• 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.

• Journal of the Economic Geographical Society of Korea
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• v.9 no.2
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• pp.243-260
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• 2006

The continuing enlargement, deepening integration of EU and penetration of extra-EU enterprise into EU market are forming a new geographical restructure of the production system. In this paper, I analyse the changing geography of the EU automotive production system. The globalization and regionalisation of production activity intensify a competition among the enterprise. The European automotive production system changes to a platform system and a modular system for a diminution of productive costs, a development of various products and a frequent innovation of products. The European automotive enterprise is restructuring geographically the production functions and products in order to promote efficiency on a new production system, enlarged production space and intensified economic integration. The European automotive industry tends to a spatial specialization and agglomeration according to the locational factors of production functions and products and the locational condition of regions. This intensifies the geographical hierarchic structure of production activity between the core and the periphery.

• NEWSLETTER 전기공업
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• no.94-12 s.109
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• pp.7-31
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• 1994

• International Commerce and Information Review
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• v.19 no.3
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• pp.25-44
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• 2017

In 2017, the EU-Japan FTA talks were resumed ahead of the G20 summit in Brussels, Belgium, and agreed to abolish tariffs on 95% of all trade items. These figures are highly liberalized agreements that are equivalent to the Pacific Rim Economic Partnership Agreement (TPP). Particularly, Japanese automobiles were aggressively negotiating the abolition of tariffs with 7-year grace period and the gradual elimination of European cheese in 15 years. If the agreement is concluded, the tariffs of 1 billion euros (about 1.3 trillion won) will disappear, and Korea, which has similar industrial structure with Japan, will be hit by the processed food, chemical products, medical equipment, dairy products and automobile industries. do. The purpose of this study is to examine the mutual recognition agreement (MRA) that can directly affect the Korean companies in the content of the Japan-EU FTA and to suggest the implications for the Korean export companies.

• The tire
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• s.235
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• pp.10-17
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• 2008

한중일 3국간 경제협력이 강화되고 있다. 우리나라는 그 동안 칠레, 아세안, EFTA, 미국과 EU 등 원거리에 있는 국가와 자유무역협정(FTA) 체결을 위한 협상을 벌여 왔다. 이 과정에도 아직도 FTA에 대한 찬반 논란이 끊이지 않고 있지만 04년 이후 중단되었던 한일 FTA협상을 재개할 것인가에 대한 검토가 이루어지고 있다. 또한 한중 FTA의 타당성과 추진 시기에 대해서도 검토되어야 한다는 견해가 대두되고 있다. 한중일간의 FTA 협상이 본격화될 경우 우리나라는 본격적인 시장개방과 함께 동북아협력의 새로운 시대를 맞이할 전망이다. 본 고에서는 최근 한중일 자동차산업의 동향 및 협력현황을 살펴 보고 동북아 3국간 새로운 협력시대의 전개와 그 시사점을 도출해 보기로 한다.

• Information Systems Review
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• v.11 no.3
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• pp.191-207
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• 2009

Manufacturing companies expand their revenue sources by advancing into upstream or downstream of business value chains with special focus on service. Such a new movement is called as servicizing. We introduce various successful cases of automobile industry in Korean and overseas countries. Information technology has been taking a critical role in automobile manufacturer's servicizing efforts leveraging their manufacturing capabilities and brand power. Servicizing cases include telematics, collision prevention, used-car sales, rental, and car life of Japanese, German and three Korean automobile companies.

• The monthly packaging world
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• s.169
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• pp.58-64
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• 2007

지금까지의 국제환경규제 중 가장 강력한 환경규제로 평가되는 유럽연합(EU)의 REACH(신 화학물질 관리제도)가 다음달인 6월 발효된다. 이 제도에 제대로 대응하지 못할 경우 유럽 수출길이 막히게 돼 국내 기업들의 대책 마련이 시급하다. REACH가 가장 강력한 환경규제로 꼽히는 이유는 규제 대상의 광범위성 때문이다. 화학제품은 물론 전자, 자동차, 생활용품 등 완제품에 함유된 화학물질도 모두 등록 대상으로 총 3만종이 넘는다는 게 EU 화학물질관리청의 추정이다. 그러나 문제는 REACH가 EU 수출에 있어 거대한 무역 장벽으로 등장하고 있지만 국내 산업계의 대응은 아직 크게 미흡하다는 것이다. 특히 중소기업의 경우 REACH의 개념조차 제대로 모르고 있는 실정이다. 환경부가 지난해 말 EU에 수출하고 있는 3200여개 기업을 대상으로 설문조사를 한 결과, 응답률은 127개(회수율 4%)밖에 안됐으며 설문에 참여한 117개 중소기업 중 제도에 대해 전혀 모르고 있다는 답변이 36%나 됐다. 본 고에서는 일본기업 REACH 대응 설문조사 결과 내용을 통해 국내 인지도와 비교해 봄과 동시에 REACH 제도에 대응하기 위해 나아갈 방향을 조명해 본다.

• Environmental and Resource Economics Review
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• v.31 no.3
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• pp.419-449
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• 2022

This paper aims to quantify the potential economic burdens of EU's carbon border adjustment mechanisms faced by Korean domestic industries. In addition, this study tries to compare and analyzes changes in the burden of each industry resulted from the implementation of the domestic low-carbon policy. Based on the quantitative findings, we intend to suggest policy implications for establishing mid- to long-term strategies in response to climate change risks. Based on the environmentally extended input-output analysis, the total economic burdens of the domestic industries due to the EU's carbon border adjustment mechanisms are estimated to be approximately KRW 8,245.6 billion in 2030. Looking at the impacts by industry, it is found that major industries such as petrochemicals, petroleum refining, transportation equipment, steel, automobiles, and electric/electronic equipment industries are expected to account for 84.3% of the total potential burdens. In addition, in multiple policy scenarios assuming technological developments and energy transition following the implementation of domestic low-carbon policies, the total economic burden of carbon border adjustment is expected to decrease by about 11.7% to 15.0%. The main result of this study suggests that we should not view EU EU's carbon border adjustment mechanism as a trade regulation, but to use it as a momentum for more effective implementation of the low-carbon and energy transition strategies in the global carbon neural era.

• Journal of the Economic Geographical Society of Korea
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• v.19 no.3
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• pp.491-511
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• 2016

This paper attempts to understand the nature and dynamics of global value chains in the auto industry using the OECD TiVA 2015 edition on the bilateral foreign value added in exports over the period 1995-2011 and employing the techniques of social network analysis such as the computation of network measures and visualization of value added trade flows. It is shown that there has been a tendency towards increasing production fragmentation both within and across regions. The automotive value-added network is found to have small-world properties with a hierarchical, clustered and dense structure. The differences among the US, Germany and China as major suppliers of foreign value added in global automotive value chains are remarkably revealed. Although the fragmentation of production has been developed on a global scale, a dichotomous tension between center and periphery and domestic and foreign capital lies behind it.

• Journal of the Korea Society for Simulation
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• v.15 no.2
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• pp.13-21
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• 2006

Due to the exhaustion of resources and increasing concerns about the environment, reverse logistics has become a critical issue in recent years. We discuss the conventional logistics operations and the reverse logistics operations in the automotive industry. The traditional supply chain (TSC) and the reverse supply chain (RSC) models are developed to compare performance between two systems. In addition, results of the simulation models are discussed in respect to total costs, inventory levels and stock-outs to analyze the effects of introducing of reverse logistics system.