TT 243: Did the Big Build help the trains run on time?

 

State government ministers, MPs and spokespeople have not been backward in claiming benefits of the Big Build program of major transport projects. 

Removed level crossings, it is often said, could reduce accidents, increase reliability and allow more trains to run. The renewal of old assets, provided the new ones were more reliable, was another potential benefit. The railways would never have got funding to rebuild so many stations so quickly on their own but did so as the rail component of what is substantially a road project. 

Also the Metro Tunnel promised benefits not only for precincts with new rail coverage but also the rest of the network, including added capacity to reduce crowding, enabling higher frequency and improved reliability. 

At Sunday's Webster Street level crossing removal community celebration in Dandenong deputy Premier (and former Transport Minister) Gabrielle Williams said that Big Build projects transformed the Pakenham and Cranbourne lines from being the least to the most reliable on the network. Those lines are particularly relevant as they are now level crossing free and run through the Metro Tunnel. 

Delivery and Punctuality - overall

Because they were cited by the Deputy Premier, they are easy to quantify and numbers are available, let's test some of the state benefits by looking at Metro service delivery and punctuality. I did this by looking at performance data from the reporting website at: https://www.vic.gov.au/public-transport-monthly-performance

I compared the last twelve months (September 2025 to August 2026) with data from twelve years prior (September 2013 to August 2014). That is before the election of the Andrews government and thus its Big Build program. 

Because rail network usage and performance is seasonal I made month for month comparisons to remove this as a potential error. The notable timetable changes in 2025-2026 include: 
* November 30 2025 'Summer Start" that added a limited Metro Tunnel service to the existing timetable
* February 1  2026 "Big Switch" that marked the full commencement of the Metro Tunnel and the Frankston line's return to the City Loop
* August 23 2026 timetable that created the Werribee/ Williamstown/ Sandringham cross-city group and boosted services on all four northern suburbs Metro lines. 

Cancellations and late running are caused by several different factors. Only some are attributable to infrastructure faults and level crossing incidents. But given the scale of level crossing removals done in 12 years it might be possible that the works have contributed to improved performance. 

The first step was to do a 12 month average across all lines. 

Delivery Sept 2013 - Aug 2014 99.0%
Delivery Sept 2025 - Aug 2026 99.0%

Punctuality Sept 2013 - Aug 2014 93.1%
Punctuality Sept 2025 - Aug 2026 94.3%

Delivery (ie proportion of cancellations) was stable. But there was a 1.2% improvement in punctuality. Without further information, such as incident numbers as is collected internally, it is not possible to attribute this to level crossing removals or infrastructure renewal.

However the potential importance of other factors was notable from the Sandringham punctuality improvement of 1.7% since that line has had the least change to infrastructure with no level crossing removals. 

Delivery and Punctuality - by line 

The 0% average change in service delivery between 2014 and 2026 masks big changes on certain lines. The biggest improvers were the Frankston, Sandringham, Cranbourne and Craigieburn lines. The biggest falls in delivery were on the Mernda and oddly (due to the relationship with Cranbourne) Pakenham. (click graph for better view)

As for punctuality, Cranbourne and Pakenham stand out as the big improvers. Not so much due to the Metro Tunnel (which was in full service for only seven of the last twelve months) but because both lines were poor performers in 2014. So much so that your Pakenham or Cranbourne train (88 to 89% on time) was almost twice as likely to be late as the network average (93%) and three to four times more likely to be late than reliable lines like Glen Waverley and Sandringham. That gap had closed to such an extent that both Pakenham and Cranbourne were above the network average, whether pre or post Metro Tunnel. 

Lines associated with the cross-city and northern groups, such as Frankston, Sunbury and Werribee had improvements of around 1%. 

The main rises in tardiness were on the Burnley and Clifton Hill groups, with punctuality down by about 1%. 

What about the Metro Tunnel? 

I tried looking at Metro Tunnel and related performance back in March when we only had February's data. With seven months data it's worth a revisit.  

The last year includes 3 months with no Metro Tunnel service, 2 months with existing timetables plus limited Metro Tunnel service and 7 months with full Metro Tunnel service. Have delivery and punctuality on the affected lines changed before and after the February 1 2026 "Big Switch"? 

