Audited Key Performance Indicators
To make its contribution to the Government's goal, ‘To enhance the quality of life and wellbeing of all people throughout Western Australia’, the PTA has adopted two outcomes:
- Accessible, reliable and safe public transport system
- Protection of the long-term functionality of the rail corridor and railway infrastructure
It aims to achieve the first of these outcomes through the:
- Metropolitan and Regional Passenger Services - these include
- Perth Metropolitan Train, Bus and Ferry Services of Transperth; and
- Regional Town Bus Services;
- Country Passenger Rail and Road Coach Services of Transwa; and
- Regional School Bus Services
The indicators of success in achieving this outcome and running these services are based on the use of public transport, accessibility, reliability, customer satisfaction, safety and cost efficiency.
The PTA aims to achieve the second outcome - protection of the long-term functionality of the freight rail corridor and railway infrastructure - through its quality management of the rail corridor and residual issues for the rail freight operations which were leased to private sector operators in 2000.
Links to the Government Strategic Goal
The links to the Government Strategic Goal are presented in the table below:
|
Government Strategic Goal |
PTA Outcomes |
Services |
|---|---|---|
|
To enhance the quality of life and wellbeing of all people throughout Western Australia. |
Accessible, reliable and safe public transport system |
1. Metropolitan and regional passenger services |
|
2. Country passenger rail and road coach services |
||
|
3. Regional school bus services |
||
|
Protection of the long term functionality of the rail corridor and railway infrastructure |
4. Rail corridor and residual freight issues management |
Measuring performance
Outcome 1: Accessible, reliable and safe public transport system
EFFECTIVENESS INDICATORS
The PTA’s effectiveness in providing an accessible, reliable and safe public transport system is measured using the following key effectiveness indicators for:
- Use of public transport
- Accessible public transport
- Service reliability
- Level of overall customer satisfaction
- Customer perception of safety
- Level of notifiable safety incidents.
1. Use of Public Transport
The use of public transport is measured by comparing the annual number of passengers carried with the number of service kilometres. Service kilometres are kilometres operated on scheduled passenger services and exclude “non-productive running” i.e. travelling to or from the depot to commence a service trip or re-positioning to commence another service trip.
The measure indicates the extent to which services provided, as represented by the number of kilometres operated, are being utilised. An increasing trend in the indicator will generally signify that patronage is rising at a rate greater than the rate of increase in service kilometres operated and represents an improvement in effectiveness as well as an increase in the use of public transport.
This effectiveness indicator is applied to each mode of public transport. The indicator is based on total boardings on Transperth services and includes fare-paying boardings plus free travel and transfers. Transfers are boardings which occur either between services within the same mode or between modes during the specified ticket transfer time.
Transperth Bus Services
In 2008/09 boardings per service kilometre on bus services were 4.8% above target and 9.6% higher than in 2007/08. The target was based on 69.56 million boardings and 51.5 million service kilometres. Total boardings reached 73.550 million in 2008/09 compared to 65.694 million in 2007/08, an increase of 12.0% above 2007/08, and 5.7% above the target. Service kilometres also increased in 2008/09, by 2.1%, to 51.997 million from 50.923 million in 2007/08, and exceeded the target by 1.0%.
Transperth Train Services
Boardings per service kilometre on train were 14.2% above target and 7.3% higher than in 2007/08. The target was based on 48.56 million boardings and 14.70 million service kilometres. Transperth Trains achieved a very high rate of growth in patronage in 2008/09 reaching 54.750 million (when the Mandurah Line was in operation for a full year) from 42.636 million in 2007/08 (with six months of Mandurah Line operations), an increase of 28.4%, and 12.7% above target. Service kilometres increased by 19.7% to 14.531 million from 12.138 million in 2007/08 but were lower than the 2008/09 target by 1.1%.
Regional Town Bus Services
In order to provide a more meaningful result in reporting the performance of regional town bus services, the effectiveness indicator for passengers per service kilometre has been separated into intra-town and inter-town components.
Intra-town services operate within rural town boundaries, while inter-town services run between regional centres.
(a) Intra-Town Services
The result for 2008/09 includes estimates for the Geraldton city service for the period from December 2008 to March 2009. In December of 2008, the old Ticketlink machines were removed in Geraldton and replaced with the SmartRider system. During this four month period SmartRider was phased in and the use of multirider tickets phased out. As it was not possible to run two ticketing systems at the same time, it should be noted that the Geraldton figures from December 2008 to March 2009 include the actual passengers recorded by the SmartRider system plus the operator’s estimate of the multirider trips for the period. The operator’s patronage estimates are considered to be reliable.
