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A
Morning,
everybody
we're
gonna,
get
started
a
whole
one
minute
early
in
an
effort
to
try
to
keep
us
ahead
of
schedule
all
day.
So
all
right
and
now
we
are
just
on
time.
So
we're
already
behind
schedule
now
so
appreciate
everyone
showing
up
today,
joint
Transportation
military
Affairs
committee
day,
one
we're
gonna
be
dealing
with
ydot.
A
As
we
start,
the
meeting
I
want
to
call
your
attention
to
the
committee's
rules
of
decorum
copies
of
the
decorum
rules
are
located
with
the
hard
copies
of
the
agenda
and
available
for
review
on
the
legislative
website.
We
note
these
rules
at
the
beginning
of
each
meeting,
just
as
a
simple
reminder
that
everyone
in
attendance
be
treated
courteous
and
with
a
complete
respect,
whether
that's
on
the
side
of
the
dice
or
on
that
side
of
the
diocese.
A
Speakers
will
avoid
personal
criticism
again.
I
will
gavel
that
down.
We
will
not
have
any
personal
discussions
or
any
personal
attacks
on
members
of
the
committee
we're
here
to
do
the
work
for
the
people
of
Wyoming
for
audience
members.
We
expect
that
you'll
refrain
from
any
behavior
that
disrupts
orderly
conduct,
So
speaking
out
of
line
making
sure
that
your
phones
are
turned
off.
A
A
A
C
D
E
A
You
so
much
a
couple
of
quick
housekeeping
items
as
well.
First
and
foremost,
I
want
to
thank
lso
and
chairman
boner,
who
really
picked
up
a
lot
of
slack
from
my
side
of
things
over
this
past
last
meeting
and
into
this
meeting
sharing
a
couple
other
committees,
my
ability
to
hit
this
one
as
hard
as
I
was
able
to
was
not
there.
So,
chairman
Bonner,
thank
you
for
your
help.
Lsl.
Thank
you
guys
for
the
amount
of
Bill
drafts
you
guys
have
created
for
us.
A
A
It's
very,
very
difficult
when
we
have
members
of
anybody
not
utilizing
their
microphone
and
a
question
gets
asked
and
then
answered
by
somebody.
We
have
no
idea
what
the
question
was.
So
please
just
make
sure
you're
using
your
microphone,
it's
helpful
for
everybody
involved
and
with
that
we
can
move
yes,
representative
Berger
Mr.
F
Chairman
privilege,
sure
yep
I
just
want
to
thank
all
the
people
who
work
to
keep
this
facility
clean
and
beautiful.
It's
just
wonderful
to
walk
into
such
a
great
facility.
The
outside
looks
great.
The
Milan
is
very
green,
but,
more
importantly,
the
indoors
is
just
really
nice
and
I
appreciate
everybody's
effort
to
keep
this
just
a
great
facility.
A
G
G
It's
currently
the
Department
of
Transportation,
whereas
other
taxes,
all
other
taxes
in
fact,
are
are
administered
by
the
Department
of
Revenue,
except
for
a
approximately
45-year
period
or
35-year
period.
The
Department
of
Transportation
or
its
predecessor
has
been
responsible
for
that.
Ydot
has
rule
making
authority
to
administer
all
three
field:
taxes,
gasoline,
Diesel
and
alternative
fuels.
The
fuel
tax
is
presumed
to
be
a
direct
tax
on
the
ultimate
consumer.
G
The
memo
outlines
the
collections
process,
the
reports
that
suppliers
and
refiners
and
others
must
provide
and
Records
the
process
is
generally
identical
across
all
three
fuel
taxes.
The
primary
difference
are
the
types
of
fuel
for
the
alternative
fuel
tax
statute
defines
what
those
alternative
fuels
are
and
the
use
of
gallon
equivalents
for
for
natural
gas
and
electricity.
It's
a
gasoline
gallon
equivalent
for
liquefied
natural
gas
and
renewable
diesel.
It's
a
diesel
gallon
equivalent,
and
all
that
is
spelled
spelled
out
in
the
memo.
Mr
chairman
I'm
happy
to
cover
more
specifics
or
answer
questions.
A
Committee,
one
of
the
other
topics-
I'll
just
bring
up
just
for
your
guys's
consideration
as
well,
is
I've
instructed
Ella
so
to
not
necessarily
go
line
by
line
and
read
everything.
Some
of
your
other
committee
chairman
may
be
doing
that,
but
I
think
we've
all
kind
of
understood
the
expectation
that
there's
a
packet
of
information
you
guys
get
paid
for
a
half
a
day's
work
to
review
it.
I,
don't
feel
like
it's
necessary
and
worth
our
time
to
have
lso
read
through
everything
that
they've
already
prepared
for
us.
A
H
Thank
you,
Mr
chairman
committee,
Darren
Westby,
not
interim
director
I'm
director
still
was
reminded,
albeit
I,
might
be
appointed
by
the
governor
I'm,
still
not
Senate
confirmed
so,
but
thank
you
for
your
time
and
hopefully
over
the
last
last
couple
months.
Since
our
last
meeting,
you
were
able
to
get
the
opportunity
to
gather
our
packet
that
came
in
all
the
information
we
call
them
do
outs.
Obviously
things
that
came
up
in
the
last
meeting
questions
that
arose.
H
Hopefully,
we
were
able
to
tackle
those
to
the
level
that
you
guys
appreciated
and
looking
forward
to
today's
presentation
with
that
Mr
chairman.
If
it's
your
pleasure,
I'd
like
to
turn
it
over
to
Dennis
Byrne,
to
kind
of
go
over
something
that
did
get
submitted
in
the
packet,
the
field,
Tax
Administration
presentation
through
ydot,
to
kind
of
explain
a
little
bit
of
how
we
do
it.
Why
we
do
it?
What
we
get
and
then
stand
for
any.
A
I
Thank
you,
Mr,
chairman
and
good
morning,
committee
members.
My
name
is
Dennis
Byrne
I'm,
the
Chief
Financial
Officer,
with
Y
Dot
I,
do
have
a
couple
of
additional
folks
here
with
me
this
morning.
At
the
far
right
of
the
table,
my
right
is
Wayne
hassinger.
He
is
the
fuel
tax
program
manager
and
then
to
my
left
is
Kim
Peters.
She
is
the
Deputy
field
tax
manager.
So
if
there's
any
really
hard
questions
they
get
to
feel
them.
I
Mr,
chairman
I,
think
we
have.
Can
you?
Can
you
folks
hear
me
okay?
So
we
have
a
us
just
a
small
presentation
here
for
you.
This
really
is
just
general
information
related
to
fuel
tax,
how
it's
collected
what's
collected
and
where
the
distribution
goes
for.
Your
convenience
I
think
it's
up
on
the
screen.
If
you
don't
have
a
copy
of
it
in
front
of
you,
but
I
do
believe.
We
provided
a
copy
to
you
folks,
so
I'll
go
ahead
and
kick
it
off
and
get
started
slide.
One
Mr
chairman.
I
This
is
just
a
motorfield
collection
Trend.
So
this
goes
back
nine
years,
2014.
the
top
kind
of
gold
bar
that
you
see
there.
That's
diesel
collections
actual
collections
since
2014
you
can
see
that
it's
it's
been
very
flat.
We
actually
ran
a
trend
line
there.
That's
the
line
in
green
and
I.
Don't
think
you
could
get
that
that
line
any
flatter,
so
it
really
has
been
flat
over
the
past
nine
years
and
we
chose
2014,
because
that
was
the
first
full
year
that
we
collected
the
additional
10
cents.
I
The
legislature
had
approved
in
statute,
so
at
the
bottom
of
that
graph
right
actually
in
the
middle
of
the
graph
there,
you
can
see
the
blue
line
that
blue
line
again
just
indicates
gasoline
collections
again
very,
very
flat
collections
since
2014..
Again
these
are
actual
collections.
Nothing
is
adjusted
here
for
inflation.
So
if
you,
if
you
think
about
this,
the
amount
of
inflation
that
we've
experienced
in
2014,
really
the
revenues
aren't
keeping
up
with.
You
know
our
ability
to
our
buying
power,
so
just
something
to
keep
in
mind
there
slide
two.
I
J
J
I
Thank
you,
Mr
chairman
down
at
the
bottom
right
hand
of
that
slide,
we're
just
pointing
out
the
last
time
the
federal
fuel
tax
rate
was
increased,
and
that
was
you
know
30
years
ago.
Essentially
the
gasoline,
the
federal
rate
is
18.4
cents
and
the
diesel
rate
is
24.4
cents
Just
for
information.
For
you,
folks.
A
Dennis
question
on
that,
just
if
I
remember
right,
there
was
a
discussion,
the
last
Bill
to
pass
through
Congress.
There
was
a
discussion
about
raising
the
fuel
tax
and
that
was
ultimately
stripped
Do
You
Remember
by
any
chance
what
that
was
looking
at,
because
that
was
going
to
be
funding
for
the
infrastructure
deal
that
was
kind
of
what
they
were
looking
at,
but
I'm
just
kind
of
curious
I
think
the
committee
might
benefit
from
hey
if
we
wanted
to
raise
it
five
cents,
there's
the
topic
that
the
feds
were
looking
at
x,.
I
Mr
chairman
I,
did
look
over
that,
but
at
the
moment
it's
escaping
me
unless
either
Kim
or
Wayne
remembers
the
the
exact
amount.
But
what
we'll
do
Mr
chairman
is?
Do
some
investigation
get
that
information
back
I?
Just
don't
remember
it
off
the
top
of
my
head
at
this
point
sure
Mr
chairman
moving
on
slide
number
three.
So
this
really
is
the
2024.
This
is
what
we're
anticipating
to
collect
in
fiscal
year,
2024
on
a
specific
to
gasoline
tax.
I
What
we're
looking
at
right
now,
based
on
our
estimates,
is
a
total
of
82.5
million
dollars
and
then
below
that
headline
there
you
can
see
how
that
distribution
will
work
so
right
off
the
top.
There
are
distributions
to
state
parks
for
motor
boats,
off-road
vehicles
and
snowmobiles,
and
then,
once
that
distribution
is
complete,
the
the
second
distribution
that
happens
is
is
the
what
we
refer
to
in
this
kind
of
mid
graph
there
in
the
red.
It's
called
the
the
lust
fee
that
is
leaking
underground
storage
tax
and
that
that
fee
is
collected
by
ydot.
I
It
is
kept
by
y
dot,
but
a
like
amount
is
transferred
from
the
over
the
cap.
Severance
tax
to
the
Department
of
Environmental
Quality,
for
landfill
remediation
and
linking
underground
storage
tanks.
So
again,
why
not
keeps
that
amount,
but
a
like
amount
is
transferred
DEQ.
After
those
two
distributions
are
taken
care
of,
then
the
rest
is
by
Statute
distributed
via
the
distributions
you
see
here.
So
the
cities
get
15
percent.
The
county
road
fund
gets
14.,
the
counties
get
13.5
and
then
the
state
highway
fund
gets
57.5
percent.
The
total
gasoline
tax
collected.
K
And
just
especially
when
we
talk
about
the
distribution
to
local
entities,
is
that
a
pure
percentage
basis?
It's
not
anything
similar
to
say
a
severance
tax
distribution
where
it's?
You
know
up
to
a
certain
amount.
You
get.
You
know
this
amount
percentage,
then
if
it
goes
over
or
amount
it's
simply
whatever
the
toll
is
is
a
percentage
regardless
of
the
amount
is
that
correct,
Mr.
I
So
moving
on
to
slide
number
four,
this
is
just
the
diesel
tax
forecast
for
what
the
collections
are
anticipated
to
be
in
fiscal
year.
24.
now
I'm,
saying
fiscal
year,
24
keep
in
mind.
That's
why
dots
fiscal
year
October
to
September
and
just
so
that
we're
on
the
same
page
there.
So
with
regard
to
the
diesel
tax,
Collections
and
distributions
again,
there's
a
fuel
tax
admin
fee
that
by
Statute.
I
Why
not
can
keep
up
to
two
percent
of
the
total
collections
in
order
to
operate
Wayne
and
Kim's
program
for
the
collection
of
the
fuel
taxes
Statewide.
Currently,
Mr
chairman,
we
are
not
collecting
the
full
two
percent
and
the
reason
for
that
is
we're
collecting
the
two
percent
on
the
original
13
cent
fuel
tax
when
the
legislature
chose
to
increase
it
by
10
cents
back
in
July,
1
2013.
At
the
time
the
The
increased
cost
in
the
fuel
tax
did
not
generate
additional
administrative
fees
at
the
time.
I
So
we
chose
not
to
collect
the
full
two
percent
of
the
total,
but
only
remained
continue
to
collected
on
the
13
cents.
Now,
with
inflation
Mr
chairman
we're
going
to
have
to
we're-
probably
you
know
with
raises
and
inflation
since
you
know
at
least
10
years
ago,
we're
probably
going
to
have
to
start
to
collect
up
to
the
full
two
percent
of
what's
allowed
in
statute.
Regarding
that
fuel
tax
distribution
for
admin.
E
Please,
thank
you.
Mr
chairman
of
I,
see
trucks
running
up
and
down
that
have
an
abortion
of
the
license
plate
and
my
understanding
is.
It
doesn't
necessarily
matter
where
they
buy
the
fuel
that
that
is
apportioned
to
different
states.
Could
you
take
a
minute
and
kind
of
bring
me
up
to
speed
on
exactly
how
that
works,
because
we
this
says
we
collected
87
million
dollars?
I
Mr
chairman
good
question
to
answer
the
last
question.
First,
this
is
just
fuel
tax,
on
gallons
of
fuel
sold
in
Wyoming.
What
you're
referring
to
is
ifta
the
international
fuel
Tax
Administration
and
you
are
correct.
It
doesn't
matter
where
fuel
is
purchased.
It's
it
matters
where
the
fuel
is
burning.
I
There
are
folks
behind
me
that
are
Smarter
on
this
than
I
am
so
if
I
misstep,
I'm,
sure
you'll
see
some
looks
and
we
can
invite
them
up,
but
basically,
wherever
the
fuel
is
is
burned
is
where
the
tax
belongs,
so
the
tax
is
collect
enough
for
for
Wyoming
and
I
I.
Think
the
last
time
I
looked
at
the
amount
that
we
actually
the
net
amount
that
Wyoming
got
for.
If
the
fuel
tax
collections
last
year
was
around
2.7
million
dollars,.
L
Cope,
thank
you.
Mr
chairman,
just
a
quick
question
about
the
administrative
costs
going
up.
I
mean
that,
because
we're
talking
about
percentages
of
of
recouping
that
the
the
tax
money
for
administrative
purposes,
how
much
has
it
gone
up,
I
mean
say
if
we
got
20
inflation
or
whatever
for
the
for
administration?
What
does
that
equate
to
for
percentage
change
of
the
fuel
tax
needs
for
administrative
purposes?
I
Thank
you,
Mr
chairman
I'll
I'll,
try
to
boil
it
down
to
percentages
right
now,
we're
collecting
the
two
percent
on
the
13
cents,
which
equals
roughly
a
million
dollars,
and
so
that
was
covering
cost
in
Wayne
and
Kim's
program
up
until
about
last
year
or
the
beginning
of
this
year.
It's
gone
up,
probably
another
two
to
three
hundred
thousand,
and
so
let's
call
it
a
third
of
what
we
were
collecting
so
two
percent
on
13
cents,
we'll
need
to
collect.
I
A
Just
to
make
sure
I'm
understanding
that
correctly,
that's
not
an
additional
collection.
On
top
of
that,
that
is
just
coming
out
of
the
taxes
that
you
guys
are
assessing
right.
Mr
chairman,
that
is
correct.
I
just
want
to
make
sure
that
anybody
who's
listening
out
there
and
the
world
understands
that
you
guys
are
not
going
to
be
assessing
additional
fees
to
gas.
This
is
just
everything
that
you
guys
are
collecting.
You
guys
are
allowed
to
take
a
portion
of
that
off
the
top
to
run
the
program
Mr.
I
Chairman,
that
is
correct,
and
it's
a
good
segue.
You
can
see
here
that
the
918
000
that
we're
talking
about
comes
off
the
top
of
the
current
distribution
and
then
again
in
the
green
on
this
chart.
We
have
the
the
less
distribution
again
same
discussion
as
the
gasoline.
Why
not
receives
that
full
amount?
A
like
amount
goes
to
to
DEQ.
Then
after
those
two
distributions
are
made,
the
cities
get
five
percent
of
the
diesel
collection,
counties
get
20
and
the
state
highway
fund
gets
75
percent.
Mr
chairman.
I
I
Chairman
moving
on
to
slide
five
here,
just
we
have
a
few
tables
here,
just
kind
of
gives
you
some
information
related
to
what
an
increase
of
one
penny
in
the
fuel
tax
would
generate
and
who
it
would
generate
the
revenue
for
so
I'm,
going
to
start
down
at
the
very
bottom
right
of
this
chart.
If
you
increased
both
diesel
And
Gasoline
by
one
cent,
it
generates
approximately
6.9
million
dollars
in
total.
I
Those
are
broken
down
between
why
dot
cities,
counties,
County,
Road
and
state
parks,
as
we
just
went
through
those
distributions.
