MEMORANDUM TO:​ Oregon Assembly for Trucking Electrification FROM: ​ DATE:​ June 11th, 2019 SUBJECT: ​Electrifying Heavy-Duty Trucking in Oregon SUMMARY: ​This memo describes the current state of heavy-duty diesel trucking in Oregon and the need to steer towards electrification, with a focus on businesses that are vulnerable to policy changes. Recommendations are made to a future potential assembly of decision-makers and stakeholders in the realm of Oregon trucking. These recommendation include advocating for House Bill 2020 to reduce vehicle registration and taxes for MWESB trucking businesses, establishing a loan guarantee program to accelerate the deployment of electric trucking infrastructure, and creating a cash voucher program to lower the initial purchase price electric trucks for business owners. Pursuing these recommendations now will allow Oregon to move towards a cleaner, healthier future. PROBLEM: ​Diesel emissions from heavy-duty trucks are significantly impacting the health of Oregonians and contributing to climate change. Did you know​ that diesel exhaust causes more fatalities than do traffic crashes in Oregon each year (OEC, 2019)? Diesel exhaust costs Oregon billions of dollars each year, with increases in health care costs, lost lives, and missed work and school. Oregon is burdened with up to $3.5 billion a year in health costs and lost productivity because of diesel pollution (Figure 1). Figure 1: Diesel Pollution Health Impacts (Coleman, 2019) Currently, 23 of 36 counties exceed the state benchmark for diesel pollution (OEC, 2019). This is a huge burden, and the impacts are felt disproportionately in vulnerable (children, elderly, low income, minority) populations (ODEQ, 2018). In addition to the health impacts, diesel engines from heavy-duty trucks emit carbon dioxide, which contributes significantly to climate change. In addition, 70% of diesel particles are black carbon, which has immediate local climate effects. Black carbon can alter precipitation, cause faster snow and ice melt, and contribute to warmer temperatures. Heavy-duty trucks make up the largest portion of diesel engines in Oregon. 73% of these trucks are older than 2010 models, which is before federal standards for much cleaner engines were established (OEC, 2016). Federal and state laws and regulations aim to reduce diesel pollution; however, these regulations are often established at a long time frame to give trucking companies enough time to phase out their fleet (OEC, 2019). Another issue is even when trucks begin to get phased out and replaced, the trucks that would provide the greatest reductions in emissions (electric trucks) are not the ones being purchased due to multiple barriers (UPS, 2018). The critical issue here is that even with potential overall long term savings in fuel, and the overall public health and climate change mitigation benefits, trucking companies are hesitant to switch to el ...

1. MEMORANDUM
TO: Oregon Assembly for Trucking Electrification
FROM:
DATE: June 11th, 2019
SUBJECT: Electrifying Heavy-Duty Trucking in Oregon
SUMMARY: This memo describes the current state of heavy-
duty diesel trucking in Oregon
and the need to steer towards electrification, with a focus on
businesses that are vulnerable to
policy changes. Recommendations are made to a future potential
assembly of decision-makers
and stakeholders in the realm of Oregon trucking. These
recommendation include advocating for
House Bill 2020 to reduce vehicle registration and taxes for
MWESB trucking businesses,
establishing a loan guarantee program to accelerate the
deployment of electric trucking
infrastructure, and creating a cash voucher program to lower the
initial purchase price electric
trucks for business owners. Pursuing these recommendations
now will allow Oregon to move
towards a cleaner, healthier future.
PROBLEM: Diesel emissions from heavy-duty trucks are
significantly impacting the health of
Oregonians and contributing to climate change.
Did you know that diesel exhaust causes more fatalities than do
traffic crashes in Oregon each
year (OEC, 2019)?