Sunbury line

Delivery Sep 2025 - Jan 2026 99.2%

Delivery Feb 2026 - Aug 2026 98.5%

Pakenham line

Delivery Sep 2025 - Jan 2026 98.5%

Delivery Feb 2026 - Aug 2026 98.2%

Cranbourne line

Delivery Sep 2025 - Jan 2026 99.4%

Delivery Feb 2026 - Aug 2026 98.6%

Craigieburn line

Delivery Sep 2025 - Jan 2026 98.8%

Delivery Feb 2026 - Aug 2026 99.2%

Upfield line

Delivery Sep 2025 - Jan 2026 99.4%

Delivery Feb 2026 - Aug 2026 99.4%

The results show that the three Metro Tunnel lines (Sunbury, Pakenham and Cranbourne) had fewer cancellations when their trains ran via the City Loop than when they were joined via the Metro Tunnel. In contrast the Craigieburn and Upfield lines (which remained in the Loop) improved or retained their previous delivery performance. While not noted above, the Frankston and Werribee lines also improved. 

Sunbury line

Punctuality Sep 2025 - Jan 2026 91%

Punctuality Feb 2026 - Aug 2026 93.3%

Pakenham line

Punctuality Sep 2025 - Jan 2026 95.6%

Punctuality Feb 2026 - Aug 2026 93.8% 

Cranbourne line

Punctuality Sep 2025 - Jan 2026 96.2%

Punctuality Feb 2026 - Aug 2026 94.9% 

Craigieburn line

Punctuality Sep 2025 - Jan 2026 90.4%

Punctuality Feb 2026 - Aug 2026 91.4%

Upfield line

Punctuality Sep 2025 - Jan 2026 94.6%

Punctuality Feb 2026 - Aug 2026 95.2%

Sunbury had a significant rise, accentuated by the poor January 2026 (88%) result. Pakenham and Cranbourne had a deterioration. It would seem that the longer the line the more there is to go wrong, and adding 40 kilometres of Sunbury has increased the risk of delays. 

Craigieburn and Upfield recorded improved punctuality. As did Frankston, Werribee and Williamstown. Though it should be noted that until 23 August 2026 the latter two had a stop-gap timetable terminating at Flinders Street until works could be completed to join them to Sandringham to restore the cross-city group. 

It should be noted that all numbers are as reported. These reports exclude planned disruptions due to work. Actual customer experiences will vary as bus replacements due to works are common on some lines, particularly at nights and weekends. The time costs of these disruptions are not evenly borne; there would be some regular weekend or evening travellers for whom almost no subsequent improvement could offset the extra time spent waiting or travelling on replacement buses over many years.  

Cross-city restoration 

For much of the last year Sandringham, Werribee, Williamstown and Laverton trains terminated at Flinders Street to allow for project works in the west. The 23 August timetable connected these to form a cross-city group similar to what ran involving the Frankston line. 

The August performance results included just nine days of this timetable. Thus the new pattern would have affected less than one-third of the month's performance. 

Notwithstanding this limited effect, punctuality for Werribee and Sandringham fell by about 2% between July and August 2026. 

It is too early to say whether this fall is a blip or a problem inherent to through-running a long line similar to described above for Sunbury - East Pakenham/Cranbourne. We'll have a better idea of this later in the year/early next year after sufficient data is available.  

Summary 

On most lines Metro trains are more punctual today than they were 12 years ago. However without further information it is not possible to attribute this improvement to infrastructure works such as level crossing removals or non-infrastructure factors. The Sandringham line example shows that a line can improve performance by more than the network average without large infrastructure works.   

The Metro Tunnel appears to have delivered performance improvements for non-Metro Tunnel lines such as Craigieburn and Upfield. This is due to these lines being isolated from the busy Sunbury line. However it should be noted that both these lines are still operating at half the off-peak frequency envisaged in the Day One timetable of the Metro Tunnel Business Case. 

Lines in the Metro Tunnel, conversely have had (mostly) off-peak frequency boosts but the Cranbourne and Pakenham lines have suffered more cancellations and more delays under the Metro Tunnel than when they ran through the City Loop.

This is a concern since one of the benefits of Automatic Train Control is faster recovery from delays due to its allowance of closer train spacing. Hopefully these systems are still in the refinement so that, together with targeted maintenance and operations culture improvement, they can fully offset the reliability challenges arising from the through running of long lines.

See other Timetable Tuesday items here

UN 248: "A big part of our future": Is Premier Carroll catching on to SmartBuses?

