There are a lot of rules and regulations that define the trucking industry. Other far-reaching policies are infiltrating and disrupting the way Oregon motor carriers operate. Some are specific to trucking. Others are poised to impact all Oregon businesses and consumers. These can range from infrastructure to climate initiatives to worker classification and more. Whether it’s through legislative action, executive order or other avenues, OTA tracks and tackles the proposals, projects and programs that can impact the trucking industry.
Below are some of the key efforts that OTA is currently engaged in. Check back often for updates. If you have questions or want more information on how you can get involved, please contact us at email@example.com.
DEQ Clean Trucks Rules
Oregon’s Department of Environmental Quality (DEQ) is attempting to duplicate the California Air Resource Board’s (CARB) Low NOx rule and Advanced Clean Truck (ACT) rule. This action stems from Gov. Brown’s carbon policy executive order, which she implemented in 2020 after the legislature was again unable to push through cap & trade. Those following the CARB roll-out in California have witnessed the confusion and increased operating costs, with very few (if any) quantifiable improvements. Oregon wants to mimic this “carbon reducing” chaos.
OTA President & CEO Jana Jarvis participated in meetings around these rules, attempting to introduce a dose of reality; however, environmental interests continue to drive the DEQ’s actions. A number of OTA members submitted comments on this premature mandate to require zero-emission vehicles for all trucks. OTA is prepared for further action, both in the courtroom and in the court of public opinion.
I-5 @ Rose Quarter Improvement Project
Many of Oregon’s infrastructure projects are now influenced by concepts of equity and social justice, including the I-5 @ Rose Quarter Improvement Project. In 2017, the Oregon legislature promised congestion relief and improved freight mobility through the Rose Quarter, which has been identified as the 28th worst bottleneck in the country. The passage of HB 2017 required investment in new lanes and created a plan to improve connectivity across the freeway, with the trucking industry agreeing to an overall increase of 53% in weight-mile taxes by 2025 as part of the funding mechanism. Local activists and anti-freeway groups continue to move the focus away from congestion relief. Still, trucking continues to pay the increased taxes.
Contentious committee meetings have resulted in heated discussions and the agreement to build a “cover” to reconnect Portland’s Albina neighborhood, although how that addition will be paid for has yet to be determined.