Last week's 2026 Victoria State Budget had some significant investments in metropolitan train and bus service.
This included 20 minute maximum waits on weekends for the Clifton Hill group, more frequent weeknight Burnley group trains and bus service uplifts on key routes across inner, middle and outer Melbourne.
However it left some loose ends. For example, as mapped here, there will still be 30 minute gaps between trains in 2027, even after all currently budgeted upgrades are done. Longer gaps apply to buses with 30 to 60 minute intervals remaining common on major routes.
Still, 2026's budget sets a pattern of service upgrades that if continued at the pace that it set for several years could be quite transformative, filling many gaps mapped below.
Following is my pick of the most cost-effective and widely beneficial service upgrades after those in the budget are implemented. This list is especially relevant for policies parties may wish to advance in the upcoming state election campaign and next year's state budget.
Priority: All lines up to every 20 min or better at all times
2026's budget boosted off-peak frequencies on 6 Metro lines but not in all time bands. While it will eliminate 40 minute gaps on the Mernda and inner Hurstbridge lines, it leaves widespread 30 minute gaps on these and the Belgrave, Lilydale, Alamein and Glen Waverley lines.
Some of these 'loose ends' make no sense. For instance weeknights on the Clifton Hill group will remain with 30 minute gaps while weekends get closed to 20 minutes. Burnley group lines have the opposite issue where weeknight gaps narrow to 10 minutes (for stations like Box Hill and Ringwood) but remain at 30 minutes for weekend evenings and Sunday mornings. Meanwhile the Belgrave and Lilydale lines individually have shorter waits at 11pm on a weeknight than they do at 11am on a weekday (due to the latter's 30 minute intervals remaining).
Loose ends like these (i) make it look like these upgrades are a work in progress and (ii) strengthen the case for future upgrades to tidy these timetables up to a 20 minute maximum wait with a consistent 10 minutes on common section such as to Clifton Hill and Ringwood. This could be achieved in three packages of upgrades along the lines of:
* Clifton Hill weeknights Boost both Mernda and inner Hurstbridge (ie to Eltham) frequencies to every 20 minutes to match 2026-funded weekend service levels.
* Clifton Hill weeknights Boost both Mernda and inner Hurstbridge (ie to Eltham) frequencies to every 20 minutes to match 2026-funded weekend service levels.
* Burnley group weekends Boost Belgrave, Lilydale, Alamein and Glen Waverley weekend evening and Sunday morning service from every 30 to every 20 minutes to match 2026-funded weeknight service levels.
* Burnley group weekdays Boost Belgrave and Lilydale weekday midday services to run every 20 minutes to remove existing 30 minute gaps and deliver a 10 minute service to Ringwood. Also introduce a simplified greenfield peak timetable with fewer stopping patterns. This is the most complex of the packages with implications for the Alamein and Glen Waverley lines too.
With 20 minute maximum waits standard across almost the entire Metro network subsequent packages could roll out 10 minute off-peak frequencies with Craigieburn the top priority, likely followed by Mernda and Werribee as well as Sandringham on weekends.
With 20 minute maximum waits standard across almost the entire Metro network subsequent packages could roll out 10 minute off-peak frequencies with Craigieburn the top priority, likely followed by Mernda and Werribee as well as Sandringham on weekends.
Priority: 30 main routes boosted to every 20 min or better all week
20 popular local routes get 7 day service
The $100m more for buses sounds good but bear in mind it's for four years, so the annual amount is around $25 million.
When considered against the ~$900m annual budget for metropolitan bus services it's an uplift of less than 3% after years of budgets that were even leaner for bus services. As comparison the Bracks/Brumby government increased bus services by 25% between 2006 and 2010 with a similar increase in patronage recorded.
The uplift is also small compared to the $400m cost of the temporary free travel/fare halving in 2026. So even if there isn't the budget for large projects, there is certainly room for more bus uplifts across Melbourne due to their low per-unit cost. The politics of dispersed benefits is also good in an environment where almost no seat is safe.