2. Diesel exhaust costs Oregon billions of dollars each year, with
increases in health care costs, lost
lives, and missed work and school. Oregon is burdened with up
to $3.5 billion a year in health
costs and lost productivity because of diesel pollution (Figure
1).
Figure 1: Diesel Pollution Health Impacts (Coleman, 2019)
Currently, 23 of 36 counties exceed the state benchmark for
diesel pollution (OEC, 2019). This is
a huge burden, and the impacts are felt disproportionately in
vulnerable (children, elderly, low
income, minority) populations (ODEQ, 2018).
In addition to the health impacts, diesel engines from heavy-
duty trucks emit carbon dioxide,
which contributes significantly to climate change. In addition,
70% of diesel particles are black
carbon, which has immediate local climate effects. Black carbon
can alter precipitation, cause
faster snow and ice melt, and contribute to warmer
temperatures.
Heavy-duty trucks make up the largest portion of diesel engines
in Oregon. 73% of these trucks
are older than 2010 models, which is before federal standards
for much cleaner engines were
established (OEC, 2016). Federal and state laws and regulations
aim to reduce diesel pollution;
however, these regulations are often established at a long time
frame to give trucking companies
enough time to phase out their fleet (OEC, 2019). Another issue

3. is even when trucks begin to get
phased out and replaced, the trucks that would provide the
greatest reductions in emissions
(electric trucks) are not the ones being purchased due to
multiple barriers (UPS, 2018).
The critical issue here is that even with potential overall long
term savings in fuel, and the
overall public health and climate change mitigation benefits,
trucking companies are
hesitant to switch to electric fleets as they currently have no
incentives that are strong
enough to allow them to make the transition (UPS, 2018).
CONTEXT: Our current policies are not doing enough to
mitigate the impacts of diesel
emissions from heavy-duty trucks.
Nationwide, trucks are the primary choice for local and regional
freight, accounting for
more than 80% of goods movement under 250 miles (Birky et
al., 2017). Trucks serve an
incredible economic purpose in transporting goods and essential
services in Oregon. The use of
diesel trucks is well established in the trucking industry, and
low diesel prices are helping to
make a strong business case for continuing to purchase and use
diesel trucks. While trucks may
be here to stay for a long time, it doesn’t mean that diesel
trucks must be the truck of choice for
industries.
Newer trucking technologies have made some advances in
reducing pollution. Recent
federal laws and standards have helped reduce emissions, by
requiring new engines that emit up

4. to 95% less pollution (OEC, 2019). However, there are still
many old polluting trucks on the
road today. This is because diesel engines have a long life span
and do not get replaced quickly.
The EPA estimates that approximately one million old polluting
engines will remain in use by
2030 (OEC, 2019). Oregon’s old heavy duty trucks are staying
in use longer than predicted.
Oregon’s current turnover rate for retiring old engines is 4-6% a
year, which is much slower than
the EPA’s estimated rate of 10% (OEC, 2019). This means that
there will continue to be unsafe
air in Oregon, unless there is something done to promote a
faster transition to cleaner trucks.
The status quo of waiting to phase out these older, more
harmful trucks, is in discordance with
multiple goals and regulations of the State of Oregon. 11 years
ago, Oregon set a goal to reduce
diesel pollution so that it would bring cancer risk below one in
a million. Today, we have only
reduced less than 2% of the pollution we would need to meet
that goal (OEC, 2019). We must
become more aggressive towards reaching these goals.
The current market forces are allowing diesel trucks and diesel
fuel prices to remain much lower
than the true cost of using them. The low prices are not
accounting for the additional
health and climate change impacts that they are generating with
their use. Unlike California and
some other states, Oregon stopped funding diesel engine
upgrades in 2009, and eliminated a tax

5. credit program to support cleaner engines (OEC, 2019). A
research study conducted by UPS
found that the top barriers for purchasing electric trucks are “a
prohibitive initial purchase price
(55 percent), lack of EV charging infrastructure at facilities (44
percent) and lack of product
availability (35 percent)” (UPS, 2018). Without incentives,
trucking companies will continue the
traditional business case model of using diesel trucks, which is
something we need to try to
change for the sake of all Oregonians.
RECOMMENDATIONS
Now imagine that heavy-duty trucking no longer causes a
severely higher risk of lung and heart
disease to Oregon’s population.
In order to overcome the financial, infrastructure, and
technological barriers to trucking
electrification, with special attention to Minority-owned,
Women-owned, and Emerging Small
Businesses (MWESB), several actions are recommended. These
businesses are especially
vulnerable to policy changes that become cost-prohibitive to
their operations. The first
recommendation is to advocate for House Bill 2020 to reduce
vehicle registration and taxes for
MWESB trucking businesses to better handle the impending cap
and trade costs as well as to
direct cap and trade revenue to electric trucking technology and
infrastructure development. The
second recommendation is a loan guarantee program to
accelerate the deployment of electric
trucking infrastructure, like charging stations, specifically for

