• 농업기술회보
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• v.51 no.2
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• pp.7-16
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• 2014

올해 쌀 관세화 유예 조치가 끝난다. 1995년부터 2014년까지 20년 동안의 쌀 관세화 유예가 올해로 종료되면서 9월까지 WTO(세계무역기구)에 쌀 관세화 여부에 대한 우리의 입장을 전달해야 한다. 그러나 쌀 관세화에 대한 의견은 팽팽하다. 쌀 관세화 유예조치가 가능하다는 입장과 쌀 관세화를 할 수밖에 없다는 입장이 맞서고 있다. 국회 농림축산식품해양수산위원회는 '쌀 관세화 이후의 쌀 산업전망과 양정 개선' 보고서를 GS&J 인스티튜트를 통해 받으면서 농해수위에서도 썰 관세화 논의를 본격화할 것으로 보이는 만큼 9월까지의 남은 7개월간은 쌀 관세화를 둘러싼 심도 깊은 논의가 예고되고 있다. 이에 본보는 3회에 걸쳐서 썰 관세화의 주요 쟁점 등 쌀 관세화에 대한 찬반양론을 살펴본다.

• Environmental and Resource Economics Review
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• v.18 no.4
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• pp.715-744
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• 2009

This study was analyzed the change of the tariff reduction for the Korea's fishery according to the Non Agricultural Market Access(NAMA) negotiations of the WTO. Four scenarios of tariff liberalization of NAMA are conducted on the basis of a Swiss formula. Using import demand function, we estimated price elasticities of imported fishery. The results of the analysis with mark up 20% show that, in the position of developed member, the value of import increase was between 405 billion won and 439 billion won, and analyzed between 232 billion won and 254 billion won with less than cut 50%. On the other hand, in the position of developing country, the value of import increase was between 311 billion won and 356 billion won, and analyzed between 174 billion won and 201 billion won with less than cut 50%. Also, the results was showed that the highest effects for increasing value of import are a fresh Pollack.

• KAPE Magazine
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• s.132
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• pp.6-7
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• 2007

2001년 11월 공식적인 WTO회원국이 된 이후, 시장 개방과 관세 감축에 대하여 거의 선진국 수준의 개방 조건을 수용하였다. FAO (세계식량농업기구)에 따르면 1991년 소 사육두수는 1980년대 1억두에서 1.3억두로 증가했으며 2002년에는 연간 출하 두수 1.06억두로 세계 1위로 상승했다.

• Feed Journal
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• v.3 no.5 s.21
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• pp.66-72
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• 2005

대외경제 규모가 국내총생산(GDP)의 70$\%$를 차지하고 있는 우리나라는 명실상부한 통상 국가이다. 쉽게 말해 1만 5천 달러의 1인당 국민소득 중 1만 달러가 무역에서 나오고 국내에서 5천 달러만 생기는 것으로, 싫든 좋든 무역을 통해 먹고 살아야 할 운명을 가진 나라이다. 이렇듯 무역규모 12위의 통상국가인 우리나라는 오늘날 커다란 도전에 직면해 있다. 우리의 수출시장인 주요 교역국들이 자유무역협정(FTA: Free Trade Agreement)을 통해 그들끼리 관세를 철폐하며 더 높은 수준의 무역 자유화를 주고받는 배타적인 시장을 형성해 나가고 있기 때문이다. FTA는 이제 더 이상 선택이 아니라 세계 각국의 필수적인 통상정책이 되었다. 세계무역기구(WTO)에 따르면, 금년 1월로 162건의 FTA가 발효 중이고, 올 연말까지는 FTA 역내국간 무역이 세계무역의 50$\%$를 넘을 것으로 전망된다. 세계 제일의 경제대국인 미국도 예외는 아니어서 FTA 체결국과의 교역이 35.3$\%$를 차지하고 있다. 이에 반해, 우리나라는 지난해에서야 첫 번째 FTA인 한$\cdot$칠레 FTA를 천신만고 끝에 발효시켰을 따름이다.

