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About 500 high-speed rail (would-be) players, observers, suppliers and enthusiasts were treated to an afternoon of diplomacy and high-speed rail (HSR) momentum-building earlier this week at a seminar organized by the Japan International Transport Institute USA (JITI), presented by JITI and six other agencies of the Japanese government and "supported" by The Nippon Foundation.

The free event with the no-frills-title ("High Speed Rail Seminar in Chicago" — http://www.japantransport.com/seminar/2010/05/201006.php) — was held June 28 at the Windy City's venerable Union League Club. The organizers/presenters had to be happy with the turnout: A crowd of more than 500 (per JITI's count) packed the sixth-floor seminar room, and there were rumblings that dozens were turned away at the door.

Those who did make it up to the sixth floor heard from speakers and presenters who extolled Chicago's virtues — as well as HSR's, in general, and Japan's time-tested system, in particular.

First up was U.S. Rep. Daniel Lipinski (D-Ill.), who was first up because had a plane to D.C. to catch (there was a vote to cast, etc.).

"If my plane is on time like the great Japanese [high-speed rail system] Shinkansen is, I won't have any trouble getting there on time," he said, setting the afternoon's tone.

Take advantage of your next few hours — listen and learn, Lipinski advised attendees.

"We need to learn everything possible from this Japanese success story, and apply everything that's possible," he said.

Of course, more federal funding will be needed, and not just for HSR-specific projects — unclogging freight-rail corridors (particularly by completing the Chicago Region Environmental and Transportation Efficiency aka CREATE program) is part of the plan, too, Lipinski added. Also key: Passing the six-year surface transportation authorization bill.

"Moving the bill just makes common sense," he said, lamenting that "D.C." and "common sense" aren't often used in the same sentence. In any event, it's an "exciting time" for HSR, Lipinski said in closing. "We are on a great path here in the U.S. to put the experience of others to work for us."

'Let's Work Together'
One of the leading thinkers/voices of HSR experiences spoke next. Seiji Maehara — Japan's minister of land, infrastructure, transport and tourism — told the crowd (via translation) that after spending just a short time in "the great city of Chicago," he could “envision a high-speed system in the Midwest, "centered at Chicago's Union Station." An unabashed train buff ("A photo that I took of a train was published in a calendar," he said), Maehara shared his thoughts on the "immense opportunities for economic growth" and "social benefits" that come with HSR, based on Japan's experience with Shinkansen since 1964.

"I met with [U.S. DOT] Secretary Ray LaHood in D.C. in April, and we met again in Japan in May — they were productive exchanges of ideas on high-speed rail,” the minister said. "… I strongly hope to offer whatever support I can."

He noted that the Shinkansen high-speed network, which has been expanded several times during the past 45 years, was designed to operate on dedicated as well as "conventional" rail lines, experience/knowledge Japan's HSR experts would be more than happy to export.

Following Maehara to the lectern was Ichiro Fujisaki, Japan's ambassador to the United States. In addition to praising all the industrial, technological and cultural gifts that the United States and Chicago in particular have to offer, Fujisaki also pointed out one thing Chi-town does not yet have: high-speed rail.

"It's time we paid [something] back to Americans, and I think the high-speed railway [would be] a small token of our gratitude,” he said, adding that the Shinkansen network can be summed up in "six E's" — experience, exactness (on time), economic efficiency, environmentally friendly, employment creator and earthquake proof.

"No other country in the world has all six E's," he said. "Let's work together."

Up next: Satoshi Seino, president and chief executive officer of the East Japan Railway Co., and deputy chairman of the Council for Global Promotion of Railway, which was created in April. Via translation, Seino echoed the thoughts of the speakers who went before him, noting that he hoped Japan's HSR experience could help President Obama achieve his vision.

The final speaker in the "opening remarks" series from the Japan contingent was Jiru Hanyu, chairman of the Institution for Transport Policy Studies. He took a non-sales approach to selling Japan's HSR story, sprinkling in a dose of HSR development reality — for the United States, anyway — with HSR's obvious potential benefits.

"New high-speed rail as a change to a transportation system that has been well established involves a huge challenge," he said. "[But] I am strongly impressed with the American spirit and [the] courageous decision to move forward.

Hanyu also lauded the U.S. freight-rail system, calling it "elite." However, the U.S. network is "grossly underutilized for passenger rail," he added. But he stopped there.

"My institute is not here to sell our Japanese high-speed rail system to the people of the Midwest — we are only hoping to share our experiences in railway development and engineering," he said. "I am hoping it will be of help to you as you develop your plans."

And From the Illinois Delegation …
It definitely could, said the next series of speakers, who presented "keynote remarks" on behalf of the state of Illinois and the city of Chicago.

