The risk of financing emerges with the lasting great leaps forward of railway construction
Released on 2011-10-21 17:57 | readings
铁道部部长刘志军在1月4日召开的全国铁路工作会议上说，今年全国铁路安排基本建设投资7000亿元，完成新线铺轨7935公里，安排新开工项目70个，其中包括15个高铁和城际铁路项目。如果这一计划完成，今年我国高速铁路运营总里程将突破1.3万公里，从而初步形成覆盖面更广、效应更大的高铁网络,中国的铁路运输正向 “追求更大效益”的方向迈进。
在这么一个宏伟的铁路建设规划之中，一个非常重要的问题就是融资问题，如何确保安全，稳定的融资渠道，是每一个人都关心的问题。然而，正是这个核心部分却问题多多，隐患丛生。对于计划之中的铁路建设的“高投入”，只能由铁道部自行解决，据北京交通大学经济管理学院教授赵坚告诉《每日经济新闻》的记者说：“铁道部门会更大规模从银行贷款，债务总规模或急剧扩大。“这么大规模的建设资金由铁道部独立筹集，势必加大铁道部的负担，2009年铁路系统亏损200亿以上，2010年亏损有增无减，如果没有发生实质性的改革，2011年中国亏损将持续下去，在这种严峻的形势之下，各种工程仍旧持续上马，进行不计成本的“大跃进”，其隐患不可谓不大。
那么，没有一个更开放的铁路融资的方式吗？实际上，中国很早就将中国铁路建设向国外资本和民间资本开放了。据本报2005年02月21日报道，外商可直接参与中国铁路建设投资。同年9月19日又有报道，中国铁路将向各类非公资本开放四大领域，分别是：铁路建设，铁路运输，铁路运输装备制造和铁路经营。但是，对于中国铁路的开放态度，外资和民营资本却一直都处于一种观望的态度。
据本报05年9月19日报道，虽然中国政府积极致力于吸引外资和民营资本，但是这些非公资本对于铁路建设的高投资，低回报和中国铁路的“政企合一”的运营体制心存顾虑，所以对于投资中国铁路态度一直都很冷淡。
所以，在这种情况下，铁路的融资的问题只能由铁道部独立来解决，但是这样势必加剧铁路亏损和铁道部的财政负担，再加上年复一年地搞铁路“大跃进”，中国铁路不知会走向一个什么样的境地。
Zhijun Liu, the Minister of Railways，said, in the national railway work conference on January 4, that the national railway infrastructure investment will be 700 billion Yuan this year, with arrangements to complete laying 7935 km of new lines and open 70 new projects, including 15 high-speed rail and intercity rail projects. If this project was completed this year, the total mileage of China's high-speed rail operations will exceed 13,000 km, which formed a high-speed rail network with more coverage and greater effects of. The rail transport in China, in this situation, is developing into the direction of "the pursuit of greater efficiency".
A very important issue in such a grand railway construction plan is financing, which means how to ensure safe, stable financing, it is everyone's concern. However, the core part of the official has a lot of problems, and risks have arisen. The problem of high investment of railway construction can only be resolved by the Ministry of Railways, according to Jian Zhao, the professor in School of Economy and Management of Beijing Jiaotong University, who said to the reporter in Daily News of Economy:” The railway sector will have to borrow more large-scale loans from the bank, which could increase dramatically the total size of the debt.” The large scale construction funds collected by Department of Railways will definitely increase the burden of department of railways, which lost over 20 billion in 2009 and the loss in 2010 continued to increase in 2010. Without substantive reform, the loss will continue to exist in 2011. And in such a situation, the risk of such great leaps forward without consideration of cost is great.
Are there any other methods to collect money? Actually, China has managed to attract foreign capital and private capital for railway construction long time ago. According to the report of China Economic News in February 21 in 2005, the foreign merchants could invest to China railway construction directly. And the CEN reported on September 19 in the same year reported that the China railways department had opened for areas to non-state controlled capital: railways construction, railways transportation, railway transportation equipment manufacturing and railway operation. However, the foreign and Private Capital have always been in a wait and see attitude to the open gesture posed by the department of railway.
According to the report of CEN on September 19 in 2005, the reason of this kind of phenomenon is that the non-state controlled capitals are worried about the model of High investment and low return and the operating system that merges government administration with enterprise management into one.
For this reason, the issue of collecting money can only be solved by railway department independently, which aggravates the loss and the financial burden of Ministry of Railways. Under the background of great leaps forward year by year in railway department, no one could predict where the China railway will head.
