The annual investment of subway exceeds 300 billion yuan, and the financing channel and main body are single
the annual investment of subway exceeds 300 billion yuan, and the financing channel and main body are single
China Construction machinery information
the investment is 700 million yuan per kilometer, and the annual investment is more than 300 billion yuan. The subway construction that is advancing by leaps and bounds is encountering financial problems, and the financing channel and main body are relatively single. Where does the money come from? Hong Kong's "Rail + property" model can be used for reference by first and second tier cities, but it also needs to be followed up by supporting land policies
the annual investment of subway is more than 300 billion yuan, and the financing channel and main body are single
the national development and Reform Commission recently organized a seminar on the innovation of urban rail transit investment and financing mechanism. Fei Zhirong, director of the basic industry department of the national development and Reform Commission, said that in recent years, China's urban rail transit has developed rapidly, and the state has approved 43 urban construction plans, with a total mileage of 8600 kilometers, and the current mileage of 3400 kilometers, The mileage under construction is about 3000 kilometers
according to the statistics of first finance and economics, these 43 cities include 4 municipalities directly under the central government, 5 cities specifically designated in the state plan, most provincial capitals, Suzhou and other prefecture level cities with large economic population. In other words, at present, most of the first and second tier cities in China have been included, and even Xuzhou, Nantong, Wuhu, Shaoxing, Luoyang and other traditional third tier cities have also been included
Hu Zucai, deputy director of the national development and Reform Commission, introduced at the above meeting that according to the 13th five year plan, China's urban rail transit will be put into operation for more than 6000 kilometers by 2020, "all regions are actually accelerating the progress, and recently many cities are adjusting their plans and revising them."
Hu Zucai said that urban rail transit technology is relatively complex and the investment is relatively large, with an average of about 700million yuan per kilometer, so we need to raise huge funds. Let us know the past history. According to the plan, it will exceed 300billion yuan a year. If the scale continues to expand, it will exceed this amount
under the huge scale, "where does the money come from" has become the top priority. "At present, our financing channels and subjects are relatively single. How to raise funds to ensure the completion of the construction task has become an important topic we are facing." Hu Zucai said that rail transit is public welfare and requires the government to provide certain subsidies, which will also bring huge financial pressure. Therefore, the innovation of investment and financing mechanism is imperative, and it is also an effective measure to achieve the sustainable development of rail transit. We should strengthen efforts to promote this work
learning from the land policy support needed by Hong Kong
the experience of land development along the MTR has attracted much attention, and its track + property approach has been gradually copied to the subway development and construction process in Shenzhen, Guangzhou, Shanghai, Nanjing and other cities in recent years. This mode is mainly to feed back the value-added benefits brought by rail transit construction through an appropriate development mode
Yi Min, CEO of MTR China business, introduced MTR's "railway + community" model at the meeting, mainly including several steps such as calculating the funding gap with the government, obtaining land, paying land prices, and cooperative development. In the first 20 years of the "railway + community" model, the "line follows people". After the 1980s, the urban planning of MTR and Hong Kong began a new stage, that is, "people follow the line", that is, to repair the rail transit first, use the line to bring moving growth, drive the whole community, drive the growth of the whole economy, and gradually lead the population to places with fewer people
Hu Zucai said that the benefits brought by the development of the subway feed back the subway, reducing the burden on the government and taking into account social benefits. This is a win-win solution that kills multiple birds with one stone. Therefore, the most important thing about Hong Kong's philosophy and experience is here
at present, there is still a huge gap between mainland cities and MTR in rail property development. Qin Guodong, President of the Transportation Institute of the Chinese Academy of urban construction, said that the Hong Kong subway has 87 stations, and the Hong Kong Railway has developed 43 stations. At the end of last year, about 2200 rail transit stations opened to traffic in the mainland have been added with mechanical functions through appropriate heat treatment processes. "How many stations have we developed according to this concept?"
one of the major problems is that in Hong Kong's Rail + property model, the main body of rail transit construction is also the main body of real estate development, but at present, real estate and rail transit in the mainland are separated, and there will be many problems in mechanism construction
will play a greater role in economic growth, and the biggest obstacle is still the existing land policy. At present, the mainland has made strict restrictions on the scope and use of the allocated land, and the allocated land cannot be used for commercial development. Therefore, the mainland subway companies cannot obtain the allocated land from the government like the Hong Kong Railway Company. To obtain land, the subway companies still need to take the way of bidding, auction and listing, and often cannot obtain the development right of the land along the line
Qin Guodong said that the success of Hong Kong Metro is due to the land transfer system in Hong Kong and the concept of Hong Kong Rail Transit leading urban development. The institutionalization of this mode is the cornerstone of the integration of urban rail transit and the city. To achieve this integration, we must innovate in the preparation of urban and rural planning, management system and land transfer system. Now, it is proposed that land planning, land transfer, land pricing and capital injection to the operating body of rail transit, etc. can these aspects be institutionalized in policies and regulations, and then popularized throughout the country
Chen Jianguo, vice president of China Urban Rail Transit Association, also believes that Hong Kong has laws and regulations and institutional protection in terms of land acquisition methods, such as agreement transfer or bidding, auction and listing. In contrast, mainland cities still lack the protection of laws and regulations. "If we also establish this (4) institutional guarantee for maximum load elongation and failure elongation, we believe that the mode of land acquisition can ensure or promote the consistency of the two owners. If this can be achieved, the entry of social capital will develop by leaps and bounds."