You realize that universities outside the US and UK only have a very nondescript moniker or some obscure title that would not help you identify it in the slightest, right?

I could say “Back in TU Heidelberg” and you would look like a personified questionmark.

My nearest lowest tier rail bound mass transit system is the S-Bahn Hannover which uses Stadler FLIRT XL 3 at a top speed of 160km/h, yet they only serve Hannover and its immediate surroundings.

This is also the case with the S-Bahn Bern (using Stadler KISS), parts of the S-Bahn Rhine-Ruhr, the S-Bahn Bremen, S-Bahn Mitteldeutschland (Leipzig Halle), S-Bahn Dresden, S-Bahn Zurich and Wiener Schnellbahnen.

If you live near a big(ger) city in the DACH Region but not directly in it (meaning out of range of its Tram system) this is absolutely not uncommon.

Just so we’re on the same level here - your own article states that high speed rail as it is most commonly referred to means speeds of above at least 200km/h, more commonly beyond 250. Lower speeds are “higher speed rail” in America, or regional/local lines in Europe. My local lowest tier urban mass transit has a normal speed of 160km/h.

America has ONE Line with speeds beyond 250, and that is where all except one of its 200+ speeds lie aswell. That is, sorry, a joke. For one line a network does not make.

Look at that same graphic in the article on the high speed network in Europe and tell me they are even close to comparable.

Which ones? Which company actually has put out a consistent, significant, structurally sound high speed rail network including stations and the trains themselves that is based in the US?

And headhunting foreign talent tells me that you have not worked in the rail planning sector. These companies are extraordinarily protective of their high value who are the executive “talent” behind their stuff. And the biggest rail tech companies are multinational conglomerates (Alstombardier, Siemens, CRRC, Hitachi) who have no desire or need to outsource to America.

There is noone currently who has both intimate knowledge of American geodetic planning and high stress track planning. And building that knowledge takes a lot of trial and error.

That still is not correct.

Planning a high speed high throughput flexible passenger rail network is a whole different beast than laying non-electrified single track lines in a straight line through the middle of nowhere that basically only serves the occasional 2miles long freight train.

The parameters are vastly different and almost incomparable. And America has decidedly no expertise left in the former.