Rail factsheet: 2023
Published 25 January 2024
© Crown copyright 2024
This publication is licensed under the terms of the Open Government Licence v3.0 except where otherwise stated. To view this licence, visit nationalarchives.gov.uk/doc/open-government-licence/version/3 or write to the Information Policy Team, The National Archives, Kew, London TW9 4DU, or email: psi@nationalarchives.gov.uk.
Where we have identified any third party copyright information you will need to obtain permission from the copyright holders concerned.
This publication is available at https://www.gov.uk/government/statistics/rail-factsheet-2023/rail-factsheet-2023
About this release
This factsheet provides an overview of key statistics on rail in Great Britain. Statistics are for surface rail only, and do not include underground, light rail, and tram systems. Coverage is for the financial year ending (FYE) March 2023 and includes comparisons with the previous FYE March 2022 and the FYE March 2020. It should be noted that more recent datasets for some topics may be available. This publication includes both accredited official statistics and official statistics.
For more information, see the ‘About these statistics’ section.
Rail statistics overview
Figure 1: Rail: In Great Britain year, financial year ending March 2023
-
1,385 million passenger rail journeys were made in FYE March 2023, an increase of 39.9% on the previous year and a decrease of 20.4% on the FYE March 2020 (ORR Passenger Rail Usage table 1220)
-
Government support to the railways totalled £21.1 billion in FYE March 2023, a decrease of 6.1% on the previous year and an increase of 64.5% on the FYE March 2020 (ORR Rail Industry Finance table 7270)
-
67.8% of trains arrived within 59 seconds of their scheduled arrival time in FYE March 2023, a decrease of 5.3pp on the previous year and an increase of 2.8pp on the FYE March 2020 (ORR Passenger Rail Performance table 3133)
-
15.73 billion net tonne kilometres (9.77 billion net tonne miles) of rail freight were transported in FYE March 2023, a decrease of 6.8% on the previous year and an increase of 5.1% on the FYE March 2020 (ORR Freight Rail Usage and Performance table 1310)
-
346,758 complaints were closed in FYE March 2023, an increase of 22.7% on the previous year and a decrease of 35.2% on the FYE March 2020 (ORR Passenger Rail Service Complaints table 4100)
-
1,778 kilotonnes of carbon dioxide equivalent were emitted by passenger services on the railways in FYE March 2023, a decrease of 5.1% on the previous year and a decrease of 25.9% on the FYE March 2020 (ORR Rail Emissions table 6105)
Note: The latest year is compared to the previous year of available data and the year prior to COVID-19.
Recovery from the coronavirus (COVID-19) pandemic
Figure 2: Domestic transport use by mode: Great Britain, 1 December 2020 to 31 March 2023
Figure 2 presents four line charts, showing usage compared to an equivalent day pre-COVID between December 2020 and March 2023, across different modes of transport: motor vehicles, bus (excluding London), London bus and tube, and National Rail. All public transport modes show a steady increase since 2020. National Rail shows a slightly decreased recovery when Elizabeth Line services, which opened in May 2022 are excluded.
Since March 2020, public transport has been heavily impacted by the COVID-19 pandemic. At the lowest point in April and May 2020, passenger rail journeys were 96% less than an equivalent day in the previous year. Further information on the time-series of transport: DfT transport use during the COVID-19 pandemic statistics.
In the next three years, rail continued to be impacted by the COVID-19 pandemic. At one point in January 2021, passenger rail journeys were 12% of an equivalent day prior to the pandemic. Since then, passenger rail journeys began to steadily increase again, other than a fluctuation in December 2021, due to a temporary introduction of measures to reduce the transmission of COVID-19. At its peak in February 2023, passenger rail journeys were 94% of an equivalent day in pre-COVID; when Elizabeth Line journeys are excluded however, this peak was 86% of an equivalent day pre-COVID.
Note: Usage figures have been impacted by Industrial Action.
Note: The central section of the Elizabeth Line opened in May 2022, bringing an increase in journeys classed as National Rail that would previously have been made on London Underground or Docklands Light Railway. Therefore, a second time series excluding Elizabeth Line is also presented, showing a lower recovery than the time series which includes the effect of Elizabeth line services. For more information, please see Department for Transport COVID-19 domestic transport data: methodology note and Office of Rail and Road Passenger rail usage.