The last few state budgets have seen two main styles of bus route uplift. These are:
(a) the very popular direct main road routes that operate every 15-20 min on weekdays but finish at 9pm and/or run infrequently on weekends. Funded upgrades typically extend operating hours and/or boost weekend service to every 20-30 minutes. Examples include Dandenong's 800 funded in 2024, Werribee's 170, 180 and 192 funded in 2025 and the 408, 508 and 561 funded in 2026. Longer examples would cost around $1-1.5m per year to upgrade but are key to getting more people on buses. Their justification is highest on routes that link major destinations, serve densely populated areas and/or which link multiple train lines. While not improving quite as much per dollar spent, these uplifts are politically easier than the sort of radical bus network reform that this government rejected in 2023 and the Bracks government rejected in 2003.
(b) Still popular but more local routes with limited operating hours and no Sunday service. Funded upgrades include 536 in 2025 and 273 and 885 in 2026. These may only cost a few hundred thousand dollars per year each due to being shorter and/or less frequent than the main road routes. Their justification is strongest in areas with high social needs.
20 popular local routes get 7 day service
The $100m more for buses sounds good but bear in mind it's for four years, so the annual amount is around $25 million.
When considered against the ~$900m annual budget for metropolitan bus services it's an uplift of less than 3% after years of budgets that were even leaner for bus services. As comparison the Bracks/Brumby government increased bus services by 25% between 2006 and 2010 with a similar increase in patronage recorded.
The uplift is also small compared to the $400m cost of the temporary free travel/fare halving in 2026. So even if there isn't the budget for large projects, there is certainly room for more bus uplifts across Melbourne due to their low per-unit cost. The politics of dispersed benefits is also good in an environment where almost no seat is safe.
(a) the very popular direct main road routes that operate every 15-20 min on weekdays but finish at 9pm and/or run infrequently on weekends. Funded upgrades typically extend operating hours and/or boost weekend service to every 20-30 minutes. Examples include Dandenong's 800 funded in 2024, Werribee's 170, 180 and 192 funded in 2025 and the 408, 508 and 561 funded in 2026. Longer examples would cost around $1-1.5m per year to upgrade but are key to getting more people on buses. Their justification is highest on routes that link major destinations, serve densely populated areas and/or which link multiple train lines. While not improving quite as much per dollar spent, these uplifts are politically easier than the sort of radical bus network reform that this government rejected in 2023 and the Bracks government rejected in 2003.
(b) Still popular but more local routes with limited operating hours and no Sunday service. Funded upgrades include 536 in 2025 and 273 and 885 in 2026. These may only cost a few hundred thousand dollars per year each due to being shorter and/or less frequent than the main road routes. Their justification is strongest in areas with high social needs.
Both are relatively quick and simple to do as they require neither new buses nor public consultation. A substantial bus package involving upgrades to key routes could be in the order of $100-200m per year with this ramping up by approx $25-50m per state budget starting in 2027's.
High priority examples to plan and arrange financing for could include:
* Frequency upgrades for ~30 major popular routes
(to every 20 min or better 7 days and midnight finish)
* 150 Williams Landing - Tarneit
A short but well used route feeding two busy stations. Currently only every 40 min outside peaks.
* 160 Hoppers Crossing - Tarneit
A short but well used route feeding two busy stations. Currently only every 40 min outside peaks.
* 190 Werribee - Wyndham Vale
Upgrade would match weekend bus frequency with recently upgraded 20 min Geelong line frequency.
* 302/304 City - Box Hill/Doncaster
A busy corridor with low weekend service. Upgrade could boost each route to every 30 min on weekends to provide a combined 15 min service.
* 390 Craigieburn - Mernda
A key growth area connector across the north that has already had several weekday boosts. Upgrade would boost weekend frequency to 20 min, matching the weekday service.
* 406 Footscray - Keilor East
A busy shopping centre route serving a densifying catchment. Upgrade would boost Sunday service to 20 min, matching other days. Some straightening may also be desirable. A particularly low cost upgrade.
