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However, this growth in nominal revenues is constitute the largest single source of revenue <br /> somewhat below the expected rate of cost at forecast levels of approximately $401 to <br /> escalation for construction and maintenance $461 million per year. These taxes are levied <br /> activities confronting the Agency's Highway on motor fuels used in passenger vehicles and <br /> Programs. As a result, the spending power of light to medium trucks that are not subject to <br /> <br /> the State Highway Fund to support the weight-mile tax. The weight-mile tax is <br /> Maintenance, Preservation, and levied on heavy trucks on a per mile basis, but <br /> Modernization Programs will continue to is graduated in proportion to the weight of the <br /> erode. truck. For very large truck configurations, <br /> there is a tax schedule that is based on gross <br /> Compared to the previous forecast, revenues weight and number of axles. Weight-mile <br /> available for apportionment after collection, taxes are the second largest source of revenue <br /> administration, and program costs ("Net at forecast levels of $223 to $266 million a <br /> Revenues," before OTIA-related set-aside and year. Licensing, vehicle registrations, and <br /> <br /> pledged revenues) are lower across the board titles make up the third largest source of <br /> over the forecast period. In FY09-FY10, they Highway Fund revenue with gross annual <br /> are lower than our prior outlook by about 4 forecast revenues ranging from $204 to just <br /> <br /> percent, stemming largely from reduced fuel over $23 0 million. <br /> <br /> taxes, softer weight-mile tax revenues, and a <br /> sharp decline in vehicle sales. The current DMV Revenues <br /> forecast is for weaker apportioned revenues <br /> <br /> throughout the forecast horizon. Total DMV revenues are contained in row 4 <br /> of Table 4 and in Figure 8. These revenues <br /> One additional note relates to Senate Bill 994, are ex ected to oscillate around 210 million <br /> p $ <br /> <br /> passed during the 2007 Session. This throu h FYII ex erience stron rowth in <br /> le islation will have an effect on the resource g p g g <br /> g FY13, and then to grow slowly throughout the <br /> capability of the Highway Fund. One aspect remainder of the forecast erood. <br /> of this bill directs ODOT to distribute $56.2 p <br /> million from the State Highway Fund to Fi ure 8: Total DMV Revenues <br /> Ore on counties. The im lementation of this g <br /> g p <br /> <br /> particular legislation is captured in the 3°°% <br /> apportionment table (Table 7B on page 23). 20°,° <br /> There is a one-time apportionment to the <br /> 10% <br /> counties in FY09 and a commensurate <br /> decrease from the net to the State Hi hwa ~ $240 <br /> g y <br /> Fund in the same year. Should the Secure $200- -1°°% <br /> Rural Schools and Community Self $16°- <br /> a <br /> Determination Act of 2000 (P.L. 106-393) be ~ $12°- <br /> reauthorized, the counties would be required <br /> 2000 2005 2010 2015 <br /> under Section 16 of SB 994 to match 10.9 <br /> Fiscal Year <br /> <br /> percent of the funds received from the State. Total DMV Re~nues Percentage Change <br /> Highway Fund Forecast Rows 6 through 11 enumerate the costs <br /> associated with administration of DMV and <br /> Hi hwa Fund revenues consist of four main transfers of the DMV revenues out of the <br /> g y Hi hwa Fund to su ort OTIA ro'ects or <br /> sources: vehicle taxes, driver fees, weight- g y pp p . ~ <br /> mile taxes and fuel taxes. Fuel taxes other statutory purposes. Starting in FY08 <br /> 13 <br /> <br />