6. emerging businesses. The third
recommendation is a cash voucher program that could cover the
cost difference between a
conventional diesel truck and a new electric truck.
Recommendation 1: Advocate for MWESB Trucking in HB2020
House Bill 2020 aims to reduce carbon emission by at least 80%
of 1990 levels over the next 30
years through the creation of a carbon credit system, with an
increasingly strict emissions cap on
designated energy-intensive, trade exposed (EITE) entities
(Moore, 2019). While the agriculture
and forestry sectors are currently excluded, the transportation
businesses that provide much of
the travel for these industries will fall under regulation as EITE
entities. The initial cap of 25,000
million metric tons will immediately impact the trucking
industry, specifically small businesses
that emit over the cap but can not afford to purchase credits.
Ensuring that these entities are not
left behind through cap and trade is a critical step to advancing
electrification in Oregon, as
businesses struggling just to survive are not likely to be
interested in upgrading their trucking
technology (Jain & Williams, 2019).
Costs for trucking businesses is high in Oregon relative to other
states, and regulation by
HB2020 is likely to raise diesel fuel costs by $0.15 to $0.20 per
gallon. According to the Oregon
Trucking Association (OTA), small businesses and the industry
overall may not be able to bear
any more significant costs or else begin to sacrifice efficiency

7. and effectiveness (Oregon
Trucking Associations, 2019). Based on findings from the
Office of Economic Analysis at the
Department of Administrative Services’ Highway Cost
Allocation Study, OTA makes several
suggestions for HB2020 in order to preserve the industry and
also serve to advance trucking
electrification.
By reducing vehicle registration fees, taxes on fuel, and other
vehicle-related fees, the OTA
expects that trucking businesses, particularly lower-income and
rural businesses, could better
handle the impending cost of cap and trade allowances (Oregon
Trucking Associations, 2019).
The other suggestion is to provide greater discretion to the
Oregon Transportation Commission
in selection of projects funded by revenue generated from cap
and trade. These could include
projects specifically for the advancement of low - and zero-
emissions trucking and infrastructure
technologies, which would drive down the cost and barriers to
electrification for all businesses
(Oregon Trucking Association, 2019).
Advocating for inclusion of these suggestions in HB2020 would
help to uphold those most
vulnerable to impending changes during cap and trade while
bolstering proclivity for trucking
electrification, specifically by small trucking businesses.
Recommendation 2: Loan guarantees for electric trucking
infrastructure
To support the transition to electric trucks, there will be a need
for additional supporting

8. infrastructure throughout the state. A loan guarantee program
could be created to accelerate the
deployment of electric trucking infrastructure, like charging
stations. The loan guarantees could
also go towards including associated hardware and software for
the stations, in addition to
installation, acquisition, design, development, operations, and
maintenance of the infrastructure.
Commercial lenders may be hesitant to support newer
technologies and emerging businesses, if
they do not have a history of successful commercial operation.
The federal Title XVII
Renewable Energy and Efficient Energy Projects program has
provided more than $4.5 billion in
loan guarantees to support renewable energy and efficient
energy projects, including electric
vehicle charging stations (US DoE, 2016). The Eugene Water
and Electric Board, a publicly
owned water and electric utility, offers a 4% loan to commercial
customers, to encourage the
installation of charging infrastructure. The loan covers the
upfront costs, including installation
for vehicle charging stations at their business for employees and
public use (EWEB, n.d.).
An additional loan guarantee from the state can be used to help
support even more emerging
businesses in developing electric vehicle infrastructure.
Businesses would be able to take
advantage of additional statewide loan guarantees which will
help support the expansion of
electric vehicle infrastructure throughout Oregon. The loan

