• 유통과학연구
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• 제12권3호
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• pp.25-32
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• 2014

Purpose - This study reviews changes in the steel export-import structure between Korea and Japan using a trade related index; it focuses on analyzing comparative advantage based on time-series analysis statistics data using the trade intensity index (TII), revealed comparative advantage index (RCA), and trade specialization index (TSI). Research design, data, and methodology - In terms of their economic phase, Korea and Japan have a mutually complementary character. Therefore, this study aims to understand each country's trade structure to strengthen Korea-Japan economic cooperation, examine trade drawbacks, analyze factors that affect trade, and identify ways to improve and expand trade. Results - The results indicate immense potential for mutual cooperation and complementariness, which will yield guaranteed adequate profits comparable to those of any regional economic integrated community. Conclusion - From our viewpoint, Northeast economic cooperation can facilitate industry technological cooperation with Japanese partners in the prevailing environment that is characterized by increasing competition among industries and the need to secure stable resource supplies as well as the expansion of the export market and diversification, which can have significant positive implications.

• 무역학회지
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• 제48권4호
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• pp.47-66
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• 2023

본 연구는 중국의 대외무역정책 조치가 중국에 미치는 영향을 살펴보고자 하며 중국의 양자 무역이 실질실효환율의 움직임에 크게 영향을 받는다는 것으로 나타났다. 또한, 총무역흐름과 환율변동의 관계를 분석한 결과 실질환율의 하락이 중국의 수출량을 증가시키고 수입량을 소폭 감소시키는 것으로 나타났다. 또한 중국의 수출량은 환율수준에 비해 환율변동성에 대한 민감도가 높은 것으로 나타났으며, 나아가 세분화된 무역흐름에 대한 실증결과는 상품마다 환율변동에 따라 상이한 영향을 받고 있음을 시사하고 있다. 자본재와 소비재는 서로 다른 가공 단계에 있으므로 환율 하락으로 인해 수출입에 부정적인 영향을 미치지 않은 것으로 나타났다.

• 무역상무연구
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• 제47권
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• pp.185-212
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• 2010

This study aims to derive practical suggestions to apply application methods by auxiliary costs, especially application of logistics and customs clearance areas in order to establish EPS support system of auxiliary cost occurred from export/import. For the propose, this study has analyzed types and situation of auxiliary costs, application method by auxiliary costs, payment situation of logistics auxiliary costs and clearance auxiliary costs and suggested the relevant problems and their application methods. Especially, in case of logistics auxiliary costs through connection to the attached general documents required for negotiation by reflecting characteristics of B2B transactions. In addition, it has suggested that those services by the said system should be conveniently used commonly by the export companies and logistics companies through provision of various payment measures, support of foreign currency payment, etc. and security of reliability/system stability, etc. for the compatible payment with other systems as the prerequisite for the successful settlement of the auxiliary costs EPS. It is expected that satisfaction of the uTradeHub users such as export/import companies and logistics companies will be increased, user-oriented customized information services such as raw cost prediction service through calculation of auxiliary costs could be available in the future and efficiency of work processes related to auxiliary costs will be increased, by providing the EPS through various single window based payment measures through establishment of the export/import auxiliary costs payment system.

• 통상정보연구
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• 제7권3호
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• pp.269-286
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• 2005

The exchange rate volatility has been increased since the time when the floating exchange rate system was introduced in Korea. As a result, the increase of the exchange rate volatility raised the risk in international trades in Korea. The purpose of this study in to study the feature of exchange rate volatility and the main sources of its increase and to confirm whether the exchange rate volatility influence export volume and price of Korea. In the first place, I measured exchange rate volatility with two methods. The one is descriptive statistic method such as the width of daily exchange rate fluctuation and the rate of exchange rate devaluation. The other is the time varying conditional variance of exchange rate. Then, I studied the sources of exchange rate volatility. In the second place, I defined the exchange rate volatility as the time varying conditional variance and estimated it by using elastic a approach model which shows exchange rate is affected by itself and its conditional variance, I estimated its effects on export volumes and prices of electric home appliances, information & communication equal and semi-conductor. The result of this study is as follows. With presumed result EU and Korea because is not the goods which is to substantial competition relationship, The effect where the relative value change of presumed result expression anger and the dollar of import and export function goes mad to the import and export of Korea the income compared to is to export and it is appearing a lot. The EU goods is sold more expensively the Korean goods than from about length being caused by American market of the dollar and the balance of trade of Korea is visible like being visible the improvement of single breadth. Because the relationship of competition is weak but substantially there is to a short term and expression - the effect where the dollar rate fluctuation is big in Korean trade there is a possibility of saying that widely known it is not.