* 411/412 Footscray - Laverton
Serves many major destinations with a large catchment away from rail stations. Boost would extend operating hours and provide a uniform 20 min off-peak frequency all week.
* 418 St Albans - Caroline Springs
A direct east-west route feeding major rail lines (including the Metro Tunnel). Potential future western extension of route to serve the Taylors Rd corridor connecting growth areas.
* 420 Sunshine - Watergardens
Large unique coverage and major rail connector, serving three stations. Already runs every 20 min 7 days but needs longer operating hours. This is a particularly low cost upgrade.
* 460 Watergardens - Caroline Springs
The major Caroline Springs route that feeds two train stations. A very large catchment would benefit from the weekend frequency uplift and longer operating hours.
* 472 Moonee Ponds - Williamstown
Already runs every 20 min or better Monday - Saturday this just needs a Sunday upgrade and some longer hours. Potential network reform opportunity too.
* 494 / 495 Williams Landing - Point Cook
A pair of Point Cook's busiest bus routes the existing 40 minute service has a strong justification for an upgrade to every 20 minutes across the week. Longer operating hours also desirable.
* 497 Williams Landing - Saltwater Coast
Another popular Point Cook route with healthy usage. Again only every 40 min outside peaks but with justification for better.
* 529 / 533 Craigieburn - Craigieburn North
Covers a major catchment in Craigieburn with strong usage. Already runs every 20 min on weekdays with long operating hours so this is a relatively economical upgrade involving weekends only.
* 541 Broadmeadows - Craigieburn North
A key north-south corridor connecting activity centres with residential neighbourhoods and train stations. Longer hours and a weekend boost would be desirable.
* 623 Glen Waverley - Chadstone - St Kilda
Extremely popular route whose hourly weekend service can get crowded. This makes a solid case for higher weekend frequencies and longer operating hours.
* 630 Elwood - Monash University
Popular route that would benefit from longer hours and an uplift from current 30-40 min weekend frequencies.
* 670 Ringwood - Chirnside Park - Lilydale
Serving major destinations, this main highway route runs frequently on weekdays but drops off greatly on weekends. An uplift to every 20 min plus longer hours is suggested.
* 693 Oakleigh - Belgrave
A main road route connecting many areas with limited public transport and distant from stations in the City of Knox, this currently only runs hourly on weekends. A boost to every 20 minutes and longer hours is suggested for at least the Oakleigh - Ferntree Gully portion.
* 703 Blackburn - Clayton - Brighton
A popular route especially around the Monash precinct and one of the original two SmartBuses. Longer hours and higher frequencies would be desirable.
* 733 Box Hill - Oakleigh
An extremely popular route in the Monash precinct, parts of it recently gained a service every 15 minutes on weekdays. There were also some weekend uplifts but Sunday gaps remain at 40 min. Justifies a major weekend uplift over at least the Box Hill - Clayton section with potential to extend the route south to Clarinda and Southland to provide a Suburban Rail Loop precursor service.
* 737 Monash Uni - Glen Waverley - Knox City - Boronia - Croydon
High priority examples to plan and arrange financing for could include:
* Frequency upgrades for ~30 major popular routes
(to every 20 min or better 7 days and midnight finish)
* 150 Williams Landing - Tarneit
A short but well used route feeding two busy stations. Currently only every 40 min outside peaks.
* 160 Hoppers Crossing - Tarneit
A short but well used route feeding two busy stations. Currently only every 40 min outside peaks.
* 190 Werribee - Wyndham Vale
Upgrade would match weekend bus frequency with recently upgraded 20 min Geelong line frequency.
* 302/304 City - Box Hill/Doncaster
A busy corridor with low weekend service. Upgrade could boost each route to every 30 min on weekends to provide a combined 15 min service.
* 390 Craigieburn - Mernda
A key growth area connector across the north that has already had several weekday boosts. Upgrade would boost weekend frequency to 20 min, matching the weekday service.
* 406 Footscray - Keilor East
A busy shopping centre route serving a densifying catchment. Upgrade would boost Sunday service to 20 min, matching other days. Some straightening may also be desirable. A particularly low cost upgrade.
