QA：为什么中国会选择接受其高铁项目亏损，而不是让它们盈利？评论区各种高论热议不断
正文翻译
Why would China choose to accept losses on its bullet train projects instead of making them profitable?
为什么中国会选择接受其高铁项目亏损，而不是让它们盈利？
Lena Yannette
There is a Chinese idiom called the frog at the bottom of the well, which refers to someone with a narrow view of the world, thinking the sky is only as wide as the mouth of the well. If you view China's high-speed rail project simply as a business venture aimed at short-term profit, you may just be a "frog in the well."
有一个中国成语叫“井底之蛙”，指的是那些见识狭隘的人，他们认为天空只有井口那么大。如果你仅仅把中国的高铁项目看作是一个以短期盈利为目的的商业冒险，那你就可能只是个“井底之蛙”。
Indeed, from the very beginning, China's high-speed rail project has been operating at a loss. This is easy to understand, as China's land area is 9.6 million square kilometers—17 times larger than France, the largest country in the European unx—and it is geographically complex. Unlike the flat terrain of the United States, China has the low-lying Sichuan Basin and the towering Himalayan Mountains. Additionally, the long construction cycles and slow return on investment in high-speed rail have resulted in a massive accumulation of debt in the short term.
However, China now boasts the world's largest high-speed rail network, totaling about 46,000 kilometers, covering most of the country. During China's Spring Festival travel period, its railway network transports up to 9 billion passengers. Therefore, for China, whether it's raising train ticket prices or halting the expansion of rail lines, achieving profitability in the next 20 years would be quite easy.
But China didn't do so. Why? Because China is not like the United States where people are merchants and everything they do is measured in terms of money first. On the contrary, look at what the United States has gained from laying high-speed railways for profit? It cost 16 billion US dollars in 17 years, but not even a single track was laid.
For China, high-speed rail is a convenient and beneficial public facility for the people. Let’s see the comparison with the U.S. For example, the ticket price from New York to Washington, 362 kilometers apart, is $82, averaging $0.23 per kilometer. In contrast, the ticket price from Wuhan to Guangzhou, 1,069 kilometers away, is only $76, which averages about $0.07 per kilometer. Do you see the difference? The reason for China’s losses is that it’s benefiting the people.
At the same time, the long-term profitability of high-speed rail is considerable. I have a friend working in Hong Kong who earns 50,000 RMB a month. In Hong Kong, if she wants to save money, she can only spend 5,000 Hong Kong dollars ($695) a month. She can only rent a 5-square-meter coffin-like room, just big enough for one person to turn around in.
事实上，从一开始，中国的高铁项目就一直处于亏损状态。这很容易理解，因为中国的国土面积有960万平方公里，是欧盟最大国家法国的17倍，而且地理环境复杂。不像美国地势平坦，中国既有低洼的四川盆地，又有高耸的喜马拉雅山脉。此外，高铁建设周期长、回报慢，导致短期内债务大量累积。
然而，中国现在拥有世界上最大的高铁网络，总长约4.6万公里，覆盖了大部分地区。在中国的春运期间，铁路网络运送的乘客高达90亿人次。因此，对于中国来说，无论是提高火车票价格还是停止铁路线路的扩张，未来20年实现盈利都会相当容易。
但并没有中国这么做。为什么呢？因为中国不像美国，美国那里的人是商人，做任何事情首先考虑的是金钱。相反，看看美国为了盈利铺设高铁得到了什么？17年花费了160亿美元，但连一英里的轨道都没铺。
对于中国来说，高铁是一项方便民众、造福人民的公共设施。让我们看看与美国的对比。例如，从纽约到华盛顿，相距362公里，票价是82美元，平均每公里0.23美元。相比之下，从武汉到广州，相距1069公里，票价仅为76美元，平均每公里约0.07美元。你看到区别了吗？中国亏损的原因就是它在造福人民。
同时，高铁的长期盈利能力相当可观。我有一个在香港（特区）工作的朋友，月薪5万元。在香港（特区），如果她想省钱，每月只能花费5000港元（695美元）。她只能租一个5平方米的棺材式房间，仅够一个人转身。
Now, she lives in Shenzhen and spends 2 hours commuting there and back every day. For the same amount of 5,000 Hong Kong dollars (695USD), she can rent a 50-square-meter house, which would cost at least 20,000 Hong Kong dollars in Hong Kong.
