Official Statistics

Rail factsheet: 2024

Published 30 January 2025

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This publication is available at https://www.gov.uk/government/statistics/rail-factsheet-2024/rail-factsheet-2024

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 2024 and includes comparisons with the previous FYE March 2023 and the FYE March 2020. Comparing with the FYE March 2020 represents the year before the pandemic, providing a baseline for understanding the impact of COVID-19 on subsequent performance. 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, financial year ending March 2024

In the financial year ending March 2024…

  • There were 1,612 million passenger rail journeys (1,392 million excluding the Elizabeth Line), an increase of 16.4% on the previous year and a decrease of 7.3% on the FYE March 2020.

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. (ORR Passenger Rail Usage table 1220)

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 2024

Figure 2 presents 4 line charts, showing usage compared to an equivalent day pre-COVID between December 2020 and March 2024, across different modes of transport: motor vehicles, bus (excluding London), London bus and tube, and National Rail. For rail, usage is shown as a 7-day rolling average ending on the indicated date. For all other modes, daily usage for weekdays (excluding bank holidays) is shown. 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.

Note: For further information, please see Domestic Transport Usage by Mode - GOV.UK.

In the last four years, rail continued to be impacted by the COVID-19 pandemic. At one point in January 2021, passenger rail journeys were 12% less than in the equivalent week the year 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. In July 2024, passenger rail journeys were 1% higher than the same week pre-COVID. Excluding the Elizabeth Line journeys, they were 8% lower than the equivalent week pre-COVID.

Note: Usage figures have been impacted by Industrial Action.

Note: Following the opening of the central section of the Elizabeth Line May 2022 and the subsequent increase in journeys, 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 2024, comprises:

Figure 3 is a summary of TOC key statistics:

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

  Rail was not the common mode of transport

Figure 4: Of all travel in England in 2023, 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 2023. Car travel represents the biggest share for each case, whereas rail accounted for 2% of trips, 8% of miles, and 7% of hours travelled.

The distance travelled and the time spent travelling by rail increased in England in 2023 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 2023. For more information please see Department for Transport National Travel Survey 2023 (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 2024, 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 FYE 2019. There were 1,612 million rail passenger journeys in FYE 2024, a 16.4% increase on the previous year, (12% increase when excluding the Elizabeth Line). Despite the increase, passenger journeys remain 8.0% lower than the peak in FYE 2019.

Table 1: Top 10 most used stations in Great Britain, year ending March 2024

Station Entries and Exits
London Liverpool Street 94,499,824
London Paddington 66,859,098
Tottenham Court Road 64,219,040
London Waterloo 62,525,274
Stratford (London) 56,570,866
London Victoria 50,829,676
London Bridge 50,045,010
Farringdon 46,049,862
Bond Street 38,307,986
London Euston 36,185,290

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 continued to increase in all major cities following the end 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 33,770 38,932 108,442
Brighton 5,870  6,896 26,945
Bristol 8,536 10,234 30,243
Cambridge 8,562 8,909 28,478
Cardiff 10,277 11,388 33,782
Leeds 20,343 22,950 62,476
Leicester 4,866 7,211 29,268
Liverpool 16,629 19,207 54,324
Manchester 26,987 29,664 89,817
Newcastle 4,754 7,352 30,274
Nottingham 3,833 4,902 16,508
Reading 20,389 24,588 97,407
Sheffield 6,175 8,069 28,689

The increase in all day arrivals into major cities in England and Wales (outside London) from autumn 2022 to autumn 2023 was 10%, to 636,653 all day arrivals. AM peak arrivals increased by 16% for the cities outside London. PM peak departures increased by 17%.

London remained the city with the highest rail passenger numbers. Passenger arrivals throughout the day were over 10 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  17,658 12,354 30,017
Euston 22,487 22,618 66,499
Fenchurch Street 16,444 13,917 25,599
Kings Cross 10,309 11,228 34,019
Liverpool Street 109,204 104,401 255,351
London Bridge 114,018 92,816 215,737
Marylebone 10,552 8,654 20,543
Old Street (for Moorgate) 9,575 7,471 14,611
Paddington 43,081 44,552 122,267
St Pancras International 39,648 36,371 89,590
Vauxhall (for Waterloo) 77,439 67,225 169,877
Victoria 43,310 38,291 93,659

During autumn 2023, there were increases in all-day arrivals into London stations, on average a rise of 14% compared to the same period in the previous year. The London station with the most all-day arrivals was Liverpool Street with 255,351 arrivals. London Bridge had the second highest all day arrivals with 215,737 and also had the highest number of AM peak arrivals with 114,018.