* 411/412 Footscray - Laverton
Serves many major destinations with a large catchment away from rail stations. Boost would extend operating hours and provide a uniform 20 min off-peak frequency all week.
* 418 St Albans - Caroline Springs
A direct east-west route feeding major rail lines (including the Metro Tunnel). Potential future western extension of route to serve the Taylors Rd corridor connecting growth areas.
* 420 Sunshine - Watergardens
Large unique coverage and major rail connector, serving three stations. Already runs every 20 min 7 days but needs longer operating hours. This is a particularly low cost upgrade.
* 460 Watergardens - Caroline Springs
The major Caroline Springs route that feeds two train stations. A very large catchment would benefit from the weekend frequency uplift and longer operating hours.
* 472 Moonee Ponds - Williamstown
Already runs every 20 min or better Monday - Saturday this just needs a Sunday upgrade and some longer hours. Potential network reform opportunity too.
* 494 / 495 Williams Landing - Point Cook
A pair of Point Cook's busiest bus routes the existing 40 minute service has a strong justification for an upgrade to every 20 minutes across the week. Longer operating hours also desirable.
* 497 Williams Landing - Saltwater Coast
Another popular Point Cook route with healthy usage. Again only every 40 min outside peaks but with justification for better.
* 529 / 533 Craigieburn - Craigieburn North
Covers a major catchment in Craigieburn with strong usage. Already runs every 20 min on weekdays with long operating hours so this is a relatively economical upgrade involving weekends only.
* 541 Broadmeadows - Craigieburn North
A key north-south corridor connecting activity centres with residential neighbourhoods and train stations. Longer hours and a weekend boost would be desirable.
* 623 Glen Waverley - Chadstone - St Kilda
Extremely popular route whose hourly weekend service can get crowded. This makes a solid case for higher weekend frequencies and longer operating hours.
* 630 Elwood - Monash University
Popular route that would benefit from longer hours and an uplift from current 30-40 min weekend frequencies.
* 670 Ringwood - Chirnside Park - Lilydale
Serving major destinations, this main highway route runs frequently on weekdays but drops off greatly on weekends. An uplift to every 20 min plus longer hours is suggested.
* 693 Oakleigh - Belgrave
A main road route connecting many areas with limited public transport and distant from stations in the City of Knox, this currently only runs hourly on weekends. A boost to every 20 minutes and longer hours is suggested for at least the Oakleigh - Ferntree Gully portion.
* 703 Blackburn - Clayton - Brighton
A popular route especially around the Monash precinct and one of the original two SmartBuses. Longer hours and higher frequencies would be desirable.
* 733 Box Hill - Oakleigh
An extremely popular route in the Monash precinct, parts of it recently gained a service every 15 minutes on weekdays. There were also some weekend uplifts but Sunday gaps remain at 40 min. Justifies a major weekend uplift over at least the Box Hill - Clayton section with potential to extend the route south to Clarinda and Southland to provide a Suburban Rail Loop precursor service.
* 737 Monash Uni - Glen Waverley - Knox City - Boronia - Croydon
While it does not go in a straight line, this is a popular main road route that connects the largest destinations in Melbourne's south-east and outer east. Current 30 - 40 minute service levels are low for such a high order route. A service every 15 min weekdays, 20 min weekends with longer operating hours would transform public transport across a huge catchment.
* 791 Frankston - Cranbourne
A direct route linking two major centres. Upgrade would improve weekend service to 20 min, matching weekdays. There would also be longer operating hours. Scope may exist to merge with Route 841 to provide an 'outer orbital' between Frankston, Cranbourne and Fountain Gate.
* 791 Frankston - Cranbourne
A direct route linking two major centres. Upgrade would improve weekend service to 20 min, matching weekdays. There would also be longer operating hours. Scope may exist to merge with Route 841 to provide an 'outer orbital' between Frankston, Cranbourne and Fountain Gate.
