08 c h a p t e r
-08
74KRIHS
This study aims to suggest policy directions to establishing a cooperation framework for devel-opment assistance to North Koreas focusing on infrastructure development. The study proposes the KIDO(Korean Peninsula Infrastructure Devel-opment Organization), a modified KEDO(Korean Peninsula Energy Development Organization) framework, as an effective framework for encour-aging international cooperation for infrastructure development in North Korea. This multilateral framework is proposed here because it has two merits. First, it would provide a more secure structure by preventing possible evasive behavior of the North Korean government. Second, it would be easier to secure funds for infrastructure development from diverse sources.
Once the six-way talks find a solution to the security issue, a mechanisms can be arranged for facilitating political aid to North Korea. Following the example of the KEDO, the Korean Peninsula Infrastructure Development Organization can be considered as a body to coordinate and imple-ment major infrastructure projects funded largely through public capital. One of the critical tasks that the KIDO should carry out is to prepare a development planning, which is intended to draw up national and sectoral plans on which a
coun-try’s assistance strategies can be based.
In the short to medium term(2008-2011), a grand design for infrastructure development should be established. The KIDO can play an important role in establishing the plan. In this period, North Korea might become a member of the IFIs and some catalyst projects could be implemented. Priority should be given to cross-border regional projects and to nodal growth points in North Korea. The study suggests the
“Rajin Project" as a catalyst project for multilater-al cooperation. Since Rajin is a connecting point of the TKR and the TSR, an integrated multilater-al project, which is composed of severmultilater-al sub-pro-jects, can be implemented as a catalyst project for international cooperation. The project should include training and capacity building in its ini-tial stage. In the longer run, major infrastructure development projects along two axes of the Kore-an Peninsula cKore-an be implemented through the KIDO and international financial institutions.
Research Period: 2007. 1. 1~2007. 12. 31
Report Descriptions: KRIHS Research Report 2007-29, 193pp
>> Basic Design for Infrastructure Development on the Korean Peninsula - Focusing on Cooperation Framework and FinancingHigh Speed Rail and the Changes of Spatial Structure(II)
한반도 기반시설 개발의 기본구상 연구(Ⅱ) -기반시설 개발의 추진체계와 재원조달
Lee Sangjun & Kim Wonbae
75KRIHS Northeast Asian Regional Development Research
The study aims to analyze the current status and development prospect for the eight core economic regions of Northeast Asia that are currently dom-inating the geoeconomic landscape of the region.
According to the Gross Regional Domestic Product based on the purchasing power parity, as of 2006, Kanto(Japan) and Yangtze(China) are the two strongest regions in Northeast Asia with Zhujiang(China) as a middle power and five regions of Kansai(Japan), Nagoya(Japan), Jing-Jin-Ji area(China), Capital Region(Korea) and Yeongnam Region(Korea) as minor powers in the region. It is estimated that by 2020, the region will have been restructured into one strongest (Yangtze), two middle powers (Kanto & Zhujiang) and five minor powers(the rest).
It is considered that such geographic change in regional economic power is primarily due to the shift in geographic distribution of the manufac-turing industry in Northeast Asia. The results of the location quotient analysis indicate that over the past decade, manufacturing specialization in Northeast Asia primarily occurred in the three core regions of China, while the three key regions of Japan experiencing the decline of the manu-facturing concentration. Two core regions of Korea are currently retaining their specialization
in manufacturing. However, the proportion is expected to decrease as China is catching up quickly.
In the service sector, Kanto of Japan and the Capital Region of Korea are enjoying the compar-atively superior status. Since the growth of the service industry is slower than that of the manu-facturing industry, it is unlikely that the service sector will exercise dominant influence on the restructuring of the Northeast Asian economic terrain.
The core regions of Korea, China and Japan are interdependent on each other through trade and investment. The Yangtze region is emerging as the most crucial trade partner for the core areas of Korea and Japan. The results of the analysis on regional linkages show that the Jing-Jin-Ji area of China has the most linkages to the other core regions. It appears that the area has secured the status of the regional hub in Northeast Asia. Sim-ply in terms of external linkages.
Research Period: 2007. 1. 1~2007. 12. 31
Report Descriptions: KRIHS Research Report 2007-25, 256pp
>> Development Prospects for and Collaborative Development of the Core Economic Regions in Northeast Asia(I) - Development Prospects and Inter-Regional Linkages
동북아 핵심경제지역의 발전 전망과 연계망 구축(I)- 지역현황 및 발전 전망과 지역연계 분석
Kim Wonbae
Ⅱ2007 Research Projects
76KRIHS
08
The study aims to present action plans and strate-gies for constructing a business corridor around the BESETO axis, with the intent to expand exchange and establish regionalism along the BESETO corridor, which is the backbone of North-east Asia.
In terms of economy, the BESETO corridor can activate trade and tourism among Korea, China and Japan. At the same time, it can serve as a channel for information and knowledge exchange among the countries. Consequently, the cultural, economic and people-to-people exchange to be revitalized along the BESETO cor-ridor will help nurture and take root the sense of community, which the Northeast Asian region lacks. Regionalism in support of co-prosperity and sustainable development, is a vision the three Northeast Asian countries can share, and con-forms with the globalization trend as well.
In order to forge practical action plans for the BESETO corridor establishment, the first thing to do is to construct a transportation corridor, by removing major obstacles and disconnected sec-tions along the current BESETO corridor.
The study suggests that construction of a muti-modal transport system is urgently needed; com-bined maritime and overland transport for
freights, and combined air and maritime trans-port for passengers. It is crucial to build a net-work between modes of transport. Concrete pro-posals include a rail-ferry system or a multi-modal transport system involving truck transport between Korea and China, and Korea and Japan, both of which are estimated to be time-saving and cost-efficient for freight transportation.
When people move, what is most important for them is safe and swift modes of transport. Besides, in order to activate business among Korea, China and Japan, it is crucial to expand areas in which it takes one day or less for businessmen to complete their work. For this, air shuttle-services between metropolitan cities are proposed. Also, according to the study, it is crucial for small-to medium-sized regional cities to construct a regional air transport network by introducing small passenger jets. The study presents practical measures that public authorities of the three nations, Korea, China and Japan can adopt for the revitalization of the BESETO corridor.
Research Period: 2006. 4. 3~2007. 3. 30
Report Descriptions: KRIHS Research Report 2007-1, 350pp
>> Proposal to Build the BESETO Business Corridor
Vision and Acton Plan for TransNortheast Asian Transport Network
베세토 비즈니스 회랑 구축 제안 동북아 교통망의 비전과 실천-Kim Wonbae, Ryu Jaiyoung, Oh Sungho & Seo Minho