Category: nation

The Nation’s Memory Is Not Yours to Rewrite

“When you erase, bulldoze, or alter these symbols forever, you change how a place is understood and strip future generations of history they would otherwise have witnessed firsthand.”

A civilization’s monuments, memorials, and symbols are its autobiography, chiseled in stone, cast in bronze, arranged in plazas and squares where citizens walk daily. They are not neutral objects and are often contested in terms of meaning and relevance. Each carries weight: the pride of founding, the grief of loss, and the uncomfortable truths of contested history. That historical weight is precisely why they matter, and precisely why they should not be altered, removed, or rewritten by any single political moment or leader.

One man or one woman should not have sway over the monuments, memorials, and symbols that dot the landscape of a country, nor should institutions be swayed by the whims of that person regardless of what public office or status they occupy. When the institutions entrusted with safeguarding national heritage defer to one executive’s preferences rather than the greater public’s, they abandon the very mandate that justifies their existence. The public and the representatives elected to speak for them should be the only ones with the power to change, remove, or replace the symbols and monuments that define a town, city, or nation. When you erase, bulldoze, or alter these symbols forever, you change how a place is understood and strip future generations of history they would otherwise have witnessed firsthand.

The impulse to reshape public memory is understandable as values and priorities shift with each passing generation, just as society itself does. Every historical era believes its moral clarity superior to the last. However, there is a meaningful difference between a society collectively working through its commemorative landscape, through legislation, local governance, and democratic deliberation, and a leader or institution beholden to one person rather than the public at large.

The latter uses executive authority to redecorate or revert the national story according to personal preference, by passing elected representatives and any meaningful public input on the proposed changes. The former is how mature democracies handle living history, with the consent of those being governed as the most important factor above all else. The latter is how authoritarian states operate when they revise a nation’s living memory as they see fit, without prior consultation or approval.

In Washington, D.C., the stakes feel particularly acute given the relatively short history of the city compared with other nations’ capitals that date back thousands of years. As the United States celebrates its 250th year as a sovereign nation, the capital’s memorials and monuments are not simply decorative; they are civic infrastructure at the heart of what makes this country’s history legible to its own people and the world.

The Lincoln Memorial, the Vietnam Wall, the MLK Memorial, the World War II Memorial, etc., these are foundational places where Americans of radically different politics and background go to grieve, to reconcile, to protest, to gather, and to feel something collectively true. Visitors travel from across the country and around the world to stand before these national landmarks in person, having known them only through photographs or screens. They deserve to find them intact, not altered or diminished without public consent.

When these symbols and monuments become pawns in a culture war, renamed, relocated, or removed at the stroke of a pen, something beyond stone and brick is damaged. The precedent it sets is equally corrosive: if any administration or political party can reshape national memory at will, then no symbol is truly secure. Preservation does not mean uncritical veneration or unobjective support. Controversial symbols have been removed or replaced before in the United States and in other countries, but those decisions carried weight because the people saw them as clearly divisive, racist, or unworthy of public honor. In those documented cases, no single leader or institution acted alone; the change was voted upon by the people or by their elected representatives who had to live alongside those symbols in their own communities.

Having reverence for national monuments and symbols means insisting that changes to shared symbolic space deserve public process and genuine review, not political expedience or unilateral decree. History, including its uncomfortable chapters, belongs to all of us, not to whichever administration or party currently holds the lease on the capital or controls the institutions managing these national heirlooms. The stroke of a pen that rewrites monuments and memorials today can just as easily be turned against the ones you hold dear tomorrow. Remember that and always stand up to those who would erase or alter a nation’s history without the support and consent of the citizenry.

America Off Track – Why It Needs a Nationwide High-Speed Rail Network

“In an age where it’s hard to agree about anything, I do think having nationwide high-speed rail as the rule rather than the exception is something most Americans would support if given a choice of whether to fund it.”

Introduction: Connectivity Beyond Broadband and Rocket Ships

Connectivity in the modern age is more than high speed broadband or rocket ships that can go to the Moon or Mars, it can be as simple as connecting major towns and cities together. It is a simply an economic win-win when you think about having high speed rail being as common as any kind of subway, commuter rail, or streetcar. It is an economic investment that pays for itself over time and is a great way to support local to national economies. It is the exact kind of rail that I believe America is lacking outside my home region of the Northeast and which continues to be neglected despite the benefits far outweighing the costs. In an age where it’s hard to agree about anything, I do think having nationwide high-speed rail as the rule rather than the exception is something most Americans would support if given a choice of whether to fund it.

From Railroad Pioneers to Going Off the Rails

Long ago, the United States was the leader in rail across the board especially when the transcontinental railroad was first established connecting the continental nation together from east to west in the late 1860s. Fast forward to the mid-20th century, America decisively turned away from rail and embraced cars and planes as symbols of modernity and freedom. The construction of the Interstate Highway System in the 1950s, along with generous federal subsidies for aviation, made driving and flying faster, cheaper, and more convenient than taking the train. As families moved to the new and sprawling suburbs, car ownership exploded, and passenger rail ridership collapsed.

