Freight carrier costs and cost indicators
| Cost category level 1 | Cost category level 2 | |||
|---|---|---|---|---|
| Cost | Description | Cost | Description | It can be estimated … |
| Accident | Impact to the freight carrier due to the occurrence of an accident | Vehicle property damage | Economic impact of repairing the rolling stock damaged due to the use of railway service (€/tkm) | Directly from the cost of replacing the damaged vehicle or vehicle’s parts |
| Injury | Societal impact due to injury due to workforce injury of the carrier’s personnel (€/tkm) | Directly from the human cost due to injury through the estimation of VSLa | ||
| Fatality | Societal impact due to workforce fatality of the carrier’s personnel (€/tkm) | Directly from the human cost due to fatality through the estimation of VSLa | ||
| Delay | Impact of operation cost related to time loss on a freight carrier | Competitiveness | Economic impact of freight’s demand reduction – that is, the cost from reducing ridership for one carrier due to unreliable or unavailable service (€/tkm) | Through the willingness of a carrier to pay to decrease delays |
| Operation | Economic impact of operating the rolling stock (€/tkm) | Directly from the cost of providing the fuel and the personnel | ||
| Profit | Impact of change in the profit for freight carriers | Interventions | Economic impact of executing interventions on the rolling stock to be available for use (€/tkm) | Directly from the cost of maintaining the braking system, wheels, suspension system and telecommunication system |
| Mode choice impact | Economic impact of the reduction of the railways’ market share – that is, the cost from reducing the railway ridership due to an uncomfortable ride (€/tkm) | Through the willingness of all carriers to pay to increase the demand for railway freight travel | ||
| Physical | Societal impact of being physically affected by an uncomfortable ride (€/tkm) | Through the willingness of the freight carrier to pay for the reduction of the physical effects experienced by the personnel during the ride, such as noise or vibrationb | ||
| Psychological | Societal impact of being psychologically affected by experiencing an unpleasant event during the trip – that is, shock or traumatic stress (€/tkm) | Through the willingness of the freight carrier to pay for the reduction of the physiological effects experienced by the personnel during the rideb | ||
| Cost category level 1 | Cost category level 2 | |||
|---|---|---|---|---|
| Cost | Description | Cost | Description | It can be estimated … |
| Accident | Impact to the freight carrier due to the occurrence of an accident | Vehicle property damage | Economic impact of repairing the rolling stock damaged due to the use of railway service (€/tkm) | Directly from the cost of replacing the damaged vehicle or vehicle’s parts |
| Injury | Societal impact due to injury due to workforce injury of the carrier’s personnel (€/tkm) | Directly from the human cost due to injury through the estimation of VSL | ||
| Fatality | Societal impact due to workforce fatality of the carrier’s personnel (€/tkm) | Directly from the human cost due to fatality through the estimation of VSL | ||
| Delay | Impact of operation cost related to time loss on a freight carrier | Competitiveness | Economic impact of freight’s demand reduction – that is, the cost from reducing ridership for one carrier due to unreliable or unavailable service (€/tkm) | Through the willingness of a carrier to pay to decrease delays |
| Operation | Economic impact of operating the rolling stock (€/tkm) | Directly from the cost of providing the fuel and the personnel | ||
| Profit | Impact of change in the profit for freight carriers | Interventions | Economic impact of executing interventions on the rolling stock to be available for use (€/tkm) | Directly from the cost of maintaining the braking system, wheels, suspension system and telecommunication system |
| Mode choice impact | Economic impact of the reduction of the railways’ market share – that is, the cost from reducing the railway ridership due to an uncomfortable ride (€/tkm) | Through the willingness of all carriers to pay to increase the demand for railway freight travel | ||
| Physical | Societal impact of being physically affected by an uncomfortable ride (€/tkm) | Through the willingness of the freight carrier to pay for the reduction of the physical effects experienced by the personnel during the ride, such as noise or vibration | ||
| Psychological | Societal impact of being psychologically affected by experiencing an unpleasant event during the trip – that is, shock or traumatic stress (€/tkm) | Through the willingness of the freight carrier to pay for the reduction of the physiological effects experienced by the personnel during the ride | ||
For Europe, example values are given in the publication by Kasnatscheew et al. (2016)
For Europe, example values are given in the report by Korzhenevych et al. (2014)
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