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Transportation Actions

The transportation sector includes on-road vehicles like cars, trucks, and buses; industrial and agricultural vehicles and equipment; and modes such as aviation, marine shipping, and rail. It includes personal vehicles and public transportation, as well as infrastructure for active transportation, including sidewalks and dedicated bicycle lanes. This sector is responsible for 35 percent of Oregon’s greenhouse gas emissions, making it the largest source of emissions in the state.

While electrification is a viable and cost-effective strategy for most on-road transportation, some segments of the sector – such as aviation, marine and rail transport, long-haul trucking, and agricultural or other off-road equipment – are more difficult to fully electrify and will require increasing shares of low-carbon fuels to achieve decarbonization. The Low-Carbon Fuels Actions section describes near-term priorities to support this transition, while this section focuses on strategies to electrify on-road vehicles and expand access to and appeal of multimodal transportation options.

Achieving Oregon’s climate and energy goals will require a fundamental transformation of the transportation sector – accelerating the transition to zero-emission vehicles, reducing reliance on single-occupancy trips, and shifting to low-carbon fuels. Meeting this challenge demands a strong and sustained commitment to expand existing programs and establish new ones that directly support these shifts. Current funding levels are inadequate to address the scale of the challenge.

The energy strategy modeling found that transportation electrification and reducing vehicle miles traveled offer the greatest cost and energy savings, compared to strategies that rely more heavily on replacing fossil fuels with low-carbon fuels.

  • Meeting the state’s transportation-related climate goals – and ensuring compliance with programs like Advanced Clean Cars II and Advanced Clean Trucks – requires a coordinated strategy between state agencies, electric utilities, and industry to understand needs, close funding gaps, remove barriers, and provide targeted support across the zero-emission vehicle landscape. With the withdrawal of key federal tax incentives, it’s critical for the state to step in with new and expanded funding mechanisms, including sustainable support for vehicle incentives and infrastructure through direct financial assistance and tools like the revolving loan fund. These funding and financing mechanisms must be inclusive of low-income households who are often left behind due to upfront costs and lack of affordability, as well as rural and coastal communities, who have distinct needs and infrastructure challenges.  Broadening access to clean, affordable mobility options through initiatives like a statewide e-bike incentive program would further support a more equitable and inclusive transition.

    Significant attention must be directed toward electrifying Oregon’s medium-and heavy-duty vehicles. Although MHD vehicles represent less than 10 percent of the vehicles on the road, they are responsible for a disproportionate share of transportation-related emissions and fuel use, producing more than 40 percent of on-road greenhouse gas emissions, over 70 percent of nitrogen oxides, or NOx, and 64 percent of particulate matter. These pollutants degrade air quality and harm public health, particularly in low-income and disadvantaged communities located near freight corridors and industrial areas. Further, the MHD ZEV market remains less mature than the light-duty sector, and fleet transitions present distinct technical, financial, and operational challenges. Together, these factors highlight the critical need for targeted policies and investments to accelerate MHD ZEV adoption. This includes expanding technical assistance and financial support programs for public and private fleets, developing strategic planning tools, such as a statewide MHD ZEV roadmap and hosting capacity maps, and aligning infrastructure deployment with grid readiness. Simultaneously, Oregon must prepare for the deployment of hydrogen fuel cell electric vehicles through the coordinated development of minimum standards and regulations for heavy-duty hydrogen refueling infrastructure in Oregon.

  • Policy barriers must be addressed. For example, the way Oregon funds its transportation system limits investments in multimodal infrastructure and transportation electrification. It is essential to align transportation funding with the state’s climate goals. This requires reevaluating how transportation is funded and where those funds are directed – shifting away from traditional reliance on fossil fuel revenues and highway-centric investments, and toward a fuel-neutral revenue source and support for zero-emission vehicles and multimodal transportation options. To guide this transition, the state needs a Climate-Aligned Transportation Funding Task Force to review existing funding structures and recommend strategies to ensure stable, sustainable funding that supports the sector’s energy transition.  Similarly, expanding local governments’ authority to generate and direct transportation revenues toward climate-aligned infrastructure would provide critical flexibility to meet the scale and urgency of the sector’s transition, while enabling funding mechanisms that reflect local needs and priorities.

  • Near-term funding is needed and must be directed toward programs that address immediate priorities, such as expanding multimodal options and deploying zero-emission vehicles and infrastructure. Aligning long-term structural funding reform with targeted, program-level investments is essential to building a transportation system that is sustainable and supports climate goals while also addressing immediate priorities.

