With the rapid development of the marine economy in ASEAN countries, they actively formulate strategies and policies for marine development. Indonesia and Vietnam have clearly put forward the strategy of building a maritime power, and other countries have also introduced corresponding maritime development strategies. Each country has successively introduced maritime laws and related regulations, established specialized marine management agencies, and implemented relevant marine industry policies.

Marine Economic Development Strategy of an ASEAN Country

ASEAN countries (excluding Laos) are all maritime nations with long coastlines and vast sea areas, possessing abundant marine resources. In recent years, with the rapid development of the marine economy in ASEAN countries, the marine industry has become an important sector of their economies. To this end, countries have actively formulated and adjusted their marine development strategies, and some have also established the goal of becoming a maritime power and introduced policies and measures for marine development.

（1） Indonesia's' Global Maritime Pivot 'Strategy

In recent years, Indonesia's marine economy has developed rapidly, and the government has actively formulated its own marine economic development strategies and policies. In 2000, the Megawati government established the Ministry of Marine Affairs and Fisheries, responsible for managing industries related to the marine economy. In 2004, the Indonesian government released the National Development Plan for the period of 2005-2015, which explicitly stated the need to re evaluate the marine society, develop a marine oriented economy, implement management of marine areas to ensure their prosperity, sustainably utilize marine resources, and establish an integrated marine economy. In 2009, Indonesia released its 2010-2014 Medium Term Development Plan, which emphasized the development of marine industries such as shipping, marine industry, fisheries, coastal tourism, marine energy, and mining. In May 2011, the Indonesian government proposed the "Overall Plan for Indonesian Economic Development 2011-2025" (PM3EI). This plan is based on the characteristics of Indonesia's island countries, dividing the national economy into six major economic corridors, with ports and port cities as the base points, connecting the east and west of the Indonesian archipelago through sea rapid transit.

In 2014, Indonesian President Joko Widodo proposed the goal of becoming a "maritime power" and elevated the maritime economy to an important strategic position for national development. In May 2014, during the Indonesian general election, Joko Widodo proposed the "Global Maritime Pivot" strategy, which aimed to strengthen Indonesia's maritime security, expand regional diplomacy covering the Indian Ocean and Pacific Ocean, and increase the weight of the Indonesian navy in East Asia. In October 2014, in his inauguration speech as the President of Indonesia, he also proposed the vision of building Indonesia into a "global maritime pivot". In November 2014, at the 9th East Asia Summit, Indonesian President Joko Widodo elaborated on Indonesia's "global maritime axis" strategy. Indonesia's "global maritime pivot" includes five pillars: the first is the revival of maritime cultural concepts. Indonesia is located at the intersection of the Pacific and Indian Oceans, and is a maritime archipelago country. The ocean will play a crucial role in the future development of Indonesia. The second is to manage marine resources well, develop marine fisheries, and achieve the "food security" and sovereignty of the ocean. The third is to promote connectivity and develop the marine economy through key port construction, shipping, and maritime tourism. The fourth is to promote maritime security cooperation, handle territorial disputes, combat illegal fishing and piracy, and protect the marine environment. The fifth is to strengthen maritime defense forces, protect the sovereignty and integrity of national territorial waters and marine resources, and maintain regional maritime navigation safety.

In order to implement the strategy of building a maritime power and develop marine resources, the Indonesian government has restored the Maritime Coordination Department, which coordinates the subordinate departments of the Ministry of Ocean Affairs and Fisheries, Ministry of Transport, Ministry of Energy and Mineral Resources, and Ministry of Tourism to unify the management and coordination of maritime affairs among various departments. In 2015, the Indonesian government released the "2015-2019 Medium Term Construction and Development Plan" (RPJMN), which proposed the facilitation of maritime transportation facilities and implemented the "Maritime Expressway" construction plan, with a planned investment of 699 trillion Indonesian rupiah (approximately 57.4 billion US dollars). To achieve interconnectivity between the main islands of Indonesia, the "Maritime Expressway" plan will be implemented, with the construction of various island ports, land railways, highways, and other facilities. On the one hand, a maritime transportation network will be built through ship transportation, promoting balanced regional economic development and making Indonesia a major hub for global maritime transportation; On the other hand, the Indonesian government has accelerated the development of the shipbuilding industry and plans to invest in the construction of 100 new shipyards by 2019.

（2） Vietnam's Maritime Power Strategy

Since the mid-1980s, Vietnam has implemented an economic opening-up and reform policy, and has begun to attach importance to the development of the marine economy. In 1990, the Strategic Research Institute of the National Science and Technology Commission of Vietnam formulated the draft of the "Marine Strategy". In May 1993, the 7th Central Committee of the Communist Party of Vietnam issued a decision on "Several Tasks for the Recent Development of the Marine Economy", proposing the strategic goal of becoming a "maritime power".

In January 2007, the Fourth Plenum of the Tenth Central Committee of the Communist Party of Vietnam discussed and adopted the "2020 Vietnam Maritime Strategy". The strategy requires "firmly defending national maritime sovereignty and rights, and contributing to the stable development of the country", and proposes that by 2020, Vietnam's marine economy will account for 53% to 55% of the country's GDP, and its exports will account for 55% to 60% of the total exports. Vietnam's marine strategy mainly includes focusing on developing advantageous industries, strengthening the infrastructure construction of the marine economy, dividing coastal areas into four key regions for developing the marine economy, and strengthening the management of the ocean.

In June 2012, the third session of the 13th National Assembly of Vietnam passed the Vietnam Maritime Law, which officially came into effect in January 2013. This law stipulates Vietnam's sovereignty and jurisdiction over baselines, internal waters, territorial waters, contiguous zones, exclusive economic zones, continental shelves, islands, and archipelagos. Article 43 of the Vietnamese Maritime Law states that Vietnam will vigorously develop its marine economy and prioritize the development of six major areas of marine economy, namely exploration, exploitation, and processing of marine oil, gas, and mineral resources, marine transportation, port construction, ship construction and maintenance, and maritime communication; Ocean and island tourism, as well as island economic development; Marine fisheries and seafood processing industry; Scientific and technological development serving the marine economy; Cultivate scientific and technological talents in marine economy.