9. guarantees would provide guaranteed
loan financing and would cover 100% of the debt obligation.
The state loans could be targeted
specifically towards Minority-owned, Woman-owned, and
Emerging Small Businesses. With
additional funding support, rebates of 10-15% could be
provided after the loan has been repaid.
A state loan guarantee program with a rebate incentive would
help the state overcome one of the
barriers that businesses have when it comes to transitioning to
electric trucks, which is a lack of
EV charging infrastructure (UPS, 2018).
Recommendation 3: Cash voucher to purchaser program
To encourage conversion to electric trucking as Oregon’s
neighboring states are currently doing,
a cash voucher program could be established. This voucher
would be sent directly to the
purchaser to cover the difference in cost between a heavy-duty
electric truck and conventional
diesel truck, estimated to be around $25,000 to $30,000 once
the technology is fully available
(Park, 2018). As financial cost is cited to be the most
significant barrier to electrification for
small businesses (UPS, 2018), offering the voucher strictly to
MWESB businesses for the first
ten years of such a program would help to support those with
the most limited capital first. This
aspect is especially important as the heavy duty diesel trucks
are replaced by electric trucks in
California and Washington and become likely to be sold for
those seeking low-cost diesel
equipment, such as small businesses in Oregon.
Other aspects of the cash voucher, as utilized by California in

10. its Hybrid and Zero-Emission
Truck and Bus Voucher Incentive Project (HVIP), include
increasing the voucher value along
with the gross vehicle weight rating and providing the first
three vouchers to a fleet at a slightly
greater amount (HVIP, 2019). This could encourage initial
participation across a wide set of
fleets. Important to providing a sufficient voucher is also
covering the cost of scrapping the
heavy duty truck that is being replaced with an electric truck
(Davis & Xue, 2018).
The effectiveness of a cash voucher incentive program is, of
course, limited by the availability of
cash funding. Given the successful utilization rate of the
Federal Tax Credit Incentive for
passenger vehicle electrification (Gorzelany, 2019) and
momentum of California’s HVIP
program however, a cash voucher appears as a viable incentive
to accelerating the shift of the
heavy-duty trucking market towards electrification.
FUNDING
Funding for a cash voucher program could be provided in part
by Oregon’s apportionment of the
Volkswagen Mitigation Trust Fund. These funds come from
Volkswagen settlement with the
United States Department of Justice, Environmental Protection
Agency, and others for the
company’s sale of diesel passenger cars with faulty emission
control devices that violated federal

11. motor vehicle emission standards and allowed for 40% higher
nitrogen-oxide emissions (ODEQ,
2018). Of the nearly $3 billion to be distributed, Oregon is
receiving $72.9 million based on its
share of the diesel passenger vehicles sold. The initial plan
authorized by Senate Bill 1008 in
2017 designates $18 million to the reduction of emissions from
450 diesel-powered school
busses through vehicle replacement or upgrade.
The remainder of the fund is intended to support proj ects that
reach goals set forth by the
Department of Environmental Quality’s Mitigation plan and
include to maximize benefits for
vulnerable populations, prioritize reduction of pollution in the
most polluted areas, and maximize
the cost effectiveness of efforts (ODEQ, 2018). A competitive
annual selection process for
highly qualified projects that support these goals will determine
how the remaining $55 million
is to be allocated over the next ten years (ODEQ, 2018). Using
these dollars to incentivize
electrification of MWESB fleets through a cash voucher
program would be a strong proposal to
the fund.
COST-BENEFIT ANALYSIS
The following analysis serves to examine the annual direct and
indirect costs and benefits
between a conventional heavy-duty diesel truck versus a heavy-
duty electric truck from the
perspective of a small trucking business in Oregon. The electric
trucking option includes a cash
voucher to cover the cost of upgrade to an electric truck and
also considers cap and trade