* 828 Hampton - Southland - Keysborough - Dandenong - Fountain Gate - Berwick
A major south-eastern bus route feeding trains on five lines and linking major job and shopping precincts to homes. Currently runs every 20 min weekdays, dropping to 40 minutes Saturday and 60 min Sundays. An upgrade would provide a consistent 20 min service with longer operating hours.
* 841 Cranbourne - Fountain Gate - Narre Warren North
A direct but generally infrequent route connecting major centres. Scope to extend to Frankston - see 791 above.
* 900 Caulfield - Rowville
One of Melbourne's most productive routes on weekends but timetable has 30 minute gaps still. Added trips could boost weekend service from 20-30 min to 15 min. Operating hours extensions are also desirable, particularly Sundays where the service stops at 9pm.
* 901 orbital (part)
Short Ringwood - Frankston trips added to provide 15 min weekend frequency on busiest portion of route. Economies may be possible with orbital splitting network reform in the route's north-east. Addition of Sunday evening service also desirable.
* 902 orbital (part)
Short Keysborough - Nunawarding trips added to provide 15 min weekend frequency on busiest portion of route. Network reform could enable direct access to Melbourne Airport. Addition of Sunday evening service also desirable.
* 903 orbital (part)
More short Mentone - Box Hill trips could provide 15 min weekend frequency on busiest part of route. Orbital splitting network reform could enable further uplifts including a 10 min 7 day service between Coburg and Heidelberg and routing via Highpoint. Addition of Sunday evening service also desirable.
* 926 Fountain Gate - Pakenham
A major corridor but underserved. A 926 boost would upgrade key growth area highway route from 60 to 20 min. Longer hours are also desirable.
An investment of about $1-2m per longer route and $0.5-1m per shorter route could deliver large service improvements. Matching the pattern of recent upgrades, longer operating hours on key routes would also be desirable.
* New Sunday service for 20 key local routes
A major south-eastern bus route feeding trains on five lines and linking major job and shopping precincts to homes. Currently runs every 20 min weekdays, dropping to 40 minutes Saturday and 60 min Sundays. An upgrade would provide a consistent 20 min service with longer operating hours.
* 841 Cranbourne - Fountain Gate - Narre Warren North
A direct but generally infrequent route connecting major centres. Scope to extend to Frankston - see 791 above.
* 900 Caulfield - Rowville
One of Melbourne's most productive routes on weekends but timetable has 30 minute gaps still. Added trips could boost weekend service from 20-30 min to 15 min. Operating hours extensions are also desirable, particularly Sundays where the service stops at 9pm.
* 901 orbital (part)
Short Ringwood - Frankston trips added to provide 15 min weekend frequency on busiest portion of route. Economies may be possible with orbital splitting network reform in the route's north-east. Addition of Sunday evening service also desirable.
* 902 orbital (part)
Short Keysborough - Nunawarding trips added to provide 15 min weekend frequency on busiest portion of route. Network reform could enable direct access to Melbourne Airport. Addition of Sunday evening service also desirable.
* 903 orbital (part)
More short Mentone - Box Hill trips could provide 15 min weekend frequency on busiest part of route. Orbital splitting network reform could enable further uplifts including a 10 min 7 day service between Coburg and Heidelberg and routing via Highpoint. Addition of Sunday evening service also desirable.
* 926 Fountain Gate - Pakenham
A major corridor but underserved. A 926 boost would upgrade key growth area highway route from 60 to 20 min. Longer hours are also desirable.
An investment of about $1-2m per longer route and $0.5-1m per shorter route could deliver large service improvements. Matching the pattern of recent upgrades, longer operating hours on key routes would also be desirable.
* New Sunday service for 20 key local routes
* 237 Melbourne - Fishermans Bend
Provides 7 day service to high density area. Already every 10 min on weekdays but doesn't run weekends.
* 281 Templestowe - Box Hill
Popular route serving Box Hill Hospital, dense suburban centre and SRL station. Scope to consolidate with reformed Route 293 to provide a simpler more frequent corridor.
