Amos, PaulBullock, Richard2014-03-262014-03-262007-09https://hdl.handle.net/10986/17412The paper has three parts. It first summarizes the main factors that influence the costs and fare box cost recovery of rail passenger services, with illustrations from a range of different countries in which the Bank is involved in rail passenger operations. Second, it provides a generalized passenger service costing model, including indicative sets of input unit costs representing different levels of efficiency: this model is used for illustrative purposes in this paper but the structure can be readily applied by transport planners and policy-makers, with use of local parameters, in developing and transition countries. Third, it illustrates the cost drivers of services and the sensitivity of costs to different market and operational drivers. This report also addresses the sensitivity of cost to changes in key scenario assumptions. This shows that operating costs are minimized (but revenue not necessarily maximized) when operating speed is around 80 km/h. Above that speed, above-rail unit costs gradually increase as continuing reductions in time-related costs, principally rolling stock capital cost, are progressively offset by increased fuel consumption and equipment maintenance. Infrastructure maintenance costs also increase significantly with speed because of the need for higher quality track.en-USCC BY 3.0 IGOACCESSIBILITYACCOUNTACCOUNTINGACCOUNTING SYSTEMSACCOUNTSADMINISTRATIVE COSTSAIRAIR CONDITIONINGALTERNATIVE MODESALTERNATIVE USEASSETSAVERAGE COSTSAVERAGE SPEEDBRIDGEBUDGETARY SUPPORTBUSBUSESCARCARRIAGESCARSCONCRETECOST ALLOCATIONCOST RECOVERYCOST SAVINGSCUSTOMER SERVICEDEBTDEPRECIATIONDIESELDIESEL FUELDIRECT COSTSDISCOUNT RATEDRIVERSDRIVINGEARTHWORKSEAST EUROPEEFFICIENT USE OF TRANSPORT RESOURCESEXPENDITUREFARE EVASIONFARESFINANCIAL PERFORMANCEFIXED COSTSFRAMEWORKFREIGHTFREIGHT SERVICESFREIGHT TRAFFICFREIGHT TRAINSFUELFUEL CONSUMPTIONFUEL COSTSGRINDINGHAULAGEHIGH TRAFFIC DENSITYINCOMEINCOME GROUPSINCOME LEVELSINFRASTRUCTURE COSTINFRASTRUCTURE COSTSLOAD FACTORSLOADINGLOCOMOTIVELOCOMOTIVE AVAILABILITYLOCOMOTIVE MAINTENANCELOCOMOTIVESLONG-DISTANCEMAINTENANCE COSTSMANAGERIAL EFFICIENCYMARKETINGMIDDLE INCOME COUNTRIESMOTIVE POWERMUNATIONAL RAILWAYNATIONAL TRANSPORTOVERHEADPASSENGER FARESPASSENGER OCCUPANCYPASSENGER RAILPASSENGER REVENUEPASSENGER SERVICEPASSENGER SERVICESPASSENGER TRAFFICPASSENGER TRAINPASSENGER TRAINSPASSENGERSPERIODIC MAINTENANCEPOPULATION DENSITYPRODUCTIVITYPUBLIC TRANSPORTPUBLIC TRANSPORT SERVICESPUBLIC TRANSPORT USEPURCHASE PRICEQUALITY OF SERVICERAIL COSTSRAIL FREIGHTRAIL INFRASTRUCTURERAIL LINESRAIL PASSENGERRAIL SERVICESRAIL TRACKRAIL TRAFFICRAIL TRANSPORTRAIL TRANSPORT SECTORRAILWAYRAILWAY BUSINESSRAILWAY LINERAILWAY MANAGEMENTRAILWAY SERVICESRAILWAY SYSTEMSRAILWAY TERMSRAILWAYSRATE OF RETURNREAL INTEREST RATERETURN ON CAPITALREVENUE PER PASSENGERROADROAD INFRASTRUCTUREROAD TRANSPORTROUTEROUTESROUTINE MAINTENANCESAFETYSALESSELLINGSLEEPERSSPEEDSSTATIONSSTRUCTURESSUB-SAHARAN AFRICATERRAINTRAFFICTRAFFIC ACCIDENTSTRAFFIC CONGESTIONTRAFFIC DENSITYTRAFFIC LEVELSTRAFFIC UNITSTRAFFIC VOLUMETRAFFIC VOLUMESTRAIN CONTROLTRAINSTRANSPORTTRANSPORT MODETRANSPORT PLANNERSTRANSPORT SECTORTRANSPORT SERVICETRANSPORT SYSTEMSTRAVEL SPEEDTRAVEL TIMETRIPTRIPSTRUEUNDERPINNINGUNIT COSTSURBAN PASSENGERURBAN RAILVANSVARIABLE COSTSVEHICLEVEHICLE EMISSIONSVEHICLESWAGE RATESWAGESWAGONSWESTERN EUROPE10.1596/17412