As federal scrutiny intensifies, California’s high-speed rail project is quietly gaining a new sense of urgency and direction under recently appointed CEO Ian Choudri.

While media headlines highlight the Trump administration’s investigation into the project, far less attention has been paid to the transformation taking place under Choudri’s leadership at the California High-Speed Rail Authority. Backed by decades of experience in global rail infrastructure, Choudri has launched an ambitious overhaul aimed at accelerating construction and redefining how the authority operates.

He’s starting with a major cultural reset—streamlining the organization, eliminating redundant roles, and promoting a performance-based mindset. In parallel, Choudri is conducting a rigorous review of the project's existing plans to trim costs and explore creative strategies to generate revenue. These include monetizing surplus real estate, leasing out fiber networks, and tapping into advertising opportunities along the rail corridor.

Although the short-term focus has remained on completing the Central Valley segment, Choudri is raising the bar. He aims not only to launch service in that region by the early 2030s but also to kickstart construction of extensions into the population hubs of San Francisco and the greater Los Angeles area within the next few years.

Construction is now poised to begin on two pivotal extensions: a northwest line that will connect with the Bay Area’s Caltrain system and a southern route linking up with Los Angeles County’s Metrolink system. The southern route will also tie into the High Desert Corridor and Brightline West, a planned high-speed rail project connecting to Las Vegas.

This strategic expansion would integrate California’s bullet train into the state’s busiest regional transit networks—delivering long-awaited benefits in mobility, affordable housing access, and climate impact. Most importantly, it moves the project closer to its original promise: a high-speed ride between downtown San Francisco and downtown Los Angeles in under three hours.

“This will connect the budding high-speed rail network into the busy regional transit systems of California’s biggest metro areas,” the article states, “and in doing so, begin to deliver on long-promised mobility, economic development, housing affordability and climate benefits — not to mention profitability.”

However, to realize this vision, the project needs one key ingredient: stable, long-term funding. California’s cap-and-trade program currently provides roughly 25% of its annual revenue to high-speed rail, but that funding fluctuates between $750 million and $1.25 billion depending on market conditions. With the program up for reauthorization beyond 2030, the project's most reliable source of funds hangs in the balance.

Choudri has experience securing private investment for rail infrastructure, and he believes he can unlock billions more for this project—but only if the state commits to consistent annual funding.

“If stable funding paired with a state backstop can be guaranteed for years to come, construction can proceed along the entire 300-mile stretch between Silicon Valley and L.A. County within the next few years,” the report says.

“Every extra day you add to DSO affects the bottom line. Our mission has always been to protect contractor profits—and more importantly, cash flow,” said Bruce Orr, CEO of ProNovos. “QuickPay is a powerful step in that direction.”

Private capital won’t flow without assurance. “It’s similar to qualifying for a home mortgage: Without steady income, an individual can’t qualify for a loan,” the article explains.

Choudri is betting that with a predictable funding stream and state guarantees, California’s high-speed rail can finally hit full throttle.

“The authority now has a credible plan to accelerate construction of the bullet train. What the clear majority of California voters who want high-speed rail need is a serious commitment from the California Legislature to put America’s most important infrastructure project into overdrive.”

Originally reported by Ray Lahood in Cal Matters.