The support for her daily commute between Shenzhen and Hong Kong is the advanced high-speed rail system. The journey takes only 18 minutes and costs 68 RMB ($9). Not only is it fast, but it’s also affordable. As a result, my friend saves an extra 10,000 RMB each month, totaling 120,000 RMB ($16692) a year. Currently, nearly 8 million people commute between cities by high-speed rail in China to save on housing costs. The money they save—whether invested, spent on travel, or consumed—creates an invisible value worthy of trillions of RMB.
Moreover, China has a saying: "If you want to get rich, build roads first." If you were born in a mountainous region, without high-speed rail, it would be almost impossible to leave the mountains, let alone work, study, or create value. But with high-speed rail, everything changes. Statistics show that for every 100 million yuan invested in high-speed rail, the surrounding economy grows by 180 million yuan, and for every 2,000 kilometers of rail built, 5.65 million jobs are created.
Therefore, we must take a long-term view. China continues to build high-speed rail even at a loss, not just for profit, but as a key part of the nation's strategic plan. For large infrastructure projects, focusing solely on profit or loss isn't particularly meaningful.
现在，她住在深圳，每天往返通勤需要2小时。同样用5000港元（695美元），她可以租到一个50平方米的房子，而在香港（特区）至少要花费2万港元。
支持她每天往返深圳和香港（特区）通勤的是先进的高铁系统。这段旅程只需18分钟，花费68元人民币（9美元）。不仅速度快，而且价格实惠。因此，我的朋友每月能多节省1万元，一年总共能节省12万元（16692美元）。目前，在中国有近800万人通过高铁在城市间通勤以节省住房成本。他们节省下来的钱——无论是投资、用于旅游还是消费——都创造了一种无形的价值，价值高达数万亿元人民币。
此外，中国有句俗话：“要想富，先修路。”如果你出生在山区，没有高铁，几乎不可能离开山区，更不用说工作、学习或创造价值了。但有了高铁，一切都会改变。统计数据显示，每投资1亿元建设高铁，周边经济就会增长1.8亿元，每修建2000公里铁路，就会创造565万个就业岗位。
因此，我们必须从长远的角度来看待问题。中国即使亏损也要继续建设高铁，不仅仅是为了盈利，而是作为国家战略规划的关键部分。对于大型基础设施项目来说，仅仅关注盈亏并没有太大的意义。
为什么中国会选择接受其高铁项目亏损，而不是让它们盈利？
Lena Yannette
There is a Chinese idiom called the frog at the bottom of the well, which refers to someone with a narrow view of the world, thinking the sky is only as wide as the mouth of the well. If you view China's high-speed rail project simply as a business venture aimed at short-term profit, you may just be a "frog in the well."
有一个中国成语叫“井底之蛙”，指的是那些见识狭隘的人，他们认为天空只有井口那么大。如果你仅仅把中国的高铁项目看作是一个以短期盈利为目的的商业冒险，那你就可能只是个“井底之蛙”。
Indeed, from the very beginning, China's high-speed rail project has been operating at a loss. This is easy to understand, as China's land area is 9.6 million square kilometers—17 times larger than France, the largest country in the European unx—and it is geographically complex. Unlike the flat terrain of the United States, China has the low-lying Sichuan Basin and the towering Himalayan Mountains. Additionally, the long construction cycles and slow return on investment in high-speed rail have resulted in a massive accumulation of debt in the short term.
However, China now boasts the world's largest high-speed rail network, totaling about 46,000 kilometers, covering most of the country. During China's Spring Festival travel period, its railway network transports up to 9 billion passengers. Therefore, for China, whether it's raising train ticket prices or halting the expansion of rail lines, achieving profitability in the next 20 years would be quite easy.
But China didn't do so. Why? Because China is not like the United States where people are merchants and everything they do is measured in terms of money first. On the contrary, look at what the United States has gained from laying high-speed railways for profit? It cost 16 billion US dollars in 17 years, but not even a single track was laid.
For China, high-speed rail is a convenient and beneficial public facility for the people. Let’s see the comparison with the U.S. For example, the ticket price from New York to Washington, 362 kilometers apart, is $82, averaging $0.23 per kilometer. In contrast, the ticket price from Wuhan to Guangzhou, 1,069 kilometers away, is only $76, which averages about $0.07 per kilometer. Do you see the difference? The reason for China’s losses is that it’s benefiting the people.