Meanwhile, freight railroads, struggling with shrinking margins, often abandoned or neglected passenger services. Amtrak’s creation in 1971 was a last-ditch effort to save intercity rail travel, but chronic underfunding, outdated equipment, and lack of political will left it unable to compete with well-funded highways and airports. This shift cemented a car-and-plane culture in the United States, relegating trains to a niche role in the American transportation landscape rather than the preferred mode of transportation. Unfortunately, today, it continues to be a disappointing national story as trains and train speeds here are some of the slowest, most infrequent, and bordering on dysfunctional in the modern era.

There are a whole host of factors and finger pointing to go around in terms of how we got to where we are as a nation in 2025 from NIMBYism to the airline and auto lobbies to cost overruns that drain support for any of these high-speed rail projects. However, I’d like to focus first on where America stands now compared to other developed nations and how far the U.S. needs to go to catch up to other nations who have surpassed us in this key area of development.

China Leads, Europe Excels

China is currently the world leader in high-speed rail with the biggest network of high-speed trains on Earth with top speeds clocking in at around 220 miles per hour (350 kilometers an hour). If you look at any map of Chinese high-speed rail, all major cities are connected to each other by a train and often for one day, multiple trains serve each city at different times a day making it a better option than flying within the country. Many more cities in China are connected by high-speed rail than American cities and the trains are much faster by comparison.

Unfortunately, this is not only the case in China but in also much of the European Union. France, Germany, Spain, and Italy all have high speed rail networks that are extensive, fast, and reliable, whose coverage far exceeds the U.S. when you do an overlay of their networks compared to the regional networks in the U.S. or per capita in terms of access despite the size difference. Other major players in high-speed rail include Japan, South Korea, Indonesia, with Thailand, Vietnam, and India looking to start building their ‘bullet’ trains in the 2020s. Even developing nations in Africa such as Morocco have invested in having their own high-speed rail with Morocco’s Al-Boraq line between Casablanca and Tangier having opened in 2018, which is the first high speed train in Africa (approx. 180 miles per hour / 300 kilometers per hour) and not likely to be the last.

High-Speed Rail: A 21st Century Economic Engine

As we get close to being well into the second half of the 2020s-decade, high speed rail investment makes more sense and not less sense. It is a win-win to me economically when you can create jobs in construction, project management, and other related industries. As more economies pivot to clean energy, I find that high speed rail is a more efficient, less polluting form of travel that is also extremely safe and reliable if run well. Regional and local economies can flourish more especially when high speed rail comes to their communities’ bringing tourists and possibly new businesses to set up shop there.

Business travel can expand as well when you don’t have the options of only relying on renting a car, taking a bus, or flying on a plane to get to a conference or a meeting in another city in the same day. Cutting carbon emissions is a goal almost universally shared in 2025 so a keyway to do it is embracing forms of travel that are better for the environment such as high-speed rail. Multiple studies in Europe show that every dollar or euro spent on high-speed rail returns multiple dollars in long-term economic gains. The overall return on investment speaks for itself and that’s why more than ever, nationwide high-speed rail efforts should become a national priority.

America’s Missed Opportunities in High Speed Rail

My love for the Northeast’s Amtrak lines as someone who rides multiple times a year, especially the Acela and Northeast Regional, comes from knowing how liberating it feels to speed past gridlocked highways and soul-crushing airport security. However, I would like to be clear in that what we have in the Northeast United States is the exception, not the rule. The rest of the nation is left with woefully inadequate or non-existent passenger rail options, especially no high-speed rail train options.

California’s notorious and still unfinished high-speed rail project, originally envisioned to connect Los Angeles and San Francisco in under three hours, has become a cautionary tale of political infighting, spiraling costs, and endless delays, now more than fifteen years since voters approved it, the line remains incomplete as of this writing. Texas’ proposed Dallas-to-Houston bullet train, based on Japan’s Shinkansen technology, has been mired in lawsuits and land disputes, while Florida’s once-promising plan for a Tampa-Orlando-Miami high-speed corridor was killed by politics despite federal funding being on the table. These failures aren’t just isolated missteps; they’re a systemic reflection of America’s inability to plan, fund, and execute transformative infrastructure projects in the 21st century.

A Vision of a More Connected America

Imagine for me now a future United States where a high school student in Indianapolis could visit Washington, D.C. on a field trip by getting there in 4-5 hours, or where a business traveler could commute between Atlanta and Charlotte in 90 minutes, turning what’s now a grueling four-hour drive into a swift and productive journey. France’s TGV system, which I have been lucky enough to ride from Bordeaux to Paris has long proven that high-speed rail is profitable and competitive with air travel for distances up to 600 miles, drawing millions of passengers who might otherwise fly or drive in that country.

China’s network, the world’s largest as mentioned earlier, has shrunk travel times dramatically: for example, the 819-mile Beijing–Shanghai route, once a ten-hour slog by conventional train, now takes just four and a half hours. A similar Chicago–New York high-speed line, roughly the same distance, could cut today’s fourteen-hour Amtrak ride by more than two-thirds if it were ever developed and invested in.