Standing in for Gov. Pat Quinn, Illinois DOT Secretary Gary Hannig said the state is "willing to be partners with any and all who wish to invest in the state of Illinois," noting that discussions already were under way with car builder Nippon Sharyo U.S.A. Inc., which is "close to putting in a plant" near Rockford.

"We need to find ways to replace institutions that have gone by the wayside … and we believe HSR can do that in the Midwest," he said.

Gov. Quinn also is committed to extending the HSR vision to that 220 mph "true" high-speed level.

"We'll be applying for planning money for 220 mph trains … but the first step is 110 mph," Hannig said.

He added that he is "certain" that Illinois' "friends from Japan" can help them get there.

"The era of high-speed rail is here — it's clear to me we need to embrace it," Hannig said. "If we fail to do that, others will simply pass us by."

Speaking on behalf of Chicago Mayor Richard Daley, Chicago Department of Transportation Commissioner Bobby Ware reiterated the point that the $1.5 billion CREATE program as an "invaluable partner in making high-speed rail a reality" and noted that a study was under way to explore what it'd take to expand capacity at Union Station, presuming it'd be the hub of the nascent Midwest HSR system.

Also offering a keynote — one featuring a dose of reality — was State Rep. Elaine Nekritz, who chairs the Illinois house Rail Safety Committee. Repeating one of the afternoon's mantras — that the session would be an invaluable opportunity to learn from Japan ("Especially its [HSR] safety record" of 0 fatalities in 45 years), Nekritz noted that it was "pretty clear we have some challenges to overcome" before the HSR vision is achieved. Among them: funding, both from the state and federal governments; and political will.

"In the upcoming elections, there are candidates running for governor who do not support high-speed rail," she said, adding that now is the time to educate people on why HSR actually is “the best reason to spend" right now.

It's also critical that the midwestern states stick together to keep the HSR momentum going, Nekritz said, acknowledging that it can be "very difficult to get states to cede control." But HSR needs a stronger voice — especially if the aim is to build a system that's "as good as Japan's," she said.

The final keynoter was Richard Harnish, executive director of the Midwest High Speed Rail Association. The enthusiastic Harnish closed the segment by asking attendees to set two goals: (1) Get started on the actual the planning and design for the Midwest's first high-speed rail segment by year's end; and (2) by this time next year, have an understanding in Illinois, at least, how HSR will be financed. To Harnish, the goals are attainable. So is the notion that Illinois could be the first state to have an 220 mph HSR leg.

"I urge you to think big today," he said in closing.

From Keynotes to Presentations
After a short networking break, the delegation from Japan got down to HSR's nuts and bolts. Yuki Tanaka, JITI's director of the office of international affairs, delivered a highly engaging and high-speed ("I only have 20 minutes, so …") presentation titled "Study of the Benefits of HSR in the U.S."

Tanaka talked the crowd through an overview of the Japanese HSR system, ever mindful of the question, "There are worldwide experiences with HSR, but are they applicable to the United States?" (Yes, Tanaka ultimately would conclude.)

She reminded the group not to underestimate the "role of speed" here, particularly if the aim is to take marketshare from air as well as the highway — and it should be, although she acknowledged that it is "difficult to predict how or if people will change their travel patterns." But speed matters if you're even going to have a shot at it.

"You should start here at 110 [mph], but you should go further," she said.

If the speed could top out at 220 mph on a Chicago-to-St. Louis route, for example, you could expect at 65 percent to 80 percent marketshare shift to HSR from air travel and a 6.6 percent to 19.9 percent shift from highway travel, Tanaka said.

Of course, the "most challenging and most difficult issue" is financing the system itself, she said, running through the various options U.S. HSR system builders have at their disposal, suggesting a public-private hybrid (a "gross cost franchise") might be an appropriate method.

After showing a few images of how the Shinkansen system, boosted by rail stations that serve as commercial destinations unto themselves, continues to transform local economies and social networks, Tanaka urged Chicagoans and other midwestern HSR believers to keep on pushing.

"Please don't give up — your region has potential," she said.

Then, Satoshi Seino returned to the lectern to offer a technology and operations overview of one slice of Shinkansen — the East Japan Railway Co., or "JR-East," which operates 13,000 HSR trains and carries 17 million passengers daily. Hiromasa Tanaka, senior advisor for the Central Japan Railway Co. (JR-Central"), offered a similarly detailed view of his operation, which has offered up the "N700-I Bullet" system as a potential solution for HSR in the United States.

A technology consortium, of sorts, closed out the afternoon, with presentations from four HSR system and equipment players: Kawasaki Rail Car Inc.; Nippon Sharyo U.S.A.; Mitsubishi Electric Power Products Inc.; and Toshiba International Corp. — entities that also showed their wares and consulting expertise (along with eight other companies) during a pre- and post-seminar exhibit, which also was held at the Union League Club.

— Pat Foran