A new round of bus reform is being implemented, and the delineation of the "three red lines" of the central government shows the firm determination of policy makers.

In fact, China never gave up solving the problem of "on wheels" and conducted numerous experiments for it. About 20 years ago, Jiangsu province began to brew bus reform. In 2002, all parts of Jiangsu Province began the bus reform according to local conditions.

Due to the unbalanced economic development in various parts of Jiangsu, the car reform models initiated in various places are not the same. However, every bus reform experiment in southern Jiangsu, northern Jiangsu and central Jiangsu has provided practical experience, theoretical nutrition or lessons for bus reform in 20 15 years.

Local sample

As early as the 1990s, the official car reform in Jiangsu Province has been started. Later, some scholars analyzed that this reform was from the bottom up, generally from the township grassroots to the organs at or above the county level, and the towns and villages in Wuxi, Changzhou, Nanjing, Jiangsu took the lead in completing the reform.

Now it seems that there are three modes of car reform: monetization reform, that is, monthly payment of official transportation subsidies; Leasing reform, that is, renting a car from the society and buying out the annual use right of the rented car at a certain price; Integration reform, that is, setting up a special account and distributing it by bus ticket or ticket. Among them, monetization reform is the most common, which once accounted for more than 70% of the towns and villages that implemented vehicle reform. In view of the large gap between the economic development level of the north and the south, reforms were carried out in different categories-some areas in central Jiangsu implemented vehicle reform after southern Jiangsu, while many areas in northern Jiangsu did not.

Huai 'an Chuzhou (now Huai 'an District)

Rent social vehicles to buy services from the market.

model

In 2002, Chuzhou District of Huai 'an took the lead in exploring the marketization of bus reform in Jiangsu, selling local buses to individuals, turning "buses" into "private cars", and the government signed contracts with buyers to rent vehicles on an annual basis. At the same time, the rented vehicles can only serve the township official business and are not allowed to engage in other businesses. When using a car, public servants need to fill out a car dispatch form, indicating the reason, starting and ending place and mileage of the car. With the approval of the leader in charge, the driver can drive with the Automobile Dispatching Table.

"Since 2003, the township units in Huai' an District (then called Chuzhou District) of Huai' an City have stopped car replenishment and car use, because at the end of 2002, Huai' an District reformed 46 buses in 27 townships in the whole district." A person familiar with the matter said.

In the official car reform materials of the relevant departments in that year, the reporter of Modern Express saw that during the reform process, drivers were placed by their units, and official cars were subject to public bidding. Through bidding, the car buyer not only becomes the owner of the vehicle, but also becomes the lessor of the vehicle. Vehicles are exclusively used by car rental units and may not engage in other business activities. The government rents the car back, and the car rental unit has to bear not only the rent, but also the gasoline fee, bridge toll, parking fee and the driver's room and board in other places. In other words, buses in towns and villages in Huai 'an District will be sold to individuals, and it is clear that vehicle property rights are privately owned; The government signs a contract with the purchaser, and the government buys the right to use the vehicle every year.

When township public servants use official vehicles, they adopt the system of dispatching vehicles. Passengers fill in the car delivery form, indicating the reason, starting and ending place and mileage of the car delivery. With the approval of the leader in charge, the driver can leave the car with the dispatch form. "Now, our towns and villages are still renting cars in this mode. The rent is about 50 thousand a year, but we don't bear the driver's salary and don't have to keep our own car. " A public servant in a township in Huai 'an District said that a township usually rents one or two cars, which are used by other public servants on the basis of ensuring the use of cars by township cadres. "We use the car to fill in the form in the office, and the official reasons, the distance of the car and other information should be indicated on the list. The secretary and mayor don't need a car, so they take the list signed by the leader to find the driver who rents a car. " When the rented vehicle is used for official dispatch, public servants need to rent a car outside. In terms of fuel fee settlement, towns and villages issue fuel cards according to the mileage of car rental, and each fuel card is linked to the license plate number of the rented vehicle to prevent drivers from overstating the fuel fee.

At the beginning of the car reform, local officials said that it was unbearable for the government to adopt a "monetization" bus reform method in economically underdeveloped areas such as Huai' an District of Huai' an City. At the same time, the amount of transportation subsidies for leading cadres after the car reform is higher, and some cadres' subsidies even exceed the basic salary. This way is difficult for people in economically underdeveloped areas to understand and accept. However, after the bus reform with clear "two rights", it does not involve cash and currency, but it does block the possible loopholes in the use of buses from the source.

