In the past recent years due to deteriorating fiscal situation the government has allowed private sector to participate in several large transportation construction projects. The north-south railroad project and the Kaoshiung rapid transit system are just a few prominent examples in this respect. One common concern of private participation in public infrastructure construction has been that as the construction project moved on, the problem of financial insolvency also loomed, casting doubt on the continuation and completion of the project. The root cause lies in the poor financial planning（typically gross under-estimation of the fund needed to complete the project）, necessitating several rounds of request for funding addition. Thus, to avoid the same mistakes, it is imperative to introduce and promote responsible and accurate project financing into public infrastructure developments.
Unlike traditional financing taking physical assets as collateral or accepting owner’s guaranty to protect the financial risk, project financing is one way to get financing by using the cash flow that the project generates in the future as the resource of payback, project feasibility and risk distribution shall be carefully evaluated by the financial institutions before making the decision to provide the financing required.
This research emphasizes the arrangement of proper project financing, especially on establishing a practical operating procedure for project financing. Through questionnaire survey method, panel discussion with scholars and experts, compilation and research on domestic and foreign cases, establishing project financing evaluation structure, we expect to prescribe a whole range of recommendations to form a protocol for government agencies and private enterprises to follow, thereby improving the macro environment and raising efficiency of private participation in public infrastructure constructions. The result shows that the mechanisms, provided by the Tri-party Contract for The Construction of Taiwan High Speed Rail Project, that government may acts as a financing guarantor and the intervention right at the time of termination in the Construction and Operation Contract do not completely fit in with the theoretical basis of the project financing. As we understand that each built-operate-transfer (BOT) project is unique with various scale and characteristics. Therefore, it is suggested that government should develop a suitable BOT mechanism, including developing comprehensive BOT laws, to fulfill special need of various BOT projects.The suitable BOT mechanism must include proper and clear design of step-by-step consideration and project control logic. It should focus on the progress control of project financing and engineering in the beginning stage, but concentrate on project operating issues and real estate developments in the late stage of a BOT project.