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The Heuristics Intermodal Transport Model – User Guide

1. Gram emission per Medium High hour shunting 2 40 608 73 602 93 906 NOx 400 493 2168 HC 17 8 13 9 89 5 52 8 82 1 175 4 5 3 12 2 61 8 502 6 5 11 8 15 1 23 45 42 50 54 22 Emission costs SEK 87 47 143 85 289 18 Table 12 Shunting emissions 6 1 3 Shunting societal costs Social economic costs can be calculated according to the same principles as the rail transport Low Medium High Time dependent 1108 1296 1 418 SEK hour Table 13 Societal shunting costs 6 2 Terminal handling Terminal handling includes the loading and unloading of load units from the train and the handling of arriving and departing trucks and their load units Normally a reach stacker is used to lift materials on or off of the unit load but gantry cranes and other equipment might also be used Figure 10 A reach stacker Picture Green Cargo Rail Freight Costs Unloading for a load unit takes only 3 minutes but considering that a full train might carry 70 TEU and most terminals only have one or two reach stackers a full train takes 3 4 hours to load unload This also includes the consideration that the reach stackers must spend some time lifting TEUs on or off trucks since the trucks often are not available to lift the TEU directly from the train to the truck Often the load unit is put down on the ground first Approximately 50 of the load units are handle
2. Figure 7 Share for each cost component for electric powered train 1 The reason that the over head cost is not 15 as used in the calculations is that it is used as a surcharge i e 1596 of the underlying value The table shows the share of the total cost including the over head costs Rail Freight Costs 4 Environment Freight trains in Sweden only purchase electricity from renewable sources which produce very low levels of emissions when the electric line haul is used However it can easily be argued that it is not possible to buy only some of the electricity on the market and that the emissions should be estimated according to the national mix of energy sources The electricity mix can also be substantially different in other countries with fewer renewable energy sources However emissions in these calculations are based on the electricity mix purchased by the Swedish rail administration and contain only renewable energy sources mainly hydropower The calculations are based on emission data from B ckstr m et al 2009 Gram emission per enginekm or Low Medium High wagonkm 2 0 164 0 200 0 200 NOx 0 0 0 HC 0 00060 0 00073 0 00073 0 00431 0 00525 0 00525 PM 0 000072 0 000088 0 000088 502 0 0 0 Energy 8 67 10 56 10 56 Emission costs SEK 0 21 0 21 0 21 2 0 026 0 048 0 084 NOx 0 0 0 5 HC 0 00010 0 00018 0 00031 id CO
3. Ahlvik P 1996 Exhaust emissions from a 2 stroke locomotive engine Svensk Bilprovning Motortestcenter 1996 4 MTC 94104 Haninge B ckstr m 5 8 Bohlin M amp Franzen U amp Jonsson P 2009 Miljokaikyler for intermodala transportkedjor Detaljerad ber kningsmetodik och relevanta schablonv rden WSP Analys amp Strategi SIR C Swedish Intermodal Transport Research Centre Rapport nr 2009 6 SPI 2011 Homepage http spi se Accessed March 2 2011 Rail Freight Costs Appendixes Appendix E Electric Societal costs Comment Source General comment Running distance km per year Fixed costs per km or per hour Maintenence costs Electricity costs engine only Infrastructure fees Overhead costs Emission costs per year Local effects Societal cost NOx Societal cost SO2 Societal cost HC Societal cost PM Noise Regional effects Societal cost NOx Societal cost SO2 Societal cost HC Global effects Societal cost CO2 Emission costs total per km Variable costs i Running distance per year Fixed costs Rail Freight Costs Appendixes or per hour Maintenence costs Electricity costs wagon only Infrastructure charges Overhead costs Emission costs per year Local effects Societal cost NOx Societal cost SO2 Societal cost HC Societal cost PM Regional effects Societal cost NOx Societal cost SO2 Societal cost HC Global effects Societal cost
4. Appendix K Terminal handling societal costs Comment Source i im temine Larg min i ji General comment Cost per handling Truck refers to the handling equipment on the terminal Truck costs and not the lorry Investment costs Based on an average train size Note that the calculations are not the same as the shunting cost calculations in Shunting costs this Exce sheet Emission costs Using the same emissions as for a small terminal Local effects Societal cost NOx Societal cost SO2 Societal cost HC Societal cost PM Regional effects Societal cost NOx Societal cost SO2 Societal cost HC Global effects Societal cost CO2 Emission costs total Sum cost per lift Cost per lift excl shunting Sommar R 2010 Utv rdering av intermodala transportkedjor kostnadsmodeller KTH SIR C Swedish Intermodal Transport Research Centre Rail Freight Costs Appendixes Appendix L Terminal handling emissions Comment Source hedium termi Comment Source arge terminal Comment Source General comment Emission grams per handl 2 HC CH4 co PM 502 All data are recommended values from B ckstr m et 2009 The data represents all activites included in handling a load unit at a terminal Includes all handling activites including multiple lifts empty running etc Note that the emissions also includes diesel shunting B ckstr m S amp B
5. Low Medium High Electric train Time dependent SEK hour Distance dependent SEK km 0 46 0 64 0 71 Diesel train Time dependent SEK hour Distance dependent SEK km 0 86 1 04 1 14 Table 4 Using wagon costs Rail Freight Costs 3 4 Atypical train Transport costs are often referred to as cost per tonnekm or trainkm The numbers have therefore been calculated for an average type of train with 60 TEU 75 loaded wagons and 20 spare wagons The number of wagons train weight and train length are different across the trains since they use different equipment including different load units Other train types can easily be calculated from the data above or the Excel file Low Medium High Number of wagons 30 20 15 Train lenght meters 529 411 532 Load units per wagon 2 20 1 20 and 1 40 2 trailer TEU positions 60 60 60 Share of loaded wagons 75 75 75 Number of TEU on the train ae is Number of load units on the train 30 gei Train weight tonnes 927 948 991 Net weight on train excluding load units 473 465 383 tara weight per train km 47 96 54 96 74 68 m E per gross tonne km 0 05 0 06 0 08 S 5 per net tonne 2 km 0 10 0 12 0 20 o ET per TEU km 1 07 1 22 1 66 per train km 86 29 76 03 91 66 m e per gross S tonne km 0 09 0 08 0 09 per net tonne km 0
6. Infrastructure fee 5 6 6 Cost of capital wagons 3 5 11 Maintenance wagons 3 3 5 Figure 11 Share for each cost component for electric powered train 6 4 Environment The emissions from terminal handling mostly come from shunting and the diesel powered handling equipment at the terminal Backstrom et al 2009 estimates the emissions from terminals His calculation includes shunting empty running multiple lifts etc at the terminals Note that the assumptions are not identical to the assumptions in the terminal cost calculations by Sommar 2010 in chapter 6 3 However it is not possible to calculate emissions based on Sommar s data or to calculate costs based on B ckstr m s data The emission costs have been calculated based on the data from Backstrom using the cost estimates according to SIKA 2008 explained in chapter O Gram emission per terminal handling Small terminal Medium terminal Large terminal of a load unit 2 5 367 6 163 8 286 NOx 56 61 76 HC 22 23 25 co 35 39 47 PM 2 4 2 8 3 8 502 0 000017 0 000020 0 000027 Energy 74 85 114 Emission costs SEK 12 62 14 22 18 56 Table 15 Terminal handling emissions 6 5 Social economic costs Social economic costs can be calculated according to the same principles as for the rail transport The calculations are based on costs from Sommar and emissions estimations from B ckstr m et al Small
7. NOx HC co PM 3 2 7 502 1 Ahlvik 1996 0 Ahlvik 1996 Ahlvik 1996 Energy MJ 1 4 SPI 2011 SPI 2011 1 SPI 2011 Diesel consumption litre per hour Emission grams per hou co2 NOx HC co PM 502 Ahlvik P 1996 Exhaust emissions from a 2 stroke locomotive engine AB Svensk Bilprovning Motortestcenter 1996 4 94104 Haninge B ckstr m 5 amp Bohlin M amp Franzen U amp Jonsson 2009 Milj katkyler f r intermodala transportkedjor Detaljerad ber kningsmetodik och relevanta schablonvarden WSP Analys amp Strategi SIR C Swedish ntermodal Transport Research Centre Rapport nr 2009 6 SPI 2011 Homepage http spi se Accessed March 2 2011 Rail Freight Costs Appendixes Appendix J Terminal handling costs Comment Source edium ter Large ferminal Comment Source Line termina General comment Cost per handling Truck refers to the handling equipment on the terminal Truck costs and not the lorry Investment costs Based on an average train size Note that the calculations are not the same as the shunting cost calculations in this Excel sheet Note that these are costs per lift and not per TEU Shunting costs Sum cost per lift Cost per lift excl shunting Sommar R 2010 Utv rdering av intermodala transportkedjor kostnadsmodeller KTH SIR C Swedish Intermodal Transport Research Centre Rail Freight Costs Appendixes
8. amp Wajsman J amp Troche G 2005 Konkurrenskraftiga kombitransportsystem Effektiva t gsystem for godstransporter Underlagsrapport Kungliga Tekniska H gskolan KTH Jarnvagsgruppen Rapport 0513 Stockholm Oehrstroem J 2005 E mail from Jakob Oehrstroem AAE Ahaus Alst tter Eisenbahn 7 november Rail Freight Costs SCB 2009 Statistics Sweden On line database L nedatabasen 2009 www scb se Pages SalariesSearch 259066 aspx Accessed 2011 SIKA 2002 Luftf roreningar Delrapport ASEK SIKA Rapport 2002 12 Stockholm SIKA 2004 Trafikens externa effekter Uppf ljning och utveckling 2003 Statens institut for kommunikationsanalys SIKA Rapport 2004 4 Stockholm SIKA 2008 Samh llsekonomiska principer och kalkylv rden for transportsektorn ASEK 4 Statens institut for kommunikationsanalys SIKA PM 2008 3 stersund SIKA 2009 Bantrafik 2008 Statens institut for kommunikationsanalys SIKA Statistik 2009 22 Stockholm Skatteverket 2011 Arbetsgivaravgifter http www skatteverket se foretagorganisationer forarbetsgivare socialavgifter arbetsgivaravgifter 4 233f91f71260075abe8800020817 html Accessed February 25 2011 Sommar R 2010 Utv rdering av intermodala transportkedjor kostnadsmodeller TFK KTH SIR C Swedish Intermodal Transport Research Centre SPI 2011 Priser amp Skatter http spi se statistik priser diesel Accessed March 2 2011 Trafikverket 2010a Elprisrapport 10 10 28 Trafikver
9. 7 5 are very dependent on the specific system design and staff planning Well known if the transport system design Engi tilisation k 29 79 99 2 2 is known Otherwise hard to estimate Engine maintenance 996 6 5 Difficult to get data Wagon purchase 4 4 8 Well know for new wagons Harder for price used wagons Wagon maintenance 4 3 3 Difficult to get data Engine depreciation Hard to determine exactly due to the long 1 3 4 period service life of an engine Wagon utilisation 3 3 5 Well known if the transport system design km is known Otherwise hard to estimate Wagon depreciation 2 1 2 Hard to determine exactly due to the long period i service life of a wagon Table 17 Changes in cost per grosstonnekm from a 50 cost increase in one factor A 50 change in an input variable is a very large change and it is not likely that the differences between different system designs and data sources are that large Even then the impact on total costs in most cases is just a few percentage points The key factors here are the price and consumption of electricity which create a change of 1496 for a medium cost train For this factor the price charged by the infrastructure provider is public and well known Electricity consumption is as discussed above difficult to estimate precisely However Trafikverket charges trains according to a Rail