The creation and development of a nationwide rail grid could connect major population centers such as Houston, Dallas, Austin, Chicago, Detroit, Miami, Atlanta, Denver, and Los Angeles with frequent, fast trains. This would wholeheartedly reshape the American economy as we know it and foster new hubs of innovation, tourism, and opportunity in cities both large and mid-sized, and if smaller cities can be added to a more local line with more stops, that’s a positive as well.

Overcoming America’s High Speed Rail Barriers

There’s no denying the hurdles that exist and will continue to slow the development of a nationwide high speed network: federal and state governments have rarely aligned on rail priorities; outdated regulations, such as the Federal Railroad Administration’s archaic crash standards, make it difficult to adopt off-the-shelf European or Asian trainsets; and NIMBYism often turns local communities into fierce opponents of new rail lines.

However, none of these obstacles are insurmountable if America learns from the examples set by other nations. Spain’s national AVE system, for instance, was built with robust public support and clear national commitment, resulting in more than 2,000 miles of high-speed track in a country with less than a seventh of America’s population. Japan’s initial Shinkansen line was completed in just five years, transforming travel patterns permanently, and this is despite being a mountainous island nation where political gridlock can also occur.

America could adopt federal legislation to streamline permitting, incentivize public-private partnerships, and dedicate a long-term funding mechanism like the Highway Trust Fund to ensure reliable and consistent investment. Beyond these present technicalities, it will take real leadership willing to communicate to the American voter that high-speed rail is not a luxury for a developed nation, but a real necessity for economic growth, energy security, and national competitiveness in the 21st century.

Conclusion: It’s Time to Board the Train of Real Progress

I am writing this article on an Amtrak Northeast regional train to Washington, DC ironically but not intentionally because as someone who treasures the unique sense of freedom and connection offered by train travel in the Northeast United States, I believe deeply that every American deserves the same opportunity. This should be the case whether they live in Houston, Detroit, or Los Angeles. We have the financial resources, the technology, and the know-how; what we lack is the political resolve to make high-speed rail a reality nationwide.

Our tax dollars should be able to build systems that make our daily lives better, and there are few investments more transformative than modern, fast, reliable trains that knit together our cities and regions. High-speed rail would give Americans more options, less stress, and cleaner air, while restoring our global reputation as a nation of builders and innovators. It’s time for the United States to leave the station of outdated thinking, board the train of progress, and embrace a future where high-speed rail is not the rare exception, but the expectation for every American traveler.

Note: The views expressed in this article are entirely my own and do not reflect the opinion(s) of any outside organization, firm, or entity.

Works Cited / Endnotes (MLA)

  1. “China’s High-Speed Rail Development.” China Railway Corporation, 2023, www.china-railway.com.cn/en/high-speed-rail/.
  2. “TGV: The French High-Speed Train.” SNCF, 2024, www.sncf.com/en/trains/tgv.
  3. International Union of Railways (UIC). “High-Speed Rail in Europe: A Competitive Advantage.” UIC Publications, 2023, uic.org/IMG/pdf/high-speed-rail-in-europe.pdf.
  4. “Al Boraq, Africa’s First High-Speed Train.” Office National des Chemins de Fer (ONCF), 2019, www.oncf.ma/en/Projects/High-Speed-AlBoraq.
  5. Hurst, Dana. “Morocco Opens First High-Speed Rail Line in Africa.” BBC News, 15 Nov. 2018, www.bbc.com/news/world-africa-46227056.
  6. California High-Speed Rail Authority. “Project Update Report to the Legislature.” CHSRA, March 2024, www.hsr.ca.gov/docs/about/legislative_reports/2024_Project_Update_Report.pdf.
  7. Swarts, Jonathan. “Texas’ Bullet Train Faces Legal, Financial Roadblocks.” Texas Tribune, 20 Apr. 2024, www.texastribune.org/2024/04/20/texas-high-speed-train-lawsuits/.
  8. United States Government Accountability Office (GAO). “Intercity Passenger Rail: Amtrak’s Challenges in Implementing High-Speed Rail.” GAO-21-480, Sept. 2021, www.gao.gov/assets/gao-21-480.pdf.
  9. International Energy Agency. “The Future of Rail: Opportunities for Energy and the Environment.” IEA, 2019, www.iea.org/reports/the-future-of-rail.
  10. European Commission. “White Paper on Transport: Roadmap to a Single European Transport Area.” Publications Office of the European Union, 2011, ec.europa.eu/transport/themes/strategies/2011_white_paper_en.
  11. Pew Research Center. “Most Americans Support Investments in Infrastructure, Including Public Transit.” 15 June 2021, www.pewresearch.org/2021/06/15/public-views-on-infrastructure/.
  12. American Public Transportation Association (APTA). “Economic Impact of High-Speed Rail.” APTA Reports, 2022, www.apta.com/research-technical-resources/research-reports/economic-impact-of-high-speed-rail/.