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About The independent. (Vernonia, Or.) 1986-current | View Entire Issue (May 7, 1997)
Page 2 The INDEPENDENT, May 7,1997 n. INDEPENDENT Serving the upper Nehalem River valley. Published twice monthly, on the first and third Wednesdays of each month, by Public Opinion Laboratory Ltd., 725 Bridge Street, Vernonia, OR 97064, as a free newspaper. Editors and Publishers, Dirk & Noni Andersen, (503) 429-9410. Measure 47 is still causing problems /^ F h e optimist proclaims that we live in the best o P \ all possible worlds; the pessimist fears this is true. James B. Cabell v ___________ The Silver Stallion, 1926 Before considering Ballot Measure 50, let’s revisit the worst part of Ballot Measure 47, hereinafter called BM47. If you want to vote yes on a measure to fix the road in front of your house, do you want your vote cancelled by someone who didn’t even remember there was an election? If you voted for BM47, you answered in the affirma tive. The worst part of BM47 isn’t the harm it does to schools and local governments. The worst part of BM47 is that a registered voter doesn’t even have to send in a ballot to be counted as a “no” vote on any tax question. Ballot Measure 50 doesn’t change that provision. Though voters who opposed BM47 may be reluc tant to approve Measure 50 because such a vote could indicate approval of BM47, there are reasons to vote for Measure 50. Measure 50 reduces taxes in an amount that should be pleasing to taxpayers, though not quite as much at BM47. The difference, though, will allow local govern ments and schools to budget more sensibly. If Measure 50 is defeated, the inconsistencies re sulting from the poorly written BM47, will leave those agencies nearly hog-tied by the court cases that sure ly will require judicial definition. So, if you dont want your law written by judges, vote yes for Measure 50. Another problem with BM47 is that it leaves no room for cities and schools to plan for growth. The three- percent cap on property taxes remains with Measure 50, too, creating a problem for schools or cities grow ing at a rate of six or seven-percent per year. The difference, again, lies in interpretation. If Attor ney General Hardy Myers’ interpretation of BM47 is correct, it will end up providing very little property tax relief. Measure 50 simply is crafted better and should n’t create so many ambiguities. It’s better to have a clearly written ballot measure, even if you don’t care for all of its elements, than to buy into a carelessly crafted mish-mash that will be tied up in court forever. A “Yes” vote on Measure 50 will make local budget ing more sensible because it’s understandable. ^ M e re parsimony is not economy. Expense, a n d ^ great expense, may be an essential part of true economy. Edmund Burke Letter to a Noble Lord, 1976 [T h ejo si Report By Rep. TimJosi Oregon Representative, District 2 laws - coupled with the requirement of taxes being collected at major distribution centers - eliminates much of the potential for evasion. • Washington and California would have a lower diesel tax due to a broader taxing sys tem. Newer, more fuel efficient, interstate trucks have the capacity to drive completely through Oregon without buying fuel here. A federal weight-mile tax system would help to When people visit the capitol, I often tell them the hardest part of my job is deciding which way to vote on certain issues. A vote may help some people while hurting others. I was faced with just such a dilemma last week. For the past two years, the Oregon trucking industry has been developing a proposal to compensate for the dam age these trucks move away from their current taxing method cause to our highways but some Oregon busi ology which is used for highway maintenance nesses, such as truck stops, would be hurt. and expansion. Oregon, as with four other • According to inform ation supplied by states, currently utilizes a weight- mile formula ODOT there would be a cost shift within the for trucks traveling Oregon’s highways instead trucking industry. The heavier trucks would of a diesel tax. Trucks pay a fee for the num pay less (28-35 percent) and the cost shift ber of miles driven in Oregon which increases would be picked up by the lighter trucks more with the weight of their freight. The bookkeep closely associated with rural Oregon. ing associated with weight-mile taxes is ex • There could be a substantial shift, in cost pensive for both the trucking industry and the responsibility, away from the trucking industry. state. However, it is recognized nationwide as Nationally recognized data indicates the dam the fairest method for allocating costs associ age to our highways is split at 60 percent for ated with road damage. Heavier trucks cause cars and 40 percent for trucks. Oregon’s cur more damage to highways than lighter trucks rent weight-mile system contributes 38 per and the weight-mile tax reflects that. Evasion cent of the funds generated to fix roads and of the w eight-m ile tax has always been a comes the closest in the nation at achieving problem but the level has been disputed. The cost responsibility. For this reason, the Ore Oregon trucking industry believes evasion gon trucking industry believes they are at a may be as high as 25 percent however, the competitive disadvantage with truck compa Oregon Department of Transportation believes nies in other states. the level is closer to seven percent. The latest proposal, presented by the truck The trucking industry would like to move ing industry, came close to representing true Oregon into alignment with most other states cost responsibility. However, I believe the fig by switching to a diesel tax. However, cost re ures need further scrutiny. I, along with one sponsibility would be marginalized because all other democrat and two republicans, voted no trucks would pay the same tax regardless of to their proposal in the seven-member House their weight. To compensate for this inequity, Transportation Committee. The trucking indus the trucking industry proposed a variable vehi try still has three more chances, in other com cle registration and access fee based upon mittees, to make their case and further refine truck weights and vehicle usages. An example their proposal. would be cement trucks, which would pay less because they bum about half of their fuel at the job site, pumping cement. Rep. Tim Josi may be reached at There are a number of problems associated H-491 State Capitol Salem, OR 97310 with a move to diesel fuel taxation: Phone: (503)986-1402 • A national study indicates that evasion PAX: (503)986-1575 may be as high as 30 percent. However, the E’Mait: Repjosi@oregoncoast.com trucking industry testified that new federal
