi- or multi-lateral agreements. Practical solutions such as conducting pilot TEIA with relevant countries and developing TEIA guideline for the region could be the first step.

• Korean Journal of Heritage: History & Science
• /
• v.48 no.3
• /
• pp.186-203
• /
• 2015

This article attempts to examine both the outcome and future task of the art history research on Central Eurasia, better known under the name of "Silk Road". The term Central Eurasia encompasses Xinjiang Uygur, Tibet, Mongolia, former Soviet Republics, the northwest region of India, Iran and Turkey. The article analyzes the 30-year history of the region's art history research and further presents a desirable direction that the study should move towards. Though short in its research period, the ROK's art history study on Central Eurasia has shown eye-catching achievement in several areas such as the northwest region of India and the Xinjiang Uygur, Dunhwang of China. Two factors allowed for this accomplishment. First was the actual improvement of the work environment, where the scholars were finally able to travel to Central Eurasia and explore the historic sites for themselves since 1990. More important was the 'arena of study' for the next-generation scholars made possible by institutions like The Korean Association for Central Asian Studies and the Center for Central Eurasian Studies. Slowly but consistently, the two academic societies induced scholars' attention towards the field and fostered new experts. Circumstances changed, marking 2012 as the starting point. International academic forums held by the government branches surged in number. The intention behind it was to link the ROK with the Silk Road and ultimately to obtain the "Eurasia initiative". As of now, the public has shown heightened interest in the issue. The academia is subsequently riding on this second "wave of interest" following the first wave in the 1980s. However, increased popularity comes with some negative consequences, and this art history research on Central Eurasia is no exception. There are criticisms regarding the objectivity of recent academic forums. Some argue that the aim of the forums are sternly set most of the times, prohibiting the presenters to voice their own perspectives. Still, this heated attention will definitely play its role as a stepping stone for further development. The academia should commit to fostering rising researchers who will systemically and professionally study the field. This is imperative in order for the Korean culture to successfully communicate with the world and take itself to a new level. Without completing this task, the ROK's art history research on Central Eurasia is likely to remain idle.

• Journal of Navigation and Port Research
• /
• v.41 no.3
• /
• pp.155-164
• /
• 2017

While many countries are implementing various policies regarding the logistics network in Eurasia, China has presented "the Belt and Road" Initiative, a development strategy that focuses on connectivity and close cooperation between China and Eurasia. With more than 60 countries participating in the project, China is expected to have a major influence on logistical infrastructure development in Eurasia. This study analyzed the railway stations network using social network analysis (SNA) methodology. We collected data from major railway lines in Eurasia (TAR, TEN-T, TRACECA, GMS) and established a network of 994 railway stations in 65 countries. This study presented the general characteristics of major railway stations from the perspective of SNA and compared the Chinese network with Eurasian networks. To review the railway networks in China and Eurasia, the top 30 stations were selected based on degree centrality and betweenness centrality. Top "degree centrality" stations included Bangkok (Thailand), Tbilisi (Georgia), Baku (Azerbaijan), Kunming (China), and Bucharest (Romania). Top "betweenness centrality" stations were Baku and Alyat (Azerbaijan), Baoji and Turpan (China), Qarshi (Uzbekistan), and Kas (Turkey). In China, Kunming, Nanning, and Gejiu stations have higher degree centrality while betweenness centrality was higher in Baoji, Kunming, and Lanzhou stations. "The Belt and Road" project advocated by China envisions expansion of transportation infrastructure connections throughout Eurasia, but more emphasis is likely to be placed on connectivity that benefits China. In this regard, studies on key bases of international logistics need to consider relative significance within the Chinese network.

• Journal of Distribution Science
• /
• v.14 no.1
• /
• pp.17-28
• /
• 2016

Purpose - Given the increasing interest in the Eurasian Initiative, government-wide studies for the construction of the Silk Road Express are currently being conducted. However, the Korean Government has no experience in operating international freight railroads and has not encountered problems in train service plans, international conventions, and customs clearance, which will arise when TKR is connected to TSR, TCR, and TMGR. Research design, data and methodology - Given these conditions, the cases of direct services in international freight railroads between China and Europe are investigated to identify the possible problems in the connection between TKR and continental railroads. This study also identifies the plans for activating Eurasian railroad logistics. Results - For the service of international freight trains, Korea needs to join international conventions, such as OJSD, as a regular member. Furthermore, any relevant international conference after the conclusion of such an agreement is needed for the agreement on train service schedules, fees, and procedures for passing border stations. Conclusions - Customs clearance and relevant documents must be standardized to address the differences in clearance systems between nations.

• Proceedings of the KSR Conference
• /
• 2010.06a
• /
• pp.352-358
• /
• 2010

When the Trans-Korea Railway (Gyeong-eui Line and Dong-hae Line) initiative is completed, Korea will become one of the major trading partners of Russia through the Trans-Siberian Railway (TSR). This will be an opportunity for Korea to take-off to a 'Traffic and Logistics Center in 21st Century. The opening of the Eurasia Continental Railway will provideKorea with the opportunity to develop into the logistics center of Asia-Pacific area and the benefit of reduced cost of unification by improving the correlation between South and North Korea through the cooperation in railway business. However, there exist the uncertainties for its demand and innovative reduction in transportation time and cost, due to the practical problems including economic efficiency and transportation technology. In this paper, the practical problems of TSR are discussed in the economic and social perspectives to develop the methodology for the Korea-Russia railway cooperation and for the improvement of the competitive power of TSR.