cost allocation for rural transit agencies presented at the 18 th national conference on rural...
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Cost Allocation for Rural Transit AgenciesPresented at the
18th National Conference on Rural Public and Intercity Bus TransportationPresented by
Rich Garrity, Senior AssociateRLS & Associates, Inc.
Cost Allocation – Rich Garrity, RLS & Associates, Inc. Page 2 of 144
Session Objectives1. Defining a Standard Approach to “Cost Allocation”1. Defining a Standard Approach to “Cost Allocation”
2. Adopting the Concept of Full Cost Identification 2. Adopting the Concept of Full Cost Identification
3. Identifying Issues in Cost Allocation3. Identifying Issues in Cost Allocation
4. Developing of a Cost Allocation Model4. Developing of a Cost Allocation Model
5. Using/Automating of the Cost Allocation Model5. Using/Automating of the Cost Allocation Model
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Target Audience
This Session is Designed for: Organizations That Need an Approach to
Cost Individuals Service Components Transit Organizations that Provide
Service Under a Purchase of Service Arrangement to Other Users/Groups
Multi-Purpose Human Service Agencies Supported by Multiple Federal Grants
Defining a Standardized Approach to Cost Allocation IssuesModule 1
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Issues in Cost Allocation
The Term “Cost Allocation” Has Been Used to Describe a Wide Range of Allocation Needs Among Public Transit Operators
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Issues in Cost Allocation
In Transit, “Cost Allocation” Can Refer to a Series of Distinct Management/Accounting Practices
Each Cost Allocation Problem Requires a Separate Methodology, Typically Referred to As “Cost Allocation”
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Types of Cost Allocation
Financial Based Cost Allocation
Service Based Cost Allocation Plans
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Financial Based Cost Allocation
Central Service Cost Allocation Plans
Indirect Cost Allocation Plans
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Financial Based Cost Allocation #1
Central Services Cost Allocation Plan A Publicly Sponsored Transit Program
Benefits from the Services of Other Governmental Units and Desires to Claim Costs Incurred by these Units Under its Various Federal Awards
The Public Entity or Governmental Unit Must Prepare a “Central Services Cost Allocation Plan”
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Financial Based Cost Allocation #2 Indirect Cost Allocation Plan
An Entity (Public or Private Nonprofit) Provides Multiple Program Services
Certain Overhead and Administrative Costs Incurred by the Entity Benefit All Programs and Services, Including Transit
The Agency Seeks to Recoup These Costs in Their Billings to Various Federal Agencies
The Entity Requires an Approved “Indirect Cost Allocation Rate” in Order for Such Costs to be Reimbursable by the Federal Government
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Service Based Cost Allocation
Allocate Costs to Various Types/Modes/Services
Urban/Rural Cost Allocation Required by FTA
Charter Cost Allocation Local Match Allocation Plan
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Service Based Cost Allocation #1
Service Based Cost Allocation A Public Transit Agency Coordinates
Service With Various Human Service Agencies In The Area
The Transit Provider Has A Policy That Public Transit Funds Cannot Be Used To Subsidize Human Service Agency Client Transportation
The Transit Agency Needs A “Fully Allocated Cost Analysis” To Determine How To Price Contract Services
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Service Based Cost Allocation #2
Service Based Cost Allocation A Transit Agency Receives Funding Under
Both FTA Section 5307 And Section 5111 FTA Expects the Grantee to Develop a
Reasonable Basis for Allocating Operating Costs Between the Two Funding Sources that is Related to the Service Provided
FTA Requires a “Grant Allocation Plan” to Distribute Costs to the Two Different, But Related Programs
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Service Based Cost Allocation #3
Service Based Cost Allocation A Transit Agency Provides Charter
Service in Accordance with 49 CFR part 604
The Transit Agency Must Demonstrate That it Fully Recovers the Cost of Charter Service
The Agency Requires a “Charter Service Allocation Plan”
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Service Based Cost Allocation #4
Service Based Cost Allocation A Regional Transit Authority Provides
Service Over a Multi-Jurisdictional Service Area
Each Participating Local Entity Must Share Responsibility for Funding a Portion of the Local Share
The Authority Must Allocate Local Funding Needs In An Equitable Manner To All Participating Jurisdictions
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Multiple Cost Allocation Needs
Some Public Transportation Projects May Require Multiple Types of Cost Allocation
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Multiple Cost Allocation Needs
Municipal or County Government
Central Service Departments
Central Service Departments Operating Departments
Individual Operating Departments
Public Works & Transit
Central Service Cost Allocation Plan
Allocable Portion of Central Service Costs
Departmental Administration
Approved Indriect Cost Rate Approved Indriect Cost Rate
Allocable Portion of Departmental Indirect Costs
Allocable Portion of Departmental Indirect CostsTransit Public Works
Management
Transit Direct Costs:Shared Functions
Dispatch
Allocated on Basis of Service Units
Allocable Portion of
Transit Direct Costs:Direct Functions
Operations Maintenance
Fixed Route JARC Demand Response
Modes
Transit Management Costs (Fixed Costs)
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Multiple Cost Allocation Needs
Nonprofit Organization
Direct Expenses
Home Care TransportationCongregate Meals
Indirect Expenses
Approved Indirect Cost Rate
Allocable Portion of Indirect Costs
Management
Transit Direct Costs:Shared Functions
Dispatch
Allocated on Basis ofService Units
Allocable Portion of
Transit Direct Costs:Direct Functions
Operations Maintenance
Medicaid Contract Transit
Rural Public Transit
Title III Client Transit
Services
Transit Management Costs (Fixed Costs)
Embracing the Concept of Full Cost Identification Module 2
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Why Full Cost Identification?
