1.5 Overview The most important rec

1.5 Overview The most important recommendations can be summarised as follows:
 Costs of scarce infrastructure (congestion for road, scarcity for other modes), selected parts of accident costs, and environmental costs are treated as the external costs of transport according to the welfare-theory approach.
 The level of externality differs according to cost categories and transport modes. Environmental costs are considered as fully external.
 The values should be based on marginal cost estimation for specific traffic situations and clusters. If an aggregation of figures is difficult and cost functions are complex, top-down approaches based on national values may be used in addition.
 The valuation methodology should follow the impact pathway approach using willingness to pay or willingness to accept approaches. If the dose-response functions are complex or uncertain, other approaches such as the estimation of avoidance costs can be appropriate (e.g. for climate costs).
 The differences between transport modes are specifically relevant for congestion/scarcity costs and the consideration of the production of electricity for the railways.
 The unit values should be presented considering the main cost drivers. Costs per traffic unit are a common basis. For some externalities however, other cost drivers have to be considered, too.
Table 5 shows the main issues and cost drivers per cost component. The following chapters present the details per cost category.

1.5 Overview The most important recommendations can be summarised as follows: 
 Costs of scarce infrastructure (congestion for road, scarcity for other modes), selected parts of accident costs, and environmental costs are treated as the external costs of transport according to the welfare-theory approach. 
 The level of externality differs according to cost categories and transport modes. Environmental costs are considered as fully external. 
 The values should be based on marginal cost estimation for specific traffic situations and clusters. If an aggregation of figures is difficult and cost functions are complex, top-down approaches based on national values may be used in addition. 
 The valuation methodology should follow the impact pathway approach using willingness to pay or willingness to accept approaches. If the dose-response functions are complex or uncertain, other approaches such as the estimation of avoidance costs can be appropriate (e.g. for climate costs). 
 The differences between transport modes are specifically relevant for congestion/scarcity costs and the consideration of the production of electricity for the railways. 
 The unit values should be presented considering the main cost drivers. Costs per traffic unit are a common basis. For some externalities however, other cost drivers have to be considered, too. 
Table 5 shows the main issues and cost drivers per cost component. The following chapters present the details per cost category.

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1.5 Overview The most important recommendations can be summarised as follows:  Costs of scarce infrastructure (congestion for road, scarcity for other modes), selected parts of accident costs, and environmental costs are treated as the external costs of transport according to the welfare-theory approach.  The level of externality differs according to cost categories and transport modes. Environmental costs are considered as fully external.  The values should be based on marginal cost estimation for specific traffic situations and clusters. If an aggregation of figures is difficult and cost functions are complex, top-down approaches based on national values may be used in addition.  The valuation methodology should follow the impact pathway approach using willingness to pay or willingness to accept approaches. If the dose-response functions are complex or uncertain, other approaches such as the estimation of avoidance costs can be appropriate (e.g. for climate costs).  The differences between transport modes are specifically relevant for congestion/scarcity costs and the consideration of the production of electricity for the railways.  The unit values should be presented considering the main cost drivers. Costs per traffic unit are a common basis. For some externalities however, other cost drivers have to be considered, too. Table 5 shows the main issues and cost drivers per cost component. The following chapters present the details per cost category.

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1.5 Ikhtisar rekomendasi yang paling penting dapat diringkas sebagai berikut:
 Biaya infrastruktur langka (kemacetan untuk jalan, kelangkaan untuk mode lainnya), bagian yang dipilih dari biaya kecelakaan, dan biaya lingkungan diperlakukan sebagai biaya eksternal transportasi menurut welfare- yang teori pendekatan.
 tingkat eksternalitas berbeda menurut kategori biaya dan moda transportasi. Biaya lingkungan dianggap sebagai sepenuhnya eksternal.
 Nilai harus didasarkan pada estimasi biaya marjinal untuk situasi lalu lintas tertentu dan kelompok. Jika agregasi tokoh sulit dan fungsi biaya yang kompleks, pendekatan top-down berdasarkan nilai-nilai nasional dapat digunakan selain.
 Metodologi penilaian harus mengikuti pendekatan dampak jalur menggunakan kesediaan untuk membayar atau kesediaan untuk menerima pendekatan. Jika fungsi dosis-respons yang kompleks atau tidak pasti, pendekatan lain seperti estimasi biaya penghindaran dapat sesuai (misalnya untuk biaya iklim).
 Perbedaan antara moda transportasi secara khusus relevan untuk biaya kemacetan / kelangkaan dan pertimbangan produksi listrik untuk kereta api.
 nilai Unit harus disajikan mempertimbangkan biaya driver utama. Biaya per unit lalu lintas secara umum. Untuk beberapa eksternalitas Namun, driver biaya lain yang harus dipertimbangkan juga.
Tabel 5 menunjukkan masalah utama dan driver biaya per komponen biaya. Bab-bab berikut menyajikan rincian per kategori biaya.

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