“Smart Bus routes are really important, and you know what I was talking to the Public Transport Minister just this week about what can we do to maybe have more Smart Bus routes where the buses go more direct, they’re taking more passengers and they are really really economically valuable and good value for our taxpayers ..

 .. I think for buses they say that for every dollar invested in buses it’s five dollars return to the Victorian community because they’re cheaper to get going, they use existing road network so yes buses are a big part of our future.”

Hon Ben Carroll MP, 16 June 2026

 

Premier Ben Carroll has stressed the importance of buses for Melbourne's transport future in a wide-ranging video interview on transport matters.

Speaking on June 16 while still deputy premier, Mr Carroll told Shriram from Kiddo Explores that improved buses returned about five dollars of benefits per dollar invested (interview below). 

 

He also revealed that he had asked the then Public and Active Transport Minister (Gabrielle Williams - now Deputy Premier) about more SmartBus routes. 

This is significant since the last SmartBus route was added in 2010 in John Brumby's time, with none under the five premiers since. The nine routes (703, 900, 901, 902, 903, 905, 906, 907, 908), including three orbitals, transformed travel between suburbs, contributing to a large increase in bus usage.  

Melbourne's suburbs added more than a million people since 2010 but, as the Auditor-General recently found, progress on bus network reform against Victoria's Bus Plan was slow. Infrastructure Victoria has also recommended more direct and frequent SmartBus-like routes.

However, despite some recent improvements most of Melbourne's 350 bus routes remain indirect and infrequent, with just 4 operating every 15 minutes or better seven days. 

 

This number is low because, with two exceptions, SmartBus has service every 15 minutes on weekdays but only every 30 minutes on weekends. This contrasts with similar premium routes in Perth and Brisbane which run every 15 minutes or better all week. Instead our SmartBuses are more like the main bus corridors in smaller cities like Adelaide and Canberra, where 30 minute weekend services are common. The Public Transport Users Association has been one of those advocating for more frequent weekend SmartBus and other routes, with their priorities for 2026 here. 

Scope exists to accompany SmartBus upgrades with network reform to reduce costs and add a small number of trips to non-SmartBus routes that are already very close to SmartBus service standards. New SmartBus routes are also justified on both patronage potential and equity grounds. This is particularly so in the west, where not one SmartBus route operates west of Sunshine or Altona versus eight in the east. 

  

A refreshed SmartBus network

A refreshed SmartBus program that upgrades the most amount of routes for the least amount of money while meeting modern travel needs could involve the following components: 

(i) Small upgrades to about 12 existing frequent but non-SmartBus corridors to  meet SmartBus service standards to provide a unified service offer across some of Melbourne's busiest bus routes. very low cost and simple to do for 'quick wins'

(ii) Boosting SmartBus service on weekends from every 30 to every 15-20 minutes. Sunday 9pm - midnight service would also be added to match operating hours to trains. medium cost, relatively simple but highly transformative uplifts on key main road corridors

(iii) Simplifying bus routes on certain multi-route corridors to enable more frequent and even routes that meet SmartBus service standards. less simple but highly cost-effective uplifts on key main road corridors that selectively revive Bus Plan network reform

(iv) New SmartBus corridors mostly comprising upgrades to existing direct routes but also including new corridors to key destinations and as precursors to Airport Rail, Suburban Rail Loop North and Suburban Rail Loop East. higher cost but connects biggest job areas, provides west-east equality and revives the 'social licence' of major projects

(v) Passenger experience upgrades at key SmartBus stops and interchange points including double-length shelters, improved passenger information and distinctive livery buses that people can see out of. low cost high benefits that communicate benefits of the above transformed bus services

 

Priority SmartBuses by area 

West 

- Upgrade these routes to SmartBus standard: 150, 170, 216*, 220*, 223*, 411, 418, 420, 426, 460 and 494/495 

- New SmartBus corridors (a) between Sunshine Station, Keilor East and Melbourne Airport as a precursor to Airport Rail, (b) between Footscray and Highpoint, (c) along Ballarat Rd and (d) Taylors Rd, potentially incorporating some of the above. 

North

- Upgrade these routes or combined corridors to SmartBus standard: 250/251*, 390, 508, 513/514, 541 and 561.  

