Network Rail
Possession Indicator Report
Period 01 2017/18
Contents
Purpose ................................................................................................................... 3
Executive Summary ................................................................................................ 5
Dashboard ............................................................................................................... 6
1. Possession Disruption Index – Passenger (National) ......................................... 7
2. Possession Disruption Index – Freight (National) ............................................. 12
3. Working Timetable Measure – Passenger ........................................................ 14
4. Working Timetable Measure – Freight .............................................................. 21
5. Weekend Working Timetable Compliance ........................................................ 29
6. Rail Replacement Bus Hours ............................................................................ 30
7. Number of Planned Disruption Mitigation Interventions .................................... 31
8. Possession Notification Discount Factor ........................................................... 32
9. Late Changes to Possessions........................................................................... 33
10. Delay Minutes Due to Possession Overrun per 100 Train Kilometre.............. 34
11. Cancellation Minutes Due to Possession Overrun Per 100 Train Kilometre... 35
12. Unplanned Temporary Speed Restrictions (TSR) .......................................... 36
APPENDIX – Terms used in this report ................................................................ 37
2
Purpose
The Possession Indicator Report (PIR) presents Network Rail’s performance against the regulatory
Network Availability outputs set by the Office of Rail Regulation (ORR) in the final determination for the
Period covering 1 April 2014 to 31 March 2019 known as Control Period 5 (CP5).
The PIR is published every four weeks and includes a series of other key disruption indicators.
Structure of this report
The PIR is structured under the headline measures shown in the Table below:
Keeping passengers on trains
Key Performance Indicators
3. Working
timetable measure passenger (WTMP)
WTM-P measures the number of
unamended schedules (in the
baseline timetable) and the
relative passenger impact of
amended schedule changes
(from the baseline timetable) as
a percentage of the schedules in
the baseline timetable.
4. Working
WTM-F measures the
timetable measure - percentage of available suitable
freight (WTM-F)
capacity for freight flows against
the maximum for a given freight
flow (as defined in the Joint
Network availability Plan
(JNAP).
It provides an indication of the level
of planned working time table
delivery for passenger operators as a
proportion of the baseline timetable.
5. Weekend
working timetable
compliance
The measure provides visibility of the
levels of weekend timetable
compliance with a view to delivering
a 90% compliance aspirational
target.
Working Time Table compliance
measures the percentage of
train schedules that ran as
scheduled or were disrupted
(cancelled or replaced by buses
vs. the permanent timetable)
each weekend by franchised
passenger train service
operators.
6. Rail replacement Rail replacement bus hours
bus hours
measure the percentage of train
(weekend)
schedules that ran and were
disrupted (cancelled or replaced
by buses vs. the permanent
timetable) per weekend, per
TOC.
The purpose of the metric is to
measure the planned availability of
the railway infrastructure to meet
freight operators’ requirements to
deliver to their customers (source to
destination) in CP5 vis-à-vis
engineering works taking place on
the network.
The Rail replacement bus hours
measure provides an indication of
the extent of bus substitution at
weekends.
3
K ey Performance Indicators
Disruption mitigation
7. Number of
planned disruption
mitigation
interventions (SLW,
BiDi, Simbids)
Measures the number of
adjacent line open interventions
planned to minimise the impact
of planned engineering work on
rail users.
The measure includes the number of
possessions planned with either bidirectional signalling, single line
working or Simplified Bi-Directional
Signalling in operation to enable
trains to run during engineering work
/ line blockages.
8. Notification
discount factor -%
Possessions
notified post TW-22
Timetable
Possession Notification
Discount Factor measures the
percentage of disruptive
passenger possessions notified
in each of the three possession
notification bands.
The measure serves as an incentive
to plan possessions as far in
advance as possible. This helps
passengers plan their journey's
better as fewer changes are made to
the published timetable.
9. Planned
disruption - Late
notice possession
changes
Measures the number of new,
cancelled, curtailed or extended
disruptive possessions that were
agreed between the CPPP and
the WON as approved by the
Engineering Access Planning
unit (EAP).
It captures Network Rail driven
changes which have an additional
material impact that will be felt by
the travelling public and/or freight
customers (e.g. cancelled trains, retimings and diversions away from
stations), compared to what was
published in the Confirmed Period
Possession Plan (CPPP).