10. mv gsfordon Slutrapport IVL Rapport 2005 11 SM November 2005 Green Cargo 2009 Avtal om l nesystem vid Green Cargo A 78 03 Green Cargo 2011 Green Cargo Godsvagnar http www greencargo com sv Godsvagnar Start Oversikt Accessed february 15 2011 Nelldal B L 2011 Enhetskostnader f r godstransporter med j rnv g Underlagsrapport projektet Strategisk modellering mellan landsv g och j rnv g Kungliga Tekniska H gskolan KTH Stockholm Oehrstroer J 2005 E mail from Jakob Oehrstroem AAE Ahaus Alst tter Eisenbahn 7 november Skatteverket 2011 Arbetsgivaravgifter http www skatteverket se foretagorganisationer fararbetsgivare socialavgifter arbetsgivaravgifter 4 233f9 117 1260075abe8800020817 html Accessed February 25 2011 Trafikverket 2010b Network statement 2011 Trafikverket Borl nge Rail Freight Costs Appendixes Appendix C Electric emissions Comment Source diui Comment Source Source General comment B ckstr m et al 2009 Emission grams per kWh 2 HC CH4 co PM 502 Energy Electricity consumption kWh per grosstonkm Trafikverket 2010 Weight tonnes Energy consumption kWh enginekm Emission grams per enginekm CO2 NOx HC CH4 502 Energy Weight tonnes Energy consumption kWhAvagonkm Emission grams per km 2 Rail Freight Costs Appendixes 502 Weight ton
11. Freight Costs Appendixes Infrastructure charges Overhead costs Profit margin Local effects Societal cost NOx Societal cost SO2 Societal cost HC Societal cost PM Regional effects Societal cost NOx Societal cost SO2 Societal cost HC Global effects Societal cost CO2 Emission costs total Per km Variable costs per km Maintenence costs Diesel costs freight only Infrastructure charges Overhead costs Emission costs per year Local effects Societal cost NOx Societal cost SO2 Societal cost HC Societal cost PM Regional effects Societal cost NOx Societal cost SO2 Societal cost HC Global effects Societal cost CO2 Emission costs total Per km Variable costs per km Rail Freight Costs Appendixes Same as business per train hour economic costs Engine Time dependant costs kr per hour Distance dependant costs kr per km Empty rail wagon Time dependant costs kr per hour Distance dependant costs kr per km Used rail wagon Time dependant costs kr per hour Distance dependant costs kr per km SIKA 2002 Luftf roreningar Delrapport ASEK SIKA Rapport 2002 12 Stockholm SIKA 2008 Samh llsekonomiska principer och kalkylv rden f r transportsektorn ASEK 4 Statens institut f r kommunikationsanalys SIKA PM 2008 3 stersund Statens institut f r kommunikationsanalys SIKA PM 2005 16 Stockholm Rail Freight Costs Appendixes Appendix G Shunting
12. Medium Large Cost per lift SEK 333 282 258 Cost per lift SEK excluding shunting 269 196 185 Table 16 Societal terminal handling costs Rail Freight Costs 7 Rail cost uncertainties Rail cost calculations are very dependent on the specific case being calculated e g how the transport system is designed Some cost factors are also difficult to estimate for example maintenance and overhead costs However the impact on the total costs from most of the cost factors is small A sensitivity analysis can be performed by varying some key variables Using the figures for the typical train from chapter 3 4 a number of tests can be performed to show how changes will impact the cost per tonnekm A 5096 cost increase has been assumed in all input variables The changes have been calculated one by one 5096 increase in Low Medium High Comment Cost exactly known as charging made Electricity 17 14 11 according to exact formula However true consumption BE consumption difficult to estimate Exactly known today but difficult to ici 1 0 0 Electricity price 17 14 11 stimate for th future Over head costs 13 13 13 Difficult to estimate Engine purchase 3 10 13 Well know for new engines Harder to price determine for used engines int rast vale 3 8 11 Well known today but difficult to estimate for the future Basic salaries well know but total costs Salary costs 8
13. enter and 30 minutes to exit the terminal but this might vary depending on the terminal layout and number of wagons A rough estimate is to calculate one minute per wagon the train Nelldal 2011 B ckstr m et al 2009 surveyed the shunting at a number of Swedish terminals and found that the time for shunting ranged from 20 minutes to 1 hour or between 0 625 to 1 58 minutes per load unit A brake test is also sometimes needed before the train can depart e g if the engine has been decoupled from the wagons This can be estimated at roughly 30 minutes or 1 minute per wagon Nelldal 2011 and is performed by using the line haul engine There is also some administrative work to be done when the train departs which takes about 30 minutes All this will require the presence of the engine driver or the person operating the shunting engine Shunting engine drivers have a salary that adds up to about 80 of the line haul driver s salary Green Cargo 2009b The costs for shunting are the salary costs of the persons involved and the operating costs of the shunting locomotive Added costs are also empty repositioning costs if the line haul engine leaves the terminal during the day or if the shunting engine is not located at the terminal There are several different types of diesel shunting engines Heavy shunting engines such as the T44 are the most commonly used but smaller engines such as the type V5 or Z65 are used at some terminals
14. estimate of 10 15 can be used This percentage surcharge could be lower if equipment with high capital costs is used as the general administration costs are not likely to increase only because the equipment is more expensive 1 5 Level of detail Perhaps the most important thing to know about cost calculations is that they will never be completely correct This is particularly true when trying to estimate the costs of equipment that will be used for 35 years Of course one should always try to make the calculations as accurate as possible but it is also important to realise that the right level of detail must be used and the same level of detail should be used in all aspects of the calculation For example it is not necessary to calculate the specific tax effects for the pension fees included in the salary while at the same time Rail Freight Costs only using a rough estimate of the actual salary paid The level of detail in the calculations should match the quality of the input data and the intended use of the output data 1 6 External costs and social valuation Apart from the direct operating costs transport also incurs substantial external costs External costs are caused by external effects which occur when Button 1993 p 93 the activities of one group affect the welfare of another group without any payment or compensation being made Note that external effects by definition can be both positive and negative Many of these exter
15. h Running time hours Engine and salary costs Empty waggon costs Used wagon costs Total cost per train per trainkm per grosstonnekm Rail Freight Costs Appendixes Including tara weight of load units per nettonnekm 1 2011 Enhetskostnader f r godstransporter med j rnv g Underlagsrapport till projektet Strategisk modellering mellan landsv g och J rnv g Kungliga Tekniska H gskolan KTH Stockholm Diehl U amp Nilsson L 2003 Svenska lok och motorvagnar Svenska J rnv gsklubben Svenska rnv gsklubbens skriftserie 77 Stockholm Green Cargo 2008 Pressrelease 18 nya lok f r SSAB aff r Bark P 2005 Effektiva t gsystem f r vagnslast och systemt g Utvecklingsm jligheter och alternativa koncept KTH KTH Jarnvagsgruppens rapport 0510 Stockholm Trafikverket 20106 Network statement 2011 Trafikverket Borl nge Trafikverket 20103 Elprisrapport 10 10 28 Trafikverket Borl nge SIKA 2009 Hantrafik 2008 Statens institut f r kommunikationsanalys SIKA Statistik 2009 22 Stockholm Oehrstroem J 2005 E mail from Jakob Oehrstroem AAE Ahaus Alst tter Eisenbahn 7 november Green Cargo 2011 Green Cargo Godsvagnar http www greencarga com sv G odsvagnar Start Oversikt Accessed february 15 2011 AAE 2005 Technical description Type Sdggmrss 6 axle Double Pocket Articulated Wagon Unit AAE Ahaus Alstitter Eisenbahn AG E 06 Baar B ckstr m S amp Bohlin M amp Franzen U amp J
16. than those that are actually installed on each train A number of spare wagons is needed when other wagons are in for maintenance repairs etc The necessary number of wagons is difficult to estimate A large operator will obtain scale effects and can share the reserve wagons between several train services which is not possible for a small operator 2 2 Utilisation A key factor influencing the cost of operating a train is the utilisation of the equipment Due to the high fixed costs associated with engines and wagons it is important to utilise the equipment as much as possible in order to keep the fixed costs per km as low as possible A train operating on a 500km shuttle service each week night and staying idle during the day will have a total utilisation excl holidays maintenance etc of roughly 120 000 km per year 500 5 48 If the same train could run twice per day every day of the week the utilisation would be 364 000km 500 2 7 52 or almost three times as often However the fixed costs concerning the cost of capital would stay the same Official statistics show that Sweden has 316 electrical engines available for freight transport which performed 43 678 000 train kilometers in 2008 This would provide an average utilisation of 138 000 km per engine SIKA 2009 However the individual variations are very large some old engines are used very little mainly as backup or for shunting Thus the median utilisation is larger The same ca
17. 0 unless otherwise stated All costs are in Swedish kronor kr SEK Freight rail cost calculations are generally considered relatively challenging due to the reluctance of rail companies to share cost data The number of rail haulage companies maintenance companies equipment manufacturers etc in the market is still fairly low which limits the number of data sources from which to obtain information The newly deregulated market also makes companies careful about sharing data for competitive reasons In comparison the road haulage market consists of a very high number of haulage firms using similar equipment with a large number of equipment and service providers Thus road cost data is well known while there is a lack of good rail cost data This report will openly show cost calculations input data and sources The calculations are also available as an attached Excel file and can be obtained by contacting the author The cost data will focus on Swedish conditions and analyses aimed at a strategic level The data presented is production costs There is a difference between cost and price The cost is the cost necessary to produce a service while price is what a customer will have to pay to use a service and can be affected by many more factors than the actual cost of transport 1 1 Some important aspects of rail freight transport calculation Cost calculation is not an exact science and the types of costs included and their estimation can va
