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What is "Mp701D"?
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swt_passenger
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Here’s his explanation from July:
Puzzled by the rationale behind the change from Miles per Technical Incident Number (MTIN) to Miles per 701D code (Mp701D) for recording fleet reliability, I asked the Rail Delivery Group, which is responsible for Fleet Challenge, for some background.Mark Molyneux, RDG’s National Fleet Performance Manager, duly obliged with an interview.
We have all become used to MTIN, which supplanted Miles per fiveminute delay (MP5MD) a decade ago. This change represented a tightening up of the measure, since a TIN is registered on TRUST when a failure causes a delay of three minutes.
Most fleets saw their reliability statistics fall back as a result (Table 1). As Table 2 shows, the latest change has had a broadly similar effect.
According to Mr Molyneux, there were a number of reasons behind the latest change. First, the new yardstick is seen as an ‘independent’ number. RDG downloads from TRUST the incidents attributed to Fleet (701D) for each Class. Depots now supply just the mileage for each class in the latest four-week reporting period. RDG then divides mileages by incidents to get Mp701D.
LNW-GW Joint
Veteran Member
A 701D is an industry incident category for Technical Fleet Delays (as opposed to non-technical/operations/station/freight/terminal/yard/traincrew delays).
The number of 701Ds (ie delays attributed to the train fleet itself) is listed in the tables.
Mp701D is "Miles per 701D".
Have checked back through MR issues, the delay categories are defined in the August issue (p36).
The number of 701Ds (ie delays attributed to the train fleet itself) is listed in the tables.
Mp701D is "Miles per 701D".
Have checked back through MR issues, the delay categories are defined in the August issue (p36).
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I know it's an industry standard, but what a poor way to measure reliability.
Essentially, the figures are at best crude, at worst, nonsense.
In essence, it's only a technical incident if it causes delay - so if a unit can hold time and limp to depot, with a well managed set swap (which is more often the case than not at some TOCs), the fleet ends up looking very reliable.
You also have to consider that trivial defects could cause delay and are not inherently a fleet issue - for example, a defective drivers seat.
As I say, I appreciate this has been used as a standard for some time, but it's certainly not all that useful as a measure of rolling stock performance, its as much a measure of the way the TOC operates it's depot, its maintenance reigemes, its culture, its available stand by units and controls efficiency.
Essentially, the figures are at best crude, at worst, nonsense.
In essence, it's only a technical incident if it causes delay - so if a unit can hold time and limp to depot, with a well managed set swap (which is more often the case than not at some TOCs), the fleet ends up looking very reliable.
You also have to consider that trivial defects could cause delay and are not inherently a fleet issue - for example, a defective drivers seat.
As I say, I appreciate this has been used as a standard for some time, but it's certainly not all that useful as a measure of rolling stock performance, its as much a measure of the way the TOC operates it's depot, its maintenance reigemes, its culture, its available stand by units and controls efficiency.
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