• 무역상무연구
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• 제13권
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• pp.151-192
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• 2000

This study has been focused on the revisions and characteristics of the 7 non-maritime trade terms(EXW, FCA, CPT, CIP, DAF, DDU and DDP) in Incoterms 2000. Main characteristics are as follows: First, the use of different expressions intended to convey the same meaning has been avoided and the same expressions as appear CISG have been used. Second, the content of preamble in each trade terms has been shortened and definitedly. Third, if the parties are going to use variants of trade terms in Incotrems 2000, the meanings should be made clear by adding explicit wording in the contract of sale. Main revisions of the 7 trade terms are as belows: First, Incoterms 2000 has emphasized that in EXW, the seller delivers when he places the goods at the disposal of the buyer at the seller's premises or another named place(i.e. works, factory, warehouse, etc.) not cleared for export and not loaded on any collecting vehicle. Second, in FCA, delivery is completed; a) If delivery occurs at the seller's premises, the seller is responsible for loading. b) If delivery occurs at any other place, the seller is not responsible for unloading. Third, in CPT and CIP, all costs and charges relating to the goods whilst in transit until their arrival at the agreed place of destination, unloading costs and all duties, taxes and other charges as well as the costs of carrying out customs formalities payable upon import of the goods and for their transit through any country are linked with the content under the contract of carriage. Fourth, Incoterms 2000 has emphasized that in DAF, the seller delivers when the goods are placed at the disposal of the buyer on the arriving means of transport not unloaded, cleared for export, but not cleared for import at the named point and place at the frontier, but before the customs border of the adjoining country. Fifth, Incoterms 2000 has emphasized that in DDU, the seller delivers the goods to the buyer, not cleared for import(in DDP, cleared for import), and not unloaded from any arriving means of transport at the named place of destination. Sixth, if the parties do not intend to deliver the goods across the ship's rail, FCA, CPT and CIP instead of FOB, CFR and CIF should be used.

• 복식문화연구
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• 제27권3호
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• pp.251-263
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• 2019

As the spread of the health and wellness trend continues worldwide, many consumers are spending much time on sports activities and expressing their individuality through sportswear. This study analyzes the trade networks of major exporters and importers of athleisure wear to provide an exporting policy for Korean apparel companies. As a result, The USA was found to import the most athleisure wear. On the other hand, China had the largest number of athleisure wear exports, and India's exports, which are becoming increasingly important as apparel producers were notable. Next, using the concept of the centrality of social network analysis, it was found that the USA was the largest importer and the center of athleisure wear's export network, but its influence has decreased gradually since 2010. China has the highest out-degree and betweenness centrality and center in the export of athleisure wear. The centrality of Asian countries such as India and Vietnam has increased. In Korea, the import of athleisure wear has increased greatly, but the export of athleisure wear has continuously decreased. Korea has less price competitiveness than other developing countries in Asia, but many Korean athleisure wear clothing brands are now attracting popularity not only in Korea but also in other countries with their excellent technology and design. In the future, the exporting policy of Korea's athleisure wear should focus on high value-added and differentiated products.