- Upgraded SmartBus corridors (a) Melbourne Airport - Broadmeadows - Greensborough Doncaster as an SRL North precursor, (b) Coburg - Preston - Northland - Heidelberg and (c) La Trobe University - Heidelberg - Doncaster, potentially incorporating some reformed or simplified routes. 

East

- Upgrade these routes or combined corridors to SmartBus standard: 200/207*, 279*, 302/304*, 664, 670, 703*, 733 and 737. 

- New SmartBus corridors (a) between La Trobe University - Swinburne University and Monash Caulfield via Burke Rd, (b) La Trobe University and Swinburne University via  Chandler Hwy and (c) Doncaster - Box Hill - Clayton - Cheltenham as an SRL East precursor, potentially involving some reformed or simplified routes.   

South-East

- Upgrade these routes to SmartBus standard: 630, 693, 791, 800, 828, 841 and 926 

- Short-workings on weekends to boost SmartBus orbital frequencies to every 15 min (a) 903 between Doncaster and Mentone, (b) 902 between Nunawading and Keysborough and (c) 901 between Ringwood and Frankston. These could be precursors to wider orbital reform.  

Inner

 - Upgrade these routes to SmartBus standard: 234*, 235*, 241*, 246* and 402*.

 

 (*) Frequencies already equal or exceed SmartBus at most times so only a small number of extra trips per week are needed (mostly slightly extended operating hours). 

  

Conclusion 

Upgrading existing and adding new SmartBus routes does a lot for public transport connectivity for relatively little money. In many cases new buses are not even required.

It is encouraging that the Premier has expressed interest in SmartBus services. The Opposition has said it favours increased cost-effectiveness in transport project selection, which SmartBus certainly is. Victorian Greens have said they want $270m extra for better bus services.  

With interest gathering, the time is ripe for SmartBus and other main route bus upgrades to become a topic in the upcoming election campaign as a beneficial transport and cost of living measure.

An index to all Useful Network items is here

UN 247: Councils advocate major bus upgrades

Executive Summary: Councils across metropolitan Melbourne have united to back major bus network improvements in a Metropolitan Transport Forum advocacy paper published recently. With key figures (including the premier) known to personally support bus service upgrades, the time is right for state election contenders to publicly back the improved bus services that Melburnians need and are requesting.  

The Metropolitan Transport Forum group of councils has followed BusVic and the Public Transport Users Association is requesting party and candidate support for improved bus services across Melbourne. 

Such upgrades deliver benefits across a wide area, can be quick to implement and are very cost-effective. They are also something that this government has planned more than delivered with progress slow against Victoria's Bus Plan according to the Auditor General. 

MTF's priorities include simpler routes, longer operating hours and higher frequencies, particularly on weekends. MTF's priorities, with input from most councils across Melbourne, are set down in a detailed Bus Services Analysis (pdf with everything - including maps) prepared by Movement and Place Consulting. 

General comments 

The Analysis starts by making a case for investment in bus services. Many bus network improvements are relatively low cost and simple to implement and spread benefits to all residents, not just those near trains and trams. Noteworthy points made include: 

* Large variations of public transport service levels by local government area with the City of Melbourne being  highest and Pakenham-based Cardinia (whose buses typically have 60 minute or more gaps, even in peak) the lowest. Service per capita shows a similar result. 

* Most municipalities have seen a decline in public transport service per capita. This is because service provision (across all public transport modes) has not kept up with population growth in about two-thirds of council areas. 

* Growth areas likely to slip furthest behind if services are not increased include Cardinia, Melton, Wyndham and Casey. The analysis did not include the Shire of Mitchell but this is also likely to be in this group. 

* There was a strong association between public transport service provision and car ownership. This has significant cost of living implications due to the household costs of buying, financing and running a car. 

* Analysis is done on service span for buses by municipality. Personally I'd have used more typical Monday to Thursday night numbers rather than Friday night (which is skewed by Night Network). Service spans vary between 14 and 18 hours though there are neighbourhoods where they are more likely to be only 12 hours (and less on weekends). 

* Over half of municipalities had average gaps at stops between buses that exceeded 20 minutes. This average conceals variations where many stops would have 40 to 60 minute gaps, particularly on weekends. 

* Weekend bus services are about half weekday frequency on average. Cardinia, Melton, Casey and Mornington Peninsula score well on this score. But this is entirely due to weekday services also being infrequent (typically hourly). At the other end of the scale Merri-bek is lowest ranked as their buses typically run every 20 minutes on weekdays but often lack Sunday service. Hobsons Bay and Moonee Valley have similar patterns - that is densifying inner areas whose bus timetables reflect pre Sunday and in some cases pre Saturday afternoon trading. 