At the same time, the long-term profitability of high-speed rail is considerable. I have a friend working in Hong Kong who earns 50,000 RMB a month. In Hong Kong, if she wants to save money, she can only spend 5,000 Hong Kong dollars ($695) a month. She can only rent a 5-square-meter coffin-like room, just big enough for one person to turn around in.
事实上，从一开始，中国的高铁项目就一直处于亏损状态。这很容易理解，因为中国的国土面积有960万平方公里，是欧盟最大国家法国的17倍，而且地理环境复杂。不像美国地势平坦，中国既有低洼的四川盆地，又有高耸的喜马拉雅山脉。此外，高铁建设周期长、回报慢，导致短期内债务大量累积。
然而，中国现在拥有世界上最大的高铁网络，总长约4.6万公里，覆盖了大部分地区。在中国的春运期间，铁路网络运送的乘客高达90亿人次。因此，对于中国来说，无论是提高火车票价格还是停止铁路线路的扩张，未来20年实现盈利都会相当容易。
但并没有中国这么做。为什么呢？因为中国不像美国，美国那里的人是商人，做任何事情首先考虑的是金钱。相反，看看美国为了盈利铺设高铁得到了什么？17年花费了160亿美元，但连一英里的轨道都没铺。
对于中国来说，高铁是一项方便民众、造福人民的公共设施。让我们看看与美国的对比。例如，从纽约到华盛顿，相距362公里，票价是82美元，平均每公里0.23美元。相比之下，从武汉到广州，相距1069公里，票价仅为76美元，平均每公里约0.07美元。你看到区别了吗？中国亏损的原因就是它在造福人民。
同时，高铁的长期盈利能力相当可观。我有一个在香港（特区）工作的朋友，月薪5万元。在香港（特区），如果她想省钱，每月只能花费5000港元（695美元）。她只能租一个5平方米的棺材式房间，仅够一个人转身。
Now, she lives in Shenzhen and spends 2 hours commuting there and back every day. For the same amount of 5,000 Hong Kong dollars (695USD), she can rent a 50-square-meter house, which would cost at least 20,000 Hong Kong dollars in Hong Kong.
The support for her daily commute between Shenzhen and Hong Kong is the advanced high-speed rail system. The journey takes only 18 minutes and costs 68 RMB ($9). Not only is it fast, but it’s also affordable. As a result, my friend saves an extra 10,000 RMB each month, totaling 120,000 RMB ($16692) a year. Currently, nearly 8 million people commute between cities by high-speed rail in China to save on housing costs. The money they save—whether invested, spent on travel, or consumed—creates an invisible value worthy of trillions of RMB.
Moreover, China has a saying: "If you want to get rich, build roads first." If you were born in a mountainous region, without high-speed rail, it would be almost impossible to leave the mountains, let alone work, study, or create value. But with high-speed rail, everything changes. Statistics show that for every 100 million yuan invested in high-speed rail, the surrounding economy grows by 180 million yuan, and for every 2,000 kilometers of rail built, 5.65 million jobs are created.
Therefore, we must take a long-term view. China continues to build high-speed rail even at a loss, not just for profit, but as a key part of the nation's strategic plan. For large infrastructure projects, focusing solely on profit or loss isn't particularly meaningful.
现在，她住在深圳，每天往返通勤需要2小时。同样用5000港元（695美元），她可以租到一个50平方米的房子，而在香港（特区）至少要花费2万港元。
支持她每天往返深圳和香港（特区）通勤的是先进的高铁系统。这段旅程只需18分钟，花费68元人民币（9美元）。不仅速度快，而且价格实惠。因此，我的朋友每月能多节省1万元，一年总共能节省12万元（16692美元）。目前，在中国有近800万人通过高铁在城市间通勤以节省住房成本。他们节省下来的钱——无论是投资、用于旅游还是消费——都创造了一种无形的价值，价值高达数万亿元人民币。
此外，中国有句俗话：“要想富，先修路。”如果你出生在山区，没有高铁，几乎不可能离开山区，更不用说工作、学习或创造价值了。但有了高铁，一切都会改变。统计数据显示，每投资1亿元建设高铁，周边经济就会增长1.8亿元，每修建2000公里铁路，就会创造565万个就业岗位。
因此，我们必须从长远的角度来看待问题。中国即使亏损也要继续建设高铁，不仅仅是为了盈利，而是作为国家战略规划的关键部分。对于大型基础设施项目来说，仅仅关注盈亏并没有太大的意义。
评论翻译
Why would China choose to accept losses on its bullet train projects instead of making them profitable?
