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HB 4009
This proposal did not become law. The measure would have established a phased, mandatory per-mile road usage charge for registered owners and lessees of electric vehicles, hybrid vehicles, plug-in hybrids, and specific e-commerce delivery vans, replacing or supplementing traditional fuel taxes with distance-based fees. It would have authorized the Department of Transportation to biennially recommend rates tied to highway maintenance costs, would have allowed a flat annual fee option (amount unspecified), pauses one state EV rebate program until 2040, caps another at one per household, and would have imposed strict data privacy rules on mileage tracking while permitting aggregated traffic data use.
Generated explanation · Introduced · Analyzed 8/19/2026 · Open official Introduced text
This proposal did not become law.
Generated analysis of Introduced text; it does not establish that the bill applies to you. Read the full decision brief.
No upcoming event is verified in the available records.
Plain-language analysis
Generated analysis, not an official summary or legal advice. Confirm with linked Oregon documents.
This proposal did not become law. The generated effects below describe what it would have required if enacted.
The measure would have established a phased, mandatory per-mile road usage charge for registered owners and lessees of electric vehicles, hybrid vehicles, plug-in hybrids, and specific e-commerce delivery vans, replacing or supplementing traditional fuel taxes with distance-based fees. It would have authorized the Department of Transportation to biennially recommend rates tied to highway maintenance costs, would have allowed a flat annual fee option (amount unspecified), pauses one state EV rebate program until 2040, caps another at one per household, and would have imposed strict data privacy rules on mileage tracking while permitting aggregated traffic data use.
Basis: Bill text · Source: Introduced
Official sources do not state why this measure was proposed.
Sponsor testimony, staff summaries, committee materials, or statutory findings may explain it.
Inferred from cited text; not a stated purpose.
The measure aims to transition electric and hybrid vehicle owners from fuel-tax contributions to distance-based road funding while mitigating consumer resistance through rate flexibility, phased implementation, and privacy safeguards.
Basis: Inferred · Source: Introduced
Potential effect if enacted: Subject to a phased per-mile charge starting in 2027 and fully implemented by 2031, or an unspecified flat annual fee. Rebate eligibility is capped at one per household after enactment.
Basis: Bill text · Source: Introduced
Potential effect if enacted: Electric delivery vans with a GVWR between 8,000 and 26,000 pounds are subject to the charge, while vehicles used exclusively for medical supply delivery are exempt.
Basis: Bill text · Source: Introduced
Potential effect if enacted: Responsible for establishing reporting periods, collecting charges, recommending biennial rates based on pavement and bridge maintenance metrics, and managing certified service provider contracts with strict fee caps.
Basis: Bill text · Source: Introduced
Potential effect if enacted: Handle mileage reporting and administration; legally capped at retaining 10 percent of collected charges for administrative costs; bound by mandatory data destruction timelines and confidentiality rules.
Basis: Bill text · Source: Introduced
Prioritized for Charge Ahead Oregon rebates and targeted community outreach, but restricted to a single rebate per household after the measure would have taken effect.
Basis: Bill text · Source: Introduced
Vehicle owners might have opted for the flat fee if their annual mileage exceeds the break-even point of the per-mile rate, potentially reducing driving incentives. Leasing structures might have shifted to allocate charge liability between lessors and lessees.
Basis: Bill text · Source: Introduced
Mandatory monthly or periodic mileage reporting or flat fee payment. Rebate recipients would have had to retain vehicle registration for 24 consecutive months or face prorated reimbursement requirements.
Basis: Bill text · Source: Introduced
Per-mile costs would have fluctuated with the state gas tax rate and ODOT recommendations. The flat fee amount is unspecified, creating financial planning uncertainty. Service provider administrative fees are capped at 10 percent of collected charges.
Basis: Bill text · Source: Introduced
Rebates are restricted to qualifying households (income ≤400% federal poverty guidelines) or low-income service providers. One rebate per household limit would have applied post-enactment.
Basis: Bill text · Source: Introduced
ODOT presumes all reported miles are driven on Oregon highways unless the taxpayer would have provided approved evidence of out-of-state travel. Noncompliance investigations trigger temporary data retention exceptions.
Basis: Bill text · Source: Introduced
Rebate distribution would have had to prioritize low-income households and areas with elevated motor vehicle air contaminants, with mandated community outreach and public comment periods.
