• The tire
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• s.232
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• pp.10-21
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• 2007

한미자유무역협정(FTA)에 이어 한EU FTA 체결을 위한 협상이 본격적으로 진행되고 있다. 우리나라도 세계적인 개방화의 물결을 거스를 수 없고 다자간무역협상이 교착상태에 빠져 있기 때문이다. EU는 확대와 심화를 거듭하면서 세계 최대의 자유무역지대를 형성하고 있다. 과거 서유럽 선진국 중심의 무역과 투자 자유화가 신흥개도국들인 중동구 국가를 회원국으로 가입시키면서 전유럽으로 확산되고 있다. 따라서 유럽 이외 지역의 국가들은 EU와의 FTA 체결을 적극 추진하고 있다. 본고에서는 최근 추진되고 있는 한-EU FTA의 주요 내용에 대해 살펴보고, EU 자동차산업과 타이어산업의 현황에 대해 분석해 본 후 한-EU FTA가 국내 타이어산업에 미칠 영향에 대해 평가해 보기로 한다.

• The Journal of the Korea institute of electronic communication sciences
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• v.6 no.5
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• pp.683-688
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• 2011

Korea-EU FTA, which came to an agreement in April of 2007, was resolved at the National Assembly in May of 2011, thereby having been concluded the ratification. As for the procedure of opening a market in legal service according to settlement and ratification of Korea-EU FTA, Step 1 is allowed the establishment of representative office(law firm with foreign-law consultation) at home by EU member countries' law firms. Step 2 is made available for law firm with foreign-law consultation to jointly handle and distribute profits as for a case that is mixed the domestic law firm and the domestic & foreign laws. Step 3 is allowed EU member countries' law firm to establish a joint venture with domestic law firm. This study researches into a change and influence upon legal service and forensic investigation according to Korea-EU FTA ratification. Also, it researches into position and prospect that digital forensic evidence, which possesses the majority of legal evidences, takes up in the middle of court-oriented trials. The prediction of influence in digital evidence as professional proof upon judgment will led to being capable of coping with the opening of legal service market and of wisely preparing for the advance to domestic market by law firm of Anglo-American Law.

• International Area Studies Review
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• v.15 no.1
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• pp.3-30
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• 2011

When the European Union countries (EU27) are viewed as the composition between the old member countries (EU15) and the new member states (NMS12), the statistics exhibit that the EU15 is the largest trade partner of the NMS12. According to the Korea-EU FTA agreement, the existing patterns of trade among the EU15, the NMS12, and Korea may create not only the increase in trade opportunity between the NMS12 and Korea, but also the higher rivalry threat on export from the NMS12 to the EU15 destination due to the potential increase in export from Korea to the EU15 market. This research examines in both potential impacts at the 3-digit level of SITC Rev.3 industry, in the point of view of the NMS12. Various conventional trade indices are employed in the study. However, the existing trade index exhibits the limitation for measuring the different degree of rivalry threat on exports of two different exporters in the same export destination. Hence, this study develops a new trade index, the so-called Rivalry Threat Index (RTI), to measure the export competition between the NMS12 and Korea in the EU15 destination. The results indicate that from the point of view of the NMS12, the EU-Korea FTA agreement may cause Korea acts as a trade partner and as an export competitor simultaneously.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.30 no.3
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• pp.86-91
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• 2022

This study empirically analyzes the patterns of import and export of air cargo between Korea and EU member states. In order to understand the detailed characteristics of the air transport sector, the amount of trade was analyzed by dividing it into exports, imports, and trades. As a result of the analysis, in terms of exports, imports, and trade, both EU member states' GDP per capita and Korea's GDP showed positive directions, while EU member states' GDP and Korea's per capita GDP both showed negative directions. In addition, international oil prices and exchange rates, which were expected to have an effect on aviation trade, did not show significant results in this study. On the other hand, when applying the fixed-effect model, both the country area and the number of airports excluded from the analysis were analyzed as positive directions as a result of the Houseman Taylor analysis.