Our Goal - To Answer the Questions: How Much Does the Transportation
Service Cost? How are We Going to Pay For It?
In Order to Achieve These Goals, Agency and Program Managers Must Use Financial Planning
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Why Full Cost Identification?
Assess Performance Measure Progress Toward the
Achievement of Goals and Objectives
Consider Actions Which May Change the Course of Future Events
Modify Policies, Procedures, and Processes
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Why Full Cost Identification?
Make Operational Changes, Including Those Leading To: Service Expansion, Reduction, Or
Cessation Increases Or Decreases In Services,
Revenues, And Staff Changes Or Modifications In
Procedures Or Other Activities (Such As Marketing Or Public Relations)
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Why Full Cost Identification?
Transportation Systems Need Complete and Accurate Financial Data in Order to: Manage the System So That its
Goals and Objectives are Met Efficiently
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Why Full Cost Identification?
Know the True Cost of Operating the System so that Costs May be Billed or Allocated Appropriately to the System's Users
Report to the Funding Sources or Purchasing Agencies How Money was Spent, What Revenues were Realized, and the Financial Status of the Organization
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Issues in Full Cost Accounting
Lack of Sufficient Account Detail In Organizational Accounting Systems
Failure to Capture and/or Allocate Agency Indirect or Overhead Costs
There Is A Lack Of Common Definitions For Accounts (Non-FTA Programs)
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Issues in Full Cost Accounting
Lack of Common Definition of Service
Failure to Capture Service Unit Data
Blended Program Expenditures Use of Capitated Payments
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Financial Planning:Why is This Important?
Planning for Change Changes We
Institute Changes
Forced Upon Us
Political Climate
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Financial Planning:Why is This Important?
Consider the Example: A Manufacturer Produces Two
Consumer Products What are Some of the Costs That
Will Be Incurred by this Company?
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Identifying Transportation Costs Now Consider ….
Since the Ingredients Used are Basically the Same as Product 2, the Product 1 Manager Opts to Include them all In Product 2 and Does Not Include Them in Calculating His Cost
Since Product 1 is Delivered on the Same Trucks as Product 2, the Product 1 Manager Does Not Include Them in Calculating His Cost
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Identifying Transportation Costs
Product 1 Research,
Development, & Testing
Purchase of Ingredients
Production Quality Control Distribution Marketing Profit
Product 2 Research,
Development, & Testing
Purchase of Ingredients
Production Quality Control Distribution Marketing Profit
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Identifying Transportation Costs Do You Disagree with this
Approach? Strongly Disagree Disagree Not Sure Agree Strongly Agree
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Identifying Transportation Costs What is this Product Line
Manager Doing Wrong? ? ? ?
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Identifying Transportation Costs Let’s Talk About a Transportation
Related Situation What About this Example?
A Transportation Provider Reports Their Transportation Expenses as Follows: Fuel Maintenance Insurance
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Identifying Transportation Costs Financial Planning Begins by
Establishing (or Reaffirming) Overall Strategies and Goals Mission Statement
WHAT Will the Transit Service Do? HOW Will the System Operate?