Key Performance Indicators
Possession incidents
10. Delay minutes The indicator is the delay
The measure aims to provide a view
due to possession minutes per 100 train kilometre of the levels of passenger journeys
overrun
run due to possession overrun. disruption resulting from extended
journey times due to overrunning
planned engineering works.
11. Cancellation
The number of equivalent delay
minutes due to
minutes per 100 train kilometre
possession overrun run caused by cancellations due
to possession overruns
The measure aims to provide a view
of the levels of passenger journeys
disruption resulting from cancelled
train services due to overrunning
planned engineering works.
12. Unplanned
temporary speed
restrictions (TSR)
The measure aims to provide a view
of the disruptions to passenger
journeys resulting from unplanned
TSR
The Unplanned TSRs measure
provides an indication of the
number of unplanned TSR’s in
place.
4
Executive Summary
The Possession Disruption Index for Passengers (PDI-P) for period 13 was 1.49, improving when compared to the same
period in 2015/16 of 2.44. The moving annual average for period 13 was 1.25, declining when compared to the same period in
2015/16 of 1.10.
Period 13 saw passenger services disrupted due to various planned improvement works including weekend renewals work at
Thirsk, re-ballasting works taking place between King Edwards Bridge South Jn and Swalwell Jn, Overhead renewals work on the
Hertford loop, Port Talbot resignalling & structures work, Cardiff East for intersection bridge work in connection with electrification,
North Wales Coast resignalling, the Mersey Tunnel slab track project and continuation of the Eden Brow landslip resilience
scheme.
NOTE: Possession Disruption index for Passenger is reported a period in arears
Executive Summary
The Possession Disruption Index for Freight (PDI-F) for period 01 was 0.95, declining when compared to the same period in
2016/17 of 0.90. The moving annual average for period 01 was 1.05, again declining when compared to the same period in
2016/17 of 0.85.
Period 01 included the Easter Bank Holiday and various planned engineering works throughout the period impacting freight
services. These included a16 day possession at Bath Spa for track and civils works to enable new Intercity Express Programme
trains to run. All Lines were blocked on weekends and Good Friday / Easter Monday, one line was blocked and one open with
trains running in both directions on weekdays.
The Working Timetable Measure for Passengers for period 01 was 98.14%, a slight decline compared to the same period in
2016/17 of 99.11%. The moving annual average for period 01 was 99.07%, a similar figure when compared to the same period in
2016/17 of 99.01%.
The Working Timetable Measure for Freight for period 01 was 72.67%, declining when compared to the same period in
2016/17 of 74.11%. The moving annual average for period 01 was 68.37%, again declining when compared to the same period in
2016/17 of 69.20%.
The Weekend Working Timetable for period 01 was 75.46%, deteriorating when compared to the same period in 2016/17 of
81.35%. The moving annual average for period 01 was 79.66%, again deteriorating when compared to the same period 2016/17
of 81.18%.
Rail Replacement Bus Hours in period 01 were 18,583 hours, increasing adversely when compared to the same period in
2016/17 of 13,254 hours. The moving annual average for period 01 was 16,258 hours, deteriorating when compared to the same
period in 2016/17 of 14,739 hours.
Period 01 included the Easter Bank Holiday together with various planned engineering work requiring the necessity for rail
replacement bus services to operate. These included the continuation of Crossrail, Great Western and Wales Electrification, slab
relaying work taking place on the Wirral lines and Bath Spa Major Project work.
Planned Disruption Mitigation Interventions in period 01 were 147, improving when compared to the same period in 2016/17 of
135. The moving annual average for period 01 was 134, declining when compared to the same period in 2016/17 of 165.
Possession Notification Discount Factor in period 13 for possessions post TW-22 was 7.74%, improving when compared to
the same period in 2015/16 of 11.42%. The moving annual average for period 13 was 6.86%, improving when compared to the
same period in 2015/16 of 9.49%.
Period 13 has seen an increase in the actual figure when compared to the previous three periods. This is mainly due to a large
number of late notice possessions around Paddington (mainly in connection with Crossrail works) and also ongoing Over Head
Line work around Dalmeny Jn impacting ScotRail services throughout the period.
NOTE: Possession Notification Discount Factor is reported a period in arears.
