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The economy of Fujian has caused tremendous development momentum and increased the economic exchanges between Taiwan and the mainland since the establishment of the free trade area of Fujian province. However, the contradiction between ecological protection and economic development should be considered on the basis of solving the problem of building trade zones. Performing regional trade zone planning from the ecological and economic perspectives is difficult, not only should the ecological and economic perspectives meet and emphasize the ecological and economical levels of interaction, but also achieve the optimization of eco-economic development potential of the free trade zone. In view of the above problems, according to the economy and resource allocation base of the new trade zone in Fujian Province, the space planning strategy development was carried out in this paper. In the overall layout of the new trade zone, the chain service area, the high-end service area, and the city near the port are taken as a major planning axis. North and South regions are gathering areas of shipping, logistics and new industries, developing on three partitions of function, improvement and advance around Haijing Road. The landscape is divided into Cai Jianwei mountain and Jing Kouyan mountain as the basis, and the third South China Sea Road and Haixin road form six corridors between mountain and sea. With the foundation of international cruise port development planning, the ease of east harbors should be promoted to north, and the development rhythm od airport planning areas should be strictly controlled, which can prepare for the later spatial release of the relocation of the airport from city planning areas. The main line of the important traffic node is reserved to improve the stock space, and the industrial neighborhood area near the central fishing port of Fujian and Taiwan is reserved, which can provide the regional space preparation for the planning of the new trade zone.

In recent years, China's marine industry has maintained rapid growth in general, and marine-related economic activities have continued to improve. The purpose of this research is to analyze the basic situation of China's marine economy development, identify the problems therein, forecast development trends and propose policy recommendations accordingly.

This research conducts a comprehensive and detailed analysis of the development of China's marine economy with rich data in diversified aspects. The current situation of China's marine economy development is analyzed from the perspective of scale and structure, and the external and internal development environment of China's marine economy is discussed. With the application of measurement and prediction method such as trend extrapolation, exponential smoothing, grey forecasting and neural network method, the future situation of China's marine economy development is forecasted.

In a complex environment where uncertainties at home and abroad have increased significantly, China's marine economy development suffers tremendous downward pressure in recent years. As China has achieved major achievements in the prevention and control of the COVID-19 epidemic, the marine economy development will gradually return to normal. It is estimated that the gross marine production value in 2022 will exceed 10 trillion yuan. China's marine economy will continue to maintain a steady growth trend in the future, and its development prospects will remain promising.

This research explores the current situation and trends of China's marine economy development and puts forward policy recommendations to promote the steady and health development of China's marine economy accordingly.

This paper is submitted for a special issue of Asian Education and Development Studies on the topic of Greater China Development. The purpose of this paper is to explore the challenges and opportunities of developing a free trade zone (FTZ)/free port in China’s Hainan island.

Hainan is to be Mainland China’s newest and largest FTZ. However, the experience of the existing Mainland FTZs is not encouraging, their limited, piecemeal reforms attracting little interest from foreign investors. To make a difference and provide a new engine of growth for the Mainland economy, the approach for Hainan needs to be much bolder. Hainan should aim to develop as a free port, a services centre and a financial centre.

Regarding the financial sector development, the opportunity should be taken to experiment with special drawing rights. Hong Kong can provide the exemplar and expertise to jump-start Hainan’s development. To provide critical mass, mutual access should be opened between Hainan and the nine Mainland municipalities of the Greater Bay Area. An inner border will be needed to distinguish the experimental area from the rest of the Mainland, and an outer border to preserve its integrity vis-à-vis the international environment.

If Hainan can be developed into the China Offshore Centre, it would have the potential to restart the Mainland’s stalled reform process, and to relieve international trade and financial tensions.

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 paper explores the impact of China’s growing prominence in global and regional foreign direct investment (FDI) fl ows on the Southeast Asian countries as investment locations. Providing internal social and economic cohesion is maintained, China is likely to exert a greater pull on regional FDI after WTO accession. To benefit from China’s success, the Southeast Asian countries will need to replace deteriorating individual locational advantages relative to China with a superior regional one. The ASEAN Free Trade Agreement or the Asian Investment Area or both are likely to be important policy solutions.

The purpose of this paper is to measure the high-quality development level of China's marine economy and analyze corresponding spatial and temporal distribution characteristic.

Design and optimize the index system of high-quality development level of marine economy and use entropy and TOPSIS method for comprehensive evaluation.

The research finds that from 2017 to 2019, the high-quality development tendency of China's marine economy is on the rise, but the overall level is still low. The level of each subsystem has different distribution characteristics in different provinces and cities. Guangdong, Shandong and Shanghai have a high comprehensive level. According to the comprehensive level of high-quality development of marine economy, 11 coastal provinces are divided into three types: leading, general and backward.

This paper clarifies the temporal and spatial distribution law of high-quality development level of China's marine economy, providing basis for promoting comprehensive and coordinated improvement of coastal provinces and cities.

An indicator system for the high-quality development level of the marine economy has been established, including social development guarantee, marine economic foundation, marine science and technology drive and green marine sustainability.

This paper addresses the geographical dimension of cross-border knowledge integration, expressed as the co-invention of patent filings and investigates the siting of patenting activities by major US corporations in China. Most importantly, the study looks into the patterns of international co-invention or the links of these locations to headquarters and other company subsidiaries.

The study explores the cases of six US multinationals that file international patent applications in China. The applications were analyzed based on the composition of invention teams and the locations of inventors.

The co-invented patent filings by US multinational enterprises (MNEs) in China demonstrate a high degree of US–Chinese subsidiary collaboration. Links with other subsidiaries are marginal, and at the same time, high levels of sole patenting by inventors in China point to competence-creating research and development (R&D) activities taking place.

The lack of subsidiary-subsidiary collaboration, especially subsidiaries in other emerging markets, indicates a less diversified strategy of leveraging internal networks of knowledge. This also implies that Chinese subsidiaries still lack attractiveness as partners in subsidiary-subsidiary co-invention. Only two companies in our sample, Procter & Gamble and Intel, demonstrate a highly diversified, integrated and transnational pattern of innovation management.

The paper contributes to the contextual understanding of the rich landscape of R&D activities of major US MNEs in China. By exploring these cases, the paper identifies a number of trends. First, the R&D activities in this sample are highly concentrated in technological clusters located in Beijing and Shanghai. Technological clustering is an important advantage of the innovation landscape in emerging markets. Second, the paper underscores the importance of differentiating between different types of co-invention. The patent applications in this sample tend to unite inventors mostly from the US and China, and so multi-country applications involving subsidiaries in other countries are rare. Thus, the level of integration outside the center-host bandwidth is low. However, Chinese subsidiaries demonstrate high levels of autonomy by filing single-country applications, which implies that they are building their own research identity.