(b) Inter-Town Services
The target has been exceeded due to the additional passenger numbers generated as a result of the expansion of the Point Samson, Wickham, Roebourne, Karratha and Dampier service on a trial basis.
Transperth Ferry Services
Boardings per service kilometre on ferry recorded an increase of 2.8% over the target and were 4.6% higher than in 2007/08. The target was based on 470,000 boardings and 34,500 service kilometres. Total boardings increased to 483,763 in 2008/09 from 463,673 in 2007/08, a 4.3% increase and exceeded the target by 2.9%. Ferry service kilometres were on target.
Transwa Rail Services
Due to lower boardings, passengers per service kilometre in 2008/09 decreased by 11% against 2007/08 and were 3% lower than target. Major track works on the South West rail line necessitated replacement of morning Australind services with coaches. While service kilometres decreased, the proportionally higher fall in patronage led to a lower result.
Transwa Road Coach Services
The 2008/09 result was slightly below target and 2007/08. Due to road coach replacement for the Australind, service kilometres for road coaches increased.
2. Accessible Public Transport
Accessibility to public transport, in terms of service coverage, is measured as the proportion of Property Street Addresses (PSA) within the Perth Public Transport Area (PPTA) which are within 500 metres of a Transperth stop providing an acceptable level of service. The PPTA defines the core operational areas for Transperth services.
“Acceptable service level” (ASL) is defined as an hourly service during the day with at least three trips per hour (i.e. at 20-minute intervals) in the peak flow direction in the morning and/or afternoon peaks, excluding dedicated school bus services.
The indicator uses PSA data from Landgate and service information and stop location data from the Transperth Route Information System (TRIS).
The measure demonstrates the extent to which the PTA meets its accessibility standards in the Perth metropolitan area.
The proportion of PSA that were within walking distance (500 metres) of a Transperth stop providing an acceptable service level increased from 78.3% in 2007/08 to 81.1% in 2008/09, an increase of 3.6% and represents an 8.1% increase over the target. The 2008/09 result indicates that a very high proportion of PSA in Perth now have ready access to an acceptable level of public transport services.
3. Service Reliability
According to an independent survey which measured customer satisfaction, service reliability is regarded as one of the most significant characteristics of a quality service. Service reliability is essentially a combination of two main factors, punctuality and consistency.
Services are considered to be punctual if they arrive within a defined period of time after the scheduled arrival time. This parameter is referred to as ‘on-time arrival’ and is shown in the table for each operation.
|
Operation |
‘On time arrival’ parameter |
|---|---|
|
Metropolitan and Regional Passenger Services |
|
|
Transperth Trains |
4 minutes* |
|
Transperth Buses |
4 minutes |
|
Transperth Ferries |
3 minutes |
|
Country Passenger Rail and Road Coach Services |
|
|
Transwa Rail |
|
|
Prospector |
15 minutes |
|
Australind |
10 minutes |
|
AvonLink |
10 minutes |
|
MerredinLink |
10 minutes |
|
Road Coaches |
10 minutes |
|
Regional School Bus Services |
|
|
Drop off no less than 10 minutes before school starts and pick up within 10 minutes of school ending |
|
*The ‘on-time arrival’ parameter for Transperth Train has been changed to less than four minutes in 2007/08 as against less than three minutes in 2006/07 and the previous years due to changes to methodology and to ensure consistency across Transperth operations and other Australian rail operators.
The ‘on-time arrival’ measure demonstrates the extent to which the PTA meets its service reliability standards.
Transperth Train Services
The 2008/09 result was slightly (0.3%) below target. When compared to 2007/08 there has been a significant improvement (4.91%) to 94.72% this year due to a reduction in electrical and operations faults.
Transperth Bus Services
Following the poor on-time performance in 2007/08, bus reliability recorded a significant improvement in 2008/09 with the result being only marginally (0.5%) below target. The improved performance was helped by the completion of Mandurah Line works which eased general congestion as well as works-related congestion and helped to avoid delays. Additionally, a significant number of bus services in the Canning, Fremantle-Cockburn and Rockingham-Mandurah contract areas have now become feeder services to train stations and operate in suburban areas rather than a CBD-centric routes, again reducing the congestion impact.
Transperth Ferry Services
The high level of reliability of the ferry service continued to be maintained. In 2008/09, two trips were late out of the 124 trips checked during the year.
