THE heart of Chinas national railway policy has been the pursuit of speed. And having built theworlds longest high-speed network from scratch, this week the country proudly launched itsshowcase project, the 1,318km Beijing-Shanghai line. Running at speeds of over300km an hour, the sleek electric train cuts the travel time between Chinas two most importantcities by nearly half, to four hours and 48 minutes.

　　中國國家鐵路核心政策向來唯速度是瞻。如今，中國已建成了世界上最長的高速鐵路網絡，填補了之前的高鐵建設空白。本周，中國自豪地將其高鐵示范項目高鐵京滬線投入運營，該線路全長1318公里，運行時速為每小時300多公里。這列流線造型的電氣列車將中國兩座最核心城市間的旅程時間縮短了將近一半，運行時間僅4小時48分。

　　The service is designed as a rival to air travel. Indeed, at Beijing South station, the ultra-modern facility resembles an airport. The other terminus, meanwhile, actually is at Shanghaisdomestic airport. But that means travellers lose the benefit of a downtown arrival, oftentouted as an advantage of trains. Even on intermediate stops, stations are far from urbancentres.

　　高鐵服務的設計初衷就是與航空服務競爭。實際上，擁有超現代化設施的高鐵北京南站，其建筑模式與機場極其相似，同時高鐵的另一終端站實際上就位于上海虹橋機場。但這也意味著旅客失去了到達市中心的便利性，而市中心設站經常被追捧為鐵路的優勢所在。甚至是京滬高鐵的各沿途停靠站，其站點位置也都遠離市中心。

　　Travel time might have been shorter still, but forcontroversy over the trains speed. Journeys of350km an hour had been promised. Then a system-wide slowdown to around 300km an hour wasannounced. At the time, the government insistedthis was to save energy. It strenuously denied thatsafety was a factor, despite concerns from Chineseand foreign engineers. But now an official at ChinasRailway Electrification Bureau admits the slowdownwas based on concerns over safety after all.

　　要不是高鐵速度引起廣泛爭論，旅程時間本是可以進一步縮短的。鐵路部門之前曾允諾列車運行時速將達350公里。但隨后又宣布系統全線減速到每小時300 公里左右。當時，政府堅稱這是出于節能考慮。盡管中外工程師對高鐵的安全性表示憂慮，但政府卻極力否認安全性是被考慮的因素。現在中國鐵路電氣化局的一名官員終于肯承認高鐵降速是出于安全性考慮。

　　The Beijing-Shanghai line took only three years to build. With a price tag of $34 billion, it maynever recoup its costs. Still, better connections could bring more productivity gains to Chinathan in more developed countries. Ying Jin at Cambridge University says high-speed rail couldfoster development away from Chinas megacities.

　　高鐵京滬線建設歷時僅三年。高達340億美元的造價意味著它可能永遠收不回成本。但是與那些更發達的國家相比，更完善的鐵路連接將為中國帶來更高效的經濟收益。劍橋大學的應金表示中國高鐵可能帶動中國特大城市以外地區的經濟發展。

　　Meanwhile, for those who find the lines suburban stations inconvenient, Mr Ying says, peopleneed only be patient. With urbanisation in China roaring ahead, it is only a matter of time beforethe cities pull up at the stations, rather than the other way around.

　　應先生同時表示，對于那些認為高鐵郊區設站不夠方便的人們來說，他們需要的是耐心。隨著中國城市化的步伐突飛猛進，高鐵設站城市將向遠郊的高鐵站發展延伸，而不是越加遠離，而實現這些也只是時間的問題。

　　THE heart of Chinas national railway policy has been the pursuit of speed. And having built theworlds longest high-speed network from scratch, this week the country proudly launched itsshowcase project, the 1,318km Beijing-Shanghai line. Running at speeds of over300km an hour, the sleek electric train cuts the travel time between Chinas two most importantcities by nearly half, to four hours and 48 minutes.

　　中國國家鐵路核心政策向來唯速度是瞻。如今，中國已建成了世界上最長的高速鐵路網絡，填補了之前的高鐵建設空白。本周，中國自豪地將其高鐵示范項目高鐵京滬線投入運營，該線路全長1318公里，運行時速為每小時300多公里。這列流線造型的電氣列車將中國兩座最核心城市間的旅程時間縮短了將近一半，運行時間僅4小時48分。

　　The service is designed as a rival to air travel. Indeed, at Beijing South station, the ultra-modern facility resembles an airport. The other terminus, meanwhile, actually is at Shanghaisdomestic airport. But that means travellers lose the benefit of a downtown arrival, oftentouted as an advantage of trains. Even on intermediate stops, stations are far from urbancentres.

　　高鐵服務的設計初衷就是與航空服務競爭。實際上，擁有超現代化設施的高鐵北京南站，其建筑模式與機場極其相似，同時高鐵的另一終端站實際上就位于上海虹橋機場。但這也意味著旅客失去了到達市中心的便利性，而市中心設站經常被追捧為鐵路的優勢所在。甚至是京滬高鐵的各沿途停靠站，其站點位置也都遠離市中心。

　　Travel time might have been shorter still, but forcontroversy over the trains speed. Journeys of350km an hour had been promised. Then a system-wide slowdown to around 300km an hour wasannounced. At the time, the government insistedthis was to save energy. It strenuously denied thatsafety was a factor, despite concerns from Chineseand foreign engineers. But now an official at ChinasRailway Electrification Bureau admits the slowdownwas based on concerns over safety after all.

　　要不是高鐵速度引起廣泛爭論，旅程時間本是可以進一步縮短的。鐵路部門之前曾允諾列車運行時速將達350公里。但隨后又宣布系統全線減速到每小時300 公里左右。當時，政府堅稱這是出于節能考慮。盡管中外工程師對高鐵的安全性表示憂慮，但政府卻極力否認安全性是被考慮的因素。現在中國鐵路電氣化局的一名官員終于肯承認高鐵降速是出于安全性考慮。

　　The Beijing-Shanghai line took only three years to build. With a price tag of $34 billion, it maynever recoup its costs. Still, better connections could bring more productivity gains to Chinathan in more developed countries. Ying Jin at Cambridge University says high-speed rail couldfoster development away from Chinas megacities.

　　高鐵京滬線建設歷時僅三年。高達340億美元的造價意味著它可能永遠收不回成本。但是與那些更發達的國家相比，更完善的鐵路連接將為中國帶來更高效的經濟收益。劍橋大學的應金表示中國高鐵可能帶動中國特大城市以外地區的經濟發展。

　　Meanwhile, for those who find the lines suburban stations inconvenient, Mr Ying says, peopleneed only be patient. With urbanisation in China roaring ahead, it is only a matter of time beforethe cities pull up at the stations, rather than the other way around.

　　應先生同時表示，對于那些認為高鐵郊區設站不夠方便的人們來說，他們需要的是耐心。隨著中國城市化的步伐突飛猛進，高鐵設站城市將向遠郊的高鐵站發展延伸，而不是越加遠離，而實現這些也只是時間的問題。