Lewis tried to elucidate the capital accumulation problem of a dual economy characterized by co-existence of a pre-capitalistic agricultural sector and a capitalistic industrial sector. However, the lack of his consideration on the change in the terms of trade between these sectors made it impossible to state in a satisfactory form the condition for "take-off" and sustained growth.
Even after Lewis' work, due attention has not been paid to effects on "take-off" of the capital accumulation in the pre-capitalistic agricultural sector.
This paper pays regard to the neglected factors and presents the Critical Minimum Effort Criterion for "take-off". The conclusions are as follows.
(1) Whether the economy is dual or mature depends on the ratio of the capital in the agricultural sector to total labor population.
(2) Suppose the economy is dual at a starting point. Further, suppose long-run equi-libria exist (the condition for existence of them is presented). Then, if the ratio of the capital in each sector to total labor population is over the critical level, the agricultural sector becomes capitalistic and the economy converges asymptotically to a long-run equilibrium in a mature economy. If not, the economy tends to a traditional agrarian economy in which the capitalistic industrial sector cannot exist.
Conversely, unless long-run equilibria exist, there is no possibility of economic development and the economy tends to a traditional agrarian economy. Therefore, in this case, the reform of the structure by introducing high-productive technic into each sector or by reducing the growth rate of labor population is the first consideration for economic development

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The purposes of this paper are to build a new model of economic growth of mixed economy in which public investment exists and a new attempt for appreciations of three paths to full employment growth in view of efficiency of resource allocation.
The main assumptions are as follows:
1° Output capacity Q is a Cobb=Dougras function of social overhead capital Kp, private capital K, labor L and state of technique, i. e., Q=beμtKαpKβLγ.
2° Private investment I is determined by Kp, K and interest rate γ.
3° Public investment Ip increases total demand and Kp.
4° Government realizes full employment growth by the control of (a) Ip or (b) fiscal parameters which change saving ratio s (tax rate and public consumption rate) or (c) γ.
5° Complete competition in labor market.
The analysis is described in terms of output-private capital ratio x=Y/X and capital ratio y=K/Kp. The patterns of growth paths depend seriously on the policy which government uses and sign (α+β-1).
In this paper, the optimum capital ratio xop means the long-run equilibrium capital ratio β/α which maximizes discount sum of total consumption under any given constant saving ratio, and the optimum saving ratio sop means the saving ratio α+β which maximizes total consumption level approximately, and the conditions of long-run efficiency, i. e., x=xop and s=sop are studied.
Lastly, the growth path which is attained if government has accomplishment of given constant capital ratio as an object and its efficiency in view of fiscal policy are analized briefly.

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We are always in the disequilibrium state characterized by the unintended increase or decrease of commodity stock, and the involuntary unemployment, etc. What does the economy realize in this disequilibrium state? To answer this question consistently, we formulate a short run macroeconomic model based on several empirical facts findings. The most important fact among others is that the sellers (firms) set the prices and the buyers (consumers), accepting this assigned prices, only adjust how much to buy. The next question is whether such disequilibrium state is stable or not, and it is easily proved that our economy satisfy the stability condition.

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This paper intends to present a general equilibrium econometric model and to thereby measure the overall economic benefits from public transportation improvement by category-regional income and disposable time-and its distribution among regions. The characteristics of the model are that it is a dynamic simultaneous multiregional equilibrium open model in the sense that interregional transactions and migrations of final goods and productive factors are simultaneously decided in the respective inter-dependent regional markets, that the network of the economic distance is rigorously derived from the networks of time-distance and money-cost distance among regions basing upon the rational choice of transportation means by economic subjects and that the evaluation function is enlarged so as to incorporate disposable time and the contribution of the primary factors migration as well as the regional income. Thus the model enables to overcome the partialness of static and technoeconomic approaches. The main fact-findings are that the time-saving effect which would be neglected in the social economic accounting system counts 40% of the total benefit and that productive factors migrate in such a way as to equalize marginal productivities in all the regions.

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