Transportation Action 1

Review Oregon’s transportation funding mechanisms, recommend strategies for alignment with the state’s energy and climate policy priorities, and identify new revenue sources – particularly to support the deployment of ZEVs and ZEV infrastructure – through a Climate Aligned Transportation Funding Task Force.

    • 1 (Energy Efficiency)

    • 3 (Electrification)

    • 1c (Expand access to and appeal of multimodal transportation options);

    • 3a (Electrify Transportation)

  • Convene an ODOT-led Climate-Aligned Transportation Funding Task Force comprising legislators, state and local government entities, public interest and environmental justice advocates, and industry representatives, to review existing and potential transportation funding mechanisms for alignment with the state’s energy and climate policy priorities – while ensuring stable, long-term funding. DEQ should co-lead ZEV-related workstreams in coordination with ODOT.

    The Task Force should report to the legislature on:

    Evaluation of Existing Funding Mechanisms

    • Assess how current revenue sources support or hinder Oregon’s transportation decarbonization goals, including vehicle electrification, VMT reduction, multimodal transportation infrastructure, and equitable access to clean mobility.

    • Identify statutory or constitutional barriers that restrict the use of transportation revenues for climate-aligned investments and recommend reforms to better align funding policies with climate outcomes. 

    Recommendations for New or Reformed Revenue Options

    • Identify and assess new or reformed revenue mechanisms that incentivize zero emission vehicle adoption, support VMT reduction and multimodal transportation options, and advance equitable transportation access.

    • At a minimum the Task Force should:

      • Develop a proposal for a dedicated, sustainable, and long-term state revenue source to support the rapid deployment of public and private zero-emission vehicle charging and fueling infrastructure for the light-, medium-, and heavy-duty sector across Oregon. New revenue identified should support the Medium- and Heavy-Duty Electrification Charging Fund and a new fund established for public ZEV infrastructure.

      • Recommend strategies to increase and stabilize funding for the state Zero Emission Incentive Fund (light-duty vehicles) and establish a long-term revenue source for the state’s Zero-Emission Medium- and Heavy-Duty Vehicle Incentive Fund to accelerate ZEV adoption across all vehicle classes.

    Oregon’s transportation funding system, established in the 1930s and 1940s, was designed around car travel and fossil fuel consumption. As the state’s transportation system adapts to 21st century needs, including addressing climate change, it requires a more integrated, forward-looking approach. Oregon must ensure stable, sufficient revenue for system maintenance and operations while expanding investments in transportation electrification and multimodal infrastructure, both essential for achieving Oregon’s long term decarbonization goals. The Task Force would assess this dual challenge and provide recommendations for legislative or administrative action that align transportation funding with climate priorities and expand revenue for climate-aligned investments.

    A specific responsibility of the Task Force would be to identify new or expanded revenue options for zero emission vehicles and zero emission vehicle infrastructure in Oregon. State support for the ZEV transition is critical to meeting the state’s climate and transportation goals. Oregon has adopted ambitious zero-emission vehicle targets across light-, medium-, and heavy-duty sectors through the Advanced Clean Cars II and Advanced Clean Trucks rules. The next four years represent a pivotal window for meeting these targets. Sustaining progress will require continued and expanded state funding for ZEVs and ZEV infrastructure, particularly as key federal incentives, including the light-duty EV tax credit (Section 30D), the Commercial Clean Vehicle Credit (Section 45W), and the Alternative Fuel Vehicle Refueling Property Credit (Section 30C) have been eliminated under H.R. 1.

    Federal tax credits have historically reduced the total cost of ownership for ZEVs. Without them, costs will rise, especially for low- and moderate-income households and small businesses. In addition, proactive deployment of accessible, reliable infrastructure – built in advance of vehicle adoption – is necessary to give consumers and fleet operators confidence that ZEV refueling is convenient, dependable, and aligned with operational needs. Currently, Oregon lacks a long-term state funding source to support this critical infrastructure, and existing incentive programs depend heavily on limited and uncertain federal funding. Similarly, state investment in ZEVs is insufficient. Medium- and heavy-duty fleets in particular – which are costly and complex to electrify – require dedicated, sustained public support. A stable state revenue stream targeted at MHD ZEV procurement ensures continued progress toward electrifying fleets that have disproportionate impacts on air pollution and emissions.

