Earticle

Every effort made for freedom of cargo's international transportation has reaped the fruit of global trade. The world has been enjoying the convenience of free trade. However, a terror occurred in the USA on September 11, 2001 has made the world change a point of view from “free transportation” to “safe transportation.” The interest in port security and safety has been growing by implementing ISPS Code through IMO in the field of international sea transportation which is a core of international trade. The cheap cost of port was an important item to decide in calling at a port in the past. But today any vessels cannot enter any ports and cannot depart them without port security, which is directly connected to the survival of port. This research checked that our manpower training system in charge of port security necessary to the survival of the port is not satisfactory since such a system in advanced countries is well organized and issues licenses and certificates on examination. Maritime universities have to have much interest in curriculum operation to educate and evaluate such experts in charge of port security and then participate in it. The effort should be made in introducing private qualification to evaluate port security experts.

The purpose of this paper is to shed light on the meaning of Donghae-Samcheok regional literature. It can be referred to as problematic objects that shared converging and diverging points in looking into and understanding the problems of the modernity reflected in poetry. This paper tries to apply the locality in a broad sense to Donghae-Samcheok’s poetic works in various lights. Donghae-Samcheok regional literature started in earnest in the 1960s. The first literary journal Dong-ye, and other coteries, such as Bulmoji and Jukseoru came into existence during this period. The activities of these coteries were largely amateurish. Donghae․Samcheok maritime literature’s view of poetry is characterized by regional attitudes. One classic example is Ryu Jae-man’s poetry. The meaning of region can be called the spirit of lyricism, and his poems are the typical showcase of regional literature. Good examples are poetic attributes including the spirit of the undetermined native place and local history. Its metaphoric use of the sea based on emigration is a symbol of locality. Ryu’s maritime literature is sometimes accompanied by the lack of aesthetic realms. Nonetheless, the spirit of his works and their thematic effects makes one realize our centralized surroundings and the typical difficulties of living in unreasonable modern times.

International trade has become an essential element in a world with active international relationship. Currently 85% of import and export trade for international trade is carried out by sea. Even in the recent economic downturn, the development of developing countries in Africa and Asia has increased the portion of the shipping industry. Due to the increase in the international trade index, the increase in marine transportation and port development demand has led to the strengthening policies on air pollution caused by ship, especially the emission regulation of greenhouse gas by IMO. As a result, IMO has strengthened regulations on energy efficiency and eco-friendliness of ships, and consensus has emerged that the ports and ports that ships are required to have policies and infrastructure to support the shipping industry's response to climate change. Korea is also urging the establishment and implementation of the Green Port Implementation Plan for each port by financing the Basic Law on Green Growth in 2010 and establishing a national green port construction comprehensive plan. Korea's eco-friendly port construction is attempting to change into a new eco-friendly port by improving the energy efficiency of the port itself and improving the environment around the port through policy establishment and infrastructure operation. This study examines the current status of international regulation of shipping port sector, establishes concept and scope of green port, and suggests policies and direction of domestic green port construction through example of green port of foreign advanced countries.

As one of the most influential black writers of the twentieth century, Richard Wright paved a road on which he established the tradition of protest novels against whites and white society by employing naturalistic elements in his writing. His protest is especially directed toward whites that constructed social conditions and harsh environment for blacks. His fiction is based on his personal experience and he chooses to foreground the harsh environment and conditions in which blacks live. This environment plays an important role in shaping not only the black characters’ life but also the development of the plot of Wright’s fiction and stories. Instead of making his protagonist a victim as in traditional naturalism, though, Wright portrays the importance of humanity by evoking pathos and revealing the inhumanity of the whites.

해양심층수(deep sea water)는 인체에 유용한 다양한 미네랄을 함유하고 있어 유 용한 자원이 될 것으로 기대되고 있다. 특히 우리나라의 경우 동해안의 해양심층수 는 약 169만㎦로 동해 해수 전체의 약 95%를 차지하고 있으며, 연간 생산량은 3.97 조㎥으로 추정된다. 이에 정부에서는 2008년부터 「제1차 해양심층수 기본계획 (2008-2013)」을 수립하여 해양심층수 산업 육성을 위한 지원정책들을 지속적으로 추진 중이다. 그러나 현재 우리나라의 해양심층수 산업은 정체상태에 머물러 있는 실정이다. 이에 본 연구에서는 우리나라의 해양심층수산업의 현황과 문제점을 살펴보고, 해 외의 사례를 검토한후 우리나라 정부의 지원정책 등을 검토함으로써 향후 지속적인 해양심층수 산업 육성을 위한 정책적 시사점을 도출하고자 한다.