In October 2018, the Communist Party of Vietnam held the 8th Plenary Session of the 12th Central Committee, which reviewed the 10-year work summary on the implementation of Vietnam's maritime strategy and passed resolutions on the 2030 Vietnam Maritime Economy Sustainable Development Strategy and the 2045 Outlook, aiming to fully develop the potential of the maritime economy and gradually build Vietnam into a maritime power. The development strategy proposes that by 2030, Vietnam's marine economy will account for 10% of the country's gross domestic product, and the gross domestic product (GRDP) of coastal provinces and cities will account for 65% to 70% of the country's gross domestic product; Achieve the goals of sustainable economic, social, and environmental development in marine, coastal, and island regions; Promoting the development of marine economy in coastal areas, improving residents' income, and integrating the promotion of sustainable development of marine economy with the construction of a harmonious marine society; Protecting and achieving sustainable development of biodiversity and marine ecosystems, maintaining the marine environment, preventing natural disasters, and addressing climate change and sea level rise. In the context of Industry 4.0, it is important to shift the focus of the marine economy from relying on the development and utilization of marine resources, which causes environmental pollution, to relying on knowledge and technology, and fully tapping into the potential and advantages of the ocean. Closely monitor and eliminate marine environmental pollution accidents, especially marine plastic waste pollution; Protecting and promoting biodiversity and sustainable development of marine ecosystems, addressing climate change and rising sea levels; Improve the effectiveness of international cooperation in the ocean. At the same time, in accordance with international regulations such as the United Nations Convention on the Law of the Sea, we will defend Vietnam's sovereignty, sovereign rights, and jurisdiction over its waters, continental shelf, and islands, and resolve disputes through peaceful means; To maintain social order and security, safeguard the peaceful and stable environment of our country's oceans and islands, and promote sustainable economic development.

（3） Maritime Economic Development Strategies of Other ASEAN Countries

Except for Indonesia and Vietnam, other ASEAN countries have successively proposed strategies and policies for the development of marine economy. Singapore and Malaysia are striving to build a maritime power, Thailand's marine development strategy focuses on coastal tourism and logistics, and the Philippines' comprehensive marine strategy, although formulated earlier and emphasizing the synchronous development of economy and environment, has not been fully implemented.

As early as 1985, the Malaysian Ministry of International Trade and Industry formulated three strategic plans, namely the First Industrial Master Plan (1986-1995), the Second Industrial Master Plan (IMP2) (1996-2005), and the Third Industrial Master Plan (2006-2020: Malaysia, towards global competitiveness: IMP3). Among them, the theme of IMP3 is "Malaysia - Global Competitiveness". The goal of this plan is to maintain a high level of international competitiveness in the context of global trade and investment environment. Malaysia will strive to build a modern, efficient, and safe maritime sector, making Malaysia a successful maritime nation. The plan identifies shipbuilding, logistics, and tourism as strategic industries. The plan proposes that the transportation industry has made significant contributions to Malaysia's industrial development, with the maritime sector being an important component, including activities such as shipbuilding, heavy engineering, and ship repair (see Table 1).

表1 东盟六国海洋相关的经济发展战略

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Table 1: Maritime related Economic Development Strategies of the Six ASEAN Countries

In 1994, the Philippine government released the "Philippine National Marine Policy", which proposed the basic principles and main contents of the Philippines' marine strategy. This policy framework proposes that while developing and utilizing marine resources, attention should be paid to the sustainable development of marine resources. Based on the characteristics of the Philippine archipelago country, emphasize the importance of maritime and marine sectors for national development. In 2000, the Philippine government introduced the Philippine Agenda 21 (PA 21), which proposed a comprehensive island development strategy based on ecosystems. In the 2004-2010 Philippine Medium Term Plan, the Philippines proposed to accelerate oil and gas exploration and extraction within six years, connect land transportation networks with island navigation routes, reduce transportation and transaction costs, and improve tourism convenience. Meanwhile, by developing 2 million hectares of land (including inland and offshore aquaculture), 60 million jobs have been created, and fishing communities have been developed into production, processing, and sales communities. The 2011-2016 Philippine Development Plan emphasizes that as important supports for the economic development of the Philippines, fisheries and agriculture have almost equal status. It clearly sets out the development goals for fisheries in the next six years, formulates specific measures to achieve sustainable development of fisheries, strengthens the management of coastal and marine resources, and protects biodiversity and ecosystems.

In 2016, Thailand issued a 20-year economic development strategy plan (2017-2036), which Prime Minister Prayut Prayuth referred to as Thailand's 4.0 economic strategy. Compared to the previous "Thailand 1.0" which focused on traditional agriculture, "Thailand 2.0" focused on light industry, "Thailand 3.0" focused on heavy industry, and "Thailand 4.0" focused on high value-added industries. Thailand has set ten target industries as new engines for its future economic development. As a strategic project of "Thailand 4.0", the Thai government prioritizes the construction of the Eastern Economic Corridor (EEC). According to government planning, the Eastern Economic Corridor is expected to become the maritime transportation center of ASEAN, connecting Myanmar's Tuva Deep Water Port, Cambodia's Sihanoukville Port, and Vietnam's Vung Tau Port. The Eastern Economic Corridor of Thailand spans across the provinces of Bukit Bintang, Chumphon, and Rayong, with the goal of developing a high-tech industrial cluster. It plans to invest 1.5 trillion Thai baht over the next five years to build 15 major projects, including the construction of the third berth at the Port of Lanchabang, which will increase the port's container throughput from 7 million TEUs to 18 million TEUs and make the Port of Lanchabang one of the world's 15 largest ports.

Two ASEAN countries' maritime laws, regulations, and management mechanisms

With the increasing importance of the ocean in the economic and social development of various countries, ASEAN countries have introduced a large number of relevant maritime laws and regulations. Most ASEAN countries adopt a comprehensive management model for ocean management, which involves high-level coordination and relatively centralized management, division of responsibilities among government departments involved in the ocean, and active participation of local governments and the public. ASEAN countries attach great importance to the management of marine resources and environment, and have formulated relevant laws and regulations.

（1） Relevant maritime laws and regulations of ASEAN countries

ASEAN countries pledge to uphold maritime rights, develop marine economy, and protect the marine environment in accordance with the United Nations Convention on the Law of the Sea. The United Nations Convention on the Law of the Sea refers to the 1982 resolution that defines important concepts such as internal waters, territorial sea, coastal waters, continental shelf, exclusive economic zone (EEZ), and high seas. The ASEAN countries have adopted (revised) the United Nations Convention on the Law of the Sea, which was adopted in 1982 by Singapore, Malaysia, Indonesia, Thailand, Vietnam, the Philippines, and Myanmar, and revised in 1994, 1996, 1986, 2011, 1994, 1984, and 1996, respectively; Cambodia adopted it in 1983 and has not revised it to this day; Brunei adopted and revised it in 1984 and 1996 respectively.

