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英语翻译
In this analysis we use average costs largely derivedfrom aggregate data.While our estimates lack the precision of a more specificcase study,these estimates provide an overall sense of the magnitude ofvarious types of external costs generated by freight rail and trucks relativeto average private costs nationally.If public policies were formulated tointernalize these external costs in an aggregate sense,some carriers of eithermode would overpay,while others would underpay.The amount of overpayment orunderpayment would depend on the difference between average costs in theaggregate and the marginal costs in a particular circumstance.
In short,unless one is able to accurately estimate themarginal social costs of each unit of transportation (e.g.,each ton-mile) inwidely varying circumstances,two choices are possible.One is to ignoreexternal costs and estimate user charges and taxes solely on the basis ofpublic facility use or other services provided by the public sector; the otheris to add some uniform charge to reflect external costs and accept a degree ofcross-subsidization within each transportation mode.The analysis in thisarticle tends toward the second option and develops conservative estimates ofaverage costs in rural areas where the variation in such costs is likely to bemuch less than is the case among different metropolitan areas.
In this analysis we use average costs largely derivedfrom aggregate data.While our estimates lack the precision of a more specificcase study,these estimates provide an overall sense of the magnitude ofvarious types of external costs generated by freight rail and trucks relativeto average private costs nationally.If public policies were formulated tointernalize these external costs in an aggregate sense,some carriers of eithermode would overpay,while others would underpay.The amount of overpayment orunderpayment would depend on the difference between average costs in theaggregate and the marginal costs in a particular circumstance.
In short,unless one is able to accurately estimate themarginal social costs of each unit of transportation (e.g.,each ton-mile) inwidely varying circumstances,two choices are possible.One is to ignoreexternal costs and estimate user charges and taxes solely on the basis ofpublic facility use or other services provided by the public sector; the otheris to add some uniform charge to reflect external costs and accept a degree ofcross-subsidization within each transportation mode.The analysis in thisarticle tends toward the second option and develops conservative estimates ofaverage costs in rural areas where the variation in such costs is likely to bemuch less than is the case among different metropolitan areas.
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