Virgin Trains vs First Great Western in numbers

Who wins the smackdown of the sub-par train operating companies?

Virgin Trains is to lose its West Coast franchise to First Group, which currently operates the First Great Western high-speed line, as well as many other transport concessions. People who regularly use Virgin are celebrating the news, while people who regularly use FGW are warning them that the grass is always greener on the other side.

The short version of the difference appears to be that Virgin trains, when they show up, are better. Marred by a slight whiff of poo and little room for luggage, they are proof that investment can pay off in passenger experience. But that "when they turn up" is crucial; FGW beats Virgin hands down on performance metrics.

Networks

Virgin Trains: 8.79m timetabled train kilometres.

First Great Western: 10.5m timetabled train kilometres.

Performance

Virgin Trains: 86.6 per cent of trains arrived within 10 minutes of the scheduled times in financial year 2011.

First Great Western: 90.3 per cent of trains arrived within 10 minutes of the scheduled times in financial year 2011.

Satisfaction

Virgin Trains: 266 complaints per 100,000 passenger journeys in 2011, 53 per cent responded to within 20 working days. One per cent of contacts were praise.

In passenger surveys, 87 per cent of respondents were satisfied or better with the company's performance. In every category given, more than half of passengers were satisfied or better, with the least popular aspects being how Virgin deals with delays, the toilets on their trains, and the amount of space for luggage on the trains. 88 per cent of people were satisfied with the speed of the journey.

First Great Western: 86 complaints per 100,000 passenger journeys in 2011, 100 per cent responded to within 20 working days. Five per cent of contacts were praise.

In passenger surveys, 83 per cent of respondents were satisfied or better with the company's performance. The least popular aspects of FGW were how well it deals with delays, value for money of its tickets, and the toilets on its trains; none of them satisfied more than 40 per cent of passengers. The most popular was the speed of the journeys, satisfying over 80 per cent.

Accidents

Virgin Trains: Virgin's worst accident was in 2007, when a set of faulty points near Grayrigg in Cumbria caused a train to leave derail. Of the 109 people on board, just one was killed, although another 88 were injured, which was accredited to the crashworthiness of the Pendolino trains.

First Great Western: FGW's worst crash was the Ladbroke Grove rail crash. A Thames Trains train leaving Paddington stations jumped a signal at Ladbroke Grove Junction in West London and ploughed headfirst into an FGW train from Cheltenham; the combined speed of the two trains was 130mph, and 31 people were killed, with 520 more injured.

Trains

Virgin Trains: The average Virgin train was 8 years old in 2011. The majority of its trains are electric Alstom Pendolinos, built between 2001 and 2004, with a second set delivered between 2009 and 2012. They can run up to 140mph, but only travel at 125mph on the West Coast Main Line.

To replace the Pendolino lost in the Grayrigg derailment, Virgin leased a freight train, which was then painted in their colours and referred to as the "Pretendolino" by maintenance staff.

First Great Western: The average FGW train was 29 years old in 2011. On its high-speed route, it runs 54 "Intercity 125" trains, built between 1975 and 1982. Although the fastest diesel trains in the world, the line is stymied by the lack of electrification. When the project to electrify the track is completed, it plans to get new trains, which are currently being developed by the Department of Transport and Hitachi; the first 57 trains, to be delivered in 2017, will cost £2.4bn.

In numbers

Virgin Trains: 2,913 employees, 17 stations, 1,190km of routes.

First Great Western: 4,431 employees, 211 stations, 2090km of routes.

Richard Branson fills a Virgin train with Biodiesel in 2007. Because he can, that's why. Photograph: Getty Images

Alex Hern is a technology reporter for the Guardian. He was formerly staff writer at the New Statesman. You should follow Alex on Twitter.

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Leader: The unresolved Eurozone crisis

The continent that once aspired to be a rival superpower to the US is now a byword for decline, and ethnic nationalism and right-wing populism are thriving.