Before and after adopting the United Nations Convention on the Law of the Sea, ASEAN countries have formulated various laws and regulations related to maritime sovereignty. The laws and regulations regarding coastal sovereignty include: the Continental Shelf Law of Indonesia in the 1950s and 1960s; In the 1970s and 1990s, Indonesia, the Philippines, and Vietnam formulated and established a regulatory system related to various marine areas and activities, such as Indonesia's Continental Shelf Law (1973) and Exclusive Economic Zone Law (1983), Vietnam's Declaration on Vietnam's Territorial Sea, Contiguous Zone, Exclusive Economic Zone, and Continental Shelf (1974), Declaration on Vietnam's Territorial Sea Baseline (1982), and Coast Guard Law (1998). Indonesia passed the Law of the Sea (National Decree No. 32) in September 2014, which covers the use, maintenance, and protection of marine resources, as well as horizontal and vertical cooperation in policy implementation. The Marine and Coastal Resources Management Promotion Act of Thailand came into effect on June 24, 2015. On January 1, 2013, the Vietnamese Law of the Sea officially came into effect (see Table 2).

表2 东盟六国海洋相关的法律和规定

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Table 2: Maritime related laws and regulations of the six ASEAN countries

ASEAN countries have formulated relevant laws and regulations for specific marine industries. Malaysia has enacted the 1950 Maritime Cargo Transport Act, 1952 Merchant Shipping Regulations, 1963 Port Authority Ordinance, 1985 Fisheries Regulations, and 1990 Ports (Privatization) Ordinance; Indonesia's 2004 Fisheries Law and 2009 Port Authority Management Quality Improvement Law on Shipping Tasks; The Fisheries Act of 1998 in the Philippines; The Oil and Gas Law of Vietnam in 1993 (revised in 2000); The Merchant Shipping Act of Singapore in 2008.

In recent years, ASEAN countries have focused on integrated ocean and coastal management, formulated and implemented a series of regulations, and actively promoted integrated ocean management. For example, the Indonesian Coastal Zone and Island Management Law released in 2007 and revised in 2014, and the Indonesian Coastal and Marine Management Department Law in 2004; The Malaysia Environmental Quality Amendment Regulations of 1985 and the Malaysia Environmental Impact Assessment Order of 1987; The 2015 Thailand Marine and Coastal Management Promotion Act; And the Government Order on Comprehensive Management of Marine Resources and Environmental Protection in Vietnam in 2009.

（2） Marine management agencies of ASEAN countries

Most ASEAN countries adopt a comprehensive management model for ocean management, which involves high-level coordination and relatively centralized management, division of responsibilities among government departments involved in the ocean, and active participation of local governments and the public.

Firstly, establish a maritime coordination agency. In 1992, the United Nations Conference on Environment and Development adopted Agenda 21, which stated that "every coastal country should consider establishing or, where necessary, strengthening appropriate coordination mechanisms to implement integrated management of coastal and marine areas and their resources at both the local and national levels, in order to achieve sustainable development. According to the 2006 Global Conference on Oceans, Coasts and Islands, approximately 100 coastal countries have developed and implemented integrated ocean management plans. Indonesia, the Philippines, and Vietnam have all established high-level coordination bodies, namely the National Oceanic Commission, the Ocean and Islands Commission, and the National Marine Monitoring Committee. This coordination mechanism not only coordinates between management departments, central and local governments, and law enforcement teams, but also between management departments and law enforcement teams. For example, the function of the Indonesian National Oceanic Commission is to evaluate proposals and opinions on maritime policies and submit reports to the President; To unify and integrate ocean policies and handle maritime issues, maintain close consultations with governments and non-governmental organizations; Supervise, inspect, and evaluate the implementation of ocean policies and strategies, as well as complete other tasks assigned by the President. The national coastal monitoring system of the Philippines is an inter ministerial mechanism at the central level, tasked with using coordinated and coherent methods to address ocean issues and carry out maintenance of ocean security, strengthening the country's management of the ocean. The function of the Vietnam Ocean and Islands Commission is to unify and coordinate national ocean affairs and the formulation of ocean strategies, policies, and plans.

Secondly, establish a relatively centralized marine management department. The Ministry of Oceans and Fisheries of Indonesia was established in 2000, responsible for the marine and fisheries industry, with jurisdiction over the oceans, freshwater, and their natural resources. Its mission is to manage, protect, and sustainably develop and utilize the oceans and their resources. On November 23, 2000, the Indonesian President issued Presidential Decree No. 165, which established the mission, functions, organizational structure, and position of the Ministry of Oceans and Fisheries in the government system. In 2008, Vietnam announced the establishment of the Marine and Island Management Authority, which is under the jurisdiction of the Vietnamese Ministry of Natural Resources and Environment. It is responsible for providing advisory opinions on marine and island affairs to the Vietnamese Ministry of Natural Resources and Environment, assisting ministers in handling marine and island affairs, and promoting comprehensive and unified management of marine and island affairs. The Philippines has established a Coastal and Marine Management Division within the Department of Environment and Natural Resources (DENR), which manages 862 municipalities, 74 cities, and 72 provinces along the coast. The Malaysian Ministry of Transport has established the Marine Department Malaysia, which is responsible for managing matters related to shipping and ports within Malaysian waters. Before the establishment of the Malaysian Maritime Department, it was composed of three different independent departments, namely the Peninsular Malaysia Maritime Department, Sabah Maritime Department, and Sarawak Maritime Department.

Thirdly, the division of labor and cooperation between government departments involved in maritime affairs and local governments. The most common management method in the ASEAN maritime management system is the division of labor and cooperation between government departments involved in maritime affairs and local governments. The current marine management system in Indonesia mainly consists of vertical management by the Ministry of Marine Fisheries, Ministry of Transport, Customs, Ministry of Mineral Resources and Energy, Ministry of Environment and other departments, supplemented by horizontal management by provincial and regional governments. Among them, local and provincial governments manage waters 4 nautical miles and 4-12 nautical miles away from the coast; Marine management in Malaysia is mainly managed by departments such as the Ministry of Transport, Ministry of Agriculture, Ministry of Culture, Ministry of Arts and Tourism, Ministry of Technology and Innovation, Ministry of Natural Resources and Environment, Ministry of Finance, Malaysian Maritime Research Centre, Ministry of Domestic and Foreign Affairs, and Malaysian Economic Planning Agency; The main maritime departments in the Philippines include the Department of Environment and Natural Resources, the Department of Agriculture, the Department of Transportation and Communications, the Department of Energy, the Department of the Navy, the Department of Science and Technology, Congress, and local governments, which manage the waters 15 kilometers away from shore; The main maritime organizations in Thailand include agricultural cooperatives, the Ministry of Transport, the Ministry of Energy, the Ministry of Fisheries, and the Ministry of Natural Resources and Environment (Marine and Coastal Resources Agency); The main maritime organizations in Vietnam include the Ministry of Agriculture and Rural Development, the Ministry of Transport, the Ministry of Energy, the Ministry of Water Resources and Water Resources, the Ministry of Science and Technology, the Coast Guard, and coastal local governments, with ocean and island departments established in each region.