Basis: Bill text · Source: Introduced
High-mileage drivers face compounding costs that might have exceeded traditional fuel tax savings. Strict reporting requirements and default Oregon mileage assumptions could have created refund disputes for frequent cross-border travelers.
Basis: Bill text · Source: Introduced
Low-income household in environmental justice area
Potential effect if enacted: Receives a $7,500 rebate for a new EV, avoids the per-mile charge by selecting a flat fee set below their actual mileage cost, and leverages aggregated traffic data to successfully advocate for improved public transit infrastructure in their neighborhood.
Basis: Bill text · Source: Introduced
Commercial delivery operator / Cross-border traveler
Potential effect if enacted: Faces rapidly escalating per-mile charges that exceed projected fuel tax savings, forcing delayed fleet electrification or costly route restructuring, while a consumer with legitimate out-of-state travel is unable to claim refunds due to burdensome reporting requirements and ODOT's default assumption of Oregon mileage.
Basis: Bill text · Source: Introduced
The text would have legally permitted administrative fee retention and aggregated data use but does not prohibit misclassification of data categories or rate structures that exceed user-fee principles, creating enforcement vulnerability.
Sources · Introduced
Potential effect if enacted: The measure balances long-term highway funding sustainability against immediate consumer cost uncertainty and privacy risks by phasing in distance-based fees while capping rebate access and mandating strict data controls.
Potential effect if enacted: Predictable infrastructure funding tied to actual road usage rather than declining fuel tax revenues.
Basis: Bill text · Source: Introduced
Potential effect if enacted: Targeted EV incentives for low-income households and environmental justice areas, with mandated community outreach.
Basis: Bill text · Source: Introduced
Potential effect if enacted: Strict data privacy rules and mandatory destruction timelines reduce surveillance risks associated with mileage tracking.
Basis: Bill text · Source: Introduced
Unspecified flat fee amount would have created financial planning uncertainty and potential inequity across mileage profiles.
Basis: Bill text · Source: Introduced
Potential effect if enacted: Phased implementation and complex reporting requirements increase compliance costs for vehicle owners, lessors, and service providers.
Basis: Bill text · Source: Introduced
Capping rebates at one per household and pausing another program might have slowed EV adoption among middle-income consumers.
Basis: Bill text · Source: Introduced
Model self-rating: high. The text provides explicit statutory language, phase-in dates, rate formulas, rebate limitations, and data privacy mandates. Uncertainties are limited to administrative rulemaking and unspecified fee amounts. This is the model’s assessment of its own analysis, not independent verification or human review.
Possible effects if adopted; not current bill text.
This proposal has not become law. The generated effects below describe what it would require if enacted.
The amendment would expand Oregon’s proposed per-mile road usage charge to include used electric vehicles, new electric vehicles, and hybrid vehicles over a phased timeline starting July 2027, while removing the requirement that owners would have to apply for approval under ORS 319.890 to be subject to the charge.
Basis: Stakeholder claim · Source: Amendment -7 — proposed amendment
Official sources do not state why this measure was proposed.
Sponsor testimony, staff summaries, committee materials, or statutory findings may explain it.
Inferred from cited text; not a stated purpose.
The phased inclusion of used EVs and hybrids suggests an intent to gradually broaden the tax base to stabilize highway maintenance revenue as the vehicle fleet transitions, while retaining a voluntary application pathway through 2031 to mitigate immediate compliance burdens during the rollout.
Basis: Inferred · Source: Amendment -7 — proposed amendment
Would become subject to the per-mile charge starting July 2027, increasing annual transportation costs.
Basis: Inferred · Source: Amendment -7 — proposed amendment
Would be added to the charge base starting January 1, 2028.
Basis: Inferred · Source: Amendment -7 — proposed amendment
Would be added starting July 1, 2028.
Basis: Inferred · Source: Amendment -7 — proposed amendment
Potential effect if enacted: may face increased administrative obligations for reporting metered use or managing flat-fee elections for affected customers.
Basis: Inferred · Source: Introduced
Would have to administer a broader taxpayer base, update reporting systems, and calculate biennial rate recommendations based on expanded VMT data.
Basis: Inferred · Source: Introduced
Owners would have to register metering devices or report mileage annually and may opt for a flat annual fee instead of per-mile rates.
Basis: Inferred · Sources: Amendment -7 — proposed amendment; Introduced
Potential effect if enacted: Direct financial costs shift from fuel taxes to road usage charges, potentially altering vehicle purchasing behavior.