This Starts the Financial Planning Process
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Identifying Transportation Costs The Basic Approach
Recommended and Used by Successful Business Operations and Transportation Systems is Called “Full Cost Accounting”
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Identifying Transportation Costs To Use this Approach Requires
an Understanding of Basic Cost Concepts and the Use of a Consistent Costing Method
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Identifying Transportation Costs
To Use this Approach Requires an Understanding of Basic Cost Concepts and the Use of a Consistent Costing Method
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Identifying Transportation Costs Using “Full Cost Accounting”
Means that the Total Costs of Providing Transportation Services are Considered
Total Costs Include Any Commitment or Use of Time, Money, Physical Resources, and Other Assets of the Agency in the Delivery of Transportation Services
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Identifying Transportation Costs
In Full Cost Accounting, a Value is Given to These Commitments Whether or Not They Result in Immediate Out-of-Pocket Expenditures
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Identifying Transportation Costs Full Cost Accounting Will:
Assist the Manager in Understanding the TRUE Cost of Providing Service
Determine Needed Revenues -- Immediate and Long-Term
Allow Allocation of Costs to System Users
Compare Costs of Service with Other Systems (Peer Analysis)
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Identifying Transportation Costs Full Cost Accounting Will
Assist in Making Decisions to Participate in a Coordinated Services Program
Recognize Value of Donations (Time, Materials, and Supplies)
Permit Accurate Financial and Performance Monitoring/Evaluation
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Identifying Transportation Costs Analyze the Various Functions
and Activities that Your Transportation Program Carries Out on a Day-to-Day Basis
Management’s Responsibility is to Identify All Activities That Your Agency Performs in the Delivery of Transportation Services
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Identifying Transportation Costs Analyze the Various Functions
and Activities that Your Transportation Program Carries Out on a Day-to-Day Basis
Management’s Responsibility is to Identify All Activities That Your Agency Performs in the Delivery of Transportation Services
Issues in Cost Allocation
Module 3
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Special Issues in Cost Allocation
Direct and Indirect Costs
Operating and Capital Costs
Fixed and Variable Costs
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Direct and Indirect Costs
Direct Costs Those Expenses Incurred by the
Grantee That Are Directly Related and Strictly Benefit Only the Public Transportation Program
Generic Examples: Compensation of Employees for the
Time Devoted and Identified Specifically to the Performance of the Grant
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Direct and Indirect Costs Direct Costs
Generic Examples: Cost of Materials Acquired,
Consumed, or Expended Specifically for the Purpose of Providing Public Transit Service
Equipment and Other Approved Capital Expenditures
Travel Expenses Incurred Specifically to Carry Out the Award
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Direct and Indirect Costs Direct Costs
Transit Examples: 501.01 – Operator's Salaries & Wages 501.03 – Dispatcher's Salaries & Wages 503.05 – Contract Vehicle Maintenance 504.01 – Fuel & Lubricants Consumed 504.02 – Tires and Tubes Consumed 508.00 – Purchased Transportation
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Direct and Indirect Costs
Indirect Costs Generic Examples
Certain Central Service Costs General Administration of the
Organization Accounting and Personnel Services
Performed Within the Organization the Delivers Public Transit Services
Costs of Operating and Maintaining Facilities
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Direct and Indirect Costs
Indirect Costs Transit Examples
501.04 – Administrative Salaries & Wages
512.12 – Other Administrative Facilities
505.02 – Telephone
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Direct and Indirect Costs Why Is the Identification of
Indirect Costs Important? Full Costs =
Direct Costs + Allocable Portion of Indirect Costs – Rebates/Credits
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Direct and Indirect Costs Will All Transit Agencies Incur
Indirect Costs? No
Independent Transit Authorities Other Units That Do Not Rely on
Central Services
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Direct and Indirect Costs How Can We Tell if We Need An
Indirect Cost Allocation Plan? If a Transit System Incurs Costs That Are: Accumulated in the Accounts of Another
Department or Division of the Organizations
Incurred by Nonprofit Agency Management That Benefits Multiple Programs
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Direct and Indirect Costs
Indirect Costs Must Be Allocated in a Manner Consistent with Procedures Set Forth in OMB Circulars A-87 or A-122
Facility Expenses
Transportation
Meals
Vocational Services
Homemaker Services
FunctionExpense
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Direct and Indirect Costs How are Indirect Costs Claimed
Under Federal Awards? OMB Circular A-87, Attachment A,
“General Principles for Determining Allowable Costs,” paragraph C3(d) states:
Where an accumulation of indirect costs will ultimately result in charges to a Federal award, a cost allocation plan will be required