Fourthly, establish non-governmental organizations in the maritime industry. These civil maritime organizations are distributed in various marine industries and sectors, such as the fishing industry with many professional associations, the shipping industry with ship owners' associations, and Singapore with marine industry associations. The Indonesian Ocean Cooperation Forum is a collaborative forum between the national government, local governments, universities, non-governmental organizations, professional institutions, major communities, and related industries, mainly established in accordance with the Coastal Zone and Island Management Law (2007).

Overall, this comprehensive management system helps to fulfill the country's demand and role in macro management of the ocean, while delegating power to ministerial, local, and even non-governmental organizations, which is conducive to stimulating the enthusiasm of the marine industry. However, due to the wide range of maritime areas and the lack of unified and centralized management, there are many problems. For example, Malaysia implements a federal system with at least 14 government agencies involved in maritime affairs and at least 26 agencies responsible for the ocean, which may result in conflicts of overlapping agencies and multiple management positions. Taking ports and shipping as an example, among the 10 port management agencies, there are 6 federal government agencies, 4 local government agencies, and the Ministry of Maritime Affairs is also responsible for managing 80 small ports nationwide, resulting in a lack of coordination in port planning and management.

（3） Resource and environmental management of oceans and coastal zones in various countries

ASEAN countries have long coastlines and abundant marine resources. In recent years, ASEAN countries have focused on the management of marine resources and environment, and have formulated relevant laws and regulations, mainly including water quality management, mineral and energy management, coastal resource management, and natural resource management.

In terms of water quality management, most countries have formulated regulations to prevent water pollution and established relevant laws and regulations to monitor water quality. In 2004, Indonesia issued the "Regulations on Sea Water Quality Standards" and in 2008, the "Water Resources Management Law" was promulgated; In 2006, Vietnam formulated the "2020 National Water Resources Strategy"; In 2006, the Philippines formulated the Water Resources Management Plan Framework and promulgated the Philippine Clean Water Act to address drinking water safety issues; In 2006, Thailand formulated the "Plan for Domestic Wastewater Collection and Treatment System", and in 2012, it formulated the "Action Plan for Water Management".

In terms of mineral and energy management, countries attach great importance to risk reduction in the process of oil and gas extraction and utilization. Indonesia, Vietnam, and the Philippines have respectively formulated the "Emergency Plan for Oil Spill Accidents" (2006), "Action Plan for Oil Spill Accident Handling" (2010), and "National Oil Spill Emergency Plan" (2014). In addition to risk control, relevant laws and regulations are also issued to control the harm caused by oil and gas resources to the environment. For example, Indonesia's Oil Pollution Compensation Liability Amendment Act (2005), the Philippines' Oil Pollution Compensation Act (2007), and Vietnam's Marine Resource Utilization and Development Act for Government Permitted Marine Space Areas (2014).

In terms of coastal resource management, in order to protect the marine and coastal living resources in the region, Indonesia, Malaysia, and the Philippines have formed a regional cooperation plan and proposed the Coral Triangle Initiative on protecting coral reefs, fisheries, and food security. In 2002, the environment ministers of ASEAN countries adopted the "ASEAN Marine Heritage Site Standards" and "National Marine Protected Area Standards" to designate and manage existing and new protected areas, with the aim of reducing threats to high-value areas such as nature, ecology, or culture, and promoting the regeneration of natural resources. The scope of marine protected areas in the region has been increasing over the past decade. In 2007, the total area of marine protected areas was approximately 87778 square kilometers, an increase of 56% compared to 1995. The country with the largest number of marine protected areas is the Philippines, with 339 marine protected areas and approximately 7000 islands. The largest marine protected area in the region is the Coral Triangle, the Sawu Sea Marine National Park in Sulawesi, Indonesia, covering an area of 35000 square kilometers and featuring approximately 500 coral species, 14 whale species, and 336 fish species. In addition, ASEAN countries have also strengthened resource management in nature reserves by supporting sustainable coastal tourism, strengthening coastal management, and reducing natural disaster risks. For example, Indonesia has formulated the "Management and Control Directive to Support the Development of Marine Tourism and Strengthen the Sustainability of National Marine Parks (2005)" and the "Disaster Management Law (2007)".

In terms of ecological resource management, ASEAN countries have not only introduced fisheries laws, but also formulated fisheries management laws, such as Indonesia's "Law No. 56 on Extending Fishing Vessel Fishing Licenses" (2014), "Protection of Fish Stocks" (2007), and "Fisheries Management Law No. 45/2009" (2009); Vietnam's "Project Support for the Fisheries Sector from 2006 to 2010" and "2020 Fisheries Development Strategy" (2010); Thailand's Marine Fisheries Management Strategic Plan for 2009-2018. At the same time, ASEAN countries have also introduced laws and regulations to protect biodiversity, such as Indonesia's Basic Law on Biodiversity (2008), Vietnam's Biodiversity Law (2008), the Philippines' Marine Ecosystem Protection and Management Law (2006), and Singapore's Endangered Species Act (2008). In addition, ASEAN countries attach great importance to the ecological environment changes caused by species invasion, especially invasive species transferred through ballast water, such as Indonesia's Ministerial Decree No. 57 (2014) on the Prohibition of Transport.

Marine Industry Policies of Three ASEAN Countries

In recent years, the marine industry in ASEAN countries has developed rapidly, becoming an important sector of the national economy. Therefore, many countries have formulated and implemented policies for marine fisheries, marine oil and gas industry, marine transportation industry, and coastal tourism industry based on their respective marine resource conditions.

