You have a point where gradient climbing and acceleration are concerned, but railway trains often run at 90mph plus on level-ish surfaces, so weight is less important than air resistance. Torque per drag factor and frontal area?
The Inter City 125 could maintian 125 up Stoke Bank (where Mallard hit 120 in opposite direction). On HS1 - the line to the Chunnel - and on French TGV lines climb quite steep gradients at 180mph.
A mix of distributed traction and, on electric trains, the power that can be drawn from the catenary ake a massive difference.
In a commuter environment, during the diesel era, sixties built DMUs running Leeds to Ilkley struggled, and often failed if rail surface was slippery, on the 1:37 climb out of the Aire Valley from Apperley Junction to Guiseley.
These days electric units sail up without dropping below the 70mph line speed.
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