So
if,
if
you're
talking
about
just
a
penny
to
what
that
means
to
wide
out
is
about
4.5
million
dollars
for
every
penny
of
the
legislature,
if
it's
so
chose
to
increase
the
fuel
tax,
that's
what
y
Dot's
benefit
would
be,
and
then
you
can
see
the
other
distributions
there
along
that
line.
I
I
I
This
could
vary
a
little
bit
and
the
way
we
really
kind
of
collect
that
information
is
very
brief.
Traffic
counts,
looking
accountant
license
plates,
so
it's
not
a
foolproof
method
method,
but
it's
the
only
way.
We
have
to
really
kind
of
generically
estimate
how
much
is
being
collected
from
Wyoming
and
residents
versus
non-residents
that
reverses
a
little
bit
with
regard
to
diesel.
You
can
see
Wyoming
residents
pay.
I
Our
estimate
is
about
38
percent
of
the
total
revenue
is
collected
with
regard
to
diesel,
fuel,
Collections
and
non-residents
about
62
percent,
and
then
this
chart
here
at
the
bottom.
This
table
really
just
shows
the
per
Penny
increase
of
Wyoming
residents
versus
non-residents.
What
they're
paying
in
terms
of
total
fuel
collections?
You
can
see
that
Wyoming
residents
are
paying
approximately
60
percent
of
the
total
on
a
per
Penny
basis.
Non-Residents
are
paying
about
2.6
million
or
about
30
percent
of
the
total,
and
then,
of
course,
the
total
6.8
million
dollars.
I
Mr
chairman,
that
that
kind
of
sums
it
up
for
the
fuel
tax
piece.
What
I'd
like
to
do
is
turn
to
the
next
slide,
which
is
slide
six,
and
we
do
we
added
a
little
bit
of
information
here
with
regard
to
the
electric
vehicle
registration
fees.
We
thought
it
would
be
helpful
for
the
committee
to
understand
well
Wyoming's
charging
versus
what
surrounding
states
are
charging
specific
to
EV
registration
fees,
I'm
not
going
to
go
over.
All
of
these
representative.
F
Berger
thanks
Mr
chairman
before
you
move
on
I.
Just
have
one
question
about
the:
when
you
get
your
percentage,
the
when
the
department
gets
that
75
percent
of
that
just
the
tax
on
fuels,
does
that
go
into
your
general
fund?
Or
do
you
say
that
that
tax
that
money
is
goes
into
road
construction
or
is
it?
How
is
that
divvied
in
your
department,
Mr
chairman.
I
Yes,
good
question:
the
the
Total
distribution
goes
to
the
highway
fund,
how
we
use
it
is
based
on
the
Constitutional
limitations
of
the
use
of
fuel
tax,
specifically
gasoline,
and-
and
we
can
use
that
for
road
construction,
road
maintenance.
We
can
use
it
for
the
enforcement
of
traffic
laws
and
we
can
use
it
for
the
administration
of
those
activities.
I
L
I
I
If
you
would
please
thank
you
Mr
chairman,
so
you
can
see
that
Wyoming's
EV
registration
fee
is
is
higher
than
other
surrounding
states.
There's
a
couple
of
things
to
point
out:
one
other
states
do
have
in
addition
to
the
registration
fee.
They
also
have
you
know,
Eevee
taxation,
where
we
could
find
that
we,
we
included
that
in
like
Montana
and
Idaho
Montana,
for
instance,
has
a
three
cent
per
kilowatt
hour.
D
I
Just
to
give
you
an
idea
of
what
we're
looking
for
and
what
we're
anticipating
with
regard
to
the
Future,
it
really
is,
from
our
perspective,
it's
important
that
we
continue
to
effectively
and
efficiently
administer
the
tax,
and
we
constantly
look
for
ways
to
streamline
the
process,
to
make
it
a
little
bit
more
easy
for
our
customers,
the
folks
that
are
paying
the
fuel
tax
to
be
able
to
submit
remit
and
process
what
they
need
to
process.
That's
an
ongoing
thing
that
we
like
to
pride
ourselves
on.
I
It's
not
perfect,
never
will
be,
but
it
is
something
that
is
first
and
foremost
in
our
mind,
we're
also
paying
close
attention
to
what's
happening
nationally,
analyzing
Trends
and
trying
to
figure
out
what
might
be
next.
An
important
item
to
consider
is
that,
as
a
taxing
agency,
it's
critical
that
we're
fair
and
Equitable.
So
we
we
think
about
that
as
we
administer
this
program
and
what
does
fairness
and
equitability
look
like
now?
It's
obviously
we
don't
set
policy,
we
certainly
just
make
recommendations,
but
that's
where
our
mindset
is
Mr
chairman
on
a
broader
scale.
I
There's
you
know,
as
as
fuel
prices
increase,
alternative
fuels
seem
to
be
more
attractive,
that
you
know
that
could
be
LNG.
It
could
be
hydrogen
hydrogen's
the
and
you
know
the
next
thing
it
seems
to
be
popular.
It
seems
less
fuel
time
than
electricity.
Although
electricity
is
talked
about,
you
know
continually
and
that's
all
we
really
hear
about.
We
think
that
hydrogen
could
be
one
of
those
fuels
that
is
really
kind
of
gain
some
market
share
in
the
coming
years.
So
and
then
on
an
even
broader.
I
You
know
ability
we're
really
thinking
about
sustainability
in
terms
of
being
able
to
maintain
our
roads.
Given
our
current
revenue
streams,
that's
all
revenue
streams,
including
fuel
tax
and
Highway
user
fees,
and
what
we
have
to
do
to
you
know
most
effectively
and
efficiently
maintain
those
roads.
I
can
tell
you
Mr
chairman
that
inflation
as
it's
impacted,
everyone
in
the
state,
is
certainly
impacting
our
ability
to
maintain
the
roads
in
their
current
condition.
We've
seen
construction
costs
increase
significantly
over
the
last
year.
I
I
think
our
chief
engineer
can
probably
speak
to
that
more
than
I
can,
or
maybe
even
the
director
yeah
some
in
some
regards.
You
know
up
to
50
and
some
of
the
construction
costs.
So
it's
important
to
us
to
always
be
as
lean
as
we
can
and
be
as
efficient
as
we
can,
because
inflation
is,
is
very
impactful
to
our
operations
and
Mr
chairman.
That
is
it
for
me.
Unless
there
are
additional
questions.
A
Dennis,
just
a
quick
question
that
I
had
and
something
that
I've
been
thinking
about
is
the
idea
of
taking
away
the
flat
charge
on
a
fuel
tax
and
charging
it
as
a
sales
tax
in
effect.
So
that
way,
it
kind
of
keeps
up
with
the
inflationary
adjustments.
Has
that
been
anything
you
guys
have
looked
into
and
what,
how
that
would
have
adjusted
and
what
that
might
look
like
for
you
guys.
I
Mr,
chairman
very
good
question
to
answer
the
question:
yes,
we
have
looked
at
it
and
and
to
your
point,
sales
tax.
It
is
inflation
proof
essentially
right
because
you're
taking
the
amount
based
on
the
price
of
the
cost
of
fuel,
so
yeah
there's
certainly
going
to
be
down
times
when
fuel
is
less
expensive,
say
four
years
ago,
three
four
years
ago,
compared
to
today,
where
the
the
extreme
inflation
that
we're
seeing,
we
would
be
somewhat
keeping
up
with
that
inflation
based
on
a
sales
tax
versus
a
flat
tax.
A
Okay,
and
have
you
seen,
have
you
guys
modeled
that
what
that
would
have
done
comparatively
to
where
you
guys
are
at
when
we
look
at
you
know
what
you
guys
have
showed
us
over
the
past
five
six
years,
the
reduction
and
and
what
our
available
funds
are.
You
know
to
take
care
of
our
roads.
We
say
it's
inflationary
proof
but
I'm,
just
kind
of
curious.
If
that
would
have
actually
put
us
in
a
position
where
we
wouldn't
be
as
far
behind
or
what
that
level
of
behind
would
look
like.
I
Yeah,
thank
you.
Mr
chairman.
We
have
done
some
modeling
in
the
past.
It's
nothing
that
we've
done
recently,
so
I
can't
speak
to
how
would
we
would
be
performing
exactly
today
versus
the
inflation
that
we're
experiencing
today?
We've
we've
taken
snapshots
and
kind
of
looked
at
what
that
would
mean
to
us,
certainly
in
a
better
position
in
something
that
adjusts
for
inflation
versus
something
that
doesn't
but
I
couldn't
tell
you
that
we
would
be
absolutely
caught
up
with
inflation
at
this
point
that
that
statement
I
can't
make.
J
J
Since
the
the
report
was
made
because
I
know
we're
not
keeping
up
at
almost
no
one
across
the
country
is
they're
they're
dipping
into
other
sources,
because
the
gas
tax
has
just
done
it
sustainable.
But
can
you
just
remind
the
committee
what
where
we
were
when
we
had
that
consultant,
look
at
it
and
and
and
if,
if
you've
adjusted
those
numbers
for
today,
Mr
chair.
A
I
The
short
answer
is
yes:
we
have
done
that,
so
just
some
refresher
for
the
committee.
We
conducted
a
study
by
an
independent
consultant
back
in
2020.
It
was
dye
management.
They
came
in
and
looked
at
our
needs
across
the
entire
organization,
so
it
wasn't
just
highways.
It
was
Patrol,
it
was
Aeronautics
Communications,
our
Fleet
our
buildings.
At
the
time,
based
on
the
2019
numbers,
we
were
354.3
million
dollars
annually
short
of
really
needs
not
not
wants
but
needs
in
terms
of
meeting
our
mission
across
the
entire
spectrum
of
the
organization.
I
I
Inflation,
some
extraordinary
inflationary
costs
that
we've
seen
directors
mentioned
that
I've
mentioned
it,
and
so
we
are
back
to
we're
actually
finishing
up
the
numbers
now
for
our
fiscal
year,
2024
budget
presentation,
so
I
don't
have
the
exact
number
with
me
now,
but
that
brought
us
back
up
that
inflationary
impact
brought
us
back
up
to
about
400
million
dollars
a
year.
Unfunded
needs.
So
did
you
helped
the
extra
federal
dollars
help
helps
considerably,
but
the
inflation
is
is
very
impactful,
as
everyone
knows,.
N
I
It's
hard
for
us
to
maintain
those
roads
at
a
you
know,
at
a
2019,
even
level
which
I
I
think
the
engineers
would
say,
wasn't
adequate,
then
either,
but
so
they're
going
to
experience
it
and
wear
a
tear
on
vehicles
damage
the
vehicles
as
they
drive
the
road
in
the
smoothness
of
the
road
and
their
ability
to
get
around.
So
that's
how
our
our
citizens
are
are
feeling
the
impact
I
think
I
will
turn
it
over
the
directory,
because
I
think
he's
got
some
additional
Things.
I
N
So
is
there
a
list
of
like
priorities
like
okay?
We
need
to
allocate
x-mount
for
winter
snow
versus
Summer
mowing
because
I
know,
with
the
exponential
rain
I've
gotten
a
lot
of
complaints
from
Farmers
that
you
can't
see
on
coming
traffic
at
intersections,
because
the
weeds
are
taller
than
even
the
speed
limit
signs
and
things
like
that.
So
is
there
like
a
gauge
of
safety
versus
you
know
those
kinds
of
things.
H
Mr,
chairman
representative,
yes,
there
is
a
priority
with
safety
involved.
A
lot
of
what
you
just
explained
is
probably
answered
by
the
fact
that
we're
down
300
employees
right
now,
300
plus
employees,
our
vacancy
rates
relatively
High,
a
little
over
15
percent
right
now.
So
it's
not
necessarily
well
I
mean
it
could
be
a
funding
mechanism
in
which,
thankfully,
you
all
granted
the
compensation
increase
and
we're
able
to
see
what
that
is
helping
with
a
little
bit
of
the
recruitment.
H
E
A
A
E
And
so,
when
you
look
at
an
agency
or
when
you
look
at
a
business
either
one
you
have
to
look
at
both
sides
of
the
equation,
how
much
money
we
got
coming
in
what
assets
do
we
have
to
do
that
and
if
maybe
this
is
slightly
misplaced,
but
my
understanding
was
there:
wasn't
there
was
a
in
2017
some
recommendations
made
and
I
just
wanted
to
know
what
they
were
and
if
they
have
been
addressed,
so
you
determine
where
that
goes.
Thank
you,
representative.
Pendergrass.
A
J
Mr
chairman,
thank
you,
so
the
the
numbers
that
you
gave
me
great,
the
the
400
million
now
per
year
that
were
estimated
underwater,
but
that's
for
agency-wide,
right
and
and
Y
dot,
as
we
all
know,
is
not
just
highways,
although
most
people
think
Department
transportation,
but
you
know
we
have
Patrol
under
there
we
have
a
you
know:
Aviation
under
their
Communications
I,
don't
know
what
else
you
got
under
there.
You've
got
a
whole
bunch
of
stuff
under
there.
J
How
much
of
that
is
allocated
to
roads
and
bridges
and-
and
the
rest
you
know,
would
be
nice
to
know
how
much
money
we're
spending
in
each
one
of
those
categories.
I,
don't
know
if
you've
got
that,
but
maybe
we
could
get
it
for
a
future
meeting
if
we
don't
have
it
now,
but
if
you
get
a
shed
a
little
light
in
that
direction,.
I
Mr
chairman,
please
so
the
numbers
that
I
have
here
are
four
roads
specifically
Senator
are
are
pre-inflationary,
so
I'll
try
to
do
some
quick
math,
but
what
is
still
missing
from
surface
Transportation,
so
construction
maintenance,
Traffic
Safety,
delayed
step
projects
that
the
director
mentioned
earlier.
That
was
about
a
hundred
and
twenty
million
dollars.
So
if
we're
experiencing
you
know
50
ish
inflation
in
those
areas,
then
then
you
know
you're
talking
about
180
million
dollars.
I
Chairman
I,
don't
have
exact
numbers
with
me
here
today,
I
I
can
tell
you
other
other
states
are
I'm
sure
in
similar
positions
where
they
they
probably
have
more
need
than
they
have
funny.
But
the
one
thing
that
I
would
like
to
point
out
is:
other
states
have
invested
quite
a
bit
more
State
funding
into
roads
and
I've
got
an
updated
number
here.
But
let
me
just
for
instance,
and
this
information
comes
from
the
Federal
Highway
Administration,
that
is
supplied
by
the
states.
The
the
national
average
is
roughly
69
percent.
I
I
So
the
national
average
is
69
State
funding
the
31
Federal
funding,
that's
the
national
average,
so
obviously
states
are
investing
significant
State
dollars
for
Wyoming.
That's
reversed!
It's
it's
about
28
percent
State
funding
and
and
72
percent
Federal
funding,
so
Wyoming's
relying
heavily
on
federal
dollars
and
probably
not
investing
as
much
State
money
as
the
national
average
I'll.
A
L
Yeah,
thank
you.
Mr
chairman
I'll,
get
back
to
the
I,
guess,
Revenue
shortfall
that
we
talked
about,
how
it
was
all
lumped
in
one
ball,
so
I
I
guess
for
the
sake
of
the
public
and
me
and
myself
for
being
only
on
here
for
a
small
amount
of
time.
What
is
the
action?
Could
you
supply
the
actual
breakdown,
the
shortfall
because
I,
when
you
start
convoluting
or.
O
L
Know
throwing
in
air
transportation
and
whatever
and
then
we're
talking
on
top
of
that
about
taxes
for
fuel,
although
that
I
think
I
I
would
like
to
get
some
clarification
on
just
what
the
heck
is
our
shortfalls
and,
and
so
we
can
identify
it
a
little
more
accurately.
Instead
of
throwing
in
these
other
items,.
I
A
A
P
Thank
you,
Mr
chairman,
and
anybody
can
answer
this.
Have
you
guys
ever
done
an
analysis
or
looked
at
maybe
doing
some
cost
savings
with
opening
up
some
of
these
services
to
a
bid
letting
process
I
mean
we
we're
talking
about
we're
down
15
on
our
Workforce
and
stuff?
So
is
it
possibly?
Maybe
we
could
do
that
open
up
our
parameters
to
let
some
of
these
Services
out
to
bid
and
have
some
cost
savings
there,
because
then
you
know
in
my
thoughts.
P
A
I'll
I'll
just
issue
the
the
same
slight
warning
here
that
I
want
to
make
sure
we
stay
on
topic
with
the
fuel
tax.
This
is
somewhat
Associated,
it's
loosely
associated
I'll
say
so.
Maybe
this
does
get
into
the
afternoon
a
little
bit
more
and
I
believe
we'll
probably
have
a
very
robust
discussion
about
the
efficiency
study,
but
director
and
or
Dennis.
If
you
guys
have
just
comment
on
that,
Mr
chairman.
H
Representative
I,
don't
know
that
anybody
can
answer
this
question,
but
I'll
give
it
a
shot.
I
I,
all
I
can
say
is
from
the
last
six
months
that
I've
been
there.
There's
been
a
lot
of
those
questions
being
discussed.
We
can't
consider
doing
the
exact
same
thing
over
and
over
and
over
and
expecting
a
different
result,
and
so
we
are.
There
is
so
many
times
that
I
hear
out
of
the
box.
H
J
J
You
know,
while
we
all
know
that
typically,
the
private
sector
can
usually
do
things
more
efficiently.