18. 0 00068 0 00127 0 00221 PM 0 000011 0 000021 0 000037 502 0 0 0 Energy 1 37 2 55 4 45 Emission costs SEK 0 00004 0 00008 0 00014 2 0 044 0 075 0 082 NOx 0 0 0 2 HC 0 00016 0 00027 0 00030 co 0 00115 0 00196 0 00215 S PM 0 000019 0 000033 0 000036 2 502 0 0 0 Energy 2 30 3 95 4 33 Emission costs SEK 0 00007 0 00006 0 00011 Table 7 Electric line haul emissions For diesel line hauls there is a large difference between old and new engines A modern engine might produce for example almost half the emissions of NOx HC and PM compared with an old engine Banverket and SIKA 2002 The calculations are based on emission data from Backstrom et al 2009 Note that emission data for rail engines are difficult to obtain The emissions are therefore based on data for new and modernised T44 diesel engines Rail Freight Costs Gram emission per enginekm or Low Medium High wagonkm co2 6424 44 5134 48 5156 00 NOx 148 34 35 HC 6 13 0 97 0 98 H CO 12 00 5 73 5 75 4 23 0 85 0 85 502 1 03 0 82 0 83 Energy 3 71 2 96 2 98 Emission costs SEK 20 00 10 25 10 29 co2 168 14 215 22 376 64 NOx 3 9 1 4 2 5 S HC 0 16 0 04 0 07 s co 0 31 0 24 0 42 PM 0 11 0 04 0 06 5 502 0 027 0 035 0 060 Energy MJ 0 10 0 12 0 22 Emission costs SEK 0 52 0 42 0 74 2 282 48 333 59 365 88 NOx 6 5 2 2 25 2 HC 0 27 0 0
19. 0 019 to 0 024 Electricity consumption depending on total train weight A heavier train per grosstonkm Trafikverket 2010b has lower consumption per grosstonkm Numbers refers to normal conditions Total Maximum traction Nelldal 2011 Bark train weight might be limited by other factors tonnes 2005 Nelldal 2011 Nelldal 2011 such as track gradient etc Conversions and transmission losses included in the price Price depends therefore on Price SEK per ele Trafikverket 2010a type TRAXX Trafikverket 2010a type TRAXX Trafikverket 2010a engine type Running distance per year km Assuming same utlisation as the waggons Statistical average Based on SIKA 2008 Average speed CargoNet 2006 km h CargoNet 2006 km h CargoNet 2006 Time in traffic hours hours type TRAXX with Maintenence costs per km ERTMS och dual Nelldal 2011 voltage Nelldal 2011 Nelldal 2011 type TRAXX Infrastructure charges ssuming 1 3 on high quality network and 2 3 on general nework High level fee for using high quality parts of the network Trafikverket 2010b Trafikverket 2010b Trafikverket 2010b Trafikverket 2010b Trafikverket 2010b Trafikverket 2010b Track charge per gross tonne k Trafikverket 2010b Trafikverket 2010b Trafikverket 2010b Rail Freight Costs Appendixes Average capital tied up during the depreciation period interest rate
20. 00 kr kr 1 207 500 kr 416 38 kr 377 000 kr 435 638 kr 121 896 kr kr 934 534 kr 322 25 kr 2 142 034 kr 738 63 kr 517 14 kr 413 71 kr Comment Engine type G4 Vossloh or GM Modernised T44 engine Source Nelldal 2011 Sweeley 2005 B ckstr m et al 2009 Nelldal 2011 Source Nelldal 2011 Nelldal 2011 Nelldal 2011 High Comment 10 000 000 kr Used T44 15 15 37 Type T44 5 18 kr 3 300 130 00 kr 325 000 kr 666 667 kr 148 750 kr kr 1 140 417 kr 345 58 kr 429 000 kr 632 478 kr 159 222 kr kr 1 220 700 kr 369 91 kr 2 361 116 kr 715 49 kr 517 14 kr 413 71 kr Source General comment Nelldal 2011 Depreciation can also be made over a shorter time period for accounting and tax reasons Average value per hour Momentarily the B ckstr m et consumption might be much higher Will also differe al 2009 depending on the weigth of the train SPI 2011 Rail traffic do not pay fuel taxes in Sweden Nelldal 2011 Nelldal 2011 Average capital tied up during the depreciation period interest rate Assuming linear depreciation Linear depreciation Rail Freight Costs Appendixes Total cost including driver per hour 1 020 77 kr 1 152 34 kr 1 129 20 kr References B ckstr m S amp Bohlin M amp Franzen U amp Jonsson P 2009 Milj kalkyler f r intermodala transportkedjor Detaljerad berakningsmetodik och relevanta schablonva
21. 18 0 16 0 24 Ka E a per TEU km 1 92 1 69 2 04 Table 5 Typical train costs Rail Freight Costs The cost difference between the train types can also be shown as a percentage Note that the difference in net tonne cost is largely dependent on the trailer being used as the load unit for that train The difference would be smaller if containers where used however the use of trailers shows a large cost span that exists within rail transport It is interesting to note that the medium cost diesel train provides a lower total cost due to its reduced fuel consumption compared to that of an older engine per net tonne km per ITU km 100 114 155 009 899 009 tonne km 100 100 per net tonne per ITU km 100 88 106 Table 6 Typical train costs in percentage of the low cost train x KA o E Ki o E Diesel train cost SEK The costs can also be divided into different cost components for the train The electricity costs and capital cost of the engine are the largest expenses except for low cost trains with old second hand engines Share of cost per train type Cost component Low Medium High Electricity 3096 2596 1996 Cost of capital engine 6 18 23 Over head costs 13 13 13 Salary 13 12 9 Maintenance engine 16 11 9 Infrastructure fee 9 9 8 Cost of capital wagons 7 7 14 Maintenance wagons 6 5 6
22. 40 kr Infrastructure fees 1115 349 kr Overhead costs 1297 348 kr Emission costs per year Local effects Societal cost NOx 24 041 kr Societal cost SO2 1 393 kr Societal cost HC 1 654 69 kr Societal cost PM 194 575 18 kr Noise 63 564 kr Regional effects Societal cost NOx 2759 016 kr Societal cost SO2 6 498 kr Societal cost HC 56 969 kr Global effects Societal cost CO2 2 890 997 73000 kr Emission costs total 5 998 709 62 kr Per km 20 00 kr Variable costs 15 945 048 kr perkm 53 15 kr Empty wagon Running distance per year Fixed costs Maintenence costs per km or per hour Diesel costs wagon only Used type Lgjs 100 000 11 404 17 kr 0 10 kr 7 26 kr 11 000 kr 37 749 kr Source Medium Euro 4000 220 000 1811250 kr 8 23 kr 576 31 kr 1 320 000 kr 2 305 456 kr 823 309 kr 667 315 kr 4 088 kr 817 kr 192 36 kr 28 680 22 kr 46 614 kr 469 103 kr 3 809 kr 6 623 kr 1 694 376 92160 kr 2 254 301 22 kr 10 25 kr 7 370 381 kr 33 50 kr Type Sgns 700 000 42 262 50 kr 0 19 kr 13 45 kr 33 000 kr 96 638 kr Source High Euro 4000 138 000 1811 250 kr 13 13 kr 918 75 kr 828 000 kr 1452 212 kr 647 251 kr 439 119 kr 2575 kr 514 kr 121 17 kr 18 065 73 kr 29 240 kr 295 489 kr 2 399 kr 4 172 kr 1 067 291 53632 kr 1 419 866 45 kr 10 29 kr 4 786 448 kr 34 68 kr Type Sdggmrs 1 300 000 91 301 79 kr 0 66 kr 46 31 kr 34 500 kr 106 082 kr Source General comment Rail
23. 6 0 07 CO 0 53 0 37 0 41 S PM 0 19 0 06 0 06 z 502 0 045 0 054 0 059 Energy 0 16 0 19 0 21 Emission costs SEK 0 87 0 09 0 06 Table 8 Diesel line haul emissions Rail Freight Costs 5 Social economic costs Social economic cost estimates can be carried out by adding societal costs to business economic costs Cost estimates for emissions noise and accidents are added according to SIKA 2008 The most important external factor is the environmental consequences of transport The effects occur on three levels local regional and global Local effects are health effects contamination dirt and corrosion Regional effects include damage to the environment and health effects The global effects include the greenhouse effect and reduction of the ozone layer SIKA 2002 For local emissions it is assumed that 20 of the transport takes place within an average size city and 80 in the countryside SIKA 2004 calculated the population density along six selected transport links in Sweden and found that about 80 90 of the transport occurred in rural areas The calculations are further explained in Flod n 2007 Low Medium High Time dependent 739 1299 1871 SEK hour 5 c Distance E 11 82 10 61 12 26 dependent SEK km c Time dependent o 7 26 13 45 46 31 50 SEK hour 3 Distance 2 0 39 0 59 1 07 dependent SEK km Time dependent N 25 3 S
24. 9 Green Cargo 2009 Night cost Other surcharges Other surcahges SEK Salary costs Taxes Taxes SEK Skatteverket 2011 Skatteverket 2011 Collective insurances pension etc Collective insurances pension SEK Total cost Cost per hour Share of worktime driving a train Cost per train hour Nelldal 2011 Nelldal 2011 Overhead costs Profit margin Other costs per train hour Total cost per train hour Engine Time dependant costs SEK per hour Distance dependant costs SEK per km Empty rail wagon Time dependant costs SEK per hour Distance dependant costs SEK per km Used rail wagon Time dependant costs SEK per hour Distance dependant costs SEK per Number of wagons in the train Loading capacity TEU Share of loaded wagons Weight loaded on train tonnes Train weight tonnes Train lenght meters Reserve wagons Total number of waggons Distance km Average speed km h Green Cargo 2009a b Green Cargo 2009 Green Cargo 2009 Green Cargo 2009 Skatteverket 2011 Nelldal 2011 Salary for class F10 driver 27 120kr inicuding holiday pay 0 0896 per vacation day For work between 7 p m and 6 a m Intermodal trains are often run during the night No driver should work more than a total of 1 3 totalt night time per work scheduling period 10 p m to 6 a m exIcuding travel time Note that this definition of nightis different from the salary surcharge times Can va
25. Assuming linear Average cost of capital depreciation Depreciation Linear depreciation Overhead costs Profit margin Fixed costs or per hour Maintenence costs Electricity costs engine only Train related charges train path and accident Infrastructure fees and weight charges related to the engine Overhead costs Profit margin Variable costs perkm Total costs per km Nelldal 2011 Purchace price Nelldal 2011 Type Sgns Nelldal 2011 Type Sdggmrs Oehrstroem 2005 Service life years Nelldal 2011 Nelldal 2011 Nelldal 2011 Depreciation years Nelldal 2011 Tara weight tonnes GreenCargo 2011 GreenCargo 2011 AAE 2005 TEU per wagon Length meters Running distance per year km Nelldal 2011 Nelldal 2011 Assuming the same utilisation as for the engine Average speed Wagons are also tied up at the terminals for Time in traffic hours loading and unloading Maintenence costs per km Nelldal 2011 Nelldal 2011 Oehrstroem 2005 Infrastructure charges Only charges per tonnekm are relevant Cost Track charge per gross associated to trainkm has been assigned to tonne km B Trafikverket 2010h Trafikverket 2010b Trafikverket 2010b the engine Calculations per vear and wagon Average cost of capital Depreciation Overhead costs Profit margin Fixed costs perkm or per hour Maintenence costs Electricity costs wagon only Rail Freight C
26. CO2 Emission costs total per km Variable costs perkm Fixed costs Maintenence costs Electricity costs freight only Infrastructure charges Overhead costs Emission costs per year Local effects Societal cost NOx Societal cost SO2 Societal cost HC Societal cost PM Regional effects Societal cost NOx Societal cost SO2 Societal cost HC Global effects Rail Freight Costs Appendixes Societal cost CO2 Emission costs total Per km Variable costs per km Same as business per train hour economic costs Engine Time dependant costs kr per hour Distance dependant costs kr per km Time dependant costs kr per hour Distance dependant costs kr per km Used rail wagon Time dependant costs kr per hour Distance dependant costs kr per km SIKA 2002 Luftf roreningar Delrapport ASEK SIKA Rapport 2002 12 Stockholm SIKA 2008 Samh llsekonomiska principer och kalkylv rden f r transportsektorn ASEK 4 Statens institut f r kommunikationsanalys SIKA PM 2008 3 stersund Statens institut f r kommunikationsanalys SIKA PM 2005 16 Stockholm Rail Freight Costs Appendixes Appendix F Diesel societal costs Diesel haul societal costs Railway engine cost estimate Railway engine Low Used engine type TMZ Running distance km per year 300 000 Fixed costs 1 140 417 kr per km 3 80 kr or per hour 266 10 kr Maintenence costs 3 600 000 kr Diesel costs engine only 3 933 6