• Electronics and Telecommunications Trends
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• v.31 no.2
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• pp.1-8
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• 2016

본고는 EU의 디지털 정책 및 전략 추진 동향을 분석하였다. EU는 글로벌 디지털 경제 사회로의 전환에 능동적으로 대처함으로써 ICT가 가져올 혁신과 성장의 결과를 충분히 이끌어내야 함을 인지하고, 2010년 이후 디지털 아젠다를 수립하여 추진해오다 2015년 5월, 완전히 통합된 디지털 시장 구현을 목표로 디지털 싱글마켓 추진전략을 발표하였다. 디지털 싱글마켓은 EU 회원국 간 모든 디지털 상품 거래의 국경장벽을 없앤 단일 시장을 추구하는 개념으로, IoT, 클라우드 컴퓨팅 및 빅데이터 등 데이터 기반 산업을 활용하여 글로벌 경제활동의 효율을 극대화하고 이를 성장으로 연결하고자 하는 움직임이다. 디지털 접근성 제고, 환경조성 및 디지털경제의 성장잠재력 극대화를 위해 3대 목표, 16개 실행계획을 수립, 추진 중이며, 본 동향조사 결과는 최근 한 일 중 디지털 싱글마켓 여건 조성을 위한 협력을 선언한 우리나라가 실효적 전략을 수립하는 데 시사점을 제공할 것으로 판단된다.

• Pallet News
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• s.22
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• pp.22-23
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• 2001

세계 국가들은 자국산업의 이익을 방해하지 않는 한도 내에서 자국의 산림을 보호하려 노력하고 있다. NWPCA는 이러한 도전을 수행하는 다양한 기구가 이루고있는 진보를 좇으면서 회원국들에 미칠 잠재적인 영향을 분석해가고 있다. 국제연합 단위인 세계식물보호협약은 세계적인 기준에 따라 활동하고 있다. 그 동안, EU는 15개 참가국의 수입을 관할하기 위해 긴급 가공처리 대책안을 수립했다. 단독으로, 미국은 농림청 관하의 APHIS 프로그램을 만들어서 제한규정들을 발전시키기 위한 시도를 하고 있다. 미국의 이러한 제한조치들은 IPPC에 참가한 국가들보다 좀더 엄격할 것으로 예상되고 있다.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.13 no.12
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• pp.5745-5751
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• 2012

The value chain of a country is achieved in cooperation with other countries. Accordingly, the international technical cooperation in the field of R&D is known to be one of the innovation strategies. But the efforts on research in the international technological cooperation is lacking in Korea. Europe expects technological progress in the industrial area in order to create employment in the near future but Science and Technology Research should also create this endeavor for the future. EU recognizes that the current trend of scientific and technological research will have a negative impact on future job creations in Europe. Therefore EU has developed the 2020 strategy. The purpose of this paper is to seek the technological cooperation policy especially on the basis of the EU's 2020 strategy. In accordance with the results of this paper, our government will pursue future EU FP 8 policy to be developed on the basis of EU's 2020 strategy.

• The Korean Journal of Air & Space Law and Policy
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• v.25 no.1
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• pp.3-26
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• 2010

