高速铁路财政投入问题研究

发布时间：2018-03-04 23:14

本文选题：高速铁路　切入点：外部效益　出处：《华东交通大学》2013年硕士论文　论文类型：学位论文

【摘要】：19世纪初，铁路首先在英国出现，它是人类发明的首项公共交通工具，对英国工业化乃至世界经济的发展起到了重要推动作用。20世纪初随着汽车的出现以及民航的普及，铁路运输慢慢走向下坡。20世纪70年代世界范围内爆发了严重的石油危机，为了保持经济可持续发展，各国开始考虑改革传统的交通能源结构模式，而当时铁路是唯一能采用非石油能源的交通模式，铁路运输又重新得到重视。1964年世界上第一条高速铁路——日本新干线建成，其在技术、商业、财政以及政治上都取得了巨大成功。作为一种快捷舒适、安全可靠、低碳环保的运输方式，高速铁路引起了人们的广泛关注。此后，世界各国掀起了建设高速铁路的热潮。目前，我国已成为了世界上高铁运营里程最长、运行速度最快、在建规模最大的国家，中国高速铁路进入了快速发展时期，但高速铁路发展的弊端也逐渐显露出来。高铁建设资金紧张、营运初期盈利能力较差、负债率攀高等问题，都是不容忽视的。从国外高铁发展历史看，经营较好的高速铁路不论在前期建设还是后期运营上，政府都扮演着重要角色，政府建设期间资本金投入以及运营期间财政补贴是这些高速铁路建设与发展资金的主要来源。因此，本文从财政投入角度入手，对中国高速铁路为什么需要财政投入以及怎样进行财政投入进行了研究。文章中“财政投入”是一个广义的概念，包括建设期间财政资本金投入以及运营期间财政补贴形式的财政投入。本文首先分析了我国加快建设高速铁路的合理性，即我国已具备建设高速铁路的经济实力，并且符合经济发展的需求。其次对中国高速铁路需进行财政投入的必要性进行了分析：一是我国高铁建设期间建设资金日趋紧张，负债率持续攀升，这将影响高速铁路的可持续发展，因此需要政府财政资支持以解决这些问题；二是高铁运营初期盈利能力较差，且高铁产生的外部效益并未得到内在化，因此需要政府通过财政补贴予以消除外部效益，同时提高高铁运营效益。在此基础上文章分两部分探讨了如何对高速铁路进行财政投入：一方面是高铁建设应选择政府为主导的筹资方式且应增加政府资本金投入比率，本文认为政府资本金投入的合理比率应为建设资金总额的50%—70%，如果存在其他投资主体，则这一比例可以适度降低；另一方面是在高铁运营期间给予高铁财政补贴，补贴额可通过两种方法确定，一是通过净现值法确定补贴额，二是通过对旅客按照收入水平进行分类，对不同收入群体给予不同的票价优惠，优惠部分由政府给予企业补贴。最后，文章提出了提高对高速铁路财政投入资金使用效率的一些建议。
[Abstract]:In 19th century, the railway first appeared in Britain. It was the first public transport invented by human beings. It played an important role in promoting the development of British industrialization and the world economy. At the beginning of 20th century, with the appearance of automobile and the popularization of civil aviation, In 70s, a serious oil crisis broke out in the world in 70s. In order to maintain the sustainable development of economy, countries began to consider reforming the traditional transportation energy structure model. In 1964, the world's first high-speed railway, the Japanese Shinkansen, was built in technology and commerce. Financial and political success has been great. As a fast and comfortable, safe and reliable, low carbon environmental protection transport mode, high-speed railway has attracted widespread attention. Since then, many countries in the world have set off the upsurge of high-speed railway construction. At present, China has become the country with the longest mileage, the fastest running speed and the largest scale of construction of high-speed rail in the world. China's high-speed railway has entered a period of rapid development. However, the drawbacks of high-speed railway development are also gradually emerging. Problems such as the shortage of funds for high-speed rail construction, the poor profitability at the beginning of operation, and the rising debt ratio are not to be ignored. From the history of high-speed rail development abroad, The government plays an important role in both the early construction and the later operation of the high speed railway with better operation. Capital investment during government construction and financial subsidy during operation are the main sources of funds for the construction and development of high-speed railway. This paper studies why Chinese high-speed railway needs financial input and how to carry out financial investment. In this paper, "financial input" is a broad concept. It includes financial capital investment during construction period and financial investment in the form of financial subsidy during operation. This paper first analyzes the rationality of speeding up the construction of high-speed railway in China, that is, our country already has the economic strength to build high-speed railway. And it meets the needs of economic development. Secondly, it analyzes the necessity of financial investment for China's high-speed railway. First, during the construction of high-speed rail in China, the construction funds are becoming increasingly tight, and the debt ratio continues to rise. This will affect the sustainable development of the high-speed railway, so it needs government financial support to solve these problems; second, the initial profitability of high-speed rail is poor, and the external benefits generated by high-speed rail are not internalized. It is therefore necessary for governments to eliminate external benefits through financial subsidies. On the basis of this, the article discusses how to finance the high-speed railway: on the one hand, the high-speed railway construction should choose the government-led financing method and the government capital investment ratio should be increased. This paper holds that the reasonable ratio of government capital investment should be 50% to 70% of the total amount of construction funds. If there are other investors, this ratio can be reduced moderately. On the other hand, the financial subsidy for high-speed rail should be given during the operation of high-speed railway. The amount of subsidy can be determined by two methods, one is to determine the amount of subsidy through the net present value method, the other is to give different fare concessions to different income groups by classifying passengers according to their income level. The preferential part is subsidized by the government. Finally, some suggestions are put forward to improve the efficiency of financial investment in high-speed railway.
【学位授予单位】：华东交通大学
【学位级别】：硕士
【学位授予年份】：2013
【分类号】：F812.45;F532.3

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