Transwa Rail Services
Indicators of the ‘on-time arrival’ performance for Transwa rail services are reported separately for each service.
a. Prospector
The on-time performance for 2008/09 was slightly below target as a result of disruptions in services due to track works, mechanical failure and crossings.
b. Australind
The on-time performance for 2008/09 was above target. A lower target for 2008/09 was set ahead of the planned resleepering and other track works on the Perth to Bunbury railway. Resleepering was completed in May 2009, since then, the on-time performance has improved significantly.
c. AvonLink
The on-time performance of the AvonLink continued at high levels in 2008/09.
d. MerredinLink
The 2008/09 result was below target as a result of delays caused by late running of the Prospector services.
Transwa Road Coach Services
The 2008/09 result was in line with target, and consistent with the performance in previous years.
Regional School Bus Services
This effectiveness indicator measures school bus timetable reliability for rural mainstream services and Special Education School buses operating in the metropolitan area. The on-time arrival parameter is to arrive at school no less than 10 minutes before school starts and departing within 10 minutes of school ending.
The 2008/09 result indicates that on-time arrivals are within the target range. In 2008/09, 1,030 Mainstream and Education Support school bus services were monitored for on time running of which 1,001 were within the time standard. This effectiveness indicator is calculated using a random sample which ties in with the School Bus Service inspection program.
The table shows four year performance to 30 June 2009:
|
Year |
Number of observations for compliance with ‘on-time’ arrival |
Observations that were compliant |
|---|---|---|
|
2005/06 |
1,188 |
1,156 |
|
2006/07 |
1,086 |
1,048 |
|
2007/08 |
1,046 |
1,022 |
|
2008/09 |
1,030 |
1,001 |
The sample error rate of 3.05% is within the + or - 5%, acceptable tolerance level.
4. Level of Overall Customer Satisfaction
The proportion of patrons who expressed overall satisfaction with their public transport service level measures the public perception of the organisation’s performance in providing a high-quality and attractive public transport service.
The measure for Transperth services is derived from an extensive annual survey conducted by independent pollsters. The survey, known as the ‘Passenger Satisfaction Monitor’ (PSM), provides an objective, unbiased view over time of patrons’ overall satisfaction with the system, e.g. safety, on-time running, courtesy of staff, service frequency and station amenities. The information is used by Transperth to develop strategies for improving service performance and infrastructure.
The pollsters interview a large sample of passengers in lengthy face-to-face surveys. Interviewers are assigned to various services and transit station locations over a four week period covering the working week and weekend. This is the most comprehensive public transport survey of passengers in Australia.
Transperth Train Services
For the rail PSM, a total of 1000 rail patrons were surveyed. The overall sample comprised of:
- Adults aged 18 years or over resident within the Perth Metropolitan area;
- Current users of Transperth train services (excluding school students); and
- Patrons who travel on trains at least once per fortnight.
The sample error estimates were within + or - 5% at the 95% confidence level.
The results for 2008/09 showed a decrease in overall satisfaction from 90% to 89% as compared to 2007/08, with very high levels of satisfaction recorded on the Mandurah Line (98%). The target of 92% was not achieved due to passenger concerns about safety on and around trains at night, overcrowded trains and issues relating to fare costs.
The expressed levels of dissatisfaction remained relatively low with the main reasons related mostly to safety at night, fares, connecting services and Park & Ride facilities.
Transperth Bus Services
For the Transperth bus PSM, a total of 3,050 bus patrons were surveyed. The overall sample comprised of:
- Adults aged 18 years or over resident within the Perth Bus Contract region;
- Current users of Transperth bus services (excluding school students); and
- Patrons who travel on bus at least once per fortnight.
The sample error estimates were within + or - 5% at the 95% confidence level.
The 2009 PSM showed that customer satisfaction with the overall level of service on Transperth bus services was 83%, a 6.4% improvement over 2007/08 and 1.2% above target.
The satisfaction rating for punctuality, cleanliness on board, availability of seats increased compared to 2007/08, while satisfaction declined in respect of the cost of fares and shelter at the bus stop. The level of dissatisfaction was particularly high (45%) in regard to the number of buses on weekends.
Transperth Ferry Services
For the ferry PSM, a total of 200 ferry patrons were surveyed. The overall sample comprised of:
- Adults aged 18 years or over resident within the Perth Metropolitan area; and
- Patrons who were users of Transperth ferry services and used it more than once a fortnight for Perth residents and whilst visiting for non-resident visitors to Perth. School students were excluded from the sample.
The sample error estimates were within + or - 5% at the 95% confidence level.
Customer satisfaction with the overall level of service on Transperth ferry services was on target at 96% but was marginally (1%) below 2007/08.