OMB Circular A-122 contains similar language
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Indirect Cost Allocation
You MUST Have An Indirect Cost Allocation Plan or Indirect Cost Rate in Order to Claim Reimbursement Under Federal Awards
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Indirect Cost Allocation
Indirect Cost Rate Proposals or Cost Allocation Plans Must Either: Be Submitted to a Federal Cognizant
Agency; or Be Maintained on File by the
Governmental Unit Similar Rules Apply to Nonprofits
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Indirect Cost Allocation
"Cognizant Agency" Means the Federal Agency Responsible for Reviewing, Negotiating, and Approving Cost Allocation Plans or Indirect Cost Proposals Developed on Behalf of All Federal Agencies
OMB Publishes a Listing of Cognizant Agencies
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Indirect Cost Allocation
Negotiation and Approval of Rates Generally, the Federal Agency with the
Largest Dollar Value of Awards to the Nonprofit Organization Will be Designated as the Cognizant Agency for the Negotiation and Approval of the Indirect Cost Rates
The Designation Is Not Changed Unless There is a Major Long-Term Shift in the Dollar Volume of Federal Awards
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Indirect Cost Allocation
In No Case Shall an Indirect Cost Allocation Plan or Indirect Cost Rate Proposal Be Acceptable Unless it Has Been Certified by the Governmental Unit Using the Certificate of Cost Allocation Plan or Certificate of Indirect Costs
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Indirect Cost Allocation
The Certification Must be Signed on Behalf of the Governmental Unit by an Individual at a Level No Lower than Chief Financial Officer of the Governmental Unit that Submits the Proposal or Component Covered by the Proposal
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Indirect Cost Allocation
Where a Local Government Only Receives Funds as a Subrecipient, the Primary Recipient Negotiates the Indirect Cost Rates and/or Monitors the Subrecipient's Plan
Section 5311 Primary Recipient: State DOT Subrecipient: Grantee
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Indirect Cost Allocation
Indirect Cost Rates and Cost Allocation Plans Have Specific Documentation Requirements: Organization Chart Comprehensive Annual Financial
Report Certification
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Indirect Cost Allocation
Indirect Cost Rates and Cost Allocation Plans Where an Organization’s “Central Services” are Included Must: Identify the Unit Rendering the
Service and the Operating Agencies Receiving the Service
Detail the Items of Expense Included in the Cost of the Service
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Indirect Cost Allocation
Indirect Cost Allocation Plans Must: Describe the Method Used to
Distribute the Cost of the Service to Benefitted Agencies
Contain a Summary Schedule Showing the Allocation of Each Service to the Specific Benefitted Agencies
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Indirect Cost Allocation
Guidelines for Nonprofits are Similar to Those for Government Agencies
Procedures for Nonprofits Are Prescribed in OMB Circular A-122, Attachment A, Paragraph C
Procedures for Educational Institutions Different – Consult A-21
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Indirect Cost Allocation
Prescribed Methodologies Simplified Allocation Method Multiple Allocation Base Method Direct Allocation Method
(Nonprofits Only) Special
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Indirect Cost Allocation
A-122 States that Indirect Costs be Classified within Two Broad Categories: Facilities Administration
A-21 Provides Similar Classification
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Indirect Cost Allocation
A Nonprofit Organization Which Has Not Previously Established an Indirect Cost Rate with a Federal Agency Shall Submit its Initial Indirect Cost Proposal Immediately After the Organization is Advised that an Award will be Made and, in No Event, Later Than Three Months After the Effective Date of the Award
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Indirect Cost Allocation
Use of a Standardized Chart of Accounts Is Essential to Indirect Cost Allocation Modify or Expand the Chart of
Accounts to Meet Needs
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Indirect Cost Allocation Plan Preparation Guide
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Indirect Cost Allocation Plan Preparation Guide
HHS Guide Can be Downloaded at:
http://rates.psc.gov/fms/dca/asmb%20c-10.pdf
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Capital vs. Operating Costs Operating Costs are Consumed in
Less Than One Year (e.g., Wages, Fuel) and Generally Have a Unit Acquisition Cost of Less Than $300.00
Capital Costs are Expenses for Long-Term Assets (e.g., Vehicles, Garages)
Definitions May be Set by the Grantor Agency
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Capital vs. Operating Costs
Under the Section 5311 Program, Capital Expenses are Defined in FTA Circular 9040.1F, Chapter III, Paragraph 2e(2)
This Document Can Be Obtained at http://www.fta.dot.gov/documents/FTA_C_9040.1F.pdf
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Capital vs. Operating Costs Defining Capital Costs is
Important, as OMB Circular A-87 States that Depreciation Will Exclude: Any Portion of the Cost of
Buildings and Equipment Borne by or Donated by the Federal Government Irrespective of Where Title was Originally Vested or Where it Presently Resides
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Capital vs. Operating Costs What Does this Mean?
