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北京现有轨道交通约94公里,城铁40公里,一线和环线地铁54公里。据专家测算,大城市中,汽车每增加300万辆,轨道交通应相应发展300公里。中国加入WTO后,汽车价格降低下来,北京汽车增加速度很快,而地铁的发展明显滞后,融资问题极为突出。 北京地铁集团有限责任公司副总经理王灏先生展望北京地铁发展的融资设想,他的“前补贴模式”和“后补贴模式”设想极具创新性。然而,王灏提出的融资模式是否能成为现实,其关键因素不仅涉及地铁经营本身特点、其融资模式是否合理,更涉及后WTO时代政府是否给予地铁这样的国有企业以一定自由权。
The existing rail transit in Beijing is about 94 kilometers, 40 kilometers in the suburban railway, and 54 kilometers in the first-line and round-trip subway lines. According to experts’ calculations, in metropolitan areas, for each additional 3 million vehicles, rail transit should develop 300 kilometers correspondingly. After China’s accession to the WTO, the price of automobiles has been reduced. The number of Beijing’s automobiles has increased rapidly while the development of the MTR has lagged behind. The financing issue is extremely prominent. Mr. Wang Hao, Deputy General Manager of Beijing Subway Group Co., Ltd., looked forward to the financing assumptions for Beijing’s subway development. His ideas of “pre-subsidy mode” and “post-subsidization mode” are very innovative. However, the financing model proposed by Wang Hao can become a reality. The key factors are not only related to the characteristics of the subway itself, but also whether the financing mode is reasonable or not. It also refers to whether the government gives the state-owned enterprises such as the MTR a certain freedom of the post-WTO era.