Right
government
never
does
anything
efficiently,
but
there's
also
the
the
factor
that,
if
you
privatize
there,
you
know
you
throw
in
a
profit
factor
and
also
you
lose
a
lot
of
control.
I
mean
a
lot
of
states
have
privatized
their
prison
systems
and
they've
they've
run
into
all
sorts
of
problems
with
with
privatized
prisons
and
and
so
while
it's
something
we
should
look
at
I
believe
I.
J
J
A
And
we'll
we're
gonna
finish
up
with
this
I
know
this
notice
that
you
guys
do
have
an
additional
page
that
was
sent
out
and
I
don't
know
if
it
relates
to
this
or
if
it
goes
on,
but
this
was
the
interstate
costs.
Did
you
guys
want
to
cover
that
now
or
is
that
an
association
with
something
else
later
on.
H
Mr,
chairman
I
believe
that
was
probably
a
conversation
that
was
had
at
the
last
meeting
to
try
to
wrap
up
that
the
or
clarify
some
of
the
comments
that
were
made
about
what
is
the
percentage
of
this
road
system
on
I-80,
I-25
I-90
and
then
also
how
much
are
revenues
go?
The
percentage
of
the
revenue
goes
towards
that,
and
it's
in
your
packet
I
think
it
was
a.
H
F
H
Mr
chairman
I'd
say:
thank
you
Representative.
No,
you
know
just
looking
at
the
what
Dennis
was
talking
about,
even
if
we
stick
with
the
standard
number
or
252
million
after
the
iija
extra
funding
that
we
got
so
we're
still
down
250
million.
Even
if
you
guys
were
to
look
at
the
fuel
tax
increase
by
20
cents,
we're
still
we're
still
short,
which
is
not
overly
palatable.
So
we
are
constantly
looking
and
talking
with
our
stakeholders
about
other
ideas.
H
I
know
representative
over
Miller
brought
forward
a
conversation
last
year
regarding
the
the
caps
on
the
federal
mineral
royalties
and
the
severance
tax.
Some
of
the
efficiency
conversations
went
into
indexing,
our
fees
and
our
in
our
you
know
our
license:
plate
fees,
our
registration
fees,
to
try
to
keep
up
with
that
inflation.
So
there's
a
lot
of
things
that
we're
looking
at
and
trying
to
have
those
conversations,
because
I
I,
think
Dennis
said
that
or
maybe
Senator
Pappa
said
that
the
field
tax
is
not
a
sustainable
fuel
Revenue
source
as
Things
become
more
efficient.
H
A
A
I'm
not
seeing
anybody
rushing
to
the
microphone
so
with
that
we
are
on
just
the
fuel
Tax
Administration
I'll
remind
the
committee,
so
we're
going
to
open
this
up
for
public
comment
before
we
move
into
the
actual
diesel
tax
bill
and
we'll
have
lso
go
over
that.
But
please
public
comment
on
the
fuel,
Tax,
Administration
and
committee
I
do
believe
I.
A
Q
Mr
chairman,
my
name
is
Dallas
scholes
and
I
represent
par
Pacific
Holdings.
We
are
the
the
owner
of
Wyoming
finding
in
Newcastle,
where
the
I
want
to
say
we're
one
of
the
smaller
refiners
in
the
country,
but
we
are
primarily
provide
fuel
to
Wyoming
and
our
Focus
to
the
general
areas
we
go
into.
The
Rapid
City
Market,
but
mainly
our
customers
are
in
Wyoming.
Q
Q
We
have
four
guys
that
work,
this
they're
they're
sitting
in
Houston.
We
have
four
refineries
now
and
the
current
statute
allows
for
10
days
to
respond
to
any
requests
for
information
and
it's
kind
of
onerous
when
you've
got
a
small
shop
and
you
have
to
go
back
and
find
a
whole
lot
of
data,
and
these
10
days
do
not
give
any
concession
for
holidays
FMLA
or
any
other
thing
that
goes
on
in
anyone's
lives.
Q
They're,
pretty
strict
and
we've
tried
to
work
with
the
administration
and
they've
been
very
good
about
that,
but
they
came
to
the
conclusion
that
the
statute
is
the
statute
and
we
have
to
comply.
So
in
order
to
be
in
compliance
and
and
to
to
have
an
efficient
Administration
on
the
side
of
the
Department
of
Transportation,
we
discussed
the
ability
of
changing
that
from
10
days
to
15
business
days.
That
still
gives
us
time
to
respond
in
a
timely
manner
and
gives
them
time
to
get
the
information
they
need
without
creating
any
backlogs.
C
A
Y
dot,
do
you
guys
by
chance
know
Dennis?
You
can
just
shake
your
head.
That's
fine!
You
don't
have
to
come
back
up.
Okay!
The
answer
was
no
for
the
those
watching
out
online
Dallas.
Thank
you.
No
further
questions
for
Dallas,
okay,
Dallas
appreciate
it.
Thank
you
all
right.
Any
other
further
public
comment
on
the
fuel
Tax
Administration.
K
Well,
miss
Sherman
I,
like
these
sorts
of
builder
app
ideas
where
there
seems
to
be
consensus
among
everybody
affected
is
we
do
have
a
handout
looks
like
that
would
get
a
bell
draft
going.
That
would
change
that
10
days
to
15
business
days,
so
I'd
move
that
we
offer
as
a
build
draft
for
consideration
our
next
meeting.
So
we
can,
and
maybe
we
can
get
an
answer
a
little
bit
more.
You
know
history
and
maybe
find
a
reason
why
that's
10
days,
but
for.
A
L
A
I
think
just
for
a
little
bit
of
discussion
here
again,
I
I
think
why
dot
has
been
consulted
on
this
I
think
everybody
has
been
discussed
on
this,
but
I
do
think
for
the
build
draft
consideration.
It'd
probably
be
good
to
have
a
little
bit
more
discussion
for
the
committee's
sake
as
to
as
to
what
the
implications
of
that
are,
but
any
further
discussion.
A
Okay,
all
those
in
favor
of
the
motion
by
Senator
boner,
chairman
boner,
to
have
this
as
a
bill
draft,
please
signify
by
saying
aye,
all
those
posts,
no
okay,
so
you
guys
have
that
as
a
directive,
any
further
committee
directives
on
fuel
Tax
Administration
all
right
now
we
will
move
on.
Thank
you,
co-chairman,
for
keeping
me
in
line
there.
Brian
I
believe
this
is
you
again,
and
this
is
for
the
committee
24
lso
0090,
the
diesel
tax
fuel
amendments.
G
Yep
Mr
chairman
this
is,
you
should
have
working
draft
0.6.
This
is
3-02
in
the
meeting
materials.
This
is
the
build
draft
that
the
committee
requested
in
May.
In
short,
it
would
increase
the
diesel
fuel
tax
by
some
yet
to
be
specified
amount.
That
was
in
in
line
with
the
motion
for
the
draft,
and
it
would
authorize
a
process
for
persons
whose
vehicles
are
registered
in
Wyoming
to
seek
a
refund
of
that
increased
diesel
fuel
tax
amount
up
to
the
amount
of
registration
fee
that
is
paid
by
that
by
that
user.
G
G
This
is
a
decision
point
for
the
committee
to
a
conforming
amendment
to
change
the
total
amount
of
the
tax
paragraphs,
one
and
two
on
page
three
simply
outline
the
current
tax,
so
it's
24
cents
split
by
a
23
Cent
per
gallon
tax
on
all
Fuel
and
then
the
one
cent
per
tax,
which
is
for
the
underground
storage
tanks.
That
was
previously
discussed
earlier
page
three
line
24.
This
is
the
new
incremental
tax
amount
that
would
need
to
be
filled
in
by
the
committee.
G
The
four
exemptions
are
listed
on
on
the
staff
comment
on
page
four
and
then
the
relevant
Provisions
are
on
page
five
and
the
top
of
Page
Six
page
six
Begins
the
the
language
for
the
refund
process
on
line
13
and
to
run
through
this.
The
way
it
would
work
as
drafted
is
any
diesel
fuel
user
purchases
or
uses
diesel
fuel
in
Wyoming
is
eligible
for
a
refund.
The
user,
though,
must
provide
information
to
ydot
that
shows
that
the
user's
vehicle
was
registered
in
Wyoming.
G
The
staff
comment
just
notes
whether
the
refund
should
be
an
amount
equal
to
just
the
state
fee.
The
county
fear
both
as
it's
currently
drafted.
The
refund
would
be
in
an
amount
equal
to
both
the
state
fee
and
the
county
fee,
and
then
page
nine
and
the
remainder
of
the
bill
is
just
the
section
of
Statute.
Concerning
the
distribution
of
these
taxes.
There
is
no
change
to
this
section
in
the
bill.
G
It's
simply
provided
for
reference,
and
so
it
would
follow
the
process
that
Mr
Byrne
generally
described
in
terms
of
the
75
going
to
the
highway
fund
25
to
or
approximately
73
excuse
me
to
the
highway
fund
25
to
the
counties
and
cities,
and
then
the
two
percent
administration
fee,
the
effective
date
for
for
administration
purposes,
is
January
1
2025.
with
that
Mr
chairman
I'd,
stand
for
questions.
G
Mr
chairman
Senator
Pappas,
in
accord
with
our
process.
We
do
not
do
fiscal
notes
on
this.
I
would
say,
though
Mr
chairman
Senator
Pappas,
Senator,
chairman
boner,
did
request
some
information,
and
so
there
is
in
your
materials,
it's
3-01,
a
short
Memo
from
budget
fiscal
that
basically
outlines
what
the
fiscal
impact
would
be
for
specified
increases
in
the
diesel
fuel
tax.
It's
a
short
two-page
memo
there,
but
Mr
chairman
I
I
should
also
probably
just
caveat
that
that
by
no
means
would
be
what
the
fiscal
note
says:
yeah.
L
Yes,
Mr
chairman
the
day
after
reviewing
this
and
thinking
about
it
a
while
the
question
I
had
is:
can
we
well
I
I?
Think
in
my
point
of
view,
is
need
to
include
language.
That's
clearly
states
that
if
any
part
of
this
reimbursement
program
that
we're
talking
about
with
registration
fees
fails
that
this
said
tax
increase
fails,
we
cannot
I.
I
would
not
vote
for
something
that
can
be
gutted
by
the
courts
and
then
we're
stuck
with
a
tax
increase
without
a
rebate
program.
That's
my
concern.
G
Mr
chairman
Senator
Kolb,
you
know
our
general
statutes
say
that
to
the
extent
you
know,
a
statute
is
held
unconstitutional.
You
work
to
interpret
it
to
leave
the
remaining
intact.
That
discussion.
That
point
would
be
I,
think
a
point
of
policy
for
the
committee
to
decide
how
to
proceed
in
that
manner.
Yes,.
K
Chairman
voter
and
so
follow
up
on
that
very
good
concern
that
we'd
have
to
include
language
saying
that
this
is
not
separable.
Basically,
is
that
correct,
and
so
if
one
part
of
the
bill
fails
scrutiny
with
the
court
and
everything
goes
away
we'd
have
to.
But
we
can't
do
that.
That's
an
option
right,
Mr.
A
H
Thank
you,
Mr
chairman,
definitely
bringing
in
the
Brain
Trust
on
this
one
they're
going
to
be
able
to
carry
most
of
the
water
on
this,
but
really
appreciate
your
comments
on
the
severability.
If,
if
something
happens,
I
would
sure
hate
to
be
issuing
refunds
on
something
that
we
can't
collect.
So
so
thank
you
for
that
comment
with
that.
I
think
I'll
probably
turn
it
over
to
give
at
least
the
agency
comments
on
this
bill
to
Dennis
or
Wayne.
I
We're
gonna
we'll
make
it
up
as
we
go
Mr
chairman
again,
Dennis
bernchey
financial
officer
with
why
not
and
I
we
did
look
over
this
bill
rather
extensively
in
particular,
Wayne
and
Kim.
Did
that
and
I
think
that,
just
to
go
over
some
notes
that
they
came
up
with
in
regard
to
the
overall
bill,
so
I
will
go
ahead
and
turn
it
over
to
Wayne
for
those
that
discussion.
H
R
S
H
R
Hassinger
fuel
Tax
Administration
program
manager
on
the
bill.
We
we
just
had
several
comments,
one.
It
would
certainly
result
in
a
a
need
for
increase
head
count,
just
the
potential
number
of
refunds
that
we
would
be
processing.
What
we're
our
estimate
is.
It
could
be
as
high
as
80
000
refunds,
just
based
on
the
number
of
registered
vehicles,
diesel
vehicles
in
the
state.
So
we
we
did
some
math
right,
not
not
terribly
scientific
for
sure
and
that's
how
we
arrived
at
the
language
up
to
six
additional
employees.
R
Now
those
would
be
more
entry-level
positions
where
they're
just
processing
refunds
throughout
the
year
and
and
another.
One
of
our
comments
shows
how
we'd
like
to
attempt
to
spread
those
out,
so
we
didn't
receive
all
of
the
refunds
at
one
time.
So
our
our
idea,
when
we
talked
about
how
many
additional
employees
would
it
take,
there's,
certainly
a
cost
associated
with
that
we
we
got
back
to
the
the
discussion
about
that
two
percent
admin
fee
that
likely.
I
R
Used
what
what
we
think
is
really
good
math
to
arrive
at
that
conclusion,
so
it
it
might
not
be
six
employees,
it
really
might
be
four,
you
know
it
might
be,
but
the
potential
is
for
80
000
refunds.
We
we
might
not
get
80,
000
refund
requests
so,
but
we
figured
that
that's
probably
how
we
needed
to
present
it.
Our
our
other
comment
associated
with
the
bill
was
just
the
timing
of
the
refund
request
that
the
the
bill
has
has
written
says
within
a
year.
R
If,
if
we,
if
we
could
say
14
months
so
that
gives
them
a
little
more
time
to
get
there
packet
sent
to
us
without
us
having
to
tell
them.
Oh
well,
you
you
missed
it
because
you
it
wasn't
here
within
a
year
and
then
and
then
we
thought
potentially
in
rules
and
regs,
we
can
Define
annual.
So
then
it's
not
January
it's
not
calendar
year.
R
A
J
My
questions
leading
to
is:
is
it?
Is
it
enough
that
people
are
going
to
even
bother
with
it?
I
mean
if
there's
a
lot
of
money
at
stake,
I
don't
know,
I
have
no
clue
and
that's
you
know
if
we're,
if
we're
creating
something
that
that
people
won't
even
bother,
because
it's
so
little
dollars
and
and
we're
having
to
put
in
more
ftes
on
I.
Is
it
worth
it
I?
That's
all
I
I,
just
don't
know
how
much
money
we're
talking
about
in
a
refund.
A
L
Thank
you,
Mr
chairman,
well
to
the
question
about
ftes
and
the
folks.
You
might
need
I,
I,
guess,
I
I
assumed
you
could
do
this
with
Automation
and
you
could
do
it
online
I,
don't
know!
Why
would
you
need
people?
Couldn't
you
you
know,
couldn't
you
construct
a
form
online
question,
one
question
question
two
would
be,
could
you
Outsource
this
and
have
it
done
less
expensively
by
some
outside
group
as
I've
been
looked
at,
or
would
you
be
willing
to
look
at
that?
Thank
you.
Mr
chairman.
R
I
I
think
it
would
be
a
lift
to
to
say
yeah.
We
could
achieve
those
through
technology
right
out
the
gate
again,
just
the
the
programming.
That's
that
we're
doing
right
now
for
the
EV,
a
proposed
EV
taxation
is
taken
a
lot
of
time
and
actually
Kim
was
doing
the
programming
and
she
works
at
fuel
tanks.
So
right,
I,
don't
know
that
we
even
have
the
the
manpower
to
pull
that
up.
As
far
as
Outsourcing,
like
the
director
said
earlier,
I
think
we're
open
to
anything.
We
we
don't.
R
R
I
think
there
there
are
probably
a
lot
of
nuances
associated
with
that
that
we'd
have
to
look
into
so
the
long
answer
right,
because
I
just
gave
the
long
answer
is
yeah
we're
open
to
to
any
way
to
to
perform
the
function
more
efficiently,
and
that
would
include
technology
or
Outsourcing
it.
Unless
the
director
says
we're
not
doing
that.
C
I
Mr
chairman,
thank
you,
I
appreciate
the
question
in
my
earlier
presentation.
I
had
some
some
numbers
written
down,
anticipating
that
question
so
in
the
presentation
that
I
gave
you
know
specific
to
if
we
were
to
rebate
based
on
the
percentage
of
Wyoming
residents,
so
assuming
full
rebate.
Assuming
that
our
estimates
for
diesel
usage,
38
versus
62
is
correct,
why
dots
increased
net
revenue
would
be
about
1.6
million
dollars
per
penny,
so
there
would
be
a
net
increase
to
Y
dot,
even
considering
the
rebates.
A
K
Yeah,
just
to
further
I
mean
so
we
can
kind
of
get
an
estimate
of
brought
faster
before
they
do
the
fiscal
note
of
the
impact,
and
if
you
read
that
memo
we
there's
roughly
76
701
76
701,
decent
registrations
that
we
know
of
you
can
divide
that.
