North Korean Economy Watch

Institute for Far Eastern Studies (IFES)
NK Brief No. 08-3-3-1
3/3/2008

In the latest issue (February 3rd) of the DPRK Cabinet bulletin, “Democratic Chosun”, it was reported that the first extended cabinet meeting of the year opened in the beginning of February, with Premier Kim Young-il presiding. The bulletin stated that the issue of accomplishing this year’s economic plans was discussed.

At the meeting, Vice Premier Kwak Bum-ki stressed that accomplishing this year’s economic goals was “essential for opening the doors to a breakthrough for building an economically strong nation,” and that it was the “fundamental task laid out before the Cabinet.” He went on to reveal the tasks and directives needed to revitalize all realms of socialist construction, which he stated was necessary to create a powerful and prosperous nation by 2012, the centennial anniversary of the birth of the late Kim Il Sung.

In particular, he called for the production of the “lifeline of socialist construction”, and specifically, electricity, coal, metal, and railways, which he referred to as the “four lines for the advance of the people’s economy.”

Accordingly, the goal of carrying out overwhelming repairs to power generation facilities, and at the same time constructing new power plants in order to increase electrical production capabilities by several hundred thousand kilowatts, was proposed.

The meeting also stressed the need for concentrating efforts on geological exploration and exploitation industries in order to reasonably development and use natural resources, for a change in production of goods necessary for daily life, and for a resolution to the people’s ‘eating problem’ alluded to in the recent New Year’s Joint Editorial.

The bulletin also reported that there was discussion on creating a new five-year plan for the development of science and technology, going as far as to say, ”the role of science and technology in the building of an economically powerful nation is decidedly large, and in order to answer the very real calls for development, [the issue of] strengthening international economic projects” was brought up.

Premier Kim Young-il, Vice-Premier Kwak Bum-ki, Chairman Kim Kwang-rin, of the Committee on National Planning, Park Nam-jil, of the Power Supply Industry Bureau, and Kim Yong-sam, from the Railways Bureau, were among cabinet ministers present.

UPDATE: Dr. Petrov made some interesting comments that deserve highlighting:

The BBC report is full of mistakes. The name of the ship was “Lidia Demesh”. On board were 23 members of crew and 1 passenger. After being arrested the ship was escorted to the port of Kimchaek.

The situation was resolved quickly thanks to the Russian Consular General, E.Val’kovich, who personally went to Kimchaek and sorted things out. Most Russian diplomats posted to DPRK are fluent in Korean and exempt from travel restrictions. So, no traditional Hawaiian symbol of respect is needed. 

ORIGINAL POST: The BBC reported last week that the North Koreans pulled a surprise ‘Pueblo’ on the Russians.

The Lida Demesh, carrying a consignment of cars from Japan, was heading for the Russian port of Vladivostok when it was stopped by patrol near Cape Musudan.

An armed group boarded the ship and ordered the captain to change course and go to a North Korean port [Chongjin],” he told the Russian NTV network.

Mr Yeroshkin said the centre had been told the ship’s 25 crew-members were fine and that there had been no threat to their lives. (BBC)

Strangely, this was not the first time this has happened… 

A similar incident in 2005 took 15 days to resolve through diplomatic channels. (BBC)

Fortunately for the crew, the situation did not last that long.

A Russian cargo ship released by North Korean authorities on Wednesday has arrived in the Far East port of Vladivostok.

Captain Yury Buzanov said on returning to Russia that he was forced to enter North Korean waters to avoid a shipwreck due to a heavy storm.

“To save the crew I decided to enter North Korean waters because the waves in the Sea of Japan were three to four meters high with winds of 25 meters per second. In such stormy conditions, the cargo could have shifted in an instant causing the ship to lurch and sink,” the captain said. (Novosti)

No word if they ever used the traditional Hawaiian symbol of respect.

The full stories can be found here:
North Korea Detains Russian Ships
BBC
2/23/2008

Russian ship arrives home after seizure by North Korea
Novosti
2/28/2008

During the late 1990s, North Korea suffered a terrible economic collapse which resulted in famine and massive social dislocation.  During this time, most ministries and state-owned companies  were cash-strapped and unable to maintain their operations.  Out of desperation they turned to private investment for much needed revenues by outsourcing many basic services. (Individuals who were capable of taking up such opportunities were probably small in number at the time, but apparently now compose a healthy sub-section of the population.)