Deep sea water is expected to be a useful source as it contains a variety of minerals that are useful to humans. In particular, the deep sea in East sea is about 1.69 million ㎦ and accounted for approximately 95 % of the entire East Sea sea water. The government has established the "1st Master Plan for Deep Sea Water Industry 2008-2013" since 2008 to continuously push ahead with supporting policies for the development of deep sea water industry. But the nation` s deep water industry is still stagnant. Therefore, this study examines the present state and problems of deep sea industry in Korea, and reviews the cases abroad before reviewing support policies by the Korean government to foster deep sea industry in the future.

The global shipping and port industry has been exposed to unprecedented changes in the past decade and these changes call for new approaches by the port terminal operators to survive. These changes are also impacting Korean port industry, but because Korean port terminal operators are relatively less experienced and competitive when compared to the global terminal operators( GTOs), the port industry is facing great challenges. The purpose of this study is to find out the best globalization strategies for Korean port terminal companies that are still at a relatively less matured stage of development. The method used in this study is the analysis of the strategies of the existing big 4 GTOs and a case study of Korean and global port terminal companies including both successful and unsuccessful cases. The analysis of the current market situation of shipping industry and port industry implies that the business environment is much different from when the big 4 GTOs were growing and the differences can be summarized as below. First, changes in the shipping industry including mega vessel with mega alliances call for bigger capital investment by the terminal operators to maintain the productivity of the terminal operation. Second, the expansion of new protectionism may hinder the entrance to the new overseas markets. National resistance to multinational potential markets can hinder choices for potential port terminal companies. Third, the Korean port companies have less experience in overseas markets and financial capabilities are much inferior in comparison to the big 4 GTOs. Therefore, the Korean port terminal companies can not repeat the same strategies the GTOs used to take to become what they are now. Instead, it is more important to minimize the risks that foreign terminal operators can face in overseas market, such as the differences in law, culture, labor practices, and government policy changes. As a result, the new concept of Global Terminal Investor(GTI) is a helpful way to overcome this hurdle. The Global Terminal Operator(GTO) has to continuously deal with the numerous above-mentioned risks in addition to initial large investment, whereas the concept of GTI can secure global terminal networks with relatively small initial investments fewer operational risks. The financial investor cases in Busan port also show greater benefits for investors than the operators. Also the financial analysis of the Korean port terminal companies shows that only Port Authorities can initiate the GTI in terms of financial capability. In conclusion, the GTI is the best strategy that can be considered for Korean port terminal companies and the port authority should start making investments in global terminals after employing the help of professionals including financial and legal specialists with experiences in global enterprises. However, the number of study cases limits this study's scope. A more comprehensive analysis should be made to understand the impact of GTI and the role of operators in terms of the global network.

This paper analyzes the convergence of housing prices in (united) Changwon City, which was merged with Masan City, Changwon City and Jinhae City on July 1, 2010. The analysis period was a total of 138 observation months from January 2004 to June 2015 when data could be obtained. Empirical results based on modified σ-convergence, Pairwise gaps tests and panel unit tests showed that there was no evidence of convergence among housing-prices in the sample period. When analyzed before and after the consolidation, there was no evidence of convergence before consolidation, but evidence of convergence after- consolidation. Specific results were found that show a submarket of two groups existed. There was evidence of convergence by both groups that were divided by housing-price levels.