The European Union(EU) has recently introduced its Directive 2008/101/EC to include aviation in the EU ETS(emissions trading system). As an amendment to Directive 2003/87/EC that regulates reduction of the green house gas(GHG) emissions in Europe in preparation for the Kyoto Protocol, 1997, it obliges both EU and non-EU airline operators to reduce the emission of the carbon dioxide(CO2) significantly in the year 2012 and thereafter from the level they made in 2004 to 2006. Emission allowances allowed free of charge for each airline operator is 97% in the first year 2012 and 95% from 2013 and thereafter from the average annual emissions during historical years 2004 to 2006. Taking into account the rapid growth of air traffic, i.e. 5% in recent years, airlines operating to EU have to reduce their emissions by about 30% in order to meet the requirements of the EU Directive, if not buy the emissions right in the emissions trading market. However, buying quantity is limited to 15% in the year 2012 subject to possible increase from the year 2013. Apart from the hard burden of the airline operators, in particular of those from non-European countries, which is not concern of this paper, the EU Directive has certain legal problems. First, while the Kyoto Protocol of universal application is binding on the Annex I countries of the Climate Change Convention, i.e. developed countries including all Member States of the European Union to reduce GHG at least by 5% in the implementation period from 2008 to 2012 over the 1990 level, non-Annex I countries which are not bound by the Kyoto Protocol see their airlines subjected to aircraft emissions reductions scheme of EU when operating to EU. This is against the provisions of the Kyoto Protocol dealing with the emissions of GHG including CO2, target of the EU Directive. While the Kyoto Protocol mandates ICAO to set up a worldwide scheme for aircraft emissions to contribute to stabilizing GHG concentrations in the atmosphere at a level that would prevent dangerous anthropogenic interference with the climate system, the EU ETS was drawn up outside the framework of the international Civil Aviation Organization(ICAO). Second, EU Directive 2008/101 defines 'aviation activities' as covering 'flights which depart from or arrive in the territory of a Member State to which the [EU] Treaty applies'. While the EU airlines are certainly subject to the EU regulations, obliging non-EU airlines to reduce their emissions even if the emissions are produced during the flight over the high seas and the airspace of the third countries is problematic. The point is whether the EU Directive can be legally applied to extra-territorial behavior of non-EU entities. Third, the EU Directive prescribes 2012 as the first year for implementation. However, the year 2012 is the last year of implementation of the Kyoto Protocol for Annex I countries including members of EU to reduce GHG including the emissions of CO2 coming out from domestic airlines operation. Consequently, EU airlines were already on the reduction scheme of CO2 emissions as long as their domestic operations are concerned from 2008 until the year 2012. But with the implementation of Directive 2008/101 from 2012 for all the airlines, regardless of the status of the country Annex I or not where they are registered, the EU airlines are no longer at the disadvantage compared with the airlines of non-Annex I countries. This unexpected premium for the EU airlines may result in a derogation of the Kyoto Protocol at least for the year 2012. Lastly, as a conclusion, the author shed light briefly on how the Korean aviation authorities are dealing with the EU restrictive measures.

• Korean Journal of Construction Engineering and Management
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• v.5 no.3 s.19
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• pp.120-127
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• 2004

In May 2004, Poland with nine other Eastern European countries joined the European Union(EU). After accession to the EU, Poland will accelerate the realization of investment in road sector, and wants to achieve important development of its road network condition in year 2005. Polish government is not able to afford the whole investment needed for construction of its motorways, so it wants to develop effective techniques of project funding based on the Public Private Partnerships(PPP). Without having high-performance transport networks, one country's economy cannot be competitive. It was the reason for establishing the Trans European Network(TEN) in the European Union. It creates the links, which are still missing between the fifteen countries of Western Europe and the new member countries like Poland. Consequently, Poland will also need to establish a proper transport infrastructure network. This paper will discuss how the PPP scheme can be applied for the transport infrastructure development in Poland as a EU member.

• International Area Studies Review
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• v.15 no.3
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• pp.29-53
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• 2011

This paper studies the contribution of imports and inward foreign direct investment (FDI) as a vehicle of technology transfer onto the EU new member states at both macroeconomic and industry level. The paper takes the effectiveness of the recipient's utilization into account by constructing a new index, the so-called Effective Absorption (EA) Index, to measure ability to absorb and utilize the foreign technology in the recipient country. Using data from 12 donors and 10 recipients from 1998 to 2009, the study at macroeconomic level indicates that technical spillovers of foreign research and development (R&D) play more crucial role relatively to domestic R&D on total factor productivity (TFP) growth of the new member states. Imports are found as the major vehicle of technical spillovers rather than inward FDI. The study at industry level is conducted by using data from 17 manufacturing industries of 10 donors and 6 recipients during 1998 to 2009. The empirical results also support the findings at country level. The patterns of technology transfer are different across industries. Nonetheless, technical spillovers exhibit significantly high contribution on TFP growth in high-tech manufacturing industries.