Late Change to Possessions for period 01 was 229, a significant increase when compared to the same period in 2016/17 of 87.
The moving annual average for period 01 was 122, again deteriorating when compared to the same period in 2016/17 of 95. The
increase seen this period is mainly due to the level of change on Western Route being higher than the norm due to a volume of
change associated with the Crossrail commissioning which was delayed last period from week 49 to week 52. There has been an
ongoing reaction to this in order that the infrastructure is ready for the May 2017 WTT. There is also change to electrification
access due to Rules / Standard changes which are technically disruptive, but don’t affect booked traffic. And at Paddington for
Crossrail construction works where services can be dealt with in alternative platforms no or minor effects on timing.
Delay Minutes Due to Possession Overrun per 100 Train Kilometres in period 01 was 0.015, improving when compared to the
same period in 2016/17 of 0.029. The moving annual average for period 01 was 0.037, declining when compared to the same
period in 2016/17 of 0.032.
Cancellation Minutes Due to Possession Overrun per 100 Train Kilometres in period 01 was 0.007, improving when
compared to the same period in 2016/17 of 0.020. The moving annual average for period 01 was 0.019, declining when
compared to the same period in 2016/17 of 0.013.
Unplanned Temporary Speed Restrictions for period 01 were 224, improving when compared to the same period in 2016/17 of
256 and the lowest seen during this year. The moving annual average in period 01 was 245, deteriorating when compared to the
5
same period in 2016/17 of 214.
Dashboard
Regulatory metrics
Dashboard
P01_17/18
MAA
P01_16/17
MAA
13 period trend
(MAA)
Control period (MAA): CP5
Min
Av.
Max
** Possession Disruption Index for Passenger
1.25
1.10
0.70
0.93
1.34
Possession Disruption Index for Freight
1.05
0.85
0.85
0.90
1.05
Keeping passengers on trains
P01_17/18
MAA
P01_16/17
MAA
13 period trend
(MAA)
Control period (MAA): CP5
Min
Av.
Max
Working Timetable Measure - Passenger
99.07%
99.01%
99.01%
99.14%
99.27%
Working Timetable Measure - Freight
68.37%
69.20%
67.01%
70.33%
73.62%
Weekend Working Timetable Compliance
79.66%
81.18%
79.66%
82.32%
84.33%
Rail Replacement Bus Hours
16259
14739
12133
13874
16324
Disruption mitigation
Number of Planned Disruption Mitigation
Interventions (SLW, BiDi, Simbids)
P01_17/18
MAA
P01_16/17
MAA
13 period trend
(MAA)
Control period (MAA): CP5
Min
Av.
Max
134
165
133
157
172
** Notification Discount Factor -%
Possessions Notified Post TW-22 Timetable
6.86%
9.49%
6.00%
8.13%
10.61%
Planned Disruption - Late Notice Possession
Changes
1.53%
1.19%
0.93%
1.15%
1.53%
Possession incidents
P01_17/18
MAA
P01_16/17
MAA
13 period trend
(MAA)
Control period (MAA): CP5
Min
Av.
Max
Delay Minutes Due to Possession Overrun
0.037
0.032
0.031
0.040
0.052
Cancellation Minutes Due to Possession
Overrun
0.019
0.013
0.012
0.021
0.031
245
214
154
197
255
Unplanned Temporary Speed Restrictions
** metric reported a period in arrears
6
1. Possession
Disruption
Index
– passenger
Possession
Disruption
Index
– Passenger(National)
(National)
The Possession Disruption Index for Passengers (PDI-P) for period 13 was 1.49, improving when
compared to the same period in 2015/16 of 2.44. The moving annual average for period 13 was
1.25, declining when compared to the same period in 2015/16 of 1.10.
Period 13 saw passenger services disrupted due to various planned improvement works including
weekend renewals work at Thirsk, re-ballasting works taking place between King Edwards Bridge
South Jn and Swalwell Jn, Overhead renewals work on the Hertford loop, Port Talbot resignalling &
structures work, Cardiff East for intersection bridge work in connection with electrification, North
Wales Coast resignalling, the Mersey Tunnel slab track project and continuation of the Eden Brow
landslip resilience scheme.