Ferry users recorded high levels of satisfaction for all service characteristics. However there was a significant level of dissatisfaction (18%) with shelter at the jetty.
Transwa Train and Road Coach Services
An independent passenger satisfaction survey is undertaken annually for each service: Australind, Prospector, AvonLink, MerredinLink and Road Coaches.
In 2008/09, a total of 857 country services patrons were surveyed via a self-completion questionnaire.
The sample error estimates were within + or - 3 to 5% at the 95% confidence level.
In 2008/09, overall satisfaction with country passenger services increased markedly to 92%, compared to 88% in 2007/08, with 46% of passengers indicating they were very satisfied and 46% satisfied.
5. Customer Perception of Safety
Safety perceptions are an important factor in the public deciding whether to use public transport. The PTA is continuing to invest capital funds in security-related infrastructure and has increased its security staff to ensure that customers can see the tangible measures being taken to increase their safety.
Customer perceptions of safety are measured through data gathered in the Passenger Satisfaction Monitor (PSM) which distinguishes between on-train and on-bus and at stations, at night and during the day for the Transperth train and bus services.
Transperth Train Services
The results for 2008/09 showed that the daytime passenger perception of safety at stations and on-board trains remained very high at 97% and 98% respectively and the results were close to targets. The customers’ perception of safety had remained constant with the previous years.
The stations and on-board trains at night time results for the 2008/09 PSM were slightly higher than target but lower than the results in 2007/08.
Transperth Bus Services
In 2008/09 the proportion of bus passengers who always or usually felt safe at bus stations/interchanges in daytime recorded an improvement of 3% from 94% in 2007/08 to 97% in 2008/09, and exceeded the target by 2%.
The proportion of bus passengers who always or usually felt safe on-board buses in daytime which has consistently been very high remained unchanged at 98% in 2008/09, although the result was marginally (1%) below the target.
In 2008/09, the proportion of bus passengers who always or usually felt safe at bus stations/interchanges at night-time increased at a significant rate, 7.9%, from 63% in 2007/08 to 68% in 2008/09, achieving the target for the year.
The proportion of bus passengers who always or usually felt safe on-board buses at night-time also recorded a significant improvement in 2008/09, by 5.1% to 82% from 78% in 2007/08, but was 1.2% below the target.
6. Level of Notifiable Occurrences Rail Safety
Railway safety incidents are recorded and notified to the Office of Rail Safety. These incidents are termed ‘notifiable occurrences’ and are defined in the Rail Safety Regulations 1999 as Category ‘A’ (serious injury, death, or significant damage) or Category ‘B’ (incidents that may have the potential to cause a serious accident) and Australian Standard “Railway Safety Management” 4292 - 2006. Notifiable occurrences reporting is a legislated requirement under the Rail Safety Act 1998 for the accredited owner and operator of a rail system and therefore form part of the PTA’s safety management system. These arrangements do not cover bus operations.
The performance measure for Category ‘A’ and ‘B’ occurrences is expressed as the number of occurrences per million passenger boardings and per million train kilometres. A low rate of incidents indicates that sound safety procedures and risk management procedures/controls exist and are operating effectively throughout the rail system.
The benchmark values for Category ‘A’ and Category ‘B’ incidents are calculated on the projected estimations of the number of future passenger boardings and train kilometres.
Category ‘A’ incidents per million passenger boardings and per million train kilometres were significantly lower than 2007/08.
There were 9 Category ‘A’ notifiable incidents for the year 2008/09 compared to 20 in 2007/08, with suicides included. However when excluding suicides and attempted suicides, there were only 4 Category ‘A’ notifiable incidents, which was the same in the previous year.
There were 507 Category ‘B’ notifiable incidents for the year 2008/09 compared to 419 in 2007/08. The Category ‘B’ incidents per million passenger boardings were lower and per million train kilometres were slightly higher for 2008/09 compared to 2007/08. This was a direct result of the introduction of the new national reporting requirements of Occurrence Notification Standard (ONS1-WA) from the 1 January 2009 which has expanded the reporting category requirements.
Regional School Bus Services Safety
Accidents attributable to all causes are notified to the School Bus Team Leader Vehicle Inspector in the PTA. The performance measure is expressed as the number of notifiable occurrences (accidents) reported during the school year. A low number in occurrences of incidents indicates that sound safety procedures and controls exist and are being adhered to throughout the regional school bus fleet.
Overall, there were 14 ‘on-road’ school bus accidents in 2008/09, comprising of 6 major and 8 minor accidents. Approximately 64% of the accident cases occurred through no fault of the school bus driver. No fatalities were recorded.
