cost allocation sponsored by: california association for coordinated transportation presented by...

Cost Allocation

Sponsored by:

California Association for Coordinated Transportation

Presented by

Rich Garrity, Senior AssociateRLS & Associates, Inc.

September 23-24, 2008Sacramento, CA

Cost Allocation – Rich Garrity, RLS & Associates, Inc. of 175

Session Objectives1. Develop a Standard Approach to “Cost Allocation”1. Develop a Standard Approach to “Cost Allocation”

2. Identify Special Issues in Cost Allocation 2. Identify Special Issues in Cost Allocation

3. Build a Cost Allocation Model3. Build a Cost Allocation Model

4. Understand the Difference Between Cost and Price 4. Understand the Difference Between Cost and Price

5. Automating the Cost Allocation Process5. Automating the Cost Allocation Process


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


Issues in Cost Allocation

The Term “Cost Allocation” Has Been Used to Describe a Wide Range of Allocation Needs Among Public Transit Operators



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”


Types of Cost Allocation

Financial Based Cost Allocation

Service Based Cost Allocation Plans


Financial Based Cost Allocation

Central Service Cost Allocation Plans

Indirect Cost Allocation Plans


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”


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


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


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



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



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”



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


Multiple Cost Allocation Needs

Some Public Transportation Projects May Require Multiple Types of Cost Allocation



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)



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


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



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



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)



Transportation Systems Need Complete and Accurate Financial Data in Order to: Manage the System So That its

Goals and Objectives are Met Efficiently



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


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)


Issues in Full Cost Accounting

Lack of Common Definition of Service

Failure to Capture Service Unit Data

Blended Program Expenditures Use of Capitated Payments


Financial Planning:Why is This Important?

Planning for Change Changes We

Institute Changes

Forced Upon Us

Political Climate


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?


Exercise No. 1

Exercise No. 1 - Take a Minute or Two to Jot Your Ideas Down on Paper


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


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


Identifying Transportation Costs Do You Disagree with this

Approach? Strongly Disagree Disagree Not Sure Agree Strongly Agree


Identifying Transportation Costs What is this Product Line

Manager Doing Wrong? ? ? ?


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


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


Identifying Transportation Costs Cost Analysis is a Key Element

of Financial Planning Knowing the Costs of Individual

Routes or Services is Useful for Your Management Purposes and for Billing Your Client Agencies


Identifying Transportation Costs The Basic Approach

Recommended and Used by Successful Business Operations and Transportation Systems is Called “Full Cost Accounting”



To Use this Approach Requires an Understanding of Basic Cost Concepts and the Use of a Consistent Costing Method


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



In Full Cost Accounting, a Value is Given to These Commitments Whether or Not They Result in Immediate Out-of-Pocket Expenditures


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)


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


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


Identifying Transportation Costs Understand HOW the Activity

Creates Costs for the Transportation Program Your Transit Program DOES

Something Your Transit Program BUYS

Something Use a Functional Approach to

Cost Recognition


Identifying Transportation Costs Functional Areas of Transportation:

Operations Maintenance Non-Vehicle Maintenance General Administration


Identifying Transportation Costs The Agency’s Chart of Accounts

is the Basic Tool Used to Ensure that All Transportation Costs are Reflected in the Agency’s Accounting System


Module 3


Special Issues in Cost Allocation

Direct and Indirect Costs

Operating and Capital Costs

Fixed and Variable 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


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


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


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



Indirect Costs Transit Examples

501.04 – Administrative Salaries & Wages

512.12 – Other Administrative Facilities

505.02 – Telephone


Direct and Indirect Costs Why Is the Identification of

Indirect Costs Important? Full Costs =

Direct Costs + Allocable Portion of Indirect Costs – Rebates/Credits


Direct and Indirect Costs Will All Transit Agencies Incur

Indirect Costs? No

Independent Transit Authorities Other Units That Do Not Rely on

Central Services


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



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


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


Indirect Cost Allocation

You MUST Have An Indirect Cost Allocation Plan or Indirect Cost Rate in Order to Claim Reimbursement Under Federal Awards