• International Area Studies Review
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• v.15 no.3
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• pp.95-126
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• 2011

The objective of this study is to quantify the potential economic effects of Non-Agricultural Market Access (NAMA) negotiations of the WTO on automotive industry of the world using a multi-region, multi-sector Computable General Equilibrium (CGE) model with 21 countries/regions and 22 sectors. According to the December 2008 NAMA modalities text, issued by the chair of the negotiation on NAMA, three different scenarios of tariff liberalization of NAMA are conducted on the basis of the Swiss formula with a coefficient of 8 for developed members and 20 for developing (scenario 1), with a coefficient of 8 for developed members and 22 for developing (scenario 2) and with a coefficient of 8 for developed members and 25 for developing (scenario 3). Simulation results show potential economic effects at the macroeconomic and microeconomic level of 21 countries concerned. In particular, Korea is to be one of the winners of tariff liberalization of NAMA in the WTO and Korean automotive industry is to benefit from it to a large extent in terms of its output, domestic sales, exports and trade balance, which implies that Korea needs to actively engage in NAMA negotiations of the WTO.

• International Commerce and Information Review
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• v.17 no.1
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• pp.265-285
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• 2015

After the establishment of WTO for strengthening of GATT in 1995, the world economy has gradually been integrating toward economic globalisation. Even though this multilateral agreement may be beneficial to many countries but it also interferes domestic policies of member countries and threatens the role of local government and policy independence. For these reasons, FTA between countries or regions has been increasing. According to this trend, Korea and China has reached a substantial agreement of Korea-China FTA for mutual benefits. In general, the Korean automobile industry will benefit from Korea-China FTA due to its competitiveness in the global market and improvement of market access. However in the provisional schedule of concessions and commitment reported by press, the automobile seems to be excluded in this schedule of concessions. Hence, Korean automobile industry can not use the price competitiveness from tariff elimination. Therefore, Korean automobile industry needs aggressive marketing strategies for enhancement of brand equity as well as development of environment-friendly cars for following environment policies of Chinese government. Furthermore, they should make efforts to create the efficient investment environment by the removal of non-tariff barriers.

• The Korean Journal of Air & Space Law and Policy
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• v.35 no.2
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• pp.247-280
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• 2020

For customs-free and liberalization on the trade of aircraft parts, the WTO Agreement on Trade in Civil Aircraft was separately concluded as plurilateral trade agreement at the time of launching WTO in 1995, and currently 33 countries including the United States and the EU are acceded but Korea does not. Major details of the Agreement on Trade in Civil Aircraft include product coverage, the elimination of customs duties and other charges, the prohibition of government-directed procurement of civil aircraft, the application of the Agreement on Subsides and Countervailing Measures, and the consultation on issues related to this Agreement and dispute resolution. Article 89 paragraph 6 of the current Customs Act was newly established on December 31, 2018, and the tariff reduction rate for imports of aircraft parts will be reduced in stages from May 2019 and the tariff reduction system will be abolished in 2026. Accordingly, looking at the impact of the Agreement on Trade in Civil Aircraft on the aviation industry, first, as for the impact on the air transport industry, an tariff allotment of the domestic air transport industry is expected to reach about 160 billion won a year from 2026, and upon acceding to the Agreement on Trade in Civil Aircraft, the domestic air transport industry will be able to import aircraft parts at no tariff, so it will not have to pay 3 to 8 percent import duties. Second, as for the impact on the aviation MRO industry, if the tariff reduction system for aircraft parts is phased out or abolished in stages, overseas outsourcing costs in the engine maintenance and parts maintenance are expected to increase, and upon acceding to the Agreement on Trade in Civil Aircraft, the aviation MRO industry will be able to import aircraft parts at no tariff, so it will reduce overseas outsourcing costs. If the author proposes a policy direction for the trade liberalization of aircraft parts to ensure competitiveness of the aviation industry, first, as for the tariff reduction by the use of FTA, in order to be favored with the tariff reduction by the use of FTA, it is necessary to secure the certificate of origin from foreign traders in the United States and the EU, and to revise the provisions of Korea-Singapore and Korea-EU FTA. Second, as for the push of acceding to the Agreement on Trade in Civil Aircraft, it would be resonable to push the acceding to Agreement on Trade in Civil Aircraft for customs-free on the trade of aircraft parts, as the tariff reduction method by the use of FTA has limits. Third, as for the improvement of the tariff reduction system for aircraft parts under the Customs Act, it is expected that there will take a considerable amount of time until the acceding to the Agreement on Trade in Civil Aircraft, so separate improvement measures are needed to continue the tariff reduction system of aircraft parts under Article 89 paragraph 6 of the Customs Act. In conclusion, Korea should accede to the WTO Agreement on Trade in Civil Aircraft to create an environment in which our aviation industry can compete fairly with foreign aviation industries and ensure competitiveness by achieving customs-free and liberalization on the trade of aircraft parts.