As part of an ongoing campaign to educate school bus contractors and drivers about the relative risks associated with accidents, measures such as the implementation of the Safety Management plan for each school bus service are an effective means of improving and maintaining safety standards. This action is expected to assist in reducing the number of Notifiable occurrences.
EFFICIENCY INDICATORS
The PTA’s effectiveness in providing a cost efficient public transport system is measured using the following key efficiency indicators:
- Average cost per passenger kilometre
- Average cost per 1,000 place kilometres
- Total Passenger place kilometres (millions)
Note: Due to the abolition of the Capital User Charge (CUC) in 2007/08, the costs for calculating the efficiency indicators in 2007/08 exclude CUC compared to the previous years (where CUC was included) 2005/06 to 2006/07. Where the CUC amounts are material, a comparison graph excluding CUC for the previous two years is provided.
1. Average Cost per Passenger Kilometre
This indicator measures the cost efficiency of providing passenger services, expressed as the cost of carrying one passenger over one kilometre.
Transperth
Passenger kilometres are calculated by multiplying the number of boardings by the average trip length. Until 2007/08, average trip lengths for bus and train were estimated using the zonal distribution of fare-paying boardings. The 2008/09 average cost targets for bus and train were based on passenger kilometres calculated on this method. However, the zonal distribution of journeys provided only a rough estimate of average trip length because the previous ticketing system did not identify start and finish details for journeys. It also did not report on transfers and therefore understated passenger kilometres. During 2008/09, Transperth began using SmartRider tag-on/tag-off data, which records the average trip length for SmartRider users on bus and train, to calculate SmartRider passenger kilometres on each mode. The same average trip length was applied to cash fare-paying passengers on bus and train to calculate passenger kilometres for cash passengers. The average trip length on ferry is the distance across the river which is 1.38 kilometres.
The indicator measures the cost efficiency of the services, i.e. the trend in the cost of carrying one passenger over one kilometre. A declining trend indicates that the resources used to provide the services are being utilised in a cost efficient manner.
Transperth Train Services
In calculating train efficiency indicators for 2008/09, operating expenses mainly related to rail related transfers of assets to local government have been included as part of Transperth Train Services total costs. However, these expenses had not been included in 2007/08. For comparison purposes the 2007/08 result has been restated to reflect the inclusion of rail related transfers of assets to local government in 2007/08 following the commissioning of New Metro Rail.
Note: Due to the abolition of the Capital User Charge (CUC) in 2007/08, the costs for calculating the indicator in 2007/08 and 2008/09 exclude CUC compared to the previous years 2005/06 to 2006/07 where CUC was included.
Note: For comparison purposes, CUC has been excluded from the previous years 2005/06 to 2006/07.
In 2008/09, the average total cost per passenger kilometre on train was 41.3% less than in 2007/08 (based on the restated 2007/08 indicator) and 34.2% below the target. The target was based on 427 million passenger kilometres and budgeted total costs (April 2008) of $307.8 million. Train total costs increased from $296.026 million in 2007/08 to $363.732 million in 2008/09 (22.9%), reflecting the impact on costs of the full year operation of the Mandurah Line and the 19.7% increase in service kilometres. Passenger kilometres more than doubled from 366.639 million in 2007/08 to 767.626 million in 2008/09 (109.4%), due to higher patronage generally and particularly on the Mandurah Line combined with a more accurate average trip length, based on SmartRider data, being used for the calculation. Actual costs and passenger kilometre on which the 2008/09 out-turn was based were 18.2% and 79.8% higher than the estimate used for the target.
Transperth Bus Services
Note: Due to the abolition of the Capital User Charge (CUC) in 2007/08, the costs for calculating the indicator in 2007/08 and 2008/09 exclude CUC compared to the previous years 2005/06 to 2006/07 where CUC was included.
Note: For comparison purposes, CUC has been excluded from the previous years 2005/06 to 2006/07.
In 2008/09, average total cost per passenger kilometre on bus was 17.0% less than in 2007/08 and 17.6% below target. The target was based on 390 million passenger kilometres and budgeted total costs (April 2008) of $296.6 million. Bus total costs increased from $272.315 million in 2007/08 to $303.532 million in 2008/09 (11.5%), reflecting the additional operating costs associated with the introduction of feeder services to Mandurah Line stations, increase of fuel costs and an increase in driver wages. Passenger kilometres recorded a 34.2% increase, from 361.033 million to 484.640 million, due to a more accurate average trip length, based on SmartRider data, being used for the calculation. Actual total costs and passenger kilometres on which the 2008/09 result was based were 2.3% and 24.3% higher than the estimates used for the target.
