The report includes comments on his financial audits of NSW Government transport, planning and industry agencies for 2009-10. A key recommendation from the report is that the New South Wales Government identify lessons learnt from the metro experience and ensure that future decision processes are developed to ensure the State never again expends such a large amount of scarce transport funding dollars and valuable time on a project that does not proceed.

The report includes comments on NSW Treasury and agencies in the finance and superannuation sectors. The New South Wales public sector superannuation funds’ investments were $42.2 billion at 30 June 2010, up from $38.5 billion in 2009. Investment returns reached 14.5 per cent in 2009-10. This is a significant improvement on the investment returns of up to negative 18.4 per cent at the peak of the global financial crisis in 2008.
 

The 2004 Review of Bus Services in NSW always envisaged that there would be a transition period as the new bus contracts were introduced. NSWTI has developed and implemented the new arrangements, and pursued a range of new initiatives including the network improvement program, strategic corridors and uniform bus fares and concessions. The new contracts provided for a performance management regime to hold operators accountable. But this is still being developed four years after the bus contracts came into effect and it remains unproven as a basis for ensuring value for money from the contracts - each of which guarantees monopoly rights to the operators.

Parliamentary reference - Report number #198 - released 10 March 2010

Overall, speed cameras change driver behaviour and improve road safety. Fixed speed cameras reduce crashes and speeding. While the overall impact of speed cameras has been positive, 38 of the 141 fixed speed cameras need to be closely examined as they appear to have no significant road safety benefit. Other road safety measures may be needed for these sites.

Parliamentary reference - Report number #197 - released 10 March 2010

The Roads and Traffic Authority (RTA) has improved the overall surface condition of State Roads in the last decade. Country road surfaces are now generally much better. Ride quality has improved and cracking has been reduced. The RTA has also achieved a substantial reduction in the number of structurally deficient bridges over the same period. 

Despite a significant increase in the State’s contribution to maintenance since 1999-2000, the RTA has deferred road rebuilding projects. The RTA is rebuilding at less than half its long term target, and has not met this target at any time this decade. The RTA has not identified how it will address deferred rebuilding, although it advises it is developing a new road network management plan which will address this.

Parliamentary reference - Report number #157 - released 16 August 2006

In our opinion the Government’s ‘no net cost to government’ requirement was a legitimate (but not the only possible) basis for the tunnel bid process. The Government was entitled to decide that tunnel users meet the tunnel costs. Structuring the bid process on the basis of an upfront reimbursement of costs incurred (or to be incurred) by the Roads and Traffic Authority (RTA) was therefore appropriate.

In our opinion, however, the Government, Treasury and the RTA did not sufficiently consider the implications of an upfront payment involving more than simple project cost reimbursement (i.e. the ‘Business Consideration Fee’ component). In addition, the RTA was wrong to change the toll escalation factor late in 2002 to compensate the tunnel operator, Cross City Motorway Pty Ltd, for additional costs.

Parliamentary reference - Report number #152 - released 31 May 2006

The overall level of fare evasion is now lower, and the revenue forgone much less, than in 2000. The estimation of fare evasion, detection of fare evasion and management of fare compliance by RailCorp, State Transit and Sydney Ferries has improved, although Sydney Ferries needs to improve further.

However, only one in four fines for fare evasion are paid within 12 months. This is worse than in 2000. And the number of frequent fare evaders has almost trebled. State Debt Recovery Office and the transport agencies need to develop new and improved strategies to reduce the level of fine default and to better manage frequent fare evaders.

Parliamentary reference - Report number #150 - released 26 April 2006

In the cases we examined, we found that agencies working together can improve services or results. However, the changes were not always as great as anticipated or had not reached maximum potential. Establishing the right governance framework and accountability requirements between partners at the start of the project is critical to success. And joint responsibility requires new funding and reporting arrangements to be developed.

Parliamentary reference - Report number #149 - released 22 March 2006

In our opinion there are inadequacies in the current arrangements for detecting unauthorised driving. For example better information is needed on the extent of unlicensed driving. This may require giving the NSW Police power to conduct random licence and registration checks. In addition, there are technological and legal constraints to the efficient and effective detection of unauthorised driving.

Parliamentary reference - Report number #115 - released 4 September 2003

Freedom of Information (FOI) Coordinators and their staff were supportive of the legislation. However, the agencies examined can do considerably more to fully achieve the intentions of the Act. On the positive side, all three agencies had processes in place to handle requests and had made a number of changes to improve the effectiveness of the FOI process. Fees and charges had also been kept to a minimum. No processing fees were requested in the majority of cases, and if charged, were not unreasonable.

Parliamentary reference - Report number #114 - released 28 August 2003