12. implications from HB2020. Tables 1 and 2 enumerate the costs
and benefits using estimated
calculations based on available information. Table 3 presents a
cost-benefit analysis based on
these values over a 5-year period and shows undiscounted
flows, discounted flows, and a
comparison The discount rate of 3.5% is chosen based on
standard convention for a
governmental cost-benefit analysis (Moore, 2004).
Table 1: Direct and indirect costs and benefits of a conventional
heavy-duty diesel truck.
Diesel Truck Costs Benefits
Direct -State and Federal Highway User Fees:
$30,410/year (may be reduced pending
HB2020)
-*Fuel (diesel): $40,019/year
-**Maintenance costs: $18,710 / year
-Carbon credits (pending HB2020)
-Insurance and other costs
-Decreasing cost of new and used diesel
trucks for future purchase
Indirect -Health costs to truck drivers from
breathing diesel exhaust and hearing
damage from engine noise
-Diminishing resale value
-Health cost to surrounding community
from diesel exhaust

13. -Continued operation of business-as-usual
*Fuel calculation: ($2.31/gallon)/(6 miles/gallon)*(103,945
miles/year) = $40,019/year. (ODOT, 2019; Davis &
Boundy, 2019; ATRI, 2017)
**Maintenance calculation: ($0.18/mile)*(103,945 miles/year) =
$18,710 /year. (ATRI, 2017)
Table 2: Direct and indirect costs and benefits of an electric
heavy-duty truck.
Electric Truck Costs Benefits
Direct -Conversion to electric truck: $0 if
provided cash voucher covering full cost
of upgrade and scrapping of old truck.
-*Fuel (electric): $3,615/year
-**Maintenance costs: $4,678/year
-Insurance and other costs
-Reduced engine noise and alleviation of
associated health impacts
-Reduced engine emissions and
alleviation of associated health impacts
-Reduced fuel, maintenance, and
operational costs
-Extended truck life
-High resale value
Indirect -Potential limited business market if
certain areas lack electric charging
infrastructure.
-Reduced health impact on surrounding
community
-Attraction of additional business

14. -Economic returns from electric
infrastructure technology + jobs
-Innovation in the marketplace
*Fuel calculation: ($3.20/charge)/(92 miles/charge)*(103,945
miles/year) = $3,615/year. (Park, 2018; Ayre, 2017;
ATRI, 2017)
**Estimation of 75% less maintenance costs than diesel
equivalent: ($18,710*.25) = $4,678
Table 3: Cost-Benefit Analysis over 5-Year Period of Diesel
and Electric Heavy-Duty Truck.
Diesel Truck 2020 2021 2022 2023 2024 TOTALS
Undiscounted Flows
Costs -$99,139 -$101,139 -$103,139 -$105,139 -$107,139 -
$515,695
Benefits $1,000 $1,000 $1,000 $1,000 $1,000 $5,000
Net Cash Flow -$98,139 -$100,139 -$102,139 -$104,139 -
$106,139 -$510,695
Discounted Flows 1.000 0.966 0.934 0.902 0.871
Costs -$99,139 -$97,719 -$96,281 -$94,829 -$93,365 -$481,334
Benefits $1,000 $966 $934 $902 $871 $4,673
Net -$98,139 -$96,753 -$95,348 -$93,927 -$92,494 -$476,661
Cumulative -$98,139 -$194,892 -$290,240 -$384,167 -$476,661
-$1,444,098
Net Present Value: -$476,661 Ratio: 0.01
Electric Truck 2020 2021 2022 2023 2024 TOTALS
Undiscounted Flows
Costs -$8,293 -$8,293 -$8,293 -$8,293 -$8,293 -$41,465
Benefits $10,000 $11,000 $12,000 $13,000 $14,000 $60,000
Net Cash Flow $1,707 $2,707 $3,707 $4,707 $5,707 $18,535

15. Discounted Flows 1.000 0.966 0.934 0.902 0.871
Costs -$8,293 -$8,013 -$7,742 -$7,480 -$7,227 -$38,754
Benefits $10,000 $10,628 $11,202 $11,725 $12,200 $55,756
Net $1,707 $2,615 $3,461 $4,245 $4,973 $17,002
Cumulative $1,707 $4,322 $7,783 $12,028 $17,002 $42,843
Net Present Value $17,002 Ratio: 1.44
Net Value Present
Difference: $493,663
Cumulative Value
Difference: $1,486,941
This cost-benefit analysis is based primarily on the difference in
annual direct operational costs
between a conventional diesel truck and an electric truck,
though also includes estimated values
of indirect costs and benefits like health and resale value. The
results indicate nearly $1.5 million
in cumulative savings over a 5-year period for businesses that
choose to upgrade to an electric
truck, showing significant reasoning for why a business should
utilize a cash voucher.
ACTION PLAN
To determine how best to apply for the mitigation trust funds
and to better understand the
implications of the recommended programs, an assembly of