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



"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



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



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



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



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: Caltrans Subrecipient: Grantee



Indirect Cost Rates and Cost Allocation Plans Have Specific Documentation Requirements: Organization Chart Comprehensive Annual Financial

Report Certification



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



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



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



Prescribed Methodologies Simplified Allocation Method Multiple Allocation Base Method Direct Allocation Method

(Nonprofits Only) Special



A-122 States that Indirect Costs be Classified within Two Broad Categories: Facilities Administration

A-21 Provides Similar Classification



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



Use of a Standardized Chart of Accounts Is Essential to Indirect Cost Allocation Modify or Expand the Chart of

Accounts to Meet Needs


Indirect Cost Allocation Plan Preparation Guide


Indirect Cost Allocation Plan Preparation Guide

HHS Guide Can be Downloaded at:

http://rates.psc.gov/fms/dca/asmb%20c-10.pdf


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


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


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


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).


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


Why Cost Allocation? 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


Why Cost Allocation?

General PublicRidership

More GrantFunds From Caltrans??


Why Cost Allocation?

To Determine How Much It Costs to Provide A Specific Transit Service

$6.80Per

Trip


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:


The Cost Allocation Process Do These Trips Cost the Same?

5 Miles

5 Miles

10Minutes

5 Miles

5 Miles

20Minutes


The Cost Allocation Process Do These Trips Cost the

Same?8 Miles

5 Miles

20Minutes

5 Miles

5 Miles

20Minutes


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


Developing a Cost Allocation Model How Do We Allocate Costs?

Don’t Worry, This Process is Not Complicated!

Another Program Mandate???? Aaaaaagh!!!


Cost Allocation Model

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


Overview of Cost Allocation Process

Assemble Data

Assign Expense Line Items

Calculate Unit Costs


Issues in Assembling Data

Where Do We Get Cost Data?

What Time Period Should be Used?

Projected vs. Actual?


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


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


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


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


Exercise No. 2, Part A

Using the Provided Budget, Classify Each Line Item Expense as Either: Fixed Variable (by Hours) Variable (by Miles)


Exercise No. 2, 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


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


Calculation of Unit Costs

Allocated Hours Cost:

Total Allocated Hours Cost ÷Annual Projected Vehicle Hours



Allocated Miles Cost:

Total Allocated Miles Cost ÷Annual Projected Vehicle Miles


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)



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)



In Urban Systems, Fixed Expenses are Expressed as Follows:(Total Fixed Expenses ÷ Total

Vehicles In Maximum Revenue Service)


Exercise No. 3

Calculate the Unit Rates Allocated Hours Cost Allocated Miles Cost Fixed Cost Ratio


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)]}


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


Completing the Computations

Congratulations … You Have Just Developed a Cost Allocation Model


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


Exercise No. 4

Using the Parameters Given, and Our Cost Model Unit Costs, We Will Calculate How Much it Costs to Provide Service to the Five Different Users of Our Transit System


Exercise No. 4

This Exercise is Comparable to the Process a Transit Manager Would Use to Determine What Each Agency Should Pay to Purchase Service from the Provider of Services


Exercise No. 4 In this Exercise, Management Has Made an

Estimate of the Resources (Hours & Miles) of Service that Each User Will Consume

The Allocated Hours Cost and the Allocated Miles Cost is Applied to Each User

Fixed Costs are Then Added, Then the Three (3) Costs are Summed to Arrive at the Provider’s Fully Allocated Cost of Service

Let’s Walk Through the Computation for the First Agency User


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

Pricing Fully Allocated Services

Module 5


Using the Model to Price Contract Services 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


Objectives in Our Rate Structure

Our Objectives in the Process: Simple Equitable Reflect Actual Cost of Service

Provision Appropriate Use of Public

Subsidies


Alternative Rate Structures

Per Trip Per Mile Per Hour Per Passenger Mile Per Zone


Price Per Trip

Price Per Trip Computed as Follows:

Fully Allocated Costs of the Service ÷ No. Projected Passenger Trips


Characteristics of Per Trip Pricing Simple Shared Ride Equity Assumes That Are Trips Have

