본 연구의 목적은 총요소생산성(TFP)을 성과지표로 사용하여 중소기업에 대한 정부지원 R&D사업을 평가하는 것이다. 총요소생산성을 산출하기 위한 분석 모형은 내생성 문제를 완화한 Levinsohn and Petrin (2003) 방법론이며 분석 자료는 2011년부터 2018년까지 기업회계정보이다. 구체적으로 기업회계정보 자료에 국가과학기술지식정보서비스 내 정부지원 R&D사업의 수혜기업 정보를 연계한 후, 성향매칭과 이중차분법을 이용하여 그 성과를 측정하였다. 실증분석 결과는 크게 4 가지이다. 첫째 생산함수 추정결과, 부가가치 창출 측면 에서 총요소생산성의 중요성이 더욱 높아졌다. 둘째 대기업과 중소기업간 총요소생산성 격 차는 여전히 확대되고 있다(2011년도 3.72배에서 2018년 5.23배). 셋째 정부지원 R&D사업에 참여하는 중소기업의 총요소생산성은 미수혜 기업에 비해서는 높은 수준이지만, 지원 사업 전까지 전반적인 하락 추세에 있다가 지원 사업 후 상향 추세로 반전되었다. 넷째 지원 사업 후 1년차 수혜 기업의 총요소생산성의 증가폭은 미수혜 기업군보다 크게 나타났으나 성향매 칭을 통해 설정한 대조군에 비해서는 작았다. 정부지원 R&D사업에 참여하기 전까지 수혜기 업의 총요소생산성이 하락 추세를 나타내는 실증 분석 결과를 고려할 때 중소기업의 R&D지 원에 대한 수요와 정부의 정책목적 사이에 근본적인 차이가 있는지 검토가 필요할 것으로 판 단된다. 또한 중소기업 정부지원 R&D사업이 단순 시혜라는 인식에서 벗어나기 위해서는 보 다 정밀한 제도설계가 필요할 것으로 보인다.

PURPOSES: This study is to suggest the Contribution of Road Capital in Industry and Optimal Level of Road Investment in South Korea METHODS: Based on the literature review, This research is empirically estimated using disaggregate and disaggregated data composed of 10-sectors covering the entire korea economy for the period 1970~2000. The relevant policy questions addressed in this report are : cost reduction and Scale elasticities of road, effect of road capital stock on demand for labor, capital and materials, marginal effect of road, industry TFP growth decomposition, Net Social Rates of Returns, optimal of road capital. RESULTS : The marginal benefits of the road capital at the industry level were calculated using the estimated cost elasticities. Demand for the road capital services varies across industries as do the marginal effects. The marginal benefits are positive for the principal industries. This suggests that for these industries the existing stock of road capital may be under supplied. CONCLUSIONS: This results emerges is that the ratio of the optimum to actual road capital, measured by road, was high at beginning of the period 1970s and declined 1990s. There appears to be evidence of under-investment in road capital. That is continuous and premeditated investment for road which lead to saving time and finance.

PURPOSES : This study is to suggest the Influence of road capital to industry and productivity growth in South Korea. METHODS : Based on the literature review, The relevant policy questions addressed in this report are : cost reduction and Scale elasticities of road, effect of road capital stock on demand for labor, capital and materials, marginal effect of road, industry TFP growth decomposition. RESULTS : The marginal benefits of the road capital at the industry level were calculated using the estimated cost elasticities. Demand for the road capital services varies across industries as do the marginal effects. The marginal benefits are positive for the principal industries. This suggests that for these industries the existing stock of road capital may be under supplied. The contribution of road capital to TFP growth is positive in principal industries. The main contribution of road capital is in the manufacturing industries ; the magnitudes of contribution varies among industries. These results indicate that growth in exogenous demand is most important contributor to TFP growth. CONCLUSIONS : The road capital have a significant effect on employment, private capital and demand for materials inputs in all industries. At a given level of output, an increase in road capital lead to variety to demand for all inputs in all industries.

This paper selects length of berth, area of yard, unloading capacity and number of berth as the input indexes, and cargo turnover as output index to research the source of turnover growth of 22 main ports in Korea. We gains the following results: in general, the trade ports in Korea are the stage of expansion period, the sources of turnover growth depends on the growth of factor inputs and could not be supported by TFP and technical progress. Especially in the west and east coast, TFP and technical progress is the block to the turnover growth. Four major factors to the increase of TFP are following: competition between ports, reform of property system, harbor-hinterland economic and international trade, modeling, imitation and innovation in management, technology and system.

Purpose - Performance appraisal has a significant influence on the development of low-carbon tourism distribution. Research design, data, and methodology - Data of this study are collected from 27 provinces (cities) of China. SBM-Malmquist model is used to measure the TFP and its dynamic changes of low-carbon tourism distribution; TOBIT model is used to discuss the factors of TFP of low-carbon tourism distribution. Results - The results show that, there are obvious differences among regional TFP of low-carbon tourism distribution, the average change tends to grow positively in general, and the western region grows fastest on average due to the improvement of technical efficiency and technical progress, while there are technical efficiency improvement but technical regresses in eastern and central regions. The economic scale, economic strength, structure of energy consumption, location quotient and government regulation have a significant positive effect on the TFP of low-carbon tourism; energy intensity, industrial structure and opening degree have a negative effect; investments in fixed assets, intensity of R&D fund and urbanization rate have no significant influence on the TFP of low-carbon tourism. Conclusions - Improving the productivity of low-carbon tourism and reducing regional differences are effective ways to develop low-carbon tourism and enhance tourism competitiveness.