An Analysis about The Political Economy of Airport MRT Policy
|Keywords:||機場聯繫;利害關係人;大型計畫;成長機器;airport link;stakeholder;mega project;growth machine||Issue Date:||2008||Abstract:||
CKS airport MRT is the purple line of long term network of Taipei MRT system plan. According to plan executive schedule, engineering of Hsinjuan line, Loujou line, which is long term network as well, were contracted in 2001. But CKS airport MRT has absolutely different executive route.s the first two MRT lines, Danshui line and Muzha line, engineering were contracted in 1988, New Traffic Transit applied private investment project of CKS MRT line at the same time. NTT planned to introduce rapid transit technology of Japan, the planning route passed through suburban area of Taipei County. The raising value of property development of along line would pay for the cost of CKS MRT line engineering. Since the government had no experience of BOT public infrastructure then, and there was no act of executing BOT. NTT lobbied some legislators to legislate related acts, they proposed legal provisions of private participation in infrastructure in the MRT Act, and the Ministry of Transportation and Communications set related regulation. The government reviewed NTT’s proposal for several years, according briefly and rough relative codes, and resulted fail finally.n mid 1990s, the first aim is to response the request of opening domestic government procurement of international society, secondly, to activate domestic idle funds and to enlarge domestic demand and raise macroeconomic. This is the first time that government proposed to construct public infrastructure with BOT, Since CKS MRT line was under the Asia-pacific project. After fierce concession tendering of five companies, Changsheng co., planning several zone expropriation areas with public-private participation, win by the creative idea of financial program from the raising value of suburban lands along CKS MRT line. Passing by grey belt of law, the proposal of Changsheng co. was appreciated by the Accreditation members. Although Changsheng co. had finished the project after five years, the contract discussing with government failed for the bankrupt of Changyi group. In 2003, DPP government announced that CKS MRT line would be constructed by government. Since the traffic bureaucracy held different point of view of Changsheng’s planning line, under the overwhelming pressure by local representatives, the government took Changsheng’s planning line finally and enlarged the scale of CKS MRT project. KS MRT line was a mega project including huge profit, Changsheng’ project was based on dense population on Taipei metropolitan. It would reduce residences and passengers along CKS MRT line by developing suburban lands. Its strategy was to designate huge scope of zone expropriation areas, to include Taipei County and land owners along line into project. The raising profit of land prices was part of financial plan, and was shared by local growth machine, Changsheng Co. and MRT engineering. Although Changsheng project failed at the end, under the local political power pressure, it was still executed in another way, by government.
|Appears in Collections:||建築與城鄉研究所|
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