The eurozone crisis was never resolved. It was merely conveniently forgotten. The vote for Brexit, the terrible war in Syria and Donald Trump’s election as US president all distracted from the single currency’s woes. Yet its contradictions endure, a permanent threat to continental European stability and the future cohesion of the European Union.

The resignation of the Italian prime minister Matteo Renzi, following defeat in a constitutional referendum on 4 December, was the moment at which some believed that Europe would be overwhelmed. Among the champions of the No campaign were the anti-euro Five Star Movement (which has led in some recent opinion polls) and the separatist Lega Nord. Opponents of the EU, such as Nigel Farage, hailed the result as a rejection of the single currency.

An Italian exit, if not unthinkable, is far from inevitable, however. The No campaign comprised not only Eurosceptics but pro-Europeans such as the former prime minister Mario Monti and members of Mr Renzi’s liberal-centrist Democratic Party. Few voters treated the referendum as a judgement on the monetary union.

To achieve withdrawal from the euro, the populist Five Star Movement would need first to form a government (no easy task under Italy’s complex multiparty system), then amend the constitution to allow a public vote on Italy’s membership of the currency. Opinion polls continue to show a majority opposed to the return of the lira.

But Europe faces far more immediate dangers. Italy’s fragile banking system has been imperilled by the referendum result and the accompanying fall in investor confidence. In the absence of state aid, the Banca Monte dei Paschi di Siena, the world’s oldest bank, could soon face ruin. Italy’s national debt stands at 132 per cent of GDP, severely limiting its firepower, and its financial sector has amassed $360bn of bad loans. The risk is of a new financial crisis that spreads across the eurozone.

EU leaders’ record to date does not encourage optimism. Seven years after the Greek crisis began, the German government is continuing to advocate the failed path of austerity. On 4 December, Germany’s finance minister, Wolfgang Schäuble, declared that Greece must choose between unpopular “structural reforms” (a euphemism for austerity) or withdrawal from the euro. He insisted that debt relief “would not help” the immiserated country.

Yet the argument that austerity is unsustainable is now heard far beyond the Syriza government. The International Monetary Fund is among those that have demanded “unconditional” debt relief. Under the current bailout terms, Greece’s interest payments on its debt (roughly €330bn) will continually rise, consuming 60 per cent of its budget by 2060. The IMF has rightly proposed an extended repayment period and a fixed interest rate of 1.5 per cent. Faced with German intransigence, it is refusing to provide further funding.

Ever since the European Central Bank president, Mario Draghi, declared in 2012 that he was prepared to do “whatever it takes” to preserve the single currency, EU member states have relied on monetary policy to contain the crisis. This complacent approach could unravel. From the euro’s inception, economists have warned of the dangers of a monetary union that is unmatched by fiscal and political union. The UK, partly for these reasons, wisely rejected membership, but other states have been condemned to stagnation. As Felix Martin writes on page 15, “Italy today is worse off than it was not just in 2007, but in 1997. National output per head has stagnated for 20 years – an astonishing . . . statistic.”

Germany’s refusal to support demand (having benefited from a fixed exchange rate) undermined the principles of European solidarity and shared prosperity. German unemployment has fallen to 4.1 per cent, the lowest level since 1981, but joblessness is at 23.4 per cent in Greece, 19 per cent in Spain and 11.6 per cent in Italy. The youngest have suffered most. Youth unemployment is 46.5 per cent in Greece, 42.6 per cent in Spain and 36.4 per cent in Italy. No social model should tolerate such waste.

“If the euro fails, then Europe fails,” the German chancellor, Angela Merkel, has often asserted. Yet it does not follow that Europe will succeed if the euro survives. The continent that once aspired to be a rival superpower to the US is now a byword for decline, and ethnic nationalism and right-wing populism are thriving. In these circumstances, the surprise has been not voters’ intemperance, but their patience.

This article first appeared in the 08 December 2016 issue of the New Statesman, Brexit to Trump