Boston & M.R.R. v. Commissioner of Internal Revenue

206 F.2d 617, 44 A.F.T.R. (P-H) 303, 1953 U.S. App. LEXIS 4251
CourtCourt of Appeals for the First Circuit
DecidedJuly 29, 1953
Docket4705
StatusPublished
Cited by35 cases

This text of 206 F.2d 617 (Boston & M.R.R. v. Commissioner of Internal Revenue) is published on Counsel Stack Legal Research, covering Court of Appeals for the First Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Boston & M.R.R. v. Commissioner of Internal Revenue, 206 F.2d 617, 44 A.F.T.R. (P-H) 303, 1953 U.S. App. LEXIS 4251 (1st Cir. 1953).

Opinion

MAGRUDER, Chief Judge.

rn t ¿1.- -r, . , „ . In this case the Boston & Maine Railroad petitions for review of a decision of ^ Tax Court of the United States de_ termining that for the calendar year 1941 there .g a deficiency in petitioner’s income tax in the sum of $937,984.56. The controversy relates to t1) the ProPer year> and & the proper amount, of the deductions wllich P^tioner is entitled to take on account of rallroad Properties which were ac<3U5red ^ Jt some tim<; Prior to March *> 1913> at a cost now unknown, such propertles havlng been subsequently abandoned, destroyed, or otherwise put out of useful service in various years from 1932 on, and finally having been formally retired by petitioner in the years 1939, 1940 and 1941. The sole tax year directly involved is 1941; however, because of the application of the net operating loss carry-over provision of the Code, 26 U.S.C.A. § 122, we must also look to the years 1939 and 1940.

Most of the difficulties in this case stem from fact tlaat the present taxpayer, like many railroads across the United States but most ordinary taxpayers, employs the retirement method of accounting for the COsts of worn-out, obsolete, or destroyed eqU¡pment. The essential issue — both as to ^g year and amount of the deductions — is wbat extent petitioner’s authorized use of this different method of accounting should justify it in making certain deviations from standard tax rules which would be appiicable if other methods of accounting were being employed. It will be helpful, therefore, to describe briefly at the outset this retirement method of accounting as distinguished from other accounting technjques designed to accomplish the same purp0S6j such as, for example, the straight-line depreciation method.

Under straight-line depreciation, the cost of any item of equipment is ratably spread over its estimated useful life, and through these annual depreciation charges it is sought to recoup the initial capital outlay *619 by the time the particular piece of equipment must be withdrawn from service. Thus under this method the net book value of any particular asset becomes less and less as the accumulated depreciation on account of this asset becomes greater and greater. Of course the costs of any capital additions or betterments are added to the ledger value of the particular asset, and hence are in turn depreciated.

Under the retirement system of accounting, however, there are no annual depreciation charges as such, and hence no annual adjustments are made in the book values of the various assets. Only upon the ultimate retirement or replacement with betterments of any particular item of property or equipment is any change made in the investment account; and on that occasion, the full initial book value of the asset (i. e., usually the original cost) is taken out of the capital account, and this sum, diminished by the net salvage proceeds, is then charged to current expense (or in certain cases directly to profit or loss). Meanwhile, any repairs or minor replacements made during the life of the property are charged directly to current expense and are never reflected in the capital account. 1

It is important to note immediately that the final charge to expense upon the retirement of a piece of equipment is not to be understood as an effort to make up for the failure to take any prior yearly “depreciation” on this particular item during its useful life. Rather the underlying theory of the retirement method is that the charges to expense on account of all the items retired or replaced in any particular year are taken as a rough equivalent of what would be a proper depreciation allowance for all the working assets of the company for that year. The assumption is that once the system is functioning normally and the retirements are staggered fairly regularly, the charges to expense on account of equipment wearing out or otherwise disappearing from service are spread out and stabilized, and hence will approximate the results under straight-line depreciation. At the same time it is thought that this method will eliminate the not inconsiderable bookkeeping problem of making annual depreciation adjustments on account of each and every asset owned by an extensive railroad. Thus, under both methods, the total charges to expense on account of any particular asset' — to the extent that such a segregated concept makes any sense at all under the averaging approach of the retirement system — are the same; also, if the retirements occur fairly regularly, the total annual charge on account of equipment becoming unserviceable should eventually tend to become roughly equivalent under both methods. However, under the retirement system the total capital account (i. e., the book value of the assets) is always higher, since under that system no adjustments are made in this account until an item is actually retired.

With these preliminary notions in mind, we turn to the first issue, which can be briefly stated as follows: In what year should petitioner be required to take its tax deduction for equipment which it retired in *620 the years 1939, 1940 and 1941, but which was for the most part destroyed, abandoned or otherwise put out of active service in years prior to 1939? The government maintains the deduction should be taken in the year of loss; the taxpayer, on the other hand, says it should be taken in the year of actual retirement.

'In order fully to understand the treatment for which petitioner contends, it is necessary to examine in some detail the procedure which it has evolved over the years for dealing with retirements. The initial proposals relating to the repair, replacement, abandonment or retirement of petitioner’s roadway equipment usually originate in its engineering department. Where an expenditure of more than $1500 is contemplated, the executive committee of petitioner’s board of directors must first pass on the proposal; in the remaining cases, petitioner’s president is authorized to approve the project. In addition, where any roadway properties constituting a line of railroad are sought to be temporarily abandoned or permanently retired, the permission of the Interstate Commerce Commission must first be obtained. In some cases state regulatory agencies must also be 'consulted. When the requisite authorization has been obtained both from the governing regulatory agency and from petitioner’s management, the contemplated work is commenced. Petitioner’s accounting department then assigns an AFE (Authority for Expenditure) number to the particular project and all charges pertaining thereto are collected in this manner. When the work is finally completed, the appropriate bookkeeping entries are made. Thus, for example, where a retirement has been authorized, upon the completion of the demolition the accounting department will charge current expense with the listed book value of the particular asset, decreased by the value of any material salvaged, and increased by the costs of demolition. (These latter figures are reported to the accounting department by the division engineer in charge and the valuation engineer.)

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Bluebook (online)
206 F.2d 617, 44 A.F.T.R. (P-H) 303, 1953 U.S. App. LEXIS 4251, Counsel Stack Legal Research, https://law.counselstack.com/opinion/boston-mrr-v-commissioner-of-internal-revenue-ca1-1953.