Coatbridge — Period 13 2025-26 (1–28 March) report
Coatbridge received 296 monitored inbound services in Period 13 2025-26 — 81% arrived within 15 minutes of schedule across 249 completed arrivals, against a national freight benchmark of 89%. The 81% within-15 rate and 16% cancellation rate are both materially below the national benchmark. Inaugural Coatbridge period report; the Period 12 2025-26 trailing baseline is below the publishable threshold, so no comparison against the prior period is published.
- Edition
- v1.0 (industry review edition)
- Last updated
- 28 March 2026
- Next update
- Period 1 2026-27 — 28 May 2026
Headline facts and figures
Services monitored
296
Across the two Coatbridge terminal TIPLOCs (COATDRS, COATFLT); Period 13 2025-26 (1–28 Mar 2026); NROD-derived arrivals data; the Period 12 2025-26 trailing baseline is below the publishable threshold for a defensible comparator; queried gauge_intelligence_v2 at 2026-05-28
Within 15 minutes
81%
201 of 249 completed services arriving within 15 minutes of schedule (Wilson 90% interval 76%–84% given the sample size); national freight benchmark 89% over 17,665 services in Period 13 2025-26 — materially below benchmark; queried gauge_intelligence_v2 at 2026-05-28
Cancellation rate
16%
47 cancellations across 296 scheduled paths — materially above typical terminal levels; the Period 12 2025-26 trailing baseline is below the publishable threshold for a defensible comparator; queried gauge_intelligence_v2 at 2026-05-28
Busiest operator
Direct Rail Services
167 of 249 completed arrivals (67%); aggregated by operator from TRUST toc_id; Period 13 2025-26; queried gauge_intelligence_v2 at 2026-05-28
Context
ORR publishes aggregates only; this page publishes destination-attributed terminal-level data. Material to yard planning, terminal allocation, and inland-terminal performance reviews.
What you can do with it
- Track arrivals reliability at an inland terminal, attributed by destination TIPLOC.
- Compare operator-by-operator reliability on services inbound to a single terminal.
- Cite the methodology in terminal operations and corridor reviews.
Who can use it
Inland terminal operators · Yard planners · Rail journalists
Across Period 13 2025-26, roughly 1 inbound train a day arrived at Coatbridge more than 15 minutes late — about 1 in 5 of 215 completed arrivals over the 28-day period, 40 late arrivals in total. Figures aggregate every monitored journey arriving at the two Coatbridge terminal TIPLOCs inbound along the Anglo-Scottish corridor, drawn from Network Rail's NROD/TRUST feed. The 81% within-15 rate and 16% cancellation rate are both materially weaker than the national benchmark; both are noted plainly. The Period 12 2025-26 trailing window is below the threshold for a stable comparator; subsequent periods will carry the comparison against the prior period. Cancellations are reported separately below.
Operators at Coatbridge-inbound
Direct Rail Services ran the most coatbridge-inbound services in Period 13 2025-26 (165 of 215 completed arrivals). The full per-operator reliability comparison is deferred while the v1.0 industry review edition corrections inbox remains open.
Publishing a per-operator on-time comparison for the busiest freight operators at a single destination before the launch-cohort corrections cycle closes would treat provisional attribution as settled. The table returns at v2.0 general availability. The league-table methodology documents the comparison framework; the release cadence page sets out the four exit criteria for v2.0.
Source: Gauge Intelligence NROD-derived journey data, Period 13 2025-26. Single-destination headline figures (completed arrivals, aggregate within-15-minute rate, cancellations) continue to appear in the panels above; the per-operator breakdown is the panel deferred here.
What the 15-minute threshold hides
Half of Period 13 2025-26 services arrived on time or better. The long tail the A2F binary misses: 5% of services ran +119 min or more late, and 1% arrived over +192 min late. The 15-minute A2F threshold sits at the 80th percentile — 21% of services exceeded it.
| Percentile | Arrival delay |
|---|---|
| 50th percentile (median) — A2F threshold sits at the 80th percentile | +0 min |
| 75th percentile — A2F threshold sits at the 80th percentile | +10 min |
| 85th percentile | +24 min |
| 90th percentile | +42 min |
| 95th percentile | +119 min |
| 99th percentile | +192 min |
215 services with confirmed terminal arrival in Period 13 2025-26. A2F is binary at 15 minutes — this distribution surfaces what the headline figure does not show. National 99th percentile across all freight operators: 98 min.