Outsourcing has benefited both the government and private entrepreneurs.  Outsourcing allows state-owned companies to receive capital financing from private individuals as well as a share of joint-venture revenues (tax revenues).  Private entrepreneurs need a legal business environment where they know they will not be subject to ex-post expropriation of profits.  Leasing the name of a government body gives them some of this legal cover.  This system is no doubt tolerated because it allows the government create space for entrepreneurship (and tax revenue) within the existing state structure while still maintaining de jure control of the means of production.   

According to the story in the Daily NK, the regulations for establishing a legitimate passenger bus company under this system (or “coach” company for readers in Her Majesty’s Commonwealth) are fairly strict.  Once an individual acquires a bus (appx US$6,000-10,000), he has to register it with the government body for whom he is working.  Revenues are then split 70/30 (the government taking 30%) for three years, after which the individual is required to “donate” the privately acquired bus to the state-owned enterprise.  This policy literally gives North Korean entrepreneurs just three years to recoup their investments!

The response of the North Korean business community was predictable:  investors sell the buses before the three years are up or they forge registration papers.  This is not hard to do in the DPRK.  In fact if you have just one other associate who owns a bus in similar condition, all you need to do is trade with him every three years and re-register the new vehicle. 

Word of this game has finally reached the top and they have responded by increasing their share to 70% of passenger bus revenues–leaving just 30% for the purchaser of the vehicle.  It is unclear from the story if investors are still required to “donate” their busses after three years, but realizing that the confiscation of buses was not enforceable, the North Korean government probably just opted for a larger share of the revenue over time.

The good news is that it is not likely that many people pay 70% of revenues either.  After-all, someone has to collect these taxes and he has needs too.  Sounds like some kind of arrangement could be reached…

You can read the full story here:
North Korea Regulates Operation of “Service Car”
Daily NK
2/18/2008

Kang: North Korean Trade Potential
Council on Foreign Relations
12/17/2007

Last December, David C. Kang, a professor of government at Dartmouth College and an adjunct professor at Tuck Business School, discussed the North Korean economy for the Council on Foreign Relations. I have excerpted some of his comments below.

His view on the new North-South cargo train service:

It doesn’t have huge economic significance in the overall GDP of North Korea. But it does have major economic significance in the fact that what North Korea had to do in order to let a train go through was an awful lot of adjustment[…]in terms of linking up the railroad, all the ministries had to prepare.  The old [Korean Energy Development Organization] had this problem as well. [W]hen they wanted Americans and South Koreans working in North Korea to build this light-water reactor, [they] had to set up protocols [Post offices, phone calls, where they were going to stay, etc]. It is pretty significant in terms of how much they had to adjust.

He quoted the following figures on North – South trade:

From $200 million in 1998, to now exceeding $1.7 billion in 2007.   South Korea’s total trade volume is $250 billion.

His opinion on the direction of the North Korean economy:

At this point what we’re seeing is very initial steps on the part of North Korea as they try to open up reform and yet maintain control. At the same time, they are being forced into a number of institutional changes and mind-set changes that are the first step forward in this process.

His view of North Korea’s comparative advantage:

Most of the companies that have gone in—the South Korean companies that have gone in—are assembly and light manufactures, such as or textiles and light consumer goods. This is the sort of obvious point of departure. It’s not hugely capital intensive in terms of building factories, and can take advantage of North Korean cheap labor and South Korean technological advantages.

There are a lot of potential mineral resources in North Korea, which would require a whole infrastructure of legal reforms to happen before anyone would take care of them. But at this point the safest bets are the ones that are on the order of assembly and light manufactures in the North and then exporting them out.

His view of South Korea’s long term goals:

If there’s unification, or even better relations, and South Korean companies can use cheap North Korean labor, instead of having to send those factories to China or Vietnam—not only do they speak Korean, they’re culturally similar, and the labor would be cheaper.

