What price should a cost-minimizing (not profit-maximizing) transit agency charge?

Question

BlackTom AI · Accepted Answer

Question restatement: The prompt asks, "What price should a cost-minimizing (not profit-maximizing) transit agency charge?" with no answer choices provided.

Because there are no multiple-choice options to evaluate, we can instead outline the essential reasoning and the information needed to determine an appropriate price under a cost-minimization objective.

Key concepts and information needed:
- Objective clarity: A cost-minimizing agency seeks to minimize total costs (or average cost per rider) given constraints, rather than maximize profit. The price (fare) will influence demand and thus the mix of fixed versus variable costs borne per rider.
- Demand function: To choose a price that minimizes cost per rider or total cost, we need the rider demand as a function of price. If price is high, ridership drops, potentially increasing average fixed costs per rider; if price is low, ridership rises, potentially spreading fixed costs but reducing revenue.
- Cost structure: We need the agency’s cost characteristics, including fixed costs (e.g., vehicle purchases, infrastructure) and variable operating costs (e.g., fuel, wages per trip). The marginal cost of serving an additional rider matters for pricing under a cost-minimization objective.
- Marginal cost pricing intuition: In a capacity-unconstrained setting, a cost-minimizing price target is often the price that equates marginal revenue (per rider) to marginal cost of serving another rider. If the goal is strictly to minimize total cost, one could price at or above the average variable cost to ensure each additional rider is at least cost-covering on the margin, though in practice revenue considerations and budget constraints complicate this.
- Subsidies and externalities: Public transit often involves subsidies or social objectives (equity, accessibility). A purely cost-minimizing price may ignore willingness to pay or social benefits, so policymakers may accept under-recovery to promote access or reduce congestion, unless constrained by budget or political goals.

Practical reasoning steps a student could follow:
- Step 1: Specify the agency’s objective precisely (minimize total cost, minimize cost per rider, or some combination with constraints/upside subsidies).
- Step 2: Obtain or estimate the demand function: how riders respond to fare changes, including elasticities.
- Step 3: Determine the cost function: fixed versus variable costs, and the marginal cost of serving an additional rider at different ridership levels.
- Step 4: Compute the fare that minimizes the objective, typically by equating marginal cost to marginal revenue (or ensuring fare covers at least the variable costs if the goal is to avoid losing money on each additional rider).
- Step 5: Consider real-world constraints: political feasibility, equity considerations, contract terms, and allowable subsidies.

Potential interpretations and common pitfalls:
- If you set a fare equal to the marginal cost of the next rider, you may maximize efficiency but could result in revenue shortfalls if demand is inelastic or fixed costs are high; this is not automatically cost-minimizing in a practical budget sense.
- Setting prices below average variable cost would imply the agency loses money on every rider served unless subsidized, which isn’t cost-minimizing from a financial perspective unless subsidies offset the losses.
- Setting prices well above marginal cost could reduce ridership dramatically, pushing up average costs per rider due to underutilized capacity, which is contrary to cost-minimization goals.

In summary, without concrete options, the appropriate fare under a pure cost-minimization objective hinges on (a) the demand response to price, (b) the marginal cost of serving additional riders, and (c) any budgetary or policy constraints such as subsidies or equity goals. The key takeaway is that the price should align marginal revenue with marginal (or variable) cost while recognizing practical budget and policy constraints, rather than simply maximizing ridership or revenue.

ECO333H1 S LEC0101 Should we subsidize public transit? Response question

What price should a cost-minimizing (not profit-maximizing) transit agency charge?

查看解析

登录即可查看完整答案

类似问题

In a consumer society, many adults channel creativity into buying things

Economic stress and unpredictable times have resulted in a booming industry for self-help products

People born without creativity never can develop it

A product has a selling price of $20, a contribution margin ratio of 40% and fixed cost of $120,000. To make a profit of $30,000. The number of units that must be sold is: Type the number without $ and a comma. Eg: 20000

Which of the following statement regarding cost is correct:

Under the assumptions used in cost-volume-profit analysis, as the activity increases:

The CVP and break-even analysis are supported by a range of important assumptions. Which of the following is not an assumption of the CVP:

The break-even point is that at which:

更多留学生实用工具

考试浏览器助手

风格化写作助手

论文查重助手

文献引用助手

课堂转译助手

课堂笔记助手

Quiz搜索助手

学校历年真题

智能刷题助手

智能匹配练习

希望你的学习变得更简单