If the Cost of the Vehicle (Asset) Was Paid for by a Federal Program, You May NOT Include Depreciation of that Asset in Your Charges to Other Federal Programs in the Cost of Service Provision Source: OMB Circular A-87,
Attachment B, Paragraph 15c(2); and OMB Circular A-122, Attachment B, Paragraph 11c(2).
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Fixed vs. Variable Expenses
Variable Costs Change Relative to the Amount of Service Provided (e.g., Drivers' Wages)
Fixed Costs Do Not Vary with the Amount of Service Provided (e.g., Administrative Salaries)
Fixed
Variable
Total
Output
Co
st
Developing a Cost Allocation Model
Module 4
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Capital vs. Operating Costs Fad or Management Necessity?
An Understanding of Fully Allocated Costs Provides Management with: The Ability to Accurately Price Services
Provided Under Contract An Assessment Tool to Evaluate
Changes in Service For Example, the Cost of Adding or
Losing a Contract Service Could Be Estimated
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Why Cost Allocation?
General PublicRidership
More GrantFunds From FTA??
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Why Cost Allocation?
To Determine How Much It Costs to Provide A Specific Transit Service
$6.80Per
Trip
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The Cost Allocation Process
Why Do We Need a Model to Determine Cost? Why Can’t We Simply Divide
Total System Cost by Total System Miles?
Or Total System Cost by Total System Hours?
Consider the Following:
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The Cost Allocation Process Do These Trips Cost the Same?
5 Miles
5 Miles
10Minutes
5 Miles
5 Miles
20Minutes
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The Cost Allocation Process Do These Trips Cost the
Same?8 Miles
5 Miles
20Minutes
5 Miles
5 Miles
20Minutes
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The Cost Allocation Process
Transportation Costs are Driven by Two Critical Factors: Time AND Distance
Our Model Must Take Both Factors Into Account When Costing Transportation Services
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Developing a Cost Allocation Model How Do We Allocate Costs?
Don’t Worry, This Process is Not Complicated!
Another Program Mandate???? Aaaaaagh!!!
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Capital vs. Operating Costs
Cost Allocation Assumes: Total System Costs Can be
Allocated to Service Based on the Level of Service Provided
System Average Unit Costs Can Be Used to Estimate Service Costs
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Overview of Cost Allocation Process
Assemble Data
Assign Expense Line Items
Calculate Unit Costs
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Issues in Assembling Data
Where Do We Get Cost Data?
What Time Period Should be Used?
Projected vs. Actual?
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Required Data Twelve (12) Months Actual or
Projected Transit Expense Data Expense Data Will be Classified as
Either: Fixed Expense Variable Expense
Service Data Vehicle-Miles Vehicle-Hours Passenger Trips
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Assigning Cost to Categories Cost Allocation Involves Taking
Each Expense Line Item and Assigning It to Either the Fixed or Variable Category
Variable Expenses are Further Broken Down as Varying Either by: Hour Mile
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Assigning Cost to Categories
Fixed Costs are Those Costs that Will Not Change As a Result of an Increase or Decrease in Service Levels
Variable Expenses are Those Costs that Will Change if There is a Change in Service Levels
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Assigning Cost to Categories There are No Hard and Fast
Rules…..But: Project Administration Costs are
Almost Always Fixed Understand the Basis of Each
Cost Item and Assign Accordingly Be Logical BE CONSISTENT
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Exercise No. 1, Part A
Using the Provided Budget, Classify Each Line Item Expense as Either: Fixed Variable (by Hours) Variable (by Miles)
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Exercise No. 1, Part B
Now that We Have Classified Each Expense Line Item, We Want to Total All Fixed Expenses, All Variable - Hours Expenses, and All Variable - Miles Expenses
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Calculation of Unit Costs We Now Have a Total of Fixed and
Variable Costs We Need to Calculate Our Unit Costs.