• 월간 한농연
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• s.46
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• pp.24-25
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• 2006

전 세계를 떠들썩하게 했던 제6차 홍콩 각료회의가 '성공반 실패반'으로 끝났다. 지난 12월 13일부터 18일까지 150개 회원국과 옵저버(참관국), 국제기구 들이 참석해 치열한 공방전을 벌였다. 그러나 이미 예견했던 바데로 완전히 타결 되지 못하고 내년을 기약했다. 그러나 이번 회의에서 약간의 진전은 보여 DDA는 여전히 우리에게 위협요소가 되고 있다. 폐막일이었던 12월 18일 전체 회원국이 참가하는 공식회의에서 각료선언문을 채택해 2006년 4월 30일까지 세부원칙을 마련하고, 같은 해 7월 31일까지 각 국별 이행 계획서를 제출하자는데 합의 했다. 농업협상에서는 관세감축 구간수, 보조금 감축 구간수, 개도국 우대조항 등 주요 쟁점 별로 약간의 진전을 보였는데, 이는 향후 세부원칙 마련을 위한 협상의 단초라는 점에서 더욱 예의주시해야 하겠다.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.49
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• pp.167-188
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• 2011

The World Customs Organization (WCO) has designed standards to secure and to facilitate the ever-growing flow of goods in international commerce since 9.11 terrorism in U.S.A. These standards are set forth in the SAFE Framework of Standards, which was adopted by the WCO Council at its 2005 Sessions and the SAFE Framework incorporates the concept of the Authorized Economic Operator (AEO), and the Council directed the WCO to develop more detailed implementing provisions for the AEO concept. It is considered to be reliable in customs-related operations and ensures an equivalent level of protection in customs controls for goods brought into or out of the customs territory, whereas it is difficult for many Korean companies to make a decision of introducing the AEO certification programs because of a lack of cost and benefit information. In this article, We have reviewed the definition and the developing status of an AEO programmes and have studied the benefit and expected effect through documentary research methods. Therefore, it is essential for Korean companies to be certified the AEO programmes from Korea customs service for increasing security in international supply chains through risk management and customs compliance, in addition, the key-driver in the future will be expectations from the business community to work with AEO partners.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.47
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• pp.263-298
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• 2010

The global trading system is vulnerable to terrorist exploitation while the international trade is an essential element for the economic development. Customs has a unique role in the international trade to provide increased security while ensuring facilitation of the legitimate flow of goods and the role of Customs has become more and more indispensable these days. In response to this trend, the World Customs Organization(WCO), the organization of more than 170 Customs administrations all over the world, adopted an international framework("SAFE Framework") in 2005, which includes the Authorized Economic Operator(AEO) concept, whereby a party involved in the international movement of goods would be approved by Customs as complying with the supply chain security standards, and given benefits, such as simplified Customs procedure and less Customs intervention. In this stream, the Japanese government has developed and promoted AEO Program in close cooperation with the business sector, aiming at ensuring security while facilitating legitimate trade. For that purpose, Japan Customs, as a main entity in the field of international trade, has developed comprehensive AEO program with combination of programs for importers, exporters, warehouse operators, Customs brokers and logistics operators, such as forwarders and carriers, which are consistent with the "SAFE Framework" developed by the WCO. The purpose of this paper aims to analyse the introduction plans of AEO program for the trade security and trade facilitation with Japanese AEO system.