Railway in Great Britain
Figure 3: The mainline railway as of financial year ending March 2023 is comprised of:
Figure 3 is a summary of TOC key statistics:
-
2,578 stations (ORR TOC Key Statistics)
-
9,846 miles (15,846 km) of route (ORR Rail Infrastructure and Assets table 6320)
-
an average age of rolling stock of 16.7 years (ORR Rail Infrastructure and Assets table 6313)
-
24 Train Operating Companies (TOCs) (ORR TOC Key Statistics)
-
3,769 miles (6,065 km) of electrified route (38% of total route) (ORR Rail Infrastructure and Assets table 6320)
-
approximately 100,000 people employed in the rail sector, with 62,000 full-time equivalent employees across TOCs and 40,000 in Network Rail (ORR TOC Key Statistics table and Network Rail Annual Report and Accounts 2023)
Note: For further information, please see Office of Rail and Road TOC Key Statistics (Table 2200) and Rail Infrastructure and Assets (Tables 6313 and 6320).
Rail travel in the context of other transport modes
Car was the most common mode of transport
Figure 4: Of all travel in England in 2022, rail accounted for:
Figure 4 presents a series of three treemap charts depicting mode share for trips, miles, and hours travelled per person in England in 2022. Car travel represents the biggest share for each case, whereas rail accounted for 2% of trips, 8% of miles, and 6% of hours travelled.
The distance travelled and the time spent travelling by rail increased in England in 2022 from the previous year but was still lower than 2019 due to the COVID-19 pandemic.
Note: This data covers England only and calendar year 2022. For more information please see Department for Transport National Travel Survey 2022 (NTS0303).
Rail usage and users
Prior to the pandemic, long-term rail demand was increasing
Figure 5: Rail passenger journeys in Great Britain, millions
Figure 5 presents a line chart depicting rail passenger journeys in Great Britain beginning calendar year 1953 to FYE March 2023, switching between calendar and financial years in 1984.
Passenger rail journeys almost doubled (95.9% increase) in the 20 years before the pandemic, reaching a record 1.8 billion journeys in 2018 to 2019. Despite seeing a 39.9% increase on the previous year, rail passenger journeys in 2022 to 2023 are still 20.4% lower than this peak, at 1,385 million.
Table 1: Top 10 most used stations in Great Britain, year ending March 2022
| Station | Entries and Exits |
|---|---|
| London Liverpool Street | 80,448,194 |
| London Paddington | 59,182,926 |
| London Waterloo | 57,789,780 |
| London Bridge | 47,657,264 |
| London Victoria | 45,563,972 |
| Stratford (London) | 44,136,784 |
| Tottenham Court Road | 34,877,768 |
| London St Pancras International | 33,296,120 |
| Farringdon | 31,459,904 |
| London Euston | 31,318,408 |
Note: For more information please see Office of Rail and Road Passenger Rail Usage (Table 1220) and Estimates of station usage (Table 1410).
Headline: Passenger demand rose in all major cities due to easing of measures to control the transmission of COVID-19
Figure 6: Passenger Arrivals and Departures by City (outside London)
| City | AM Peak Arrivals (07:00 to 09:59) | PM Peak Departures (16:00 to 18:59) | All Day Arrivals |
|---|---|---|---|
| Birmingham | 31,821 | 34,695 | 108,880 |
| Brighton | 6,144 | 6,956 | 27,585 |
| Bristol | 7,317 | 9,489 | 29,885 |
| Cambridge | 7,497 | 7,783 | 25,575 |
| Cardiff | 8,579 | 11,582 | 33,471 |
| Leeds | 16,592 | 18,423 | 56,817 |
| Leicester | 3,470 | 6,323 | 23,840 |
| Liverpool | 16,612 | 17,374 | 50,530 |
| Manchester | 19,958 | 23,269 | 78,246 |
| Newcastle | 3,262 | 5,566 | 24,718 |
| Nottingham | 2,813 | 4,245 | 12,510 |
| Reading | 18,866 | 20,237 | 87,162 |
| Sheffield | 4,965 | 6,167 | 24,026 |
The increase in all day arrivals into major cities in England and Wales (outside London) from autumn 2021 to autumn 2022 was 30%, to 583,245 all day arrivals. AM peak arrivals increased by 34% for the cities outside London. PM peak departures increased by 37%.