（1） Marine Fisheries Policies of Various Countries

In recent years, due to the increasing demand for fishery products in the global market and the improvement of fishing technology, the overexploitation of marine fishery resources in ASEAN countries has occurred. It is estimated that the marine fishery reserves of ASEAN countries are only about 1/10 of what they were ten years ago and continue to decline at an alarming rate. Although aquaculture has developed rapidly and was once believed to bridge the growing gap between demand and supply in marine capture fisheries, it is also limited by many factors, including availability of water, land, and feed. Therefore, in order to ensure the sustainable development of marine fisheries, ASEAN countries have taken a series of specific measures:

1. Improve the fishery management system

ASEAN countries have independent management departments for fisheries and relevant laws to provide policy guarantees. The Indonesian Ministry of Marine Affairs and Fisheries (MMAF) consists of seven departments, namely the Secretariat, General Fisheries Agency, Monitoring Agency, General Aquaculture Agency, Marine and Small Island Development and Research and Development Agency, General Product Processing and Sales Agency, General Fisheries Quarantine and Quality Agency, and General Fisheries Human Resources Development Agency. In 2004, Indonesia promulgated Fisheries Law No. 31 (amended Law No. 45/2009), which stipulated that the Ministry of Ocean Affairs and Fisheries, together with the Navy and Coast Guard, would jointly enforce the law; The Malaysian Ministry of Fisheries includes two major departments: Development and Execution. The Development Planning Department includes the Aquaculture Development Agency, Fisheries Extension Agency, Fisheries and Marine Parks Agency, Resource Licensing and Management Agency, Planning and International Relations Agency, Development and Legal Affairs Department, and Research Agency. The Execution Department includes the Administration and Finance Department, Fish Quarantine and Quality Assurance Department, Human Resources Development Department, Resource Conservation Department, Fisheries Information Management Department, and Engineering Department; The Philippine Fisheries Management Department includes the Department of Fisheries and Aquatic Resources, Environment and Natural Resources (DENR), Fisheries Research Department, Fisheries Coordination Department, Department of Agriculture, National Mapping and Resource Information Administration, Philippine Coast Guard, Department of Finance and its Customs Coordinating Offshore Management Agency, which manage fisheries under the Philippine Fisheries Code and local government regulations; Thailand has established a Ministry of Fisheries, whose main functions include the implementation and application of fisheries laws or regulations, fisheries research and investigation, legal management and utilization of fisheries resources, research and development of fisheries products, research and development of fisheries technologies, management of international fisheries affairs, development of fisheries information systems, and handling other tasks authorized by the Ministry of Fisheries or commissioned by its cabinet. These departments implement fisheries management within the framework of Thailand's Fisheries Law, Aquatic Fish Management Act, Fishing Vessel Act, Wildlife Protection Act, and National Environmental Quality Improvement and Protection Act; Vietnam is managed by the Ministry of Fisheries and Resources Protection and 37 local departments, including the Administrative Department, Financial Investment Bureau, Science and Technology Bureau, Personnel and Labor Bureau, Supervision Bureau, International Cooperation Bureau, Legal Department, Aquaculture Bureau, Fisheries Resources Development and Protection Bureau, National Fisheries Quality Assurance and Veterinary Bureau. Vietnam formulated the Fisheries Law in 2003, which includes the protection and development of fishery resources, fishery operations, aquaculture, fishing vessels and service units involved in fishery activities, processing, sales, import and export trade of fish and fishery products, international cooperation in fishery activities, national management, rewards and sanctions, administrative regulations, etc.

2. Strengthen the facilitation of fisheries trade and international cooperation

Marine fisheries cooperation is a key focus for ASEAN countries to carry out regional and international cooperation in the ocean. Regional and international cooperation can provide funding, technology, and experience for fisheries development, as well as access permits for fishing and aquaculture sites, improving the standardization of fisheries management and facilitating trade in fishery products. Indonesia has mainly participated in coral reef management and reconstruction projects, the Coral Triangle Initiative, and the Bay of Bengal Large Marine Ecosystem. It has also joined the EU's IUCN certification and cooperated with regional fisheries management organizations to jointly manage highly migratory fish species; Malaysia actively participates in ASEAN fisheries cooperation and development management, with the Ministry of Fisheries collaborating with the ASEAN Fisheries Development Centre (SEAFDEC). Malaysia has participated in the project "Sustainable Management of the Bengal Large Marine Ecosystem" hosted by the Food and Agriculture Organization of the United Nations, and has received assistance from countries such as Australia, Canada, and Norway in monitoring and controlling aquaculture, marine fisheries, and marine capture fisheries, as well as using remote sensing for coral reef assessment in marine park management. The Philippines has received two foreign aid projects, namely the United States Agency for International Development/Philippines Implementation of Five Year Ecosystem Sustainable Fisheries Improvement (ECOFISH) project and the Coral Triangle Initiative; Thailand attaches great importance to bilateral fisheries cooperation and achieves access to bilateral fishing grounds. Its fishing vessels can operate in the waters of Bangladesh, Cambodia, Indonesia, Madagascar, Malaysia, Myanmar, and Somalia. At the same time, Thailand has also participated in multilateral fisheries cooperation, including the Asia Pacific Economic Cooperation (APEC), the Bangladesh Gulf Multi Sector Economic and Technical Cooperation Initiative (BIMSTEC), the Growth Triangle of Indonesia, Malaysia, and Thailand, and regional cooperation with the Indian Ocean Coastal Association. Thailand has joined multilateral fisheries technology cooperation organizations such as the Food and Agriculture Organization (FAO), the ASEAN Fisheries Development Centre (SEAFDEC), the Network of Asian Aquaculture Centers (NACA), the Codex Alimentarius Commission, the European Commission, the German Technical Cooperation (GTZ), the Japan International Cooperation Agency (JICA), the Norwegian Agency for Development (NORAD), and the United States Agency for International Development; The fisheries sector in Vietnam has received relatively little funding from bilateral or multilateral institutions in the past decade, and its official development assistance resources are limited. From 2006 to 2010, the Vietnamese Ministry of Fisheries received assistance mainly from Denmark and North America, with a small amount from the Japan International Cooperation Agency, the World Bank, and the Mekong River Commission, totaling $700 million and supporting 14 key projects. In addition, Denmark has invested in the Vietnam Fisheries Sector Assistance Project (SPS), which includes industries such as marine fisheries, seafood processing, state-owned enterprise restructuring, and aquaculture.