NOTE: Possession Disruption index for Passenger is reported a period in arears
7
Possession Disruption Index – Passenger Operators
(1 of 4)
Period 13 saw the moving annual average for c2c improve when compared to the same
period in 2015/16. The moving annual average for Arriva Trains Wales, Chiltern Railways,
CrossCountry, East Midlands Trains and Govia Thameslink Railway all declined when
compared to the same period in 2015/16.
8
Possession Disruption Index – Passenger Operators
(2 of 4)
Period 13 saw the moving annual average for Great Western Railways, Heathrow Connect
and London Midland all improve when compared to the same period in 2015/16. The moving
annual average for Greater Anglia, London Overground and Merseyrail all declined when
compared to the same period in 2015/16.
9
Possession Disruption Index – Passenger Operators
(3of 4)
Period 13 saw the moving annual average for Northern, Southeastern, TfL Rail and
Transpennine Express all improve when compared to the same period in 2015/16. The
moving annual average for ScotRail and South West Trains both declined when compared to
the same period in 2015/16.
10
Possession Disruption Index – Passenger Operators
(4 of 4)
Period 13 saw the moving annual average for Virgin Trains East Coast and Virgin Trains
West Coast both improve when compared to the same period in 2015/16.
11
2. Possession
Disruption
– Freight (National)
On Disruption
Index Index
– freight (National)
The Possession Disruption Index for Freight (PDI-F) for period 01 was 0.95, declining when
compared to the same period in 2016/17 of 0.90. The moving annual average for period 01 was
1.05, again declining when compared to the same period in 2016/17 of 0.85.
Period 01 included the Easter Bank Holiday and various planned engineering works throughout the
period impacting freight services. These included a16 day possession at Bath Spa for track and
civils works to enable new Intercity Express Programme trains to run. All Lines were blocked on
weekends and Good Friday / Easter Monday, one line was blocked and one open with trains
running in both directions on weekdays.
12
Possession Disruption Index - Freight Operators
Period 01 saw an improvement in the moving annual average for Direct Rail Services
when compared to the same period in 2016/17. The moving annual average for
Freightliner, GB Railfreight and DB Cargo all declined when compared to the same
period in 2016/17.
13
3. Working
Timetable
Measure
– Passenger
(National)
. Working
timetable
measure
– passenger
The Working Timetable Measure for Passengers for period 01
was 98.14%, a slight decline compared to the same period in
2016/17 of 99.11%. The moving annual average for period 01
was 99.07%, a similar figure when compared to the same
period in 2016/17 of 99.01%.
14
Working Timetable Measure – Passenger Summary
Working timetable measure – passenger (Summary)
Working Timetable Measure – Passenger (1 of 5)
Working timetable measure – passenger 1 of 5
Working
Timetable
– Passenger
Working
timetableMeasure
msure – passenger
2 of 4(2 of 5)
17
Working Timetable Measure – Passenger (3 of 5)
Working timetable measure – passenger) 3 of 4
18
Working Timetable Measure – Passenger (4 of 5)
Working timetable measure – passenger 4 of 5
19
Working Timetable Measure – Passenger (5 of 5)
Working timetable measure – passger 5 of
20
4. Working Timetable Measure – Freight
4. Working timetable measure – fright
The Working Timetable Measure for Freight for period
01 was 72.67%, declining when compared to the same
period in 2016/17 of 74.11%. The moving annual
average for period 01 was 68.37%, again declining
when compared to the same period in 2016/17 of
69.20%.
21
WorkingTimetable
timetable measure
– Freight
freight (Summary)
Working
Measure –
(Summary)
Working
Timetable
Freight
(16)of 6)
Working
timeable Measure
measure ––freight
(1 of
Working timetable
measure–– Freight
freight (2 of(2
6)of 6)
Working Timetable
Measure
Working
Measure
– Freight
orkingTimetable
timetable measure
– freight
(3 of(3
6) of 6)
25
Working
Timetable
Freight
(4 6)
of 6)
Working
timetable Measure
measure ––freight
(4 of
26
Working Timetable Measure – Freight (5 of 6)
Working timetable measure – freight (5 of 6)
Working
Timetable
Measure
– Freight
Working timetable
measure
– freight
(6 of 6)(6 of 6)
28
5. Weekend Working Timetable Compliance
6. Weekend working timetable compliance
The Weekend Working Timetable for period 01 was 75.46%, deteriorating when compared to the
same period in 2016/17 of 81.35%. The moving annual average for period 01 was 79.66%, again
deteriorating when compared to the same period 2016/17 of 81.18%.