    State funding for incentive programs must fill these gaps to maintain momentum and prevent adoption from stalling. Doing so also sends a clear market signal, attracting private investment in charging infrastructure, vehicle availability, and workforce development, while keeping businesses confident in Oregon’s ZEV market. New revenue identified by the Task Force should support the light-duty focused Zero Emission Incentive Fund and the Zero Emission Medium- and Heavy-Duty Vehicle Incentive Fund as well as the Medium- and Heavy-duty Electrification Charging Fund and a new fund established for public ZEV infrastructure, ensuring coordinated state investment.

    Creating these revenue streams presents significant political and legal challenges. Oregon faces major constraints on how transportation revenue can be raised and spent. With existing revenue sources already stretched thin and many earmarked for traditional road projects, reallocating or introducing new funding to support the deployment of ZEVs and ZEV infrastructure will likely require navigating legal constraints, competing budget priorities, and differing perspectives. Despite these challenges, identifying a sustainable funding path forward is critical to enabling the widespread transition to zero-emission transportation and realizing the state’s climate goals.

Transportation Action 3

Increase statewide support for public and active transportation in Oregon by expanding the statewide payroll tax to fund transit and boosting investments in Safe Routes to School and Great Streets at levels that reflect the scale of community needs.

    • 1 (Energy Efficiency)

    • 1c (Expand access to and appeal of multimodal transportation options)

    • 1 (decision-making)

    • 2 (infrastructure development)

    • 5 (partnerships and resources)

  • Access to multimodal transportation options in Oregon – including public transit, walking, and biking – is essential for reducing Oregon’s dependence on single-occupancy vehicles and lowering vehicle miles traveled. These shifts are critical to meeting the state’s climate goals, improving air quality, and reducing traffic congestion. But to achieve meaningful reductions in VMT and build a transportation system that truly supports climate action, equity, and public health, Oregon must significantly increase its investment in transit and multimodal infrastructure. That means further expanding the Statewide Transit Tax as well as securing dedicated state funding for Safe Routes to School and Great Streets. These investments would enable more Oregonians to choose cleaner, safer, and more affordable ways to get around – and are essential to building healthier, more sustainable communities.

    The Statewide Transit Tax is the primary state funding source for transit. Without a significant increase, many transit agencies face the prospect of cutting service by up to 25 percent in the next several years. Such cuts would disproportionately affect low-income and transit-dependent communities, particularly in rural and underserved areas. In contrast, adequate funding would allow agencies to expand routes and service hours, increase frequency, and serve more people – making transit a more viable and attractive option statewide. In September 2025, under HB 3991, the state doubled the existing payroll tax for transit from 0.1 to 0.2 percent. But this tax increase is temporary, sunsetting on January 1, 2028, and far below what transit advocates say is needed to maintain or expand levels of service.

    Active transportation must also play a much larger role in reducing VMT – especially for short trips, which make up a large share of daily travel. Enabling more people to walk, bike, and roll not only reduces emissions but also saves money and improves public health and community livability.  However, safety concerns are a major barrier, especially for vulnerable populations. Existing programs like Safe Routes to School and Great Streets directly address these concerns by investing in infrastructure that makes active travel safer and more appealing. Yet, demand far outpaces available resources: Safe Routes to School, currently funded through the Highway Trust Fund, is currently oversubscribed by 2.5 to 1, and Great Streets lacks a dedicated funding stream, relying heavily on limited federal dollars. Identifying new revenues streams and increasing funding for these programs and new programs focused on multimodal infrastructure is essential for meeting the state’s VMT reduction goals.

    • 2 (Electrification)

    • 3 (Clean Electricity)

    • 2a (Utility-scale and distributed energy resources)

    • 2b (Load flexibility)

    • 3a (Electrify transportation)

    • 3b (Distribution system readiness for EVs)

    • 5 (partnerships and resources)

  • ‍A lack of accessible, consistent, and up-to-date information on grid capacity is a significant barrier for transportation electrification, particularly for projects requiring large new electrical loads. While Oregon’s investor-owned utilities currently publish hosting capacity maps, these are primarily focused on distributed generation and vary widely in scope, detail, and update frequency.