27. DIESEL TRAIN COSTS EE APPENDIX C ELECTRIC EMISSIONS cccccccccccccscsesccesccesceusceuscsuseseseeesceusesusceuseseucusscesecuaueuaueuaucuaseuseeusueusueuauenaneneuenanenas APPENDIX D DIESEL EMISSIONS APPENDIX E ELECTRIC SOCIETAL COSTS fF 4 Rail Freight Costs APPENDIX DIESEL SOCIETAL COSTS sscssssccsssccsssccsssecsscecsenecsssecsanecseeecsenscsaueesssssesuesensssesuensnssseauessnstsesuenseetsesnesenees 50 APPENDIX G SHUNTING e KC 53 APPENDIX SHUNTING SOCIETAL COSTS ccsssssccessesccsssssessennscesssncenensanecssneseesenneneteeneesensuacecesenenesecsasenensaseessneness 55 APPENDIXGI SHUNTINGIE MISSIONS eler Zenteren Dee Eege 56 APPENDIX J TERMINAL HANDLING COSTS esses eene enne enemies narr RK RAR rs RAR KR RKA noen 57 APPENDIX TERMINAL HANDLING SOCIETAL COSTS 58 APPENDIX L TERMINAL HANDLING EMISSIONS cccecceseseceseseseseseeeseeeeeeeeeeeseeeeeeeeeeeeeeeeeeeeeeeeseeeeeeeeeeeeseeeeeeeeeseeeeeeeeeeeea 59 Rail Freight Costs 1 Introduction A number of rail cost calculations has been performed as a part of providing general input data for the Heuristics Intermodal Transport model HIT model A summary of the input data has been presented in the report Suggested input data written by Flod n 2011 This report intends to provide more information regarding rail cost calculations The cost data is for the year 201
28. E 2 3 INFRASTRUCTURE USE 2 4 ENERGY CONSUMPTION 3 BUSINESS ECONOMIC COSTS scccscscsccedsccsecccsbcceccteccsescasscdeceesceseswestesecedessieussussiessseusesteassubaxeaevidevssessieses 16 3 1 ENGINE COSTS EES cau ocu vv 16 3 2 EMPTY WAGON COSS SUL dE race 17 3 3 USING WAGON COSTS Cro Gora E Cre 18 3 4 ATYPICAL TRAIN Me 19 4 ENVIRONMENT 5 555555 1505 ns sb peak sons eser sor SEENEN renew aso 21 5 SOCIAL ECONOMIC e e E 23 6 TERMINAL COSTS EE 24 6 1 ucc e eet ebe 6 1 1 Shunting costs 6 1 2 Shunting emissions 6 1 3 Sh nting societal costs d ni ir 26 6 2 NT IO PNE NNPHICMESMCT 26 6 3 TERMINAL COSTS sean rE 27 6 4 ENVIRONMENT a E 28 6 5 SOCIAL elei ie EE 28 7 RAIL COST UNCERTAINTIES 4 ss5scs ss odsvnss sss nossesssssv nssuns nssvassessvsssvssaussnrsonesssadessssedsskentessonestndsnssssssen 29 8 CONCLUSION E 31 9 REFERENCES dE dE 32 APPENDIX A ELECTRIC TRAIN COSTS a e d a AEEA APPENDIX B
29. EK hour c z o Distance ES 0 46 0 64 0 71 z dependent SEK km Table 9 Societal electric line haul costs Low Medium High Time dependent 783 1093 1436 SEK hour amp c Distance 53 15 33 50 34 68 dependent SEK km c Time dependent o 7 26 13 45 46 31 E SEK hour E Distance 2 1 21 0 69 0 89 dependent SEK km Time dependent N 2 5 SEK hour lt o Distance 50 1 82 0 42 0 18 dependent SEK km Table 10 Societal diesel line haul costs Rail Freight Costs 6 Terminal costs The cost of loading and unloading at a terminal can vary substantially depending on the type of terminal The terminal activities normally consist of shunting of the train and terminal handling where the load units are loaded on to and unloaded off the train 6 1 Shunting Shunting is roughly the operation in which the train is moved into the terminal from the main line Shunting is normally performed by diesel engines since a normal terminal cannot have overhead electric lines as the handling equipment lifts the load units from the top When shunting the electric line haul engine hands over the train to a diesel shunting engine that moves the train into the terminal The process is reversed when the train leaves the terminal Some terminal designs and or handling equipment allows for the shunting to be performed by the electric line haul engine but these terminals are rare A rough estimate of shunting time is 30 minutes to
30. Emission charge per litre diesel Trafikverket 2010b Trafikverket 2010b Trafikverket 2010b Trafikverket 2010b Deisel conspumption per year wagon only litres Average cost of capital Depreciation Overhead costs Profit margin Fixed costs Maintenence costs Diesel costs wagon only Infrastructure charges Overhead costs Profit margin Variable costs Total costs Weight loaded tonnes 2 20 container 1 20 and 1 40 Gross weight loaded including load unit 40 fill rate in each load unit Fixed costs All fixed costs carried by the empty wagon Infrastructure charges Only charges per tonnekm are relevant Cost associated to trainkm has been assigned to the Trafikverket 20100 engine Trafikverket 20106 Track charge per gross tonne km Emission charge per litre diesel Trafikverket 20100 Trafikverket 2010b Trafikverket 20106 Trafikverket 2010b Deisel conspumption per year freight only litres Maintenence costs Diesel costs freight only Infrastructure charges Overhead costs Profit margin Variable costs Slightly dependent on the weight but very hard to estimate Charged per tonnekm Rail Freight Costs Appendixes Green Carga 2009a b Green Cargo 2009 Green Cargo 2009a b Green Cargo 2009 Salary Night surcharges per hour Share of night work Green Cargo 2009 Green Cargo 2009 Working hours per year Green Cargo 200
31. Freight Costs linear mathematical equation based on train weight When doing cost calculations the question of whether or not consumption estimates are exact is not relevant as long as the calculations use the same estimates as Trafikverket uses for charging the operator This might change in the future as more engines are equipped with electricity meters and thus are charged for their true consumption However with an installed electricity meter the true consumption should not be difficult to estimate The errors in the estimated electricity consumption will impact the emission calculations The overhead costs are also an important factor Unfortunately this factor is very difficult to estimate It can only be emphasized that care must be taken in trying to estimate the overhead cost as accurately as possible and not use a general percentage surcharge if other information is available Other important factors are the purchase price of the engine and the utilisation and maintenance costs The purchase prices can be considered to be fairly well known at least for new engines However it is often difficult to get good cost estimates from maintenance costs Utilisation is very much dependent on the specific system layout as discussed above It is therefore important to use utilisation data that is as specific as possible in order to get a good result Rail Freight Costs 8 Conclusion It can be concluded that the costs of operating a freight
32. School of Business Economics and Law GOTEBORG UNIVERSITY Swedish Intermodal Transport Research Centre Rail freight costs Some basic cost estimates for intermodal transport Jonas Flod n March 2011 This report is a part of the project Strategic modelling of combined transport between road and rail in Sweden funded by the Swedish Road Administration Vagverket and the Swedish Rail Administration Banverket through the Swedish Intermodal Transport Research Centre Sir C Jonas Flod n Department of Business Administration School of Business Economics and Law University of Gothenburg P O Box 610 SE 405 30 Goteborg Sweden E mail jonas floden handels gu se http www handels gu se fek logistikgruppen http www sir c se Telephone 46 0 31 786 51 31 Rail Freight Costs Table of content 1 hapiepllegerm 5 1 1 SOME IMPORTANT ASPECTS OF RAIL FREIGHT TRANSPORT CALCULATION eee 5 1 2 COST STRUCTURE Q cease 5 1 3 DEPRECIATION BEE 6 1 4 OVERHEAD Dee EE 6 1 5 LEVEL OF DET IL 1 6 EXTERNAL COSTS AND SOCIAL VALUATION 2 TRAIN OPERATION KEE 8 2 1 ROLLING STOCK EE 8 Ee DE e 8 2 12 ee 101 E 9 2 2 UTILISATION eT 11 2 2 1 Personnel COSTES E
33. alary surcharge times Can vary depening on the share of night work number of holidays worked etc 36 hours per week for night time workers On call time allowances during travel overtime pay etc and other added suppliments to the salary Included as a general percentage as the exact amount will depend och the specific schedule for the driver Based on agreements with the union The amount will vary depending on the employeer and union and increases with a higher salary Collective insurances pension etc Collective insurances pension etc SEK Total cost Cost per hour Share of worktime driving a train Cost per train hour Nelldal 2011 Nelldal 2011 Nelldal 2011 Overhead costs Profit margin Other costs per train hour Total cost per train hour Engine Time dependant costs kr Distance dependant costs Empty rail wagon Time dependant costs kr Distance dependant costs Used rail wagon Time dependant costs kr Distance dependant costs Number of wagons in the Number of waggons selected to give the same train loading capacity in TEU on trains Loading capacity TEU Share of loaded wagons Weight loaded on train tonnes Train weight tonnes Train lenght meters Not all wagons can be in service all the time Extra wagons needed during repairs Reserve wagans maintenance etc Time dependent cost Total number of waggons Distance km Average speed km
34. are commonly made particularly in conjunction with infrastructure investments and as a part of political decision processes The valuations aim at including the external effects in the decision process where the external effects are included in monetary estimation Naturally it is very difficult to find a fair way to valuate these aspects For example if building a new road will destroy the local habitat of a small frog threatened by extinction how can this loss be valued The effects occur on three levels local regional and global Local effects are health effects contamination dirt and corrosion Regional effects include damage to the environment and health effects Global effects are the green house effect and reduction of the ozone layer SIKA 2002 Some general values for social costs have been decided by the Swedish Institute for Transport and Communications Analysis SIKA SIKA 2008 to be used for Swedish national transport planning These values are used in this report Social cost valuation can of course also be non monetary but the general aim is to include as much factors as possible as monetary A division can be made between social cost calculation where everything is included at monetary values and social analysis where none monetary values are included Recently renamed the Swedish Agency for Transport Policy Analysis TrafikAnalys SEEN Rail Freight Costs 2 Train operations Freight trains are operated ei
35. cargo 144 359 Figure 8 A type T44 diesel engine Picture Wikipedia Rail Freight Costs Fuel consumption is hard to estimate and different sources estimate the consumption of a shunting T44 to fall between 17 litres per hours when idle to 45 litres during heavy shunting The average consumption is between 35 45 litres per hour B ckstr m et al 2009 calculated the fuel consumption during an average one hour shunting at 37 litters or 0 82 litres per load unit This amount would be less with a more modern engine The smaller Z65 engines consumes 16 litres per hour B ckstr m et al 2009 The cost of diesel is 5 18 SEK litre SPI 2011 Note that rail traffic in Sweden does not pay fuel taxes Figure 9 A type Z65 Z70 diesel engine Picture Wikipedia 6 1 1 Shunting costs Due to the short distances involved in shunting all costs are estimated as time dependent costs The cost below includes the shunting engine driver Note that the division into low medium and high refers to the costs and not necessarily the size of the terminal Low Medium High Engine type Smaller 2 axel engine G4 Vossloh Used T44 Utilisation hours year 3 500 2 900 3 300 EEN 1021 1152 1129 SEK hour Table 11 Shunting costs Rail Freight Costs 6 1 2 Shunting emissions The shunting emissions can be calculated using emission data from Backstrom et al 2009 This estimates the emissions per hour shunting as
