• STI Policy Review
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• v.6 no.1
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• pp.54-69
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• 2015

Although there is progress in developing green sectors in North America and East Asia, the key challenge facing the expansion of economy-wide green innovation and structural change in these regions is the absence of relevant policy follow-up to the green stimulus enacted during the Great Recession. The boost to green sectors provided by such measures is waning quickly, given that much of the green stimulus focused on energy efficiency. The biggest obstacles to sustaining green growth in North America and East Asiaare major market disincentives, especially the under-pricing of fossil fuels and market failures that inhibit green innovation. A three-part strategy to overcome these obstacles would involve: first, removing fossil fuel subsidies; second, employing market-based instruments to further reduce the social costs of fossil fuel use; and third, allocating any resulting revenue to public support for green innovation and investments. Such a strategy would ensure that green growth is not about promoting niche green sectors but instigating economy-wide innovation and structural transformation in North America and East Asia.

• The Journal of the Korea Contents Association
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• v.17 no.11
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• pp.192-199
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• 2017

The purpose of this paper is to examine the growth trends and volatility of exports in Asia, North America, Europe, Central and South America, Middle East and Africa since 2010. And analyze the correlation and model analysis to find out future directions of development. As a result of the analysis, it showed high export share in Asia, North America, Europe, Central and South America, Middle East and Africa. Asia, North America, Europe showed a relatively high rate of increase in exports and the month-on-month rate of change was stable in Asia and North America. In order to increase our exports through this research, we should pay much attention to export improvement to Asia, North America and Europe. Especially, Asia's exports account for more than 50%, so it seems necessary to plan export enhancement to China, Japan, Vietnam, Hong Kong, Taiwan and India. Although the proportion of exports is not large yet, much attention needs to be paid to new markets in Central and South America, the Middle East and Africa. And I look forward to systematic progress in export promotion.

• The Journal of the Korea Contents Association
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• v.18 no.11
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• pp.285-297
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• 2018

The purpose of this study is to examine the trends of import and export of Korea by each continent and to find ways to increase export to Korea in the future. Each continent selected Asia, Europe, North America, Central and South America, and the Middle East. The analysis period was 220 months from January 2000 to April 2018, and data were collected from the KCS. Regression analysis showed that the coefficient was higher in Asia, Europe, North America, Middle East and Latin America. The markets of each continent moved independently of each other and were statistically significant at t statistic and p-value(${\leq}0.01$). As a result of this study, Asia and North America have been major export markets in Korea. Europe, the Middle East and Central and South America are emerging as new markets in Korea. In order to increase Korea's exports in the future, there is a need for continued interest in Asian markets including China & Southeast Asia.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.08a
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• pp.54-63
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• 2004

There are two principal routes for the Asia-North America containerized cargo, that of Asia-West Coast and Asia-East Coast. On the West Coast, the Asia-Los Angeles, dominate the commerce, whereas on the Asia-East Coast it's the Panama Canal. Each of these routes has different characteristics. All are similar in that each is the door to the commerce of containerized cargo originating in Asia; each combines maritime and overland transportation; each has important intermodal connections and is able to distribute cargo throughout the West and East Coasts of the United States. Each route also has its port of preference that has the necessary infrastructure, equipment and intermodal connections. For example, in the case of the Port of Los Angeles, in spite of some of its advantages, it has several serious problems due to the interminable containerized cargo traffic that must be solved rapidly and satisfactorily in order to progress. In this paper, we would like to show the problems of two main routes.

• Korea Logistics Conference
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• v.14 no.3
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• pp.371-383
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• 2006

• ALGAE
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• v.27 no.2
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• pp.83-94
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• 2012

The taxonomic distinctiveness and cosmopolitan distributions of the red algae $Gelidium$ $crinale$ and $G.$ $pusillum$ remain unclear. Both species were first described in Devon in southwestern England; namely in Ilfracome for $G.$ $crinale$ and Sidmouth for $G.$ $pusillum$. We analyzed mitochondrial $cox$1 and plastid $rbc$L sequences from specimens collected in East Asia, Australia, Europe and North America. In all phylogenetic analyses of $cox$1 and $rbc$L sequences, $G.$ $crinale$ was distinct from congeners of the genus. The analyses also revealed a sister relationship with the $G.$ $coulteri$ and $G.$ $capense$ clade. Nineteen $cox$1 haplotypes were identified for $G.$ $crinale$, and they were likely geographically structured. Despite the distinctiveness in both $cox$1 and $rbc$L datasets, the sister relationship of $G.$ $pusillum$ in the genus was not resolved. Our $cox$1 and $rbc$L datasets indicate that $G.$ $crinale$ is a cosmopolitan species, found in East Asia, Australia, Europe and North America, while the distribution of $G.$ $pusillum$ is restricted to Europe and Atlantic North America. Our results suggest that infraspecific classification of $G.$ $pusillum$ may be abandoned.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.08a
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• pp.87-95
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• 2004

