發(fā)布時(shí)間：2018-02-24 11:37

  本文關(guān)鍵詞： 分稅制 誘致性制度創(chuàng)新 新制度經(jīng)濟(jì)學(xué) 交易成本 天價(jià)過路費(fèi)事件　出處：《復(fù)旦大學(xué)》2012年碩士論文　論文類型：學(xué)位論文

【摘要】：改革開放以來(lái),我國(guó)的道路基礎(chǔ)設(shè)施建設(shè)取得了飛速發(fā)展,由于高速公路的準(zhǔn)公共產(chǎn)品屬性以及建設(shè)周期長(zhǎng)、投資數(shù)額大的特點(diǎn),政府缺乏足夠的資金用于建設(shè)和管理。因此多元化融資成為當(dāng)前高路公路建設(shè)的首要問題�，F(xiàn)實(shí)中,高速公路的制度運(yùn)行,其主要的方式有三種：第一是由地方交通廳或者交通局出資成立交通公司,通過對(duì)全省內(nèi)的高速公路進(jìn)行打包經(jīng)營(yíng),集團(tuán)化運(yùn)作,以路養(yǎng)路；第二是通過股份制改革,以上市或者其他信用融資的方式在短期內(nèi)籌集建設(shè)資金。第三種方式是通過收費(fèi)權(quán)轉(zhuǎn)讓的方式,通過建設(shè)—經(jīng)營(yíng)—轉(zhuǎn)讓的方式利用民營(yíng)資本或者境外資本實(shí)現(xiàn)建設(shè)任務(wù)。 本文通過宏觀的制度探討和微觀的案例分析后認(rèn)為,建國(guó)以來(lái)“實(shí)驗(yàn)主義”的發(fā)展模式、改革開放以后實(shí)行的分權(quán)的財(cái)政體制和地方政府以“相對(duì)績(jī)效考核”為主的激勵(lì)晉升體制等產(chǎn)生了地方政府建設(shè)高速公路的激勵(lì)。而收費(fèi)制度的產(chǎn)生是由地方政府在基于制度成本—收益分析的基礎(chǔ)上,借助于制度學(xué)習(xí)機(jī)制,將基層群眾的制度創(chuàng)新轉(zhuǎn)化為正式制度。由于存在著較高的經(jīng)濟(jì)和政治激勵(lì),地方政府官員有巨大的驅(qū)動(dòng)去擴(kuò)展轄區(qū)內(nèi)的高速公路里程。在當(dāng)前分稅制造成的地方財(cái)政建設(shè)資金缺乏、高速公路建設(shè)不考慮其經(jīng)營(yíng)收入而盲目擴(kuò)張的情況下,作為地方政府組成部門的交通主管部門會(huì)借助高速公路所有權(quán)保留者的權(quán)限提高收費(fèi)標(biāo)準(zhǔn)、縮短收費(fèi)間距以此彌補(bǔ)建設(shè)資金不足缺口。而作為地方交通建設(shè)融資平臺(tái)的國(guó)有控股企業(yè),因其與地方政府的隸屬關(guān)系,其經(jīng)營(yíng)權(quán)收益并不能完全內(nèi)部化,部分經(jīng)營(yíng)收益通過企業(yè)建立之初即實(shí)行的“一路一企、統(tǒng)一經(jīng)營(yíng)、統(tǒng)一管理”的模式,將全省高速公路進(jìn)行統(tǒng)一管理,并借助經(jīng)營(yíng)效益較好路段的營(yíng)業(yè)收入來(lái)投資建設(shè)新的高速公里路段或者維持低效益路段的日常開支。這個(gè)收費(fèi)制度推高了整個(gè)社會(huì)的物流成本,其外部負(fù)效應(yīng)不僅被每個(gè)道路消費(fèi)者所內(nèi)部化,而且因此高收費(fèi)帶來(lái)的高物價(jià)也對(duì)全國(guó)消費(fèi)者所分?jǐn)偂?br/>[Abstract]:Since the reform and opening up, China's road infrastructure has made rapid development, due to the quasi public product of Expressway and long construction period, large amount of investment characteristics, the government lack of sufficient funds for the construction and management. Therefore, the diversification of financing has become the most important problem of current high road construction. In reality, the operation of the system of Expressway and the main three kinds of ways: the first is by the local traffic department or the Department of transportation funded transportation companies, operating through the package in the highway, group operation, road maintenance; second is through the shareholding system reform, listing or other credit financing to raise construction funds in the short term third. Way is through the transfer of toll right, private capital or foreign capital to achieve construction tasks through build operate transfer way.
This paper discusses the system of macro and micro case analysis that, since the founding of "pragmatism" model of development, reform and opening up after the decentralization of the financial system and the local government to the relative performance evaluation based incentive promotion system produced by local government incentives and construction of highway charge system is. The local government system based on cost-benefit analysis, with the aid of system learning mechanism will grassroots innovation into a formal system. Because of the existence of high economic and political incentives, local government officials have a huge drive to expand the highway mileage. Lack of funds within the jurisdiction of the local financial construction of current tax made, highway construction without considering its operating income and blind expansion of the case, as the local government departments in charge of transportation. With the help of the highway department will retain ownership authority to raise the charges, charges in order to shorten the distance make up for lack of construction funds gap. As the local traffic construction financing platform of state-owned enterprises, due to its affiliation with the local government, the operation right of income and can not be completely internalized, part of the business income at the beginning of the establishment of the "a business, a road through the enterprise unified management, unified management" mode, the province's highway unified management, daily expenses and operating efficiency is better with sections of the operating income to invest in the construction of the new high-speed km road or maintain low efficiency sections. The system has pushed up the logistics cost of the whole society, the external negative the effect of each consumer is not only the internal road, and therefore high charge high prices have brought to consumers nationwide share.

【學(xué)位授予單位】：復(fù)旦大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2012
【分類號(hào)】：F542

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