1.6
number
you
know
by
that
amount
and
arrive
at
the
average
rebate
per
vehicle,
at
least,
and
that's
a
little
over
20.
It's
about
21
bucks,
a
vehicle.
K
Obviously
you
know
there's
some
probably
don't
know
that
we
don't
know
the
type
of
engine
that
it
has,
and
so
it
might
be
less,
but
I
think
it
is
important
to
have
this
conversation,
because
we
do
I
think
we
do
have
enough
information
to
get
a
general
idea
of
the
fiscal
impact
both
on
the
agency
and
on
the
public.
It's
not
precise
I'll
give
you
that,
but
it's
not
like
we're
exactly
it's
a
way.
It's
a
scientific
wag,
not
a
wag!
How
about
that
foreign.
A
L
Senator
Culp.
Thank
you.
Mr
chairman
I'd,
like
to
ask
a
question:
it's
an
open-ended
question,
but
why
wouldn't
we
just
want
to
give
a
total
rebate
of
the
registration
costs
and
not
even
worry
about
what
you'd
have
to
do
and
tracking
things
down
for
Wyoming
residents?
Why?
Wouldn't
that
be
a
better
solution
or
a
simpler
solution,
a
less
costly
solution
and
one
frankly
that
maybe
not
challenged
by
interstate
commerce
clause
because
we're
just
giving
a
rebate
it's
up
to
us
to
give
a
rebate
I
think
if
that's
a
choice
we
could
make.
A
I
would
venture
to
Guess
that
they're,
probably
going
to
be
reluctant
to
to
opine
on
that,
but
I
would
also
say
I
think
we
have
some
County
Commissioners.
That
would
probably
care
to
talk
on
that
as
well,
just
because
the
registration
fees
affect
far
more
than
just
roads,
and
so
when,
when
you
start
talking
about
doing
a
complete
registration
refund,
that's
where
the
unfortunately,
the
minutia
gets
into
the
way.
But
director.
If
you
have
anything
else
that
you'd
like
to
add.
H
I'm,
smart
enough
to
take
your
lead
on
that.
But
I
agree
with
your
comments.
I'll
be
as
selfishly
great
idea,
but
realistically
the
impacts
would
be
so
great
across
the
the
rest
of
the
system
through
the
counties
and
the
cities
that
it
would.
It
would
probably
be
pretty
cautiously
advised
not
to
go
that
route.
E
Thank
you,
Mr
chairman.
This
is
probably
more
of
a
comment
than
a
question
and
I've
I've
appreciated
what
Senator
Boehner
representative
o'hern
Senator
Colvin
just
said
for
all
the
administrative
headache.
Now
when,
if
I'm
remembering
correctly,
we
first
talked
about
doing
this
tax
strictly
along
the
I-80
Corridor
and
the
argument
basically
went
along
the
lines
of
well.
That
creates
a
lot
of
administration
headache.
Let's
just
blanket
the
entire
state,
every
bit
of
administrative
headache
that
you
guys
endure.
Small
businesses
endure
as
well
may
become
cumbersome.
E
H
K
It
would
be
less
precise,
so
I'll
give
you
that,
but
just
overall
reduction
and
registration
fees,
coupled
with
an
increase
in
the
field
tax
and
then
we'd
have
to
get
in
that
discussion.
Okay,
it
would
probably
just
be
focused
on
that
State
registration
fee,
which
is
I,
think
the
lowest
one
is
for
school
buses.
It's
25
bucks
a
year,
whereas
the
counties
are
based
off
the
value
of
the
vehicle
and
it's
going
to
be
hundreds
of
dollars,
so
we'd
have
a
fairly
limited
ability.
K
If
you
will
this
idea-
and
we
saw
it
with
the
diesel
numbers-
is
that
you
know
a
massive
amount
of
out-of-state
traffic
is
what
we're
looking
at,
and
you
know
the
idea
of
being
focusing
on
Commercial
Truck
traffic,
but
it
could
be.
You
know
if
I
have
15
of
our
state
car
drivers
as
well,
and
so
we
just
have
to
run
the
numbers
and,
what's
the
limit,
you
know
if
we're
only
going
to
be
able
to
reduce
that
registration
fee
for
our
Wyoming
residence
by
say,
20
bucks.
What's
the
limit?
K
Is
it
only
two
cent
increase
in
the
fuel
tax?
You
have
everything
even
out,
and
so
we
collect
the
user
fee
without
impacting
our
Wyoming
residents.
That's
the
question.
I
think
that
might
not
not
to
you
know,
buy
us
a
discussion
one
way
or
the
other,
but
I
think
that
would
be
a
superior
way
of
going
about,
require
different,
build
draft.
Just
increase
the
fuel
tax,
reduce
registration
fees
in
such
a
way
that
it
doesn't
impact
it's
not
neutral
to
Wyoming
arrests
and
hopefully,
that'll
help
with
some
of
the
legal
concerns
as
well.
K
F
N
You
Mr
chairman,
so
you
guys
do
a
lot
of
studies
on
how
much
impact
you
guys
would
receive
per
Penny
and
so
forth.
Have
you
done
how
much
of
an
impact
it
would
have
on
your
consumers
that
you
would
deal
with
so
like
diesel?
It
seems
like
every
product
that
we
deal
with
is
on
trucks
multiple
times.
So
then,
would
that
also
increase
inflation
dramatically
more
to
the
point
where
the
companies
you
have
for
road
construction,
all
their
equipment
and
stuff
like
that?
N
Will
that
increase
dramatically
so
then,
okay,
yeah
you're
getting
an
extra
million
dollars
per
Penny,
but
for
the
construction
companies,
they're
gonna
really
increase
the
cost
even
substantially,
because
they're
running
a
lot
more
equipment
and
how
many
more
trucks
are
they
running,
and
so
is
it
going
to
have
even
a
net
negative
unintended
consequences,
I
guess
for
every
person
across
the
state.
You
know,
because
to
go
from
the
farm
to
the
grain
bin,
from
the
grain
bin
to
the
supplier,
to
who's,
producing
a
product
back
to
a
distribution
center
back
to
the
final
retail.
A
I
Burns,
thank
you.
Mr
chairman,
conceptually
I,
totally
understand
the
question
and
and
I
think
the
what
I
can
share
with
you.
Folks
actually
came
from
a
former
member
of
the
body
and
he
was
an
economist
and
smart
guy
and
what
what
he
noted
and
realized
with
the
10
cent
gas
increase
is
that
he
increased
the
gas
tax
by
10
cents.
You
don't
see
that
at
the
pump
you
see
some
fraction
of
that.
I
The
other
thing
to
keep
in
mind
is
that
the
fuel
is
a
market
driven,
it's
a
commodity,
it's
Market
driven,
so
it's
it's
not
collected
at
the
pump.
So
it's
not
like
it's
an
add-on
to
the
receipt
that
you
get
it
is.
It
is
baked
into
the
overall
cost
of
the
fuel,
and
so
what
this
gentleman
found
last
time
this
happened.
Some
of
you
probably
know
who
I'm
referring
to
there
was
a
fraction
of
an
increase
based
on
the
overall
increase.
So
will
it
sure,
theoretically,
to
some
degree,
will
it
increase
some
inflation?
I
D
E
You
I'm
looking
at
this
and
I'm
in
a
situ
a
similar
situation
in
the
construction
business,
where
the
market
will
only
bear
so
much
of
an
increase.
So
would
it
be
fair
to
say
then
that
if
the
taxes
are
raised
but
the
fuel
distributors
can't
the
market
won't
bear
and
increase
compensatory
to
that
that
they
are
then
basically
eating
the
loss
and
and
we're
hurting
them?
Is
that
a
fair
assessment
Mr.
I
L
Thank
you,
Mr
chairman
well,
I've
been
in
the
fuel
industry
for
40
years,
so
let
me
be
real
clear
about
how
that
Regional
issue
works
and
you're.
Correct,
I
agree
with
you,
anecdotally,
that's
exactly
what
happens.
The
issue
comes
down
to
you
know
what
the
major
oils
are
going
to
do
when
they
decide
to
cost
ship,
because
that
was
the
question
years
ago
when
I
was
a
county
commissioner.
L
What
do
we,
how
how's
that
going
to
impact
folks?
Well
it
it?
I
I
about
guarantee
from
what
I
experienced
this
it's
going
to
be
a
fuel
cost
increase.
It
will
be
now,
will
the
full
brunt
of
it
be
bared?
Well,
whatever
the
increased
cost
is
by
the
by
the
five
cents
or
whatever,
probably
not,
because
they
all
make
money,
because
Wyoming
has
a
lower
cost
to
do
business
here,
so
they
suck
up
the
extra
profits
is,
is
what
they
typically
have
done.
L
Regionally,
that's
a
regional
issue
in
our
area,
so
I
think
that
while
there
will
be
an
increase
and
it
will
be
an
increase
in
cost,
you
know
it
won't
be
the
full
increase.
It
hasn't
been
I.
Don't
know
you
could
probably
track
that
good.
We
after
the
last
increase,
have
we
ever
beared
the
cost
of
that
tax
increase.
Typically
over
the
years
past
the
increase.
Maybe
we
could
have
some
information
Mr
chairman
Mr,.
I
Bird
Mr
chairman,
we
have
tracked
it
very
early
on
initially
once
the
the
tax
was
increased
and
I
think
what
we
saw
and
we'll
get
the
numbers
to
you
because
I
this
is
off
the
top
of
my
head.
I
think
we
saw
probably
a
six
to
eight
percent
increase
of
the
10
cents
on
diesel
and
like
four
four
cents
on
the
10
cent
increase
on
gasoline.
That's
what
my
recollection
bears
but
we'll
get
that
information
too.
We
haven't
tracked
it
past
that,
because
of
the
the
volatility
of
the
market
so
and.
A
I
I
would
say:
anecdotally,
I
feel
like
we
asked
this
question,
probably
a
dozen
times
in
the
past
seven
or
eight
years,
but
I
think
I
do
remember.
The
four
four
percent
was
kind
of
the
discussion
a
couple
years
ago
about
four
cents
at
the
pump.
So,
okay,
anybody
else
all
right.
Why
not?
Thank
you
guys
so
much
we'll
open
this
up
for
public
comment.
A
We
are
on
oh,
yes,
I'm!
Sorry,
we
have
Trucking
Association
I'm,
sorry
Sheila!
Thank
you!
Brian
is
Senator.
Broner
is
keeping
me
in
in
line
here
today,
I'm
ahead
of
myself,
and
then
we
have
energy
marketers
after
that,
yes,
I'm
just
on
the
agenda,
not
on
the
agenda,
so
I
wasn't
looking
Sheila,
please
if
you
would
introduce
yourself
good.
T
Morning,
Mr,
chairman
Mr
co-chairman,
members
of
the
committee
Sheila
firch,
with
the
Wyoming
Trucking
Association,
appreciate
the
opportunity
to
visit
with
you
a
little
bit
this
morning
about
fuel
taxes
in
general
and
specifically
the
bill.
That's
ahead
of
you
I
want
to
preface
my
comments,
reminding
you
because
I
think
I
did
tell
you
this
back
in
May,
but
just
in
case
I
didn't
or
just
to
refresh
everyone's
memory.
The
Wyoming
Trucking
Association
has
supported
fuel
tax
increases
in
the
past.
T
We
were
part
of
the
Grassroots
Coalition
that
worked
to
get
the
10
cent
a
gallon
fuel
tax
increase
in
13..
We've
also
supported
fuel
taxes
that
have
been
proposed
since
then,
but
we
when
we
do
support
those
fuel
taxes.
It's
very
specific.
We
know
what
the
amount
is
that
we're
discussing.
We
support
a
fuel
tax,
not
just
a
diesel
tax.
We
feel
very
strongly.
It
should
be
gasoline
and
Diesel
at
the
same
level.
I
know
other
states
do
have
a
difference,
but
my
members
are
very
supportive
of
gasoline
and
Diesel.
T
At
the
same
level,
we
feel
like
there's
already
a
built-in
differential
with
diesel,
just
based
on
the
number
of
gallons
a
diesel
commercial
vehicle
uses
versus
the
number
of
gallons
a
passenger
vehicle
to
go
to
the
same
miles.
We
also
at
the
time
that
we
were
supporting
the
fuel
taxes
in
the
past.
We
were
supportive
of
do
it
once
don't
phase
it
in
just
get
it
done.
That,
of
course,
depends
on
the
amount
of
tax
we're
talking
about.
If
we're
talking
about
a
bigger
amount,
we're
perfectly
fine
with
phasing
in
a
fuel
tax
increase.
T
We
have
not
taken
a
position
on
indexing
fuel
taxes.
We're
certainly
willing
to
discuss
that,
but
we
want
to
know
what
the
ceilings
are.
What
the
floors
are,
what
what
we're
really
going
to
be
faced
with,
because
a
lot
of
times
when
you
start
talking
indexing,
there's
too
many
unknowns,
and
for
for
a
carrier
to
be
able
to
kind
of
plan
what
their
fuel
taxes
are
going
to
be.
We
kind
of
need
that
extra
information,
one
of
the
big
caveats
anytime.
We
talk
about
a
fuel
tax
increase
that
we're
going
to
support.
T
Is
that
we'll
support
a
fuel
tax
as
long
as
there's
no
diversions
of
the
current
funding?
That's
going
to
Y
dot
for
the
highways,
we
don't
want
to
be
able
to
say
yeah,
we'll
support
this
fuel
tax,
but
then
all
of
a
sudden,
Federal
funding,
Federal
Severance
tax
money-
that's
going
to
ydot-
is
siphoned
off
for
some
other
reason,
because
that
has
happened
in
the
past.
T
So
no
diversions
of
current
funding,
no
diversions
of
funding
at
any
level,
basically
from
ydot
we're
going
to
give
them
money,
give
them
money,
don't
don't
take
it
away
at
the
other
side,
so
that's
kind
of
what
our
history
has
been
and
how
that
then
applies
to
the
bill.
That's
ahead
of
you,
we've
not
taken
a
position
on
this
bill
because
we
don't
want.
We
don't
know
what
the
amount
is
and
we
do
have
some
concerns
about
the
rebate
being
given.
T
We
understand
the
reason
for
it
and
we
have
appreciated
the
discussion.
That's
been
going
on
around.
How
do
we?
How
do
we
balance
do
that
balancing
active?
We
know
why
not
needs
more
money,
but
we
don't
want
our
constituents
to
have
to
pay
that
bill.
So
we
worry
about
another
layer,
another
many,
maybe
maybe
many
layers
of
bureaucracy
for
the
administration
of
a
rebate.
T
You
know
the
the
fuel
Tax
Administration
right
now
is
very
I,
don't
want
to
say
simple,
because
I
know
the
fuel
Tax
Administration
takes
a
lot
at
the
state
level,
but
it's
a
it's.
Everyone
knows
what
happens
and-
and
we
know
how
it's
collected.
We
know
how
it's
administered
and
it's
very
efficient
and
it's
very
inexpensive
at
this
point
to
administer
and
collect
those
fuel
taxes.
This
is
going
to
make
it
much
more
difficult
and
more
expensive.
T
T
I
I
have
concerns
about
requiring
additional
employees
and
I
know,
there's
discussions
about
how
to
maybe
make
that
not
happen.
But
it
worries
me
with
why
not
struggling
to
fill
the
vacancies
and
the
positions
that
they
have
open
right
now,
if
we're
talking
about
having
to
provide
more
more
employees,
that
that's
a
concern
in
your
initial
discussion
back
in
May
I
was
concerned
that
we
were
going
down
the
road
that
would
have
Commerce
Clause
issues,
I'm,
not
an
attorney,
but
the
way
I
read
the
bill.
T
This
bill
looks
like
the
rebate
is
open
to
any
user
of
diesel
fuel.
My
concern
with
the
Commerce
Clause
issue
is,
when
you
start
charging
attacks
and
and
applying
it
differently
to
an
intrastate
carrier
versus
an
interstate
carrier,
that's
going
to
lead
to
a
Commerce
Clause
issue.
This
bill
appears
to
be
open
to
any
user
and
specifically
talks
about
the
IRP
registration
plan
and
the
interstate
carriers
paying
the
heavy
use
equalized
user
fee.
So
I
am
assuming
that
it
applies
to
everyone.
The
rebate
applies
to
everyone.
T
Anybody
can
apply
basically,
in
my
opinion,
you're
putting
this
tax
out
there,
but
you're
letting
the
constituent
decide
whether
he
wants
to
tax
himself
or
not,
because
if
he
doesn't
apply,
then
he's
paid
the
tax.
If
he
applies,
then
he
didn't
so
you
know
that's
an
easy
way
to
just
let
the
constituent
decide
whether
he
wants
to
be
taxed
or
not.
T
T
I
do
think
that
yeah
Mr
chairman,
if
you
would
allow
me
to
kind
of
address
the
amendment
at
the
same
time,
I
know
we
haven't
discussed
that
yet,
but
while
I'm
up
here,
I
might
as
well,
I
do
have
some
concerns
about
that
that
that
would
may
lead
I'm
again,
not
not
a
legal
brain,
but
that
certainly
may
lead
to
a
Commerce
Clause
issue,
because
you
are
very
specifically
targeting
a
certain
area
of
the
state
with
known
Interstate
travel.
I
I
worry
about
that.