[I]f you could reconnect the railroads, from Japan, through Pusan [South Korea], up through North Korea, then out to China and Russia, you would be linking up all these economies in a much more efficient way than they are now. So everybody wants that. But obviously there’s the political problem. And even on the infrastructure side, the North Korean rail system is so old and so decrepit, that basically it would have to be rebuilt from zero. But the potential upsides are massive, in the long run.

His view of China’s engagement:

China has been essentially as deeply involved in economic engagement with North Korea as has South Korea—and by some measures, actually more so. Whereas South Koreans just do this assembling, some Chinese companies are moving in and building full factories in the North. There’s a lot of interest in Chinese-North Korean economic relations on both sides.

Yonhap
2/12/2008

North Korea will begin using more than a hundred new buses with air conditioning for the convenience of a growing number of foreigners visiting Pyongyang, a U.S. government-funded radio station reported Tuesday.

Pyongyang’s municipal people’s committee recently requested a Chinese bus manufacturer to install air conditioning in 110 new buses to be used in the capital city, Radio Free Asia said.

The North already paid the cost in cash and 52 of the buses were already sent to Pyongyang, it said.

The communist state depends heavily on foreign aid to overcome its chronic energy shortage.

“North Korea is introducing buses with air conditioning to make Pyongyang look more advanced and urban in the eyes of foreign tourists whose number is on the rise,” the radio report said, quoting an unidentified source in China. “North Korean people have realized by watching TV dramas and other programs from South Korea that their living standards are not good enough.”

Institute for Far Eastern Studies (IFES)
NK Brief No. 08-2-12-1
2/12/2008

South Korean businesses currently involved in inter-Korean economic cooperation are facing many difficulties, both due to and in spite of the system in place, so that at the moment, investment in North Korea does not look much more appealing than in Vietnam or China.

The Korea Chamber of Commerce carried out a survey, titled “Business Perspective on the Direction of South-North Economic Cooperation Policy”, targeting 300 successful businesses (170 companies responded) and 200 companies currently involved in inter-Korean economic cooperation (132 companies responded). According to the results of the survey, 79.4 percent of companies involved in inter-Korean cooperation responded that they are “currently facing systemic and procedural difficulties.”

More specifically, 44.7 percent pointed to the “3-C” (commute, communication, and customs) issues, 22.4 percent pointed to “claim resolution procedures,” 14.3 percent highlighted “difficulties with financial transactions,” 11.8 percent chose the “ban on the import of strategic materials,” and 5 percent indicated that “limited markets” were the main issue.

In addition, 58 percent of responding companies noted issues not related to the system set up for inter-Korean cooperation. 36.6 percent pointed to difficulties resulting from the “lack of understanding of market economics,” 28.7 percent noted a “lack of supervision by managers,” 24.8 percent chose “uncooperative, highly tense attitudes,” and 8.9 percent pointed out “demands for quick production.”

When asked about the relative attractiveness of investment in North Korea if the current situation were maintained, as compared to Vietnam and China, only 27 percent responded, “more attractive”, while 53.7 percent, or twice as many companies, responded that investment was “impossible.”

However, 58 percent responded that, in the event the North’s nuclear issues were resolved, investment in North Korea would be “more attractive than China and Vietnam”, while only 21.7 percent responded that investment in the North would still be “impossible.”

The overall impression of these companies regarding inter-Korean cooperation is that “improvement of inter-Korean relations offers opportunities for new enterprises and is a positive influence on the South Korean economy” (65.3 percent), and 19 percent felt that cooperation would “in the future, serve as a springboard for the relaunch of the South Korean economy.” 15.7 percent of responding companies felt, however, that “there would be no substantial positive influence on the economy.”

Currently, a resolution to the North Korean nuclear issues is the most important factor, but it is imperative that pledges of the incoming ROK administration such as strengthening investment security, preparing claim resolution measures and other issues to placate business interests, and nurturing North Korean exporters, are institutionalized.

Yonhap
2/4/2008

South and North Korea agreed Monday to send a 300-strong joint cheering squad to the Beijing Olympic Games in early August, the Unification Ministry said.

One hundred and fifty people from each side will travel across the heavily armed border by train to Beijing, it said.

The agreement was made by working-level officials at a one-day meeting in Kaesong, a North Korean border city.

The two sides agreed to hold another round of talks to discuss the details of sending the joint cheering squad, the ministry said in a news release.

