韩宝明：实际上，近十年，中国的交通发展是最快的，铁路我们现在已经达到了9万多公里，原来的数据一直是7万多，增加了2万公里。每年铁路的客运能力以10%的速度增加，不是说我们不努力，而是这种需求太强劲，所以造成现在这种矛盾还是存在。

Han Baoming: In fact, China has made tremendous development in transportation over the last 10 years. We have built more than 90,000 kilometers of railways, whereas we used to have only 70,000 kilometers. Railway transportation capacity makes a 10 percent increase every year. It's not that we are not working hard enough, but the demand is too high. So we still have the conflict between capacity and demand.

冯欣：那这种矛盾有没有解决的可能性？

Feng Xin: Is it possible to address such conflict?

韩宝明：我想要解决这个问题，确实是需要从国家，行业和我们民众几个层面分别去进行努力。第一个层面，对于这个春节的假期，其实最难的就是最后几天的这个放假需求。我记得在前几年我们放假都是从初一才开始放，三十还要上班。就是说，这些想回家的人，他就必须在最后一天才能出行，现在把这个假期延伸到了三十。如果说国家的假期进一步优化，比如说前二后五，或者说国家将来有进一步考虑对公共假期的数量进行调整的时候，应该优先增加春节的时间，这样会使得春节运输之间的矛盾的集中点，给它舒缓。

Han Baoming: To solve the problem, I think we need to work on several aspects, including the country, industry and public. Firstly, the toughest days during "chunyun" are the last few days before the new year. I remember we used to start our holiday on New Year's Day. We still had to work on New Year's Eve. That is to say, those who want to go home cannot leave work until the last day before the new year. Now we start the holiday on New Year's Eve. What if we further optimize our holidays, like we start holidays two days before New Year's Day, or the government prioritizes New Year holidays when considering adjusting the number of public holidays? This would relieve the concentration of transport stress during Chinese New Year.

韩宝明：第二个层面，就是铁路的客运专线建设和高速铁路的建设。从08年第一条线开通到现在，已经有十几条线投入了运营，但是现在的线路都是局部的，没有成网的，那么在这个条件下，它能发挥的作用还是比较有限的，如果在今后的一到两年内，客运专线几个主要的干线能够连网，实现跨线运输，而大量的客车在这个时候可以开行，那么对春节运输是一个非常好的消息。

Han Baoming: The second aspect has to do with our development in high-speed railway. We have put more than a dozen lines in operation since 2008. But all the lines are separate, not in a network. Therefore, their effects are still limited. If we can, in the next a couple of years, connect the few major lines into a network and make cross-line transportation a reality, most passenger trains will be able to operate on these lines. This would be a very good approach to "chunyun".

冯欣：我听到一种批评的声音，说高速铁路面向的主要是收入比较高的人群，能够负担得起的这个高速列车车票的人。但是大部分选择用火车出行的人一般都是中低端收入的人群，比如说农民工、学生等等。那么正因为如此，高速列车并不是很吸引这个庞大的人群，那么对这个观点您怎么看？

Feng Xin: I heard a critical voice that high-speed rail (transportation) is aimed at high-income people –those who can afford high-speed train tickets. However, most people who choose to commute by train are mid- to low-income groups, like migrant workers and students. Because of this, high-speed trains do not appeal to these major groups. What do you think of this?

韩宝明：您说的，确实高速铁路的建设成本非常高，那么在铁路经营方面，它的票价定的相对比既有线的要高。中等收入这部分人群，他首先考虑的是能不能有票，至于票价，尤其在春节期间，假如说高铁有票，那么既有线的票不够，他还是会往这个方向去选。所以高铁的能力释放以后，它会使得相当一部分人——原来没有办法，只能坐既有铁路的火车的他转向（高铁）。转向高铁以后，无形中也给既有铁路的线路上多出来一些票，可以供其他人去买。我们一直在讲，交通运输里边，哪怕是你调整一块钱，也一定会使得客流发生转移。

Han Baoming: Like you said, the cost of high-speed railways is very high, so their tickets are more expensive than conventional trains. For mid-income groups, the first thing they consider is whether there are tickets. Price – especially during "chunyun" if there are no conventional train tickets but only high-speed ones, (people) will still choose the latter. Therefore, once high-speed railways release their transportation capacity, a considerable number of people, who could only catch conventional trains, will turn to high-speed trains. Because of the shift, there will be more tickets available on conventional lines for others to buy. In the field of transportation, even if you just adjust it by one yuan, it will still shift passenger flow.

冯欣：长期来看，学者们提出了解决春运问题不同的办法。

Feng Xin:Yet in the long run, scholars propose different solutions to solving the "chunyun" problem.