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This study starts to raise a question why we mainly think of globalization as outward globalization, which caused imbalance between inward one and outward one among most Korean sea port cities. The primary purpose of this study was to analyze characteristics, conditions and recommendations for inward globalization of sea port cities in Korea. Immigrants in Korea have increased rapidly during 2005～2011. In 2011, the proportion of immigrants are about 3.0% of total population(more than 1.4 million people. But, all the sea port cities in Korea have strengthened their efforts to accelerate their outward globalization with those in foreign countries for their regional development. This study started to resolve a research question, which caused imbalance between inward globalization and outward globalization among most sea port cities in Korea. The research question is the objective of the study. The hypothesis and empirical results of this study was that the features of inward globalization of sea port cities are mainly determined by many factors, such as civil society(citizenship), self-organization or networking(immigrants), capacity of institution and policy system. The policy implications were largely derived from this results which may improve quantity and quality of inward globalization for successful multicultural society in Korean sea port cities.

The People's Republic of China began implementing five-year plans in 1953 in order to align the economy with the top policy goals and to communicate this directive throughout the government bureaucracy. The Communist party plays a leading role in establishing the foundations and principles of the five-year plans and these plans are understood as "key indicators of the directions and changes in developmental philosophy" at the highest levels of Chinese leadership. By enforcing these five- year plans, China became the second largest country in the world in term of GDP's size. On Monday, March 14, 2011, the Fifth Plenum of the 17th CPC Central Committee, adopted the "CPC Central Committee's Proposal for Formulating the 12th Five-Year Program for China's Economic and Social Development (2011-2015)". This 12th Five-Year Plan calls for a shift from rapid economic growth to higher quality, more sustainable development with a greater emphasis on services and broader distribution of wealth. It also promises more rural health care spending and job assistance for out-of-work farmers ― a step that could promote growth of service industries and consumption. If carried out, the plan could drive a far-reaching transformation of China's economy from low-cost factory into a major consumer market. Hence, it attracts much attention from the neighboring countries. From this point of view, I have examined the contents and strategies for economic development of the recent 11th and 12th Five-Year Plan. I also have investigated factors that had negative influence on Korean industries and suggested countermeasures against those influences.

The recent changes in the logistics environment has emphasized the importance of value-added features as the evaluation factors of port competitiveness. In this environment, the competitiveness of the port is switched by the competitiveness of the port hinterland. In particular, China has been strengthening the investment and construction of the port hinterland. Since the first Bonded Port of China-Shanhai yangshan Bonded Port was founded in June, 2005, Bonded Port has achieved a lot after decades of development. The purpose of this study is to analyze the operating systems on port hinterland in China and to derive the implications of policy by comparative analysis of each operating system over the main contents, each of the functions and roles. In order to perform this, firstly, this study introduces the development condition of hinterland in China now after examining the various concepts on port hinterland in China, that is, Duty-Free Zone, Export Processing Zone, Bonded Logistics Park and so on. Then, In order to analyze the features and preferential policies, this study conducts the comparative analysis of each operating system on port hinterland in China, among Duty-Free Zone, Export Processing Zone, Bonded Logistics Park and so on. Finally, this study suggests the implications of policy based on the above the results of analysis.

This paper aims at reviewing the performance of official development assistance(ODA) programs of Korean government towards Africa nations. Especially, as the foundation of performance survey results on the five Korean ministries(foreign affairs, finance, commerce, transpotation & construction, general affairs) which had implemented Africa ODA programs for lately 5 years, the overall evaluation and the better ways of Korean government's ODA programs on Africa could be suggested. First, it has to change the diverse and fragmented program governance and to intensify the institutional linkage and the function of control tower. Second, the nation-wide integrated ODA program should be planned on the umbrella of the prime ministry. Third, the participatory program planning & implementation system should be established including the government, NGO, enterprises, universities, international organizations. Fourth, the performance review system should be not only built integrally, but also the evaluation competence and accountability should be made sure. Fifth, the ODA size on Africa should be not only enlarged more, but also the ODA program efficiency should be bettered more. But, this research has some limitations. Above all, because the period of case programs are so short, it is difficult to evaluate generally and universally. And because the feature of this research is exploratory and basic, it must be supplemented by in-depth case studies in the future.

