本文按不同开发主体将城市轨道交通场站周边土地开发模式划分为两种：房地产企业为主导和城市轨道交通企业为主导；分别构建了政府视角下的土地开发模式的经济效益测算模型,对比了不同模式下的轨道交通线路盈亏、城市轨道交通场站周边土地开发收益和政府的效益；最后,以某地铁线为例,设定了一次性收益与持续性收益两种土地开发情形进行案例分析。研究结果表明：一次性收益情形下,由轨道交通企业主导开发时,可通过建设用地面积达10.96万平方米的潜力地块的开发收益和部分税收金额反哺运营亏损,年均政府经济效益为2.40亿元。持续性收益情形下,在线路运营初期、近期、远期,轨道交通企业主导开发模式下的年均政府经济效益均优于房地产企业主导开发模式,且轨道交通企业主导开发几乎可实现自负盈亏,政府在线路运营初期、近期、远期分别只需支出23.65%、20.75%、16.74%的税收金额用于补贴。

This paper constructed economic benefits calculation models of different land development modes of urban rail transit stations peripheral areas as the perspective of the government. The modes included urban rail transit enterprises leading and real estate enterprises leading. The operating profits calculations of rail transit lines, land development benefits calculations and government benefits calculations were carried out. Finally, two land development scenarios of one-time income and continuous income were analyzed by the example of an urban rail transit line. The research results show that in the scenario of one-time income, operating losses can be covered through development gains and part of taxes with the construction of potential lands of 109,600 square meters under the mode of urban rail transit enterprise leading. The average annual government benefits reach 240 million yuan. In the scenario of continuous income, the average annual government benefits under the mode of urban rail transit enterprise leading are greater than that under another mode regardless of the operating periods. The losses can be almost covered no matter which period under the mode of urban rail transit enterprise leading. Only 23.65%, 20.75% and 16.74% of the tax amount will be used as subsidies in each period.

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国家自然科学基金 (71971021)