• Journal of Technology Innovation
• /
• v.18 no.1
• /
• pp.99-121
• /
• 2010

The goal of this paper is to analyze the effects of various firm characteristics on the probability for a firm to receive government’s financial supports for R&D. In the empirical analysis, a Probit model is estimated for the 2008 Korea Innovation Survey data. The main contribution of the paper is to investigate the distribution of R&D supports at the national level, instead of the program level. Especially, it is the first academic effort to evaluate the effects of regional and industrial variables. The results show that: (1) firm size and export increase the probability of receiving government’s R&D support; (2) variables measuring firms’ innovative ability, such as official designation as innovative firm, running R&D institute, number of R&D personnel, also have significantly positive effects; (3) firms in the chemical and automobile industries are more likely to receive R&D supports; and (4) firms in Teakyoung and Bukyoung regions are more likely to receive R&D supports.

• Journal of Ginseng Culture
• /
• v.5
• /
• pp.52-76
• /
• 2023

This article focuses on changes in the ginseng industry in the 1930s in areas other than the Government Contract Cultivation (GCC) zones. A major characteristic of the ginseng industry in the 1930s was the rapid increase in the area covered by ginseng gardens: the area was about 212 ha in 1929 and 252 ha in 1930 and 1931 but soared to around 441 ha in 1938. This occurred because the non-GCC areas increased significantly during this period. Until the early 1930s, the ratio of GCC to non-GCC areas was 70:30. By the late 1930s, however, the ratio had changed to 53:47. The reason for this change was that the area of the newly established ginseng gardens in the GCC zones had decreased, while that of the non-GCC ginseng gardens had steadily increased. Due to the Japanese invasion of China, China boycotted red ginseng, and exports were sluggish, so the GCC areas were reduced. On the other hand, the non-GCC ginseng gardens were not affected, and the area they covered steadily increased. As a result, in the 1930s, the ginseng industry outside of the GCC areas grew rapidly. The region that led the growth of the ginseng industry outside of the GCC zone was Jeonbuk. By the late 1930s, Jeonbuk dominated the other provinces and accounted for more than 50% of the non-GCC farming zone. Gyeongbuk and Gangwon-do followed Jeonbuk in terms of ginseng cultivation areas. While Gyeonggi-do, Gyeongnam, and Chungbuk were also active in ginseng cultivation, Jeonnam and Chungnam were not active. In the 1930s, the growth of the ginseng industry outside of the GCC zones was driven by the efforts of ginseng farmers and the support of local governments. An examination of Yecheon-gun in Gyeongbuk, Ganghwa-gun in Gyeonggi, and Jecheon-gun in Chungcheongbuk-do showed that ginseng farmers organized cooperatives as the ginseng industry steadily developed in these regions, and these cooperatives worked systematically to cultivate and sell ginseng. In the case of Ganghwa-gun, activities were carried out to incorporate the GCC zone. The Deoksan Ginseng Association in Jecheon-gun determined that financing for cultivation was key and requested subsidies from the provincial government. Administrative authorities also supported the activities of the ginseng farmers. The activities of the farmers and the support of the administrative authorities together led to the growth of the ginseng industry during this period.

• The Korean Journal of Air & Space Law and Policy
• /
• v.35 no.2
• /
• pp.247-280
• /
• 2020

For customs-free and liberalization on the trade of aircraft parts, the WTO Agreement on Trade in Civil Aircraft was separately concluded as plurilateral trade agreement at the time of launching WTO in 1995, and currently 33 countries including the United States and the EU are acceded but Korea does not. Major details of the Agreement on Trade in Civil Aircraft include product coverage, the elimination of customs duties and other charges, the prohibition of government-directed procurement of civil aircraft, the application of the Agreement on Subsides and Countervailing Measures, and the consultation on issues related to this Agreement and dispute resolution. Article 89 paragraph 6 of the current Customs Act was newly established on December 31, 2018, and the tariff reduction rate for imports of aircraft parts will be reduced in stages from May 2019 and the tariff reduction system will be abolished in 2026. Accordingly, looking at the impact of the Agreement on Trade in Civil Aircraft on the aviation industry, first, as for the impact on the air transport industry, an tariff allotment of the domestic air transport industry is expected to reach about 160 billion won a year from 2026, and upon acceding to the Agreement on Trade in Civil Aircraft, the domestic air transport industry will be able to import aircraft parts at no tariff, so it will not have to pay 3 to 8 percent import duties. Second, as for the impact on the aviation MRO industry, if the tariff reduction system for aircraft parts is phased out or abolished in stages, overseas outsourcing costs in the engine maintenance and parts maintenance are expected to increase, and upon acceding to the Agreement on Trade in Civil Aircraft, the aviation MRO industry will be able to import aircraft parts at no tariff, so it will reduce overseas outsourcing costs. If the author proposes a policy direction for the trade liberalization of aircraft parts to ensure competitiveness of the aviation industry, first, as for the tariff reduction by the use of FTA, in order to be favored with the tariff reduction by the use of FTA, it is necessary to secure the certificate of origin from foreign traders in the United States and the EU, and to revise the provisions of Korea-Singapore and Korea-EU FTA. Second, as for the push of acceding to the Agreement on Trade in Civil Aircraft, it would be resonable to push the acceding to Agreement on Trade in Civil Aircraft for customs-free on the trade of aircraft parts, as the tariff reduction method by the use of FTA has limits. Third, as for the improvement of the tariff reduction system for aircraft parts under the Customs Act, it is expected that there will take a considerable amount of time until the acceding to the Agreement on Trade in Civil Aircraft, so separate improvement measures are needed to continue the tariff reduction system of aircraft parts under Article 89 paragraph 6 of the Customs Act. In conclusion, Korea should accede to the WTO Agreement on Trade in Civil Aircraft to create an environment in which our aviation industry can compete fairly with foreign aviation industries and ensure competitiveness by achieving customs-free and liberalization on the trade of aircraft parts.