铁道部部长刘志军在1月4日召开的全国铁路工作会议上说，今年全国铁路安排基本建设投资7000亿元，完成新线铺轨7935公里，安排新开工项目70个，其中包括15个高铁和城际铁路项目。如果这一计划完成，今年我国高速铁路运营总里程将突破1.3万公里，从而初步形成覆盖面更广、效应更大的高铁网络,中国的铁路运输正向 “追求更大效益”的方向迈进。
在这么一个宏伟的铁路建设规划之中，一个非常重要的问题就是融资问题，如何确保安全，稳定的融资渠道，是每一个人都关心的问题。然而，正是这个核心部分却问题多多，隐患丛生。对于计划之中的铁路建设的“高投入”，只能由铁道部自行解决，据北京交通大学经济管理学院教授赵坚告诉《每日经济新闻》的记者说：“铁道部门会更大规模从银行贷款，债务总规模或急剧扩大。“这么大规模的建设资金由铁道部独立筹集，势必加大铁道部的负担，2009年铁路系统亏损200亿以上，2010年亏损有增无减，如果没有发生实质性的改革，2011年中国亏损将持续下去，在这种严峻的形势之下，各种工程仍旧持续上马，进行不计成本的“大跃进”，其隐患不可谓不大。
那么，没有一个更开放的铁路融资的方式吗？实际上，中国很早就将中国铁路建设向国外资本和民间资本开放了。据本报2005年02月21日报道，外商可直接参与中国铁路建设投资。同年9月19日又有报道，中国铁路将向各类非公资本开放四大领域，分别是：铁路建设，铁路运输，铁路运输装备制造和铁路经营。但是，对于中国铁路的开放态度，外资和民营资本却一直都处于一种观望的态度。
据本报05年9月19日报道，虽然中国政府积极致力于吸引外资和民营资本，但是这些非公资本对于铁路建设的高投资，低回报和中国铁路的“政企合一”的运营体制心存顾虑，所以对于投资中国铁路态度一直都很冷淡。
所以，在这种情况下，铁路的融资的问题只能由铁道部独立来解决，但是这样势必加剧铁路亏损和铁道部的财政负担，再加上年复一年地搞铁路“大跃进”，中国铁路不知会走向一个什么样的境地。
Zhijun Liu, the Minister of Railways，said, in the national railway work conference on January 4, that the national railway infrastructure investment will be 700 billion Yuan this year, with arrangements to complete laying 7935 km of new lines and open 70 new projects, including 15 high-speed rail and intercity rail projects. If this project was completed this year, the total mileage of China's high-speed rail operations will exceed 13,000 km, which formed a high-speed rail network with more coverage and greater effects of. The rail transport in China, in this situation, is developing into the direction of "the pursuit of greater efficiency".
A very important issue in such a grand railway construction plan is financing, which means how to ensure safe, stable financing, it is everyone's concern. However, the core part of the official has a lot of problems, and risks have arisen. The problem of high investment of railway construction can only be resolved by the Ministry of Railways, according to Jian Zhao, the professor in School of Economy and Management of Beijing Jiaotong University, who said to the reporter in Daily News of Economy:” The railway sector will have to borrow more large-scale loans from the bank, which could increase dramatically the total size of the debt.” The large scale construction funds collected by Department of Railways will definitely increase the burden of department of railways, which lost over 20 billion in 2009 and the loss in 2010 continued to increase in 2010. Without substantive reform, the loss will continue to exist in 2011. And in such a situation, the risk of such great leaps forward without consideration of cost is great.
Are there any other methods to collect money? Actually, China has managed to attract foreign capital and private capital for railway construction long time ago. According to the report of China Economic News in February 21 in 2005, the foreign merchants could invest to China railway construction directly. And the CEN reported on September 19 in the same year reported that the China railways department had opened for areas to non-state controlled capital: railways construction, railways transportation, railway transportation equipment manufacturing and railway operation. However, the foreign and Private Capital have always been in a wait and see attitude to the open gesture posed by the department of railway.
According to the report of CEN on September 19 in 2005, the reason of this kind of phenomenon is that the non-state controlled capitals are worried about the model of High investment and low return and the operating system that merges government administration with enterprise management into one.
For this reason, the issue of collecting money can only be solved by railway department independently, which aggravates the loss and the financial burden of Ministry of Railways. Under the background of great leaps forward year by year in railway department, no one could predict where the China railway will head.