Among them, it is proposed to promote the revision of the Regulations on the Management of Toll Roads, gradually and orderly cancel the government's repayment of secondary road tolls, and scientifically and reasonably determine the highway toll standards; Explore the differential charging policy of expressway at different time periods and the application of standard freight car toll by weight ETC to improve the traffic efficiency of expressway; Coordinate and promote the guidance price of expressway vehicle rescue, strengthen supervision and inspection, and resolutely investigate and deal with arbitrary charges; Standardize the punishment standard for vehicles exceeding the limit, and put an end to the phenomenon of "arbitrary fines" and "escrow with fines".
A few days ago, the Ministry of Communications published four consecutive replies to the suggestions of NPC deputies, each of which involved topics related to highway toll policy. This time, it is mentioned again that it is the first time to put forward the policy of "exploring the differentiated toll collection of expressways by time period". It seems that the revision of the Regulations on the Management of Toll Roads has entered a stage of rapid advancement.
According to the previous draft for comments, long-term highway toll collection is "imperative". To put it simply, we are prepared to charge as follows: first, the franchised expressway can be granted for more than 30 years; After the completion, it will be recovered by the government and charged uniformly with other government toll roads; After that (the last government toll road also ended with "unified borrowing and unified return"), the maintenance management fee will be implemented for a long time.
In this context, if we look at the new formulation of "exploring the differentiated toll policy of expressways at different time periods", we will certainly consider reducing tolls and logistics costs of enterprises. For example, passing at night may reduce tolls; But it may also be paving the way for canceling the policy of free passage of minibuses on major holidays. Because there are many cars on holidays, it is necessary to increase differentiated charges and reduce traffic flow.
As we all know, 95% of highways, 6 1% of first-class highways and 42% of second-class highways in China's existing highway network are toll roads, and the toll roads in China are 654,380,400 kilometers. Among them, when the fuel tax was levied on secondary roads, it was clearly stated that the charges would be cancelled, but so far it has only been "gradually and orderly cancelled".
Compared with the previous commitment of the Ministry of Communications that "in the long run, toll roads will account for about 3% of the whole mileage", it seems that it is necessary to prepare a makeover to force the long-term toll policy of expressways.
The proportion of China's total logistics cost to GDP was 18% in 2065, 438+03% in 2065, 438+05 16% in 2065 and 16% in the first half of 2065. From the data alone, logistics costs seem to be declining steadily. In fact, there are both factors of oil price changes and factors of improving quality and efficiency of logistics industry. Compared with foreign countries, our logistics cost is still very high, and logistics cost is one of the drivers of price increase.
In order to reduce the logistics cost, people eagerly wait for the expressway to stop charging when it expires, but now it seems that this is a luxury. The high-speed congestion after free cars on holidays makes people more and more agree with an economic point of view: free cars are not necessarily the best. The reason why the Ministry of Communications wants to charge for a long time and tries to use "differentiated charging according to time" instead of free cars on holidays seems to make sense in economics, because price adjustment is the most effective adjustment means.
The problem is that there is a basic contractual spirit behind this. Because according to the previous charging regulations, high-speed charging has a clear deadline, and investors and consumers have clear expectations. The original highway toll standard was also determined according to this period.
Nowadays, it is hard to say that it is fair and reasonable to force the long-term charging policy in the name of "unified borrowing and repayment" or "maintenance management fees".
When it comes to reforms involving vested interests, we often hear a saying: old people use old methods and new people use new methods. This kind of treatment seems muddleheaded, but in fact it is reasonable and conducive to the advancement of reform. Then, if the expressway wants to change the charging rules, can it also be an "old way, new way and new way"?
As long as you don't get off the highway, you have to cross provinces to have a toll station. This seems to bring trouble to the "old method", but it is not difficult to deal with this problem, and the corresponding chapters can be directly reduced.
Is it feasible to stop charging when the old road expires and implement long-term charging, one expressway and two charging systems for the new road according to the new method, and to test which is better and which is worse in practice and make specific adjustments according to the actual situation?