China’s high-speed railway network, as we all know, is nothing short of a marvel. Yet, it is also not without criticisms. Among them, so-called “ghost stations” that, for one reason or another, see more trains pass through than stop by their empty platforms. Nanjing is home to not one, but two, even arguably three, such stations, built in the wrong place at the wrong time.
我们都知道，中国的高速铁路网是一个奇迹。 然而，它也不是没有批评。 其中，所谓的“鬼站”，出于这样或那样的原因，看到更多的火车通过的火车比停在空的站台上。 南京不是一个，而是两个，甚至可以说是三个这样的车站的所在地，在错误的时间建在错误的地方。
While many are familiar with the railway stations in Nanjing that played significant roles in the city’s history, Nanjing West Railway station and Pukou Railway Station in particular, more recently-constructed, supposed hubs for transportation have not captured the public’s attention, other than perhaps by way of complaint.
虽然许多人熟悉南京的火车站，这些火车站在城市历史上发挥了重要作用，特别是南京西站和浦口火车站，最近建成的所谓交通枢纽，除了投诉之外，并没有引起公众的注意。
In an area of Nanjing that cannot decide wither it is residential or industrial, The Nanjinger only came across Jiangning Railway Station when lost on its way to a meeting. “Not many”, said the young man who greeted us, when quizzed as to the frequency of trains.
在南京一个无法决定是住宅还是工业的地区，南京人只有在开会的路上迷路时才遇到江宁火车站。 “不多，”迎接我们的年轻人在询问火车的频率时说。
That fully 20 trains come and go at Jiangning Station each day is actually quite respectable. The same cannot be said for Jiangning West Railway Station; until this article was published, Google had never heard of it. With only nine trains daily, the siting of the station midway between Nanjing and Ma’anshan compromises accessibility, making it really only fit for use by residents of suburban satellite, Banqiao.
每天有20列火车往返江宁站，这其实相当令人尊敬。 江宁西火车站不能这么说；在这篇文章发表之前，谷歌从未听说过它。 每天只有九班火车，车站位于南京和马鞍山之间的中间，影响了可及性，这使得它真正只适合郊区卫星板桥的居民使用。
No wonder that in May of last year, the National Development and Reform Commission (NDRC), China’s economic planner, issued guidance on the “reasonable development” of high-speed rail stations and warned against building stations far from downtown areas.
难怪去年5月，中国经济规划师国家发展和改革委员会（NDRC）发布了高铁站“合理发展”指南，并警告不要在远离市中心的地方建造车站。
Nevertheless, it would be fair to say that during the planning phase for the-now ghost stations, there would have been the justifiable expectation that they would attract high-traffic volumes to the area, encouraging investment into the local economy as well as, substantial real estate development.
尽管如此，可以公平地说，在现在的幽灵站的规划阶段，有合理的期望，即它们将吸引高流量到该地区，鼓励对当地经济的投资，以及大规模的房地产开发。
Given that all China’s ghost stations were built during the initial high-speed railway project rollout, and before the charge of the country’s anti-corruption campaign of her incumbent leader, it remains possible that some were perhaps placed to benefit developers and the pockets of local officials, rather than the local community, if indeed there was one to begin with.
鉴于中国的所有鬼站都是在最初的高速铁路项目启动期间建造的，以及在她的现任领导人发起反腐败运动之前，如果确实有的话，有些鬼站可能是为了造福于开发商和地方官员的口袋，而不是当地社区。
Certainly, it is fair to say that both Jianging and Jiangning West hardly provide the Railway Bureau with value for money. Yet, if you want to see waste in construction on a grand scale, it is not necessary to look any further than Qixia District, specifically Xianlin Railway Station. Here, just one train per day in each direction makes a stop. Having departed Nanjing Railway Station 10 minutes prior, the G7045 pulls into Xianlin at 09:38 am, to spend 2 minutes waiting, for presumably nobody, to then leave for Shanghai station. It doesn’t bother to come back. Instead, the G7110 makes its final stop in Xianlin at 14:44 on its way from Shanghai Hongqiao to Nanjing.
当然，公平地说，江城和江宁西几乎没有为铁路局提供物有所值。 然而，如果你想在大规模的建设中看到浪费，除了栖霞区，特别是仙林火车站，没有必要再往前走。 在这里，每天只有一列火车朝每个方向停靠。 G7045在10分钟前从南京火车站出发，于上午09:38停靠到咸林，花了2分钟等待，估计没有人，然后出发前往上海站。 它懒得回来。 相反，G7110在从上海虹桥到南京的途中，于14:44在咸林停留。
Outside Xianlin Railway Station, the landscaping is well tended, while a small fleet of electric rental mini cars and a Xiaomi shop await… no one.
在仙林火车站外，景观照料得很好，而一小队电动租赁迷你车和一家小米商店在等着……没有人。
The Shanghai-Nanjing line suffers a lot from the problem of ghost stations. As financial and business media group, Caixin, noted in an article last year, “Along the 301km intercity line between Shanghai and Nanjing there are 21 stations, with 10 more available for future use. As a result, three stations have only one pair of trains stopping daily”.
上海-南京线受到鬼站问题的影响很大。 正如金融和商业媒体集团财新在去年的一篇文章中指出的那样，“沿着上海和南京之间的301公里城际线，有21个车站，还有10个车站可供未来使用。 因此，三个车站每天只有一对火车停靠。”
While there are plenty stations that serve nobody, so there are people in places without a station. Further from Xianlin towards Shanghai, the high-speed line passes by the China (Nanjing) AI Valley in Qixia District. Having gathered more than 200 AI enterprises and in excess of 4,000 R&D personnel in the AI field, the Valley is often lauded by authorities as being just 1 hour away from Shanghai by high-speed train. Incorrect. Nanjing is 1 hour away from Shanghai, and then only by travelling from Shanghai Hongqiao to Nanjing South Railway Station. From there, the China (Nanjing) AI Valley is then a full 1-hour drive.
虽然有很多车站没有人服务，所以有些人在没有车站的地方。 从仙林到上海的更远，高速线经过七峡区的中国（南京）人工智能谷。 该山谷聚集了200多家人工智能企业和4000多名人工智能领域的研发人员，当局经常称赞它距离上海只有1小时的高速列车。 错误。 南京距离上海1小时路程，然后只需从上海虹桥到南京南站。 从那里出发，中国（南京）人工智能谷需要整整1小时的车程。
The irony is that as the high-speed line to Shanghai blazes past the Valley, the sound of the trains interrupts conversation. After the noise abated, those working therein told The Nanjinger there are no plans for a high-speed station in the Valley.
具有讽刺意味的是，当通往上海的高速线从山谷中燃烧时，火车的声音打断了谈话。 噪音平息后，在那里工作的人告诉《南京人》，山谷里没有建立高速站的计划。
Perhaps Rupert Bear summed it up best;
也许Rupert Bear总结得最好；
“I do not see the sense, of a gate without a fence”.
“我看不到没有栅栏的大门的感觉。”