本文選題：高速鐵路　切入點：外部效益　出處：《華東交通大學》2013年碩士論文　論文類型：學位論文

【摘要】：19世紀初，鐵路首先在英國出現(xiàn)，它是人類發(fā)明的首項公共交通工具，對英國工業(yè)化乃至世界經濟的發(fā)展起到了重要推動作用。20世紀初隨著汽車的出現(xiàn)以及民航的普及，鐵路運輸慢慢走向下坡。20世紀70年代世界范圍內爆發(fā)了嚴重的石油危機，為了保持經濟可持續(xù)發(fā)展，各國開始考慮改革傳統(tǒng)的交通能源結構模式，而當時鐵路是唯一能采用非石油能源的交通模式，鐵路運輸又重新得到重視。1964年世界上第一條高速鐵路——日本新干線建成，其在技術、商業(yè)、財政以及政治上都取得了巨大成功。作為一種快捷舒適、安全可靠、低碳環(huán)保的運輸方式，高速鐵路引起了人們的廣泛關注。此后，世界各國掀起了建設高速鐵路的熱潮。 目前，我國已成為了世界上高鐵運營里程最長、運行速度最快、在建規(guī)模最大的國家，中國高速鐵路進入了快速發(fā)展時期，但高速鐵路發(fā)展的弊端也逐漸顯露出來。高鐵建設資金緊張、營運初期盈利能力較差、負債率攀高等問題，都是不容忽視的。從國外高鐵發(fā)展歷史看，經營較好的高速鐵路不論在前期建設還是后期運營上，政府都扮演著重要角色，政府建設期間資本金投入以及運營期間財政補貼是這些高速鐵路建設與發(fā)展資金的主要來源。因此，本文從財政投入角度入手，對中國高速鐵路為什么需要財政投入以及怎樣進行財政投入進行了研究。文章中“財政投入”是一個廣義的概念，包括建設期間財政資本金投入以及運營期間財政補貼形式的財政投入。 本文首先分析了我國加快建設高速鐵路的合理性，即我國已具備建設高速鐵路的經濟實力，并且符合經濟發(fā)展的需求。其次對中國高速鐵路需進行財政投入的必要性進行了分析：一是我國高鐵建設期間建設資金日趨緊張，負債率持續(xù)攀升，這將影響高速鐵路的可持續(xù)發(fā)展，因此需要政府財政資支持以解決這些問題；二是高鐵運營初期盈利能力較差，且高鐵產生的外部效益并未得到內在化，因此需要政府通過財政補貼予以消除外部效益，同時提高高鐵運營效益。在此基礎上文章分兩部分探討了如何對高速鐵路進行財政投入：一方面是高鐵建設應選擇政府為主導的籌資方式且應增加政府資本金投入比率，本文認為政府資本金投入的合理比率應為建設資金總額的50%—70%，如果存在其他投資主體，則這一比例可以適度降低；另一方面是在高鐵運營期間給予高鐵財政補貼，補貼額可通過兩種方法確定，一是通過凈現(xiàn)值法確定補貼額，二是通過對旅客按照收入水平進行分類，對不同收入群體給予不同的票價優(yōu)惠，優(yōu)惠部分由政府給予企業(yè)補貼。最后，文章提出了提高對高速鐵路財政投入資金使用效率的一些建議。
[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.
【學位授予單位】：華東交通大學
【學位級別】：碩士
【學位授予年份】：2013
【分類號】：F812.45;F532.3

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