Similar Characteristics Works Best in Small Service Areas Greater Risk for Service Provider Short Trips Subsidize Long Trips


Price Per Mile

Price Per Mile Computed as Follows:

Fully Allocated Costs of the Service ÷ No. Projected Miles of Service


Characteristics of Per Mile Pricing Customers Understand Miles Requires Recordkeeping by Drivers Cost Per Mile Varies Based on

Route Path Driven on a Given Trip Does Not Address Travel and Wait

Time Dead Head Mileage Shared Ride Equity Issues


Price Per Hour

Price Per Hour Computed as Follows:

Fully Allocated Costs of the Service ÷ No. Projected Vehicle Hours


Characteristics of Per Hour Pricing Requires Recordkeeping by

Drivers Cost Per Hour Varies Based on

Route Path Driven on a Given Trip

Addresses Travel and Wait Time Shared Ride Equity Issues


Price Per Passenger Mile

Price Per Passenger Mile Computed as Follows:

Fully Allocated Costs of the Service ÷ No. Projected Passenger Miles


Characteristics of Per Passenger Mile Pricing

Equitable Addresses Shared Ride Some Shared Ride Equity

Issues Generally Requires Automation

to Assist in Billing Computations


Price Per Zone

Price Per Zone Zones are Artificial Grids

Overlaid on a Map of the Service Area


Price Per Zone


Price Per Zone

Computed as Follows:

Fully Allocated Costs of the Service ÷ No. Projected Zones of Travel


Price Per Zone Counting Zones Zones are Counted on a Straight-Line Basis,

Up and Down, Left or Right (No Diagonal Movement)

33

7

1

2

5

6

B H JIDC ME F G K L

1 2 3 4

10

8

9

3

4

6

7

5

A

Columbus

Dublin

Hilliard

Upper Arlington

Worthington


Characteristics of Zone Pricing Sometimes Difficult to Explain Relatively Simple to Administer Easy to Predict Trip Cost if User is

Familiar with Zone Map Requires Initial Estimate of Zones

Traveled in Order to Set Rate Short Trips Will Generate

Problems in Cost Recovery Sensitive to Zone Size


Rate Setting Complexities

Ridesharing Wait Time Out-of-County Trips Mixed Fleet (e.g., Different Sized

Vehicles) Brokerage: Trips Assigned to Other

Providers Contracted Services Subsidies


Ridesharing

Occurs When the Clients of Two or More Agencies that Contract for Service Ride the Same Vehicle

Some Rate Structures Will Require Sub-Allocation of Costs Per Hour and Per Mile Pricing

Methods


Ridesharing

Suggested Approaches Pro-Rate Trip Costs Based on:

Percent of Agency “A” Passengers as Percent of All Passengers (Percent x Overall Route Cost)

Calculate Trip Cost Based on Total Number of Passengers ((Overall Trip Cost ÷ No. of Passengers) x Passengers Agency “A”)

Problems Assumes Uniform Trip Characteristics Gives Appearance of Uniform Rate


Wait Time

Labor Costs Associated with Wait Time is a Problem

Suggested Approach Adopt Time-Based Pricing

Cost Per Hour Added Wait Time Charges on Top of

Existing Pricing Strategy (e.g., $10.00 per Hour)


Out-of-Service Area Trips

Use The Cost Allocation Model as the Pricing Structure


Mixed Fleets

Different Operating Cost Structure of Large Buses over Minivans/Standard Vans

Options: Adopt Tiered Pricing Structure Use Uniform Structure


Brokered Trips

Adopt Uniform Rate Structure Despite Differential Costs/Charges Among Multiple Providers


Contracted Services

Fully Allocated Cost Pricing Means System Administration Costs Plus Contractor’s Rate are Incorporated Into the Pricing Structure


Subsidies

Deduct Subsidy Amount Prior To Calculating Average Unit Rates in Your Cost Allocation Model

Run Cost Model With and Without Subsidy so Users Understand True Cost of Service

Automating the Cost Allocation ProcessModule 5


Overview

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



The Course CD-ROM Contains a Generic Cost Allocation Model

Let’s Take A Look at the 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



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



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


Cost Allocation Model:Macro Warning


Cost Allocation Model:Opening Screen


Cost Allocation Model:Opening Screen Opening Screen

The Cost Allocation Model Will Always Open to This Screen (Rather Than Last Place)