London remained the city with the highest rail passenger numbers. Passenger arrivals throughout the day were over 9 times that of Birmingham (the city with the second highest).
Figure 7: Passenger Arrivals and Departures by Station (London)
| London station | AM Peak Arrivals (07:00 to 09:59) | PM Peak Departures (16:00 to 18:59) | All Day Arrivals |
|---|---|---|---|
| Elephant and Castle | 14,610 | 10,474 | 26,006 |
| Euston | 19,601 | 18,825 | 60,335 |
| Fenchurch Street | 15,463 | 13,760 | 24,823 |
| Kings Cross | 9,122 | 10,319 | 32,655 |
| Liverpool Street | 90,598 | 85,754 | 211,537 |
| London Bridge | 106,667 | 87,058 | 202,685 |
| Marylebone | 9,813 | 8,459 | 20,779 |
| Old Street (for Moorgate) | 8,552 | 6,582 | 13,365 |
| Paddington | 34,453 | 33,662 | 92,887 |
| St Pancras International | 34,701 | 31,384 | 79,454 |
| Vauxhall (for Waterloo) | 68,720 | 53,108 | 141,326 |
| Victoria | 40,870 | 35,684 | 91,494 |
During autumn 2022, there were large increases in all-day arrivals into London stations, on average a rise of 58% compared to the same period in the previous year. The London station with the most all-day arrivals was Liverpool Street with 211,537 arrivals. London Bridge had the second highest all day arrivals with 202,685 and also had the highest number of AM peak arrivals with 106,667 and PM peak departures, with 87,058.
Note: This data represents arrivals and departures for a typical autumn weekday in 2022 and does not reflect a typical weekday across the entire calendar year. For more information please see Department for Transport Rail passenger numbers and crowding on weekdays in major cities in England and Wales: 2022.
Peak travel times begin to return to pre COVID-19 patterns in 2022
Figure 8: Proportion of Passenger Arrivals and Departures by Hour, Regional Major Cities: Autumn 2019, 2020, 2021 and 2022
Figure 8 presents a line chart showing the proportion of passenger arrivals and departures by hour in regional major cities outside of London in Autumn 2019, 2020, 2021 and 2022. The 2019 line shows two clear peaks in demand during the AM and PM peak periods.
In 2020, the pre COVID-19 two-peak distribution became less pronounced, with a more even spread of rail travel across the day as people avoided peak travel in response to the instruction to work from home where possible. In 2021 and 2022, we saw the AM and PM peaks begin to slowly return, possibly reflecting a return to usual commuting patterns.
On a typical autumn day in 2022, some 26% of arrivals occurred in the 3-hour morning peak, approximately the same proportion as the equivalent period in the previous year. A larger proportion of passengers travelled in the evening peak (29%) in cities outside London than the morning peak.
Figure 9: Proportion of Passenger Arrivals and Departures by Hour, London Stations: Autumn 2019, 2020, 2021 and 2022
Figure 9 presents a line chart showing the proportion of passenger arrivals and departures by hour at London stations in Autumn 2019, 2020, 2021 and 2022.
In 2019 (and other years prior to the pandemic), the distribution of journeys into and out of London was defined by 2 peaks, a larger more pronounced peak during AM peak hours and a slightly shorter and wider peak in the evening. This pattern was affected during 2020 and 2021 as fewer commuters travel into and out of London.
On a typical autumn day in 2022, some 997,346 rail journeys were made into central London. Of these, 45% were made in the morning peak. On an average autumn day in 2019 there were 1,112,241 arrivals, of which, 55% were during the 3-hour morning peak.
Note: This data represents arrivals and departures for a typical autumn weekday in 2022 and does not reflect a typical weekday across the entire calendar year. For more information please see Department for Transport Rail passenger numbers and crowding on weekdays in major cities in England and Wales: 2022.