Hailed as a symbol of inter-Korean peace and reconciliation, the cross-border railway was reconnected in May last year for the first time in 56 years. It was severed in the early stage of the 1950-53 Korean War.

The two Koreas agreed during the second summit of their leaders in October to transport the joint cheering contingent to the Aug. 8-24 Olympics using the Gyeongui railway, which is linked to the Chinese railway system.

South Korea also hopes to connect the railway to the Trans Siberian and Trans Chinese railways so products from the world’s 13th biggest economy can be transported to Europe at lower costs and in less time.

Yoo Sang-il, a member of the Korean Olympic Committee, led the three-member South Korean delegation to the talks. Yoo’s North Korean counterpart was Hwang Chol, a department director of the North’s Council for National Reconciliation.

The New York Times (free registration required) ran an article today on Baengnyeong Island, South Korea’s northern most island which is below the NLL (the de jure, though disputed, sea border between the DPRK and the ROK), but only 10 miles from the coast of North Korea.

Fishermen have gone missing from this island for years, and occasionally, naval clashes erupt between the DPRK and ROK.  The latter problem, though not the former, was an agenda item on the most recent Inter-Korea talks between Kim Jong Il and the former South Korean President Roh Moo-hyun.

The island is now a sad reminder of the costs of division and isolation:

[F]or Chang Hyung-soo, a 64-year-old retired diver here, this narrow strip of water is what separates him from his hometown [in the PDRK]. It also separates him from three of his friends who were lost in fog while fishing and taken to North Korea three decades ago.

and… 

“A few weeks ago, a 93-year-old man came here to take a last look at his hometown across the channel before he died,” Mr. Chang, the retired diver, said from the hilltop. “But he could see nothing because of the fog. I still remember the old man’s tears of disappointment.”

Complicating the matter, however, is the competition from Chinese fishersmen granted territorial access by the DPRK:

To make matters worse, hundreds of Chinese fishing boats, after paying fees to the North Korean Navy, have sailed into waters between their islands and North Korea in recent years while the South Korean fishermen have been restricted to waters close to their own shores.

“The Chinese trawlers catch anything, everything, and deplete our seas,” said Kim Myong-san, 78, who first came to the island as a marine and settled here with his wife.

Notes:
One Eye on the Fish, the Other on North Korea
New York Times
Choe Sang-Hun
1/31/2008

Top image from Google Earth. Download “North Korea Uncovered” to see this location on your own Google Earth.

Yonhap
Shim Sun-ah
1/29/2008

On the first day of working-level talks in North Korea on Tuesday, the two Koreas discussed scaling back their first regular inter-Korean railway service to run in more than a half century, as the trains are often empty, South Korean officials said.

The two Koreas began the regular train service in December as a symbol of peace and rapprochement following the October summit between their leaders.

A 12-car train runs once a day on a 20-kilometer railway connecting South Korea with a North Korean train station near a joint industrial complex in Kaesong.

(more…)

TU-204-300 touches down at a North Korean airport
(Hat tip to Mateusz)
12/28/2007

A TU-204-300 has touched down at a North Korean airport in what became Russia’s first successful deal to supply its most advanced long-range jet abroad. With its 500-8500 flying range, the plane is capable of swiftly transforming its fuselage on the ground. The plane has already been making shuttle non-stop flights inside and outside Russia. North Korean flag Carrier Air Koryo has ordered the TU-204-300.

TU-204-300 with PS-90A engines is a mid-range passenger a/c is intended to carry passengers, luggage and cargo on domestic and international trunk routes of 500 to 8500 km distance . The airliner was built on the basis of TU-204-100 a/c and represents the continuation of TU-204/214 a/c family. TU-204-300 a/c performed its maiden flight 18 August, 2003. The aircraft is produced in series at “:Aviastar-SP” Closed Stock Company in Ulianovsk. Opposite to TU-204-100 the TU-204-300 a/c has a shortened fuselage (by 6 m) and increased fuel reserve. Set of equipment was updated. Improved comfort level of the cabin helps the passengers to withstand long flights. Maximal payload is cut down to 18000 kg at increased flight range.

Click here to get specs on all the planes in Air Koryo’s fleet (h/t DPRK Studies)