3. Emphasize the research and development of fisheries and human resource training

In order to strengthen the research and development of marine fisheries and human resources training, Indonesia has established a marine affairs and fisheries research and development institution, which includes the Marine Fisheries Research Institute (Jakarta), the Inland Fisheries Research Institute (Palembang), the Freshwater Research Institute (Bogor), the Freshwater Aquaculture Technology Research Institute, and the Marine Socio Economic Research Institute. The Indonesian Ministry of Oceans and Fisheries has established a Human Resources Development Agency responsible for fisheries education, training, and promotion; The largest fisheries research and development institution in Malaysia is the Malaysian Fisheries Research Institute, which has branches throughout the country, such as the Freshwater Fisheries Research Centre (Negeri Sembilan), Johor Port Research Centre, and Sarawak Fisheries Research Institute. Malaysia's marine fisheries talent training and development institutions include the ASEAN Fisheries Development Center; The Philippine National Fisheries Research Institute is an important force in fisheries research in the Philippines. The Visayas (UPV) and Marine Science Institute (MSI) of the National University of the Philippines, the Marine Science and Fisheries Activities in Manila, and the Fisheries Research Institute established by state universities, as well as the Central Luzon National University (CLSU) and Mindanao State University (MSU), are all important bases for fisheries research and talent development; Vietnam's fisheries research institutions include the Institute of Marine Fisheries Research (RIMF), the Institute of Fisheries Economic Planning (IFEP, Hanoi), the Aquaculture 1 Institute (ria1, Beining), the Aquaculture 2 Institute (ria2, Ho Chi Minh City), the Aquaculture 3 Institute (ria3, Nha Trang), the Fisheries Information Center (Hanoi), and the Mekong River Commission. Vietnam has also established institutions such as Nha Trang Fisheries University, Aquaculture and Fisheries College, Hanoi Agricultural University (Hanoi), Agricultural and Forestry University, and Fisheries Technology College to provide specialized programs, degrees, and courses for the training of marine fisheries talents.

（2） Marine oil and gas industry policies of various countries

Most ASEAN countries are net importers of oil and net exporters of natural gas. With the increase in energy demand due to economic growth, the self-sufficiency rate of energy in various countries tends to decline. Accelerating the development, adjustment, and reform of oil and gas industry policies for marine oil and gas resources has become an urgent task for the economic development of most ASEAN countries.

1. Establish a dedicated organization for unified national management

In order to accelerate the development of fossil fuels, ASEAN countries rely more on the power of their governments. Indonesia has established the Ministry of Energy and Mineral Resources, which includes the General Administration of Electricity and Energy Utilization, the General Administration of Petroleum and Natural Gas, and the General Administration of Geology and Mineral Resources. Indonesia's state-owned oil and gas companies include the National Coal Company, the National Gas Company (PGN), the National Natural Gas Company, and the National Energy Company (PLN); Malaysia has established a Ministry of Energy, which not only manages the National Energy Board (TNB), but also has Petronas responsible for the development and utilization of fossil fuels; The Ministry of Energy of Thailand manages the Development and Efficiency Department of Alternative Energy (DEDE), Mineral Fuel Department (DMF), Energy Policy and Planning Office (EPPO), and Electricity Authority; The Philippine Department of Energy manages the National Power Company (NPC), the National Transmission Company (TRANSCO), the Philippine National Oil Company (PNOC), the Asset and Liability Management Company (PSALM) of the power sector, and the Wholesale Spot Market for Electricity (WESM).

2. Reform the management system of the oil and gas industry and introduce market competition mechanisms

In the past few decades, except for Singapore, other ASEAN countries have been controlled by state-owned companies in the fossil industry. The Indonesian national oil company PERTAmin and the Malaysian national oil company Petronas have complete control over the domestic oil and gas industry. In October 2001, Indonesia passed the Oil and Gas Law No. 22/2001, which required the relaxation of regulations on the country's oil and gas industry after 2003. Currently, multiple foreign companies have entered the Indonesian petroleum product market, such as BP and Petronas; Malaysia encourages foreign investment to compete in the country. ExxonMobil's exploration and production company and Petronas Carigali, a subsidiary of Petronas, intend to collaborate and invest over 10 billion ringgit in developing new oil and gas resources in Malaysia.

3. Continuously adjust and improve oil and gas regulations to promote the development of the oil and gas industry

For a long time, ASEAN countries have actively adjusted and improved their oil and gas regulations, encouraging and supporting the development of the oil and gas industry. As early as 1960, Indonesia introduced the Oil and Gas Industry Law, which covered everything from leasing contracts to work contracts, to production sharing contracts and joint operation production sharing contracts; The Malaysian government has formulated various oil and gas related policies, including the National Energy Policy to encourage the development of oil and gas energy (1979), the National Resource Exhaustion Policy to improve the efficiency of oil and gas energy utilization (1980), and the Fuel Diversification Policy to prevent oil and gas energy depletion (1981, 1999); Vietnam promulgated the Oil and Gas Law in 1970, declaring the areas where oil extraction rights can be granted. In 2000, Vietnam revised and supplemented its oil and gas laws; The Philippines established the Oil Industry Council (OIC) in 1971, responsible for regulating the oil industry and ensuring reasonable prices and sufficient supply of petroleum products; In 1961, the Thai government promulgated the Petroleum Extraction Regulations, and in 1971, the Petroleum Act and Income Tax Act were revised, which stipulated extraction rights and patent rights. In 1977, the Thai government introduced the National Petroleum Agency Act in response to the oil crisis.

4. Increase infrastructure investment in the oil and gas industry and build a regional natural gas pipeline cooperation network

In recent years, ASEAN countries have increased investment in oil and gas industry infrastructure and improved the construction of natural gas production and transportation equipment to alleviate energy shortages in various countries. Singapore is one of the three major centers for refining and oil trade in the world, with a daily production of 1.3 million barrels. Following closely behind are Thailand and Indonesia with daily production of 1.2 million barrels per day and 1.1 million barrels per day, respectively. At present, several refining projects are being prepared and constructed by ASEAN countries, including the completion and operation of a condensing separation plant by Jurong Aromatic Hydrocarbons (JAC) in Singapore, and the construction of a batch of smaller refineries in Thailand, Malaysia, and Indonesia, which will be put into use before 2011. At present, there are 11 natural gas terminal equipment projects built and put into use in ASEAN countries (with a total output of 58 million tons/year), 2 of which are under preparation for construction (with an expected total output of 6 million tons/year), and the total output reached 64 million tons/year in 2014. Among them, the Dontang A-H Trains project, built in Indonesia in 1977, has an annual output of 22.3 million tons, accounting for 34.2% of the total natural gas production in ASEAN. There are a total of six liquefied natural gas terminal regasification projects under construction in Indonesia, the Philippines, Singapore, and Thailand, with a production capacity of 13.8 million tons per year.