16. stakeholders should immediately be
gathered. Members of this group should include both
Republican and Democratic state
legislators, The Oregon Transportation Commission, industry
leaders in electric trucking
manufacturing, like Daimler, The Oregon Trucking
Associations, small trucking business owners
and operators, potential infrastructure providers, advisors from
California, and others with a
stake in Oregon’s trucking industry. While diesel is a
controversial topic amongst these groups in
Oregon, creating space for the multiple perspectives to be heard
and discussed on the future of
electrification outside of just the legislative session could be a
strategic step in directing available
funds efficiently and equitably.
Addressing the particular needs of minority-owned, women-
owned, and emerging small
businesses is an important step in trucking electrification, as
these businesses have historically
suffered greatly through the regulation of vehicle fuels in
Oregon (OTA, 2019). By supporting
these businesses through HB2020’s cap and trade by advocating
for reduced vehicle registration
fees, taxes on fuel, and other vehicle-related fees, they may be
better posed to convert to electric
vehicles. Lowering the cost of conversion, the greatest barrier
to businesses, through technology
research and development and support via cash voucher will
help to support these companies,
and big businesses will follow. As shown in the cost-benefit
analysis, there is significant,
long-term financial advantage to trucking electrification. Lastly,
a loan guarantee program can
help accelerate crucial electric trucking infrastructure and help

17. to support MWESB businesses
participation in that effort.
Pursuit of these recommendations is timely, as Oregonians
continue to suffer negative short-term
and long-term health implications through exposure to diesel
exhaust, and the climate continues
to warm and shift due to increasing emissions. By working
towards electrification now,
legislators, businesses, and manufacturers can help Oregon
reach a more prosperous and healthy
future.
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https://oeconline.org/wp-content/uploads/2019/01/Diesel-
Factsheet-Jan2019-3.pdf
https://olis.leg.state.or.us/liz/2019R1/Downloads/CommitteeMe
etingDocument/158251
https://www.truckinginfo.com/279659/how-much-does-it-cost-
to-operate-a-battery-electric-truck
https://www.oregon.gov/deq/FilterDocs/VWmitigplan.pdf
https://sustainability.ups.com/media/UPS_GreenBiz_Whitepaper
_v2.pdf
https://www.energy.gov/lpo/services/solicitations/renewable-
energy-efficient-energy-projects-solicitation
https://www.energy.gov/lpo/services/solicitations/renewable-
energy-efficient-energy-projects-solicitation
https://www.energy.gov/lpo/services/solicitations/renewable-
energy-efficient-energy-projects-solicitation
WAL_PSYC3011_01_A_EN-CC.mp4
THIS IS DUE WEDNESDAY 06/02/21Week 1: Starting the

22. Process: Ethics and Steps in Substance-Related and Addictive
Disorders Counseling
The chains of habit are generally too small to be felt until they
are too strong to be broken.
—Samuel Johnson
People often engage in a certain behavior for the pleasure or the
release derived from it. Individuals may become comfortable
with their behavior because it protects against pain or stress.
Habits by themselves may be good or bad. When a habit leads to
unhealthy behaviors, it may be transforming into an addiction.
By the time many individuals realize they may possibly be
addicted, they may already be locked in the addiction’s chains.
The keys to helping individuals become unlocked from the
chains of addiction are forged when addictions professionals
conform to ethical professional codes and principles, follow
established steps of assessment, and are part of a
multidisciplinary team.
This first week of the course, you explore codes and principles
of ethical, professional practice in addictions counseling. These
codes and principles were established by two of the foremost
associations in the addictions field: the American Psychological
Association (APA) and the Association for Addiction
Professionals (NAADAC). In addition, you examine steps in
assessment and the importance of utilizing a multidisciplinary
team.
Note: Before continuing on to the rest of the week, be sure to
review the Course Introduction found on the left navigation bar.
It contains valuable information that will help you successfully
complete this course.Learning ObjectivesStudents will:
· Apply principles for ethical, professional practice to
addictions assessment
· Analyze steps of an addictions assessment
· Analyze the importance of a multidisciplinary team in
addictions assessment
Learning ResourcesRequired Readings
Perkinson, R. R. (2017). Chemical dependency counseling: A

