Er ein bod yn cydnabod yn llwyr bod y methiant hwn yn seilwaith y rheilffyrdd wedi bod yn andwyol iawn ac wedi amharu’n fawr iawn ar drefniadau teithio, ystyrir bod yr ymateb dilynol a’r broses o adfer y gwasanaeth wedi bod yn effeithiol ar y cyfan. Yn nodweddiadol, byddai digwyddiad o’r maint hwn wedi cael effaith ar yr holl drenau weddill y dydd, ond yn yr achos hwn, cyn gynted ag yr adferwyd y signalau aeth y trenau’n ôl i lefel resymol o brydlondeb. Llwyddwyd i gyflawni hyn drwy ddefnyddio dulliau rheoli rhagweithiol wrth adfer y gwasanaethau. Erbyn canol dydd, roedd yr oedi gweddilliol yn y system wedi lleihau’n sylweddol ac erbyn canol y prynhawn roedd prydlondeb y trenau, yn ôl y Mesuriad Perfformiad Cyhoeddus (PPM), wedi dychwelyd i’w lefel arferol. Serch hynny, cafwyd 5,000 munud o oedi o ganlyniad i’r digwyddiad hwn, a bu’n rhaid gohirio 223 trên yn llwyr neu’n rhannol.
While it is fully acknowledged that this was a hugely damaging and disruptive failure of the railway infrastructure, the subsequent response and service recovery is considered to have been largely effective. Typically, an incident of this magnitude will have significant knock-on effects throughout the rest of the day. In this instance, as soon as full signalling was restored, the industry was quick to recover to a reasonable level of punctuality. This was achieved by pro-active management of the reinstatement of services. By midday the amount of residual delay in the system had reduced significantly and by mid afternoon the punctuality, as measured by PPM, had returned to normal levels. In total, however, this incident caused 5,000 minutes of train delay and resulted in 223 full or part train cancellations.