Transperth Ferry Services
Note: Due to the abolition of the Capital User Charge (CUC) in 2007/08, the costs for calculating the indicator in 2007/08 and 2008/09 exclude CUC compared to the previous years 2005/06 to 2006/07 where CUC was included.
In 2008/09, the average total cost per passenger kilometre on ferry was 31.3% less than in 2007/08 and 36.4% below the target. The target was based on 528,000 passenger kilometre and budgeted total costs (April 2008) of $773,000, which included $176,000 for depreciation. Ferry total costs fell from $773,000 in 2007/08 to $621,818 in 2008/09, by 19.6% while passenger kilometres increased from 569,898 in 2007/08 to 667,593 in 2008/09, by 17.1%. As the existing ferry had been fully depreciated in 2007/08, total costs in 2008/09 did not include depreciation. If the target had not included an estimate for depreciation, the target would have been set at $1.13 per passenger kilometre. Passenger kilometres recorded a substantial increase in 2008/09 because previously transfers had not been included in the calculation. The 2008/09 result was based on actual costs which were 19.6% less and passenger kilometres which were 26.4% more than the estimates used for the target.
Transwa Rail Services
Note: Due to the abolition of the Capital User Charge (CUC) in 2007/08, the costs for calculating the indicator in 2007/08 and 2008/09 exclude CUC compared to the previous years 2005/06 to 2006/07 where CUC was included.
Note: For comparison purposes, CUC has been excluded from the previous years 2005/06 to 2006/07.
The 2008/09 result was 6.1% lower than 2007/08 and 8.9% above the target for the year. The cost per passenger kilometre was higher in 2008/09 due to increased maintenance costs of $1.141 million and declining passenger numbers on rail services. The cost per passenger kilometre was lower compared to 2007/08 as the Australind depreciation was reduced to nil from $2.8 million last year.
Transwa Road Coach Services
Note: Due to the abolition of the Capital User Charge (CUC) in 2007/08, the costs for calculating the indicator in 2007/08 and 2008/09 exclude CUC compared to the previous years 2005/06 to 2006/07 where CUC was included.
Note: For comparison purposes, CUC has been excluded from the previous years 2005/06 to 2006/07.
The average cost per passenger kilometre in 2008/09 was higher than both the target for the year and the 2007/08 result due to increased maintenance ($1.51 million). The patronage was marginally higher in 2008/09 (227,033), compared to 224,985 in 2007/08.
2. Average Cost per 1000 Place Kilometres
Note: This efficiency indicator was not audited in the previous years 2005/06 to 2006/07.
This indicator measures the cost efficiency of providing the service per 1000 place kilometres and it is calculated for each mode by dividing total cost by place kilometres and multiplying by 1,000. Place kilometres are calculated by multiplying the average fleet capacity by the service kilometres.
Transperth Train Services
In calculating train efficiency indicators for 2008/09, operating expenses mainly related to rail related transfers of assets to local government have been included as part of Transperth Train Services total costs. However, these expenses had not been included in 2007/08. For comparison purposes the 2007/08 result has been restated to reflect the inclusion of rail related transfers of assets to local government in 2007/08 following the commissioning of New Metro Rail.
Note: Due to the abolition of the Capital User Charge (CUC) in 2007/08, the costs for calculating the indicator in 2007/08 and 2008/09 exclude CUC compared to the previous years 2005/06 to 2006/07 where CUC was included.
Note: For comparison purposes, CUC has been excluded from the previous years 2005/06 to 2006/07.
In 2008/09, the total cost per 1000 passenger place kilometres on train was 0.2% higher than in 2007/08 (based on the restated 2007/08 indicator) and 18.7% above target. The target was based on 5,669.7 million passenger place kilometres and budgeted total costs of $307.8 million. Train total costs increased from $296.026 million in 2007/08 to $363.732 million in 2008/09 (22.9%), reflecting the full-year impact of the Mandurah Line, while passenger place kilometres recorded an increase of 22.6% from 4,600.8 million in 2007/08 to 5,641.3 million in 2008/09. Actual costs were 18.2% higher than the estimate used for the target, mainly due to depreciation expense following revaluation of assets and increased electricity and labour costs, while passenger place kilometres were 0.5% below the estimate.
Transperth Bus Services
Note: Due to the abolition of the Capital User Charge (CUC) in 2007/08, the costs for calculating the indicator in 2007/08 and 2008/09 exclude CUC compared to the previous years 2005/06 to 2006/07 where CUC was included.
