Ian Choudri assumed the role of CEO of the California High-Speed Rail Authority in August 2024, targeting the delivery of a 355 km/h high-speed line in California’s Central Valley. The project aims to fulfill the state’s ‘Bay to Basin’ vision initially approved by voters in 2008.
Initial Operating Section Between Bakersfield and Merced
The authority plans an Initial Operating Section (IOS) roughly 275 km long, connecting Bakersfield and Merced, with passenger service targeted by the end of 2033. Within the IOS, a 190 km test section is scheduled to commence tracklaying before the end of 2026, with first testing and commissioning runs anticipated in 2029.
Procurement and Rolling Stock
To accelerate
progress, the authority has procured rail and construction materials such as ballast and sleepers directly, bypassing traditional general contractor ordering. Ian Choudri stated that the contractor group is onboard and all necessary rail has been purchased. The authority is close to finalizing a contract for an initial order of three high-speed trainsets, with options to acquire additional units as the line expands.
Standards, International Expertise and Blended Operations
The project is being built to international UIC standards rather than mixing them with US AREMA standards to avoid technical complexity. European rail expertise from Germany, Italy, France, and Spain contributes to design and construction efforts. The high-speed
rail will share infrastructure with legacy lines in ‘blended operation’ sections, notably the Caltrain corridor between San Jose and San Francisco.
The authority contributed $714 million to the electrification of the Caltrain corridor to accommodate future high-speed trains. The difference between UIC 60 rail and AREMA 136 rail on shared tracks is minimal, facilitating interoperability.
Regulatory Framework and FRA Support
The Federal Railroad Administration (FRA) supports regulating passenger services at speeds above 200 km/h through its Tier 3 rolling stock design standard, established about a decade ago. While commissioning a dedicated high-speed line involves more complex regulatory processes than authorizing higher speeds on existing lines,
Choudri is optimistic about regulatory authorization despite political influences on the FRA and the Department of Transportation.
Funding and Public-Private Partnerships
The California state government guarantees $1 billion in annual funding through 2045, with approximately $20 billion secured for the initial segment construction. A Co-Development Agreement signed in July 2026 with Momentum Alliance Partners aims to explore public-private partnerships to attract additional investment and accelerate project delivery.
Risk Management and Environmental Clearance
About 745 km of the 795 km Phase 1 network corridor has received full environmental clearance and is construction-ready, reducing planning risks. Future segments approaching the Los Angeles basin will require extensive tunneling and complex engineering. The
authority retains responsibility for risk areas such as land acquisition, utility relocation, and geotechnical investigations, avoiding transferring these to contractors.
CEO’s Perspective on Project Control and Financing
Ian Choudri asserts the project “owns its own destiny,” emphasizing the importance of balanced risk management between the buyer (authority) and contractors. He highlights that stable state funding serves as collateral necessary to attract private investment, crucial for advancing construction beyond the pace set by public funds alone.
Choudri also identifies potential revenue streams from power generation, telecommunications infrastructure, and property development along the dedicated greenfield corridor, which spans over 900 miles. These assets offer monetization opportunities uncommon in legacy
rail projects.