为什么中国会选择接受其高铁项目亏损，而不是让它们盈利？
Lena Yannette
There is a Chinese idiom called the frog at the bottom of the well, which refers to someone with a narrow view of the world, thinking the sky is only as wide as the mouth of the well. If you view China's high-speed rail project simply as a business venture aimed at short-term profit, you may just be a "frog in the well."
有一个中国成语叫“井底之蛙”，指的是那些见识狭隘的人，他们认为天空只有井口那么大。如果你仅仅把中国的高铁项目看作是一个以短期盈利为目的的商业冒险，那你就可能只是个“井底之蛙”。
Indeed, from the very beginning, China's high-speed rail project has been operating at a loss. This is easy to understand, as China's land area is 9.6 million square kilometers—17 times larger than France, the largest country in the European unx—and it is geographically complex. Unlike the flat terrain of the United States, China has the low-lying Sichuan Basin and the towering Himalayan Mountains. Additionally, the long construction cycles and slow return on investment in high-speed rail have resulted in a massive accumulation of debt in the short term.
However, China now boasts the world's largest high-speed rail network, totaling about 46,000 kilometers, covering most of the country. During China's Spring Festival travel period, its railway network transports up to 9 billion passengers. Therefore, for China, whether it's raising train ticket prices or halting the expansion of rail lines, achieving profitability in the next 20 years would be quite easy.
But China didn't do so. Why? Because China is not like the United States where people are merchants and everything they do is measured in terms of money first. On the contrary, look at what the United States has gained from laying high-speed railways for profit? It cost 16 billion US dollars in 17 years, but not even a single track was laid.
For China, high-speed rail is a convenient and beneficial public facility for the people. Let’s see the comparison with the U.S. For example, the ticket price from New York to Washington, 362 kilometers apart, is $82, averaging $0.23 per kilometer. In contrast, the ticket price from Wuhan to Guangzhou, 1,069 kilometers away, is only $76, which averages about $0.07 per kilometer. Do you see the difference? The reason for China’s losses is that it’s benefiting the people.
At the same time, the long-term profitability of high-speed rail is considerable. I have a friend working in Hong Kong who earns 50,000 RMB a month. In Hong Kong, if she wants to save money, she can only spend 5,000 Hong Kong dollars ($695) a month. She can only rent a 5-square-meter coffin-like room, just big enough for one person to turn around in.
事实上，从一开始，中国的高铁项目就一直处于亏损状态。这很容易理解，因为中国的国土面积有960万平方公里，是欧盟最大国家法国的17倍，而且地理环境复杂。不像美国地势平坦，中国既有低洼的四川盆地，又有高耸的喜马拉雅山脉。此外，高铁建设周期长、回报慢，导致短期内债务大量累积。
然而，中国现在拥有世界上最大的高铁网络，总长约4.6万公里，覆盖了大部分地区。在中国的春运期间，铁路网络运送的乘客高达90亿人次。因此，对于中国来说，无论是提高火车票价格还是停止铁路线路的扩张，未来20年实现盈利都会相当容易。
但并没有中国这么做。为什么呢？因为中国不像美国，美国那里的人是商人，做任何事情首先考虑的是金钱。相反，看看美国为了盈利铺设高铁得到了什么？17年花费了160亿美元，但连一英里的轨道都没铺。
对于中国来说，高铁是一项方便民众、造福人民的公共设施。让我们看看与美国的对比。例如，从纽约到华盛顿，相距362公里，票价是82美元，平均每公里0.23美元。相比之下，从武汉到广州，相距1069公里，票价仅为76美元，平均每公里约0.07美元。你看到区别了吗？中国亏损的原因就是它在造福人民。
同时，高铁的长期盈利能力相当可观。我有一个在香港（特区）工作的朋友，月薪5万元。在香港（特区），如果她想省钱，每月只能花费5000港元（695美元）。她只能租一个5平方米的棺材式房间，仅够一个人转身。
Now, she lives in Shenzhen and spends 2 hours commuting there and back every day. For the same amount of 5,000 Hong Kong dollars (695USD), she can rent a 50-square-meter house, which would cost at least 20,000 Hong Kong dollars in Hong Kong.
