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administration, and program costs ("Net is graduated in proportion to the weight of the <br /> Revenues," before OTIA-related set-aside and truck. For very large truck configurations, <br /> <br /> pledged revenues) are lower across the board there is a tax schedule that is based on gross <br /> over the forecast period. In FY09-FY10, they weight and number of axles. Weight-mile <br /> are lower than our prior outlook by about 5 - taxes are the second largest source of revenue <br /> 6 percent, stemming largely from reduced fuel at forecast levels of $236 to $292 million a <br /> <br /> taxes and softer weight-mile tax revenues. year. Licensing, vehicle registrations, and <br /> The current forecast is for weaker revenues titles make up the third largest source of <br /> <br /> through FY13 than before, as well. However, Highway Fund revenue with gross annual <br /> <br /> the disparity diminishes somewhat in the later forecast revenues ranging from $216 to nearly <br /> <br /> years of the forecast period with the $241 million. <br /> <br /> projection now being about 2 to 3 percent <br /> lower under our baseline assumptions. DMV Revenues <br /> One additional change from the prior forecast Total DMV revenues are contained in row 4 <br /> relates to Senate Bill 994, passed during the of Table 4 and in Fi ure 8. These revenues <br /> g <br /> 2007 Session. This legislation will have an are ex ected to oscillate around $220 million <br /> p <br /> effect on the resource capability of the throu h FYII and then row slowl <br /> . g g y <br /> Highway Fund. One aspect of this bill directs throu bout the remainder of the forecast <br /> . . g <br /> ODOT to distribute $56.2 million from the eriod. <br /> p <br /> State Highway Fund to Oregon counties. The <br /> implementation of this particular legislation is Figure 8: Total DMV Revenues <br /> captured in the apportionment table (Table 7B <br /> on page 23). There is a one-time s0% <br /> apportionment to the counties in FY09 and a ~ 20% <br /> 0 <br /> commensurate decrease from the net to the ~ 10°,° <br /> State Highway Fund in the same year. Should <br /> ~ $240 0% <br /> <br /> the Secure Rural Schools and Community <br /> $200 -1o°i° ~ <br /> Self Determination Act of 2000 (P.L. 106- ~ 160 <br /> 393) be reauthorized, the counties would be $ <br /> required under Section 16 of SB 994 to match ~ $120 <br /> 10.9 ercent of the funds received from the $80 <br /> p 2000 2005 2010 2015 <br /> State• Fiscal Year <br /> ~ Total DMV Revenues ~ Percentage Change <br /> Highway Fund Forecast <br /> Rows 6 through 11 enumerate the costs <br /> Hi hwa Fund revenues consist of four main associated with administration of DMV and <br /> g y transfers of the DMV revenues out of the <br /> sources: vehicle taxes, driver fees, weight- . <br /> mile taxes and fuel taxes. Fuel taxes Highway Fund to support OTIA projects or <br /> n i h l r in 1 r f r n other statutory purposes. Starting in FY08 <br /> co st tute t e a gest s g e sou ce o eve ue <br /> at forecast levels of a roximatel 414 to there is a significant increase in collection <br /> pp y $ <br /> 483 million er ear. These taxes are levied costs shown in row 6. The mayor cause of the <br /> $ p y <br /> on motor fuels used in assen er vehicles and change is the expected increase m costs <br /> p g related to the Federal Real ID Act and Senate <br /> light to medium trucks that are not subject to . <br /> <br /> the wei ht-mile tax. The wei ht-mile tax is Bill 640, which was passed in 2005 and <br /> g g became effective Jul 1 2008. Senate Bill <br /> levied on heavy trucks on a per mile basis, but y . <br /> 640 authorizes the Department to increase <br /> 13 <br /> <br />