• 디지털융복합연구
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• 제13권12호
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• pp.41-46
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• 2015

이주여성의 증가는 한국사회에 많은 영향을 미치고 있지만, 적절한 사회프로그램이 제공되지 못하고 있는 상황이다. 최근 이주여성은 사회적 약자의 위치에서 벗어나 자신의 문화를 지키고 스스로의 역량을 강화해 나가는 새로운 집단으로 부각되고 있다. 따라서 디아스포라의 함의를 포함하여 문화절충과 소수집단의 역량을 강화하는 측면에서 장기적이면서 비차별적인 사회프로그램의 개발이 시급한 상황이다. 본 논문에서는 이주의 역사가 오래된 EU의 이주여성을 위한 사회프로그램을 분석하여 앞으로의 사회프로그램개발에 기여하고자 하였다. EU자료분석은 인터넷자료와 EU Commission의 공식자료를 주로 분석하여 표로 재구성하였다. EU 사회프로그램의 특징은 비차별, 완전 고용, 인권과 시민권을 기반으로 구성되었다는 것이고, 사회적배제의 차원이 아니라 사회포용정책의 일환으로 제공되고 있다. 단기간의 전시성 프로그램이 아니라 장기적으로 완전고용을 통한 시민권 보장을 위한 프로그램이 준비되는 것이 사회통합차원에서 필요할 것이다.

• 농촌계획
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• 제8권3호
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• pp.15-23
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• 2002

The study was performed to establish a criteria which can be served as a reference in preparing upland direct payment program in Korea, by analyzing WTO agreement content and by studying about direct payment program in EU and Japan and by slope analysis using GIS. Slope analysis using GIS was operated by 1/5000 digital map, and a field survey was put in practice, and merits and demerits were deduced. We can propose a criteria to select the disadvantaged areas in aspects of physical condition, farming condition. and economical and social condition is important to regionally classify "less-favored area(LFA)" and LFA division by economical and social condition is needed to identify legally. Therefore, we would propose a criteria which can select "less-favored area" by analyzing WTO agreement content and by studying about direct payment program in EU and Japan and slope analysis using GIS and a field survey.

• 농촌지도와개발
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• 제15권4호
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• pp.551-576
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• 2008

The European Union has an active rural development policy because this helps us to achieve valuable goals for our countryside and for the people who live and work there. Rural development policy involves the cofinancing by the EU and Member States of a variety of measures. Member States decide on the most appropriate measures for their rural areas from a menu of measures proposed at EU level. There are 18 Leader+ programs in Spain. Program supports Local Action Groups which are located in two or more autonomous regions. The Valle del Jerte, located in the northwest of the province of Caceres is one of the districts making up what is known as the Alta Extremadura. The rural development strategy in this area is to overcome the great deficits of the rural world, prevent rural exodus by improving the quality of life of the population,and improve the soicoeconomic environment of the district in order to help create jobs and improve family incomes. Specifically they try to create a mechanism to improve involvement, communication and social cohesion in the district, with a view to improving the internal structure of organizations and establishing rural channels for cooperation between district institutions for integrated development of the district.

• 아동학회지
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• 제24권2호
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• pp.109-121
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• 2003

The program implemented in this study consisted of 4 parts : positive self perception, understanding and expression of emotion, communication skills, and interpersonal problem solving competence. Implementation took place once a week In 12 60-90 minutes sessions. The subjects were 33 11- to 13-year old children residing in 2 institutions similar to each other. The experimental group consisted of 11 boys and 7 girls and control group of 7 boys and 8 girls, respectively. Implementation was bracketed by pre- and post-tests. After the 12 weeks intervention program, there were significant differences between the experimental and control groups. The experimental group improved in social and communication skills. Both the experimental and control group didn't improve in self-esteem.

• 약학회지
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• 제52권2호
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• pp.151-159
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• 2008

Consultation program for pharmaceutical development is a new system in which pharmaceutical companies meet and discuss scientific and/or regulatory issues with drug regulatory authority in the research process and before submitting new drug applications. This program helps pharmaceutical companies reduce uncertainties in the research and development and increase the possibilities of getting drug marketing approval. Developed countries such as US, EU, and Japan have implemented various forms of pre-submission meetings or consultation programs since the mid-1990s. The rapid development of technology in pharmaceutical R&D increases the importance of communication between drug development companies and drug regulatory authority in Korea, too. In designing the consultation program, it is desirable to focus on the stages of clinical trials which take the longest period of time and the biggest amount of money in the pharmaceutical R&D process. We suggested that results or recommendations by drug regulatory authorities in pre-submission meetings or consultations be formally documented and considered in review process. Explicit scientific reasons are required for changing the results from consultations.