* 404 Footscray - Moonee Ponds
Most direct connection between major centres. Serves Kensington Banks. Low cost. Scope to merge with southern part of 472 to provide a more direct connection to Williamstown.
* 407 Highpoint - Avondale Heights
Connects a significant residential area with nearest major shopping centre.
* 414 Footscray - Laverton
Serves low income neighbourhoods with limited access.
* 415 Laverton - Williamstown
Provides local connection with some catchment away from stations.
* 431 Yarraville - Kingsville
Possible to upgrade very cheaply in conjunction with Route 432 timetable adjustment.
* 468 Highpoint - Essendon
Most direct connection between Highpoint and busy Craigieburn line. Low cost. Potential to merge with extended 408 or reformed 903.
Provides 7 day service to high density area. Already every 10 min on weekdays but doesn't run weekends.
* 281 Templestowe - Box Hill
Popular route serving Box Hill Hospital, dense suburban centre and SRL station. Scope to consolidate with reformed Route 293 to provide a simpler more frequent corridor.
* 404 Footscray - Moonee Ponds
Most direct connection between major centres. Serves Kensington Banks. Low cost. Scope to merge with southern part of 472 to provide a more direct connection to Williamstown.
* 407 Highpoint - Avondale Heights
Connects a significant residential area with nearest major shopping centre.
* 414 Footscray - Laverton
Serves low income neighbourhoods with limited access.
* 415 Laverton - Williamstown
Provides local connection with some catchment away from stations.
* 431 Yarraville - Kingsville
Possible to upgrade very cheaply in conjunction with Route 432 timetable adjustment.
* 468 Highpoint - Essendon
Most direct connection between Highpoint and busy Craigieburn line. Low cost. Potential to merge with extended 408 or reformed 903.
* 503 Essendon - Brunswick East
Serves large Harvest Square housing development and surrounding social housing. Only route that connects Craigieburn and Upfield lines in Brunswick area.
* 506 Moonee Ponds - Westgarth
Melbourne's busiest bus route without Sunday service in densifying catchment.
* 513 Glenroy - Heidelberg portion
With existing 514 would enable consistent 20 min 7 day service in Pascoe Vale and along Bell St Preston. Eastern part of this route already runs 7 days.
* 548 La Trobe Uni - Kew
Provides important north-south link in eastern suburbs (though route also needs southern extension in conjunction with Route 624 reform).
* 549 Northland - Ivanhoe
Links major shopping centre to Hurstbridge line station. Some low income catchment. Low cost.
* 559 Lalor / Thomastown loop
Major connector to local shops for high social needs catchment. Low cost.
* 675 Mooroolbark - Chirnside Park
Connects major shopping centre to nearest station. Low cost.
* 677 Lilydale - Chirnside Park
Introduces 7 day service to a large area without it.
* 772 Frankston - Frankston South
Introduces 7 day coverage to large area without it.
* 814 Dandenong - Springvale South
Introduces 7 day service to Noble Park North. A busy route despite its current hourly frequency.
* 844 Dandenong - Doveton
Connects Dandenong to area with high social needs.
* 857 Dandenong - Chelsea
Provides 7 day coverage of much of Bonbeach and Patterson Lakes
A total investment of around $10m pa could upgrade many routes on this list
Serves large Harvest Square housing development and surrounding social housing. Only route that connects Craigieburn and Upfield lines in Brunswick area.
* 506 Moonee Ponds - Westgarth
Melbourne's busiest bus route without Sunday service in densifying catchment.
* 513 Glenroy - Heidelberg portion
With existing 514 would enable consistent 20 min 7 day service in Pascoe Vale and along Bell St Preston. Eastern part of this route already runs 7 days.
* 548 La Trobe Uni - Kew
Provides important north-south link in eastern suburbs (though route also needs southern extension in conjunction with Route 624 reform).
* 549 Northland - Ivanhoe
Links major shopping centre to Hurstbridge line station. Some low income catchment. Low cost.
* 559 Lalor / Thomastown loop
Major connector to local shops for high social needs catchment. Low cost.
* 675 Mooroolbark - Chirnside Park
Connects major shopping centre to nearest station. Low cost.