Commuting was the most common journey purpose of rail passengers
Table 2: Rail journey purpose, England 2022
| Purpose of journey | % of all trips |
|---|---|
| Commuting | 37.8% |
| Leisure | 35.2% |
| Education or education escort | 8.7% |
| Business | 7.1% |
| Shopping | 6.4% |
| Personal business | 4.0% |
| Other escort | 0.8% |
| Other including just walk | 0.1% |
In England in 2022, almost 38% of all rail journeys were for commuting, a share decrease of 11pp from 49% in 2021. Thirty five percent of all rail journeys were for leisure, a 3pp increase from 2021 when 32% of journeys were for leisure.
Figure 10: Average rail trips per person per year by age and sex, England 2022
| Age | Males | Females |
|---|---|---|
| 0 to 16 | 6 | 7 |
| 17 to 20 | 33 | 20 |
| 21 to 29 | 27 | 29 |
| 30 to 39 | 24 | 19 |
| 40 to 49 | 29 | 16 |
| 50 to 59 | 20 | 15 |
| 60 to 69 | 12 | 10 |
| 70 and over | 3 | 4 |
Males undertook 25% more rail trips on average (17 trips per person per year) than females (14 trips per person per year). The greatest difference was observed in the 40 to 49 age group, where males took almost twice as many rail journeys as women (29 trips per person per year for males compared to 16 for females).
Note: This data covers England only and calendar year 2022. For more information please see Department for Transport National Travel Survey 2022 (NTS0409 and NTS0601).
Figure 11: Disabled Passenger Rail Cards in circulation from the financial year ending March 2013 to financial year ending March 2023
Figure 11 presents a line chart showing the numbers of Disabled Persons Railcards in circulation from FYE March 2013 to FYE March 2023. The chart shows a steady rise each year up to FYE March 2020, before a sharp fall in FYE March 2021.
There were 242,770 Disabled Persons Railcards in circulation in FYE March 2023, an increase of 11% compared with the previous year. This represents a decrease of 1% compared with its peak in the FYE March 2020.
On average in 2022, persons with mobility difficulties made 5 rail trips per year compared with 19 rail trips per year for those without mobility difficulties. Those with mobility difficulties made 47% fewer car trips and 4% more bus trips in 2022 than those without mobility difficulties.
Note: For more information please see Department for Transport National Travel Survey 2022 (NTS0709) and Office of Rail and Road Disabled Persons Railcards (Table 4310).
Rail performance
Punctuality decreased and cancellations increased in the financial year ending March 2023
Figure 12: Percentage of trains ‘on time’, financial year ending March 2015 to financial year ending March 2023 (Moving annual averages)
Figure 12 presents a line chart showing the percentage of trains “on time” between FYE March 2015 and FYE March 2023. Punctuality was relatively stable prior to the pandemic, with a notable improvement in FYE March 2021. Since then, punctuality has decreased towards pre-pandemic levels.
In the FYE March 2023, there was a 0.9% decrease in planned train services and a 5.3 percentage point (pp) decrease in punctuality compared with the previous year.
Figure 13: Percentage cancellation score, financial year ending March 2015 to financial year ending March 2023 (Moving annual averages)
Figure 13 presents a line chart showing the percentage cancellation score between FYE March 2015 and FYE March 2023. Cancellations were shown to be increasing up to FYE March 2020, before a significant decrease in FYE March 2021. In FYE March 2022, cancellations returned to a similar level as in FYE March 2020.
3.8% of trains were classified as cancellations in Great Britain in the FYE March 2023. This represents a 0.4pp increase in cancellations when compared with the previous year.
Note: This industry measure is an indicator of disruption against the timetable operating on the day. The timetable is finalised at 22:00 the previous evening, and trains removed from the timetable before then will not be included. The ORR began reporting on late-notice resource availability shortage “P*-coded” pre-cancellations removed before 22:00 the previous evening beginning in January 2023. These figures are not included in these statistics, as the data is not available for the whole financial year ending March 2023. For more information please see Office of Rail and Road P-coded cancellations.
Note: ‘on time’ services are those that arrive at the station early or within 59 seconds of scheduled time. This is different from the Public Performance Measure (PPM) used previously. For more information please see Office of Rail and Road Passenger rail performance (Tables 3133 and 3123).