Note: This data represents arrivals and departures for a typical autumn weekday in 2023 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: 2023.

  In 2023, the typical peaks (seen before COVID-19) ‘flattened’ slightly in both London and regional cities.

Figure 8: Proportion of Passenger Arrivals and Departures by Hour, Regional Major Cities: Autumn 2019, 2020, 2021, 2022 and 2023

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, 2022 and 2023. The 2019 line shows two clear peaks in demand during the AM and PM peak periods.

As a result of the pandemic, rail journeys became more evenly spread in 2020 as people avoided peak travel in response to the instruction to work from home where possible. In 2021, 2022 and 2023, 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 2023, some 27% of arrivals occurred in the 3-hour morning peak, approximately the same proportion as the equivalent period in the previous year (26%). A larger proportion of passengers travelled in the evening peak (32%) in cities outside London than the morning peak.

Figure 9: Proportion of Passenger Arrivals and Departures by Hour, London Stations: Autumn 2019, 2020, 2021, 2022 and 2023

Figure 9 presents a line chart showing the proportion of passenger arrivals and departures by hour at London stations in Autumn 2019, 2020, 2021, 2022 and 2023.

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 2023, some 1,137,800 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 1,112,200 arrivals, of which, 55% were during the 3-hour morning peak.

Note: This data represents arrivals and departures for a typical autumn weekday in 2023 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: 2023.

  Commuting was the most common journey purpose of rail passengers 

Table 2: Rail journey purpose, England 2023

Purpose of journey % of all trips
Commuting  37.1%
Leisure 35.0%
Education or education escort 12.8%
Business 5.2%
Shopping 4.9%
Personal business 4.0%
Other escort 1.1%
Other including just walk 0.0%

In England in 2023, 37% of all rail journeys were for commuting and 35% percent of all rail journeys were for leisure, consistent with the previous year.

Figure 10: Average number of rail trips per person per year by age and sex, England 2023

Age Males Females
0 to 16 10 9
17 to 20 30 55
21 to 29 33 40
30 to 39 26 23
40 to 49 25 20
50 to 59 19 11
60 to 69 12 11
70 and over 6 6

Males undertook 5% more rail trips on average (19 trips per person per year) than females (18 trips per person per year).

Note: This data covers England only and calendar year 2023. For more information please see Department for Transport National Travel Survey 2023 (NTS0409 and NTS0601).

Figure 11: Disabled Passenger Rail Cards in circulation from the financial year ending March 2013 to financial year ending March 2024

Figure 11 presents a line chart showing the numbers of Disabled Persons Railcards in circulation from FYE March 2014 to FYE March 2024. The chart shows a steady rise each year up to FYE March 2020, before a sharp fall in FYE March 2021.

There were 296,057 Disabled Persons Railcards in circulation in FYE March 2024, an increase of 22% compared with the previous year. This also represents an increase of 20% compared with its peak in the FYE March 2020.

On average in 2023, persons with mobility difficulties made 6 rail trips per year compared with 22 rail trips per year for those without mobility difficulties. Those with mobility difficulties made 38% fewer car trips and 34% fewer bus trips in 2023 than those without mobility difficulties.

Note: For more information please see Department for Transport National Travel Survey 2023 (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 2024 

Figure 12: Percentage of trains ‘on time’, financial year ending March 2015 to financial year ending March 2024 (Moving annual averages)

Figure 12 presents a line chart showing the percentage of trains “On Time” between FYE March 2015 and FYE March 2024. Punctuality was relatively stable prior to the pandemic, showing a notable improvement in FYE March 2021. From April 2020 there were reductions in both trains planned and passengers on the railway network due to the coronavirus (COVID-19) pandemic, which led to improvements in punctuality and reliability compared with before the pandemic. Since then, punctuality has decreased towards pre-pandemic levels.

In the FYE March 2024, there was a 6.9% increase in planned train services and a less than 1 pp decrease in punctuality compared with the previous year.

Figure 13: Percentage cancellation score, financial year ending March 2015 to financial year ending March 2024 (Moving annual averages)

Figure 13 presents a line chart showing the percentage cancellation score between FYE March 2015 and FYE March 2024. Cancellations increased up to FYE March 2020, before decreasing in FYE March 2021. This decrease in cancellations was driven by a reduced number of trains planned in FYE March 2021. From 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 2024, which is unchanged from the previous year, but remains the joint highest annual cancellations score since records began.