    This policy action would build on existing efforts to establish uniform standards and processes for IOUs to regularly publish feeder-level data on grid hosting capacity. Initially, this process should consider the minimum essential information needed to accelerate clean energy and electrification projects – enough to guide investment decisions and identify grid constraints while avoiding unnecessary software, data collection or reporting costs that could be passed on to consumers. In this way, the level of detail and frequency of updates can be carefully balanced against potential impacts on ratepayers. Over time, the data should be refined and expanded as the benefits of more granular or regular information outweigh additional costs. These maps should reflect the grid’s ability to accommodate both transportation and building electrification loads – such as EV charging infrastructure and heat pumps – as well as distributed energy resources like solar PV and battery storage. As electrification advances, consumer-owned utilities may also find value in undertaking this exercise, and technical assistance to support these sorts of efforts will be important for the state to support.

    Greater transparency and consistency in hosting capacity data will support informed planning, reduce project delays, and enable more strategic investments in electrification infrastructure across sectors. ‍

Transportation Action 5

Require investor-owned utilities to publish and maintain interactive, feeder-level Hosting Capacity Maps (HCMs) showing available capacity for EV charging infrastructure, building electrification, distributed generation, and battery storage.

Transportation Action 7

Establish a statewide technical assistance program to support public and private fleets in planning and executing a successful transition to zero-emission vehicles (ZEVs).

    • 3 (Electrification)

    • 4 (Low-Carbon Fuels)

    • 3a (Electrify transportation)

    • 2b (Load flexibility)

    • 4a (Low-carbon fuels and fuel infrastructure)

    • 4 (workforce)

    • 5 (partnerships and resources)

  • A lack of technical expertise and resources remains a significant barrier for fleets looking to transition to zero emission vehicles. The shift to ZEVs involves a steep learning curve, from understanding vehicle options to planning for infrastructure, fuel, and grid impacts. This program would provide comprehensive support to fleets across Oregon by equipping them with the tools and knowledge they need. The proposed program should provide hands on guidance and analytical support, including through the development of fleet transition plans, infrastructure and site readiness assessments, electricity and fuel cost analyses, and evaluation of load management strategies to optimize energy use and reduce operational costs. The program would accelerate ZEV adoption, reduce attrition rates of existing incentive programs, and ultimately lower administrative burdens and costs for state agencies and fleets alike. 

Transportation Action 9

Amend DEQ’s Clean Fuels Program to extend Advance Crediting eligibility to high-mileage private fleet operators whose vehicles operate predominantly in Oregon.

    • 3 (Electrification)

    • 4 (Low-Carbon Fuels)

    • 3a (Electrify transportation)

    • 4a (Low-carbon fuels and fuel infrastructure)

    •  3 (incentive programs)

  • High mileage fleets – such as delivery vans, ride-hailing vehicles, logistics carriers and service fleets – have a disproportionate impact on greenhouse gas emissions and local air quality due to their intensive vehicle use. Targeted support for these fleets can accelerate emissions reductions by prioritizing the electrification of the vehicles that drive and pollute the most. As upfront costs remain a barrier, providing early access to credits would offer predictable, much-needed capital to help fleet operators invest in ZEVs and infrastructure before they realize long-term savings from reduced fuel and maintenance costs. This amendment to the Clean Fuels Program would create strong financial incentives for electrification where climate and health benefits are greatest while strengthening market certainty, attracting private investment, and reinforcing Oregon’s broader climate and transportation electrification goals.

Transportation Action 2

Implement a Road Usage Charge program for all light-duty passenger vehicles to stabilize transportation funding and support accelerated adoption of zero emission vehicles.

    • 1 (Energy Efficiency)

    • 3 (Electrification)

    • 1c (Expand access to and appeal of multimodal transportation options)

    • 3a (Electrify Transportation)

  • A Road Usage Charge is a mileage-based user fee that charges drivers based on miles driven rather than fuel consumed. Oregon has piloted this approach for more than a decade through its voluntary OReGO program, and it is gaining national traction as a fairer, more stable alternative to the fuel tax. By tying user fees directly to how much and how far people drive, a RUC can stabilize revenue, promote fairness, support climate and equity goals, and encourage more efficient travel.

    In September 2025, the Oregon Legislature passed HB 3991 in Special Session, establishing a mandatory road usage charge for electric, plug-in hybrid, and conventional hybrid vehicles. While this is an important step, the Road Usage Charge program should be broadly adopted for all vehicles, not just hybrid and electric. Broader adoption would avoid disincentivizing electric vehicles, send consistent price signals to all users for every mile they drive, and reinforce efforts to reduce vehicle miles traveled.  Replacing regressive fuel taxes with a road usage charge also creates an opportunity to ease the burden on low-income motorists through income-based discounts.