Basis: Inferred · Source: Introduced
ODOT enforcement would rely on self-reported metered use with assumptions that all reported miles occur on Oregon highways unless out-of-state driving is proven.
Basis: Inferred · Source: Introduced
Potential effect if enacted: Strict data privacy rules govern the collection and destruction of personally identifiable travel data by certified service providers.
Basis: Inferred · Source: Introduced
Qualifying low-income household
Potential effect if enacted: Purchases a used EV, leverages the flat annual fee option, and successfully transitions to zero-emission driving without bearing disproportionate per-mile costs or losing access to targeted rebates.
Basis: Inferred · Sources: Amendment -7 — proposed amendment; Introduced
Owner of an older used PHEV
Potential effect if enacted: Drives primarily on private property or rarely uses Oregon highways but is automatically enrolled in the per-mile charge with no practical mechanism to prove limited highway use, resulting in a significant net financial penalty and mandatory data sharing with third-party administrators.
Basis: Inferred · Sources: Amendment -7 — proposed amendment; Introduced
The statutory framework would legally allow conditional data retention and financial disclosures, but operational gaps in oversight could transform permitted administrative functions into unlawful privacy violations.
Sources · Amendment -7 — proposed amendment; Introduced
Potential effect if enacted: Expanding the road usage charge to used EVs and hybrids secures long-term highway funding as fuel tax revenues decline, but shifts compliance costs and privacy risks onto individual vehicle owners while potentially discouraging early adoption of cleaner vehicles.
Potential effect if enacted: Stabilizes highway maintenance revenue by capturing VMT from a broader, transitioning vehicle fleet.
Basis: Inferred · Source: Introduced
Potential effect if enacted: Phased implementation and flat-fee options provide flexibility to ease financial and administrative burdens during rollout.
Basis: Inferred · Sources: Amendment -7 — proposed amendment; Introduced
Potential effect if enacted: Automatically subjects older used EVs and hybrids to new charges without prior approval, increasing costs for consumers who may have relied on existing exemptions.
Basis: Inferred · Source: Amendment -7 — proposed amendment
Potential effect if enacted: Mandatory metering and third-party data handling introduce privacy risks and administrative complexity for both owners and service providers.
Basis: Inferred · Source: Introduced
Model self-rating: high. Analysis is strictly derived from the supplied proposed amendment and introduced bill text. No external assumptions or legislative intent are asserted without textual basis. This is the model’s assessment of its own analysis, not independent verification or human review.
This proposal has not become law. The generated effects below describe what it would require if enacted.
The amendment would remove the statutory $340 flat fee option for electric and hybrid vehicle owners, leaves the replacement flat fee amount blank, would require the Department of Transportation to biennially recommend a per-mile rate calibrated to infrastructure maintenance costs, redirects all zero-emission incentive funds to a targeted low-income rebate program, and would establish strict eligibility, retention, and reporting requirements for those rebates.
Basis: Inferred · Sources: Amendment -3 — proposed amendment; Introduced
Official sources do not state why this measure was proposed.
Sponsor testimony, staff summaries, committee materials, or statutory findings may explain it.
Inferred from cited text; not a stated purpose.
Lawmakers intend to eliminate the fixed flat fee to prevent revenue shortfalls while ensuring future road usage charges are dynamically aligned with actual highway maintenance needs rather than a static percentage of fuel taxes.
Basis: Inferred · Source: Amendment -3 — proposed amendment
Potential effect if enacted: Lose the $340 flat fee option; subject to a per-mile charge or an unspecified future flat fee based on metered highway use.
Basis: Inferred · Sources: Amendment -3 — proposed amendment; Introduced
Potential effect if enacted: Gain access to targeted rebates ($2,500-$7,500) funded by redirected incentive moneys, subject to strict income verification and vehicle retention rules.
Basis: Inferred · Source: Amendment -3 — proposed amendment
Potential effect if enacted: may receive assigned rebates; gain statutory liability protection if program funds deplete or terms change.
Basis: Inferred · Source: Amendment -3 — proposed amendment
Potential effect if enacted: DEQ administers rebates with mandated community outreach in high-emission areas; ODOT collects road usage charges and biennially recommends rates based on infrastructure metrics.
Basis: Inferred · Source: Amendment -3 — proposed amendment
Owners may carefully track metered miles or await future flat fee determinations; low-income buyers may prioritize EV purchases but would have to retain vehicles for 24 consecutive months.
