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HCM City tightens construction of high-rise buildings to ‘save’ traffic

The city tightens the construction of high-rise buildings with the condition that the project does not cause traffic jams to be implemented, after many years of “floating” causing the traffic infrastructure to overload.

On the morning of May 10, cars and motorbikes filled Pho Quang Street (Tan Binh District), slowly moving into the city center. Located at the gateway of Tan Son Nhat airport, the road is only nearly two kilometers long, about 8 meters wide, has not been expanded for many years, but has 15 buildings with tens of thousands of apartments, hotels and offices for rent. …





Vehicles are lined up on Pho Quang Street, Tan Binh District, on the morning of May 5.  Photo: Gia Minh

The car ran on Pho Quang street, Tan Binh district, on the morning of May 10. Image: Gia minh

The largest on this route is a high-class apartment complex with 4 blocks of 16 floors right next to the road, with nearly 500 apartments, put into operation about 5 years ago. Nearby are 8-10 storey buildings with a hospital, so it’s always crowded. At the end of the day, when the number of cars is crowded, the vehicles constantly go in and out of the buildings, making the space suffocating.

The situation of “traffic jams due to buildings” also occurs on the roads where many high-rise apartment buildings are growing up very quickly, making the infrastructure unable to keep up, such as: Nguyen Huu Tho crossing the Kenh Te bridge (connecting Districts 4 and 7) . , Nam Ky Khoi Nghia, Nguyen Thi Minh Khai (District 1), Mai Chi Tho (Thu Duc City), Ben Van Don (District 4)… Statistics show that the whole city currently has more than 1,000 buildings 25-100 high. m, concentrated in districts 1, 3, 5, 7 and Thu Duc city, leading to overloaded infrastructure in some places.

Statistics show that by the end of 2021, the ratio of traffic land to urban construction land in Ho Chi Minh City is only nearly 13%, about 10% less than the standard. The total length of roads in the city is more than 4,500 km, the density is 2.26 km per km2, only 1/5 of the standard. Indicators such as road density, the ratio of traffic land area to urban construction land area, are lower than that of similar, developing cities such as Bangkok, Taipei, Singapore…

Dr. Nguyen Huu Nguyen (Vietnam Urban Development Planning Association), said that the main cause of overloaded infrastructure is the lack of consistency in urban planning and traffic, and lack of general coordination among management agencies. physical. The construction industry licenses projects based on criteria such as planning, land use coefficient, scale of high floors… However, the connection of works with the outside is lacking in synchronization in other areas such as traffic.

As a result, many buildings and apartments are still “plugged” in places where infrastructure is overloaded or has not yet been invested. Many new traffic projects have been implemented, real estate projects have been “picked up” and built massively. While the expansion of the roads in the future, according to Mr. Nguyen, will be very difficult because the land price increases, the city wants to clear the ground must spend a “huge” budget and no budget can afford it.

“Construction density increases too quickly, leading to an increase in population and travel demand, while public space decreases, affecting people’s quality of life…”, Mr. Nguyen said.





Many apartment projects will grow densely, which will put traffic pressure on the South area of ​​Ho Chi Minh City.  Photo: Quynh Tran

Many apartment projects will grow densely, which will put traffic pressure on the South area of ​​Ho Chi Minh City. Image: Quynh Tran

According to the city’s Department of Transport, this agency has so far relied on the nature and scale of the project and the existing infrastructure to request the parties to consider before approving it, but cannot ask to stop the implementation. In particular, for projects that have been approved for investment and approved with a 1/500 scale plan, the impact assessment is only meaningful for considering and proposing negative reduction measures, so only the “tops” should be resolved. .

In order to put an end to the situation that the infrastructure could not keep up with the speed of building construction, in early May, the City People’s Committee stipulated that all construction projects should have a traffic connection plan and calculate the arising travel needs. Large projects must supplement the traffic impact assessment from planning, project formulation, to determine the investment scale and take measures to reduce negative…

The assessment of traffic impacts will be based on the scale and area of ​​the project. In which, apartments or low-rise buildings; motels, hotels, minimum floor area 50,000 m2, schools, hospitals, commercial centers, supermarkets, from 10,000 m2. Particularly for the construction of restaurants, wedding parties, the minimum area is from 5,000 m2, office space from 15,000 m2. If the assessment is not satisfactory, the project will not be invested, or deployed in phases. to match reality.

In terms of scope, the project in the inner city will assess the impact within a radius of 0.5 km, including the following districts: 1, 3, 4, 5, 6, 7, 8, 10, 11, 12, Phu Nhuan, Binh Thanh, Tan Binh, Go Vap, Binh Tan, Tan Phu, Thu Duc City. The suburban area has a radius of 0.3 km, including the following districts: Hoc Mon, Binh Chanh, Nha Be, Cu Chi and Can Gio.

Director of the city’s Department of Transport Tran Quang Lam said that the impact assessment is to regulate the type of works with high traffic demand. When building, the level of traffic infrastructure must be considered. around. This serves as a basis to choose the appropriate time and scale of construction or to add synchronous transport infrastructure.

The evaluation will be done at the stage when the investor applies for the project investment policy to determine the project scale. Investors can organize to set up or hire a consulting unit as well as be responsible for the accuracy of the data and the quality of the report.

Architect Ngo Viet Nam Son said that the requirement to assess traffic impacts for high-rise buildings is necessary and should have been done a long time ago to ensure synchronization in urban planning. For a long time, the licensing of buildings has mainly been based on future infrastructure planning, not existing ones, leading to traffic jams, pollution, flooding…

According to Mr. Son, in principle, infrastructure must exist before urban areas, so areas with too high construction density and insufficient traffic will not be licensed for new works. In case investors still want to build, investors have to spend more money to build a connecting road, meeting travel needs not only within the project but also outside….

“Investors who complete the project will sell and then leave, but if the surrounding area is affected, the budget has to run to overcome it is not fair,” Mr. Son said and suggested the city should have specific regulations in this regard. building permits to ensure the consistency of the fields. In addition to the impact assessment performed by the investor, it is necessary to add another assessment from a specialized agency to ensure objectivity.

Gia minh

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