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 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 833 reestablishes Maryland's Commission to Advance Lithium-Ion Battery Safety with updated membership and a focused mandate. The commission, composed of 27+ members including state agencies, fire departments, battery manufacturers, recyclers, and industry representatives, will study key safety issues like preventing fires in consumer/transportation applications, recycling standards, port/rail risks, and insurance impacts. It must submit an interim report by December 1, 2026, with recommendations on best practices, training, and regulatory approaches. This bill directly affects state agencies, first responders, and industries handling lithium-ion batteries, but does not enact new laws - only directs the commission to study and advise.
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 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.
SB 156 requires that any freight train operating in Maryland on shared rail corridors with passenger trains must have at least two crew members. It directly affects railroad companies operating freight services, excluding light rail systems, rapid transit, and specific yard/utility operations. The bill takes effect only if neighboring states (New York, Pennsylvania, Virginia) enact similar laws by October 1, 2056, with implementation set for October 1, 2026, if the condition is met. Violations could result in civil penalties up to $25,000 for the railroad company. The law aims to establish minimum crew requirements for freight train safety under Maryland’s transportation regulations.
HB 386 modifies Maryland's funding for the Washington Metropolitan Area Transit Authority (WMATA) by requiring the Governor to withhold 35% of annual grants under specific conditions. It directly affects WMATA and Maryland's budget process, mandating that the Governor withhold funds if WMATA fails to submit required reports (like safety assessments and financial data) or if it doesn't develop a rail signaling workforce transition plan by July 2028. The bill also requires WMATA to provide detailed annual reports on safety, ridership, finances, and capital investments to trigger full funding. If WMATA receives a modified audit opinion without a corrective plan, or misses the workforce plan deadline, the Governor must withhold the funds until these conditions are met.
HB 733 requires the Maryland Transit Administration (MTA) to provide real-time audible and text-based announcements for all stops and critical information on every fixed-route transit service (like buses and light rail) starting October 1, 2026. This directly affects all riders using Maryland's fixed-route transit systems by mandating clearer, more accessible stop and service announcements. The key provision, added to Maryland law under Article Transportation §7-720, specifies that announcements must be both audible and text-based to ensure accessibility for all passengers. The bill focuses on standardizing communication without altering service routes or funding.
SB 281 modifies Maryland's funding for the Washington Metropolitan Area Transit Authority (WMATA) by requiring the Governor to withhold 35% of annual capital grants under specific conditions. It directly affects WMATA, the Washington Suburban Transit District, and collective bargaining units, mandating WMATA to submit detailed safety, financial, and ridership reports annually. Key provisions include withholding funds if WMATA receives a modified audit opinion without a corrective plan, fails to develop a rail signaling transition plan by July 2028, or terminates rail operators due to automation. The bill also requires the Governor to include specific appropriations for WMATA's capital costs and Metrorail subsidies in the state budget. This legislation is contingent on Virginia and D.C. enacting similar funding measures.
SB 389, the Maryland Transit and Housing Opportunity Act, automatically designates transit-oriented development (TOD) areas near rail stations with hourly weekday service (8 a.m.-6 p.m.) as enterprise zones - bypassing normal limits on such designations. It requires Maryland’s development corporation to prioritize loans for projects redeveloping state-owned land near rail stations and delays development taxes/fees for qualifying residential projects. The bill also adds project labor agreements as a scoring factor for TOD funding and adjusts local land-use regulations to support transit-focused development. Directly affecting developers, local governments, and communities near transit hubs, it aims to accelerate housing and infrastructure near rail corridors.