The number of passenger service complaints closed has increased
Table 3: Top 5 complaint categories, Great Britain, year ending March 2023
| Type | % of all complaints |
|---|---|
| Punctuality and reliability | 17.6% |
| Sufficient room for passengers to sit or stand | 11.0% |
| Ticketing and refunds policy | 9.2% |
| Facilities on board | 7.8% |
| Claim rejected | 4.6% |
346,758 complaints were closed by train operators in the FYE March 2023, an increase of 22.7% compared to the previous year. The rate of complaints however was 25 complaints per 100,000 journeys, down from 29 in the previous year, and the lowest rate since the time series began in the FYE March 2016.
Note: For more information please see: Office of Rail and Road Passenger rail service complaints (Table 4130).
The amount of freight moved by rail decreased in the financial year ending March 2023
Figure 14: Rail freight moved by commodity, financial year ending March 2001 to financial year ending March 2023: billion net tonne kilometres
Figure 14 presents a line chart showing rail freight moved between FYE March 2001 and FYE March 2023, with lines for each of coal, non-coal and total freight moved. Coal is shown to have made up approximately one third of the total freight moved up to FYE March 2014, after which it falls considerably, making up only a tiny portion of the total freight moved in FYE March 2023.
In the FYE March 2023, the total amount of rail freight transported decreased to 15.73 billion net tonne kilometres (9.77 billion net tonne miles), a 6.8% decrease compared to the previous year. This is significantly lower than at its peak in the FYE March 2014, when the total amount of rail freight transported was 22.70 billion net tonne kilometres (14.1 billion net tonne miles).
Note: Freight moved measures the amount of freight moved on the railway network, taking into account the weight of the load and the distance carried. It is measured in net tonne kilometres. For more information please see Office of Rail and Road Freight rail usage and performance (Table 1310).
Rail remains one of the safest modes of transport
Figure 15: Fatalities on the railway in Great Britain, indexed to financial year ending March 2003 = 100, financial year ending March 2003 to financial year ending March 2023
Figure 15 presents a line chart showing the change in fatalities on the railway between FYE March 2003 and FYE March 2023 alongside passenger miles. Fatalities are shown to have steadily decreased while passenger miles increased. Rail was one of the safest modes of transport with under 1 fatality per billion passenger miles in the FYE March 2023.
Note: The figures are only for mainline incidences and do not include figures for London underground and non-mainline services. For more information please see: Office of Rail and Road: Rail safety (Table 5200).
Rail emissions are on a downward trend
Figure 16: Estimates of passenger carbon dioxide equivalent emissions by fuel: United Kingdom, financial year ending March 2012 to financial year ending March 2023: kilotonnes
Figure 16 presents a line chart, showing passenger carbon dioxide equivalent emissions for diesel and electricity between FYE March 2012 and FYE March 2023. Both are shown to have fallen since FYE March 2017, with electricity from then on producing fewer emissions than diesel.
Despite similar levels of electricity consumption, the CO2e emissions from electricity fell by 10% to 717 KTonnes in the latest year. Historically emissions from electricity consumption have been lower than emissions from diesel consumption despite increases in electricity usage. This is predominantly due to a transition towards renewable energy sources in the electricity sector in Great Britain.
There was a small decrease in diesel consumption, which fell by 2% to 385 million litres. This resulted in 1,061 Ktonnes of CO2e emissions. Compared with three years ago, emissions from diesel decreased by 26% which reflects the change in network traffic since the pandemic.
Note: For more information please see: Office of Rail and Road: Rail emissions (table 6105).
Rail finance and Government support
Government funding of rail in Great Britain has been high for 3 years
Figure 17: Net subsidy to TOCs from Government in Great Britain, financial year ending March 1986 to financial year ending March 2023, billions, real terms based on 2023 prices
Figure 17 presents a bar chart, showing the net subsidy to TOCs from Government in Great Britain between FYE March 1986 and FYE March 2023. Between FYE March 2011 and FYE March 2018, TOCs were paying a net premium to Government. Net Government subsidy was at an all-time high in FYE March 2021, but has decreased in the last two years.