23. practical guide (5th ed.). Thousand Oaks, CA: Sage
· Chapter 1, “The First Contact”
Focus on the descriptions of client perspectives in the
“Treatment Works” and “How to Develop the Therapeutic
Alliance” sections and how these descriptions relate to the
codes of ethics and principles addictions professional should
follow (see this week’s Discussion area). Also focus on the
information on treatment facilities and group practice to learn
more about the need for multidisciplinary teams for your
Assignment.
· Chapter 14, “The Clinical Staff”
Focus on the various types of professionals that might need to
be included in the multidisciplinary team.
American Psychological Association. (2013). Ethical principles
of psychologists and code of conduct. Retrieved from
http://www.apa.org/ethics/code/index.aspx
Focus on the Preamble, which provides a rationale for following
codes of ethical principles and standards. Focus also on the
General Principles, which sets the stage for other informati on
on ethics violations.
The Association for Addiction Professionals. (2013). NAADAC
code of ethics. Retrieved from
http://www.naadac.org/resources/codeofethics
Focus on the standards listed in the section titled “The
Counseling Relationship” for an excellent overview of expected
behavior on the part of counselors.
Required Media
Laureate Education (Producer). (2012b). Starting the process
[Video file]. Retrieved from https://class.waldenu.edu
Note: The approximate length of this media piece is 17 minutes.
Accessible player Optional Resources
Capuzzi, D., & Stauffer, M. D. (Eds.). (2012). Foundations of

24. addictions counseling (2nd ed.). Upper Saddle River, NJ:
Pearson.
· Chapter 5, “Introduction to Assessment”
Discussion: Ethical Codes and Principles in Addictions
Assessment
The assessment of an individual for a substance-related or
addictive disorder is a sensitive practice. An addictions
professional may be perceived as being in a position of power,
and the client often is physically and emotionally vulnerable. A
client in an addictions assessment may be concerned about the
legality of the substance he or she is using or the type of
gambling in which he or she is involved since gambling is not
legal in all states. He or she may also be concerned about the
confidentiality of personal experiences being discussed. In
recognition of the sensitive nature of addictions assessment,
professional associations such as the American Psychological
Association (APA) and the Association for Addiction
Professionals (NAADAC), two of the most recognized
professional associations in the field of addiction, have
established codes and principles of conduct. Addictions
professionals who violate these codes and principles of ethics
put at risk not only their clients but also their professional
licenses, their reputations, and even their careers. Therefore, it
is critical that addictions professionals familiarize themselves
with the APA and NAADAC codes and principles and commit to
following them in their daily practices.
To prepare:
Review the Learning Resources, including the following:
· Ethical Principles of Psychologists and Code of Conduct
· NAADAC Code of Ethics
· The media titled Starting the Process. Consider the behavior of
the addictions professional in the media in the context of the
codes of conduct established by the APA and the NAADAC.
Think about the effect of ethics violations on the development
of the relationship between the addictions counselor and the
client.By Day 4