ORR's Freight rail usage and performance release publishes by Network Rail region and route, not by operator. This page publishes by operator and corridor.
Cancellation rate
In Period 13 2025-26, 17% of scheduled services were cancelled (49 of 296) — 3.1pp above the national mean of 14% across all freight operators; FOC traction, crew, and terminal decisions accounted for the largest share.
| Scheduled or activated paths | 296 |
| Cancelled (post-activation + pre-activation) | 49 |
| Cancellation rate | 17% 13%–20% |
| National cancellation rate (all freight) | 14% |
Attribution
| Responsible party | Cancellations | Share of cancelled |
|---|---|---|
| Network Rail infrastructure and possessions | 1 | 2% |
| FOC traction, crew, and terminal decisions | 31 | 63% |
| Third party | 0 | 0% |
| Unattributed | 17 | 35% |
Source: NROD/TRUST activation feed and BPLAN scheduled paths, Period 13 2025-26. Cancellation rate = (post-activation + pre-activation cancellations) ÷ scheduled or activated paths. Pre-activation cancellations are TRUST CANCEL messages on schedules that never activated; post-activation cancellations have an activation and a CANCEL event. The bracketed range beside the headline rate is the 90% confidence range on the cancellation proportion given the sample size. Cause attribution uses the responsible-party mapping of the recorded cancellation reason code; see delay-attribution methodology.
What this report doesn't yet carry
Three blocks routinely carried on more mature period reports are absent here, and the gap is disclosed rather than papered over:
- SPC process-behaviour chart. The terminal has five weekly A2F points in Period 13 2025-26; the signal rules require eight before a stability or anomaly claim can be made. The block is suppressed.
- Median-polish operator-by-week matrix. The operator mix across weekly cells is below the minimum-journeys threshold for a stable row-by-column decomposition at this baseline depth, so the matrix degenerates and no decomposition is published.
- Compositional delay-reason breakdown. Network Rail's Historic Delay Attribution feed for Period 13 2025-26 has not been imported at the as-of date of this report. Raw percentage-share comparison is misleading when shares are constrained to sum to 100% — an increase in any one cause forces a decrease in another — so the block is suppressed rather than substituted with a naked share. See the delay-attribution methodology.
The 12-week trailing baseline window carries only a small number of monitored arrivals — its 90% range is wide and sits below the publishable threshold for a defensible comparator. A baseline that wide cannot anchor a defensible change against the prior period, so this report does not quote one. Baseline depth becomes informative once a full quarter of monitoring has cleared, expected from Period 2 2026-27 onward.
Each of the suppressed blocks above unlocks as baseline depth grows. The first follow-up period (Period 1 2026-27, closing 25 April 2026) adds four more weeks of monitored arrivals, after which the weekly SPC threshold and the operator-by-week matrix become candidates for inclusion.
Methodology & sources
All figures derive from Network Rail's NROD TRUST feed, processed via the Gauge Intelligence ingest pipeline. Period definitions, A2F (Arrival to Fifteen), the Wilson 90% interval, daily anomaly rules, cross-view reconciliation, and delay attribution are documented at:
Data window — period boundaries and the data-as-of cutoff
League tables — cross-view reconciliation across the four analytical views
Anomaly detection — daily A2F SPC rules
Delay attribution — DAPR cause-code breakdown
Forecasting — prediction intervals and possession-exposure estimates
Three further reads sit behind the commercial licence: a Schedule 8 net-position figure netting the FOC-to-Network-Rail differential against payments the other way; a full DAPR breakdown attributing each cause-code's contribution by sample weight; and a Schedule 4 possession-exposure read tracing how planned blockades intersect terminal-bound path allocation. None is yet substantively informative at Coatbridge's current baseline depth — the period count that suppresses the SPC chart above leaves each licensed read with too few points to anchor. The licensed access page sets out the methodology behind each.
Revisions
No revisions to date.
A revision restates a published figure because the upstream data changed, typically a Network Rail delay-attribution refresh. The minor tier is corrected in the next release; cells affected carry an (r) flag. The intermediate tier triggers immediate amendment with an (r) flag. The wholesale tier is flagged at the top of the page and notified directly to operators and rail journalists subscribed to revision alerts.
Corrections
No corrections to date.
A correction fixes an error in the published output: an arithmetic slip, a typo, a mis-rendered chart. Revisions are different; they restate a figure because the upstream data changed. The distinction matters because corrections never silently rewrite a published number.