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The Incheon Region has numerous assets that fall within a Pentaport model.' These include the Incheon International Airport, the Port of Incheon, a coastal industrial park, free economic zones, a leisure port, and Songdo new town designed to be the future Silicon Valley of Korea. This paper looks at how Northeast Asia trade flows between China and Korea might be enhanced by application of the Pentaport model in making the Incheon region a North East Asian Hub. It looks also at their trade and logistics systems as well as their water borne commerce. It proposes an integrated transportation system for the Yellow Sea Region being beneficial to the economies of the Northeast Asia. It also stresses that innovative technologies for ships, terminals and cargo handling systems should be introduced to develop a competitive short sea shipping system in the region and cooperation among the regional countries will be essential to achieve the final goal. The potential of methods of container shipping is discussed as it might apply to short sea shipping in the Yellow Sea Region that could greatly facilitate Incheon's situation with respect to the broader region in application of the Pentaport model.

This chapter studies the technical efficiencies of Chinese airports by using a meta-frontier production function model which accounts for airports in different regions accessing different technologies. Our empirical results show that the technical efficiency scores of airports and provincial output in the coastal region are higher than their counterparts in the inland region. However, the technical efficiency scores of airports and provincial output in inland region are steadily increasing while the counterparts of airports and provincial output in coastal region are slowly declining. In addition, our analysis of provincial efficiency changes shows that airport productivity has a positive and statistically significant effect on the technical changes of provincial output. Our results partially confirm the success of the government policy of promoting airport construction and development in the western inland region.

In the 21^st Century, a region 's growth and prosperity will depend upon its intermodal transportation infrastructure and its ability to efficiently move goods, materials, and people within the system whether it be from origin to destination; from supplier to customer through the various levels of the supply-chain; or from point to point within the system. Planning for the future focuses on improving a region 's intermodal transportation system efficiencies and infrastructure, its connection to other economies, and on the development of logistics institutions and facilities.

With China 's rapidly developing economy and society, record numbers of new modern facilities such as airports, ports, highways, logistics parks and warehouses are being built. Along with this, companies have made extensive investments in information technologies and software to support the tremendous growth that has taken place in the logistics industry. The development and improvement of China's historic inland water transport system is essential to their continued future growth and prosperity. In Korea, past and present National Governments have emphasized the importance of developing a North East Asian Logistics and Business Hub in their region and have worked on strategies, which include water transport, as part of an important national agenda to that end.

This article looks at how trade flows in the Yangtze and Yellow Sea Regions and between China and South Korea might be enhanced by application of improved shipping methods in marine commerce that will promote economic growth in the region. The application of logistics practices and use of barges is explored for the movement of containers on inland and coastal waterways as well as in short sea shipping which could greatly facilitate the region 's situation with respect to future economic growth.

The Yellow Sea region is becoming an engine of economic growth for Northeast Asia. Its growth and prosperity will depend upon how well it is able to focus on improving the efficiencies of its intermodal transportation system, infrastructure, its connection to other economies and how the system relates to logistics and supply-chain management. The region is moving towards becoming a major world economic hub and the Yellow Sea needs an innovative transportation system to be developed to support the activity that seems destined to take place. This article looks at innovative technologies that might be introduced to develop a more competitive coastal shipping system in the region. Innovations in logistics and container shipping are discussed that could greatly facilitate Incheon’s situation with respect to the broader region.

This paper aims to explore the leaf-surface wax as green lubricant additive and compare the tribological properties between coastal and inland leaf-surface waxes of the same species plant.

The leaf-surface waxes were extracted from the leaves of Robinia pseudoacacia cv. Idaho and Populus nigra in coastal and inland areas, and then the compositions of the four kinds of leaf-surface waxes were characterized using a gas chromatography–mass spectrometry. The tribological properties of these leaf-surface waxes as lubricant additives in the base oil of synthetic ester (SE) were investigated by an MFT-R4000 reciprocating friction and wear tester. As well as the surface morphologies and chemical compositions of the wear scars were characterized by a scanning electron microscope and time-of-flight secondary ion mass spectrometry, respectively.

The results indicate that all the leaf-surface waxes as additives can effectively improve the friction reduction and anti-wear performances of SE for steel–aluminum friction pairs. Therein, coastal leaf-surface waxes have better tribological performances than inland leaf-surface waxes, which are attributed to that the leaf-surface waxes extracted from coastal plants can form a better protective film on the worn surface throughout the friction process.

This paper investigated a new kind of environmentally friendly lubricant additive and compared the tribological properties of the leaf-surface wax extracted from coastal and inland plants. The associated conclusions can provide a reference to explore the tribological performances of leaf-surface wax as green lubricant additive.

The purpose of this paper is to examine the relationships between foreign direct investment (FDI), wages and productivity in China. The direction of causality among these variables is also to be emphasized.

The authors develop a system of equations and test the relationships based on a vector autoregressive regression (VAR) model and two‐step generalized method of moments (GMM)‐type estimation approach. They use a panel data set of China's provinces for a 20‐year time period, 1988‐2007, and also distinguish between the coastal and inland provinces.

The result confirms the cheap labor argument for China, although this particularly true for inland provinces. In the coastal provinces, FDI inflow influences the wage rates upwards. FDI also has a positive effect on productivity, particularly in the coastal provinces, but does not act as a significant determinant of FDI.