The support for her daily commute between Shenzhen and Hong Kong is the advanced high-speed rail system. The journey takes only 18 minutes and costs 68 RMB ($9). Not only is it fast, but it’s also affordable. As a result, my friend saves an extra 10,000 RMB each month, totaling 120,000 RMB ($16692) a year. Currently, nearly 8 million people commute between cities by high-speed rail in China to save on housing costs. The money they save—whether invested, spent on travel, or consumed—creates an invisible value worthy of trillions of RMB.
Moreover, China has a saying: "If you want to get rich, build roads first." If you were born in a mountainous region, without high-speed rail, it would be almost impossible to leave the mountains, let alone work, study, or create value. But with high-speed rail, everything changes. Statistics show that for every 100 million yuan invested in high-speed rail, the surrounding economy grows by 180 million yuan, and for every 2,000 kilometers of rail built, 5.65 million jobs are created.
Therefore, we must take a long-term view. China continues to build high-speed rail even at a loss, not just for profit, but as a key part of the nation's strategic plan. For large infrastructure projects, focusing solely on profit or loss isn't particularly meaningful.
现在，她住在深圳，每天往返通勤需要2小时。同样用5000港元（695美元），她可以租到一个50平方米的房子，而在香港（特区）至少要花费2万港元。
支持她每天往返深圳和香港（特区）通勤的是先进的高铁系统。这段旅程只需18分钟，花费68元人民币（9美元）。不仅速度快，而且价格实惠。因此，我的朋友每月能多节省1万元，一年总共能节省12万元（16692美元）。目前，在中国有近800万人通过高铁在城市间通勤以节省住房成本。他们节省下来的钱——无论是投资、用于旅游还是消费——都创造了一种无形的价值，价值高达数万亿元人民币。
此外，中国有句俗话：“要想富，先修路。”如果你出生在山区，没有高铁，几乎不可能离开山区，更不用说工作、学习或创造价值了。但有了高铁，一切都会改变。统计数据显示，每投资1亿元建设高铁，周边经济就会增长1.8亿元，每修建2000公里铁路，就会创造565万个就业岗位。
因此，我们必须从长远的角度来看待问题。中国即使亏损也要继续建设高铁，不仅仅是为了盈利，而是作为国家战略规划的关键部分。对于大型基础设施项目来说，仅仅关注盈亏并没有太大的意义。
为什么中国会选择接受其高铁项目亏损，而不是让它们盈利？
Lena Yannette
There is a Chinese idiom called the frog at the bottom of the well, which refers to someone with a narrow view of the world, thinking the sky is only as wide as the mouth of the well. If you view China's high-speed rail project simply as a business venture aimed at short-term profit, you may just be a "frog in the well."
有一个中国成语叫“井底之蛙”，指的是那些见识狭隘的人，他们认为天空只有井口那么大。如果你仅仅把中国的高铁项目看作是一个以短期盈利为目的的商业冒险，那你就可能只是个“井底之蛙”。
Indeed, from the very beginning, China's high-speed rail project has been operating at a loss. This is easy to understand, as China's land area is 9.6 million square kilometers—17 times larger than France, the largest country in the European unx—and it is geographically complex. Unlike the flat terrain of the United States, China has the low-lying Sichuan Basin and the towering Himalayan Mountains. Additionally, the long construction cycles and slow return on investment in high-speed rail have resulted in a massive accumulation of debt in the short term.
However, China now boasts the world's largest high-speed rail network, totaling about 46,000 kilometers, covering most of the country. During China's Spring Festival travel period, its railway network transports up to 9 billion passengers. Therefore, for China, whether it's raising train ticket prices or halting the expansion of rail lines, achieving profitability in the next 20 years would be quite easy.
But China didn't do so. Why? Because China is not like the United States where people are merchants and everything they do is measured in terms of money first. On the contrary, look at what the United States has gained from laying high-speed railways for profit? It cost 16 billion US dollars in 17 years, but not even a single track was laid.
For China, high-speed rail is a convenient and beneficial public facility for the people. Let’s see the comparison with the U.S. For example, the ticket price from New York to Washington, 362 kilometers apart, is $82, averaging $0.23 per kilometer. In contrast, the ticket price from Wuhan to Guangzhou, 1,069 kilometers away, is only $76, which averages about $0.07 per kilometer. Do you see the difference? The reason for China’s losses is that it’s benefiting the people.