T
There
was
a
state
back
East
that
tried
something
similar
recently,
not
with
fuel
taxes
with
another
fee,
and
it
very
blatantly
was
directed
towards
Interstate
vehicles
and
the
trucking
industry
did
file
suit.
They
won
that
lawsuit.
So
far
it
hasn't
been
appealed.
We
don't
know
if
it
will
be
or
not,
but
I
do
worry
that
that
that
that
that
whole
conversation
about
just
trying
to
Target
Interstate
vehicles,
you
know
I
I,
think
it's
important
to
understand
if
denirp
and
just
in
a
basic
nutshell
those
carriers
that
are
driving
across
any
Wyoming
highways.
T
Interstate
carriers
do
pay
registration
fees
to
the
state
of
Wyoming
through
IRP.
They
do
pay
fuel
tax
for
the
fuel
that's
burned
in
this
state,
so
they
are
able
to
apply
in
file
and
apply
in
the
states
of
their
domicile.
But
then
those
States
factor
out
what
needs
to
go
to
the
other
states,
so
carriers,
you
know
I,
know,
there's
that
perception
perception.
You
see
all
those
trucks
on
I-80
and
they're,
just
passing
through
they're,
not
stopping
they're,
not
fueling,
and
everyone
thinks
well
they're,
not
paying
anything,
but
they
are
so
I.
T
Chairman,
please
representative,
Smith,
that's
a
good
question!
A
carrier
is
going
to
look
at
fuel
prices
because
that's
that's!
The
bottom
line
is
how
much
they're
paying
per
gallon
for
prices
they're
going
to
pay
the
tax,
no
matter
what
so
that
part
of
it
doesn't
come
into
their
determination,
because
if
they
pay
24
cents
in
Wyoming,
that
money
is
coming
back
to
Wyoming
at
24
cents
if
they
pay
some
22
cents
in
Colorado,
22
cents
of
what
they
burn
is
going
back.
E
Thank
you,
Mr
chairman,
just
a
very
quick
question
that
directly
related,
but
very
closely
in
in
my
business
and
in
my
personal
life.
Insurance
rates
have
just
exponentially
increased
over
the
last
few
years
and
they
blame
inflation
as
well.
Are
your
members
seeing
a
marked
increase
in
their
insurance
rates
and,
if
so,
do
you
have
an
idea
of
a
percentage?
Thank
you.
T
Represent
Pendergrass,
yes,
they
are
seeing
a
marked
increase,
but
it's
not
new.
They
have
seen
perpetually
large
increases
over
the
last
decade.
I
can't
tell
you
what
that
percentage
is,
but
I
know
that's
a
huge
issue
for
motor
carriers,
and
there
are
excuse
me,
Mr
chairman,
and
there
are
fewer
and
fewer
insurance
carriers
that
are
offering
insurance
coverage
for
motor
carriers
as
well,
and
that
makes
that
makes
it
challenging
for
carriers.
J
J
What
what
would
your
industry
think
if
we,
if
we
didn't
even
talk
about
raising
fuel
taxes,
but
do
what
other
states,
like
Colorado
I
mentioned,
put
a
delivery
fee
on
every
delivery?
Of
course
it
would
be
not
only
truckers,
but
it
would
be
anybody
doordash.
It
would
be
anybody
who
delivered
who
used
the
roads?
T
Chairman
Senator
Pappas
we'd
be
willing
to
discuss
that
I
think
that's
part
of
where
we
might
need
to
be
going
with
a
lot
of
this
discussion.
My
colleagues
in
other
states,
because
we
get
together
regularly
and
talk
about
Highway
funding
and
what
they're
doing
in
their
states
and
the
states
that
have
been
successful
in
really
trying
to
stabilize,
what's
going
into
their
Departments
of
transportations,
have
taken
a
look
at
an
entire
Transportation
package
that
maybe
it's
a
small
fuel
tax
increase
and
package
delivery
and
three
or
four
different
other
things.
T
Sales
tax
on
Highway,
related
things
tires
oil,
windshield
wipers
that
type
of
thing.
So
it's
it's
not
a
big
bite
of
anything,
but
it's
several
different
things
all
at
once
to
consider
in
an
entire
package
so
that
it
isn't
so
onerous
on
everybody
for
every
single
tax
or
fee,
but
we'd
be
certainly
I,
don't
know
what
their
reaction
would
be
and-
and
it's
not
something
we've
discussed
in
the
past,
but
certainly
something
we'd
be
willing
to
discuss.
J
A
Further,
we
have
the
energy
marketers,
we
had
them,
not
raise
their
hand
as
we
came
through
the
last
one,
so
I'm
just
going
to
make
sure
not
seeing
anybody
rush
and
we
don't
have
anybody
online
correct.
Well,
not
for
energy
marketers,
though
no
okay,
all
right
with
that,
then
we
will
open
this
for
public
comment
and
what
I'll
do
is
I
will
ask
anybody
who
has
public
comment.
Please
fill
the
seat,
so
we
don't
have
to
continuously
recycle
and
wait
for
people
to
stand
up
sit
down.
A
O
There
we
go
good
morning,
Mr,
chairman
and
committee.
I
am
Emily
parvassini
Sublette
County
Treasurer
I'm,
representing
the
county
treasurer's
Association
I
wanted
to
address
Senator
kolb's
question
earlier
about
registration
costs.
I
did
the
math,
and
if
you
have
a
eighty
thousand
dollar
F-350,
that's
brand
new.
O
The
registration
is
about
fifteen
hundred
and
thirty
dollars
the
first
year.
90
of
that
goes
to
the
state
as
the
state
fee,
based
on
the
weight
of
the
truck
and
fourteen
hundred
forty
dollars
goes
to
the
county.
If
you
have
say
a
seven-year-old
pickup,
that's
a
diesel,
that's
same
F-350
that
you
paid
35
000
for
your
registration
is
250
to
47.50.
O
The
important
thing
to
remember,
Mr
chairman,
is
that
the
county
portion
is
not
kept
solely
by
the
county
that
cost
that
Revenue
that
we
collect
is
distributed
to
the
schools,
the
libraries,
the
rec
centers,
the
museums.
Everybody
gets
a
little
piece
of
that.
So
when
you
talk
about
refunding
the
county
portion,
all
of
those
entities
are
then
affected
by
that
refund.
O
That's
given,
if
you're
talking
about
large
commercial
interest,
state
trucks
that
license
their
semis
in
in
in
county
in
state,
those
registrations
can
be
as
much
as
three
or
four
thousand
dollars,
based
on
the
MSRP
of
the
truck
and
the
weight
of
the
truck
load
and
trailer,
and
if
that's,
if
they
don't
have
any
mileage,
discounts
or
discounts
that
are
offered
through
the
county.
So
again
you
know
not
the
percentage
that
would
go.
O
N
O
O
You
know
sublet
County,
which
is
my
County,
where
we
capture
District.
So
we
collect
a
lot,
but
then
those
schools
then
have
to
turn
around,
send
it
to
the
foundation
to
the
the
state,
and
it
gets
then
redistributed
to
the
counties
that
don't
have
the
minerals
that
our
County
does
so
as
far
as
real
Cuts,
you
know
when
we're
talking
about
inflation,
everyone
is
seeing
it.
Everything
is
more
expensive
running
the
lights
and
the
heat
in
a
building
is
more
expensive.
A
I
will
just
follow
up
with
that.
A
lot
of
those
fees
that
are
also
assessed
are
also
voted
on
by
the
voters,
the
Mills
that
are
imposed
for
a
lot
of
these
Hospital
districts.
Those
types
of
things
that
do
have
those
property
taxes
are
ultimately
voted
on
by
the
voters,
so
the
the
ability
to
cut
those
would
then
go
back
to
the
voters
on
that
as
well.
So,
okay
as
privacy.
Thank
you
so
much
for
making
the
trip
over
the
mountains
appreciate
you
being
here.
Yes,
County
Commissioner,
Association,.
U
V
Mr
chairman,
my
name
is
Tom
Ryan
I'm,
the
co-chair
of
the
Wyoming
County
Commissioners,
Association
transfer
transportation
and
Veterans
Affair
committee
and
a
chairman
of
the
hot
springs,
County
Commission
I'm.
Also
the
president
of
Ryan
brothers
trucking,
a
Thermopolis
based
company
moving
resources
to
build
our
roads,
heat
our
homes
and
feed
our
communities
and
is
also
celebrating
its
65
years
in
business
in
Wyoming.
V
V
V
Unamended
counties
may
see
additional
funds
from
this
law
for
background.
Under
current
distribution,
County
receives
20
percent
of
the
total
diesel
fuel
tax
collected
Statewide,
approximately
16.7
million
in
fiscal
year,
22
hot
spring
County
receives
approximately
190
000
annually
and
diesel
fuel
tax
revenue
consistent
with
Wyoming
Constitution.
We
utilize
These
funds
to
construct,
reconstruct,
maintain
and
repair,
County
roads
and
bridges.
V
V
V
V
V
We're
in
preservation
mode,
advancing
any
fuel
tax
increases
increase
is
always
difficult,
sometimes
impossible.
We
are
concerned
passing
chairman
boner's
Amendment
May
impede
future
investment
in
Wyoming's
roadways
outside
of
the
I-80
Corridor.
As
such,
we
request
the
committee
not
Advance
the
amendment
Mr
chairman.
That
concludes
my
testimony
and
I
stand
for
questions.
E
V
On
the
other
you're
more
than
welcome
too
Mr,
chairman
representative
I
I,
you
know
the
Ryan
brothers
trucking
is
not
opposed
to
a
to
a
diesel
fuel
tax.
As
long
as
it's
going
back
to
why
Dodd?
You
know,
we
see
tremendous
benefit
from
wide,
odd
and
and
I
I,
don't
know
paying
more
taxes
would
have
lessened
the
impact
of
of
the
winner.
V
V
You
know
nobody
likes
to
pay
more
taxes,
but
in
the
price
of
fuel
you
know
when
it
was
24
cents
and
fuel
was
at
a
dollar.
It
seemed
like
a
a
pretty
big
tax.
You
know
when
it's
fuels
at
450,
10
cents
doesn't
seem
quite
as
as
so
so
we're
not
we're
not
opposed
I.
Don't
I,
don't
know
that
it
would
have
impacted.
E
Up,
thank
you
Mr
chairman,
and
thank
you
for
that
qualification,
the
last,
because
I
just
wanted
to
make
sure
that
I
heard
from
you
that
you
there
maybe
there's
some
dubiousness
on
your
point
in
your
mind
that
even
if
these
taxes
were
increased
and
they
had
more
people
to
go
out
and
clear
the
roads,
sometimes
it
is
the
way
that
it
is
is.
Is
that
your
view
is
that
I
think
I
heard
you
express
twice.
V
It
is
I,
you
know,
I
I
know
that
I
I
talked
to
why
not
quite
a
little
with
our
local
districts
and-
and
you
know
some
of
the
issues
they
were
having
at
Muddy
Gap
last
winter,
but
you
know
I
also
had
drivers
who
were
telling
me
that
there
was
no
dress
taller
than
their
truck
alongside
the
road.
So
you
know
by
the
time
the
plow
came
and
went
back
it
was,
it
was
closed.
So
yeah,
you
know
why
not,
why
not
stood
the
brunt
of
it,
but
I
mean
it
was.
K
Thank
you,
Mr,
chairman
now,
I'm
glad
you
brought
up
the
amendment
that
I
have
proposed.
This
was
came
from
our
management,
Council
I
think
the
the
idea
was.
The
discussion.
Was
that
there's
an
impression
that
say
the
state
of
Utah
had
a
similar
provision
where,
if
you're,
within
a
certain
amount
of
distance
from
the
interstate
that
there
somehow
is
variable
diesel,
you
know
fuel
tax,
increase,
I
can't
help,
but
wonder
if
that's
just
the
market,
you
know
kind
of
you
see
that
difference
in
between
a
you
know:
price
of
gas.
K
K
Close
to
the
interstate,
it's
gonna
be
about
five
to
ten
cents
more
expensive
than
something
that's
in
the
middle
of
town
and
that's
just
because
you
know
I
think
that's
supply
and
demand
at
you
know
at
play,
not
necessarily
A
a
different
policy
decision,
so
I
think
we
heard
a
little
bit
from
the
Trucking
Association
I
just
want
to
hear
from
somebody
who's
in
the
industry.
Are
you
aware
of
any
similar
provision
anywhere?
V
Mr
chairman
right,
I,
I,
I,
don't
know
of
any.
You
know
the
they
talk
about.
Ifta
and
IRP
I
understand
those
those
both
those
mechanisms.
Quite
well-
and
you
know
when
you
file
your
ift
attacks,
we
file
it
to
Wyoming,
but
it,
but
you
account
for
every
state
you
run
I,
don't
I,
don't
know
how
you
would
there
isn't
any
differentiation
in
in
the
fuel
tax.
You
know
the
the
price
of
the
fuel
might
be
a
little
higher
because
it's
too
hard
to
get
downtown
to
the
Maverick
you're
in
a
truck.
V
R
K
K
F
Mr,
chairman
thanks
and
that
and
I
agree
with
there's
Mr
your
descent.
Good
Senators
and
co-chairman's
comments
there
and
just
to
add
to
that.
I
I
know
what
I
pay,
where
I'm
from
in
the
corner
of
the
state
in
Evanston
and
and
then
I
get
here
and
I
see
what
the
the
cost
of
fuel
and
is
and
I'm
thinking
is
that
because
the
taxes
are
lower
here
than
in
Evanston,
or
is
it
because
of
the
profit?
F
F
There
are
some
State
highways
and
state
state
roads
and
that
need
to
also
be
fixed,
and
we
can't
just
throw
everything
to
I-80,
which
that
is
an
issue
and
that's
where
most
of
a
lot
of
people,
travel
and
they'll
they'll
know
how
I-80
is
this
weekend
when
they
travel
to
watch
the
Cowboys
play,
because
there
are
some
spots
that
aren't
getting
fixed.
But
but
how
do
we
tax
and
how
do
we
gather
fees
to
make
it
fair
for
everyone?
V
V
V
You
do
incorporate
all
those
carriers
that
are
traveling
in
Wyoming,
regardless,
whether
it's
I-80
or
anywhere
else
I
I
can
tell
you
that
if,
if
you
tried
to
just
tax
I-80
from
a
trucker's
point
of
view,
it
would
be
an
administrative
nightmare
to
try
to
try
to
it's
hard
enough,
just
tracking
all
the
miles
in
every
state.
We
run
let
alone
trying
to
break
it
out
based
on
Interstate
80.
But
you
know
I,
don't
know
I,
don't
I,
don't
have
a
response
for
some
of
the
other.
S
V
A
W
Mr
chairman
good
morning,
members
of
the
committee,
my
name,
is
Kelly
little
I'm,
the
director
of
government
government
Affairs
at
the
associated
general
contractors
of
Wyoming
historically
AGC
of
Wyoming,
has
supported
increases
in
the
fuel
tax
and
in
general
they
support
increased
funding
for
roads.
You
know
my
members
are
on
the
front
lines
of
Wyoming's
highways
and
Roads,
and
they
they
understand
the
dire,
the
dire
need
and
the
dire
condition
that
the
roads
are
in
as
a
an
as
an
association.
W
In
conclusion,
I'd
just
like
to
reiterate,
generally
and
philosophically
we
we
support,
increases
to
funding
for
roads.
However,
we're
taking
a
wait
and
see
approach
on
this
piece
of
legislation
just
to
see
if
some
of
the
logistics
can
be
ironed
out
and
some
of
the
questions
can
be
answered
and
with
that
Mr
chairman
I
will
stand
for
questions.
A
X
Thank
you,
Mr
chairman
Brett
Moline,
with
Wyoming
Farm
Bureau,
Federation
I'm,
sitting
in
General
opposition
to
increase
in
fuel
price
in
fuel
taxes.
That's
my
members
policy,
however,
of
all
the
their
proposals
that
have
come
forward.
This
one
probably
has
the
least
sting
to
at
least
have
an
offset
of
the
registration
fees
that
that
would
lower
what
you
pay
for
in
fuel
tax
I
realize
it
would
be
a
rebate.
X
We've
been
using
the
rebate
system
for
a
long
time.
You
know
I
think
we
can
make
it
work.
I
realize
that
ydot
would
probably
have
to
have
additional
personnel
that
we've
we've
been
making
it
work,
and
it's
improved
a
lot
over
my
tenure
of
Farm
Bureau,
so
I
I
think
we
could
make
it
work.
So
this
not
really
supporting
but
I
guess
this
proposal
of
all
the
ones
I've
seen
has
the
least
pushback
from
my
organization.
I
would
suggest
a
few
amendments,
one
of
if
they
do
have
to
increase
personnel.
X
The
defunding
of
that
would
come
from
the
increased
in
fuel
taxes
rather
than
coming
off
the
general
fund.
That
would
that
would
be
tied
directly
to
the
fuel
tax
rather
than
the
general
fund.
I
think
that
would
that
would
reduce
what
we
have
to
spend
in
the
general
fund
for
the
Department
of
Transportation
a
couple
other
things
that
I
would
like
to
see
added.
One
of
the
problems
we've
had
in
the
past,
with
some
of
my
members
is
the
timeliness
of
getting
refunds
back.