It is reported that the pilot has been implemented for more than ten years, and the supervision of car rental in villages and towns has also changed from the Disciplinary Committee to the joint supervision of finance, public security and auditing.

As can be seen from the official vehicle reform materials of that year, the scope of bus reform in that year was prepared to expand from townships to county-level party and government organs, enterprises and institutions. However, the reporter learned that the current "anti-rent and anti-package" model is only implemented in towns and villages in Huai' an District, and the party and government organs directly under the district are still equipped with buses and drivers.

According to Huai 'an's information, at the end of 20 12, Huai 'an inspected 760 official vehicles in institutions directly under the municipal government and in the main urban area.

In order to strengthen the management of these official vehicles, in the second year after the inventory, Huai 'an officially promulgated and implemented the "four unifications" management method for official vehicles, starting from four aspects: insurance, refueling, maintenance and disposal, systematically reducing the bus funds and putting a "halter" on the bus steering wheel.

According to the statistics of the financial department in that year, the "four unification" public bidding was implemented, and the service providers such as insurance, refueling, maintenance and disposal of official vehicles were determined through competitive negotiation, inquiry and qualification access, which saved a lot of money for the government in the form of centralized procurement. The insurance premium for official vehicles is lower than the market price by 30%, the price of gasoline by 2.5%-3%, the price difference rate of automobile materials by 13.5%, the asset appraisal fee by 66% and the auction fee by 60%.

Suzhou Changshu

Can the car reform under high subsidies continue?

model

In 2004, Changshu, Suzhou began to implement the monetization reform of official vehicles and implemented the local currency quota contract system. Monetary fixed contract fees are linked to the actual jobs of civil servants, and are adjusted with the changes of leading cadres and civil servants' jobs. The purchase of private cars is paid in cash on a monthly basis according to the standard. The first-level section chief (director) subsidizes 2800 yuan, the second-level section chief 2700 yuan and the third-level section chief 2600 yuan. If you don't buy a private car, you will be reimbursed according to the facts within the standard range, and the surplus will be rewarded by 30% every year at your own expense.

As early as 2004, Sun Yuhang bid farewell to the days of free bus ride. At that time, a deputy-level cadre of a local bureau had to huddle with a group of young people to learn driving. Later, I bought a Santana and drove it for five years before I replaced it with the current Audi.

In 2004, Changshu began the bus reform. The main body of the reform is the bus at three levels: township organs, municipal organs (public security organs are not included in the scope of reform for the time being) and village committees.

In that year's car reform, the municipal authorities were divided into three categories: one was the construction bureau and other 13 units; The second category is 42 departments including the Organization Department of the Municipal Party Committee, the Commission for Discipline Inspection, the Propaganda Department and the Health Bureau. The third category is the Legislative Affairs Office, Foreign Affairs Office, Federation of Industry and Commerce and other 22 departments. Township reform is also divided into eight big towns and three small towns. Classification is based on the workload of each unit using cars.

After the reform, the first-level departments receive a monthly subsidy of 2,800 yuan, a deputy of 2,400 yuan, team members 1.800 yuan, non-leading cadres 1.400 yuan and non-leading cadres 1.200 yuan. The secondary department is less than the primary department 100 yuan, and the tertiary department is less than the secondary department 100 yuan.

The allowance for secretaries and mayors of big towns is 3,000 yuan per month, that for NPC directors, CPPCC chairmen and deputy secretaries is 2,400 yuan per month, that for Party committee members, deputy mayors, NPC deputy directors and CPPCC vice chairmen is 2,000 yuan per month, that for non-leading cadres is 1.400 yuan, and that for non-leading cadres is 1.200 yuan. The subsidy level of small towns is less than that of big towns, 200 yuan.

According to statistics, there were nearly 500 leading cadres at or above the deputy department level who bought private cars in Changshu at that time, accounting for 85% of the total. Sun Yuhang, a metre cadre who is not in a leading position, can get a monthly subsidy of 1.200 yuan. "It is equivalent to 50% more salary." Sun Yuhang said.

It is reported that if you want to get this subsidy, you must show your car purchase invoice, as well as your personal driver's license and vehicle driving license. If you don't buy a car, cadres above the deputy department level can get 50% of the standard, and ordinary cadres can get 70%.