BPA는 2004년 부산항의 항만시설관리권을 현물 출자 받아 설립된 공기업(public corporation)이다. BPA는 설립 이후 지속적으로 자율성의 확보를 위한 노력을 해 왔고, 지난 2016년 한진해운 사태를 계기로 한진해운이 소유한 해외항만의 운영권 등을 승계받기 위한 지분 참여 등과 같은 신규사업의 참여를 요구받아 왔다. 이는 BPA의 기능 확대 및 자율 경영권 확보와 관련하여 많은 논란이 되고 있다. 이에 「항만공사법」「공운법」을 검토한 결과, 현행법상으로는 기획재정부와 해양수산 부의 감독 및 승인 등을 거치지 않고는 신규사업에의 진출이 어렵다고 판단되었다. 또 해외 항만의 관리․운영 실태를 보아도 항만관리자가 항만을 직접 운영하거나 국내외 항만운영사 등에 직접 투자를 하는 경우는 없었다. BPA의 사업수익의 범위 내에서 부산항의 일정부분에 대하여 공용부두 형식으로 직접 운영을 하는 것은 공익적 항만운영을 위해서는 긍정적인 검토가 필요하다고 본다. 다만, 해외 항만개발, 국내외 항만운영사의 설립 및 지분 참여 등의 투자 사 업은 싱가포르의 PSA International Pte Ltd. 와 같은 지주회사의 설립을 통해서 별 도로 추진되는 것이 바람직하다고 본다. 또 해양수산부(항만소유자)→BPA(항만관리자)→항만운영사로 이어지는 부산항 의 복잡한 조직구조를 단순화하여 해양수산부(항만소유자‧관리자)→BPA․항만운 영사로 단순화하고 BPA가 항만을 직접 운영하는 항만운영자로 전환하는 것도 검 토해야 한다. 이때 BPA를 자본적으로 지배하는 지주회사가 BPA와 국내외 항만운 영 또는 개발사업에 참여하는 방안도 검토해야 할 것이다.

BPA is a public corporation that was established in 2004 with the rights to manage the port facilities of Busan Port. Since its establishment, BPA has been striving to secure its autonomy. In 2016, Hanjin Shipping Problem has been demanding participation in new projects such as participation in equity to take over the operating rights of overseas ports owned by Hanjin Shipping. This has been controversial in relation to the expansion of BPA’s functions and the securing of autonomous management rights. As a result of reviewing “The Port Authority Act" and ”The Act on the Management of Public Agencies", it was judged that it was difficult to begin new ventures without the supervision and approval of the Ministry of Planning and Finance and the Ministry of Maritime Affairs and Fisheries. In addition, even if the management and operation of overseas ports are checked, there is no case where the port manager directly operates the port or invests directly in domestic and overseas port operators. It is necessary to have a positive review for the operation of the public port in order to operate the public port in the form of a public pier for some parts of Busan Port within the scope of BPA's business profit. However, investment projects such as overseas port development, establishment of domestic and overseas port operators, and participation in equity are desirable through the establishment of holding companies such as PSA International Pte Ltd. in Singapore. In addition, the organizational structure of Busan Port is complicated as it is lead by the Ministry of Maritime Affairs and Fisheries (Port Owner) as well as BPA (Port Manager) Port Operator. At this time, it is necessary to examine how the holding company that dominates BPA capital will participate in BPA and domestic and overseas port operation or development projects.

This article aims at analyzing the local devotion results of central governmental authorities in the maritime administration field and proposes better alternatives for overcoming major problems. The scope and objectives of this research focused on the local decentralization statistics in relation to observable performance data from the Korean government from 2000 to 2012. The characteristics and problems are as follows; first, the initiative power of local devotion was not from the local but the central government. Second, contents of local devotion were mainly fragmented implementation jobs without any core function and authority of the central government. Third, even already-decided jobs were not transferred promptly by the central government. Forth, even the National Assembly blocked the legislation of the comprehensive transfer act. These characteristics are just applied to the generic maritime administration fields. Consequently, it would be desirable that the problem of the function allocation between central-local government including the maritime fields, should work out in the perspective of democratic politics. In other words, local government as well as local residents, by themselves, should recognize the importance of local decentralization for regional development and actively fight over grand central political powers. The reason being that the function allocation issue of central- local government is also the result as well as the object of democratic bargaining.