29
6. Rail Replacement
Bus Hours
6. Rail replacement b
Rail Replacement Bus Hours in period 01 were 18,583 hours, increasing adversely when compared to the same period in
2016/17 of 13,254 hours. The moving annual average for period 01 was 16,258 hours, deteriorating when compared to the
same period in 2016/17 of 14,739 hours.
Period 01 included the Easter Bank Holiday and saw various planned engineering works requiring bus replacement services
to operate, these included-Arriva Trains Wales required bus replacement services due to planned engineering including Penarth-Cardiff Central,
Cogan-Cardiff Central, Chester-Llandudno Jn, Barry Island-Cardiff, Codsall-Albrighton, Penarth-Cardiff Central, ShrewsburyChester, and Wolverhampton-Shrewsbury,
-CrossCountry required bus replacement services to run due to engineering Coldham Lane Jn to Ely Dock Jn/Ely North Jn to
Crescent Jn, Tollerton to Longlands Jn, Redbridge Jn to Bournemouth, Ely North Jn to Kings Dyke, Cambuslang to Eglington
St Jn, Motherwell to Rutherglen West Jn and Leamington Spa Jn to Gibbet Hill Jn.
-Govia Thameslink required bus replacement services due to planned engineering London Bridge-Norwood Jn, Tulse HillSutton & Wimbledon, Brighton-Preston Park & Lewis, Three Bridges-Billinghurst, West Croydon-Epsom Downs, Victoria-East
Croydon, Arundel Jn-Chichester & Bognor, Balham-Beckenham Jn, Three Bridges-Horsham, Keymer Jn-Seaford & Holgate.
-Greater Anglia required bus replacement services due to planned engineering works between Witham/Wickford and
Newbury Park, Cambridge and Ely, Dullingham and Cambridge, Ipswich and Felixstowe, Ingatestone/Billericay and Newbury
Park, Witham/Southend Victoria and Newbury Park, Broxbourne and Audley End/Stansted Airport, Ipswich and Lowestoft,
Norwich and Cromer/Sheringham, and Stowmarket and Norwich.
-Great Western Railway required bus replacement services due to Crossrail, Great Western and Wales Electrification, Bath
Spa Major Works and Castle Cary Tamping Work.
-London Overground required bus replacement services to operate due to planned engineering works between Romford/
Upminster, Camden Road and Stratford, and South Tottenham and Barking.
-Merseyrail required bus replacement services due to continued slab track work on the Wirral lines.
-Northern required bus replacement services to run due to planned engineering Hall Royd Jn-Greetland Jn, Preston Fylde JnBlackpool, Neville Hill West Jn-Gascoigne Wood, and Micklefield-Church Fenton.
-ScotRail required bus replacement services to run due to engineering work Helensburgh Upper and Ardlui, Lanark Jn/Law Jn
and Shieldmuir, Logans Road LC and Newton East Jn, Mossend West Jn and Uddingston Jn, Drumgelloch and Helensburgh
Central, Craigendoran Jn and Crianlarich and Cambuslang and Eglington St Jn.
-Southeastern had various planned engineering work which required bus replacement services to operate between Rainham
to Faversham, Sittingbourne to Sheerness, Sevenoaks to Maidstone East, Tonbridge to Wadhurst, Herne Hill to Beckenham
jn, Lewisham to Dartford via Sidcup, Rochester to Rainham, Ashford to Dover Priory and Strood to Paddock Wood.
-South West trains had various planned engineering work which required bus replacement services to Operate AldershotGuildford, Alton-Aldershot, Ascot- Hounslow, Clapham Jn-Kingston, Eastleigh-Southampton Central, Haslemere-Woking,
Hounslow-Reading, Reading-Staines, Romsey-Salisbury, Southampton Central-Bournemouth, Staines-Ascot, TemplecombeAxminster, Waterloo-Twickenham, Weybridge-Staines and Woking-Southampton Central.