According to public information, there were 206 buses in the township organs under the jurisdiction of Changshu City at that time, and the annual expenditure was 6.5438+0.954 million yuan (including driver compensation and vehicle depreciation); There are 279 buses in the municipal departments (except the public security inspection law), and the transportation funds determined by the departmental budget amount to17.62 million yuan (excluding the driver's remuneration); There are 87 buses at the village level, with an average annual expenditure of 1.7 million yuan. According to the calculation, according to the above standards, the annual transportation cost can be saved by more than15.5 million yuan.

Nowadays, Sun Yuhang has long been used to driving to work. In Changshu, where the economy is developed, even Audi is inconspicuous. However, although his subsidy has now risen to 2800 yuan per month, the cost of car maintenance is much higher than before.

"There was no traffic jam before, and the oil price was cheap. Stop the car. Just stop it. At present, the fuel, insurance and parking fees should be at least 1.5 million a month. When there are many, 3,000 yuan is also ok. " Sun Yuhang said.

In fact, other areas in Jiangsu, especially the economically developed southern Jiangsu, have adopted monetization when conducting bus reform experiments, while Zhangjiagang City, Kunshan City, Taicang City and other urban counties have similar car subsidies to Changshu before.

Some scholars call this car reform model "Sunan model". However, the success of this model has been controversial in academic circles. For example, how long this high subsidy method can run and how to replicate it in economically underdeveloped areas.

Nanjing district and county

Centralized auction of buses

Pay cash subsidies

model

The bus reform in Nanjing began as early as 2004, when a leading group for bus reform was set up. In April, 2005, starting from some agriculture-related streets, the buses in the streets were collected and auctioned to the society. The street public servants found the gold subsidy according to the frequency of activities, and the vehicles for going out to work were solved by themselves. In 2006, districts and counties began bus reform, and municipal authorities remained unchanged. In 2007, all districts and counties in Nanjing completed the bus reform.

"We have implemented bus reform at the district and county level, and there is no bus in the unit." Li Daming, deputy director of a district-level organ in Jiangbei, Nanjing, said that now he drives himself to work every day, and their director also drives his own private car.

According to media reports, among the 12 districts (counties) that participated in the car reform at that time, 1/districts (counties) adopted the monetization reform mode, and only1county adopted the mode of approving fees and renting cars. The so-called monetization reform means that the unit is no longer equipped with buses, but pays car subsidies to civil servants according to their positions, distances and workload, and pays them monthly. Jianye district's official transportation expenditure in 2004 was 3.54 million yuan. After the vehicle reform, it is necessary to pay a monetary subsidy of 2.27 million yuan, reducing the expenditure by 6.5438+0.27 million yuan, down by 36%. The Nanjing Municipal Commission for Discipline Inspection once made a statistic: the total cost of vehicles actually spent by the vehicle reform unit in the past year was about 60 million yuan, and the total cost in the year after the vehicle reform was 42.42 million yuan, a decrease of 29%.

According to the accounting standards at that time, general township party and government chiefs (such as township party committee secretaries and heads of townships) can get a monthly car compensation contract of 1.85 yuan, and deputy secretaries of about 1.500 yuan, while general clerks can get a minimum monthly allowance of 80 yuan. In the end, the car compensation for the top leaders of the party and government in various districts (counties) in Nanjing is roughly between 1600 yuan and 2,000 yuan per month.

"My car sticker 1800 yuan a month now, and our street director and secretary have a car sticker of about 2,500 yuan a month." Shen Lei, a deputy-level cadre of a street in Jiangning, told the reporter that 10 years ago, after the car reform was completed in the street, there was no leadership car in the street. Before the car reform, the street director and secretary took the bus, but after the car reform, they all got the car stickers, so there was no bus to take. Cadres at all levels in the street usually drive their own private cars when they go to meetings in the district or go to the countryside to do business.

Yang Jun, director of a bureau in Gulou District, told reporters that his bureau is a department-level unit. Bus reform was carried out 10 years ago. After the car reform, the unit has no bus, and the director has no bus to take.

The reporter learned that a new round of bus reform of Nanjing municipal authorities has started. According to the time requirement of national bus reform, the bus reform will be completed before the end of this year. In other words, in more than a month's time, both districts and counties and municipal authorities will complete the bus reform in accordance with national requirements.

Reform has never been like this.

The heart is bright and the road is tortuous.

