Nghĩ lại rồi

china hoãn cấp phép xây dựng các tuyến đường tàu điện ngầm mới,

trong hai thập kỷ qua, các địa phương mải miết "vẽ", xây tuyến đường, rồi bán đất dự án xung quanh, vay nợ v.v... không dựa trên nhu cầu đi lại thật sự của người dân,

chi phí xây tuyến đường tàu điện ngầm 157 triệu usd/1 km cũng đắt hơn 10 lần chi phí xây đường bộ cao tốc...
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...everything changed with China’s rapid urbanization (đô thị hóa nhanh

chóng) and the attendant growth of the country’s real estate industry (ngành bất động sản). Take Beijing, for example. For most of the 20th century, the city proper was basically contained within the city’s Third Ring Road. Now, however, China’s capital has seven ring roads (bảy tuyến đường vành đai), and statistics from 2020 show that its residents commute an average of 22 kilometers a day, round trip. The Beijing metro system has grown accordingly: By 2025, the city’s subway is projected to reach 30 lines, up from two in 2000.

Beijing’s subway construction spree is a microcosm (thế giới vi mô, quy mô thu nhỏ) of the rail boom (bùng nổ đường sắt) that has taken over the rest of China’s cities. Of the country’s more than 40 existing urban rail transit systems, the majority have been built within the last two decades. Local governments’ race to build flashy new subway systems has not been driven entirely by the real needs of urban development, however. It is often as much the product of an impulse to boost local GDP growth and economic competitiveness through infrastructure investment. Many cities that binged on subway construction in recent years were hoping to replicate the success of earlier highway and freeway construction projects. In theory, infrastructure projects create jobs and make cities more appealing; they’re also magnets for vital transfer payments from the central government — a kind of economic subsidy (trợ cấp kinh tế) to less developed regions paid out of the central coffers (két bạc, ngân sách trung ương).

But subways are not highways. Constructing a single kilometer of subway currently costs around 1 billion yuan ($157 million), anywhere from three to 10 times more expensive than the typical highway. Furthermore, subway fares in most cities remain extremely low and even small price hikes are often met with great resistance from the public. Limited ticket revenues make it difficult to recoup the costs of building and operating subways, leaving many new lines operating in the red (lỗ). Their resulting dependence on government subsidies has only further exacerbated (làm trầm trọng thêm) China’s public debt problem (vấn đề nợ công).

These issues have only grown more salient as financially strapped governments link subway development to the overheated (quá nóng) property market (thị trường bất động sản). On their own, the subways might be unprofitable, but because the land-use rights near subway stations can be sold at a premium, a new wave of subway fever swept China between 2012 and 2013. Cities sold off subway-adjacent land rights, then used the proceeds to further invest in subway construction that in turn would result in even higher land prices.

Bài trước: Phù phiếm
Tags: china

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