本文選題：高速鐵路　切入點(diǎn)：外部效益　出處：《華東交通大學(xué)》2013年碩士論文　論文類(lèi)型：學(xué)位論文

【摘要】：19世紀(jì)初，鐵路首先在英國(guó)出現(xiàn)，它是人類(lèi)發(fā)明的首項(xiàng)公共交通工具，對(duì)英國(guó)工業(yè)化乃至世界經(jīng)濟(jì)的發(fā)展起到了重要推動(dòng)作用。20世紀(jì)初隨著汽車(chē)的出現(xiàn)以及民航的普及，鐵路運(yùn)輸慢慢走向下坡。20世紀(jì)70年代世界范圍內(nèi)爆發(fā)了嚴(yán)重的石油危機(jī)，為了保持經(jīng)濟(jì)可持續(xù)發(fā)展，各國(guó)開(kāi)始考慮改革傳統(tǒng)的交通能源結(jié)構(gòu)模式，而當(dāng)時(shí)鐵路是唯一能采用非石油能源的交通模式，鐵路運(yùn)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(xiàn)建成，其在技術(shù)、商業(yè)、財(cái)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(yùn)輸方式，高速鐵路引起了人們的廣泛關(guān)注。此后，世界各國(guó)掀起了建設(shè)高速鐵路的熱潮。 目前，我國(guó)已成為了世界上高鐵運(yùn)營(yíng)里程最長(zhǎng)、運(yùn)行速度最快、在建規(guī)模最大的國(guó)家，中國(guó)高速鐵路進(jìn)入了快速發(fā)展時(shí)期，但高速鐵路發(fā)展的弊端也逐漸顯露出來(lái)。高鐵建設(shè)資金緊張、營(yíng)運(yùn)初期盈利能力較差、負(fù)債率攀高等問(wèn)題，都是不容忽視的。從國(guó)外高鐵發(fā)展歷史看，經(jīng)營(yíng)較好的高速鐵路不論在前期建設(shè)還是后期運(yùn)營(yíng)上，政府都扮演著重要角色，政府建設(shè)期間資本金投入以及運(yùn)營(yíng)期間財(cái)政補(bǔ)貼是這些高速鐵路建設(shè)與發(fā)展資金的主要來(lái)源。因此，本文從財(cái)政投入角度入手，對(duì)中國(guó)高速鐵路為什么需要財(cái)政投入以及怎樣進(jìn)行財(cái)政投入進(jìn)行了研究。文章中“財(cái)政投入”是一個(gè)廣義的概念，包括建設(shè)期間財(cái)政資本金投入以及運(yùn)營(yíng)期間財(cái)政補(bǔ)貼形式的財(cái)政投入。 本文首先分析了我國(guó)加快建設(shè)高速鐵路的合理性，即我國(guó)已具備建設(shè)高速鐵路的經(jīng)濟(jì)實(shí)力，并且符合經(jīng)濟(jì)發(fā)展的需求。其次對(duì)中國(guó)高速鐵路需進(jìn)行財(cái)政投入的必要性進(jìn)行了分析：一是我國(guó)高鐵建設(shè)期間建設(shè)資金日趨緊張，負(fù)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(cái)政資支持以解決這些問(wèn)題；二是高鐵運(yùn)營(yíng)初期盈利能力較差，且高鐵產(chǎn)生的外部效益并未得到內(nèi)在化，因此需要政府通過(guò)財(cái)政補(bǔ)貼予以消除外部效益，同時(shí)提高高鐵運(yùn)營(yíng)效益。在此基礎(chǔ)上文章分兩部分探討了如何對(duì)高速鐵路進(jìn)行財(cái)政投入：一方面是高鐵建設(shè)應(yīng)選擇政府為主導(dǎo)的籌資方式且應(yīng)增加政府資本金投入比率，本文認(rèn)為政府資本金投入的合理比率應(yīng)為建設(shè)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(yùn)營(yíng)期間給予高鐵財(cái)政補(bǔ)貼，補(bǔ)貼額可通過(guò)兩種方法確定，一是通過(guò)凈現(xiàn)值法確定補(bǔ)貼額，二是通過(guò)對(duì)旅客按照收入水平進(jìn)行分類(lèi)，對(duì)不同收入群體給予不同的票價(jià)優(yōu)惠，優(yōu)惠部分由政府給予企業(yè)補(bǔ)貼。最后，文章提出了提高對(duì)高速鐵路財(cái)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(xué)位授予單位】：華東交通大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2013
【分類(lèi)號(hào)】：F812.45;F532.3

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