X
I
would
like
to
see
something
added
in
there
that
upon
receipt
of
the
The
Forum,
that
ydot
has
30
days
45
days
to
get
that
refund
back
to
the
person
requesting
it
because
I
as
say
some
of
the
horror
stories
that
my
members
have
told
me
that
I
think
putting
holding
Department
transportation's
feet
to
the
fire
so
to
speak,
would
would
help
keep
you
know,
make
it
a
little
bit
more
efficient,
I
realize
there
must
be.
You
know
there
is
some
potential
drawbacks
on
this.
X
X
There's
people
that
live
According
to
some
of
the
information
I've
seen
kind
of
anecdotally,
but
people
that
live
in
Wyoming
license
their
vehicles
in
South,
Dakota.
There's
a
South
Dakota
fee
is
cheaper
and
discussion
that
my
member
had
it's
nothing's
being
done
about
it,
for
whatever
reason,
but
I
think
it
could
increase.
The
number
of
registrations
you
have
in
Wyoming
might
be
a
Net
Zero
game
that
at
least
you
would
get
people
to
to
be
following
the
law.
X
I
would
strongly
suggest
make
making
sure
the
off-road
exemption
for
diesel
fuel
stays
in
there.
Road
that's
used
out
putting
up
hay.
Putting
up
grain
should
not
have
to
pay
a
fuel
tax
for
the
roads
when
they're
not
using
them.
Those
are
some
of
my
main
points.
Without
taking
up
too
much
time,
Mr
chairman
I
would
sit
for
any
questions
you
or
the
committee
may
have.
X
Y
And
so,
when
you
have
taxes
collected
at
the
rat
currently
in
Wyoming
doing
there
would
be
challenges
when
you
get
into
the
rebates,
as
well
as
also
when
you're
transporting
fuel
to
multiple
locations,
some
of
which
may
be
within
that
I-80
Corridor,
some
which
might
not
be,
and
how
do
you?
How
do
you
account
for
that
and
so
Mr
Raymond
did
have
as
far
as
that
earlier
quote,
I
I
do
think
that
there's
there
are
probably
some
better
ways
to
take
a
run
at
this.
Y
In
addition
to
that,
the
issues
with
diesel
and
fuel
tax,
if
you're
going
to
tax
wine,
you
probably
had
to
tax
the
other
at
the
same
rate.
That's
that's
one
of
those.
As
far
as
historically
when
you're
looking
at
taxation
there
that
with
Wyoming
as
far
as
the
sources
of
revenue
available
for
our
roads,
fuel
taxes
are,
are
a
key
component
of
that
and
back
in
20
I
want
to
say
it
was
about
2013
one
of
the.
Y
In
addition
to
that,
there
had
been
discussion
earlier
earlier
testimony
about
the
possibility
of
having
a
ydot,
Personnel
being
funded
out
of
the
tax
collected
versus
general
fund.
As
far
as
the
six
additional
positions,
it
would
likely
be
required
if
this
tax
is
increased
as
far
as
in
this
in
this
form
and
manner.
Y
With
that
respect,
back
back
in
2013,
one
of
the
key
pieces
that
the
legislature
at
that
time
had
been
pushing
as
well
as
y
dot,
have
been
to
ensure
that
that
fuel
tax
that
was
collected
at
that
time
went
directly
back
to
the
roads
for
the
purpose
of
which
it
was
collected.
And
so
a
lot
of
times,
and
this
is
partly
for
education
for
new
members
as
well-
was
the
General
traveling
public
one
of
the
key
pieces
when
you're
looking
at
registration
fees.
Y
As
far
as
that
30
to
70
dollars,
which
you
might
see
that
part
going
to
D.O.T
the
rest
of
those
fees,
are
essentially
they're,
not
a
tax
for
the
purpose
of
improving
your
roads,
their
attacks
for
the
purpose
of
handling
various
things
across
state
and
local
governments,
and
so
with
that
we
do
appreciate
your
attempt
to
address
this.
On
this
end.
I
think
you
should
also
take
a
look,
possibly
if,
if
we
want
to
do
it,
the
most
simple
way
in
the
current
environments,
probably
to
to
take
a
look
at
a
fuel
tax
increase.
Y
A
Seeing
none
here
on
the
dice
Mr
Downing!
Thank
you
for
your
testimony
and
with
that
before
we
head
into
any
committee
directives,
I
think
we're
going
to
take
a
break.
Let
the
committee
chew
on
this
for
a
few
minutes,
so
it's
10
41
right
now.
Let's
make
it
back
here
at
10,
50.,
so
nine
minute
break
and
then
we'll
go
to
committee
directives,
we're
at
ease.
A
All
right,
we
are
going
to
call
the
committee
back
to
order.
I
I
recognize
we
usually
say
nine
minutes,
and
then
we
do
the
nine
minutes
legislatively
and
that
turns
into
18
or
19
minutes,
but
we're
already
a
little
behind
schedule.
So
I
do
want
to
bring
us
back
in
here
committee,
based
off
of
some
of
the
information
that
I've
heard
unless
there's
interest
in
in
overriding
the
chair's
decision
on
this
I
think
what
I'm
going
to
do
is
I'm
going
to
lay
this
bill
back.
A
There's
the
potentiality
that
this
bill
could
come
back
in
in
the
November
meeting,
but
I
highly
doubt.
It
I
think
what
we've
got
is,
after
some
other
further
discussions,
there's
going
to
be
some
proposed
new
bills
to
bring
forward
to
maybe
make
this
a
little
cleaner
and
regulate
kind
of
the
interstate
commerce
clause
issues
some
of
those
things
so
with
the
Chairman's
program,
I'm
going
to
lay
this
bill
back
and
then
what
I'll
do
is
I
will
open
up
the
committee
dice
for
any
further
committee
directives,
so
committee.
L
I've
done,
some
preliminary
numbers
and
it
looks
to
be
five
cents-
would
yield
the
10
million
dollar
increase
for
the
revenue
for
the
state
for
the
roads,
so
I
would
I
would
propose
a
bill
draft
that
would
remove
the
state
fee
of
90
dollars
and
insert
an
increase,
propose
an
increase
in
the
diesel
tax
fuel
in
the
state
of
Wyoming.
That
would
correspond
to
that
and
it
looks
to
be
about
five
cents
right
now,
but
I'll.
L
Let
lso
and
staff
come
up
with
a
number
that
works
and
that
was
off
of
20
000
miles
a
year,
14
miles
a
gallon
vehicle
and
those
are
some
rough
numbers
that
I
was
using,
but
I
I.
Think
if
we
go
down
that
road
and
make
it
cost
neutral
to
the
Wyoming
residents
without
getting
into
interstate
commerce
clause
issues
just
straight
up:
rebate
for
registration,
I,
don't
know
how
that
can
be
challenged.
But
I'm
sure
it
will
and
then
also
make
it
non-severable.
L
G
L
A
I
think
it
would
be
easiest
probably
going
into
the
registration
statutes
looking
at
anything
that
is
registered
Diesel
and
then
just
reducing
the
state
fee.
So
it
would
be.
You
know
if
we
have
a
Volkswagen
Jetta,
that's
TDI
right
that
thirty
dollars
would
be
removed,
same
thing
for
F350:
that's
diesel
powered
they
would
get
their
credited
back
as
well
so
committee.
That
is
the
motion
on
the
table.
Do
I
have
a
second,
it's
like
second
by
Senator
boner.
A
P
P
I
I
think
I
think
unless
we
review
and
we
go
into
you
know
this
this
outside
of
the
box
thinking
and
look
at
efficiencies
and
stuff
that
moving
moving
forward
with
another
tax
that
we've
already
been
told.
You
know
it's
going
to
help
with
some
Revenue,
but
it's
not
going
to
solve
the
problem
in
a
whole
might
be
a
little
premature.
P
A
E
E
Inflation
is
in
large
part
due
to
increased
Taxation
and
more
government
spending,
and
we
create
this
cycle.
This
cycle
has
to
stop
from
a
businessman's
perspective
from
a
homeowner's
perspective,
we're
facing
unprecedented
at
least
the
last
40
years.
Inflation
we're
looking
at
insurance
rates
that
are
skyrocketing,
we're
looking
at
property
taxes
that
are
skyrocketing,
Rocky,
Mountain
Power
wants
to
increase
by
30
percent
the
bills
for
a
large
portion
of
Wyoming
and
many
of
its
businesses
representative.
A
E
K
Mr
chairman,
the
previous
two
comments,
do
not
reflect
the
motion.
So
once
again,
this
is
a
very
simple
concept.
We're
trying
to
make
it
simple.
You
know
simpler
to
understand
we're
talking
about
increasing
the
tax
rate
and
reducing
registration
fees,
so
it'll
be
net
neutral.
So
to
turn
around
and
immediately
start
talking
about,
raising
taxes
is
just
not
accurate
and
I
think
we
need
to
have
a
little
bit
better
sense
of
professional
as
well.
In
this
committee.
L
Okay,
Senator
Cole
yeah.
Thank
you,
Mr
clarification,
so
the
intent
is,
is
number
one
not
to
increase
Personnel,
not
to
grow
government
itself
and
staff
levels
with
Y
Dot.
The
intent
is
to
not
to
have
it
impact
our
residents
and
obviously
lean
towards
a
rebate
of
some
sorts
for
what
they're
currently
paying
that
that's
the
I
guess
the
concept
of
the
bill
doesn't
hurt
our
folks.
It
helps
them.
L
This,
in
fact,
is
and
if
the
item
it
has
also
a
benefit
that
it
will
bring
in
people
who
are
registering
out
of
state
because
they're,
avoiding
the
tax
issue
in
the
state
of
Wyoming
it'll
be
incentivizing
them
to
come
back
in
the
state.
So
I
see
a
bunch
of
positives
and
I'm
certainly
willing
to
talk
about
and
have
a
debate
on.
L
D
A
P
Yeah
Mr
chairman,
just
a
little
bit
of
clarification,
I
wasn't
trying
to
attack
the
the
motion
or
or
anybody
on
this
committee
I
was
just
questioning
the
timing
of
it
and
making
sure
you
know
that
that
we
look
at
everything
before
moving
forward.
That's
all
and
I
I
have
no
intention
of
decrease
or
anything
I
understand.
You
can't
have
your
cake
and
eat
it
too.
If
you
want
a
road,
you
have
to
pay
for
it.
I
just
I
was
just
questioning
the
timing
of
it.
That's
all!
P
A
All
right
committee,
the
only
other
thing
that
I'll
say
on
this
since
there's
no
more
hands
flying
up
and
just
going
back
to
ydots.
You
know
PowerPoint
information
here
on
Slide
Five.
If
you
just
looked
at
the
motor
fuel
collections
funded
by
Wyoming
residents
versus
non-residents,
62
percent
of
this
five
cent
increase
at
this
point,
62
percent
of
the
increase
would
be
beared
by
non-residents.
38
percent
would
be
beared
by
Wyoming
residents.
A
However,
that's
done
so
I'm
trying
to
just
not
for
or
against
the
motion,
I'm
just
trying
to
make
sure
that
this
is
nice
and
clear
that
this
is
going
to
be
an
increase
only
in
diesel,
not
fuel,
not
not
gasoline,
and
it
would
be
that
62
percent
within
increase
I,
believe
you
said
back
at
the
napkin
about
10
million
dollars
for
ydot's
Road
fund.
So
any
further
questions,
yes,
representative
pendergraft.
Thank.
E
You
Mr
chairman
I
I'm
per
I'm,
guessing
there's
going
to
be
some
pushback
from
the
counties
if
we
start
reducing
the
fees
that
they
collect
and
that
money
goes
to
the
schools,
nobody
particularly
wants
to
hurt
them
I'm.
Just
asking
that
we
look
at-
and
somebody
pulled
me
aside
and
helped
me
out
here-
is
there
a
problem
with
some
of
the
other
things
like
cultural
resources
that
are
receiving
tremendous
funds
from
the
state
that
are
not
necessarily
as
imperative
as
our
roads
and
highways?
Okay,.
A
So
I
will
explain.
This
is,
is
like
detailed
as
possible,
so
we
make
sure
we
understand
what
the
intent
behind
the
bill
draft
in
the
motion
is.
When
you
register
your
vehicle,
you
have
a
county
fee
and
you
have
a
state
fee.
This
bill
proposal
would
be
to
increase
diesel
tax
by
five
cents,
a
gallon
when
you
go
to
register
your
vehicle.
A
If
you
own
a
diesel
vehicle
that
state
fee
would
then
be
negated,
it
would
be
wiped
off
and
you
would
not
pay
the
state
fee,
all
other
County
fees,
which
are
the
assessment
at
a
as
a
property
tax.
Those
would
stay
intact.
So
if
you
had
a
bill
of
a
hundred
and
ninety
dollars
to
register
your
vehicle
today
and
tomorrow,
we
passed
this
bill.
That
would
be
then
one
hundred
dollars
that
ninety
dollars
would
come
off.
A
The
state
would
no
longer
receive
that
fee,
but
in
return
that
five
cents
per
gallon
that's
going
to
be
beared
by
anybody
coming
from
out
of
state
the
ifta.
All
those
things
combined
increases
the
fuel
tax
collection
to
the
y-dot
by
about
10
million
dollars,
so
I
I,
think
that
is
as
clear
as
I
can
make
it
without
trying
to
get
any
any
muddier.
So
any
further
questions.
A
Okay
with
that
being
said,
all
in
favor
of
the
motion
to
have
this
as
a
build
draft
for
consideration
at
our
last
meeting,
please
signify
by
saying
aye
aye,
all
those
opposed.
No,
that
motion
passes
so
the
committee
directive,
Brian
talise,
do
you
guys
have
any
questions
on
that?
Do
you
guys
understand
that
one
all
right
any
further
motions
from
the
dice
at
this
point
on
diesel
tax?
Yes,
Senator,
Broner.
K
K
So
the
idea
here
would
be
to
reduce
the
State
registration
fee
by
twenty
dollars
on
all
vehicles
and
then
have
a
corresponding
increase
in
the
gas
tax,
both
Diesel
and
fuel
that
would
even
out
the
for
Wyoming
residents,
the
the
decrease
by
my
rough
math
that'd
be
one
or
two
cents
increase
in
the
gas
tax
and
the
diesel
tax.
So
same
idea
once
again,
this
is
not
a
tax
increase
on
Wyoming
residents.
This
is
attempting
to
capture
the
user
fee
from
out
of
state
vehicles.
A
A
F
Berger
thanks
Mr
chairman,
and
just
to
clarify
we're
looking
at
many
Avenues
right
now,
right
with
these
Bill
drafts
and
their
bill
drafts
correct.
That
is
correct,
yeah,
so
that
we
can
take
a
look
at
the
research
or
our
numbers
and
get
that
right
and
it's
something
that
we
like.
Then
we
can
move
forward.
Yep.
F
A
A
That
motion
passes
unless
somebody
wants
to
challenge
me
on
it,
so
that
motion
passes
as
well
all
right
any
further
directives
from
the
committee.
All
right,
we
will
move
on.
Thank
you
all
for
your
information,
especially
those
that
testified,
helping
us,
try
to
flush
this
out,
really
powerful
and
really
helpful
and
trying
to
make
sure
that
we
do
this
and
do
our
jobs
correct.
So
with
that
we
are
on
to
our
next
topic,
which
is
I,
believe
the
EV
bill
and
we're
only
20
minutes
behind.
A
G
Yep
Mr
chairman
this
is,
you
should
have
working
draft
0.4.
This
is
4-01
in
the
meeting
materials.
This
is
the
build
draft
that
the
committee
were
also
requested
in
May.
It
is
based
on
information
that
ydot
discussed
and
provided
at
the
committee's
May
meeting.
It
amends
how
alternative
fuel
tax
for
electricity
is
assessed
and
calculated.
It
amends
definitions
and
references
to
electric
vehicles
for
Taxation
and
fee
purposes,
and
it
authorizes
positions
for
the
Department
of
Transportation
to
administer
this
bill.
G
So
first
on
page
two,
this
is
an
amendment
more
of
a
conforming
Amendment
on
line
16
through
20
and
the
fees
for
the
annual
decal.
It
strikes
the
reference
to
a
plug-in,
registered
and
licensed
electric
vehicle
and
replaces
it
with
all
electric
and
that
conforms
with
the
definition
that's
later
on
in
the
build
draft
on
page
three
line,
five
is
a
conforming
Amendment.
The
change
on
lines
eight
through
ten
strikes
reference
to
gasoline
gallon
equivalent
for
electricity,
since
that's
being
changed
in
the
bill.
G
G
Then,
on
page
four
line,
nine
is
a
new
definition
of
all
electric
vehicle,
which
is
basically
sounds
just
as
it
means
so,
a
vehicle
with
no
other
source
of
power,
but
but
electricity
it
doesn't
include
a
hybrid,
a
plug-in
hybrid,
a
motorcycle
or
a
multi-purpose
vehicle.
There
are
definitions
of
charge
and
kilowatt
hour.
The
staff
comment
on
page
five,
just
notes
whether
the
committee
may
wish
to
consider
whether
that
definition
is
necessary,
a
definition
a
kilowatt
hour.
If
so,
there's
an
alternative
definition,
that's
provided
or
suggested
on
page
five,
so
Brian.
G
I'll
double
check,
I,
don't
think
Allen
is,
is
defined.
Mr,
chairman
chairman
boner.
