HB 862 requires railroad companies operating freight trains on tracks shared with passenger or commuter trains in Maryland to maintain a minimum crew of two people. This applies to most freight movement but excludes hostler service and yard operations for utility employees. Violations carry civil penalties up to $25,000 per incident, with railroad companies held solely responsible for employee violations. The law takes effect October 1, 2026, contingent on similar legislation passing in New York, Pennsylvania, and Virginia.
HB 894, the Maryland Transit and Housing Opportunity Act, automatically designates qualifying transit-oriented developments (near rail stations with at least hourly service Monday-Friday 8am-6pm) as enterprise zones, granting tax incentives without separate approval. The bill requires the Maryland Development Corporation to prioritize redevelopment projects near transit in its loan programs and delays certain development fees for residential housing projects. It also changes local land use regulations near transit stations by altering municipal authority to restrict development in these areas.
HB 1081 creates a new Board of Directors for Baltimore Core Transit Service (encompassing local buses, light rail, Metro Subway, and paratransit in Baltimore) within the Maryland Transit Administration (MTA). The Board, composed of 9 voting members (including 5 governor-appointed members with specific rider, accessibility, and labor representation requirements, plus city/county appointees), must approve major service plans and policies for Baltimore transit. The bill repeals the existing Baltimore Regional Transit Commission, proposes a constitutional amendment to allow MTA to use land acquisition powers for projects, and exempts MTA capital construction from certain state procurement rules. It directly affects MTA operations in Baltimore and establishes new governance structures for regional transit services.
HB 246 clarifies that the registered owner of a Class G (trailer) vehicle is responsible for paying video tolls when a trailer passes through a toll facility without using an electronic toll system. The bill requires the Maryland Transportation Authority to send a notice of toll due to the registered owner’s address on file, giving them 30 days to pay before penalties apply. This directly affects commercial trailer owners who use Maryland toll roads, as it establishes clear billing procedures and penalties for unpaid tolls captured by video systems. The law updates existing toll regulations to specifically include trailers under video toll liability rules.
HB 451 extends the reporting deadlines and lifespan of Maryland's Zero Emission Electric Vehicle Infrastructure Council. It modifies the schedule for the Council's interim reports (now due December 1 annually through 2031, instead of 2024-2025) and moves the final report deadline to June 30, 2031 (from June 30, 2026). The bill also extends the Council's termination date from June 30, 2026 to June 30, 2031, keeping it active for five additional years. This procedural change directly affects the Council's operational timeline but does not alter the Council's purpose or policy recommendations.
SB 649 requires owners of electric vehicle (EV) charging equipment to clearly display business contact information (name, address, phone number) near charging stations. It mandates that all EV electricity sold at retail must be measured and sold in kilowatt-hours, and sets an annual minimum price determined by the Comptroller. Station owners may also charge separate fees for related services, such as fixed fees or time-based charges. The bill directly affects EV charging station operators by standardizing measurement, pricing, and transparency requirements.
SB 188 would increase the annual limit on toll-revenue bonds the Maryland Transportation Authority (MTA) can issue from $4 billion to $5 billion, effective July 1, 2026. This change directly affects the MTA, allowing it to finance new transportation projects or refinancing without legislative approval for existing bond-funded projects. The bill specifies that the $5 billion cap applies to the total outstanding principal of toll-revenue bonds as of June 30 each year, with adjustments for federal loans drawn under the Transportation Infrastructure Finance and Innovation Act. It does not alter how funds are used but expands the MTA's borrowing capacity for transportation infrastructure.
SB 149 establishes new rules for permits allowing heavy trucks to transport international cargo in sealed containers through Baltimore's Seagirt Marine Terminal corridor. It requires vehicles to weigh no more than 100,000 pounds, follow specific designated routes between the terminal and authorized destinations, travel only during permitted hours, and adhere to speed limits set by the Maryland Transportation Secretary. The bill directly affects trucking companies moving international freight by creating a formal "heavy weight port corridor" system with standardized weight, route, and timing requirements. The Secretary of Transportation will set permit fees, axle weight limits, and approved destinations through regulations, with the law taking effect June 1, 2026.
HB 229 proposes to increase the Maryland Transportation Authority's (MDTA) annual limit for outstanding toll-revenue bonds from $4 billion to $5 billion, effective June 30 each year. This change directly affects the MDTA, allowing it to issue more bonds to fund transportation projects financed through toll revenue. The bill also specifies that the $5 billion cap would be reduced by any federal loans or drawn lines of credit under the Transportation Infrastructure Finance and Innovation Act. The increase aims to provide greater flexibility for the MDTA to finance transportation infrastructure without requiring annual legislative approval for the bond limit. The bill is currently pending in committee after a favorable report.
HB 55 modifies Maryland's vehicle laws to expand where speed monitoring systems (like photo radar) can be used in residential areas. It updates the definition of "residential district" to require properties along highways to be mainly residential for at least 300 feet and not business areas. The bill specifically authorizes these systems on highways in residential districts with 35 mph limits, school zones, certain roads in Prince George’s County, and high-risk crash locations identified in safety plans. Local governments must first approve their use via public hearing and local law. This affects residents in designated areas and requires new local authorization for speed monitoring enforcement.