The ASEAN Regional Natural Gas Pipeline Cooperation Network is prepared and constructed by the ASEAN Petroleum Council (ASCOPE) and the National Oil Companies (NOCs) of ASEAN countries. Its purpose is to ensure the supply of natural gas to ASEAN member countries, encourage the use of environmentally friendly fuels, reduce regional dependence on oil, and attract multinational corporations to invest in promoting economic development. At present, natural gas pipelines are mainly concentrated in the production areas of Malaysia and Indonesia. The pipelines that have been built mainly connect major cities in both countries, as well as major cities in Singapore, the Philippines, and Thailand. There are 9 bilateral cooperation natural gas pipelines that have been built, of which 6 pipelines have their starting point in Malaysia and the remaining 3 pipelines have their transmission source in Indonesia.

（3） Ocean transportation policies of various countries

ASEAN countries have vast maritime areas, and maritime transportation plays an important role in economic development and foreign trade. In response to the relatively lagging development of maritime transportation in most ASEAN countries, various countries have formulated policies for the maritime transportation industry, adjusted their maritime transportation management systems, strengthened the infrastructure construction of ports and shipping routes, constructed regional maritime transportation networks, and built a sustainable maritime transportation system.

1. Establish a port authority to achieve privatization management

In order to improve the efficiency and competitiveness of maritime transportation, most ASEAN countries have implemented privatization management of ports and merchant ships. To improve the efficiency of port operations and better adapt to the constantly changing shipping environment, Singapore Port will achieve port privatization in two steps. Singapore established the Maritime and Port Authority of Singapore (MPA) in February 1996, taking over the functions of formulating laws and regulations previously exercised by the Port Authority of Singapore. In October 1997, PSA International Pte Ltd (PSA) was established to take over the management and operation of container and other maritime services at Singapore Port from the former Port Authority of Singapore. The company is a state-owned enterprise wholly owned by Temasek Holdings, an investment company of the Singapore government. The Port Authority of Klang, Malaysia is a state-owned company established in 1963 and took over the Port of Klang from the Malaysian Railways Authority. With the privatization reform process of the Malaysian government's coalition enterprises, Port Klang also carried out Malaysia's first port facility privatization reform. In 1986, the Port Authority of Klang transferred the container service facilities to the privately-owned Kelang Container Terminal Berhad for operation. In 1992, Klang Port Authority transferred other port service facilities and services to the privately-owned Kelang Port Management Sdn Bdn company for operation. In 2002, with the integration of business operations between Malaysia North Port Company (NMB) and Port Klang Management Company (KPM), the new Malaysia North Port Company represented KMP in operating port business. The Port Authority of Thailand (PAT) is the main agency responsible for managing and supervising state-owned and private port logistics companies in Thailand. It is a state-owned company under the supervision of the Thai government's transportation and communication department. In November 2000, with the implementation of the Port Authority of Thailand Law No. 1951, PAT was officially registered as a limited liability company, allowing for joint-stock operations and gradually becoming a recognized port service company by domestic and foreign shipping fleets. Its annual tax revenue contribution ranks among the top ten state-owned enterprises in the country.

2. Strengthen the infrastructure construction of ports and shipping routes to improve the efficiency of the shipping industry

In recent years, ASEAN countries have increased their investment and construction in port infrastructure. Singapore has also increased its construction of Tanjong Pagar, Brani, Pasir Panjang, Sembawang, as well as the Chawan and Keppel Island refinery terminals, improving facilities for four container terminals and 54 container berths; There are over 50 ports in Malaysia, with major ports including Kelang Port, Tanjung Pelepas Port, Kuching Port, Melaka Port, and Penang Port. Malaysia has accelerated the construction of its largest port, Port Klang, which includes three ports: South Port, North Port, and West Port. At the same time, Tanjung Pelepas Port has become Malaysia's second largest container port, with a large bonded zone and managed by PTP Company, which manages the port. The main ports in Thailand are Bangkok Port, Laem Chabang Port, Phuket Port, and Songkhala Port. Among them, Bangkok Port and Linchaban Port are the most important ports, responsible for handling 95% of the country's exports and almost all imported goods.

Indonesia and the Philippines are both archipelagic countries, and in order to enhance the competitiveness of their shipping systems, they were among the first to apply ROPEX's shipping system to short haul routes, and later expanded to medium and long haul routes. The roll on/roll off ships in Indonesia and the Philippines mainly rely on the acquisition of second-hand Japanese ships, both of which are facing the problem of aging and prone to accidents. In terms of shipping management, Indonesia has both national and private shipping companies, so in addition to commercial routes, there are also subsidized routes; The Philippines only has private shipping companies and there are no pre flight subsidies. The Asian Development Bank (2010) conducted a preliminary assessment of the RORO shipping routes in the Philippines, and the results showed that the system reduced transportation costs, established and expanded new regional connections and markets, made cargo transportation more efficient, especially for areas with poor maritime routes, promoted local economic development, and logistics activities were delivered and restructured more frequently, improving the efficiency of the domestic shipping industry.

3. Build a regional ocean transportation network and strengthen maritime connectivity

In order to accelerate the opening up of the regional shipping market, ASEAN has successively issued the "ASEAN Transport Cooperation Framework Plan (1999-2004)" and the "ASEAN Transport Action Plan (2005-2010)", and first released the "ASEAN Regional Maritime Integration and Competitiveness Enhancement Roadmap" in 2006. In May 2011, ASEAN released the "Overall Plan for ASEAN Connectivity", which first proposed the concept of connectivity and made maritime connectivity an important part of ASEAN connectivity. The plan proposes to enhance the performance and capacity of 47 designated ports, including improving warehousing services and dredging waterways; Strengthen the connection with major global and regional air routes, and study the feasibility of establishing an ASEAN roll on/roll off network; Strengthen cooperation between transportation departments and build a multimodal transportation system. The main goal of the maritime sector in the 2011-2015 ASEAN Transport Action Plan is to establish a comprehensive, competitive, and seamless maritime network, and build safe and environmentally friendly ports at sea. The specific goals and actions for maritime transportation from 2016 to 2025, in addition to continuing the original plan of ASEAN maritime connectivity, also pay attention to the strategy of the shipping industry serving the tourism industry, propose the formulation of cruise promotion policies, the development of cruise tourism attractions, the improvement of cruise infrastructure, and the promotion of cruise tourism.