    The program should be designed to reflect the hidden climate costs of things like heavier vehicles, which use more energy, create more wear on roads, and cause more pollution over their lifetime, and to support investments in electrification and multimodal transportation options. However, without broader transportation funding reforms, revenues from a RUC will remain subject to Highway Trust Fund restrictions, which limits spending to investments inside the road right-of-way and excludes most investments in electrification or VMT reduction. This underscores the importance of Transportation Action 1: aligning transportation revenues with state climate priorities.

Transportation Action 4

Expand local governments’ authority to generate and direct transportation revenues toward climate-aligned transportation infrastructure that meets local needs and priorities.

    • 1 (Energy Efficiency)

    • 3 (Electrification)

    • 1c (Expand access to and appeal of multimodal transportation options)

    • 3a (Electrify Transportation)

  • Many of Oregon’s local governments face mounting pressure to address climate change, equity, and mobility needs, but are constrained by limited authority to raise and direct revenue for transportation infrastructure. Current state laws often require voter approval for local fuel taxes or vehicle fees, and many transportation districts lack authority to levy payroll taxes – creating delays and restricting communities’ ability to respond quickly to evolving transportation needs or invest in timely, climate-aligned solutions. Expanding local authority to generate and allocate transportation revenues – through tools like fuel taxes, vehicle registration fees, and payroll taxes – would give communities the flexibility to meet the scale and urgency of climate and equity-driven transportation challenges.

    This policy would enable local governments to implement funding mechanisms more quickly, reduce reliance on state and federal funding cycles, and establish stable, sustainable revenue streams. With greater autonomy, localities could accelerate investments in multimodal, zero-emission, and equity-focused transportation infrastructure and target resources toward local priorities such as transit expansion, active transportation networks, and ZEV infrastructure. To ensure these new funding tools do not exacerbate existing disparities, strategies should include safeguards such as income-based exemptions, discounts for low-income households, or reinvestment of revenues in historically and currently underserved communities to improve transit access, reduce transportation costs, and expand mobility options. 

    • 1 (Energy Efficiency)

    • 1c (Expand access to and appeal of multimodal transportation options)

    • 3 (incentive programs)

  • Electric bikes, or e-bikes, offer a clean and affordable alternative to car trips, particularly for short and medium-distance travel common in urban and suburban areas. They produce zero tailpipe emissions, reduce traffic congestion, and are more likely than conventional bicycles to replace car trips, thereby helping to lower transportation emissions. E-bikes are an especially attractive low-carbon alternative for households that do not have access to at-home charging for EVs, such as multi-family housing residents. They are also significantly more affordable to own and operate than conventional vehicles, expanding access to low-carbon mobility for a wider range of Oregonians. 

    While e-bikes are significantly more affordable than cars, upfront costs remain a barrier for many households, especially for cargo e-bikes which are more expensive but can transport multiple passengers or large loads. A statewide incentive program, especially one that offers higher rebates for low- to moderate-income individuals, would improve equitable access to clean mobility options. Without targeted support, e-bike adoption may be concentrated among higher-income households, exacerbating existing mobility and economic disparities. This action would be complementary to work underway by many municipalities to make biking infrastructure available and to reduce emissions, cost, and traffic congestion associated with driving.

Transportation Action 6

Establish a statewide incentive program for both standard and cargo e-bikes, with enhanced incentives and prioritization for income-qualifying Oregonians to ensure equitable access to clean, affordable transportation options.

Transportation Action 8

Develop a MHD ZEV Roadmap to guide and accelerate the deployment of medium- and heavy- duty zero-emission vehicles across the state. The Roadmap should provide actionable insights to inform state policy and investment, support fleet decision-making, and ensure alignment with climate, air quality, and equity goals.

    • 3 (Electrification)

    • 4 (Low-Carbon Fuels)

    • 3a (Electrify transportation)

    • 2b (Load flexibility)

    • 4a (Low-carbon fuels and fuel infrastructure)

    • 1 (decision-making)

  • ‍Oregon has adopted ambitious targets and strategies for the electrification of medium- and heavy-duty vehicles through adoption of the Advanced Clean Trucks rule and the Statewide Transportation Strategy. However, the state lacks a clear, sector-specific strategy to operationalize these goals for MHD vehicles, which are among the most difficult to electrify. A strategic Roadmap would provide the actionable steps needed to meet regulatory targets in a coordinated and cost-effective way. The MHD Zero-Emission Vehicle Roadmap should include both a technology feasibility assessment, to evaluate the maturity, availability, and suitability of MHD ZEV technologies for Oregon fleets, and an implementation plan, to outline phased deployment strategies, define the role of and need for public and private infrastructure, and establish investment priorities and policy recommendations.  

