The Trump administration has significantly curtailed federal funding for high-speed rail projects this year, leading advocates to focus on the Brightline West project. This ambitious initiative aims to connect southern California to Las Vegas, demonstrating that the U.S. can utilize transportation technology similar to that of Europe and Asia.
The Brightline West project spans 218 miles from Rancho Cucamonga, located east of Los Angeles, to Las Vegas, Nevada’s largest city. Once completed, it is expected to allow travelers to commute between these two locations in approximately two hours, with service slated to begin in 2028.
In stark contrast to Brightline West, two other prominent high-speed rail initiatives, particularly the California High-Speed Rail project, have encountered considerable challenges. The Transportation Department recently issued a warning to the California High-Speed Rail Authority regarding potential termination of federal grants due to ongoing delays and significant cost overruns.
A recent report from the Department of Transportation (DOT) revealed that the California High-Speed Rail Authority has failed to meet critical deadlines and still faces a staggering $7 billion funding shortfall.
Acting Federal Railroad Administrator Drew Feeley outlined the gravity of the situation, giving the authority a 30-day period to present a comprehensive action plan addressing these issues. Should they fail to do so, the administration may rescind federal grants amounting to roughly $4 billion.
In contrast to the scrutiny surrounding California’s initiative, Brightline West appears to be receiving a more favorable perspective. Former Transportation Secretary Ray LaHood expressed optimism about the project’s viability, stating, “I’ve heard no discussion of any clawing back of any of the money that the Biden administration gave to Brightline West … so I don’t think it’s a death knell at all for high-speed rail.”
LaHood, who is now co-chair of the U.S. High Speed Rail Coalition, noted the general understanding of high-speed rail in the U.S. pertains to trains that reach speeds of 200 miles per hour. However, the Brightline West is currently expected to operate at approximately half that speed.
The California high-speed rail initiative, which originated in the early 2000s, initially aimed to link Los Angeles to Sacramento over a distance of 385 miles, a journey that commercial flights currently complete in just over 90 minutes. However, the project has experienced significant delays and escalating cost estimates, which have ultimately undermined its ambitious aspirations.
The DOT has recently assessed that the California High-Speed Rail Authority is unlikely to finish the Merced-Bakersfield segment—spanning 164 miles—by its initially established deadline of 2033.
The funding debates surrounding high-speed rail projects have often fallen along partisan lines. The Trump administration terminated a nearly $1 billion federal agreement in 2019, citing insufficient progress on the California project. The Biden administration later restored this funding in 2021, allocating over $3 billion in federal grants in recent years.
Representative Kevin Kiley, R-Calif., has been vocal about his opposition to the California project, asserting that taxpayer dollars should not support what he considers a poor investment. “This project is not a good use of taxpayer dollars at any level and should be brought to a halt immediately,” Kiley remarked during a call with reporters.
Kiley has introduced legislation to prohibit California from accessing federal funds for the high-speed rail project, emphasizing the desire to redirect taxpayer resources into more beneficial areas.
In light of the current scrutiny, Transportation Secretary Sean Duffy remarked on the necessity of ensuring that high-speed rail projects are effective and beneficial. “Our country deserves high-speed rail that makes us proud — not boondoggle trains to nowhere,” he stated, referring to the notice given to the California High-Speed Rail Authority.
Duffy indicated a commitment to redirecting funds to projects that can effectively fulfill President Trump’s vision of revitalizing infrastructure in America. In April, Duffy ended a $64 million grant intended for the Texas Central line, which proposed a high-speed connection between Dallas and Houston, citing unsustainable costs exceeding $40 billion.
Duffy’s remarks also highlighted that the Texas Central Railway was proposed as a private venture, suggesting that if the private sector believes in its viability, it should advance the preliminary construction work without relying on taxpayer funding.
Nonetheless, Duffy has praised Brightline West, maintaining that federal funding will remain as long as the project adheres to its timeline, noting that the federal government has already contributed $3 billion to the initiative and authorized an additional $3.5 billion from private activity bonds.
“The project from L.A. to Las Vegas, it appears that project is going well,” he noted at a press conference in Los Angeles back in February. Duffy emphasized the importance of connecting major cities and reducing congestion on roads and within airports.
Advocates assert that the success of the Brightline West project could bolster support for future high-speed rail endeavors in the U.S. However, many believe that completing one operational project is vital to gaining broader public favor.
Ray LaHood expressed confidence in the ongoing viability of the Texas and California rail projects, asserting, “This is a project that’s going to move ahead and go ahead, because it’s a part of the vision for transportation in California. High-speed rail is there to stay, and mainly because this is what the American people want.”
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