Korea incorporates Dokdo into Uldo County on October 25th 1900. Article II of the decree designated Taehadong as the kun office venue and defined the jurisdiction of the Uldo County magistrate extending over the whole of Ulleungdo, Chukdo and Sokdo. Chukdo refers to Chuksodo and the rocky islet about 2.2 kms from Ulleungdo and Sokdo refers to Dokdo Island. However, the Japanese Government insists that the ROK researchers argue “Seokdo (Stone Island) actually corresponds to the current “Dokdo. If “Seokdo” corresponds to Dokdo, then a number of questions arise, including why the Imperial Decree of 1900 did not use “Dokdo” as the island's name, why it used “Seokdo” and why the name “Usando” (or another name), which the ROK claims to be the former name of Dokdo was not used. How did the name Sokdo come to represent Dokdo Island? In Korean the word for rock is “dol”. The Hanja character for rock (“dol”) is “dok(石)” In standard Korean this character can be pronounced as either “dol” or “seok”. Thus, Korea’s explanation that Seokdo refers to Dokdo as a result of the Chollanamdo dialect still seems to be the most plausible explanation for the name confusion. It is said the residents of Ulleungdo used the names Seokdo and Dokdo interchangeably. Shortly after the character Seok(石) was no longer used to denote the sound “dok” but rather the standard Korean Hanja character “獨(dok)” This charcter usage and the same name Dokdo was confirmed by Japanese records such as the logbooks of the Japanese Warship Niitaka in 1904 prior to the Japanese annexation of Dokdo. The name Dokdo was also used by Uldo Governor Shim Heung Taek when he contested the Dokdo’s annexation in 1906. This position has been steadfastly maintained by Korea for the long time.

본 논문은 일본 식량 경제의 현황을 5가지 난제와 13가지 대책을 중심으로 분석 한다. 이를 위해 먼저 세계 인구 증가에 따른 식량 수요의 급증에 대해 개관하며, 한국, 중국, 일본의 식량 생산과 소비의 유사성과 이질성에 대해서도 검토한다. 일본의 식량 경제는 5가지 난제에 직면하고　있다. 첫째, 세계 제2위의 농산물을 수입하고 있으며, 또한 특정 몇 개국에서 수입에 의존하고 있기 때문에 수입 두절 의 위험이 증가하고 있다. 둘째, 농업 총생산액 및 생산 농업 소득의 감소로 인해 농민의 빈곤화가 진행되고 있다. 셋째, 경지 면적의 축소와 경지 이용률의 감소로 식량 생산량이 감소하고 있다. 넷째, 생산자의 고령화로 인한 판매 농가 수와 농업 취업 인구가 감소하고 있다. 다섯째, 식량 자급률이 하락하고 있어 외국에 식량의 많은 부분을 의존할 수 밖에 없는 상황이다. 이상의 5가지 난제를 해결하기 위해 일본 정부는 2016년 11월에 13항목의 대책을 포함한 농업 경쟁력 강화 프로그램을 발표했다. 이 프로그램에서는 특히 농업인이 자유롭게 경영할 수 있는 환경의 정비가 중시되고 있으며, 농업인의 노력만으로는 해결할 수 없는 구조적 문제의 법적 해결도 추진될 예정이다. 　일본의 농림수산업이 GDP에서 차지하는 비율은 2014년 현재 1.2 % 에 불과하 나, 관련 제조업과 유통업, 외식 산업을 포함한 농업 관련 산업의 GDP에서 차지하 는 비중은 2015년 현재 9.7% 이다. 농업 관련 산업이 국가 전체에서 차지하는 약 10%의 점유율은 식량 경제가 여전히 일본에서 중요한 산업임을 말해 준다. 식품의 공급을 통해 국민에게 영양과 취업 기회를 제공하는 식품 산업을 정부는 중요한 산업의 한 부분으로 지원해 나갈 필요가 있다.

Japan’s food economy has been facing 5 difficulties. The first is that Japan is the second largest importer of agricultural products in the world, and since it relies on imports from certain specific countries, the risk of import disruption is increasing. The second is that farmers are becoming poor due to the decrease in agricultural total output and agricultural income produced. The third is that the amount of food production is decreasing because of the reduction of cultivated land area and the decline of cultivated land utilization rate. The fourth is the decrease in number of commercial farm households and population engaged in farming.　The fifth is the fact that since the food self-sufficiency rate is declining, there is a high possibility that the citizens will not be able to survive if they do not rely heavily on food for foreign countries. In order to solve the above 5 difficulties, the Japanese government announced a program to strengthen agricultural competitiveness in November 2016. Especially, emphasis is placed on improving the environment where farmers can operate freely. In addition, it is planned to promote the legal solution of structural problems that will not be solved by farmers' efforts. Before analyzing the 5 difficulties and 13 countermeasures in the food economy in Japan, we will overview the rapid increase in food demand accompanying the world population increase. We will also consider similarities and heterogeneities of food production and consumption in Korea, China and Japan.