Where buses lose time
One on-time percentage hides three different problems. Leaving late is a depot problem, losing time in the middle is a road problem, and arriving early at the end is usually neither. Back to the overview.
Data held 4 Aug 2026 – 3 Oct 2026. On time is −1 to +5:59 at timing points, the same definition the punctuality report uses.
Day by day
Excess wait time
How much longer people waited than the timetable promised, for services frequent enough that nobody consults one. Only gaps of 12 minutes or less count.
By route
Routes with at least 200 measured timing points in the window. Columns sort.
Reading these three numbers
The terminus is counted apart
A bus early at the end of its journey is not a failure. The last leg carries padding and an interchange is where a bus is meant to wait. Measured here, buses run early at the terminus far more often than anywhere else — counting it in drags a route down for doing something nobody minds.
Intermediate is the one to watch
It is the middle of the journey, where the road is the only thing acting on the bus, and it is the number that moves when congestion or a diversion bites. See pinch points for where.
Excess wait time barely applies here
It is the right measure for a turn-up-and-go network. This is not one: the coverage figure above is the share of departures it describes, and it is small. Treat it as a measure of a few trunk routes, not of the network.
Negative excess wait is real
It means buses ran more evenly than the timetable asked for, which happens and is good. It is not clamped to zero, because hiding it would make the measure look like it only ever points one way.