    MHD ZEV technologies are rapidly evolving, but their commercial availability and suitability vary significantly by fleet type, application, and geography. A Roadmap that includes a technology feasibility assessment, and that is developed in collaboration with Oregon fleets and in consideration of their real-world operating needs, ensures that state investments are grounded in technical and economic reality. Engaging fleets early and meaningfully would provide critical insights into vehicle availability, performance in diverse operating conditions, maintenance considerations, and total cost of ownership. It would also help identify deployment barriers unique to specific sectors. By incorporating fleet perspectives, the Roadmap can prioritize solutions that are both practical and scalable. The technology feasibility assessment should provide actionable information for fleets on technology readiness, costs, and deployment timelines.

    Similarly, an implementation plan is a critical component of the MHD ZEV Roadmap because it translates high-level goals into concrete, actionable steps. By outlining phased deployment strategies, the plan would provide a clear timeline for rolling out electrification across fleets and corridors, helping stakeholders anticipate infrastructure needs and operational challenges. Clearly defining the role of and need for public and private charging and fueling infrastructure ensures deployment is strategic, efficient, scalable, and equitable, while providing guidance to fleets, utilities, and investors. Identifying investment priorities helps ensure that limited resources are directed where they can achieve the greatest impact. Policy recommendations included in the plan would guide regulatory and funding decisions, creating a supportive environment for ZEV adoption while addressing equity, reliability, and economic considerations. Together, these elements would help ensure the roadmap moves beyond vision to practical, measurable progress toward decarbonizing MHD transportation.

    MHD vehicles are major contributors to local air pollution, particularly in low-income and historically marginalized communities located near highways, ports, and freight hubs. The Roadmap should consider ways to prioritize fleet electrification in these high impact areas, supporting both climate and environmental justice goals.

Transportation Action 10

Develop regulations and minimum standards for public heavy-duty hydrogen refueling infrastructure in Oregon. A working group could address key elements such as technical specifications, safety protocols, fuel quality standards, consumer protection measures, and streamlined permitting processes to ensure that stations are safe, reliable, and accessible. The working group should also establish targets for the carbon intensity of hydrogen supplied at fueling stations and recommend inclusive processes for community engagement in station siting decisions to align with Oregon’s climate and equity goals.

    • 3 (Electrification)

    • 4 (Low-Carbon Fuels)

    • 3a (Electrify transportation)

    • 4a (Low-carbon fuels and fuel infrastructure)

    • 1 (decision-making)

    • 5 (partnerships and resources)

  • The absence of hydrogen refueling infrastructure in Oregon presents a major barrier to the deployment of heavy-duty hydrogen fuel cell vehicles. Without existing infrastructure, the state lacks established regulations and protocols to ensure public safety, fuel quality, and consumer protection. This action aims to proactively prepare Oregon for future deployment by establishing clear, statewide regulations and minimum standards for hydrogen refueling infrastructure. These standards should address equipment testing, fuel quality assurance, public safety protocols, and station certification processes, ensuring a reliable and safe fueling experience.

    The effort would enhance coordination among key state agencies – including ODOE, ODOT, DEQ, and the Oregon Department of Agriculture – to ensure a streamlined, consistent approach to infrastructure deployment. To support a consistent and coordinated regional hydrogen fueling network, the working group should also collaborate with neighboring jurisdictions, including California, Washington, and British Columbia, that are also advancing hydrogen infrastructure, particularly along the I-5 corridor. Harmonizing standards and regulatory frameworks across the regions would support seamless vehicle operations across jurisdictions, create certainty for infrastructure developers, and strengthen the West Coast’s position as a leader in zero-emission freight.

    Recognizing the importance of equity in infrastructure planning, the working group should also develop best practices for inclusive community engagement in station siting decisions. This includes ensuring that environmental justice organizations and impacted communities are provided with transparent information, early, ongoing, and meaningful opportunities for participation, and the resources needed to advocate for their interests in station siting and decision-making processes.