Okay,
thank
you
Brian.
Please
continue.
Yep,
then
page
five
on
line
26
is
the
definition
of
public
vehicle
charging
facility,
and
this
is
a
plug
at
a
public
location
in
Wyoming
to
provide
electric
energy
to
an
all-electric
vehicle,
regardless
of
whether
a
fee
is
required
and
then
for
purposes
of
this
of
this
act
of
the
the
taxation
article
on
alternative
fuels,
each
plug
that
may
be
part
of
the
facility
is
counted
as
a
single
and
separate
public
vehicle
charging
facility.
G
The
staff
comment
on
page
six,
just
notes
possible
consideration
for
the
committee,
whether
a
separate
definition
of
a
level
two
public
vehicle
charging
facility
is
necessary.
The
reason
being
is
that
certain
existing
level
two
facilities
in
the
bill
would
provide
a
charging
fee
instead
of
collecting
and
remitting
the
alternative
fuel
tax.
G
So
page
six.
This
change
is
on
line.
19
is
just
more
of
a
conforming
amendment
to
specify
that
there's
a
tax
levied
on
the
clock
on
the
provision
of
electric
energy
for
fueling
vehicles,
then
Page
6
line
26.
This
change
just
notes
that
each
dealer
is
liable
for
collecting
the
taxes
and
each
public
vehicle
charging
facility
must
be
metered
to
determine
the
amount
of
electricity.
That's
provided
for
vehicles,
those
vehicles
and
now
I'm.
G
G
Moving
on
to
the
staff
comment
on
page
eight,
this
was
a
proposed
change
from
the
Department
of
Transportation,
concerning
alternative
fuel
used
in
aircraft
and
and
the
question
here
would
be
the
tax,
and
this
is
on
page
eight
line.
21
the
license
tax
for
electricity
would
be
three
cents
per
kilowatt
hour.
The
change
that
ydot
suggested
would
make
the
alternative
fuel
for
an
aircraft
taxed
at
four
cents
per
kilowatt
hour.
So
that's
just
something
for
the
committee
to
consider
page
nine
lines.
G
Then
page
9
line
22
each
unmetered
level,
2
Charging
facility,
that
was
in
existence
and
operating
before
January
1
2025,
must
pay
an
annual
fee
of
746
dollars.
That
was
an
amount
that
the
department
calculated
and
and
can
be
able
to
explain
the
remaining
changes
on
pages
10
and
11
are
conforming
amendments
to
reference
kilowatt
hours.
The
staff
comment
on
page
11..
G
G
The
only
difference
is
I
would
note,
and
this
was
per
the
department.
No
refund
request
can
be
made
if
the
refund
amount
is
less
than
ten
dollars.
Otherwise
it's
it's
pretty
similar
to
the
same
structure
in
in
24
lso
90..
The
one
other
change
I
would
note
is
that
the
refund
is
limited
to
the
amount
of
the
tax
or
the
annual
decal
fee
of
200.
G
The
staff
comment
on
page
16,
two
additional
considerations
that
ydot
highlighted:
first,
whether
there
should
be
a
reduced
decal
fee
for
hybrid
electric
vehicles
to
acknowledge
the
use
of
both
gasoline
electricity
and
then
3917
309
D
authorizes
credit
for
the
tax
paid,
all
alternative
fuel
that's
purchased,
but
not
used
in
Wyoming
and
the
interplay
that
may
have
with
the
international
fuel
tax
agreement.
Page
16:
two
definitions
are
repealed:
first,
the
definition
of
a
plug-in
electric
vehicle
and
second,
a
provision,
that's
being
repealed.
G
The
one
cent
tax
that
ydot
mentioned
earlier
that
is
collected
for
that
that
single
penny.
This
would
strike
language
and
the
alternative
fuel
article
concerning
when
that
tax
would
cease
to
be
implemented
based
on
the
balances
of
the
corrective
action
account
and
the
environmental
pollution.
Financial
responsibility
account
so
that
provision
is
on
page
17
would
be
repealed
in
this
draft.
G
Pages
17
and
18
are
two
positions
for
the
Department
of
Transportation
to
implement
this
act
and
then
an
appropriation
of
257
thousand
seven
hundred
twelve
dollars
from
the
highway
fund
to
the
department
for
funding
these
positions
for
purposes
of
implementing
this
act.
Page
18
on
the
bottom
has
rule
making
Authority
and
then
a
split
effective
date.
The
rule
making
and
positions
would
be
effective.
July
1
the
remaining
provisions
on
January
1st
2025.,
with
that
Mr
chairman
I'd,
stand
for
questions.
A
L
Thank
you,
Mr
chairman,
just
a
couple
questions
of
why
we
didn't
include
first
hybrid
vehicles
and
why
they
were
excluded
because
I
when
it
came
when
it
comes
to
the
electric
vehicle
definition
hybrids
are
not
in
there
and
I.
Think
we're
talking
about
taxation
on
roads.
You
know
Road
use.
So
why?
Wouldn't
that
be
included?
That's
one
question.
L
L
If
you're
being
electric
vehicle,
you
could
have
that
potential
and
my
question
would
be
for
the
staff
is:
do
you
think
that
maybe
possibly
proposing
a
number
that
would
be
like
our
surrounding
states
as
a
as
a
minimum,
not
zero
but
say
a
hundred
dollars
or
whatever
is
appropriate
for
an
in-state
user?
Who
I
guess
can
claim
that
that
they
wanted
money
back
on
their
200
registration
fee?
I
guess
maybe
I
didn't
say
that
very
well,
but
the
question
would
be
is
why
should
that?
Why
should
that
200
go
to
zero?
L
A
G
So
Mr
Mr,
chairman
Senator
Coleman,
responds
to
your
first
question.
There's
no
change
in
that
annual
decal
fee
itself.
It's
simply
a
conforming
Amendment.
The
way
I
would
read
it
is
that
that
decal
fee
is
currently
paid
by
a
a
an
all-electric
vehicle.
It
would
still
be
paid
by
an
electric
vehicle
in
terms
of
the
tax
and
ex
in
terms
of
excluding
hybrid
vehicles.
From
that
decal
fee.
I
can't
speak
to
that.
You
know.
G
I
saw
this
as
a
conforming
Amendment,
rather
than
necessarily
a
policy
decision
on
the
fee
and
who
should
be
paying
that
fee
or
not
a
hybrid
vehicle
gas
electric
vehicle
that
uses
a
public
charging
station
would
pay
tax
if
they
charged
their
battery
at
that
station.
So
it
doesn't.
The
tax
is
based
on
the
amount
of
electricity.
That's
that's
flowing
through
those
plugs,
not
necessarily
the
type
of
vehicle
that
is
using
those
plugs.
The
remainder
Mr
chairman,
as
you
say,
I,
think,
are-
are
policy
considerations
for
the
committee.
A
I
would
say
just
to
follow
up
on
that
and
then
we'll
we'll
kind
of
come
back
to
you.
Real,
quick.
One
of
the
things
that
we
discussed
was
there's
actually
the
potential
that
somebody
would
pay
more
than
the
200.
It's
just
that
when
they
would
deduct
the
200
back
from
the
state
if
they
paid
over
that
they
could
ask
for
the
refund
of
that
200
EV
fee.
But
then
they
would
also
be
charged
the
kilowatt
hour.
And
so
that's
ultimately,
where
we
were
coming
with
that
discussion
is
that
they
could.
A
L
K
And
just
make
sure
we're
absolutely
clear
that
refund
we're
contemplating
on
page
14.,
that's
only
against
the
additional
200
dollar
annual
fee,
which
was
sort
of
as
a
placeholder
I.
Guess
you
will
for
the
fact
that
they're,
you
know
they
weren't
being
charged
any
sort
of
fuel
tax
equivalent.
So
it's
not!
You
can't
use
this
as
a
refund
against
your
registration
fees
that
everybody's
pays.
This
is
only
against
a
200
fee
that
only
EVS
pay
in
lieu
of
a
field
tax
is
that
correct,
yep.
G
So
so
Mr
chairman
chairman
boner,
the
the
refund,
would
be
an
amount
equal
to
the
tax
paid,
but
in
no
event
more
than
200.
Really
you
know
the
fee
amounts
just
uses
a
proxy
amount.
I
mean
you
could
just
as
easily
say
it
can't
exceed
two
hundred
dollars
and
Mr
chairman.
One
additional
point
to
a
question
chairman
boner
asked
gallon
is
actually
with
thanks
to
Miss.
Hanson
gallon
is
defined
in
the
in
the
alternative
fuels
article
okay,.
J
A
So
I
think
we
will
hear
from
Mr
Pickard
here
in
a
little
bit.
I
don't
know
some
of
the
lobbying
groups.
There
are
some
that
plug
in
there
are
others
that
do
not
the
others
that
do
not.
They
don't
get
charged,
of
course,
that
electrical
portion
and
when
I
was
contemplating
this
original
two
hundred
dollars
four
or
five
years
ago,
when
we
put
this
in
that
was
actually
some
considerations
that
were
brought
forward
on
that
200
fee
was.
A
Should
we
be
charging
this
on
hybrids
and
honestly,
what
I
did
find
out
through
that
was
even
our
County
treasurers
were
not
uniform
across
the
board
on
that
on
who
was
being
charged.
What
so,
I
do
think
that
that's
an
important
policy
decision,
but
I
believe
Mr
Pickard,
probably
will
touch
base
with
that
when
we
come
when
we
come
up
to
this
any
further
questions
for
Brian
on
the
bill
draft
itself:
okay,
Brian.
Thank
you
very
much
for
your
hard
work
on
this
one.
A
I
know
this
was
a
very
convoluted
bill,
so
that
brings
us
up
to
the
director.
So
we
have
director
and
we
actually
have
two
directors
so
I'll
bring
Miss
Hansen
up
as
well,
if
you'd
like
bring
white
and
you
guys
all
up
together
on
this,
if
you
guys
don't
mind,
probably
be
easier
to
have
you
guys
all
together.
A
It's
like
two
I'm,
just
thinking
that
some
of
these
questions
might
come
up
and
it
would
be
easier
to
just
go
but
yeah
I
thinking
that,
probably
just
for
time's
sake.
It
might
be
easier
to
have
you
guys
all
up
here
at
once,
direct
recipe,
since
you
are
up
front,
we'll
go
ahead
and
kick
this
over
to
you
first
and
then
we'll
we'll
bring
everybody
else
over
as
well.
H
A
R
A
This
is
a
very
large
bill,
but
I
think
everybody
understands
the
general
consensus
of
what
we're
trying
to
do
here.
So
we
don't
have
to
get
into
the
nitty-gritty,
but
yeah,
just
basically
walking
through
the
bill
with
your
guys's
considerations
as
we
and
we
might
interrupt
you
as
as
time
goes
through.
If
anybody
has
questions
so.
R
R
We
have
no
proposal
or
opinion
about
the
200
fee,
maybe
some
some
to
just
maybe
further
clarify
when
it
comes
to
that
the
refund
process.
It
is
to
bounce
against,
because
it's
only
a
Wyoming
resident
that
can
apply
for
the
refund.
If
they
used
a
public
charging
station,
we
would
not
want
to
they're.
Theoretically
could
be
some
Wyoming
residents
driving
EVS
that
go
to
public
charging
stations
all
the
time
I.
We
believe
most
people
charge
at
home,
but
there
could
be
some
that
use
them
regularly.
A
R
Let's
see
on
page
three,
this
is
where
we
start.
Our
proposal
is
to
get
away
from
the
gasoline
gallon
equivalent
as
far
as
a
means
to
tax
electricity
and
use
kilowatt
hours,
that
is
based
in
the
evolution
of
EV
taxation,
where
almost
every
state
that's
talking
about
is
talking
about
it
as
far
as
charging
against
kilowatt
hours,
rather
than
the
gasoline
gallon
equivalent.
L
Thank
you,
Mr
Wayne,
just
did
you
have
a
detailed
information
about
the
calculation
you
used
and
how
you
came
about
with
these
assumptions
for
the
equivalent
of
a
kilowatt
hour
to
a
say,
a
gallon
of
fuel?
Well,
however,
you,
however,
you
did
this,
could
you
could
you
share
that,
or
is
that
possible
to
get
that
information
Wayne?
If
you
have
that.
R
R
So
if
you
flip
it
over
so
you're,
so
the
the
three
ring
holes
are,
on
the
right
hand,
side
really
talks
about
the
the
concept
being
to
transition
from
gasoline
gallon
equivalent
to
kilowatt
hours
and
it
and
it
kind
of
explains
how
the
gasoline
gallon
equivalent
works
and
again
in
in
2015.
That
was
the
the
measurement
that
weights
and
National
weights
and
measures
proposed
for
electricity.
So
you
can
see,
there's
a
conversion
factor
there
and
it
it
complicates
things.
It
complicates
things
for
the
consumer.
R
R
R
It
depends
on
the
weather
depends
on
you
know
all
of
those
factors
and
a
24
Point
whatever
it
is.
Two
average
gallon
you
know
miles
to
the
gallon
combustion
engine
could
go
something
like
160
miles,
and
so
they
had
before
they
had
to
fill
up
again,
and
so
the
math
works
out
to
it.
It's
far
more
equivalent
than
the
gasoline
gallon
equivalent
and
I
wish.
R
I
could
explain
this
more
clearly,
but
I
potentially
don't
have
the
bandwidth
to
pull
that
off,
but
we've
we
spent
a
lot
of
time
rolling
around
in
this,
and
not
only
did
did
we
just
arrive
at
three
cents
per
kilowatt
hour.
That
is
I,
think
you'll
hear
from
others
too.
That
is
pretty
much
the
standard.
R
That's
being
used
right
now,
on
the
back
of
that
page,
it
under
Concepts
and
arriving
at
the
kilowatt
hour
tax
amount,
that
is,
we
did
some
some
good
math
and
that
we
attempted
to
explain
it
here
and
and
that's
how
we
arrived
at
the
three
cents
per
kilowatt
hour
all
on
our
own.
So
we
didn't
just
want
to
say
to
you:
well
that's
what
everybody
else
is
doing.
We
we
did
some
math
to
arrive
at
at
those
at
that
amount,
be
happy
to
have
Kim
answer
any
questions
about
any
of
that.
L
Thank
you,
Mr,
chairman
yeah.
Have
you
taken
consideration
of
damage
of
the
roads
because
the
weight
of
said
electric
vehicle
vehicle?
Being
it's
not
just
a
straight
up
calculation
about
fuel
but
the
damage
they
do
it
kind
of
like
with
diesels
and
semis
and
the
weight
that
they
have?
Has
there
been
any
consideration
interjected
into
this
three
cents
that
equates
to
the
weight
of
electric
vehicles?
A
E
R
Z
R
A
Probably,
if
that's
good
enough
any
further
questions
and
then
what
I'll
say
Wayne
on
this
is
just
in
an
effort,
because
we
are
a
little
bit
behind
I'll.
Ask
you
to
hit
the
high
point,
probably
and
then
what
I'd
like
to
do
is,
if
you
guys
have
anything
that
you
believe
was
not
addressed
during
the
contemplation
of
developing
this
bill.
I
think
that's
probably
what
we
need
to
hear
more
than
a
complete
explanation,
as
we've
heard
from
Brian
and
then
we'll
come
over
to
director
Hansen
as
well.
R
A
I
think
the
first
one
was
on
page
eight
kind
of
line,
one
going
through
that
portion
with
the
proposed
and
it's
adding
on
that
with
the
aircraft
fuel
tax,
the
four
cents,
just
to
make
sure
that
we
understand
if
we
were
to
bring
that
into
here,
I,
don't
know
how
many
electric
airplanes
are
flying
into
Wyoming,
but
probably
worth
the
consideration
and
I
appreciate
you
guys
bringing
it
forward.
So
maybe
just
the
rationale
behind
your
guys's
catching
these.
R
C
R
Chairman,
we
don't
know
of
any
electric
airplanes
flying
around
I,
I,
believe,
potentially,
if
I
could
get
to
mine
notes,
I
what
we
replied
to
lso
might
we
might
not
have
communicated
it
well
enough,
we're
not
proposing
that
it
should
be
four
cents
we
were
we
wanted
to.
We
really
wanted
you
guys
to
be
aware
of
that.
We
we
don't
know
if
you
want
it
to
be
the
same
amount
less
again,
we
don't
know
of
any
electric
airplanes
I'm
not
getting
on
one
when
there
is
one
but.
A
Okay,
so
I
think
better
understood
is
you
guys
were
just
making
sure
that
there's
parody
across
the
board
and
just
making
sure
that
we
understood
that
as
the
policy
makers
that
that's
fair,
the
other
one,
that
I
believe
was
the
refiner
discussion
and
then
Brian
I
believe
that
was
the
only
two
that
were
proposed:
correct
yeah,
so
the
refiner
discussion
and
whether
or
not
I
mean
I'm
sitting
here.
Thinking
about
this
and
I'm,
not
thinking,
there's
very
many
electricity
refiners
out
there
that
we
need
to
consider
this.
M
H
Thank
you,
I,
don't
really
have
anything
to
add
other
than
the
refining
side
of
the
house
and
I
just
the
definition
of
refining.
We
have
been
approached
by
some
companies
that
are
interested
in
putting
up
their
own
electric
generation.