Note: For comparison purposes, CUC has been excluded from the previous years 2005/06 to 2006/07.
In 2008/09, the total cost per 1000 passenger place kilometres on bus services was 9.9% higher than in 2007/08 and 2.0% above target. The target was based on 3,677.1 million passenger place kilometres and budgeted total cost of $296.6 million. Bus total costs increased from $272.315 million in 2007/08 to $303.532 million in 2008/09 (11.5%), reflecting the increase in driver wages and the full-year impact of feeder services to the Mandurah Line, while passenger place kilometres increased at a relatively low rate from 3,637.6 million in 2007/08 to 3,690.9 million in 2008/09 (1.5%). Actual costs were 2.3% higher than the estimate used for the target while passenger place kilometres were just 0.4% more than the target.
Transperth Ferry Services
Note: Due to the abolition of the Capital User Charge (CUC) in 2007/08, the costs for calculating the indicator in 2007/08 and 2008/09 exclude CUC compared to the previous years 2005/06 to 2006/07 where CUC was included.
In 2008/09, total cost per 1000 passenger place kilometre on ferry was 19.3% less than in 2007/08 and 19.6% below target. The target for the year was based on 4.857 million passenger place kilometres and budgeted total costs (April 2008) of $773,000 which included $176,000 for depreciation. Total costs fell from $773,000 in 2007/08 to $621,818 in 2008/09 (19.6%), as capital charges were excluded because the existing ferries had been fully depreciated. As passenger place kilometre were only marginally (0.1%) less than the estimate, ferry total cost per 1000 passenger place kilometres was significantly below the target cost. If the target had not included an estimate for depreciation, the target would have been set at $122.91 per 1000 place kilometres.
Regional Bus Services
a. Intra-Town Services
Note: Due to the abolition of the Capital User Charge (CUC) in 2007/08, the costs for calculating the indicator in 2007/08 and 2008/09 exclude CUC compared to the previous years 2005/06 to 2006/07 where CUC was included.
The 2008/09 result was higher than target as a result of the following:
- Expenses involved in the winding up of the Eastern Goldfields Transport Board in Kalgoorlie and the transfer of its public transport operations to the PTA.
- The higher than expected increase in drivers’ wages for regional intra-town services under regional town bus contracts. The movement in drivers’ wages is tied to the wage movement under the school bus CRM contract; a wage increase of 3.5% was expected and provided for in the 2008/09. However, the actual wage cost increase was 10.5%.
- The expenses involved in replacing the Geraldton contractor’s privately owned bus fleet with Transperth vehicles as a preliminary step before the tendering of the service later in 2009. The additional costs related to refurbishment of Transperth buses transported to Geraldton during the year.
b. Inter-Town Services
Note: Due to the abolition of the Capital User Charge (CUC) in 2007/08, the costs for calculating the indicator in 2007/08 and 2008/09 exclude CUC compared to the previous years 2005/06 to 2006/07 where CUC was included.
The 2008/09 target has been exceeded due to the additional costs associated with the expansion of the Point Samson, Wickham, Roebourne, Karratha and Dampier service, on a trial basis.
Transwa Rail Services
Note: Due to the abolition of the Capital User Charge (CUC) in 2007/08, the costs for calculating the indicator in 2007/08 and 2008/09 exclude CUC compared to the previous years 2005/06 to 2006/07 where CUC was included.
Note: For comparison purposes, CUC has been excluded from the previous years 2005/06 to 2006/07.
The cost per 1000 place kilometres in 2008/09 rose significantly above target mainly due to the increase of maintenance cost by $1.14 million and a reduction in place kilometres due to:
- the Prospector resuming services in August 2008 (after track works on the Eastern Goldfields Railway line) at lower capacity
- the Australind reducing services (due to track works on the Perth to Bunbury line) but with higher capacity on the remaining services.
The cost per 1000 place kilometres in 2008/09 was 15.8% lower than 2007/08, due to lower cost as the Australind was fully depreciated ($2.8 million in 2007/08).
Transwa Road Coach Services
Note: Due to the abolition of the Capital User Charge (CUC) in 2007/08, the costs for calculating the indicator in 2007/08 and 2008/09 exclude CUC compared to the previous years 2005/06 to 2006/07 where CUC was included.
Note: For comparison purposes, CUC has been excluded from the previous years 2005/06 to 2006/07.