4. Pay attention to ecological environment protection and build environmentally friendly maritime transportation

In 2009, ASEAN launched the "Sustainable Development of ASEAN Ports (SPD)" project, which is a collaboration between the German Technical Cooperation Corporation (GTZ) and the ASEAN Ports Association (APA). The project aims to assist in selecting ports and terminals that comply with international safety, health, and environmental regulations and standards, and improve safety and environmental management levels. In order to achieve sustainable development of ports, the ASEAN Ports Association adopts a port safety, health, and environmental management system to manage port operations. At present, the sustainable development project of ASEAN ports is still in the initial stage of development, and several ports have been selected as pilot projects. The participating ports include Iloilo and Kagayan Deoro ports in the Philippines, Bangkok and Linchaban ports in Thailand, Sihanouk and Phnom Penh ports in Cambodia, Saigon port in Vietnam, Tanjung Priok port in Indonesia, and Sabah and Johor ports in Malaysia. According to SPD's (2009-2015) plan, six ports will be managed according to international standards to reduce 20% of emissions from port activities and decrease the accident rate by 20% in the future.

（4） Coastal tourism policies of various countries

The Global Tourism Competitiveness Report shows that the natural and cultural heritage of ASEAN countries is their main competitive advantage, while their shortcomings lie in infrastructure and business environment, regulatory framework, and human resources. In order to enhance the competitiveness of the tourism industry, ASEAN countries actively adjust their tourism development strategies and policies, focusing on tourism market marketing, product development, human resources, connectivity and infrastructure, as well as tourism facilitation.

1. Government led development plan for tourism industry

The governments of ASEAN countries have always attached great importance to the development of the tourism industry, making it a key industry for their own countries. Many countries have included the tourism industry in their overall national economic development plans and invested huge amounts of money in it. After entering the 21st century, the Indonesian government has introduced multiple measures to promote the tourism industry, such as modifying visa on arrival policies, implementing tax refund methods for foreign tourists' shopping, and providing convenient conditions for business and tourism; The Malaysian government has set clear development goals and measures for the tourism industry in various five-year economic plans. National tourism development policies include the 1975 Malaysia Tourism Development Plan, the 1989 Guidelines for National Tourism Development, the 1990 Malaysia Tourism Policy Document, the 1992 National Tourism Policy Study, and the 2003 The Second National Tourism Policy; Vietnam has introduced the "Vietnam Tourism Development Plan for 2020 and 2030", which aims to attract 18 million international tourists and 71 million domestic tourists by 2030. The average annual growth rate of international tourists is 5.2%, and the average annual growth rate of domestic tourists is 4.1%. The tourism industry's revenue will reach 70.8 trillion Vietnamese dong (approximately 35.2 billion US dollars); Thailand has formulated the 'National Agenda for Sustainable Tourism', with the government allocating a special budget to implement sustainable tourism development plans, which should not be less than 2% of international tourism revenue; Singapore has introduced a series of policies aimed at promoting sustainable development of the tourism industry, which are easy to implement. The most important projects in the current policies include the Tourism Development Assistance Program, double taxation for inbound tourism marketing, double taxation for local trade exhibitions, and investment subsidy programs for flagship stores.

2. Issue relevant laws on tourism and establish tourism management departments

ASEAN countries have successively promulgated tourism laws, established specialized agencies for the tourism industry, and implemented unified management of the tourism industry. In 1993, Indonesia promulgated the Tourism Law, Vietnam promulgated the Tourism Law in 2006, and the Philippines promulgated the Tourism Law in 2009. The tourism laws of various countries have made clear provisions on the responsibilities and powers of government agencies in tourism management. At the same time, various countries have established management agencies for the tourism industry. Singapore has established a Tourism Promotion Board, and Indonesia's tourism industry is managed by the Tourism Board. The Thai government has also established a Tourism Management Committee, which is composed of senior executives from the Ministry of Transport, Ministry of Foreign Affairs, Ministry of Interior, National Economic Development Commission, National Environmental Protection Commission, Legislative Council, Thai Airways, Tourism Authority of Thailand, etc. The government has also established provincial-level Tourism Development Promotion Committees in each province to strengthen local government management of the tourism industry and create a tourism monitoring system.

3. Develop multi-level tourism product series based on the tourism resource advantages of each country

To adapt to the changes in the regional tourism market, ASEAN countries recognize the need to strengthen their tourism products and make them more interactive to meet the constantly changing needs of consumers. The challenge facing the region is to develop a unique set of tourism products. The tourism products developed by ASEAN countries include a total of 20 items, including culture, nature, cruise, ocean, city, residents, food, medical tourism, festival celebrations, adventures, games, creativity, education, exhibitions, shopping centers, commerce, handicrafts, sports tourism, and pilgrimage tourism. Under the limitations of domestic resources and socio-economic conditions, the development of tourism products varies among ASEAN countries. In terms of the number of tourism products, countries with more than 10 tourism products include the Philippines (14) and Singapore (13). Thailand and Cambodia both have 10 items, Malaysia has 8 items, Brunei has 7 items, Indonesia has 6 items, and Myanmar and Vietnam have 5 items; In terms of the potential of tourism products, apart from Singapore's lack of natural tourism resources, ASEAN countries have related tourism products in culture, nature, and cruise tourism, and have become the most promising products for development; From the perspective of product multiplier effects, the tourism industry in ASEAN countries is more likely to generate significant output effects, especially Singapore and Thailand, which have service-oriented products such as commercial and shopping centers. At the same time, in order to promote these tourism products, the ASEAN Tourism Association (ASENTA) encourages the private sector to jointly promote and promote ASEAN tourism activities. The ASEAN Tourism Marketing Working Group is responsible for gaining in-depth understanding of the main market characteristics of China, Japan, South Korea, India, the United States, the European Union, and Russia, and promoting tourism products through exhibitions, media, conferences, and publishing activities.

4. Promote the integration of the ASEAN regional tourism market and achieve industrial cluster effects

In 2004, ASEAN countries formulated the "Regional Integrated Tourism Agreement" and introduced the "ASEAN Tourism Sector Integration Roadmap". To achieve the overall goal of the ASEAN Community in 2015, the ASEAN Tourism Strategic Plan 2011-2015 (ATSP) has been formulated. In 2015, ASEAN Tourism Ministers jointly released the ASEAN Tourism Strategic Plan 2016-2025 in the Philippines. In the next 10 years, ASEAN will focus on building a single tourism destination as the primary goal of regional tourism development, and has formulated measures including attracting tourism investment, enriching tourism products, enhancing market promotion capabilities, and improving the level of tourism human resources. Among them, in order to achieve the vision of ASEAN tourism in the next decade, it is necessary to carry out marketing activities for ASEAN as a single destination, implement ASEAN regional tourism standards, promote mutual recognition and arrangement of tourism professionals (MRA-TP) among ASEAN member countries, and adopt new innovative ways to develop and market tourism destinations and products.