It's
not
really
refining,
but
electric
generation
that
would
power
charging
stations
right
on
the
location
and
so
I.
Don't
know
if
that's
where
this
was
possibly
heading.
A
D
L
Yeah,
thank
you,
Mr
clarification
on
that
point.
My
understanding
is
if
it's
off-road,
it's
red
Diesel
and
they
don't
pay
the
same
amount
of
taxes
as
on-road
diesel,
so
they'd
be
getting
away
with
not
paying
any
any
of
those
costs.
Number
one
number
two
I
got.
The
other
question
was,
is
have
any
different
considerations
been
made
towards
EV
trucks
as
as
a
the
consequence
of
attacks
that
may
be
different
than
a
car,
or
do
you
feel
like
you
have
that
covered
between
EV
trucks
and
cars.
H
K
R
S
K
I
Mr
chairman,
thank
you,
Dennis
Byrne
cfoydot.
We
we
do
have
some
early
preliminary
numbers
and
and
the
numbers
are
based
on
current
capacity.
We
don't
know
what
the
need
is
right.
Now
we
don't
know
what
the
demand
is.
It's
really
based
on
capacity.
The
numbers
that
we
have
now
are
are
anywhere
from
30
to
80
000
a
year.
That's
that's
the
kind
of
Revenue
we're.
A
A
L
A
L
I
Dennis
we're
happy
to
provide
that
to
you
just
just
clarification,
because
it
we
understand
that
that
you
need
two
people
to
to.
You
know
you
know,
really
rebate
these
refunds,
and
these
are.
These
are
numbers
based
on
current
available
capacity
every
day,
there's
more
capacity
being
added
in
terms
of
the
ability
to
adding
level
two
level,
three
stations
across
the
state.
So
remember,
that's
that's
what
we're
talking
about
today.
I
We
know
that
if
the
trend
continues
and
that
more
electric
vehicles
are
produced
and
used
across
the
country,
of
course,
that
revenue
is
going
to
go
up.
I
think
the
way
to
look
at
the
two
positions
aside.
The
way
to
look
at
this
is
we're
really
trying
to
be
proactive
and
we're
trying
to
get
in
front
of
what's
coming
at
us
in
terms
of
being
able
to
effectively
administer
taxation
on
on
vehicles
that
are
that
are
that
are
coming
they're
coming
our
way,
so
I
think
two
positions
aside,
I
just
want
to
remind
the
committee.
I
R
Mr,
chairman
I
I,
think
I
I
probably
should
have
added
it's
when
we
we've
had
so
much
discussion
about
this,
and
how
would
we
do
this?
What
would
we
have
people
do?
The
additional
two
people
would
not
only
be
handling
refund.
We
we
would
have
a
need
to
audit
every
one
of
these
charging
stations
to
make
sure
that
they're
performing
accurately
reporting
accurately.
So
there
is
a
whole
audit
function.
R
It
would
be
less
far
less
complex
than
our
current
fuel
tax
audits
that
we
do
every
month
because
it's
it's
just
going
to
really
be
based
on
kilowatt
hours,
so
starting
ending,
but
we
will
you
know
if
we
don't
audit
it
and
then
be
a
poor
practice,
so
I
think
Not
only
would
they
be
handling
refunds.
We
would
also
have
them
auditing
the
the
our
customers,
as
we
refer
to
them,
the
ones
that
are
reporting
to
us
every
month.
K
Yeah
and
so
since
you're
talking
about
auditing
and
making
sure
that
I
guess
maybe
just
a
little
more
detail
as
to
what
that
entails
and
my
mind,
it
mainly
goes
to
whether
the
Department
of
Agriculture
does
with
fuel,
which
is
making
sure
that
when
you
pump
a
gallon,
you
get
a
gallon
and
there's
the
that
sort
of
audit.
Is
this
different
than
from
that
sort
process.
R
Mr
chairman
Mr
coach
here
you
know
that
the
the
certification
of
the
pump
we
still
believe,
would
belong
to
the
Department
of
AG.
What
we
would
be
auditing
is
they're
they're,
going
to
submit
tax
returns
every
month
and
we
would
be
auditing
the
accuracy
of
so
at
its
most
simple
form.
If
you
said
at
the
beginning
of
the
month,
our
EV
charging
station
for
that
nozzle
red
twelve
thousand
and
at
the
end
of
the
month
it
read
fifteen
thousand
and
the
beginning
of
the
next
month
that
you
said
it
read.
R
Fourteen
thousand,
so
we
would
be
auditing
to
make
sure
the
reporting
is
correctly
that
we're
receiving
all
the
taxes
due
based
on
the
kilowatt
hours
that
come
out
of
each
charging
station,
the
the
certification
of
them
I'm
making
sure,
because
that
is
a
very
on
point
and
it's
a
discussion.
We've
had
that
if
you
go
up
to
an
EV
charging
station
that
says
you're
going
to
get
50
kilowatts
out
of
it.
A
Z
Morning,
chairman
Brenda
Henson,
director
of
the
Department
of
Revenue
and
with
me
today,
I
have
Brett
Fanning,
who
is
the
administrator
of
the
excise
tax
division
and
upon
reviewing
the
bill
before
us
today.
89
of
course,
you'll
see
that
there
are
no
administrative
duties
for
the
Department
of
Revenue,
but
it's
my
understanding
that
it
was
the
committee's
wishes
to
ask
questions
related
to
how
electricity
is
taxed
currently
and
to
ensure
that
you
have
that
basis
as
well,
so
just
to
lay
the
the
ground
work,
no
sales
tax
on
fuel.
Z
However,
there
is
a
sales
tax
on
the
dyed
diesel,
as
Senator
Kolb
mentioned,
due
to
the
exemption,
the
other
piece
related
to
how
do
we
tax
electricity
and
also
what
exemptions
except
exist
for
electricity
and
then
we'll
also
cover
one
other
item
in
statute
that
relates
to
Fuels
and
how
they
are
taxed
and
where
those
funds
go.
So
with
that,
the
pleasure
of
the
committee
I'd
like
to
turn
it
over
to
Brett
Fanning,
and
he
will
share
with
you
how
electricity
is
taxed.
Please
at
any
time,
feel
free
to
ask
questions.
A
Committee,
if
I
real,
quick
Brett,
just
as
a
heads
up
and
I,
think
Brenda
hit
this
on
the
head,
that
the
discussion
that
came
up
last
meeting
if
you'll
remember
right
was
the
potentiality
of
double
taxation
right
and
whether
or
not
we
were
hitting
a
double
taxation
issue
by
taxing
at
the
we'll
call
it
the
pump
the
fueling
area.
So
I
appreciate
exactly
how
you
stated
that
Miss
Henson
and
that's
exactly
what
we
asked
you
to
be
here
for
so
Brett,
please,
the
mic
is
all
yours.
Thank.
AA
You
Mr
chairman
members
of
the
committee
Brett
Fanning
excise
tax
administrator
at
Wyoming,
Department
of
Revenue,
and
just
a
couple
points
here
so
in
our
statutes
in
our
sales
tax
statutes.
Here
in
the
state
of
Wyoming,
electricity
is
specifically
noted
in
our
definition
of
tangible
personal
property.
So
it
is
noted
that
sales
tax
is
due
on
electricity
when
you
purchase
it.
So
in
general,
if
you
actually
look
at
your
utility
bill
and
you
see
electricity
charge
there,
there
should
be
a
sales
tax
associated
with
it.
That
would
be
the
same
thing
at
these
charging
stations.
AA
Currently
as
it's
written
so
right
now:
sales
tax
on
electricity,
the
imposition
Statute
in
our
sales
tax
statutes
also
says.
The
sale
of
tangible
personal
property,
which
includes
electricity,
is
taxable
so
at
these
pumps
for
lack
of
a
better
term
charging
stations,
they
should
be
charging
the
tax
to
the
customer
on
the
electricity
that
they're
using
now.
AA
What
we've
found
in
a
lot
of
our
research
here
at
the
Department
of
Revenue,
is
that
not
all
these
charging
stations
actually
charge
the
customer
for
right,
and
so,
if
you're
at
a
say,
Supermarket
or
a
specific
location,
maybe
it's
a
hotel,
that's
included
in
the
price
of
the
bill.
Those
are
considerations
to
note
as
well
is,
if
they're
not
actually
charging
the
end
user.
How
does
that
sales
tax
actually
get
to
the
state
of
Wyoming
and
Beyond?
So
that's
that's
an
important
consideration.
These
electrical
were
actually
licensing.
AA
These
electrical
charging
stations
I've
seen
a
couple
of
these
applications
come
across
my
desk
because
per
our
sales
tax
statutes.
They
are
vendors.
They
do
have
to
license
with
us.
So
that
is
important
to
note
as
well.
In
many
cases,
they
can
purchase
that
electricity
without
sales
tax,
because
they're
going
to
be
charging
sales
tax
to
the
End
customer,
and
in
this
case
it's
it's
the
vehicle,
the
electric
vehicle.
AA
AA
Is
okay
they're
going
to
be
charged
sales
tax
when
they
charge
the
vehicle,
but
then
they've
also
got
to
pay
a
decal
fee
to
ydot
as
part
of
the
registration,
so
that
would
be
at
this
committee's
purview
on
how
the
logistics
of
that
can
work,
and
the
Department
of
Revenue
is
certainly
willing
to
have
those
conversations
and
work
with
the
committee
and
why
dot
as
we
have
partnered
in
the
past
as
well?
So
there
is
one
part,
one
thing
in
statute
that
I
would
like
to
know.
AA
So
one
of
the
tasks
of
my
staff
is
to
actually
survey
a
certain
part
of
the
industry.
So
anyone
who
sells
propane
butane,
liquefied
gas
and
then
Compressed
Gas.
We
actually
send
those
companies
a
letter
each
year
and
we
say
hey
how
much
sales
tax
did
you
guys
collect
on
the
sale
of
these
products
and
they
survey
into
us
and
it
commonplace.
When
I've
spoken
in
front
of
committees,
survey
responses,
this
is
actually
one
of
our
better
survey
responses.
AA
We
get
upwards
of
the
majority
of
these
companies
respond
to
us
on
the
amount
of
tax
they
collect
from
customers
at
the
end
of
the
year.
The
Department
of
Revenue
actually
transfers
10
percent
of
that
tax
that
they
report
to
the
state
highway
fund.
So
that
is
something
to
consider
as
well.
Is
that
something
the
Department
of
Revenue
and
why
not
already
partner
together,
is
there's
a
transition
of
tax
based
on
a
certain
segment
of
the
industry?
Is
that
possible
here?
Z
One
quick
follow-up
that
means
that
that
tax
collection,
estimated
at
approximately
500
000,
is
what
that
amount
was.
Is
past
fiscal
year.
That's
not
new
Revenue,
that's
just
simply
taking
a
portion
of
the
69
percent
that
the
state
of
Wyoming
receives
from
sales
tax
and
Distributing
that
money
to
the
highway
fund.
Z
S
Z
H
E
Thank
you,
Mr
chairman
I'm,
just
trying
to
wrap
my
head
around
this,
because
my
understanding
is
typically
a
wholesaler
does
not
pay
sales
tax
until
after
those
things
are
sold
and
I
thought.
That
was
what
was
led
on
here.
So
if
a
hotel,
for
example,
uses
x
amount
of
energy
and
decides
to
give
some
of
that
away,
that's
one
thing,
but
what
about
a
wholesaler?
E
AA
So
if
that
wholesaler
decides
not
to
actually
resell
it,
they
would
be
responsible
for
the
taxation
on
it.
So
in
effect
there
should
not
be
a
gap
because
the
utility
company
or
a
power
generator
or
anyone
who's
selling
electricity
should
be
charged
charging
their
customers
tax
until
they're
told
otherwise.
E
AA
Okay,
Mr
chairman
representative,
yes
you're
falling,
but
I
do
want
to
clarify
one
more
point.
So
if
someone
sells
electricity
is
it
is
going
to
be
sales
taxable
okay,
so
that
that's
that's
generally
how
it
works
unless
there
is
some
sort
of
exemption
available,
so
the
utility
company,
if,
if
we're
selling
it
to
a
hotel,
okay
and
I-
think
that's
a
lot
of
the
discussion
here.
Is
that
okay,
how
do
we
make
sure
that
that
tax
was
ultimately
paid?
A
S
E
Z
Mr,
chairman
representative,
the
situation
that
you
have
just
articulated
could
be
any
product
so
where
we're
at
here
is
that,
if,
in
fact,
that
utility
company
sells
that
electricity
and
does
not
charge
the
tax
and
then
that
customer
actually
gives
that
away
upon
audit
by
the
department
of
audit
those
transactions
would
be
found,
and
there
would
be
a
supplemental
bill
right.
Audit
is
the
mechanism,
not
unlike
any
other
product
or
transaction
in
the
state
of
Wyoming.
We
do
rely
on
self-reporting,
okay,.
L
You
Mr
chairman,
just
to
I,
guess
I
want
to
get
a
better
understanding
of
this,
so
you
said
that
10
percent
of
that
said,
sales
tax
goes
back
to
Y
Dot,
ten
percent.
So
we're
talking
like
point
four
percent
of
it's
four
percent
they're
collecting
it
goes
back
to
why
not,
but
we're
trying
to
do
is
capture
the
money,
for
you
know
Road
repairs.
So
the
question
is:
is
that
an
equitable
amount
to
go
back
to?
L
Why
not,
if
you
don't
segregate,
set
amount
of
money,
it
doesn't
seem
to
be
enough
money
to
cover
what
we're
trying
to
do
to
cover
the
roads.
I
mean
so.
Could
you
answer
that?
Does
that
seem
fair
to
you
or
what
we're
trying
to
get
at
right
is
differently
is
different
than
what
your
you
know
normal
day-to-day
things
are.
So
could
you
kind
of
elaborate
that
idea
and
talk
about
a
little
bit?
Thank
you.
Please.
Z
10
percent
of
the
amount
collected
under
this
article
on
sales
of
propane
butane,
liquefied
gas
and
compressed
natural
gas.
The
transfer
of
Revenue
replaces
Highway
revenues
existing
prior
to
the
enactment
of
this
act,
so
that
percentage
could
be
changed.
It
would
be
treating
if,
let's
say,
if
we
determined
that
electricity
was
going
to
be
added
to
this
provision,
then
it
would
just
be
treating
those
all
the
same.
But
again
it's
not
a
new
tax.
This
is
just
simply
taking
in
existing
sales
tax
and
transferring
those
funds
to
the
highway
fund.
L
Yeah,
just
to
be
clear,
I
I
didn't
mean
to
think
that
you
weren't
doing
what
you're
supposed
to
do.
Statutory.
Okay,
that's
not
the
question,
it's
nothing
to
do
with
that.
I
assume
you
are,
and
you
are
my
question
is,
is
what
you
have
finally
alluded
to
is:
is
that
really
an
appropriate
amount?
You
know
that
I
mean
that's
the
question
at
hand
and
when
these
were
contemplated
these
statutes.
L
We
didn't
have
the
situation
we're
in
now
with
electric
vehicles,
so
it's
a
new
day,
a
new
issue,
and
that
was
why
I
was
trying
to
ask
you
I
mean
I,
obviously
haven't
done
research
into
this,
but
just
what
you
know
I,
don't
it
seems
less.
It
doesn't
seem
to
be
an
appropriate
amount
to
me
and
I
just
wanted
to
hear
your
comments
about
that,
and
if
you
don't
have
a
comment,
I
understand.
Thank
you.
Mr,
John
and.
Z
Mr
chairman
Senator
Kolb
I
would
doubt
that
there's
been
additional
research
done
even
on
the
products
that
I
mentioned.
So
if
we
add
electricity
to
this
statute,
definitely
that
would
require
more
research
on
what
piece
of
that
sales
tax
that's
paid
on.
Those
fuels
should
really
be
going
towards
highways.
J
Had
the
director
just
kind
of
made
my
point:
I
I,
really
we
really
are
not
changing
anything
because
sales
tax
is
really
not
what
we're
looking
at
here.
This
is
an
alternative
fuel
tax.
This
is
an
additional
tax
above
the
sale
of
electricity.
So
I
really
don't
think
that
discussion
really
in
one
way
or
another.
The
tax
on
sales
of
electricity
is
the
tax
on
sales
electricity.
A
K
Z
AA
Mr
chairman,
just
to
pull
up
to
that
as
well.
There
is
something
in
statute,
so
there's
an
exemption
for
the
fuels
from
the
sales
tax
to
our
tobacco
tax
statutes
to
not
enjoy
that
same
exemption.
So
if
you
go
and
buy
a
pack
of
cigarettes,
it
is
both
tobacco
taxable
and
sales
taxable,
two
different
taxes,
I
just
wanted
to
make
that
point
as
well.
A
So
everybody's
favorite
topic
right
before
lunch
is
taxes
right,
so
any
further
discussion
from
the
committee
for
either
y
dot
or
the
department
Revenue
seeing
none.
Thank
you
both
very,
very
much
appreciate
you
guys,
everybody
being
here
committee.
What
that
does
is
that
puts
us
right
at
noon
here,
we're
a
little
bit
behind,
but
what
we're
going
to
do
is
before
we
move
into
public
comment
and
everything
else.
As
far
as
Mr
Pickard
and
the
Auto
Alliance,
we
are
going
to
break
for
lunch.