-Transpennine Express had various planned engineering works including Carlisle and Glasgow/Edinburgh, Leeds and
Micklefield, Manchester Victoria, Oxenholme and Glasgow/Edinburgh and North of York blocked lines at Thirsk which
necessitated bus replacement services to operate.
-TfL required rail replacement bus services to operate from Ingatestone/ Billericay and Newbury Park and Newbury Park and
Southend Victoria, Brentwood and Shenfield and no train services due to ongoing Crossrail work at Shenfield.
-Virgin Trains had various planned engineering works including between Carlisle and Glasgow and Preston and Carlisle
30
which required bus replacement services to operate.
7. Number
of Planned
Disruption
7. Number
of planned disruption
mitigation
interventions
Mitigation Interventions
Planned Disruption Mitigation Interventions in period 01 were 147, improving
when compared to the same period in 2016/17 of 135. The moving annual
average for period 01 was 134, declining when compared to the same period
in 2016/17 of 165.
31
8. Possession Notification Discount Factor
8. Possession notification discount factor
Possession Notification Discount Factor in period 13 for possessions post TW-22
was 7.74%, improving when compared to the same period in 2015/16 of 11.42%.
The moving annual average for period 13 was 6.86%, improving when compared
to the same period in 2015/16 of 9.49%.
Period 13 has seen an increase in the actual figure when compared to the
previous three periods. This is mainly due to a large number of late notice
possessions around Paddington (mainly in connection with Crossrail works) and
also ongoing Over Head Line work around Dalmeny Jn impacting ScotRail
services throughout the period.
NOTE: Possession Notification Discount Factor is reported a period in arears.
32
9. Late
Late Changes
changes to Possessions
possessions
9.
Late Change to Possessions for period 01 was 229, a significant increase when
compared to the same period in 2016/17 of 87. The moving annual average for
period 01 was 122, again deteriorating when compared to the same period in
2016/17 of 95. The increase seen this period is mainly due to the level of change on
Western Route being higher than the norm due to a volume of change associated
with the Crossrail commissioning which was delayed last period from week 49 to
week 52. There has been an ongoing reaction to this in order that the infrastructure
is ready for the May 2017 WTT. There is also change to electrification access due to
Rules / Standard changes which are technically disruptive, but don’t affect booked
traffic. And at Paddington for Crossrail construction works where services can be
dealt with in alternative platforms no or minor effects on timing.
33
10.Delay
Delayminutes
Minutesdue
Duetotopossession
Possessionoverrun
Overrunper
per100
100train
Train
10.
Kilometre
kilometre
Delay Minutes Due to Possession Overrun per 100 Train Kilometres in period 01
was 0.015, improving when compared to the same period in 2016/17 of 0.029. The
moving annual average for period 01 was 0.037, declining when compared to the
same period in 2016/17 of 0.032.
34
11. 11.
Cancellation
Minutes
Duedue
to Possession
Overrun
perper
100100
train
Cancellation
minutes
to possession
overrun
Kilometre
train
kilometre
Cancellation Minutes Due to Possession Overrun per 100 Train Kilometres in
period 01 was 0.007, improving when compared to the same period in 2016/17
of 0.020. The moving annual average for period 01 was 0.019, declining when
compared to the same period in 2016/17 of 0.013.
35
12. Unplanned
Unplanned temporary
Temporaryspeed
Speedrestrictions
Restrictions
(TSR)
12.
(TSR)
Unplanned Temporary Speed Restrictions for period 01 were 224, improving when compared to the
same period in 2016/17 of 256 and the lowest seen during this year. The moving annual average in
period 01 was 245, deteriorating when compared to the same period in 2016/17 of 214.
36
APPENDIX – Terms used in this report
Note: Possession Disruption Index for Passengers (PDI-P) (Reported one month in arears)
During a project to fix the Network Availability Reporting System (NARS) an error was detected in the
calculation of PDI-P. This calculation error has existed since the PDI-P measure was created and has
been reported consistently on this basis for Control Period 4 (2009-2014) and Control Period 5 (20142019) to date. However the error is not considered to be material as it impacts the target and actual
reported number in equal measure. On this basis, we will continue to report against the existing target for
the remainder of Control Period 5. If this measure continues to be reported in Control Period 6 (20192024) we intend to correct the calculation error for both target setting and future reporting.
37