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 107 establishes a pilot program requiring drivers whose licenses face suspension or revocation for specific traffic violations (like speeding or reckless driving) to install and use an intelligent speed assistance system (which monitors and limits vehicle speed) during their suspension period. Participants receive a restricted license mandating the system's use, with fees required unless the driver qualifies as indigent. The program requires the Motor Vehicle Administration to certify service providers, set standards for the systems, and monitor compliance, with failure to participate resulting in continued license suspension. This pilot program applies only to drivers accumulating points for violations listed in the bill, such as speeding or failing to yield.
SB 366 establishes a pilot program requiring drivers facing license suspension for specific speeding violations (listed in § 16-402(A)(3), (17), (24), (27), (33), or (45)) to use an intelligent speed assistance system (a device that alerts drivers when exceeding speed limits). The Motor Vehicle Administration would issue restrictive licenses mandating this system for participants, who must complete the 1-year program. Failure to participate or complete the program results in license suspension. The bill creates new requirements for certified service providers to install and monitor the systems, and it amends existing law to allow this restriction.
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.
SB 947 establishes a new Board of Directors to govern Baltimore Core Transit Service (including local buses, light rail, subway, and paratransit) within the Maryland Transit Administration (MTA). It replaces the existing Baltimore Regional Transit Commission with this board, which includes five governor-appointed members (requiring representation from riders, accessibility users, transit providers, and union employees), plus mayoral and county executive appointees. The board will approve major service plans and policies for Baltimore transit operations, while the MTA must contract with the Baltimore Metropolitan Council to study creating a dedicated rail authority. This reform directly affects Baltimore-area transit users, MTA operations, and local government oversight of 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.