36. costs General data Interest rate Overhead costs Unexpected costs Sum OH costs Profit margin Comment 6 5 Difficult to estimate and will vary over time 8 General administration etc 7 Margin to cover unexpected events 15 Not included if a cost calculation is intended 0 Othervise 10 is appropriate Low medium and high referes to the cost level and not the size or type of terminal Shunting engine cost estimate Purchace price Service life years Depreciation years Diesel consumption litre per hour Price SEK per litre diesel Utlisation hours per year Maintenence costs per hour Calculations per year Average cost of capital Depreciation Overhead costs Profit margin Fixed costs per hour Maintenence costs Diesel costs Overhead costs Profit margin Variable costs per hour Total costs per hour Personell costs Line haul engine driver per hour Shunting eninge driver per hour Low 15 000 000 kr 50 50 16 5 18 kr 2 500 130 00 kr 487 500 kr 300 000 kr 118 125 kr kr 905 625 kr 362 25 kr 325 000 kr 207 200 kr 79 830 kr kr 612 030 kr 244 81 kr 1517655kr 607 06 kr 517 14 kr 413 71 kr Comment Smaller 2 axel engine Type V5 Source Nelldal 2011 Nelldal 2011 B ckstr m et al 2009 SPI 2011 Nelldal 2011 Nelldal 2011 Medium 20 000 000 kr 50 50 29 5 18 kr 2 900 130 00 kr 650 000 kr 400 000 kr 157 5
37. d twice at a terminal Woxenius 2003 B ckstr m et al 2009 estimates that a container takes 2 4 minute to unload with a total handling time for the reach stacker of 4 7 minutes including repositioning the reach stacker for the next load unit etc The same handling time for a trailer swap body is 3 6 and 4 12 minutes 6 3 Terminal costs Terminal costs can vary greatly depending on the terminal design Several studies indicate a cost of about 200 300kr per handled load unit Flod n 2007 Nelldal 2011 Sommar 2010 The cost will vary with the size of terminal equipment used and type of load units This report will not go into detail on terminal costs and emissions as this has been studied in detail by Sommar 2010 and B ckstr m et al 2009 for Swedish conditions Sommar 2010 calculates the costs for four types of terminals per handled unit A small terminal is assumed to handle 25 000 TEU annually a medium terminal handles 50 000 TEU annually a large terminal handles 100 000 TEU annually and a line terminal is assumed to handle 15 000 TEU annually Note that Sommar s shunting costs are based on different assumptions than the shunting cost calculations in chapter 6 1 1 Small terminal Medium terminal Large terminal Line terminal Cost per load unit SEK including shunting 320 268 239 257 Cost per load unit SEK excluding shunting 256 182 166 257 Table 14 Terminal handling costs A liner te
38. e it is the best approximation that can be made without any detailed study of the specific train service This is also used by infrastructure providers to charge train operators for their electricity consumption On a deregulated market such as the Swedish market all rail operators must pay the rail administration for their electricity consumption The Swedish rail administration Trafikverket charges intermodal trains 0 0212 kwh grosstonnekm Trafikverket 2010b Charges for other trains vary from 0 0112 kwh grosstonnekm for iron ore trains and 0 0189 kwh grosstonnekm for general freight trains to 0 0327 kwh grosstonnekm for freight trains faster than 130km h The EcoTransIT project has calculated the energy consumption for general freight trains depending on the train weight They estimate the consumption of a 500 tonnes train at 0 024 kwh grosstonnekm for a 1000 tonnes train at 0 017 kwh grosstonnekm and 0 014 kwh grosstonnekm for a 1500 tones train IFEU 2008 B ckstr m et al 2009 has collected data from an intermodal transport operator and estimated the consumption at 5 84 kWh train km plus 0 0147 kWh grossetonnekm including 1596 transmission losses However Trafikverket s consumption estimates are the most appropriate to use for cost calculations since electricity is charged according to their model The rail administration includes conversions and transmission losses in the price and considers power feedback resulting in different p
39. ersonnel cost The calculations will assume an economic life of 35 years for the rail engines as this is when an operator will probably have to replace or modernise the engines No salvage value is included in the calculations as this value would probably be rather low and difficult to estimate A linear depreciation will be used during the entire economic life i e the same cost is allocated to each year as the utilisation of the engine is expected to be the same during each year of its service life Rail Freight Costs The capital costs are higher when the asset is new and is reduced when the depreciations are made The real cost of capital can be used when it is known but for general calculations an average cost of capital is used Mot operators also have a mix of old and new assets which makes an average cost realistic It is assumed that the engine can find other uses while the wagons are loaded unloaded Thus the utilisation of the engine is higher than that of the wagons Low Medium High Time dependent 739 1299 1871 2 Distance o 9 Hependent 11 60 10 40 12 05 SEK km Time dependent SEK hour 783 1093 1436 eer Distance a dependent 33 15 23 25 24 40 SEK km Table 2 Engine line haul costs 3 2 Empty wagon costs The wagon cost includes the cost of the wagon energy consumption maintenance and track charges by gross weight This is the cost for using an emp
40. gon in Sweden 20 5 tonnes calculated by using the number of wagons 15 623 total of each type and an average weight per type From this the average km per wagon can be calculated Rail Freight Costs hours per year of about 1 600 hours for nighttime workers About 75 of this time is spent actually driving a train Nelldal 2011 2 3 Infrastructure use Rail infrastructure tracks etc is publicly owned in Sweden and each railway operator pays a fee to use the infrastructure The fee is divided into one fixed fee part for the train and one flexible element that changes depending on train weight length Note that this might be different in other parts of Europe The current infrastructure fees in Sweden for 2011 are Train path for a freight service SEK 0 27 train kilometre 1 67 on high standard lines Track charge SEK 0 0036 gross tonne kilometre Accident charge SEK 0 81 train kilometre Emission charge diesel powered engine SEK 0 87 litre of diesel fuel Table 1 Infrastructure charges There are further fees to use marshalling yards parking fees use of stations etc in Sweden Some parts of the network with higher standards also have higher train path fees for trains using that part of the network This applies for the main lines between Stockholm Gothenburg and Malm and some other lines A large share of intermodal trains in Sweden can be expected to at least partly use the high standard part of t
41. he network as these are the lines with the highest demand for freight transport excluding iron ore There is also an extra passage charge for passing certain congested points e g Stockholm main central at certain times of the day of 150 kr per passage Banverket 2010 Trafikverket 2010b Figure 6 High level fee network marked in bold red on the map Banverket 2010 p 10 Rail Freight Costs All fees can be found in the Network Statement available on the infrastructure managers homepages In the case of Sweden www trafikverket se See alsohttp www railneteurope com for fees from other countries Note that infrastructure charges in Sweden are likely to be raised in the coming years 2 4 Energy consumption The energy consumption from a train can vary depending on many factors such as train weight air resistance terrain and the driver s skills The drag created by the wagons often has a huge impact on consumption An empty flat wagon between two loaded wagons might for example drastically increase consumption Empty timber wagons with a large number of poles are known to create a great deal of drag Some operators report that under extreme circumstances they might even have more energy consumption on an empty train than on a full one In calculations the energy consumption of a freight train is often assumed to be linear i e one extra tonne adds X in energy consumption This is not used because it is clearly true but becaus
42. ket Borlange Trafikverket 2010b Network statement 2011 Trafikverket Borlange Woxenius J 2003 Intermodala transporter och SJ Green Cargos utvecklingsprojekt Lattkombi Institutionen for transportteknik Chalmers tekniska h gskola Meddelande 117 Goteborg Rail Freight Costs Appendixes Appendix A Electric Train Costs Source Interest rate 6 5 Difficult to estimate and will vary over time The average interest rate in Sweden during the last 10 years is 7 5 Overhead costs 8 General administration etc Nelldal 2011 Unexpected costs 7 Margin to cover unexpected events Nelldal 2011 Sum OH costs 15 Could be different depending on the size of the company A lower value can be used if high cost equipment is used Not included it a cost calculation 15 intended Profit margin 0 Othervise 10 is appropriate Nelldal 2011 A low cost train with hi A high cost train with low usage General comment 000 000 kr and dual New TRAXX engine or voltage system 1 000 equivalent Nelldal 2011 000 kr Nelldal 2011 Purchace price Nelldal 2011 Same service life for Service life years Nelldal 2011 Nelldal 2011 Nelldal 2011 ERTMS and dual voltage Nelldal 2011 Depreciation can also be made over a shorter Depreciation years time period for accounting and tax reasons Weight tonnes Length meters Diehl amp Nilsson 2003 Green Cargo 2009 Green Cargo 2009 This can be varied between
43. lculations for a diesel engine are not meaningful as they result in unrealistic low utilisations probably caused by the fact that most diesel engines are used for shunting The utilisation of the rail wagons is normally lower than that of the engines The standard procedure for intermodal transport begins when an engine delivers a number of rail wagons to a terminal and then leaves to perform other haulage The wagons are left at the terminal where they are unloaded and re loaded for a couple of hours A rail engine then returns to pick up the wagons As for engines it is very hard to estimate an average utilisation Statistics show that the average Swedish freight rail 7 222 diesel engines performs 3 940 000 trainkm Rail Freight Costs wagon travels about 71 000km per year It is likely that intermodal wagons often operating in shuttle trains have a higher utilisation Nelldal 2011 estimates a utilisation of 110 000 km per year for a Lgs wagon and 220 000 km per year for a Sgns Sddgmrs wagon If known it is obviously recommended that the planned utilisation of the train system under calculation be used since these costs are highly dependent on the design of the specific train system and will in many cases be a decisive factor in the profitability of a system The length of the train and the number of wagons might also differ Generally a maximum train length of 630 meters can be used in Sweden which equals about 18 sdggmrs wago