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 periodically. 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 2024

Type % of all complaints
Punctuality and reliability 19.6%
Sufficient room for passengers to sit or stand   12.7%
Ticketing and refunds policy   7.5%
Facilities on board   7.1%
Claim rejected   4.0%

348,929 complaints were closed by train operators in the FYE March 2024, a 0.6% increase compared to the previous year. The rate of complaints however was 22 complaints per 100,000 journeys, down from 25 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 by 0.2% in the financial year ending March 2024 

Figure 14: Rail freight moved by commodity, financial year ending March 2001 to financial year ending March 2024: billion net tonne kilometres

Figure 14 presents a line chart showing rail freight moved between FYE March 2002 and FYE March 2024, 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 substantially, making up only a small portion of the total freight moved in FYE March 2024. This is due to the decommissioning of coal power stations following an announcement in 2015. The UK’s last coal burning power station closed in 2024.

In the FYE March 2024, the total amount of rail freight transported increased (0.2% increase) to 15.76 billion net tonne kilometres (9.79 billion net tonne miles) compared to the previous year. This is 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 2024

Figure 15 presents a line chart showing the change in fatalities on the railway between FYE March 2003 and FYE March 2024 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 2024.

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 from traction energy are slightly higher than the previous year

Figure 16: Estimates of passenger carbon dioxide equivalent emissions from traction energy consumption by fuel: United Kingdom, financial year ending March 2012 to financial year ending March 2024: kilotonnes

Figure 16 presents a line chart, showing passenger carbon dioxide equivalent emissions for diesel and electricity between FYE March 2012 and FYE March 2024. 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 increased by 10% to 811 KTonnes in the latest year. Though electricity consumption only rose slightly, the shift towards more natural gas and less renewable energy led to a higher increase in emissions due to the higher carbon intensity of natural gas compared to renewables.

There was an increase in diesel consumption of 5% to 401 million litres in the latest year. This resulted in 1,106 Ktonnes of CO2e emissions. Compared with four years ago, emissions from diesel decreased by 16% which reflects the change in network traffic since the pandemic.

Note: For more information please see: Office of Rail and Road: Rail Environment (table 6105).

Rail finance and Government support

  Government funding of rail in Great Britain has been high for since the COVID-19 pandemic  

Figure 17: Net subsidy to TOCs from Government in Great Britain, financial year ending March 1988 to financial year ending March 2024, £billions, real terms based on 2024 prices

Figure 17 presents a bar chart, showing the net subsidy to TOCs from Government in Great Britain between FYE March 1988 and FYE March 2024. 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 3 years.

In the FYE March 2024, TOCs received an overall subsidy of £4.1 bn from Government, a 12% decrease on the previous year in real terms. Network Rail received a grant of £8.3 bn, a 5.6% increase on the previous year. Network Rail and HS2 also received a total of £9.5 bn in enhancements funding, a 1.6% increase from the previous year.

Despite the decrease in net subsidy to TOCs in Great Britain in the FYE March 2024, these numbers remain significantly higher when compared with pre COVID-19 years. This is a result of a reduction in fares income during the pandemic and its subsequent impact.

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 59% of public transport expenditure in Great Britain in the FYE March 2024.

Table 4: Income by source, real terms

Year Government Support Passenger revenue Private Investment
FYE 2020   £13.6 billion £12.7 billion £1.2 billion
FYE 2023 £22.3 billion £9.1 billion £0.7 billion
FYE 2024 £22.3 billion £10.3 billion £0.6 billion
% Change since FYE 2023 0%  +13%  -17%
% Change since FYE 2020   +64%   -18%  -51%

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 £12 billion in FYE March 2024 – 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: 2024.

Table 5: Railway public expenditure by UK Super Region  

Super Region FYE 2020 FYE 2021  FYE 2022  FYE 2023  FYE 2024 Change from FYE 2023 (Percentage Points) Change from FYE 2020 (Percentage Points)
North 17% 16% 18% 18% 19% +1 pp  + 2 pp
Midlands   20%   22% 22% 21% 22%  +1 pp  +2 pp
South   51%   49% 48%   49% 48% -1 pp   -3 pp
Scotland   9% 9%   9%   8%   6%   -2 pp  -3 pp
Wales   4%   3%   3%   3% 3%  0 pp -1 pp
NI   1%   1%   1% 1% 1% 0 pp 0 pp

Figure 19: Map of railway public expenditure by UK Super Region in financial year ending March 2024  

48% of public spend on the railways benefitted the South, including London (which made up 34% 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, which stood at 50.8% in FYE 2020.

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: 2024.

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 Environment 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’.

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