Economic development is remarkable in Asia and progress of industrialization of NIES, ASEAN, and China in East Asia has increased the international physical distribution in this area. However, an imbalance of trade becomes severe in these areas. The imbalance is especially big in the Asia-North America route and the Japan-China route. The imbalance in the Asia -North America liner route is 5.04 million TEUS in 2002.The transportation ratio of loaded containers between China and Japan route is approximately 3:1 in 2000. In other words, it means that the transportation of loaded containers from China to Japan is 3, the transportation of loaded containers from Japan to China is I. The imbalance at a port is generally obtained by subtracting export loaded container cargo volume from import container cargo volume. However, the imbalance and the empty containers at the port are not always same. Then, in order to evaluate rationalization and efficiency of maritime container transportation, we introduce the amount of empty containers at a port as an evaluation index. However, the past data of the amount of handling empty containers have a lot of lacking portions. Then, it is necessary to estimate the past amount of empty containers in order to grasp the amount of empty containers historically. So, we construct the model that estimates the amount of empty containers using the imbalance of main port statistics in Japan.

• Proceedings of the Zoological Society Korea Conference
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• 1995.10b
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• pp.142.2-142
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• 1995

No Abstract, See Full Text

• Proceedings of the Korea Port Economic Association Conference
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• 2007.07a
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• pp.255-270
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• 2007

In North-East Asia, Port traffic in Asia-North America sea route has been rapidly increasing due to economic growth in China and ASEAN. Furthermore, the major shipping companies directly call at northern chinese ports like Qingdao, Dalian and Tianjin without passing through Korean ports on Asia-North America sea route. To acquire a port traffic and develop a hub port, governments in North-East Asia have intensively invested in the development of port. Therefore, Busan new port and Gwangyang port have been developed in Korea. According to the medium-long term development planning, the port should give a enormous budget investment for the port facilities construction. So the inaccurate estimation may lead to the unreasonable port development policy. Firstly, based on the estimation of Chiang Bong-Gyu & Yang Hang Jin(2005), this study gave a comparison with the estimation of Ministry of Maritime Affairs and Fisheries(2001) and OSC/Glori(2005). Secondly, taking into account the influence factors for port traffic, this study made an estimation of port traffic for Busan new port. On the basis of this estimation, this study is compared with the estimation of Ministry of Maritime Affairs and Fisheries(2001) and OSC/Glori(2005). In conclusion, in case of the development of Busan new port, based on the estimation of Ministry of Maritime Affairs and Fisheries(2001), this study should the high possibility that the Busan new port will be serious lack of the port facilities in the year of 2011. And according to the OSC/Glori(2005)'s estimation result, there is a lack of the port facilities, though we have modified the port investment plan.

• Journal of Korean Society for Atmospheric Environment
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• v.20 no.E1
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• pp.1-14
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• 2004

Meteorological mechanisms in association with long-range transport of Asian dust in April 2001 have been investigated using weather maps, satellite images, TOMS and surface $PM_{10}$ data, backward trajectories, plus modeling output results (geopotential heights, horizontal wind vectors, potential temperatures, and streamlines). The results indicated that long -range transport of Asian dust to the west coast of North America was associated with strong westerlies between the Aleutian low and the Pacific high acting as a conveyor belt. Accelerating westerly flows due to cyclogenesis at the source regions over East Asia transported pollution from the continent to the central Pacific. When the system reached the Aleutian Islands, the intensity of troughs and the westerlies were amplified in the North Pacific. Thereafter the winds between the Aleutian Islands and the Pacific Ocean were more intensified from the air flow transport of the conveyor belt. Consequently, the strong wind in the conveyor belt enhanced the dust transport from the Pacific Ocean to the west coast of North America. This was evidenced by $PM_{10}$ concentration (maximum of about $100{\mu}g\;m^{-3}$) observed In California. Further evidence of the dust transport was found through the observation of satellite images, the distribution of TOMS aerosol index, and the analyses of streamlines and backward trajectories.