If we are going to create a new mode of intercity transportation that gets Americans out of their cars — that reduces our dependence on oil from unstable or hostile countries and cuts greenhouse gas emissions -– we have to start thinking creatively.
Like the Chinese. Ten years ago, China still operated steam locomotives on a second-rate rail network. After years of highway building, the government realized that its fast-growing economy and isolated interior provinces could be better served by improved train service.
Before embarking on a rail-building program in 2000, however, China’s leaders made a crucial decision. They mandated state-of-the-art standards for constructing, equipping and operating the new lines. In other words, they would accept only the best technology the world had to offer.
The Ministry of Railways called upon international firms, such as Netherlands’ Arcadis Infra, France’s Alstom and Germany’s Siemens, to enter into joint ventures with Chinese companies to build the bridges, tunnels, track, signaling, cars and locomotives needed for the new railways.
Within a short time span, China developed leapfrog technology. This was vividly demonstrated four months ago when the country opened the world’s fastest rail line. The new service between Wuhan and Guangzhou operates at a 245-mph maximum and a 204-mph average. The trains have cut the 600-mile journey between central China and the southeast coast from 10 hours to three.
The country is on schedule to open in 2012 the centerpiece of its national system, a line between Beijing and Shanghai that will reduce the trip time to four hours from 10 hours today.
New York to Chicago is a similar distance. What would it be like to leave Manhattan on a smooth, comfortable bullet train in the morning and get to the Loop in time for lunch? That journey now takes 18 hours on Amtrak, the antithesis of high speed.
And talk about a project that generates jobs — more than 100,000 people are working on the Beijing-Shanghai line.
The U.S. desperately needs a similar success, the sooner, the better. Once Americans experience the convenience and safety of fast trains, they will demand more and, importantly, will be willing to make the large investments needed to create an efficient intercity network.
For months now, critics have assailed plans in California to link Los Angeles and San Francisco with 220-mph trains as too grandiose and pricey. But guess what? The Chinese government has just signed a cooperation agreement with the California High Speed Rail Authority. Gov. Arnold Schwarzenegger is expected to travel Beijing for talks with rail ministry officials to hammer out a deal.
The Chinese have expressed interest not only in selling equipment for the new railway, but to help finance the line’s construction by diverting some of China’s vast reserves of U.S. dollars into direct infrastructure investment.
This comes on the heels of a reported Chinese offer to invest $7 billion in a bid by a private group to build a 185-mile high-speed railway along Interstate-15 from Las Vegas, Nevada, to Victorville, Calif.
By insisting on the highest standards, China overcame years of inertia and pivoted itself to the forefront of a 21st-century transportation revolution.
Maybe the Chinese model — backed by Chinese capital — will help America overcome the technological timidity that now leaves us with Amtrak and the still-unfulfilled dreams of something better.
Photo credit: https://www.flickr.com/photos/henrie
