From another thread, a site that displays point to point passenger numbers.

The figures for Worcester Shrub Hill to Oxford are wild - a bit of a rollercoaster. But there will probably be other curious examples elsewhere.

https://trainslive.uk/odm/journey.php?origin=WOS&destination=OXF

Mark

 

It does not surprise that its been a rollercoaster of the last 3 or 4 years, the pandemic certainly accelerated things like "working from home" and "cashless society" I suspect it will take 3 or 4 more years, maybe longer for the actual trends to "normalise".  In a decade or so time the recovery patterns and trends will be a lot clear to understand

 
I wonder to what extent point-to-point journey figures are distorted by split save? Certainly it feels like it's a long time since I did a journey on XC which wasn't split.

 

Significantly! As is station footfall sadly! Whilst my local community (can't call it a village any more) of Pinhoe has grown significantly with development over the recent past, the station is a popular split for long distance tickets. The increase in station usage shown in various statistics cannot be just folk genuinely starting and ending their journeys there.

 

Several years ago, and ORR estimates for individual stations had added an adjustment to account for split ticketing.  And the station by station flow data (ODM) adds up to the numbers in the ORR estimated and thus it follows that the adjustment applies there too.


Also of note


and for Devoners



And there are some more - some interesting clues in some cases into innovative ticketing.

 

It is - always - worth a quick thought on splitting when analysing figures - and indeed over / under runs too.  Historically,  a lot of people bought "Melksham Specials" with no intent of travelling to, from or through Melksham and I know a host of examples where it's better to buy a longer distance ticket.

 
Indeed, me too - and it's one ticket 'type' yet to be offered within other ticket apps/planners that have split ticket functionality.

 
Very interesting

Taplow to Paddington shows a 54.2% drop and (perhaps a better representation!) Maidenhead to Paddington a 36.6% drop - I think that'd almost certainly be due to increased WFH in the Thames Valley.

 
People travelling in on Elizabeth Line & going to central/East London, rather than exiting @ Paddington & accessing buses/tubes

 

Yet the MAI to FZP show an overal trend of 36.1%

And if you look at MAI to CWX (Canary Wharf) 257.1%  and TAP to CWX 285.8%  And looking at Farringdon you get some wacky % my point is the traditional journeys patterns of the pre pandemic on the TV line are skewed because the Elizabeth Line did not exist, terminating destinations will have altered from PAD to many others

 
To the South of London, the London Chatham and Dover has termini at Victoria and Holborn Viaduct for the West End and City.  The South Eastern Railway had termini at Charing Cross.  The London, Brighton and South Coast Railway had termini at Victoria and London Bridge. The London South Western Railway had a terminus at Waterloo and then The Drain to take people to Bank.  By contrast, to the west of London, the Great Western Railway petered out rather in W2 with everyone headed for the Wet End or the City needing onward travel.

Lessons

- no great surprise that with trains running once again through Paddington (they use to on the Met), passenger numbers ending at Paddington have plummeted

- Paddington is not Waterloo - far from it, a different place and case - and it was a dis-service to withdraw Bristol and Bath trains to Waterloo.