Factors other than wage rates and labor productivity are also important determinants of FDI. This paper focuses on the interplay of these three variables, while assuming other factors constant.

Cheap labor as an attraction of FDI is a short term policy. Improvements in productivity should be the focus both in the coastal and the inland provinces. A conducive business environment, a suitable education policy and incentives for greater R&D contribute toward improving labor productivity, which in turn attracts greater FDI inflow.

The paper provides empirical evidence on the direction of causality between FDI inflow, wages rates and labor productivity in one system of equations.

It is widely accepted that enterprises obtaining academic discoveries through R&D collaboration improve their innovation performance. However, it is not necessarily true in emerging economies, such as China and post-socialist countries in Europe. The purpose of this paper is to fill the gap by investigating how R&D collaboration between industry and academia (i.e. universities and research institutes) affects the industrial innovation performance; and whether and how intermediaries moderate their relationships.

This paper constructs the research model according to the knowledge production function, and the pooled ordinary least square regression is used to verify our hypotheses.

Evidence from a sample of Chinese industrial enterprises in thirty provinces spanning from 2009 to 2014 suggests that R&D collaboration with research institutes (CWR) is positively related to innovation output, while R&D collaboration with universities (CWU) exerts negative effect on innovation output measured by sales revenue of new product (NPSR). The significant moderating role of technology transfer institutions is confirmed in the negative relationship between CWU and NPSR.

This paper empirically examines the moderating role of intermediary organisations in academia–industry cooperation and industrial innovation, and has practical implications for the government to formulate policies to improve the quality and effectiveness of cooperation between academic and industrial sectors. These results vary in inland and coastal areas, which suggest the policy makers to formulate policies according to local conditions not only in China but also in other countries, like European countries.

This paper studies the dynamics and elasticities of house prices in Spain and Portugal (Iberia) at the Metropolitan Statistical Area (MSA) level, addressing panel regression problems such as heterogeneity and cross-sectional dependence between MSA.

The authors develop a two steps study. First, five distinct estimation methodologies are applied to estimate the long-term house price equilibrium of the Iberian MSA house market: Mean Group (MG), Fully Modified Ordinary Least Square (FMOLS) MG (FMOLS-MG), FMOLS Augmented MG (FMOLS-AMG), Common Correlated Effects MG (CCEMG) and Dynamic CCEMG (DCCEMG). FMOLS-AMG is found to be the best estimator for the long-term model. Second, an additional five distinct estimation methodologies are applied to estimate the short-term house price dynamics using the long-term FMOLS-AMG estimated price in the error-correction term of the short-term dynamic house price model: OLS Fixed Effects (FE), OLS Random Effects (RE), MG, CCEMG and DCCEMG. DCCEMG is found to be the best estimator for the short-term model.

The results show that in the long run Iberian house prices are inelastic to aggregate income (0.227). This is a much lower elasticity than what was previously found in US MSA house price studies, suggesting that there are other factors explaining Iberian house prices. According to our study, coastal MSA presents an inelastic housing supply and a price to income elasticity close to one, whereas inland MSA are shown to have an elastic supply and a non-significant price to income elasticity. Spatial differences are important and cross-section dependence is prevalent, affecting estimates in conventional methodologies that do not account for these limitations, such as OLS-FE and OLS-RE. Momentum and mean reversion are the main determinants of short-term dynamics.

Recent econometric advances that account for slope heterogeneity and cross-section dependence produce more accurate estimates than conventional panel estimation methodologies. The results suggest that house markets should be analyzed at the metropolitan level, not at the national level and that there are significant differences between short-term and long-term house price determinants.

To the best of the authors' knowledge, this is the first study applying recent econometric advances to the Iberian MSA house market.

Discusses the pattern of the regional distribution in the Chinese economy of Direct foreign investment (DFI) in the context of the open‐door policy and the regional difference in investment environments. Presents a regression analysis on the effects of DFI on the economic growth in the eastern and western regions, using pooled time‐series and cross‐section data for 16 provinces over a seven‐year period (1986‐92). Discusses other important factors influencing regional economic development including rural industry development, differential growth of fixed capital investment and exports, and domestic capital flow from the western region to the eastern region. A case study of the effect of DFI on the intra‐provincial economic inequality in Guangdong Province is presented and some conclusions and policy implications are drawn.

Based on the perspective of technology supply chain, this study explores the effect of macroeconomic uncertainty regarding the spatiotemporal evolution of urban innovation networks to establish causality.

It collects patent trading data for 283 cities in China (2005–2017) and employs the spatial econometric model to investigate the causal relationship.

The regional transfer of advanced technology in China is rising sharply, and the innovation network based on patent trading is typically high-density, multi-direction and wide-spreading. Further, macroeconomic uncertainty has a negative effect on the scale of innovation flows and the absorptive capacity in eastern cities. However, it has no significant impact on the innovation network characteristics in developed cities. In contrast, macroeconomic uncertainty is detrimental for the absorptive capacity and node importance in inland and undeveloped cities.

As macroeconomic uncertainty increases, it is important to improve the quality of the urban innovation network with a better understanding of heterogeneity to promote further suitability innovation at the region-level.

This study highlights a clear and distinctive view that macroeconomic uncertainty not only directly affects the evolution of the urban innovation network but also indirectly affects the characteristics of other city nodes via the spatial spillover mechanism.