The Sapsan train arriving in St. Petersburg, Russia, after a test.
The Soviet Union, despite its dependence on railroads, had fallen far behind Japan and Western Europe on high-speed transport. That the order came to the Rubin design bureau suggests that Moscow viewed catching up as a matter of national security.
The result of the little-known program was a slate-gray, round-nosed locomotive called the Sokol, Russian for falcon, that petered out soon after the Soviet Union did. The prototype achieved a top speed of only 143 miles an hour — hardly breaking a sweat by high-speed standards.
The fall of the Falcon created an opening for Siemens.
This December, high-speed trains designed by the German conglomerate and adapted for Russian winters will ply the rails between St. Petersburg and Moscow. But Siemens hopes their final destination will be the last laggard of the high-speed age: the United States.
For years, businesspeople and politicians have dreamed about America entering the high-speed era, but Amtrak has been plagued by budget and service problems and the closest Americans have come to high speed is the Acela, which rarely runs at what Europeans call high speed.
Now Siemens and its competitors are hoping all that has changed. The economic stimulus passed by Congress in April includes a five-year, $13 billion high-speed rail program. Siemens is one of four makers of high-speed trains, none of them based in the United States, that hopes to take advantage of it.
Siemens executives said the tilt toward political acceptance of high-speed rail in the United States presented a remarkable business opportunity — assuming the systems get built.
The United States “is a developing country in terms of rail,” Ansgar Brockmeyer, head of public transit business for Siemens, said in an interview aboard the Russian test train, as wooden country homes and birch forests flickered by outside the window. “We are seeing it as a huge opportunity.”
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