44. manufacturers classify their wagons according to a classification system laid out by the UIC International Union of Railways where letters are used to identify the characteristics of a wagon For example an Lgns wagon is a flat wagon with separate axels L used for container transport g with a max load of at least 30 tonnes n and suitable for speeds up to 100 km h s Thus two Lgns wagons from different gt http www jarnvag net index php lokguide Bark states 25 30 years and Nelldal states 35 years 42 engines modernised at a total cost of 1 1 billion SEK The RC engines are between 43 and 22 years old and exist in several versions Rail Freight Costs manufacturers might have a slightly different design and set of technical specifications but they share the same classification The most common types of wagons for intermodal transport in Sweden are Lgns Sgns and Sdggmrss A two axle standard container Lgns wagon weighs 12 5 tonnes and has a length of 17 1 meters The wagon can carry two 20 containers swap bodies 40 container and can load 33 tonnes gross weight of containers This is in essence a flat wagon with pins to fasten the containers together This is an older type of wagon that can be purchased second hand for about 100 000 SEK with an expected service life of 15 years Maintenance costs are about 0 10 SEK km Nelldal 2011 ZE IVA Figure 3 Lgjns wag
45. nal effects can be attributed to environmental pollution but there are also many other external effects Button 1993 such as noise visual intrusion e g destroying a beautiful view risk of accidents and the barrier effects of a road Button makes a division between technological externalities and pecuniary externalities Technological externalities are effects caused directly by production or consumption e g building a road destroys a beautiful view while pecuniary effects are indirect effects e g when traffic diverted to the new road takes potential customers away from a garage on the old road causing a reduced income for the garage A further distinction can be made between pollution and congestion where pollution is an external factor that affects actors external to the medium e g plants killed by exhaust fumes Congestion is when the external effect affects actors that are also using the medium e g private motorists are caught in queues caused by lorries The notion of external effects is also closely linked to the social cost perspective and valuation of costs The social cost perspective aims at Bohm 1996 p 12 taking into consideration all individuals appraisals of in principal everything produced or consumed used i e not only the purely material aspects Society from this perspective includes not only the government and public sectors but all citizens and companies in society Social cost valuations of transport
46. nd tax reasons Weight tonnes Length meters Diesel consumption litre per train start value 9 Old T44 engine B ckstr m et al 2009 Diesel consumption litre per grosstonkm Modernised 144 engine Added to this is the consumption per grosstonkm B ckstr m et al 2009 Backstrom et al 2009 Backstrom et al 2009 Numbers refers to normal conditions Total train weight might be limited by other factors such as Maximum traction tonnes Nelldal 2011 Nelldal 2011 Nelldal 2011 track gradient etc Price SEK per litre diesel SPI 2011 SPI 2011 SPI 2011 Rail traffic do not pay fuel taxes in Sweden Statistical average for Running distance per year krn Assuming same utlisation as the waggons DO electric engines Based on SIKA 2009 Average speed km h CargoNet 2006 CargoNet 2006 CargoN et 2006 Time in traffic hours 4 Maintenence costs per krn Type TMZ Nelldal 2011 Euro 4000 Nelldal 2011 Euro 4000 Nelldal 2011 Infrastructure charges Assuming 1 3 on high High level fee for using quality network and 2 3 on high quality parts of the general nework Trafikverket 2010b network Trafikverket 20106 Trafikverket 2010b Trafikverket 20106 Trafikverket 2010b Trafikverket 2010b Trafikverket 2010b Trafikverket 20100 Base level fee forthe Train path charge per train km general network Trafikverket 2010b Accident charge per train km Trafikverket 2010b Track charge per gr
47. nes Energy consumption kWhAvagonkm Emission grams per km 2 NOx HC CH4 502 Energy B ckstr m S amp Bohlin amp Franzen amp Jonsson 2009 Milj kalkyler for intermodala transportkedjor Detaljerad ber kningsmetodik och relevanta schablonv rden WSP Analys amp Strategi SIR C Swedish Intermodal Transport Research Centre Rapport nr 2009 6 Trafikverket 2010 Network statement 2011 Trafikverket Borlange Rail Freight Costs Appendixes Appendix D Diesel emissions Type Emission grams per litre diesel co2 NOx HC co PM 502 Energy MJ Diesel consumption litre per train start value Diesel consumption litre per grosstonkm Weight tonnes Diesel consumption litrefenginekm Emission grams per enginekm co2 NOx HC co PM 502 Energy Weight tonnes Diesel consumption diesel wagonkm Emission grams per km co2 NOx HC co PM 502 Energy Weight tonnes Diesel consumption literAvagonkm Emission grams per km Data for old T44 B ckstr m et al 2009 Ahlvik 1996 SPI 2011 B ckstr m et al 2009 B ckstr m et al 2009 3 Data for modernised T44 Ahlvik 1996 SPI 2011 B ckstr m et al 2009 Comment Source General comment B ckstr m et al 2009 8 Data for modernised T44 Ahlvik 1996 SPI 2011 B ckstr m et al 2009 Ss Rail Freight Costs Appendixes co2 NOx HC co PM 502 Energy
48. ns 20 sgns or 36 Jens wagons The maximum train length depends a number of factors such as train weight type of engine breaks terrain etc but most often the limiting factor is the length of the side tracks used for meeting other trains on a single track line However the Swedish rail traffic regulations stipulates a maximum train length of 730 meter or 880 meters depending on the breaks but also states that the infrastructure will generally not allow such long trains Trafikverket 2010b A typical intermodal train in Sweden according to data from one of the large operators B ckstr m et al 2009 is 410 meters with 20 Sgns wagon and 60 TEU capacity The train weight is 806 tonnes excl engine and the loaded weight on the train was 398 tonnes consisting of 45 TEU of which 18 TEU were empty units The average load per wagon is 19 9 tonnes Looking at the freight train in general the average freight train in Sweden has a weight of 490 net tonnes Nelldal et al 2005 i e approximately 15 wagons The average speed of a freight train in Sweden is about 70km h This assumes a more or less continuously running block train a speed which might drop substantially e g if shunting and marshalling is required This is particularly noteworthy in a European context where wagon load traffic can have substantial waiting times at congested marshalling yards 2 2 1 Personnel costs Wages can vary between operators The largest freight
49. oad carriers Swap body containers Swap body containers Swap body containers trailers TEU per wagon 2 3 4 Table 1 Train types Costs have been calculated on three levels the cost of the engine the cost of a new rail wagon and the cost of using a rail wagon The cost of the engine represents the costs associated with starting a new train such as driver salary engine costs and infrastructure charges related to the engine and train The cost of a new rail wagon includes cost for the wagon and energy consumption and infrastructure charges related to the weight of the empty wagon The cost of using a wagon includes the costs of energy consumption and infrastructure charges of the freight loaded onto the wagon This report will present data for each train type Note that it is not possible to change wagons e g by taking the summary cost from the Sdggmrs wagon and using it with engine data from the T44 engine since the energy consumption for the wagon is based on the engine type used However these change calculations can easily be performed in the separate Excel file with cost calculations that are available with this report or that can be obtained from the author The calculations are also included in the appendix 3 1 Engine costs The engine cost includes the cost of the engine energy consumption of the engine maintenance track charges for the train service and the gross weight of the engine and the p
50. ohlin M amp Franzen U amp Jonsson P 2009 Milj kalkyler for intermodala transportkedjor Detaljerad ber kningsmetodik och relevanta schablonv rden WSP Analys amp Strategi SIR C Swedish Intermodal Transport Research Centre Rapport nr 2009 6
51. on source Green Cargo homepage The Sgns wagon is a four axel wagon weighing 20 tonnes The wagon can carry three 20 containers swap bodies or combinations of 20 30 and 40 containers swap bodies The wagon length is 19 6 meters and it can load 70 tonnes Green Cargo 2011 The cost of purchasing a wagon is about 700 000 kr with an expected service life of 50 years Maintenance costs are about 0 15 SEK km Nelldal 2011 Figure 4 Sgns wagon source Green Cargo homepage Trailers are normally transported in sdggmrss wagons which are equipped with pockets to accommodate the wheels of the trailer These are longer six axle wagons 34 2 meters which can carry two trailers or four 20 containers swap bodies or combinations thereof Tara weight is 34 8 Rail Freight Costs tonnes and maximum load is 100 tonnes The cost to purchase a wagon is currently about 1 3 million SEK with an expected service life of 30 35 years Nelldal 2011 Oehrstroem 2005 Maintenance costs are about 0 25 0 30 SEK km Oehrstroem 2005 It is more expensive than other wagon types but this multipurpose wagon can carry all common load unit types Ar d 14200 14200 16230 500 16230 HF T T 4 2980 Figure 5 Sdggmrss wagon source Green Cargo homepage When operating a train service more wagons are needed
52. oned above some of these costs are regarded as fixed costs in many calculations depending on the time frame Rail Freight Costs The division in fixed variable time and distance dependent costs might sometimes appear arbitrary For example the capital cost of a piece of equipment can be considered a fixed cost for a year but can also be allocated into a cost per time or cost per distance if the yearly utilisation is known The principle is then to choose the allocation that gives the fairest representation of the real costs and matches the way in which the output from the calculation is to be used 1 3 Depreciation Expensive equipment that is purchased for use over a long period of time is normally depreciated over its service life This means that the initial cost is allocated over several years in the company s bookkeeping This is also done when calculating the running costs Calculations often separate economic life and technical life Technical life is how long the assets can technically be used while economic life is how long it is economically meaningful to use it The economic life is often shorter than the technical life since new inventions and increasing maintenance costs make it unprofitable to continue using the assets Production cost calculations should assume that the cost of an investment is allocated to the period of use i e that the cost is divided over its entire economic life However many companies use a shor