The 2008/09 result was 7.6% above the target for the year due to increased maintenance and labour costs. Total cost per 1000 place kilometres increased (25.8%), compared to 2007/08 mainly due to implementation of the preventative maintenance on road coaches ($1.51 million) and increase in labour cost.
Regional School Bus Services
The cost efficiency measure for school bus services measures the cost of funding student place kilometres provided to meet student requirements.
Note: Due to the abolition of the Capital User Charge (CUC) in 2007/08, the costs for calculating the indicator in 2007/08 and 2008/09 exclude CUC compared to the previous years 2005/06 to 2006/07 where CUC was included.
The 2008/09 result as compared to 2007/08 showed an increase in the cost per 1000 place kilometres, but was lower than the target. The factors which contributed to the increase were a combination of the following:
- continued growth in service levels driven by increase in students patronage and contract kilometres;
- seat belt implementation.
3. Total Passenger Place Kilometre (millions)
Note: This performance indicator was not audited in the previous years 2005/06 to 2006/07.
This efficiency indicator measures the total number of passengers that can be carried for the service kilometres.
It is calculated for each mode of transport by multiplying the average fleet capacity by the service kilometres and this represents the capacity provided on each mode.
Transperth Train Services
Passenger place kilometres recorded significant increases in 2007/08 and 2008/09 with commencement of operations on the Mandurah Line, train passenger place kilometre increased by 22.6% to 5,641.3 million, which was marginally (0.5%) below the target.
Transperth Bus Services
In 2008/09, passenger place kilometres on the bus system increased by 1.5% and exceeded the target by 0.4%.
Transperth Ferry Services
As neither service kilometre nor capacity changed, ferry passenger place kilometres were on target.
Regional Bus Services
a. Intra-Town Services
The 2008/09 result was lower than target as a result of the decrease in service kilometres in Bunbury, Port Hedland and Geraldton due to implemented route changes.
b. Inter-Town Services
The actual figure of 12.7 million passenger place kilometres for inter-town services for 2008/09 includes the impact of the enhancement of the Point Samson, Wickham, Roebourne, Karratha and Dampier service on a trial basis. The Saturday and Sunday services have been supplemented with a bus service on Tuesdays and Thursdays on a trial basis.
Transwa Rail Services
The 2008/09 result for passenger place kilometres was 10.9% below target due to:
- the reduction in Australind rail services arising from track works, 28% less services than 2007/08, partly offset by an increase in passenger places per service (on average 22% more seats per service than 2007/08);
- the Prospector services resuming full operations (17% more services than 2007/08), but offset by a decrease in average places per services, due to train configuration.
The total passenger place kilometres were 6.8% up from 2007/08.
Transwa Road Coach Services
The slight increase in total passenger place kilometres for road coaches in 2008/09 compared to 2007/08 reflected the replacement of Australind train services with road coaches.
Regional School Bus Services
The total number of school student bus service passenger place kilometres is calculated by multiplying the average fleet capacity of the bus by the service kilometres. This indicator measures the total number of students that can be carried for the service kilometres.
An increase in the use of school bus services is measured by comparing the annual number of student bus service place kilometres.
The 2008/09 result showed a 9.4% increase in place kilometres compared to 2007/08.
The factors which contributed to the increase in 2008/09 were a combination of sustained growth in service levels driven by increase in students’ patronage and contracted kilometres.
Outcome 2: Protection of the long-term functionality of the rail corridor and railway infrastructure
EFFECTIVENESS INDICATOR
The most significant issue for this outcome is the management of the long-term lease of the rail freight infrastructure to WestNet Rail Pty Ltd.
WestNet Rail manages and operates the rail freight infrastructure under the terms of the Railway Infrastructure Lease. Under the Lease, WestNet Rail is the “accredited owner’ of the infrastructure as defined in the Rail Safety Act 1998. WestNet Rail’s holding company Australian Railroad Group was acquired during the year by a Babcock and Brown Company. WestNet Rail retains all of its legal responsibilities under the lease agreement.
Under the terms and conditions of the Railway Infrastructure Lease, an independent inspection of the railway infrastructure is carried out every five years. The first independent inspection was completed in June 2005.
The results of this inspection did not indicate any cause for concern and confirmed that the rail corridor and infrastructure was being satisfactorily maintained.
Cost Efficiency
The cost efficiency for the management of the long-term lease of the rail freight infrastructure to WestNet Rail is monitored using the total cost of managing the rail corridor and residual freight issues.
The 2008/09 cost was marginally higher than target. The cost was lower compared to 2007/08 mainly due to the implementation of the Eastern Goldfields Railway project at a cost of $37.1 million in 2007/08.