The main topic of the thesis is the Common Commercial Policy of European Union that began with the liberalization of internal trade and the integration of the foreign trade of the member states. It describes historical process of trade policy's development along with the actual problems. This part is explaining why the Common Commercial Policy is so meaningful nowadays. Very important part of the thesis is dedicated to the common rules, which EU uses not only in its internal trade, but also in foreign trade with third states. Next part describes trade relations of EU based on agreements between the Community and other non-EU countries or international organizations. The agreement can be based on bilateral relations between the EU and trade partners or in form of multilateral relations under WTO. Special attention must be paid to the actual trade relations between the Community and Russia, while the importance of Russian Federation in international relations constantly rises. Before understanding the role of Russia for the EU is very important to look at the position of Russian in the world economy and its perspectives in the future. The thesis describes economic, political and trade relations between the EU and Russian federation from the period of its rise up to date. The main advantages from the Common Commercial Policy can be found at the end of the thesis.

This dissertation consists of three chapters discussing the effects of changing trade barriers for Canadian firms and a final chapter investigating hazardous waste trade, one of the important environmental issues in international business. The first three chapters use simple theoretical structures and firm level data to examine the evolution of Canadian manufacturing following the tariff changes imposed by the Canada-US Free Trade Agreement. Chapter one considers the influence of falling tariffs on firm survival, chapter two investigates how trade liberalization effects firm growth in terms of size and productivity, and the third chapter considers the implication o f falling trade barriers for firm financial structure. The fourth chapter diverges from the first three to explore the determinants of international shipments in hazardous waste using a gravity model with factor endowment conditions and waste trade data from 89 countries. / Business, Sauder School of / Graduate

Revenue Canada, Customs and Excise is given the responsibility for controlling the importation of foreign goods into Canada by provisions of federal legislation. The control is effected by regulations requiring that most imported goods pass through a sufferance warehouse to be presented to Customs, along with approved documentation, for appraisal and assessment of applicable duty and taxes. Sufferance warehouses have been approved for all modes carrying foreign goods into Canada with the manifest mode of transport dictating the sufferance mode. The sufferance warehouse concept originated on the docks where goods arriving by sea were discharged for entry into Canadian markets. This was the natural clearance location , being the first breakbulk point on Canadian soil the clearance function could be-undertaken with minimum disruption to the efficient flow of goods. Rail sufferance warehouses were authorized soon after rail, lines crossed the Canada-United States border. Rather that requiring appraisal and assessment of import charges at frontier border crossings Revenue Canada authorized creation of rail sufferance warehouses, at inland ports where the normal breakbulk function takes place. Similar facilities have been authorized for the air mode at airports across Canada. Until 1952, the transborder motor carrier industry was required to present shipments to Customs at frontier border points. In that year, a national rail strike put pressure on the trucking industry and on Customs, to improve the delivery system for transborder goods. Revenue Canada's response was extension of the inland sufferance warehouse concept to the highway mode.. A series of privately-owned warehouses were authorized on a monopoly basis within each Customs port area, through which all transborder motor carriers were required to clear goods for Customs purposes. The highway sufferance warehouse system has accommodated the needs of Customs, those of the motor carriers and those of consignor/consignees of transborder goods by providing breakbulk facilities for carriers, adherence to the clear ance process which Revenue Canada demands and a minimum of delay time and cost for the consignee and the Canadian taxpayer within a centralized facility. In spite of the success complaints have been heard from motor carrier firms forced to use the facilities operated by the monopoly warehouse-keeper who is often a carrier firm competing for transborder freight traffic. These complaints are of inequities in the treatment of carriers using the warehouse facilities which the unregulated monopoly power of the operator permits. Specifically, carriers complain of unequal provision of services at the warehouses, about excessive rates and charges for space and services and about the effects of these factors on intra and inter modal competition. The thesis examines the transborder motor carrier industry share of the freight market and the clearance process for imported goods. It was found that the trucking industry holds a significant and increasing share of the market-— increasing at the expense of the rail carriers. The clearance procedures were found to be complicated by excessive and confusing documentation requirements and, although some simplification has occurred, changes which would simplify this major cause of clearance delays are advisable. The available information about the highway sufferance warehouse system is presented and is supplemented by the results of the 1976 Highway Sufferance Warehouse Survey undertaken as a part of this study. The thesis examines the specific complaints about the sufferance warehouse system and suggests that they result from a lack of enforcement of the existing regulations governing warehouse operations by Revenue Canada. Both public and private interests are served when competition in the transborder freight market is encouraged and in those instances when public sector inaction discourages competition changes are necessary. The thesis considers the United States system highway clearance system and suggests that the problems in Canada are not serious enough to require adoption of new procedures but could benefit from some 'fine tuning’ measures which would place with Revenue Canada the responsibilty for regulating the monopoly sufferance warehouse system. / Business, Sauder School of / Graduate

The extent to which labour market are affected by trade liberalization depends crucially on their ease of reallocating labour and factors of production across regions and sectors of the economy. However, previous literature has provided little insight on the role of migration and labour market frictions in shaping the effects of trade reform across regions in South Africa (SA). This paper considers this key question by observing the effect of tariff reform on the spatial reallocation of labour across sectors and regions over the period, 1996 to 2011. Overall, tariff reductions on imports in SA has induced spatial reallocation of labour in SA with a dominant flow of labour from regions/sectors with characteristically high tariff reductions towards regions/sectors of low tariff reductions. Critically, the paper finds that pull factors assimilated through the import competition channel have a positive significant effect on the migration rate, while the opposing push effect is insignificant.

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by Yip Wai-hon. / Bibliography: leaves [92]-97 / Thesis (M.B.A.)--Chinese University of Hong Kong, 1984

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The impacts of tariffication on Canadian milk producers were estimated via supply, price and trade flow parameters using a spatial price equilibrium model applied to milk production regions of Canada and the United States. / Two price scenarios were put forward because of supply management in Canada. The first incorporated producer prices while the second used shadow prices for Canadian producers, defined as the producer price less a reduction in price which accounts for the value of production quota. The hypothesis that tariffication reduces milk production in Canada to the extent that U.S. producers increase their exports to Canada was partly supported in scenario one but not in scenario two. Specific tariffs of $11.00/hl prevented U.S. imports to reach Qu 'ebec and Ontario. However, the rest of Canada increased its imports from Great Lakes to the detriment of Quebec and Ontario. Consequently, production decreased slightly in Qu 'ebec and increased in Ontario, whereas prices decreased significantly in both provinces. Scenario two showed ability of Qu 'ebec and Ontario to withstand American competition. Prices and production level remained unchanged while export flows to the rest of Canada increased to the detriment of the Great Lakes. / The present study investigated only a specific aspect of the tariffication proposal in the GATT and does not intend not to reflect the very complex aspects of GATT negotiations. The findings of this analysis must be interpreted with this caveat. Further studies considering other plausible tariffication scenarios or effective tariffs on an individual dairy product basis would broaden our understanding of the potential implications of tariffication.