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Signalling systems that only allow 79 mph top speeds and grade-level crossings are the major impediments to h.s. rail service in U.S. The NYC proved in 1966 that the standard rail technology of that day could handle it, example being the New York Central main line that runs between Butler, Indiana, and Air Line Junction (west of Toledo), Ohio—the longest multiple track railroad line in the U.S.—68.49 miles. At that time, the line consisted almost entirely of standard, 39-foot sections of 26-year-old bolted 127-lb/yard Dudley Modified rail (with one short four-mile portion of continuously welded rail). The M-497 jet-powered RDC-3 got up to over 190 mph but was under orders to go through the timing point around 180 mph so the U.S. rail speed record stands at 183.85 mph instead of 190+ mph. Most TGV and Japanese service is on roadbed that doesn't have grade-level crossings. True, not all. But, the most developed lines have no crossings. The h.s. tests last summer in southern Illinois showed that h.s. service is possible, but that the signalling systems have to be in-cab and highway crossings have to be eliminated to make such service a practical reality. Fixing the signals and getting rid of the grade-level crossings will cost far less that making dedicated high-speed corridors from scratch--and we can have such service available in shorter time. I would think that it would be in everybody's interest to get rid of the grade-level crossings anyway. If we did, there'd be no need for Operation Lifesaver programs. I bet the reduction in insurance rates would cover some of the costs of the revisions needed.
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