53. onsson P 2008 Milj kalkyler for intermodala transportkedjor Detaljerad ber kningsmetodik och relevanta schablonvarden WSP Analys amp Strategi SIR C Rapport nr 2008 6 Green Cargo 2009 Avtal om l nesystem vid Green Cargo A 78 03 Skatteverket 201 1 Arbetsgivaravgifter http Www skatteverket se foretagorganisationer forarbetsgivare socialavgifter arbetsgivaravgifter 4 23319 1171280075abe8 800020817 html Accessed February 25 2011 CargoNet 2006 Homepage http www cargonet se produkter combixpress index htm Accessed may 2006 Rail Freight Costs Appendixes Appendix B Diesel Train Costs Comment Source Interest rate 6 5 Difficult to estimate and will vary over time The average interest rate in Sweden during the last 10 years is 7 5 Overhead costs 8 General administration etc Unexpected costs 7 Margin to cover unexpected events Sum OH costs 15 Not included if a cost calculation is intended Profit margin 0 Otherwise 10 is appropriate Nelldal 2011 A low cost train with high usage A high cost train with low usage Comment Comment Comment General comment Used engine type New Euro 4000 engine or Purchace price TMZ or similar Nelldal 2011 equivalent Nelldal 2011 Service life years Nelldal 2011 Nelldal 2011 Nelldal 2011 New Euro 4000 engine or equivalent Nelldal 2011 Nelldal 2011 Depreciation can also be made over a shorter Depreciation years tire period for accounting a
54. oss tonne km Trafikverket 2010b Emission charge per litre diesel Trafikverket 2010b Deisel conspumption per year engine only litres Calculations per year Average capital tied up during the depreciation period interest rate Assuming linear Average cost of capital depreciation Depreciation Linear depreciation Overhead costs Profit margin Fixed costs Maintenence costs Diesel costs engine only Train related charges train path and accident Infrastructure fees and weight charges related to the engine Overhead costs Profit margin Variable costs Total costs Nelldal 2011 Purchace price Nelldal 2011 Nelldal 2011 Type Sdggmrs Oehrstroem 2005 Service life years Nelldal 2011 Nelldal 2011 Nelldal 2011 Depreciation years Nelldal 2011 Tara weight tonnes GreenCargo 2011 GreenCargo 2011 AAE 2005 TEU per wagon Length meters Running distance per year km Average speed km h Nelldal 2011 Nelldal 2011 Assuming the same utilisation as for the engine Wagons are also tied up at the terminals for Time in traffic hours loading and unloading Maintenence costs per km Nelldal 2011 Nelldal 2011 Nelldal 2011 Infrastructure charges Only charges per tonnekm are relevant Cost associated to trainkm has been assigned to the Trafikverket 2010b engine Trafikverket 2010b Track charge per gross tonne km
55. osts Appendixes Infrastructure charges Overhead costs Profit margin Variable costs perkm Total costs per km Weight loaded tonnes Fixed costs 2 20 container Maintenence costs Electricity costs freight only Infrastructure charges Overhead costs Profit margin Variable costs perkm Salary Green Cargo 2009a b Green Cargo 2009a b Night surcharges per hour Green Cargo 2009 Green Cargo 2009 Share of night work Green Cargo 2009 Green Cargo 2009 Working hours per year Green Cargo 2009 Green Cargo 2009 Night cost Other surcharges Other surcahges SEK Salary costs Taxes Taxes SEK 32 370 kr Skatteverket 2011 Skatteverket 2011 1 20 and 1 40 2 trailers Grass weight loaded including load unit 40 fill rate in each load unit All fixed costs carried by the empty wagon Slightly dependent on the weight but very hard to estimate Charged per tonnekm Green Cargo 2009 Green Cargo 2009 Green Cargo 2009 Skatteverket 2011 Green Cargo 2009a b Salary for class F10 driver 27 120kr inlcuding holiday pay 0 0896 per vacation day For work between 7 p m and 6 a m Intermodal trains are often run during the night No driver should work more than a total of 1 3 totalt night time per work scheduling period 10 p m to 6 a m exlcuding travel time Note that this definition of night is different from the s
56. out 1600 tonnes This engine still remains the most common electrical engine in Sweden Recently this type has started to be replaced by more modern engines from Bombardier s TRAXX family and the SIEMENS Eurosprinter These engines weigh about 84 tonnes and can pull trains of about 2000 tonnes Figure I Two RC4 engines Picture Flod n Diesel line haul is not that common in Sweden since most lines are electrified The type T44 manufactured between 1968 and 1987 is still the most common diesel engine although a limited number of modern engines are starting to appear The T44 weighs 76 tonnes and can pull trains of about 900 tonnes ina line haul but is heavier when shunting Other common types are the old TMY TMX and TMZ engines purchased from the Danish railways Only a few modern diesel engines are operated in Sweden EE Rail Freight Costs I P Kong Hotlier Figure 2 A TMY diesel engine Picture Wikipedia More information about the different engines types currently used in Sweden can be found on the Lokguiden the Engine Guide homepage The technical life of a rail engine might be very long 50 year old engines such as the diesel TMY and TMX are still used in the Swedish rail network although in limited numbers A more normal Nelldal 2011 economic life expectancy for a rail engine is about 35 years The economic life can also be extended by upgrades and modernisations Green Cargo recently ordered an upg
57. rade of their 35 40 year old type RC2 and RC3 electrical engines This is expected to prolong their service life by 15 20 years Green Cargo 2007 at a cost of about 25 million SEK each Green Cargo 2010 The oldest engines tend to be used by smaller independent operators due to their relatively low purchase price An old RC engine can be valued at about 10 million SEK depending on its age and exact type as compared to a new TRAXX engine at about 35 million SEK Nelldal 2011 A new operator starting its business is likely to prefer a less expensive engine but with higher operating costs in order to reduce the initial need for capital One particular problem with the rail engine market is the different technical standards in different countries In most cases it is not possible to move an engine from one country to another without having to adapt that country s signalling system electricity system certificates and approval etc to the local standards a process which might be expensive This limits the market for second hand engines Leasing a modern engine is also an option for an operator who wants access to modern equipment without the high investment costs although this is more expensive than using an old engine The availability of leasing engines that are technically adapted to smaller markets such as the Swedish market might also be limited 2 1 2 Wagons Several different rail wagons and wagon manufacturers exist However all
58. rden WSP Analys amp Strategi SIR C Rapport nr 2009 6 Nelldal B L 2011 Enhetskostnader f r godstransporter med j rnv g Underlagsrapport till projektet Strategisk modellering mellan landsv g och j rnv g Kungliga Tekniska H gskolan KTH Stockholm SPI 2011 Priser amp Skatter http spi se statistik priser diesel Accessed March 2 2011 Sweeley B 2005 E mail from Bruce Sweeley General Electric Locomotives 1 november Rail Freight Costs Appendixes Appendix H Shunting societal costs tigt Comment Source General comment Utlisation hours per year Fixed costs or per hour Maintenence costs Diesel costs Overhead costs Emission costs per year Local effects Societal cost NOx Societal cost SO2 Societal cost HC Societal cost PM Noise Regional effects Societal cost NOx Societal cost SO2 Societal cost HC Global effects Societal cost CO2 Emission costs total Emission cost per hour Variable costs per hour Total costs per hour Total cost including driver per hour Rail Freight Costs Appendixes Appendix I Shunting emissions Comment Source General comment Diffcult to get emission datafor all types of enigne The availible data has been used See B ckstr m et al 2009 The types used high might be different for the types used in the cost calculations Emission grams per litre diesel B ckstr m et al 2009 B ckstr m et al 2009 B ckstr m et al 2009 2 38 53 2
59. rices for different engine types The current price forecasted price for 2011 for an RC engine is 0 7315kr kWh 25 transfer loss and 0 6807kr kWh 16 transfer loss for a TRAXX engine Trafikverket 2010a The price will vary for each month depending on the current market price on electricity Diesel line haul faces similar problems in determining the fuel consumption Backstrom et al 2009 reviews the fuel consumption and emission data from diesel hauling and concludes that it is difficult to obtain good consumption and emission data in particular for shunting B ckstr m et al presents an equation based on ARTEMIS data where fuel consumption 1 89 trainkm 0 0053 grossetonkm A modern engine is expected to have 2096 lower fuel consumption resulting in fuel consumption 1 51 trainkm 0 00424 grossetonkm The cost of diesel is 5 18 SEK litre SPI 2011 Note that rail traffic in Sweden does not pay fuel taxes Note that the real electricity consumption will be charged for engines with electricity meters installed Only engines without electricity meters will be charged according to these generalised estimated Rail Freight Costs When comparing the cost and emissions between diesel and electric line hauling using the cost estimates in this report it should be noted that the energy consumption is allocated differently to engines and wagons The electric line haul uses linear energy consumption i e assuming that each added
60. rminal is a smaller terminal where the trains stop along the line to tranship some of their load units before continuing to the next terminal much like a passenger train stopping at stations This is different from conventional terminals where the entire train is unloaded at one terminal Sommar s cost calculation for a line terminal is based on the Dalkullan line train concept tested in Sweden where a fork lift truck accompanies the train on a separate wagon At each stop the train engine driver drives the truck of the train and performs the transhipments Only swap bodies are handled For more information see Barthel and Woxenius 2003 2004 It should be noted that liner trains are a new concept and a large number of alternative transhipments methods have been suggested with very different cost structures The terminal handling costs can also be expressed in relation to the total cost of a train When examining the typical train from chapter 3 4 and adding the terminal handling costs of a medium size terminal one can see that the terminal handling constitutes a large share of the total rail costs Note that overhead costs are not separated out from the terminal costs Rail Freight Costs Share of cost per train type Cost component Low Medium High Terminal costs 50 37 24 Electricity 15 16 15 Cost of capital engine 3 11 17 Overhead costs 7 8 10 Salary 7 7 7 Maintenance engine 8 7 7
61. ry between different calculations The intention of this chapter is not to instruct the reader on how to make basic calculations but rather to highlight some important characteristics of rail freight calculations 1 2 Cost structure The cost structure in the transport industry can as in most other industries be divided into fixed costs and variable costs The division into fixed and variable costs is completely dependent on the time period over which the system is studied Rent for a terminal area is for example a fixed cost on a day to day basis but a variable cost over a 20 year period where a choice may be made to close the terminal Similarly if a decision has been made to operate a train according to a certain timetable during the next year the cost of operating the train can be considered a fixed cost during that year The fixed costs are thus really variable costs that can be considered fixed for the chosen time period Many of the fixed costs are also shared costs e g general administration which either have to be considered jointly for the entire business or allocated to suitable cost units e g lorries The variable costs can be further subdivided into costs variable by time and distance transported Commonly mentioned time dependent costs are financial costs salary costs vehicle taxes and insurance Commonly mentioned distance dependent costs are tires fuel maintenance kilometre taxes and rail infrastructure fees As menti