This paper is to figure out the competitiveness changes by industries of Korea and anticipate future economic prospects after Comprehensive Economic Partnership Agreement(CEPA) between Korea and India which took effective Jan. 1, 2010. For this analysis, we focused on exports to India, TSI with India and RCA after CEPA using data of 10 industry classification in the MTI 1&3 digit of Korea International Trade Association(KITA). Korea's exports to India have increased to 11.4 billion dollars in 2010, It means 42.7 percent growth in a year after CEPA between the two countries. Exports have increased in all of the 10 industries: machinery, chemical industry manufactures, articles of iron or steel & metals, electrical & electronic articles and mineral procuct in the order of the amount increased. The analysis on Korea’s TSI to India shows increasing competitiveness in machinery, electrical & electronic articles, chemical industry manufactures, miscellaneous articles, and mineral product after CEPA. But the rest of half industries shows decreasing competitiveness. Only three industries of machinery, electrical & electronic articles and chemical industry manufactures have improved their competitiveness after CEPA while maintaining their competitiveness over India. RCA analysis shows increasing competitiveness in just two industries of machinery and textile & apparel while keeping the price of index over 1.

Since on Feb. 1999, The stevedoring charges system of Container Terminal has changed over the report system from approval system. After then, There is a keen competition among the terminal operating companies. However the focus of competition is centered about a rate-cutting war, the companies are competing in price reduction. Compared with the amount of materials, the Container Terminals are an excessive supply. Therefore the circumstances of stevedoring market is under the overcompetition among the operating companies. It is probable that competition within the industry will be intensified as time goes on. The bottom of this over-competition is limited the amount of materials and a glut of Container Terminal. As a result, the shipper, consignor and the owner of goods got an advantageous position because of limited the amount of materials and excessive supply of Container Terminals. The stevedoring charges of domestic ports is very lower than other countries. This is a serious drain of national wealth. It needs to correct unbalanced market structure through the improvement of PORT TRANSPORT BUSINESS ACT.

This study focuses on the motivation the performance of M&A of port terminal operation companies. It is thought that a port operation company attempts to acquire a not her company to strengthen the competitive power. This paper examines in detail the case of M&A between SIPG(Shanghai International Port Group) and SPC(Shanghai port Container). In order to analyze the financial performance of this M&A the share data were collected from Shanghai Stock Exchange. By using the market model, we calculates the cumulative abnormal return(CAR) for 30 days before and after M&A. The estimated CAR shows a positive return of 13.72% and this implies that the market appraises M&A of SIPG and SPC positively. This study also discussed the financing, composition of shareholders and the financial and business synergy, further analyses the M&A motivation between port companies. In particular, through the M&A between SIPG and SPC, SIPG increased its international competitive power and now holds a ruling position in the world shipping industry. And it is expected that the business performance of SIPG in the future will be improved continuously.

Korea has accomplished a tremendous economic growth since 1970s and made one of the economic powerhouse in the world. However, its strategy of export-driven economy mainly focusing on manufacturing industries is facing its limit and the national economy suffers from the slow-paced growth. Most economic entities in Korea now try to seek for other sources of growth momentum and service industries, such the information technology, the biological technology and so on are emerging as alternatives. In addition to those service sectors, the logistics industry is also considered to have a great potential becoming high value-added and the Korean government have invested a large amount of financial sources to construction of logistics infrastructure and global logistics networks. Meanwhile, apart from the public sector, each company makes its own efforts to raise efficiency in the logistics tasks to reduce transportation cost, level of inventories and lead time. Recently, companies do not limit the scope of logistics to the internal process, but expand it to the whole process in the supply chain. This paper reviews recent developments of Third-Party Logistics (3PL) in Korea and aims to suggest the role of each economic entity for promoting the state-of-the-art logistics trend. According to recent surveys, outsourcing of logistics tasks has continuously increased to 56.0% since 2005. However, those papers also explain that shippers have little recognition of the positive effect of 3PL and government promotion programs. Considering those results, this study concludes the way to promote 3PL from the perspective of each entity. First, the management of the shipper should pay more attention to the effect of 3PL. Second, logistics companies should try to persuade shippers through ensuring transparency of logistics freight and sophisticated service expertise. Finally, the government sector should make ground of growth in 3PL by introducing various incentives and promoting good examples.