## 3 Results  
The key output of the research presented in this article is the determination of the expected socioeconomic impacts of individual categories of occurrences in relation to the system in which they emerge. In general, it can be stated that occurrences emerge from railway tracks or at railway stations. Railway tracks and railway stations are further divided into national and regional categories. The expected annual impact of an occurrence of the relevant category on the station or a kilometer of track is determined using the following Relation (5):  
\[\text{TI}=\frac{\sum_{\text{i=A1}}^{\text{C19}}\left(\text{O}_{\text{i,j,k}} \times\text{UI}_{\text{i,j,k}}\right)}{\text{Q}_{\text{j,k}}\times\text{t}} \tag{5}\]  
where  
TI Total Impact of Occurrence per year in \(\mathfrak{C}\)  
O\({}_{\text{i}}\) Number of Occurrences per evaluated period t  
i Category of Occurrence according to Table 2  
UI\({}_{\text{i}}\) Unit Impact of Occurrence according to Table 3  
Q\({}_{\text{j,k}}\) Quantity of stations/tracks  
j Category of railway line (1--national, 2--regional)  
k Category of parts of railway line (1--Railway Track, 1--Railway Station)  
t Evaluated (reference) Period in years  
The Number of Occurrences per evaluated period t is determined separately and further divided into occurrences emerging from the national or regional line and occurrences emerging from the tracks or at the stations. While the information on whether an occurrence emerges from a national or regional line is taken from the Database of Occurrences for the purpose of a case study of a railway line in the Czech Republic, information on whether an occurrence emerges on the tracks or at the stations had to be determined using statistical data. The calculation was performed using Relation (6). \[\text{O}_{\text{i,j,k}}=\text{O}_{\text{i,j}}\times\text{RO}_{\text{i,j,k}} \tag{6}\]  
where \begin{tabular}{l l} O\({}_{\text{i,j,k}}\) & Number of Occurrences of the relevant category (i) on the national (j = 1) or regional (j = 2) line \\ O\({}_{\text{i,j}}\) & Number of Occurrences of the relevant category (i) on the national (j = 1) or regional (j = 2) line \\ RO\({}_{\text{j,j,k}}\) & Rate of Occurrences: ratio of occurrences emerging from the tracks (k = 1) or at the stations (k = 2) \\  & on the total number of occurrences O\({}_{\text{i,j}}\). \\ \end{tabular}   
The ratio of occurrences emerging from railway tracks and at the railway stations was determined using a selected set of data from the Database of Occurrences. This ratio is presented in Table 4.  
In further calculations, it is therefore assumed that the share of occurrences emerging at railway stations (ROi,j,1) is 94.85%, and the share of occurrences emerging from the railway tracks (ROi,j,2) is 5.15%. As a next step, it is necessary to distinguish between occurrences emerging from the national railway lines and occurrences emerging from the regional lines. The analysis of the Database of Occurrences generally shows a larger number of occurrences on national lines and a smaller number on regional lines. For the sake of clarity, it is appropriate to summarize which occurrences from the overall Database of Occurrences were used in the final phase of the research. Of the total number of occurrences recorded in the Database of Occurrences, occurrences emerging at railway crossings and as a result of suicides were omitted. The reasons are described in more detail in [20]. Subsequently, those categories of occurrences that, as a law, cannot be caused by the human factor were omitted. The resulting set of occurrences was subsequently reduced by occurrences objectively caused in a different way than by the failure of the human factor. Last but not least, those occurrences that emerge during handling rides, carriage shifts, or on sidings were omitted. The resulting set of occurrences was subsequently used for the final analysis. An important input for the final calculation was also the extent of the railway network.