62. ry depening on the share of night work number of holidays worked etc 36 hours per week for night time workers On call time allowances during travel overtime pay etc and other added suppliments to the salary Included as a general percentage as the exact amount will depend och the specific schedule forthe driver Based on agreements with the union The amount will vary depending on the employeer and union and increases with a higher salary Number of waggons selected to give the same loading capacity in TEU on all trains Not all wagons can be in service all the time Extra wagons needed during repairs maintenance etc Time dependent cost Running time hours Engine and salary costs Empty waggon costs Used wagon costs Total cost per train per trainkm per grasstonnekm 4 J per nettonnekm K 16 4 Including tara weight of load units per ITU km AAE 2005 Technical description 50990155 6 oxle Double Pocket Articulated Wagon Unit AAE Ahaus Alstatter Eisenbahn AG E 06 Baar Backstrom S amp Bohlin M amp Franzen U amp Jonsson P 2009 Milj kalkyler f r intermodala transportkedjor Detaljerad ber kningsmetodik och relevanta schablanvarden WSP Analys amp Strategi SIR C Rapport 2009 6 CargoNet 2006 Homepage http www cargonet se produkter combixpress index htrn Accessed may 2006 Flodstr m et al 2005 Flodstr m E Sj din Underlag f r klassning av dieseldrivna j
63. ter depreciation time for accounting purposes e g for tax reasons or that the economic life became longer than was expected when the equipment was purchased The easiest and perhaps most common method of allocating the costs is to use linear depreciation i e the same sum is depreciated each year 1 4 Overhead costs All operations also include certain costs that are difficult to allocate to a specific activity in the company e g general administration some insurance advertising costs etc These are very much dependent on the specific conditions in the organization and therefore make it hard to obtain general estimates Most calculations include these overhead costs as a percentage surcharge to the other costs The underlying cost is then a general cost driver for the overhead costs This practice might create some unintended effects in calculations with very high fixed costs as is the case in transport cost calculations It can be argued that a new expensive rail engine will not require more administration than an old low cost engine operating in exactly the same transport system but that rather the opposite may be the case since the number of breakdowns etc are likely to be smaller for the new engine Also the amount of necessary administration might be significantly different between a small company and a large company However unless the specific administrative costs are known it is recommended to use a percentage surcharge A general
64. ther as block trains wagon groups or wagon loads A block train is a full train in which all the wagons are being sent between the same origin and destination A wagon group is a group of wagons that are being sent between the same origin and destination The wagon group is shunted between trains A wagon load is a single wagon The wagon is sent in the wagon load system where the trains exchange wagons at central marshalling yards The most efficient transport is the block train followed by wagon groups and the last wagon load Intermodal freight transport in Sweden today almost exclusively operates with the use of block trains Block trains are assumed in these calculations 2 1 Rolling stock The equipment used in the Swedish railway sector is still largely influenced by the equipment used by the former state railway SJ before the deregulation in 2001 since the former state railway and its privatised elements still dominate the rail sector The long technical life of rail equipment means that the equipment from before the deregulation has only recently begun to be replaced 2 1 1 Engines SJ used a standard type RC electrical engine for almost all their electrical trains both passenger and freight Diesel engines type T44 was used for the diesel line haul and some shunting The RC engines were built by ASEA between 1967 and 1988 and exist in a number of different versions RC 1 to RC7 An RC engine weighs 78 tonnes and can pull trains of ab
65. tion of the implementation of the Light combi concept Paper presented at GS Alliance for Global Sustainability Annual Meeting University of Tokyo 24 27 March Barthel F amp Woxenius J 2004 Developing intermodal transport for small flows over short distances Transportation Planning amp Technology 27 5 pp 403 424 Flod n J 2007 Modelling intermodal freight transport the potential of combined transport in Sweden Doctoral thesis Department of Business Administration School of Business Economics and Law at University of Gothenburg BAS Publishing G teborg http hdl handle net 2077 17141 Green Cargo 2007 Pressmeddelande Faktablad modernisering av lok T44 och Rc2 Green Cargo 2009 Avtal om allm nna anst llningsvillkor for Green Cargo AB A 78 11 Green Cargo 2009b Avtal om l nesystem vid Green Cargo A 78 03 Green Cargo 2010 Pressmeddelande Moderniserade ellok till Green Cargo Green Cargo 2011 Green Cargo Godsvagnar http www greencargo com sv Godsvagnar Start Oversikt Accessed february 15 2011 IFEU 2008 EcoTranslIT Ecological Transport Information Tool Environmental Methodology and Data Institut f r Energieund Umweltforschung Heidelberg Heidelberg Nelldal B L 2011 Enhetskostnader for godstransporter med j rnv g Underlagsrapport till projektet Strategisk modellering mellan landsv g och j rnv g Kungliga Tekniska H gskolan KTH Stockholm Nelldal B L amp Bark P
66. tonne consumes the same amount of energy The diesel line haul uses a two step consumption where a fixed consumption is assigned to the train i e the engine in the calculations below followed by a linear consumption for each added tonne Thus the different representations affect how the total consumption is allocated among the components of the train Different representations are chosen to more correctly represent the true costs The diesel fuel model more closely represents the real fuel consumption i e the real fuel costs while the electricity method is chosen since it is the model used by the rail administration to charge electricity costs Rail Freight Costs 3 Business Economic Costs Three different cost levels have been calculated for rail costs in order to reflect how the costs can be substantially different depending on the equipment used and its utilization The low cost alternative represents transport that uses old second hand equipment with a high utilisation The medium cost alternative represents modern equipment with medium utilisation The high cost alternative represents top of the line equipment with a low utilisation Low Medium High Engine type New TRAXX engine with electric line haul Second hand RC4 engine New TRAXX engine dual voltage system and ERTMS Engine type Second hand T44 TMZ or diesel haul similar New Vossloh Euro 4000 New Vossloh Euro 4000 SE High Medium Low Lgjs Sgns Sdggmrs L
67. train can vary substantially depending on the equipment used and the system design However the total cost is fairly robust for changes in individual input factors It is important to consider the whole system for the rail transport and not just focus single transport when calculating costs The individual cost factors in rail cost calculations are relatively well known however the ways in which the total rail transport system is designed and in which the equipment is used have a great impact on the total cost The largest contributions to cost are made by electricity consumption and the capital cost of the engine Rail Freight Costs 9 References Banverket 2010 Underlagsrapport Avgifter i Banverkets Jdrnvdgsndtsbeskrivning 2011 Banverket F10 4086 TROO Borlange Banverket amp SIKA 2002 Nya banavgifter Analys och f rslag Statens institut for kommunikationsanalys SIKA rapport 2002 2 Stockholm Bohm P 1996 Samh llsekonomisk effektivitet 5 ed Stockholm SNS Studief rbundet n ringsliv och samh lle Button K J 1993 Transport economics 2 ed Aldershot Edward Elgar Backstrom S amp Bohlin M amp Franzen U amp Jonsson P 2009 Milj kalkyler for intermodala transportkedjor Detaljerad ber kningsmetodik och relevanta schablonv rden WSP Analys amp Strategi SIR C Swedish Intermodal Transport Research Centre Rapport nr 2009 6 Barthel F amp Woxenius J 2003 The Dalecarlian Girl Evalua
68. train operator in Sweden Green Cargo pays their engine drivers 28 000 kr per month 12 months per year after two years working experience Green Cargo 2009a Green Cargo 2009b Added to this is a holiday pay 0 8 of the monthly pay per day on holiday and other surcharges such as overtime pay overnight allowances and on call time Most notably night work between 7 p m and 6 a m is paid 37 20 extra per hour Most freight trains are run during the night According to national statistics from Statistics Sweden the average salary of an engine driver both passenger and freight including surcharges is 29 000 kr SCB 2009 Added to this are taxes paid by the employer currently 31 4296 in Sweden Skatteverket 2011 and other charges such as collective insurances and extra pension fees agreed on with the union These other charges can vary between different employers but is normally around 7 5 of which 4 5 is pension fees The working time is 36 hours per week for employees that work at night and 40 hours for employees that work during the day The workers have 25 days of vacation per year plus national holidays such as Christmas Easter etc Green Cargo 2009a This provides a total number of working 8 Calculated based on SIKA 2009 Total transport tonnekm weight of all goods transported subtracted from total wagontonnekm weight of all goods and wagons to get wagontonkm excl goods 22 8 milliongrosstonkm Average weight of a rail wa
69. ty wagon which is represented by using the empty weight to calculate energy consumption The cost refers to the time wagons run in a train Wagons are also tied up at terminals for a large part of the day however the costs for waiting have been included in the costs presented here Thus no extra cost should thus be allocated for waiting time when this data is used This can be changed in the Excel sheet by changing the field Time in traffic to include waiting time The cost of reserve wagons i e spare wagons to use when wagons are out of service for maintenance repairs etc is not included Rail Freight Costs Low Medium High Time dependent SEK hour 7 26 13 45 46 31 o 5 S o c Distance dependent 0 39 EE Te SEK km Time dependent SEK hour 33 15 23 25 24 40 Oc o T Distance dependent 226 iene m SEK km 3 3 Using wagon costs Table 3 Empty wagon costs This is the cost of transporting something on the rail wagon This includes the added energy consumption and track charges by the new weight However all capital costs are already allocated to the empty wagon The calculations assume a fill rate of about 4096 in each load unit These costs are rather low and many other cost calculations do not separate between empty and full wagons Instead they use an average load factor of the train e g 7596 of the wagons are loaded and include this in an average wagon cost

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The Heuristics Intermodal Transport Model – User Guide