* The average cost of running a bus is about $7.10 per kilometre, though it should be noted that buses have lower carrying capacity than other modes. Still it makes adding bus service relatively cheap. 

* Some savings measures on high frequency routes by improving bus priority, spacing stops wider and reappraising run times are suggested. 

* Certain radial and orbital main roads are designated as economic corridors. These have been identified as major bus corridors that justify more intensive service. Some of these have very infrequent service currently, especially on weekends. 

Local government area priorities (my comments in red)

Banyule

- Splitting the complex and confusing 566 Also desirable to extend to Pacific Epping/Northern Hospital

- Extending 561 to Greensborough 

- 7 day service for every bus route including 548 and 549

Bayside

- Simplifying the very complex 600/922/923 

- Flipping 822 and 828 to make the latter more direct along Bay Rd

- Extending 824 to Brighton to replace the complex 811/812 in area

Boroondara

- Extend 567 to Camberwell via Kew and Swinburne to provide a Chandler Hwy bus

- Extend 734 to Caulfield 

- Amalgamate 548 and 624 to provide a simple La Trobe - Caulfield - Oakleigh route

Brimbank

- Service upgrades for 400, 408 and 418

- Connect 417 and 427 for better access to jobs in Laverton North

- New connections from Melbourne Airport to Brimbank 

- Reform bus routes to connect across railway lines at Sunshine, St Albans and Watergardens

- Bus priority on Ballarat Rd and improve 215, 426 and 456 service levels

Casey

- Improved frequency on 828 and 893

- A new Dandenong - Frankston outer orbital involving routes 861, 841 and 791

- Improved bus network directness in Hampton Park and Berwick

- Route extensions to improve connectivity to employment areas such as Dandenong South 

- Earlier introduction of bus services in growth areas

Darebin

- Improved frequency on 301, 508 and 510 301 less important until rail frequency is boosted

- Extend 536 to Reservoir by merging with reformed 558 

- Combine 567 and 609 to provide a Northland - Swinburne connection via Chandler Hwy

- Simplify bus routes along Bell St and Murray Rd and improve frequency 

- Merge 548 and 624 to provide a combined La Trobe - Swinburne - Monash Caulfield route 

Frankston

(not involved)

Glen Eira

- Network reform in Bentleigh East area with a straightened route 822 enabled by reform to 626 and 627

- Rerouting 823 to terminate at Elsternwick to serve more of Nepean Hwy

- Extending 630 to Fishermans Bend

- Increased frequency and span for 703 particularly weekends and peaks

Hobsons Bay

- Consolidate 411 and 412 into a simpler route 

- Improved industrial area coverage by rerouting 400 to Williams Landing, 152 to North Williamstown and 154 to Newport Removing the very popular 152 from Williams Landing is political poison but the 400 idea has much merit

- Realign indirect 432 and consider connection to West Gate Punt

- Reform 232 to run via Fishermans Bend and remove the Toyota deviation 

Hume

- Flip routes 901 and 902 at Broadmeadows so that 901 goes to Airport West and 902 to Melbourne Airport
- Sunday service on 538 and same frequency 7 days on 532 
- Merge some bus routes through Roxburgh Park and Broadmeadows interchanges to reduce the need to change (eg 477/538, 542/544, 531/540)
- Growth area exensions 

Kingston 

- Improved frequencies on 828
- Improved frequencies on 903 (especially weekends)
- Improved frequencies on 708 (especially weekends) 

Manningham

- A new Pines - Templestowe - Heidelberg bus route 
- Replace the poorly used 280 / 282 with routes that better serve local needs
- Investigate a frequent busway on the Doncaster Rd corridor

Maribyrnong

- Simplify Footscray - Highpoint bus services including 223/406 consolidation
- New connection between Maribyrnong, Ashley St and Tottenham 
- Review central Footscray bus network and interchange
- Bus priority including possible 220 BRT on Ballarat Rd

Melbourne

- Extend 604 to Williamstown Rd to improve connectivity from Anzac Station

- Realign Route 232 via Lorimer St to connect Fishermans Bend with western suburbs 