• 기술혁신학회지
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• 제4권3호
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• pp.275-290
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• 2001

The frameworks for evaluation of national R&D programs reflect their various political and administrative cultures(Gibbons & Georghiou, 1987), and the structure of national R&D system. In this research the core research questions are : what is god evaluation\ulcorner What is being evaluated, by whom, by which criteria, for whom and what purpose\ulcorner In order to examine these general aims and answer these questions, in detail several objectives can be proposed on the process of this research. In this research, the national R&D programs will be considered in terms of the interface between evaluation and the wider policy-making process. The programs for case study are the Alvey program(UK), the Advanced Technology Program (US) and the Framework program(EU) . One of the characteristics of these programs is the well established evaluation systems they have. From the comparative analysis, we can withdraw some useful implication for Korean evaluation practice for national R&D programs. Evaluation system is social process and the way in which it is organized is critical to its outcome.

• 유통과학연구
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• 제12권2호
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• pp.27-37
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• 2014

Purpose - As economic activities between different countries have rapidly spread in a world of free trade, it is inevitable that a large volume of cargo will be carried between countries. It is natural, then, that CO2 emissions and other environmental pollutions have followed, which exposes people and society to serious environmental problems and social costs, and so on. Therefore, the need to understand logistics is not only a matter of transportation but also an environmentally oriented matter. The purpose of this study is to look at some lessons and implications from the European case in terms of green logistics matters. Research design, data, and methodology - In order to look into this matter, first, it has to be established that some cargo transport volumes using different transportation modes have clearly declined because of previous economic recessions. Some transport policies produced by the European Union (EU) are based in a long history of struggling to cope with transport matters in European countries. In its recent transport policies, the EU has provided greener transportation alternatives, realizing that pollution matters affect the European transport market. This study tries to determine what policies the EU has implemented to deal with green logistics matters. This study concentrates in particular on the Marco Polo program in the EU. Results - This study found that the EU seems to consider these kinds of matters, that is, transport and the environment in the context of green logistics. The EU launched some policy instruments to solve this matter relatively earlier than other countries and reviewed them as necessary. In order to make these policy tools work, the EU provided PACT for combined transport, and then the Marco Polo I and II European transport white paper packages. These European policies deal with green logistics matters in two ways. First, some restrictions have been imposed, especially taxation, and so on. Transport subsidies are also powerful means of handling green logistics matters in Europe. Along with these two means of dealing with transport and the environment, the EU eventually targeted integration of different transport modes. Instead of employing only a single transport instrument mode to deliver the cargo to be carried, such as trucking, rail, ocean-going carrier, flight, or inland waterway transport, the EU has proposed that combining transport modes is the best alternative for transport and the environment. That is, the EU is pursuing the adoption of multimodalism as an answer to the green logistics challenge as it provides a more cost efficient and more productive means of transport. Conclusions - In conclusion, multimodal transport should be considered when applying green logistics, as it can provide an alternative way to achieve transport and environmental solutions together at the present time. Two methods can be used to encourage multimodal transport: restrictions and subsidies. These are the lessons and implications from European green logistics policies.

• 무역상무연구
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• 제66권
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• pp.285-312
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• 2015

Export and import of food, agriculture, forestry, fishery products are suffering from low growth rate due to the European financial crisis, global recession, and Japan's 2012 export expansion following the aftermath of 2011 earthquake. Upon the signing and enactment of Free Trade Agreement with the U.S. and the EU, agriculture and fishery product have become the center of attention. Agriculture and fishery was reported to be 80million dollars, 1.46% of total national export, in 2012. Starting from2000, South Korea's government began its effort to expand agriculture and fishery export and as a result, export has steadily increased despite decreased consumption led by global recession. K-Sure has started an insurance program with the purpose of promoting SME business's export. It protects SME business against risk arising from credit, emergency, bad debt, and domestic price increase. This study aims to evaluate the service quality of K-Sure's insurance program via surveying SME businesses in the agriculture and fishery industry. Also this study will identify key service factors for SME businesses and explore ways to expand SME exports of agriculture and fishery by analyzing consumer satisfaction index. Results indicated service product quality factor, service communication quality factor, and social quality factor was key to improving consumer satisfaction for SME businesses in agriculture and fishery industry. Service product quality factor had a negative effect on consumer satisfaction in term of variety and results indicated that service communication quality factor's responsiveness element had minimal impact on consumer satisfaction. Conversely, all elements for social quality factor had positive effects on consumer satisfaction. Thus, leading to the conclusion that improvements in service product quality factor and service communication quality factor will indeed increase consumer satisfaction.

