## 4 Discussion  
The subject of the presented research is the definition of methodological steps for determining the overall economic impacts of occurrences emerging from railway infrastructure related to a kilometer of wide line or a railway station and year. The methodological steps consist of determining the expected socioeconomic impacts for subcategories of occurrences in the form of direct financial impacts, impacts on human health, and the impact on delays of both passenger and freight trains. The partial impacts of individual categories of occurrences were subsequently related to a purpose unit, i.e., a kilometer of wide line or one railway station. The case study used to verify the functionality of the proposed procedure was based on the data obtained by the long-term monitoring of traffic on the railway infrastructure in the Czech Republic. When interpreting the calculations, it is, therefore, necessary to consider the possible specifics of railway transport in the Czech Republic in comparison with abroad. At the same time, the authors of the paper highlight the use of some input variables in values corresponding to the conditions of the Czech Republic. It mainly concerns the data taken from the Departmental Methodology of the Ministry of Transport of the Czech Republic, such as the unit impacts of traffic accidents on health, the value of passenger time, or the cost of transported cargo. The calculations also make use of national rail transport statistics, which may also show results that are different from those of other countries. While respecting the abovementioned limitations, it is possible to proceed to the discussion on the obtained results. A very interesting partial result is the ratio between occurrences emerging on a wide line and at railway stations. As shown in Table 4, on average, in the Czech Republic, approximately 95% of occurrences emerge at railway stations and only 5% on a wide line. The conclusions resulting from these findings are commented on below. The key outputs of the research carried out are the values of the expected annual impact of the subcategories of occurrences per kilometer of wide line or per railway station, given in Table 6. Table 6 shows the values for the occurrences emerging on a national or regional line and on a wide line or at train stations. For all categories of occurrences, the dominance of national lines is evident, both in the case of emergencies occurring at railway stations as well as emergencies occurring on a wide line. These findings are clearly visible from the total values of impacts of all categories of occurrences per kilometer of wide line or one railway station, as listed in Table 7. The results shown in Table 7 clearly demonstrate the importance of occurrences emerging on national lines (almost a 6.8-times higher unit impact in the case \begin{table}
\begin{tabular}{c c} \hline \hline
**Part of Railway Network** & **Value** \\ \hline Station—national line & 2922.72 \(\boldsymbol{\xi}\)/station/year \\ Station—regional line & 431.35 \(\boldsymbol{\xi}\)/station/year \\ Track—national line & 41.67 \(\boldsymbol{\xi}\)/km/year \\ Track—regional line & 7.39 \(\boldsymbol{\xi}\)/km/year \\ \hline \hline \end{tabular}
\end{table} 
Table 7: Values of the overall socioeconomic impacts of occurrences. of railway stations and a 5.6 times higher impact in the case of a wide line) compared to regional lines. Considering the above-listed results, it can be stated that while respecting the restrictions arising from the data used, as well as inputs related solely to the Czech Republic area, it is generally recommended to pay attention and use resources to eliminate occurrence emergence risk at railway stations on the national line, as, in this sector, there is a high damage occurrence risk caused by occurrence emergence from railway infrastructure.