25. Post a description of one example from the scenario found in
this week’s media that clearly demonstrates when the
professional was following APA and NAADAC ethical codes
and principles. Provide a second example from the scenario that
demonstrates a lack of adherence to ethical codes and
principles.
Be sure to support your postings and responses with specific
references to the Learning Resources.
Read a selection of your colleagues’ postings.THIS IS DUE BY
SATURDAY 06/05/21Assignment: Steps of Addictions
Assessment Processes
Addiction may take many forms. A person may be addicted to a
substance, such as cocaine, or a behavior, such as gambling.
Individuals who enter into addictions assessment generally have
exhibited certain hallmarks of addiction, such as an increase in
the behavior, problems in relationships and life functioning, and
withdrawal symptoms upon ceasing the behavior.
Someone with a potential addiction may be facing a host of
issues. He or she might require medical and/or legal help. A
teenager may be a minor requiring parental consent for any
treatment and might already be receiving help from a guidance
counselor or school psychologist. It is true that individual
assessments have unique features and should be tailored to the
needs of and aspects related to each individual being assessed.
However, there are important steps common to most
assessments that allow addictions professionals to gather
reliable, valid, and relevant information about the clients they
serve, as well as to enlist the best set of professionals to form
the multidisciplinary team.
This week, you describe the steps of a standard addictions
assessment and reflect on the importance of using a
multidisciplinary team.
To prepare:
Review the Learning Resources, including the following:
Perkinson, R. R. (2017). Chemical dependency counseling: A
practical guide (5th ed.). Thousand Oaks, CA: Sage.

26. · Chapter 1, “The First Contact”
· Chapter 14, “The Clinical Staff”By Day 7
Submit a 2- to 4-page paper that includes the following:
· The steps of an addictions assessment
· An explanation of why each step is important
· One example of a multidisciplinary team and the contribution
each of the team members might make to the assessment
Cite your sources using APA guidelines.
Ibrahim Abobakr
USP 490
Assignment 3
04/23/2021
Final Project Work Plan
Objective
The proposed project seeks to research on different ways in
which the state government can solve the problem of water
access in Oregon. Most of the mid and south residents of
Oregon have for an extended period faced challenges in
accessing clean water for use. Major driving factor for this
challenge is drought experienced in the area which results in
drying up of water bodies and aquifers.
Relevant literature
https://www.npr.org/2020/01/01/792692254/water-crisis-puts-
oregon-community-at-a-crossroads
https://www.epa.gov/sites/production/files/2017-
02/documents/ws-ourwater-oregon-state-fact-sheet.pdf
https://www.nbcnews.com/science/science-news/epic-drought-
means-water-crisis-oregon-california-border-rcna688
https://www.koin.com/news/oregon/ all-of-oregon-now-in-some-
form-of-drought-heres-what-you-need-to-know
Target Audience
The primary target audience for the proposed project is the state

27. government of Oregon. It is the responsibility of the state
government to ensure that every citizen has access to clean and
sufficient water. Therefore, research findings from the project
would inform the government on possible solutions to water
problems in mid and south Oregon.
Problem statement
Drought mountains and valleys are some of many areas in
Oregon with water crisis because of the draught experienced in
the region. The major indirect driver of water crisis in the
region is the state government. The Oregon government failed
to put in place the right measures for water storage. In 2015,
Oregon faced tough water shortage crisis and the government
had done little in preparation for the coming encounters. The
problem is expected to occur again if right measures are not put
in place.
Project deliverables
Written project proposal detailing the purpose of the project.
Background information to the study topic
Deep analysis of relevant literature
Recommendation of possible solutions to the problem
Compilation and presentation of the final project
Project action plan and timeline
Approval of the research topic by the supervisor (week 5)
Identification and analyzing of relevant literature required for
the completion of the project (week 6)
Writing up the final project (week 7-8)
Presentation of research findings (week 9)
Look at the final project topic file and write the paper about
that topic. Look at the objective and the problem statement to
understand the topic. Use at least 5 references in the paper with
APA-style.
Your final assignment will be a water challenge. Your solution

28. concept will be presented in 10-page policy memo.
We will have a list of water challenges, but students are
encouraged to find a solutions project that will make the most
difference in the short time we have.
· Clearly defined purpose/problem and target audience (2)
· Good set-up of current condition and case for change (2)
· Actionable recommendations that are well-founded, with
evidence provided on their feasibility and cost-effectiveness (5)
· Conclusions that summarize key points for the target audience
(2)
· Properly referenced in-text citations and reference list using
APA-style (2)
Well-written, cohesive, and organized presentation of facts and
recommendations (2)