* 677 Lilydale - Chirnside Park
Introduces 7 day service to a large area without it.
* 772 Frankston - Frankston South
Introduces 7 day coverage to large area without it.
* 814 Dandenong - Springvale South
Introduces 7 day service to Noble Park North. A busy route despite its current hourly frequency.
* 844 Dandenong - Doveton
Connects Dandenong to area with high social needs.
* 857 Dandenong - Chelsea
Provides 7 day coverage of much of Bonbeach and Patterson Lakes
A total investment of around $10m pa could upgrade many routes on this list
Priority: Frequency, capacity and reliability upgrades for growth areas
Regional rail timetables have enjoyed large uplifts in service for the last two decades. Much more in percentage terms than Metro timetables. However there are several relatively small packages that would provide needed frequency or consistency of service. These include (most important first):
* Melton line weekends Increase weekend frequency from 40 to 20 minutes and start weekend morning service approximately 90 minutes earlier.
Regional rail timetables have enjoyed large uplifts in service for the last two decades. Much more in percentage terms than Metro timetables. However there are several relatively small packages that would provide needed frequency or consistency of service. These include (most important first):
* Melton line weekends Increase weekend frequency from 40 to 20 minutes and start weekend morning service approximately 90 minutes earlier.
* Geelong line revamp Could include a 20 minute weekday frequency to Waurn Ponds (to match weekend services), an earlier morning start for weekend services and a simpler peak timetable.
* Seymour line boost Lagging behind other lines on service, it is desirable that service be boosted to a maximum 60 minute wait to Seymour or at least Wallan with more peak service added given growth pressures in the north pending longer term electrification.
* Seymour line boost Lagging behind other lines on service, it is desirable that service be boosted to a maximum 60 minute wait to Seymour or at least Wallan with more peak service added given growth pressures in the north pending longer term electrification.
* Bendigo line Increase frequency from 60 to 40 min. Start earlier on weekends.
Parts of the V/Line network are crowded during the current free travel period, making capacity a major issue. Also notable is V/Line's inferior reliability compared to Metro, an issue compounded by crowding and generally longer waits.
Parts of the V/Line network are crowded during the current free travel period, making capacity a major issue. Also notable is V/Line's inferior reliability compared to Metro, an issue compounded by crowding and generally longer waits.
Priority: Maximum 20 and then 15 min gaps between services
Tram services didn't get a lot of love in the budget but they are generally already more frequent than the other modes. Key improvements could include:
(a) boosting services on routes that still have 30 min Sunday morning and Sunday evening intervals to a 20 minute maximum,
(b) progressively increasing evening service from 20 to 10-15 minutes across the week, and
(c) progressively boosting 12 minute headways to 10 minutes (potentially accompanied by tram network reform that reflects changed travel patterns including that induced by the Metro Tunnel).
Longer term opportunities for tram network reform exist, especially after we know Metro Tunnel usage patterns and its interpeak frequency is boosted from 10 to 5 minutes.
Tram services didn't get a lot of love in the budget but they are generally already more frequent than the other modes. Key improvements could include:
(a) boosting services on routes that still have 30 min Sunday morning and Sunday evening intervals to a 20 minute maximum,
(b) progressively increasing evening service from 20 to 10-15 minutes across the week, and
(c) progressively boosting 12 minute headways to 10 minutes (potentially accompanied by tram network reform that reflects changed travel patterns including that induced by the Metro Tunnel).
Longer term opportunities for tram network reform exist, especially after we know Metro Tunnel usage patterns and its interpeak frequency is boosted from 10 to 5 minutes.
Conclusion
Above is one service agenda for public transport in Melbourne for the next few years. Building on the welcome initiative in the 2026 state budget it tidies up loose ends on rail service and emphasises maximising use of existing assets and infrastructure. It is both affordable and would deliver wide benefits across most suburbs in Melbourne, especially if implemented in conjunction with a complementary public and active transport infrastructure program.
Thoughts are appreciated and can be left in the comments below.
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