Fidelity-Philadelphia Trust Co. v. Philadelphia Transportation Co.

22 Pa. D. & C.2d 181, 1960 Pa. Dist. & Cnty. Dec. LEXIS 2
CourtPennsylvania Court of Common Pleas, Philadelphia County
DecidedMay 11, 1960
Docketno. 1375
StatusPublished

This text of 22 Pa. D. & C.2d 181 (Fidelity-Philadelphia Trust Co. v. Philadelphia Transportation Co.) is published on Counsel Stack Legal Research, covering Pennsylvania Court of Common Pleas, Philadelphia County primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Fidelity-Philadelphia Trust Co. v. Philadelphia Transportation Co., 22 Pa. D. & C.2d 181, 1960 Pa. Dist. & Cnty. Dec. LEXIS 2 (Pa. Super. Ct. 1960).

Opinion

Weinrott, J.,

. . . This action by the trustee was instituted on behalf of all bondholders under the Consolidated Mortgage 3%-6% Bonds, Series A, due January 1, 2039, issued at the time of the reorganization of Philadelphia Rapid Transit Company and its underlying companies, alleging that there was net income for the payment in full of income interest to all bondholders for the years 1957 and 1958. The trust indenture provides for fixed interest of three percent each year and, in addition thereto, three percent income interest to the extent that net income is available therefor. The method for determining net income for this purpose is specifically set forth in the trust indenture. It is significant that the verbiage of this agreement, insofar as it relates to gross earnings, provides that they shall be determined in accordance with “accepted principles of accounting.” However, when treating with the matter of deductions therefrom the writing makes mandatory that said deductions be in accordance with “sound accounting practice”, and carefully limits the categories of deducions. This provision vests no discretion in the board of directors for it further provides that the annual income statement shall be prepared in accordance with the provision of the trust indenture.

The accounting issues raised in this matter fall into three categories of deductions or charges.

The first relates to the charges in the account entitled special appropriation to reserve for depreciation of obsolescence of track. The problem developed during the extensive modernization program of defendant’s facilities over the period of 1954 to 1958 which included the purchase of 1,000 new diesel buses and the abandonment of many miles of track, for defendant company had not depreciated over $7,800,000 of the book value of the track at the time that its abandonment was effectuated. With respect to. the treatment of [184]*184this item, however, defendant company apparently pursued different practices in different years. For example, in 1955 an extraordinary charge against income was made for the full amount of unrecorded depreciation applicable to track retired on its books that year. Then, in 1956 it was determined to appropriate annually to the reserve for depreciation the amount of $1,200,000 per year for the years 1956 to 1959 inclusive, and an amount in 1960 equal to the remaining undepreciated book value of the track retired in the course of the modernization program. This created a deferred charge which failed to reveal the actual deficit in the year of the loss. It is certainly unfortunate that the losses due to track retirement could not have been recovered by periodic charges against depreciation; however, the matter is not remedied by over-stating expenses and under-stating net income in subsequent periods, for the authorities are in general agreement that no deferred charge whatsoever should be set up except where costs are involved the benefit of which will inure to the future. See Accountants’ Handbook, 4th Edition, by Rufus Wixon, pages 16-24.

No part of the cost involved from the retirement of the track would benefit defendant company in the future, for the benefit thereafter derived would be from the operation of the new bus lines, and would be chargeable to the cost of acquiring the same. While it is readily apparent that the deferred charge was improper insofar as sound accounting practice is concerned, there still remains the determination of the proper year in which the loss from the retirement of track should be written off. Applying the fundamental rule laid down by the expert accountants who testified on behalf of plaintiff in this case that provision should be made for losses as soon as the loss can be foreseen and the amount thereof be estimated, we have accepted [185]*185the lowest estimate of defendant itself in this regard, namely that included in its annual report.

Prior to the end of the year 1956, defendant company had received delivery of the 1,000 buses necessary to complete the conversion program and it was obvious at that point the track was rendered useless.

Accordingly, sound accounting practice required that provision be made for $7,200,000 of the total loss of $7,803,013 by the end of that year. This was the estimated loss contained in defendant’s annual report for the year 1956. The proper charge for the year 1957, in accordance with defendant’s own estimate of the loss from the retirement of track during that period, should have been $575,000, leaving a balance of $28,013 chargeable to track retired during the year 1959.

We will next treat with the accounting item termed franchise paving, for it is the amortization of this item that causes one segment of the dispute. About 1895, predecessor companies of defendant applied to the City of Philadelphia for supplemental franchise rights to electrify their street railway. Since these companies were delinquent in their obligation under the original franchises to pave or repave the streets upon which their lines were laid, the city required the companies to fulfill these obligations as a condition to the grant of the supplemental franchise right. When the Philadelphia Rapid Transit Company and its underlying companies underwent reorganization they sought for purposes of the rate base to capitalize $15,-000,000 for franchise paving as the amount actually spent for the cost of electrification franchise about 1895.

The Public Utility Commission initially found that franchise paving was not a cost of franchise and limited the cost of paving to the amount then in existence. Subsequently, when considering a revised plan [186]*186of reorganization the commission suggested that the proposed capitalization could be supported by increasing franchise paving without approving any specific amount. Defendant company set up this account on its books at its organization on January 1, 1940, as an asset in the paving account in the amount of $7,500,-000, which together with the overheads applicable thereto made a total of $8,201,412. In 1942 the item was held to be a cost of franchises to the predecessor company and the entire $7,500,000 was held to be includible in the rate base. However, in 1953 the commission reexamined the item of franchise paving and concluded that there was no proof that it represented either physical property used or franchise cost. Accordingly, it refused to include any amount thereof in defendant’s rate base. Moreover, amortization of franchise paving as an operating expense was disallowed by the commission in 1955 in defendant’s next rate case.

The procedure followed by defendant company after the elimination of franchise paving from its rate base was to amortize the $8,201,000 at the rate of two percent per year; however, in 1955, when the extensive retirements of track began to take place, defendant allocated all of the franchise paving to the track in service at the beginning of the year and charged off the amount applicable to the track retired on the books in that year, or $844,446. The two percent charge was continued on the remaining amount in the franchise paving account and was allocated to track still in service. In 1956 and 1957 the amount of franchise paving allocated to track retired on the books in those years was transferred to a deferred asset account and defendant has been amortizing the total amount so transferred, namely $3,779,458 at the rate of $300,000 a year for 1956, 1957 and 1958, and plans to continue to do so in the future.

[187]

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22 Pa. D. & C.2d 181, 1960 Pa. Dist. & Cnty. Dec. LEXIS 2, Counsel Stack Legal Research, https://law.counselstack.com/opinion/fidelity-philadelphia-trust-co-v-philadelphia-transportation-co-pactcomplphilad-1960.