Study On The Supply Model Of Rail Infrastructure And Institutional Arrangement In Qinghai, Tibet And Xinjiang Area

From the practical needs of rail infrastructure supply of the view in Qinghai, Tibet andXinjiang Area，total lack of rail transport and the coverage is limited, economies of scope andnetwork economies of scale has not yet formed. Because of the broad jurisdiction, aspecial complex terrain environment and fast growing traffic demands, need to guideand coordinate rail infrastructure supply in Qinghai, Tibet and Xinjiang provinces. On thebasis of the full use of existing resources, improving utilization efficiency, increaseinfrastructure investment, rationalize the various relationships in Current investment andfinancing system. Density of railway transport is high, the volume is large, passenger andfreight transport operate in same line in Qinghai, Tibet and Xinjiang provinces. Requirehigh-speed, but also overload. Demanding for complex and flexible, Intensification of railwaytransport organization and information level is not high, these are higher requirementsabout railway infrastructure building investment in forward-looking and rationality.In order to protect the railway rapid, sustained and healthy development in Qinghai, Tibetand Xinjiang Area, study on rail infrastructure supply model, propose institutionalarrangements and the development of appropriate policies, in order to enhance theeffectiveness of the supply of railway infrastructure. In this paper, interpretive research-based,as a typical sample of rail infrastructure in Qinghai, Tibet and Xinjiang area, study on supplymodel and systems theory combined with a representative sample, integrated use ofcomparative analysis, systems analysis methods, quantitative methods and qualitative analysismethods.Innovation of this paper is that integrated use of transport economics, public economics andinstitutional economics relevant theoretical knowledge, divide clearly variety ofcharacteristics in Qinghai, Tibet and Xinjiang Area, detail analysis of a representative sampleof the regional cost differences, clear the scope of public finances into, ensure that the limitedcentral government devoted to the effective field.Railway infrastructure projects in Qinghai, Tibet and Xinjiang Area is the result of nationaleconomic evaluation senior to financial Evaluation, it epitomizes political and social goalspriority and maximization of social welfare. Preliminary engineering of railway infrastructureprojects in Qinghai, Tibet and Xinjiang Area is tough and amount of money is lager, due tohigher operational maintenance costs, lower demand and low-freight rate policy, as therepresentative of typical sample of Xinjiang Bureau and the Qinghai-Tibet railway company,under the above-mentioned ‘two low and one high’ operate conditions, not only the specificpassengers and materiel public welfare transportation, but also the ordinary passengers andmateriel transportation, their cost is greater than income, the main industry is deficit, with a universally public welfare attributes. Not only return on investment is difficult to expect, andeven investment recycling also is difficult to guarantee, especially in the Qinghai-Tibetrailway and the Southern Xinjiang Railway. High-risk investment risk will be excludedrisk-averse investors. In the current and the long period of time, because of huge investmentand lack of profitability, it does not exist mainly rely on private investment to buildinfrastructure conditions, and it is not exist fully market-oriented conditions. It is the marketfailure and public investment areas, the government should play a key decision-makers andinvestors, and have direct financial obligations.The railway sector did not get the return from public transportation products and services.In order to make the market equilibrium moves to the social optimum, need the government toprovide subsidies for positive externalities. Capital factor can not spontaneously flow in thedirection to the low rate of return, it requires the central government to strengthen thedevelopment of transportation infrastructure, increase efforts to support poor and remote areas,and make institutional arrangements. Flowing through the property flow and restructuring todecentralize the excessive concentration of state-owned property, is a new topic of thegovernment reform. The point of achieving multiple capitals in state-owned property area isnot only commits to broaden access to external investors, but also provides practicable casesin practicing BT, BOT and other construction business models.