To Continue, Click the “Begin” Button

This Will Advance You to the “Table of Contents” Worksheet


Cost Allocation Model:Table of Contents


Cost Allocation Model:Opening Screen First Step – Enter System

Service Data Vehicle Hours Vehicle Miles Vehicles Used in Peak Revenue

Service Click On “Step 1 – Enter ……”


Cost Allocation Model:Opening Screen


Cost Allocation Model:Enter Service Data What Time Period For Data?

Analysis of Past Performance Historical Data

Projected Costs for a Future Period Budgeted or Projected Data

Enter System Hours and Miles For Fixed Route Systems, Enter

Peak Vehicles In Revenue Service


Cost Allocation Model:Enter Service Data:


Cost Allocation Model:Next Step Once You Have Entered System

Service Data, Click on “Back to Table of Contents”


Cost Allocation Model:Next Step


Cost Allocation Model:Enter Budget Data From the Table of Contents,

Click on Step 2 – Enter Budget Data for Your Transportation System

This Will Take You To a Worksheet Where You Will Enter Budget Data


Cost Allocation Model:Enter Budget Data


Cost Allocation Model:Enter Budget Data The Chart of Accounts is

Generic, Based on the FTA Uniform System of Accounts (USOA)

The Chart Requires You To Enter Data in Accordance With Four Basic Function Codes


Cost Allocation Model:Enter Budget Data Four Basic Function Codes

Operations Vehicle Maintenance Non-Vehicle Maintenance General Administration


Cost Allocation Model:Enter Budget Data Enter Budget Data

Each Function Code Has Its Own Column

Columns Automatically Total for Each Function Each Line Item

Where the Cells are Shaded, It Means That, By Definition, the System Cannot Have Expenses in That Line Item


Cost Allocation Model:Enter Budget Data If You are Unfamiliar With the

USOA Chart of Accounts, Help is Available

By Moving Your Mouse Cursor Over the Tiny Red Triangle on the Ride Side of the Account Column


Cost Allocation Model:Enter Budget Data


Cost Allocation Model:Compute Fully Allocated Costs Once You Have Enter Budget

Data, Click the Button on the Top of the Worksheet and Go Back to the Table of Contents

Click on “Step 3: Calculate the Fully Allocated Cost of Any Service Component”


Cost Allocation Model:Compute Fully Allocated Costs A Final Data Entry Sheet Will

Appear You Will Need to Specify The

Mode of Service Fixed Route Demand Response

Fixed Expenses Are Allocated Differently in Each Mode


Cost Allocation Model:Compute Fully Allocated Costs You Then Enter the Estimated

or Actual Vehicle Hours or Vehicle Miles

If Costing a Fixed Route Service, Also Enter the Number of Peak Vehicles Used for the Proposed Service


Cost Allocation Model:Compute Fully Allocated Costs


Cost Allocation Model:Compute Fully Allocated Costs Once You Enter the Required

Service Data, The Fully Allocated Cost Will Automatically be Computed and Shown in the Bottom Box!


Cost Allocation Model:Other Elements The Model Works Because Once

the Budget Information, Standardized Assignment of Each Line Item Has Already Been Established

You DO NOT Have to Assign Each Line Item to the Fixed, Variable-Hours, or Variable Miles Category


Cost Allocation Model:Other Elements You Can View the Assignment of

Costs From the Table of Contents, Click on

“View the Assignment of Cost Categories” Your Total Budget Information Appears An “X” Indicated How the Model

Classifies Each Line Item, By Function Code


Cost Allocation Model:Other Elements You Can Also View the Total

Computations of Fixed and Variable Expenses

From the Table of Contents Click on “View the View the Cost

Computations”


Cost Allocation Model:Other Elements Finally, Some Additional

Explanation, Help, or Tips are Available from All Screens

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Cost Allocation Model:Other Elements


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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]

cost allocation sponsored by: california association for coordinated transportation presented by...

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