There are Three (3) Calculations: Allocated Hours Cost Allocated Miles Cost Allocated Fixed Expense
Demand Response: Ratio Fixed Route: Fixed Cost Per Vehicle
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Calculation of Unit Costs
Allocated Hours Cost:
Total Allocated Hours Cost ÷Annual Projected Vehicle Hours
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Calculation of Unit Costs
Allocated Miles Cost:
Total Allocated Miles Cost ÷Annual Projected Vehicle Miles
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Calculation of Unit Costs What Do We Do With Fixed
Expenses? There Are Different Approaches -
For Most Demand Response Systems in Rural Areas, Fixed Expenses are Expressed as a Percentage or Ratio of Allocated Variable Expenses (Hours Cost + Miles Cost)
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Calculation of Unit Costs
In Rural Systems, Fixed Expenses are Expressed as a Percent of Variable Expenses: Fixed Cost Factor =
Total Fixed Expenses ÷ (Total Allocated Hours Expenses + Total Allocated Miles Expenses)
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Calculation of Unit Costs
In Urban Systems, Fixed Expenses are Expressed as Follows:(Total Fixed Expenses ÷ Total
Vehicles In Maximum Revenue Service)
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Exercise No. 2
Calculate the Unit Rates Allocated Hours Cost Allocated Miles Cost Fixed Costs
Cost Per Peak Period Bus Fixed Cost Ratio
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Completing the Computations The Fully Allocated Cost of Service is
Equal to:
{(Total Annual Projected Hours x Allocated Hours Cost)
+(Total Annual Projected Miles x Allocated Miles Cost)}
+ {Fixed Cost Factor x [(Total Annual Projected Hours x Total Allocated Hours Cost) + (Total Annual Projected Miles x Allocated Miles Cost)]}
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Completing the Computations
To Test our Unit Average Costs, Plug in Total Annual Projected Hours and Total Annual Projected Miles into the Above Equation to Ensure the Result = Total Annual Expenses
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Completing the Computations
Congratulations … You Have Just Developed a Cost Allocation Model
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Applying the Model
Now that We Have Our Model, We Will Put it to Work
We'll Sort Through The X's and O's By Looking At Allocating the Costs
of Various System Users
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Review We Built a Cost Allocation Model
that Uses Generally Accepted Accounting Principles to Allocate Transportation Costs Among Various Agency Users
We Learned How to Use the Model to Determine or Project the Costs for Individual Agency Users
Use and Automation of the Cost Allocation ModelModule 5
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Using the Model We Will Examine the Ways in Which
A Transit System Can Use Fully Allocated Costs to Develop Unit Pricing for Contracted Services Various Types of “Unit” Costs Pro’s and Con’s of Each Unit Cost Type
We Will Calculate Various Units Costs for Our Transit System
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Using the Model
Are Our Contract Rates Fully Recovering Our Costs of Providing Service?
What Does Route 1 Cost Our Agency to Operate?
What Rate Should We Use in Providing Service Under Contract Next Year?
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Exercise No. 3
Using the Parameters Given, and Our Cost Model Unit Costs, Calculate Answers to the Three Problems Facing Management
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Automation of the Process
As You Can See from the Cost Allocation Model Built Earlier in this Workshop Cost Allocation Can be Repeated
on an Annual Basis The Process Lends Itself to
Spreadsheet Application
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Generic Cost Allocation Model
The Course CD-ROM Contains a Generic Cost Allocation Model
Let’s Take A Look at the Model
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Generic Cost Allocation Model
Copy the File “Cost Allocation Model.xls” to a Folder on Your Computers Local or Network Drive
Start MS Excel Navigate to Folder and Open
the Model
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Generic Cost Allocation Model
Cautions Excel Will Generate One of Two
Messages, Depending on Your Security Level Excel Will Not Permit You to Open the
File Action:
Reset Security Level to Medium From the Menu, Click on Tools, Options,
Security Tab, Click on the Macro Security Button and Select Medium
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Generic Cost Allocation Model
Cautions Once Set to Medium, Excel Will
Permit You to Open the File, But Will Generate a Warning Message
You Must Click on “Enable Macros” in Order for the Cost Allocation Model to Work
You are Not Jeopardizing Your Computer or Network Security
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Adjourn
Good Luck in Using this Information at Your Own Transit Programs
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Presenter
Richard Garrity, Senior AssociateRLS & Associates, Inc.
3131 S. Dixie Highway, Suite 545Dayton, OH 45439
(937) 299-5007
Direct Line: (910) [email protected]