Basis: Inferred · Sources: Amendment -3 — proposed amendment; Introduced
Potential effect if enacted: Per-mile charge equals five percent of the per-gallon license tax rate; flat fee amount is currently unspecified, creating budgeting uncertainty; early vehicle sale triggers prorated rebate reimbursement.
Basis: Inferred · Sources: Amendment -3 — proposed amendment; Introduced
Potential effect if enacted: Strict income caps, one-time rebate limits, anti-modification clauses, and prioritization authority for specific geographic or income areas restrict access but target resources.
Basis: Inferred · Source: Amendment -3 — proposed amendment
DEQ could cap rebate numbers; administrators may waive early-sale reimbursements for unforeseeable circumstances; metered data remains confidential with narrow disclosure exceptions.
Basis: Inferred · Sources: Amendment -3 — proposed amendment; Introduced
Low-income household in an environmental justice area
Potential effect if enacted: Receives a $7,500 rebate, purchases a used EV, and avoids the per-mile charge entirely by opting for a future flat fee set below typical fuel tax equivalents, significantly reducing transportation costs while meeting air quality goals.
Basis: Inferred · Sources: Amendment -3 — proposed amendment; Introduced
High-mileage EV owner with cross-state travel
Potential effect if enacted: Drives extensively across state lines but cannot prove out-of-state miles due to metering limitations or privacy constraints, resulting in a disproportionately high per-mile charge that exceeds the cost of traditional fuel taxes for equivalent highway use.
Basis: Inferred · Sources: Amendment -3 — proposed amendment; Introduced
Potential effect if enacted: The distinction rests on explicit statutory authorization versus operational failure or unauthorized data sharing.
Sources · Amendment -3 — proposed amendment; Introduced
The measure would shift EV incentive funding from broad availability to targeted low-income access while replacing a fixed flat fee with an open-ended per-mile charge structure, trading predictable vehicle ownership costs for revenue alignment with infrastructure needs and equitable rebate distribution.
Potential effect if enacted: Sustainable highway funding tied to actual maintenance metrics rather than fuel consumption.
Basis: Inferred · Source: Amendment -3 — proposed amendment
Potential effect if enacted: Focused air quality benefits in high-emission areas through targeted low-income rebates and community outreach mandates.
Basis: Inferred · Source: Amendment -3 — proposed amendment
Potential effect if enacted: Cost uncertainty for drivers due to the blank flat fee and per-mile rate variability tied to fuel tax fluctuations.
Basis: Inferred · Sources: Amendment -3 — proposed amendment; Introduced
Potential effect if enacted: Administrative complexity in tracking metered use, enforcing retention rules, and managing rebate prioritization without clear implementation guidance.
Basis: Inferred · Source: Amendment -3 — proposed amendment
Model self-rating: high. Analysis is grounded exclusively in the supplied committee amendment and introduced bill text. No external assumptions or unverified claims are included. This is the model’s assessment of its own analysis, not independent verification or human review.
This proposal has not become law. The generated effects below describe what it would require if enacted.
If adopted, the amendment would expand Oregon’s planned per-mile road usage charge to cover all commercial delivery vehicles weighing between 8,001 and 26,000 pounds, regardless of fuel type or whether they deliver e-commerce goods. This would impose a new mileage-based tax on local retail delivery fleets, independent contractors, and logistics operators starting July 1, 2027.
Basis: Inferred · Source: Amendment -1 — proposed amendment
Official sources do not state why this measure was proposed.
Sponsor testimony, staff summaries, committee materials, or statutory findings may explain it.
Inferred from cited text; not a stated purpose.
The amendment likely aims to close a projected highway maintenance revenue gap by ensuring all commercial delivery vehicles contribute to road wear costs, rather than limiting the charge to electric or e-commerce-specific fleets. Removing the 'electric' and 'e-commerce property from a fulfillment center' requirements broadens the taxable base to include traditional combustion-engine delivery trucks and local retail deliveries.
Basis: Inferred · Source: Amendment -1 — proposed amendment
Would face new per-mile charges for all qualifying delivery trucks, increasing operational costs and requiring odometer/metering compliance or flat-fee elections.
Basis: Inferred · Source: Amendment -1 — proposed amendment
Would be subject to the charge if their vehicle meets the weight and licensing criteria, directly reducing net income unless they elect the flat annual fee.
Basis: Inferred · Source: Amendment -1 — proposed amendment
Potential effect if enacted: Remains explicitly exempt from the 'delivery vehicle' definition, preserving current tax treatment.
