California Governor Gavin Newsom signed Senate Bill 1425 on 27 September 2026, granting the California High-Speed Rail Authority statutory authority to permit and regulate third-party encroachments across its planned high-speed rail corridor.

The legislation, introduced by Senator Dave Cortese, closes a gap in California law that left encroachment management on an ad-hoc footing. The Authority previously could manage property arrangements such as utility relocations but lacked a standardised statutory process for new third-party infrastructure within its rights-of-way. SB 1425 establishes that process and sets out enforcement provisions for unauthorised encroachments and damage to the railway.

What does SB 1425 change?

Under the new law, the Authority can adopt regulations governing encroachments and issue permits for third-party access to its right-of-way. Supporters cite likely applications in water, broadband and electrical infrastructure alongside the alignment.

The Senate Judiciary Committee analysis noted the permitting system draws on arrangements already used by Caltrans and the State Water Project, two state bodies with established right-of-way regimes. That template gives the Authority tested procedures for setting permit fees, review timelines and conditions on third-party work in the corridor. SB 1425 adapts those procedures to the high-speed rail context.

Cortese said: "the new law would provide greater certainty for local governments, utilities, businesses and residents working alongside the high-speed rail corridor." The measure cleared both chambers of the California Legislature before reaching the Governor's desk in August.

Robert Pearsall, California Political Director for U.S. High Speed Rail, said: "We thank the Governor for supporting this measure to cut red tape at a critical time for the high-speed rail project. Granting the Authority the ability to issue encroachment permits under SB 1425 will enable appropriate third-party use of its right-of-way, support critical utility infrastructure needed by local communities, and create new opportunities for local businesses and economic growth throughout the region."

Where does the project stand?

The signing comes as the Authority moves from civil structures into the railway systems phase on the Central Valley segment. Work continues across 119 miles, with contractors having completed more than 60 structures and placed more than 80 miles of guideway. The Authority reports acquiring 99% of the parcels needed for the current construction footprint.

In June, the Authority's Board approved an American-led consortium of Kiewit, Stacy Witbeck and Herzog to install track, overhead contact systems, train control and communications on the 119 miles under construction. The contract links with planned extensions toward Merced to the north and Bakersfield to the south. Track installation begins in 2026.

The Board has also approved issuing a Request for Qualifications for the Merced-to-Madera civil works contract, the next major construction package in the Central Valley programme. The Authority is developing the Merced-to-Bakersfield section as the initial operating segment of the wider system.

What is the longer-term plan?

The Merced-to-Bakersfield corridor forms the initial operating segment of a 494-mile Phase 1 system connecting San Francisco with Los Angeles and Anaheim. The Authority states that 463 miles of the proposed Phase 1 alignment have been environmentally cleared and qualify as construction-ready.

The Authority's 2026 Business Plan targets completion of the Merced-to-Bakersfield early operating segment in 2032–33. SB 1425 gives the Authority an additional regulatory tool as it advances from earthworks and structures into track, electrification and systems installation on the Central Valley segment. The new powers take effect as the Authority prepares for the Merced-to-Madera civil works procurement.