Garston — Period 13 2025-26 (1–28 March) report
Garston received 76 monitored inbound services in Period 13 2025-26 — 93% arrived within 15 minutes of schedule across 71 completed arrivals, against a national freight benchmark of 89%. The small monitored sample of 71 completed arrivals produces a Wilson interval of 86%–97%; headline figures should be read with the interval in mind. Inaugural Garston 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
76
Across the Garston terminal TIPLOC (GRSTNFT); Period 13 2025-26 (1–28 Mar 2026); small sample — 76 services; 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
93%
66 of 71 completed services arriving within 15 minutes of schedule (Wilson 90% interval 86%–97% given the sample size); national freight benchmark 89% over 17,665 services in Period 13 2025-26; queried gauge_intelligence_v2 at 2026-05-28
Cancellation rate
7%
5 cancellations across 76 scheduled paths; 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
Freightliner Intermodal
71 of 71 completed arrivals (100%); 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 0 inbound trains a day arrived at Garston more than 15 minutes late — about 1 in 19 of 65 completed arrivals over the 28-day period, 4 late arrivals in total. The monitored sample of 65 completed arrivals is small; the Wilson interval is wide and should be read accordingly. Figures aggregate every monitored journey arriving at the Garston terminal TIPLOC (GRSTNFT) inbound along the Northern Ports & Transpennine corridor, drawn from Network Rail's NROD/TRUST feed. 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 Garston-inbound
Freightliner Intermodal ran the most garston-inbound services in Period 13 2025-26 (65 of 65 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 early — the median was 39 min ahead of timetable. The long tail the A2F binary misses: 5% of services ran +4 min or more late, and 1% arrived over +100 min late. The 15-minute A2F threshold sits at the 95th percentile — 5% of services exceeded it.
| Percentile | Arrival delay |
|---|---|
| 50th percentile (median) — A2F threshold sits at the 95th percentile | -39 min |
| 75th percentile — A2F threshold sits at the 95th percentile | -28 min |
| 85th percentile — A2F threshold sits at the 95th percentile | -23 min |
| 90th percentile — A2F threshold sits at the 95th percentile | -13 min |
| 95th percentile — A2F threshold sits at the 95th percentile | +4 min |
| 99th percentile | +100 min |
65 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, 8% of scheduled services were cancelled (6 of 77) — within the national mean of 14%; FOC traction, crew, and terminal decisions accounted for the largest share.
| Scheduled or activated paths | 77 |
| Cancelled (post-activation + pre-activation) | 6 |
| Cancellation rate | 8% 4%–14% |
| National cancellation rate (all freight) | 14% |
Attribution
| Responsible party | Cancellations | Share of cancelled |
|---|---|---|
| Network Rail infrastructure and possessions | 0 | 0% |
| FOC traction, crew, and terminal decisions | 5 | 83% |
| Third party | 1 | 17% |
| Unattributed | 0 | 0% |
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. Only one operator clears the minimum-journeys threshold on a weekly cell at this baseline depth, so the row-by-column 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 Garston'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.