Basis: Inferred · Source: Amendment -1 — proposed amendment
Would need to administer collection, verify vehicle classifications, and handle reporting for a significantly larger fleet than originally planned.
Basis: Inferred · Source: Amendment -1 — proposed amendment
Fleet operators would have to install or certify metering systems, register with ODOT, and report mileage biennially. Compliance costs would rise for small operators.
Basis: Inferred · Source: Amendment -1 — proposed amendment
Potential effect if enacted: Direct tax liability on all qualifying delivery miles may be passed through to consumer prices for local retail goods.
Basis: Inferred · Source: Amendment -1 — proposed amendment
No phase-in would apply to non-electric vehicles; they are included immediately upon the July 1, 2027 effective date.
Basis: Inferred · Source: Amendment -1 — proposed amendment
ODOT would rely on self-reporting and certified service providers. Misclassification of vehicle weight or purpose could lead to underpayment or audit triggers.
Basis: Inferred · Source: Amendment -1 — proposed amendment
Large logistics company
Potential effect if enacted: Shifts its entire qualifying fleet to electric vehicles, qualifies for existing EV rebates (if available), and pays the flat annual fee instead of per-mile charges, optimizing costs while meeting sustainability goals.
Basis: Inferred · Source: Amendment -1 — proposed amendment
Small independent contractor
Operates a 10,000-pound diesel delivery van and faces a sudden, unaffordable per-mile charge that would eliminate their profit margin, forcing them to exit the Oregon market or raise prices beyond consumer tolerance.
Basis: Inferred · Source: Amendment -1 — proposed amendment
The broad definition of commercial property delivery and reliance on self-reported weight/licensing create enforcement vulnerabilities where duty creep or misclassification could occur.
Sources · Amendment -1 — proposed amendment
Potential effect if enacted: Expanding the tax base to all commercial delivery vehicles secures broader highway maintenance revenue but shifts compliance costs and financial risk onto small operators and local retailers, potentially reducing market competition and increasing consumer prices.
Potential effect if enacted: Increases sustainable funding for highway maintenance by capturing road wear from all commercial delivery fleets, not just electric or e-commerce-specific ones.
Basis: Inferred · Source: Amendment -1 — proposed amendment
Potential effect if enacted: Simplifies administration by removing complex e-commerce and fuel-type distinctions, creating a uniform tax standard for commercial delivery.
Basis: Inferred · Source: Amendment -1 — proposed amendment
Would impose immediate financial and compliance burdens on small operators and local retailers who lack economies of scale to absorb or pass through the costs.
Basis: Inferred · Source: Amendment -1 — proposed amendment
Potential effect if enacted: may distort local retail delivery markets by making short-haul commercial deliveries more expensive relative to consumer pickup or non-commercial transport.
Basis: Inferred · Source: Amendment -1 — proposed amendment
Model self-rating: high. Analysis is grounded in explicit statutory language changes within the proposed amendment. No external speculation is used for factual claims. This is the model’s assessment of its own analysis, not independent verification or human review.
10 records currently loaded
Records available in the current snapshot.
Earliest loaded signal
Introduced bill text posted
Posted Jan 28, 2026, 3:25 PM PST
Not a qualifying replacement
The proposed -3 and -7 texts remove or revise portions but retain the central per-mile charge; no qualifying wholesale alternate policy is established.
AI assessment dated 2026-09-29. This classification is separate from enactment and legal effect.
Evidence snapshot: 2026-09-29. Later legislative records are not automatically reassessed.
Policy purpose: broadly retained.
Reviewer: /root/review_recent_a · 2026-09-29
Not a qualifying replacement
The proposed -3 and -7 texts remove or revise portions but retain the central per-mile charge; no qualifying wholesale alternate policy is established.
Policy purpose: broadly retained.
“SECTION 1. ORS 319.883, as amended by sections 30 and 32, chapter 1, Oregon Laws 2025 7 (special session), is amended to read: 8 319.883. As used in ORS 319.883 to 319.946: 9 [(1) “Electric vehicle” means a motor”
Introduced
Reviewer: /root/review_recent_b · 2026-09-29
Not a qualifying replacement
The proposal is not adopted and remains within the vehicle road-usage-charge subject. No supported wholesale replacement.
Policy purpose: broadly retained.