In the FYE March 2023, TOCs received an overall subsidy of £4.2bn from Government, a 42% decrease on the previous year in real terms. Network Rail received a grant of £7.5bn, a 4.1% increase on the previous year. Network Rail and HS2 also received a total of £8.9bn in enhancements funding, a 17.8% increase from the previous year.
Despite the decrease in net subsidy to TOCs in Great Britain in the FYE March 2023, these numbers are still significantly higher when compared with pre COVID-19 years. This is a result of a reduction in fares income during the COVID-19 pandemic. Between the FYE March 1986 and March 2019, the average net subsidy to TOCs in Great Britain was £1.3bn, compared with an average of £7.7bn over the last 3 years.
Note: Government funding covers payments made from or to Department for Transport, Transport Scotland, and Welsh Government.
Figure 18: Rail share of Total Transport Expenditure
Figure 18 presents a pie chart showing that the railways accounted for 60% of public transport expenditure in Great Britain in the FYE March 2023.
Table 4: Income by source, real terms
| Year | Government Support | Passenger revenue | Private Investment |
|---|---|---|---|
| 2019 to 2020 | £12.8bn | £13.4bn | £1.1bn |
| 2021 to 2022 | £22.5bn | £7.2bn | £0.8bn |
| 2022 to 2023 | £21.1bn | £9.2bn | £0.8bn |
| % Change since 2021 to 2022 | -6% | +29% | -10% |
| % Change since 2019 to 2020 | +64% | -31% | -32% |
Note: Government support includes total operational funding as well as total enhancements funding and miscellaneous funding. Operational funding includes payments to or from franchised train operators, passenger transport executive grants, payments to infrastructure managers and freight grants. Government support for the operational railway was almost £12 billion in FYE March 2023 – equivalent to more than £420 per household.
Note: For more information please see: Office of Rail and Road: Rail industry finance (Table 7270) and HM Treasury: Country and regional analysis: 2023.
Table 5: Railway public expenditure by UK Super Region
| Super Region | 2019 to 2020 | 2020 to 2021 | 2021 to 2022 | 2022 to 2023 | Change from 2021 to 2022 (Percentage Points) | Change from 2019 to 2020 (Percentage Points) |
|---|---|---|---|---|---|---|
| North | 16% | 16% | 17% | 18% | +1pp | +2pp |
| Midlands | 20% | 23% | 23% | 23% | 0pp | +3pp |
| South | 50% | 48% | 48% | 47% | -1pp | -3pp |
| Scotland | 9% | 9% | 8% | 8% | 0pp | -1pp |
| Wales | 4% | 3% | 3% | 3% | 0pp | -1pp |
| NI | 1% | 1% | 1% | 1% | 0pp | 0pp |
Figure 19: Map of railway public expenditure by UK Super Region
Forty seven percent of public spend on the railways benefitted the South, including London (which made up 32% of all railways spend). Over the last 4 years, there has been a slight decrease in the proportion of public expenditure on transport incurred in the South.
Note: HM Treasury Country and Regional Analysis (CRA) covers all public expenditure (capital and current) on rail, including DfT, local authorities, public corporations, other government departments and devolved administrations. The CRA analysis is for UK and includes all country filters apart from Northern Ireland. Note that ‘outside UK’ and ‘without region’ has been excluded. For more information please see HM Treasury Country and regional analysis: 2023.
