State Highway Cost Allocation Studies (2008) / Chapter Skim
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Pages 26-38
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From page 26... ...
Typically, these non-construction expenditure projections for the STIP period must be disaggregated from one or more broad categories into several categories required for cost allocation purposes. Often, the non-construction expenditure CHAPTER FIVE GUIDELINES FOR ANALYSES NEEDED FOR HIGHWAY COST ALLOCATION STUDIES
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51 Total 386 TABLE 9 EXAMPLE OF EXPENDITURE CATEGORIES FOR STATE HIGHWAY COST ALLOCATION
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-- State 100% STP -- Local Rural 100% STP -- Local Urban 100% STP -- Safety 100% STP -- Enhancement 100% Congestion Mitigation and Air Quality 100% Bridge Projects 100% Demonstration Projects 100% 4R Projects New Pavement 2% 11% 9% 11% 2% 0% 9% 9% 6% 7% 5% Rehab. Pavement 54% 31% 36% 35% 17% 14% 36% 36% 3% 66% 67% New Bridge 0% 1% 0% 0% 0% 0% 0% 0% 0% 7% 0% Replacement Bridge 11% 4% 11% 13% 6% 0% 11% 11% 69% 0% 1% Bridge Repair 1% 1% 1% 0% 6% 0% 1% 1% 1% 0% 6% Grading 3% 26% 26% 35% 14% 5% 26% 26% 9% 12% 6% Other 29% 26% 17% 6% 55% 81% 17% 17% 12% 8% 15% 100% TABLE 11 ILLUSTRATION OF THE CONVERSION OF A STATE'S FIVE-YEAR CONSTRUCTION PROGRAM EXPENDITURES INTO HIGHWAY COST ALLOCATION CATEGORIES
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For example, construction engineering and construction management costs are allocated to vehicle classes in proportion to the results of the cost allocation for direct construction expenditures. Similarly, administrative and management costs for highway construction and maintenance as a whole are allocated based on the combined cost allocation results for direct construction and maintenance expenditures.
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and by any special funding categories the user wishes to analyze. FHWA's State HCAS Model contains representative values of expenditures for each highway cost allocation category, including the previously mentioned four pavement categories.
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An example of special bridge costs is the retrofitting of existing bridges for earthquakes. The following additional inputs are typically required for bridge cost allocation, all of which have default values provided with the State HCAS Model: • Assignment of vehicles to bridge increments based on their live-load moments, • An allocation of the cost of various types of new bridges to bridge increments, • Information on the types of material and span lengths for new and replacement bridges, • Inventory ratings of bridges that are to be replaced, • An estimate of the percentage of bridge replacement costs owing to structural deficiencies in existing bridges, • An estimate of the percentage of bridge repair costs that are load-related, and • An estimate of the percentage of special bridge costs that are load-related.
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From page 32... ...
The guidelines that accompany FHWA's State HCAS Model also include specific advice and options for the allocation of the following other categories of highway costs: • Grading costs, • Residual allocators, • Width shares, • General construction costs and transit costs, • Multi-highway system costs, • Other travel-related costs, • State police traffic management, and • Vehicle registration costs. ISSUES IN REVENUE ATTRIBUTION The revenue attribution process is a straightforward splitting of revenue actually collected or projected to be collected for a future program period among the vehicle classes, separately for each highway-user tax or fee.
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A sound highway cost allocation model should provide for separate allocation of expenditures for (1) state funds used in state-level programs; (2)
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Toll systems are another potentially important application of equity principles. FHWA's State HCAS Model was set up specifically to conduct such an analysis because the FHWA understood the potential for growing extensions of toll systems.
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, and has the advantage of producing more accurate equity ratios because that model utilizes all of the important results of a recent comprehensive HCAS in its internal calculations of both cost responsibility and revenue payments. The other experience of note is the sensitivity analysis performed recently by Vermont in completing and refining its 2006 HCAS using the FHWA State HCAS Model.
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. In an addendum to the 1997 Federal HCAS, the U.S.DOT estimated the costs associated with air pollution, crash costs, congestion, and noise (Table 12)
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The next most closely related category of internal highway costs is state expenditures for highway-related programs that are not the responsibility of the state highway agency, such as the MVA, highway patrol, public transportation operations on streets and highways, crash response, traffic-related court costs, and highway-user fee tax collection and enforcement. Sometimes these expenditures are incurred by agencies in other parts of state DOTs, sometimes in other state agencies, and sometimes in agencies at other levels of government.
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From page 38... ...
. This was the approach taken in developing recommendations in the 1990 Vermont HCAS and in a follow-up analysis of special vehicles in 1991.
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