“SECTION 1. ORS 319.883, as amended by sections 30 and 32, chapter 1, Oregon Laws 2025 7 (special session), is amended to read: 8 319.883. As used in ORS 319.883 to 319.946: 9 [(1) “Electric vehicle” means a motor vehi”
Introduced
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Follow the official text for HB 4009 and every amendment branch. Connections come from each amendment's stated base. Horizontal position shows when each document was first posted, when available. Dotted links flag likely related proposals based on their text.
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Selected document summary
Substantial replacement
What the document says to change
delete lines 1 through 30 and insert:
Inferred policy relationships
Likely revised proposal · Amendment -7
High confidence from shared inserted text: ORS 12, ORS 319.010, ORS 319.510, ORS 319.883, ORS 319.890, Program administration.
This is a text-based early signal, not an official statement that one amendment changes the other.
Official records (1)
Oregon records no individual sponsors.
Presession filing record
Introduced and printed pursuant to House Rule 12.00. Presession filed.
LC 258 became HB 4009
Mapping document posted: December 19, 2025 at 12:28 PM PST
Informational Meeting — <b>Introductory Overview of LC 255 (Transportation Omnibus)</b> <i>Micromobility Provisions</i> Cameron Bennet, Oregon Micromobility Network Madi Carlson, The Street Trust <i>Milk Truck Provisions</i> Waylon Buchan, Tillamook County Creamery Association
House Interim Committee on Transportation introduction work session
Committee meeting: January 13, 2026 at 8:30 AM PST
HR F
Committee introduction motion
Committee meeting: January 13, 2026 at 8:30 AM PST
A motion was made to adopt the listed legislative concepts as committee bills.
Official vote: 7-0-0
Committee introduction allows consideration; it does not imply every member supported the introduced or final text.
Records already listed in Activity are not repeated here.
Official origin records are incomplete; missing facts are not inferred.
10 events
Full timeline
10 entries shown.
In committee upon adjournment.
Work Session
Not Heard · Agenda item 3 · Room HR E · Phases in a mandatory per-mile road usage charge for registered owners and lessees of electric and hybrid passenger vehicles and delivery vehicles engaged in e-commerce.
Amendment -7 proposed
Public Hearing held.
Public Hearing
Heard · Agenda item 1 · Room HR E · Phases in a mandatory per-mile road usage charge for registered owners and lessees of electric and hybrid passenger vehicles and delivery vehicles engaged in e-commerce.
Amendment -3 proposed
Amendment -1 proposed
Referred to Transportation.
First reading. Referred to Speaker's desk.
19.915, 3 319.920, 319.925, 319.930 and 468.446; repealing sections 31 and 33, chapter 1, Oregon Laws 2025 4 (special session); and prescribing an effective date. 5 Be It Enacted by th
e State of Oregon: 6 SECTION 1. ORS 319.883, as amended by sections 30 and 32, chapter 1, Oregon Laws 2025 7 (special session), is amended to read: 8 319.883. As used in ORS 319.883 to
under ORS 822.005. 23 SECTION 2. ORS 319.883, as amended by sections 30 and 32, chapter 1, Oregon Laws 2025 24 (special session), and section 1 of this 2026 Act, is amended to read: 25 31
e on July 1, 2027. 6 SECTION 4. ORS 319.883, as amended by sections 30 and 32, chapter 1, Oregon Laws 2025 7 (special session), and sections 1 and 2 of this 2026 Act, is amended to read
26 Act become oper- 32 ative on July 1, 2031. 33 SECTION 6. Sections 31 and 33, chapter 1, Oregon Laws 2025 (special session), are re- 34 pealed. 35 SECTION 7. ORS 319.885, as amended by
ssion), are re- 34 pealed. 35 SECTION 7. ORS 319.885, as amended by section 34, chapter 1, Oregon Laws 2025 (special 36 session), is amended to read: 37 319.885. (1)(a) Except as provided
sed under 3 ORS 803.422.] 4 SECTION 8. ORS 319.885, as amended by section 34, chapter 1, Oregon Laws 2025 (special 5 session), and section 7 of this 2026 Act, is amended to read: 6 31
er violates this section. 38 SECTION 12. ORS 319.915, as amended by section 42, chapter 1, Oregon Laws 2025 (special 39 session), is amended to read: 40 319.915. (1) As used in this secti
“Phases in a mandatory per-mile road usage charge for registered owners and lessees of electric and hybrid passenger vehicles and delivery vehicles engaged in e-commerce.”
Confirm with the official record.
Supplemental, source-linked analysis from project researchers and community contributors. It is separate from Oregon's official record.