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.
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.
SB 877 authorizes Baltimore City to pilot stop sign monitoring systems (cameras that capture violations) in the Mt. Washington neighborhood school zones, specifically within the 41st legislative district. It requires that 50% of fines collected from violations caught by these systems be directed to Baltimore City's local management board for youth programming and services exclusively for youth living in or attending schools within the 41st district. The bill also aligns Baltimore City's rules with existing Maryland law for similar programs in Prince George’s County and Takoma Park. This pilot program is limited to specific school zones and mandates dedicated funding for local youth services.
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.
This bill requires Maryland's State Highway Administration to approve, deny, or return speed monitoring system applications within 90 days. If the Administration fails to act within this timeframe, the application is automatically approved. It directly affects counties seeking to install speed monitoring systems on state highways within municipal areas, mandating they first obtain the Administration's approval and notify local municipalities. The bill also defines "speed monitoring systems" as devices capturing images of vehicles exceeding the speed limit by at least 12 mph. The law takes effect October 1, 2026.
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.
HB 601 authorizes the use of stop sign monitoring systems in school zones within the City of Gaithersburg and the City of Rockville, expanding a pilot program previously allowed in Prince George’s County, Baltimore City, and Takoma Park. The bill requires local governments to approve these systems through local law after public hearings and mandates clear signage and public notice before implementation. It specifically limits the systems to school zones on local highways (for cities) or state highways (for the State Highway Administration), and defines "violation" as failing to stop completely at a stop sign. The policy change directly affects drivers navigating stop signs in school zones within these two cities during the pilot period.