Previously, the effect of bus reform in Jiangsu was immediate. After the bus reform in Dongtai, Kunshan, Yizheng and Huai 'an Chuzhou, the fare savings are generally above 30%. After Wuxi implemented the township car reform, it immediately saved more than 25 million yuan in vehicle expenses. However, problems also follow. In order to save subsidies, a few leading cadres simply went to the grassroots level. In some places, there have been some problems, such as the abnormally high subsidy standard for vehicle reform, the difficulty in promoting in economically backward areas, and the difficulty in ensuring vehicles for major events.

"Before, 47 counties (cities, districts) in Jiangsu carried out the reform of official vehicles, all of which were exploring by themselves. Seeking truth from facts is not perfect enough. " At the press conference at the end of last year, the relevant person in charge of the Jiangsu Provincial Organs Administration Bureau said that what official vehicles should be kept and the subsidy standard should be improved. At the same time, he said that according to the requirements of the central authorities, regions and departments that have already carried out car reform must be standardized in accordance with this official car reform plan.

At the beginning of the reform in 2003 and 2004, countless media, scholars and officials discussed the success and shortcomings of the car reform in that year.

"The car stickers sent before are welfare for some people, and for some people, they may have to post them themselves." Li Lei, a civil servant in Nanjing, said that he once posted an anonymous post on the Internet complaining about the previous car changes. "Now some people say that without buses, civil servants will be lazy, but not everyone does." Li Lei said: "Our bureau often has to run down. There used to be a bus, and everyone was willing to get off. There is no bus, some retired cadres are unwilling to move, and they call to do things. Some young people want to run down and get the least car stickers. After a month, they often have to post their own money. "

Some districts and counties opposed the reform at the beginning. Some media reported that a county in southern Jiangsu was opposed by most civil servants at the beginning of the car reform on the grounds that the subsidies were too low. Later, the local government had to raise the subsidy standard to gain the support of civil servants.

Some experts believe that one of the key reasons why the car reform in Suzhou district and county has persisted so far is that the above subsidy standards have been accepted by most officials.

A master's thesis in 2007 studied the monetization reform of official vehicles in Changshu. In the paper, the author calculates that if a vice mayor buys a private car with 6,543.8+0.5 million yuan, the annual depreciation expense is 6,543.8+0.6 million yuan according to the scrapping calculation of 654.38+0.5 years, plus the annual insurance premium, road maintenance fee, repair fee, maintenance fee, parking fee, bridge crossing fee and fuel fee for official activities, totaling about 654.

The article also points out that the annual insurance premium, road maintenance fee, repair fee, maintenance fee and depreciation fee of the vehicle are all calculated in the transportation subsidy, but in fact, the vehicle is not fully used for official business, and the expenses incurred should not be borne by the finance.

In view of the effect of the car reform, the paper points out that a sample survey of 200 civil servants who participated in the car reform in Changshu shows that 85% of civil servants think that the car reform has facilitated their work and life and increased their travel rate; 12% of civil servants think that the car change has a certain impact on travel; 3% of civil servants believe that car reform has a great impact on travel.

A sample survey of Changshu 100 citizens shows that 68% of the citizens think that the vehicle reform is successful, of which 50% think that it will promote the construction of a clean government, 13% save costs, and 5% are for other reasons; 32% of the citizens think that the vehicle reform is a failure, 18% think that the failure is due to no cost saving, 1 1% think that the failure cannot be cured, and 3% think that the failure is due to other reasons.

Nowadays, a new round of bus reform is being carried out in Jiangsu Province with an unquestionable attitude, but it is foreseeable that, like any previous reform, there are different opinions, and support and controversy will follow.

On the eve of "the second car reform"

Some people argue, others rejoice.

The new round of vehicle reform is a national reform, and more and more people realize that in this reform, it is not necessarily civil servants, but everyone is actually a stakeholder. Although the relevant rules have not yet been issued, the 20 15 car reform has disturbed a lake like a boulder that has just fallen into the water. With more developed means of communication, different voices can be seen everywhere. For example, some people are lost, some people are happy, some people decide to enter the "official car rental market", and some people are determined to be the supervisors of reform.

Regarding the bus reform policy to be implemented soon, the local government staff in Huai 'an told the reporter of Modern Express that some people said that the possible monetization reform would promote the use of public transport by public servants, and some public servants said that the specific situation of the policy has not been fully implemented in the local area, so it doesn't matter how to use the car, as long as it doesn't hinder the work.