• 무역학회지
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• 제46권1호
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• pp.83-111
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• 2021

This paper conducts a Structural Dcomposition Analysis on the structure of factors contributing to the output growth of Korean Maritime and Port Industry during year 2000~ year 2017. Some of results are as follows. The output growth rates of the industry (yearly average 4.3%) was far lower than the average growth rates of Service as well as of Manufacturing Industries (yearly average 9% and 6.8%, respectively) due to the lower output growth of Maritime Industry. Among the growth contributing factors, change in domestic demand for final goods is the first contributing factor, and then change in technology, change in export and import substitution for intermediate goods are followed in order, but import substitution for final goods decreased its output. However, in each respective sub-periods of pre-global financial crisis and post-global financial crisis, change in the export, especially change in the export of Maritime Industry is the dominant determinant of output change in the Maritime and Port Industry in opposite ways. In the periods of the former the increase in the export of Maritime Industry overwhelmingly led the output growth of the Maritime and Port industry, but in the periods of the latter the decrease in its export was the culprit of lower output growth of the industry. On the other hand, among all industries of service and manufacturing sectors, Wholesale and Retail industry is the leading industry in contributing to the output growth of the Maritime and Port Industry, and Transportation Equipment industry is the leading industry among all manufacturing industries.

• 아태비즈니스연구
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• 제7권2호
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• pp.49-59
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• 2016

The study attempts to investigate the causes of Sino-U.S. trade friction in recent years and provides countermeasures accordingly. The import and export volume of two countries, the product structure of China's export, the 337th Act lawsuits related to China, the industries involved in trade friction, and the G-L Index of Sino-U.S. Products are analyzed in detail. The causes of Sino-US trade frictions are discussed from the aspect of mercantilism and trade protectionism, interest groups and governments' trade policies, Chinese product structure, intellectual property protection in China, and performance of Chinese enterprises in litigation. Based on these, countermeasures are put forward. China needs to implement industrial upgrading, increasing the added value of products, and improving intellectual property protection. A trade friction warning system also needs to be constructed. The Chinese government needs to carry out strategic dialogue and international negotiation.

• Journal of Korea Trade
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• 제23권8호
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• pp.1-26
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• 2019

Purpose - This paper investigates the recent trade collapse, recovery, and prolonged slowdown to shed light on the discussions about whether the current slowdown is structural or cyclical. I examine structural, cyclical, and heterogeneous aspects of the recent trade trends using detailed statistics of a small open economy, South Korea, whose economic success and growth have been heavily dependent on exports. Design/methodology - I use both aggregated and disaggregated trade statistics of South Korea. I apply the following methodologies: 1) I decompose the trade growth into the extensive and the intensive margin and observe the effect of prices over time. 2) I estimate the trade-income elasticities focusing on the world's import demand, separately for goods from the world and from Korea. 3) I compare the drop in goods exports in slowdown and trade collapse, which are the two unusual periods in the recent history when world trade has substantially dropped altogether. Findings - I show that while the last drop of trade after 2015 has cyclical aspects, there is evidence that the continued slowdown from 2012 is structural: 1) the so-called 'China factor' is found in the analysis of trade-income elasticity of the world and China for imports from Korea. 2) The bilateral trade barriers between Korea and its principal trading partners are universally tightening. 3) Firm sizes, destination countries, and the mode of transactions affect disaggregated trade flows during the slowdown periods. Originality/value - This paper contributes to the debate regarding whether the current trade slowdown is structural or cyclical. I provide two concrete evidence that the export drop in 2015 stems from low oil prices: one is the divergence of Korean export value index from its export quantity index, which started in late 2014 when oil prices plunged. I also contribute to the literature by providing evidence that Korea's trade barriers with important trading partners are steadily increasing since 2012 as the protectionist measures toward Korea's export products are steeply increasing after the global financial crisis.

• 무역학회지
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• 제47권1호
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• pp.1-12
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• 2022

This study analyzes FCEV among measures to respond to climate change policies. In particular, it proposes alternatives to solve this problem in the trade industry, which relies on transportation sectors with high greenhouse gas emissions such as exports and imports of goods. Therefore, when FCEV is introduced in the transportation sector, changes in CO2 emissions, a greenhouse gas, and changes in logistics costs for changes in CO2 emissions are set through scenarios to evaluate the impact on product trade, such as imports and exports. As a result, the increase in logistics costs due to carbon dioxide emissions affected the import and export volume of goods, and when FCEV was introduced, the export volume would increase by up to 5.6%, and the import volume by up to 30%. In addition, CO2 emissions decreased to about 60% in 2050. Therefore, the introduction of FCEV in the transportation sector will greatly contribute to increasing sales in the trading industry and will be able to solve environmental problems such as greenhouse gas reduction.