- Boost 241 weekend frequency

- Improved bus priority on key streets including Hoddle, Queen, Lonsdale and to Fishermans Bend

Melton

- Increase span and frequency of 460
- New Taylors Rd Bus Rapid Transport going to Melbourne Airport

- Reform Melton township bus network with better frequency and directness

- Improved hours and frequency across bus network
- Early delivery of bus services in growth areas

Merri-bek

- Extend 536 to Reservoir (via 558)
- Extend Route 527 to Broadmeadows and improve Sunday frequency
- Increase frequency and span on 503, 506 and 508
- Increase 531 to a tram-like service level to connect with 19 tram An extension to Coburg station would be highly desirable

Mitchell
(not involved)

Monash

- Increase frequencies on Route 737 
- Increase frequencies on Route 754
- Upgrade Glen Waverley bus interchange

Moonee Valley

- Flip routes 503 and 510 in Essendon for more directness
- Increase frequency and span on 503, 506 and 510
- Extend 478 and 479 to Moonee Ponds Would overlap other routes - better to boost frequency/hours

- Upgrade Moonee Ponds interchange for better accessibility 

Mornington Peninsula

- Reform 782 and 783 and coordinate with trains Irregular train timetable would need fixing first

- Increase frequency and span of 787
- Continue 887 express bus further down peninsula
- Improve service levels in Rosebud and Dromana

Nillumbik

- Merge Route 343 with southern half of Route 566 
- Provide bus coverage on Bolton St Eltham as part of a wider network review
- Simplify network to remove unidirectional running on routes 517, 518 and 582
- Harmonise bus with train frequencies 

Port Phillip 

- Upgrade Route 606 to run more frequently
- Simplify the very complex Routes 600, 922 and 923 
- Provide an east-west connection to Anzac Station by extending Route 604 through South Melbourne

Stonnington

- Extend Route 734 from Glen Iris to Caulfield via Gardiner Station
- Extend Route 603 north to Victoria Gardens
- Connect Route 604 or 605 to Route 235 to connect Metro Tunnel to Fishermans Bend
- Combine 548 and 624 to provide a simple north-south route from Ivanhoe to Caulfield
- Simplify bus routes between Caulfield and Huntingdale including 623/624 consolidation

Whitehorse

- Simplify bus services including consolidating 281 and 293 along Edgar Rd

- Provide a new Canterbury Rd bus from Union Station to Ringwood
- Boost weekend frequencies to weekday levels on the busiest routes including 302, 304 and 903

Whittlesea

- Extend Route 357 in Wollert further north and potentially south to Reservoir
- Combine some routes to run through railway stations eg 358 and 369 and 390 and 385 Some routes  eg 390 justify higher frequencies than others eg 385 and combining may prevent needed service upgrades on the busiest section. This problem has retarded service upgrades on the orbital SmartBuses.  
- Improve bus connections to La Trobe University
- Review bus network in area

Wyndham 

- Higher frequencies on popular routes including 150, 152, 160, 495 and 498
- Increase base frequency on Route 190 to every 10 min 

- A Wyndham bus loop between Werribee, East Werribee, Hoppers Crossing and Pacific Werribee

Yarra 

- Extend Route 603 to Victoria Gardens
- Boost servicing on, and marketing of, Route 246
- Boost 241 weekend frequencies

- Flip 250/1 with 504 alignment in Clifton Hill for better directness
- 24/7 bus lanes on Hoddle St

Yarra Ranges 

(not involved) 

Conclusion

Some councils stuck to three main points while others combined several routes in the one point to sneak a few more (mostly sensible) asks in. A limitation of the local government-based approach was that some potentially strong cross-regional bus corridors (such as as SRL precursors) didn't get quite the emphasis they deserve in my view. 

Still it is fantastic that MTF have brought councils together in this way. The implementation of its bus agenda would be a huge step forward for buses in Melbourne, reviving bus network reform from the hole it fell into after the 2022 state election. And with the next state election barely two months away and both premier Ben Carroll and key opposition members personally supportive of bus service upgrades, MTF's timing couldn't be better. 

Visit the MTF website both to view their proposals and watch videos on recent transport forums they have hosted around Melbourne. MTF has also written to all MPs requesting support. This makes it doubly important that whenever you see an MP or candidate seeking your vote, you ask them to urge their party to support major bus network upgrades like the MTF is advocating.   

An index to all Useful Network items is here