At the same time, the long-term profitability of high-speed rail is considerable. I have a friend working in Hong Kong who earns 50,000 RMB a month. In Hong Kong, if she wants to save money, she can only spend 5,000 Hong Kong dollars ($695) a month. She can only rent a 5-square-meter coffin-like room, just big enough for one person to turn around in.
事实上，从一开始，中国的高铁项目就一直处于亏损状态。这很容易理解，因为中国的国土面积有960万平方公里，是欧盟最大国家法国的17倍，而且地理环境复杂。不像美国地势平坦，中国既有低洼的四川盆地，又有高耸的喜马拉雅山脉。此外，高铁建设周期长、回报慢，导致短期内债务大量累积。
然而，中国现在拥有世界上最大的高铁网络，总长约4.6万公里，覆盖了大部分地区。在中国的春运期间，铁路网络运送的乘客高达90亿人次。因此，对于中国来说，无论是提高火车票价格还是停止铁路线路的扩张，未来20年实现盈利都会相当容易。
但并没有中国这么做。为什么呢？因为中国不像美国，美国那里的人是商人，做任何事情首先考虑的是金钱。相反，看看美国为了盈利铺设高铁得到了什么？17年花费了160亿美元，但连一英里的轨道都没铺。
对于中国来说，高铁是一项方便民众、造福人民的公共设施。让我们看看与美国的对比。例如，从纽约到华盛顿，相距362公里，票价是82美元，平均每公里0.23美元。相比之下，从武汉到广州，相距1069公里，票价仅为76美元，平均每公里约0.07美元。你看到区别了吗？中国亏损的原因就是它在造福人民。
同时，高铁的长期盈利能力相当可观。我有一个在香港（特区）工作的朋友，月薪5万元。在香港（特区），如果她想省钱，每月只能花费5000港元（695美元）。她只能租一个5平方米的棺材式房间，仅够一个人转身。
Now, she lives in Shenzhen and spends 2 hours commuting there and back every day. For the same amount of 5,000 Hong Kong dollars (695USD), she can rent a 50-square-meter house, which would cost at least 20,000 Hong Kong dollars in Hong Kong.
The support for her daily commute between Shenzhen and Hong Kong is the advanced high-speed rail system. The journey takes only 18 minutes and costs 68 RMB ($9). Not only is it fast, but it’s also affordable. As a result, my friend saves an extra 10,000 RMB each month, totaling 120,000 RMB ($16692) a year. Currently, nearly 8 million people commute between cities by high-speed rail in China to save on housing costs. The money they save—whether invested, spent on travel, or consumed—creates an invisible value worthy of trillions of RMB.
Moreover, China has a saying: "If you want to get rich, build roads first." If you were born in a mountainous region, without high-speed rail, it would be almost impossible to leave the mountains, let alone work, study, or create value. But with high-speed rail, everything changes. Statistics show that for every 100 million yuan invested in high-speed rail, the surrounding economy grows by 180 million yuan, and for every 2,000 kilometers of rail built, 5.65 million jobs are created.
Therefore, we must take a long-term view. China continues to build high-speed rail even at a loss, not just for profit, but as a key part of the nation's strategic plan. For large infrastructure projects, focusing solely on profit or loss isn't particularly meaningful.
现在，她住在深圳，每天往返通勤需要2小时。同样用5000港元（695美元），她可以租到一个50平方米的房子，而在香港（特区）至少要花费2万港元。
支持她每天往返深圳和香港（特区）通勤的是先进的高铁系统。这段旅程只需18分钟，花费68元人民币（9美元）。不仅速度快，而且价格实惠。因此，我的朋友每月能多节省1万元，一年总共能节省12万元（16692美元）。目前，在中国有近800万人通过高铁在城市间通勤以节省住房成本。他们节省下来的钱——无论是投资、用于旅游还是消费——都创造了一种无形的价值，价值高达数万亿元人民币。
此外，中国有句俗话：“要想富，先修路。”如果你出生在山区，没有高铁，几乎不可能离开山区，更不用说工作、学习或创造价值了。但有了高铁，一切都会改变。统计数据显示，每投资1亿元建设高铁，周边经济就会增长1.8亿元，每修建2000公里铁路，就会创造565万个就业岗位。
因此，我们必须从长远的角度来看待问题。中国即使亏损也要继续建设高铁，不仅仅是为了盈利，而是作为国家战略规划的关键部分。对于大型基础设施项目来说，仅仅关注盈亏并没有太大的意义。
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