About these statistics
This publication is a compendium of both accredited official statistics and official statistics. The type of statistics presented is detailed in the table below:
| Name of category of statistics | Label | Description |
|---|---|---|
| Passenger rail usage (GB: Journeys, Kilometres, Revenue, Train kilometres, Vehicle kilometres) | Accredited Official Statistics | These official statistics were independently reviewed by the Office for Statistics Regulation in November 2019. They comply with the standards of trustworthiness, quality and value in the Code of Practice for Statistics and should be labelled ‘accredited official statistics’. |
| Rail Industry Finance (UK) | Accredited Official Statistics | These official statistics were independently reviewed by the Office for Statistics Regulation in November 2019. They comply with the standards of trustworthiness, quality and value in the Code of Practice for Statistics and should be labelled ‘accredited official statistics’. |
| Passenger Rail Performance (punctuality ‘On Time’ and reliability ‘Cancellations’) | Accredited Official Statistics | These official statistics were independently reviewed by the Office for Statistics Regulation in November 2019. They comply with the standards of trustworthiness, quality and value in the Code of Practice for Statistics and should be labelled ‘accredited official statistics’. |
| Freight rail usage and performance | Accredited Official Statistics | These official statistics were independently reviewed by the Office for Statistics Regulation in November 2019. They comply with the standards of trustworthiness, quality and value in the Code of Practice for Statistics and should be labelled ‘accredited official statistics’. |
| Passenger rail service complaints | Accredited Official Statistics | These official statistics were independently reviewed by the Office for Statistics Regulation in November 2019. They comply with the standards of trustworthiness, quality and value in the Code of Practice for Statistics and should be labelled ‘accredited official statistics’. |
| Rail emissions | Accredited Official Statistics | These official statistics were independently reviewed by the Office for Statistics Regulation in November 2019. They comply with the standards of trustworthiness, quality and value in the Code of Practice for Statistics and should be labelled ‘accredited official statistics’. |
| Domestic Transport Usage by Mode | Official Statistics | These statistics are official statistics. They comply with the standards of trustworthiness, quality, and value in the Code of Practice for Statistics. |
| TOC key statistics | Official Statistics | These statistics are official statistics. They comply with the standards of trustworthiness, quality, and value in the Code of Practice for Statistics. |
| Rail infrastructure and assets | Accredited Official Statistics | These official statistics were independently reviewed by the Office for Statistics Regulation in November 2019. They comply with the standards of trustworthiness, quality and value in the Code of Practice for Statistics and should be labelled ‘accredited official statistics’. |
| National Travel Survey | Accredited Official Statistics | These official statistics were independently reviewed by the Office for Statistics Regulation in September 2018. They comply with the standards of trustworthiness, quality and value in the Code of Practice for Statistics and should be labelled ‘accredited official statistics’. |
| Estimates of Station Usage | Accredited Official Statistics | These official statistics were independently reviewed by the Office for Statistics Regulation in November 2020. They comply with the standards of trustworthiness, quality and value in the Code of Practice for Statistics and should be labelled ‘accredited official statistics’. |
| Rail passenger numbers and crowding on weekdays in major cities in England and Wales | Accredited Official Statistics | These official statistics were independently reviewed by the Office for Statistics Regulation in October 2017. They comply with the standards of trustworthiness, quality and value in the Code of Practice for Statistics and should be labelled ‘accredited official statistics’. |
| Disabled Persons Railcards | Official Statistics | These statistics are official statistics. They comply with the standards of trustworthiness, quality, and value in the Code of Practice for Statistics. |
| P-coded cancellations | Official Statistics | These statistics are official statistics. They comply with the standards of trustworthiness, quality, and value in the Code of Practice for Statistics. |
| Rail Safety | Accredited Official Statistics | These official statistics were independently reviewed by the Office for Statistics Regulation in November 2019. They comply with the standards of trustworthiness, quality and value in the Code of Practice for Statistics and should be labelled ‘accredited official statistics’. |
| Country and regional analysis | Accredited Official Statistics | These official statistics were independently reviewed by the Office for Statistics Regulation in May 2019. They comply with the standards of trustworthiness, quality and value in the Code of Practice for Statistics and should be labelled ‘accredited official statistics’. |
Instructions for printing and saving
Depending on which browser you use and the type of device you use (such as a mobile or laptop) these instructions may vary.
You will find your print and save options in your browser’s menu. You may also have other options available on your device. Tablets and mobile device instructions will be specific to the make and model of the device.
How to search
Select Ctrl and F on a Windows laptop or Command and F on a Mac.
This will open a search box in the top right-hand corner of the page. Type the word you are looking for in the search bar and press enter.
Your browser will highlight the word, usually in yellow, wherever it appears on the page. Press enter to move to the next place it appears.
Contact details
Rail statistics enquiries
To hear more about DfT statistical publications as they are released, follow us on X (formerly known as Twitter) at DfTstats.