Project signed by the then governor of the North American state, Arnold Schwarzenegger, continues without any rails installed
The high-speed train project to connect Los Angeles to San Francisco has progressed slowly since its first financing of US$10 billion (about US$15.5 billion, corrected for 2026) was secured in 2008 by the then governor of California, Arnold Schwarzenegger (2003-2011). Since then, little has been done to get the 1st bullet train line off the ground, which should have the first tracks installed this year.
The total cost of the project, which promises to connect the two largest cities in the North American state in less than 3 hours, is US$126.3 billion, according to the most recent business plan, released in March 2026. In 18 years, the progress was the completion of 130 km of elevated viaducts opened to receive tracks. This is equivalent to 15.5% of the total route, 840 km.
Several factors explain the slowness of the project, including regulatory complexities, financing difficulties and pressure from the air and road sectors, which try to slow down the project. Another obstacle is the need to negotiate with landowners along the route.
The state government began construction before securing the necessary land and, after years of negotiation, was forced to purchase more areas than anticipated. In 2019, a report from reported that the —public company responsible for the project— began operating in the agricultural sector, with at least 466 acres of cultivated land. It was a side effect of purchasing entire properties to make sections of the railroad viable.
Political climate
The political environment in the United States also contributed to the delays. The billion-dollar budget requires federal funding, and California — governed by the Democratic Party since 2011 — faced 6 years of government (Republican Party), from 2017 to 2021 and from 2025 to 2026. Trump is critical of Californian administrations, especially the current one, led by Gavin Newsom (Democratic Party).
USA vs China
The slow evolution of the Californian line highlights the US’s difficulties in executing projects of this type, especially in comparison with China.
While Schwarzenegger secured resources for the project in 2008, China began construction of the Beijing–Shanghai line, just over 1,000 km long. The section entered commercial operation in 2011, 3 years later.
The first relevant high-speed line in the Asian country was opened in 2008, connecting Beijing to Tianjin. Since then, China has built around 50,000 km of high-speed railways and has become a global reference in this type of transport.
One of the main differences is in land acquisition. In the USA, the project depends on individual negotiations and, in some cases, the purchase of larger areas than necessary. In China, rural land is collective, which makes it easier to obtain large areas. Furthermore, the appreciation of regions close to the lines after the projects are completed increases the government’s negotiating margin.
