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.
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 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 487 authorizes Maryland’s State Highway Administration and local jurisdictions to install speed monitoring systems in designated "safety corridors" - areas identified as high-risk for pedestrians, cyclists, and other vulnerable road users. It updates existing traffic laws to clarify that penalties from speed monitoring citations (e.g., for speeding in these corridors) must be paid directly to local political subdivisions for uncontested cases or to District Courts for contested cases. The bill amends multiple sections of Maryland’s Transportation and Courts codes to integrate these systems into standard traffic enforcement procedures. It directly affects drivers receiving citations in monitored corridors, local governments implementing the systems, and courts handling related cases. The law focuses on operational details of speed monitoring, not broader safety outcomes.
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.