• 유통과학연구
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• 제13권10호
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• pp.123-133
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• 2015

Purpose - The Korean government has devised intermodal transportation policies and granted subsidies to shippers and logistics companies that made a conversion of transportation means through the policies. This provides support by expanding the complex uniform railroad transportation and overhauling the deteriorated railroad facilities. As for 2013, however, the freight transportation percentage of railroad was 4.5% in tons and 8.5% in ton kilometers. Meanwhile, since the 1990s, developed countries such as the U.S. and Europe have been trying to expand intermodal freight transport with a legal and institutional support to build a logistics system corresponding with social and economic environmental changes. In this study, I set out to examine the effects of the intermodal freight transport policies in the EU and the U.S., and to explore the direction of setting up a rail intermodal transport system in South Korea. Research design, data, and methodology - The paper used a qualitative research methodology through the literature review. First, was an overview of Intermodal transportation in the EU, U.S. and UN. Second, it describes the development of transport in Europe and the U.S. with particular emphasis on intermodal freight transport. Third, it explores the direction of setting up a intermodal freight transport in South Korea. The last section contains concluding remarks. Results - As for the EU, it has been promoting integration between transport and intermodal logistics network designs while utilizing ITS or ICT and supports for rail freight intermodal by giving reduction to a facilities fee or subsidizing for rail freight in order to minimize the cost of external due to freight transport. On the other hand, as for the U.S., it has been made up of an industrial-led operating project and has been promoting it to improve accessibility between intermodal hubs and cargo terminals through intermodal corridor program, and an intermodal cargo hub access corridor projects, etc. Moreover, it has tried to construct intermodal transport system using ITS or ICT and to remove Barrier. As a result, in these countries, the proportion of intermodal freight transport is going to be the second significant transport compared with rail and maritime transport. An Effective rail intermodal transport system is needed in South Korea, as seen in the case of these countries. In order to achieve this object, the following points are required to establish radical infrastructure policy; diversify investment financing measures taken under public-private partnerships, legal responsibilities, improvement of utilization of existing facilities to connect the railway terminal and truck terminal, and enhancement service competitiveness through providing cargo tracking and security information that combines the ITS and ICT. Conclusions - This study will be used as a basis for policy and support for intermodal freight transport in South Korea. In the future, it is also necessary to examine from the perspective of the shipper companies using the rail intermodal transport, ie, recognition of shipper, needed institutional supports, and transportation demand forecasting and cost-effective analysis of the railway infrastructure systems improvement.

• 무역상무연구
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• 제46권
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• pp.265-313
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• 2010

Kyoto Protocol is an international convention on concrete performance program for UNFCCC(United Nations Framework Convention on Climate Change), which regulate and prevent to global warming and officially came into effect on February 16, 2005. Kyoto flexible mechanisms, the agreed environmental system in March 1997 in the Third Conference of Parties in UNFCCC General Assembly, Emission Trading System(ETS), Clean Development Mechanism(CDM) and Joint Implementation(JI), are key policies related to environment. In advanced countries, greenhouse gas emissions should be reduced average 5.2% level compared to 1990 in total emissions during 2008-2012. World leading carbon market finished the trial on the EU ETS I greenhouse gas emissions trading system, EU ETS II is operated regularly after 2008. World Bank leads to make 'Prototype Carbon Fund(PCF)' in April 2004, which is the world first carbon fund and a representative public carbon fund type, World Bank operate various funds including present PCF. Thus, I would like to propose as follows in relation to this study: First, in the validity analysis of carbon funds, it would be needed to analyze the Emission Reduction Cost Efficiency(ERCE) of carbon. The ERCE is a break-even value which brings the Net Present Value(NPV) to zero. NPV approach is used among projects and it enables potential projects to be compared and evaluated the ERCE on the basis of the net present value of net future cash flows. Therefore, according to results of analysis, carbon funds should be developed and invested. Second, it would be necessary to allow of issuing bonds together with carbon funds, carbon finance etc. Third, carbon funds, it would be reasonable to have a relatively enough maturity in project and as a financial derivatives in the international financial markets, it is needed various types of transactions. Fourth, it would be needed to standardize the carbon emissions trading for more efficiently. Fifth, it would be necessary to establish and invest in various kinds of domestic and overseas global carbon funds, including governments, privates, governments and privates sectors. And it is also needed to establish the medium and long term plans for carbon funds. Sixth, it would be needed to foster the advanced trade mechanisms for carbon funds in the most effective ways. Finally, carbon funds should be used in harmony with international societies to reduce global warming as the social responsible investing funds and it should be contribute to sustainable development. In addition, it would seem that carbon funds should be studied on establishing the contributable standard of sustainable development in the future assignment.