The guest watched, the revised draft of the "Toll Road Management Regulations" partly reflected the determination to solve the problem of road tolls. At the same time, after the revised draft was published, the public also raised some concerns.
The Ministry of Transport announced on the 21st that the revised draft of the "Trained Highway Management Regulations" was open to the public for comments. The revised draft establishes two road system development models of “charge†and “tax collection†for a long time. The government toll roads implement standardized budget management. Except for toll road rights, all toll road assets are not transferable and listed, and The threshold for toll roads is set and adjustments are made for the charging period. This means that toll roads and non-toll roads will have different overall development orientations, and highway tolls that are of general concern to the public will be implemented on a long-term basis in accordance with the principle of “payers payingâ€.
The guest reviewed, this revised draft partially reflects the determination to solve the road toll problem. Non-toll roads account for about 97% of the total road mileage of the country. The general public budget guarantees the construction, maintenance, management, reconstruction and expansion of capital requirements, which is conducive to curbing the current unreasonable charging phenomenon of non-high-speed roads. Forced to pay the bill to restore the public attributes of such roads. The toll road, which is mainly a highway with a total road mileage of about 3%, is supplemented with a separate charging system. It is also a need to abide by the debt relationship formed by the “borrowing and repairing roads†generally adopted during the construction of the expressway and to maintain proper contracts. The revised draft also made adjustments to the highway-based toll road toll system, the operational qualification of operational roads, and the threshold of toll roads to form stricter restrictions on related charging behaviors.
These are all aspects of the revised draft. At the same time, after the revised draft was published, the public also raised some concerns. For example, from the perspective of completely dissolving the interests of various types of roads, the utility of “charges†and “tax collection†may be discounted. First of all, the distinction between the two road systems does have its practical inevitability, but it may also lead to a shift in the driving mode of road construction and maintenance. Due to obvious differences in interests, some places may tend to build highways and neglect the construction and maintenance of non-toll roads, resulting in disorder and waste of local road construction. Secondly, the revised draft establishes the goal that only highways can be charged, but the timetable has not yet been set. The interest pattern of the first-class and second-class roads that are still charging is not actually touched. Moreover, there have been precedents for transforming low-grade roads into high-grade roads for the purpose of extending the charging period. How to effectively manage such behaviors needs to be further clarified. Third, the regulations stipulate that non-toll road assets cannot be transferred and listed for trading, but it is not determined who is the subject of supervision. How to ensure that the asset valuation at the time of transfer of road property rights is true and credible? How to prevent local government departments from transferring their road assets in disguise due to local interests to safeguard their own interests? Previously, many toll roads were by means of transfer, which obscured the nature of property rights, extended the time limit for charging, and the supervision was always absent. Fourth, how to ensure the threshold for the franchise roads established for the introduction of the PPP mechanism, how to prevent local and franchisees from forming new alliances, resulting in the loss of public interest, but also have a response plan.
The most concern is that in the revised draft, the expressway no longer stipulates the specific charging period, and the charging period is determined based on the actual repayment period of the road network. As everyone knows, how much money is owed by many toll roads and how much money has been paid, has always been a fool of accounts. According to Xinhua News Agency, since the beginning of last year, the national highway revenue and expenditure situation has only begun to be announced to the public. Even so, this year's Guangdong Communications Department has placed an "Oolong", and in less than one month, two books with large figures have been released. In addition, it is not uncommon to change the debt through reform and expansion of highways, property rights transactions, etc., for objective reasons or for the subjective needs of maintaining existing interests. It can be said that the debt maturity date, which is difficult for the public to know, is the charging period. It is much more flexible than the time limit. How to prevent the black box operation that may occur? These concerns of the public are subject to further policy responses.
Overall, the revised draft Regulations on Toll Roads has a clear tendency to resolve local road debt problems. This has realistic needs, and it is difficult to unravel the powerlessness of the highway interest. The rigid system interface of actual operation needs to be strengthened. In theory, government toll roads should cancel fees as much as possible, and return to the people, while roads with social capital interventions should try to comply with the contract as much as possible, while presupposing the actual debt situation and income. This is not easy to do, but it is to unravel the direction in which complex road benefits should be targeted.
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