Lin Yi is an ordinary clerk in a county-level city government department in Suzhou. She has just been employed for two years. He told reporters that he would subsidize 800 yuan to buy a car every month. "I feel a little miserable after the reform." Lin Yi said that he heard that he could only get 500 yuan/month at most, or even the upcoming 300 yuan/month for car repair. "A little sad." Lin Yi calculated an account. "800 yuan is barely enough to drive, and I have to take the bus in the future." Wang Ping is the deputy director of a district office in Suzhou. She seems to be "calm" about the upcoming bus reform. "As a party member and a civil servant, I think the above policies need to be unconditionally observed and there will be no opinions." Wang Ping said, what's more, the policy has not been fully implemented, and no one knows what the specific details are. There is absolutely no need to worry and consider now. Wang Ping thinks that we should look at the next bus reform with a normal mind.

Xu Dawei of a bureau in Nanjing told the reporter that because the municipal authorities in Nanjing didn't carry out the bus reform, he didn't have a bus sticker every month, but there was a commuter allowance in his salary slip, which was only two or three hundred yuan per month. Xu Dawei hopes that his unit can carry out bus reform like the districts and counties, so that as a director, he can get a bus sticker of 1040 yuan every month. Since his main work scope is in the old city, this car sticker can roughly meet his transportation expenses.

Xu Dawei said that there are more than 70 staff members in their bureau, but there are 1 1 people at or above the deputy bureau level. From the director to the deputy director and inspector, there are buses. Actually, according to the regulations, most people here can't have cars. Nominally deputy director, inspector, etc. There is no special car, but in fact, the car they take is a special car with a driver. In terms of leadership by car, each unit can be said to have its own advantages. Some departments concerned apply for car allocation, and some borrow cars from other channels, such as subordinate units, because cars cannot be allocated according to regulations. In fact, the borrowed car became the leader's car. The cost of the car should be deducted from the subordinate units, which have great opinions, but there is no way. "On paper, their car is a unit bus. Others can take the bus if they have something to do, but who can use the car of the deputy director? Don't talk about the deputy director, the driver will not do it! "

Xu Dawei said that the annual expenditure of this 1 1 car is not small. A driver's annual salary is about 80 thousand yuan, plus the cost of fuel consumption, maintenance, repair, depreciation and so on. If a car costs 30,000 yuan a year, the personnel and vehicle-related expenses spent on 1 1 bus are 65,438+. According to the requirements of this bus reform, only the bureau level can keep the special car, and there can be no special car below the deputy bureau level. At present, 1 1 vehicles, only the car of the director is kept, and the other vehicles are no longer open. "These cars should be handed over to relevant departments in the next step. I wonder what the driver will do. Drivers who sign labor contracts may be dismissed, and drivers who have compiled may have to quit. "

Xu Dawei told reporters that this round of bus reform should be a good thing for ordinary civil servants, because ordinary civil servants have relatively few opportunities to take buses. After the bus reform, they can get a few hundred yuan of car stickers every month, which is definitely popular. But for some deputy bureau-level and department-level cadres, because the car reform touches their vital interests, they may have ideas. There used to be a car delivery every day, but after the car was changed, it became a taxi and subway bus. Can they adapt to this change? Xu Dawei worried that after the car reform, some leaders might go out to work and go to the grass-roots level, because the traffic had to be solved by themselves. However, he said that he supports this round of bus reform, especially the regulations for deputy bureau-level cadres, "let the bus really be named public and return to the original purpose of the bus."

In fact, the stakeholders of this reform are not only civil servants, but more and more people are beginning to pay attention to this matter.

Yesterday, there was such a news that "the bus reform gave birth to the demand for car rental services": a friend made up his mind to go to the bus auction to find treasures in the near future; Another friend of driving school said that they are planning to increase the number of VIP classes. "There must be many officials who want to learn to drive. How can they be willing to learn from others? "

Lao Lu, a native of Nanjing, is another person who is concerned about the bus reform-he is a professional whistleblower with a real temper and has taken many photos of the private use of buses.

"Reform belongs to reform, and someone must supervise it. Fortunately, the times are different. " Lao Lu said that in this bus reform, I hope that the bus can have more obvious signs, so that the whole people can supervise it and completely break the root of the private use of the bus. "It doesn't matter if you lose two pieces of news." Lao Lu said seriously.

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