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Author Topic: GWR Performance Figures  (Read 95946 times)
IndustryInsider
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« Reply #270 on: May 21, 2021, 01:37:54 pm »

Latest graphs attached covering up until the end of April.  Not much to say really, as performance and MAA (Moving Annual Average)'s have plateaued at high levels as expected.  Next period will of course cover the 9-days of major IET (Intercity Express Train) availability issues, so it will be interesting to see what affect that has.  Also going forward in subsequent periods the re-introduction of the large majority of trains for the Summer timetable coinciding with the relaxation of restrictions will have some kind of an effect I'm sure.
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« Reply #271 on: June 23, 2021, 12:49:20 pm »

A distinct dip in performance last period (covering 2nd-29th May), which included the major disruption caused by the IET (Intercity Express Train) fleet near stoppage as well as increasing passenger numbers.

HSS (High Speed Services) recorded 90.9% punctuality and 96.3% reliability.  That's the worst punctuality score since the pandemic started and the worst reliability score in at least three and a half years, though I was expecting the figures to be worse - the punctuality score is still above target.  The other sectors also saw dips, presumably as part of the fallout from HSS, though they were much less pronounced.  However reliability on the South Wales to South Coast sector was 98.1% which was enough to drag the MAA (Moving Annual Average) (Moving Annual Average) down to 98.5% which triggers a 5% season ticket discount renewal...not that that's happening much these days!

Usual graphs attached...
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« Reply #272 on: August 12, 2021, 01:53:34 pm »

I got a bit behind, so here's two months for the price of one to catch up.

Two fairly poor periods.  Not too surprising given the increasing numbers of staff being pinged for Covid-19, as well as the arrival of summer and the on-going rolling stock issues.  Figures were still of a comparable nature to pre-pandemic levels though, so it shown the boost in punctuality you get when not running quite as many trains.

Usual graphs attached...



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« Reply #273 on: August 12, 2021, 06:40:34 pm »

I got a bit behind, so here's two months for the price of one to catch up.

Two fairly poor periods.  Not too surprising given the increasing numbers of staff being pinged for Covid-19, as well as the arrival of summer and the on-going rolling stock issues.  Figures were still of a comparable nature to pre-pandemic levels though, so it shown the boost in punctuality you get when not running quite as many trains.

Usual graphs attached...





Why should the arrival of summer affect performance?
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« Reply #274 on: August 12, 2021, 07:02:43 pm »

Lack of staff due to the maximum number of people allowed being on annual leave.
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« Reply #275 on: September 17, 2021, 12:18:39 pm »

Latest results cover up to 21st August.

Punctuality now largely back to what it was pre-pandemic, though of course the MAA (Moving Annual Average)'s will take a few months to reflect that.  Reliability scores for the period were very poor - 94.9% for Bristol and 95.2% for Devon is far worse than the typical 98-99% range.  Wales to South Coast was even lover at 93%, though has tended to fluctuate a bit more over the years.

As a result, the Bristol sector has breached its reliability threshold for the first time since mid-2019.

Punctuality graphs attached...
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« Reply #276 on: October 11, 2021, 11:22:39 am »

Latest graphs attached covering up to 18th September.

Punctuality seems to be settling back to the place it was in during 2019, as mentioned last month. 

Reliability continues to be very poor though with three consecutive months of 4% or more daily services cancelled or missing stops.  That has had an impact on the Charter reliability as you would expect.  HSS (High Speed Services) and Devon sectors will be triggering a charter discount from next period unless things improve dramatically, joining Bristol, Plymouth/Cornwall and Wales/South Coast.  Only the LTV (London [and] Thames Valley) sector is still well above the trigger level.
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« Reply #277 on: October 11, 2021, 12:02:39 pm »

Thank you for all this work - statistics beat anecdata any day of the week!

Looking at the numbers it would appear that the 'new normal' has a close similarity to the 'old normal' for the longer distance trains. Having said that the reduced numbers of IETs (Intercity Express Train) available have clearly had a strong influence on the results.

For the London and Thames Valley services is there any evidence that longer trains have had an influence in reducing boarding delays compared to the shorter Class 165/166 operated services? The 9 coach long Crossrail trains must also have had an effect even if they are not directly included in the GWR (Great Western Railway) statistics.
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« Reply #278 on: October 11, 2021, 02:35:54 pm »

I think the biggest change for the LTV (London [and] Thames Valley) sector is that there are far fewer trains now being counted since TfL» (Transport for London - about) took over.  COVID muddies the water of course, but there can be little doubt that dwell times have reduced on the suburban trains into Paddington now.  The three doors per carriage of the Class 345s helps in that regard.
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« Reply #279 on: October 13, 2021, 03:46:48 pm »

I think the biggest change for the LTV (London [and] Thames Valley) sector is that there are far fewer trains now being counted since TfL» (Transport for London - about) took over.  COVID muddies the water of course, but there can be little doubt that dwell times have reduced on the suburban trains into Paddington now.  The three doors per carriage of the Class 345s helps in that regard.
Ah! That's a point I hadn't considered - fewer trains being counted.

Does that mean that there will be no numerical published results for the FfL services in future? We'll have to make do with 'Good Service' or 'Delays' as classifications...?  Sad
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