UN 254: Melbourne's worst 10 public transport black holes (and how to fix them)

Executive Summary: Large clusters of Melbourne suburbs have only sparse public transport services. These are identified here. The good news is that many are fixable, in some cases without needing more trains and buses. All it needs is political will to embrace value for money service-oriented transport priorities.  

Melbourne is a city of haves and have nots when it comes to public transport. 

The inner suburbs have frequent trams while the typical outer suburban bus only comes every 40 minutes. Bus networks and timetables in many areas have been unreformed for years as governments instead prioritised expensive (and arguably poorer value for money) major projects. Trains are about half and half with some lines getting great service and others two, three or even four times the waits. 

The result is that Melbourne ties with Brisbane as being the Australian capital with the least equal public transport service provision across suburbs. And, not even the Metro Tunnel related train timetables, positive though they are, added enough service to reverse Melbourne's per capita public transport service decline. 

Today I will list ten of the largest areas in Melbourne with the least public transport service. They are chosen on the basis of lack of coverage, lack of frequency, high usage of existing services and/or high social needs. 

For these purposes a precinct can have a train and still be defined as a 'black hole' if it is infrequent and/or has a large catchment of suburbs with consistently low quality bus services across the week. My definition of 20 minute maximum waits all week is a little tighter than the SNAMUTS bus definition which defines an area with service worse than every 20 min weekdays and 30 min weekends as not having usable service.   
 

Ten PT black holes 

See Melbourne PT Frequent Network maps for more local detail

1. Point Cook/Williams Landing

The area got revamped bus routes over 10 years ago when new stations opened at Williams Landing and Tarneit but has seen little bus love since despite its routes ranking amongst Melbourne's most productive on a passenger boardings per hour basis and substantial upgrades elsewhere in Wyndham.

The result is a network where six out of seven Williams Landing station bus routes operate every 40 minutes outside the peaks. The exception, Route 153, runs parallel to the rail line to Werribee and thus has a limited feeder role. This low service limits access to the large and geographically isolated suburb of Point Cook.

Politicians regular promise more station parking but it's been a long time since Point Cook last had a substantial all day bus service increase despite this being possible with the existing bus fleet. 

Priority fixes 
* Upgrade 40 minute off-peak gaps on at least five bus routes (150, 152, 494, 495, 497) to 20 minutes and extend operating hours. 
* New and merged routes to create through services that connect Point Cook to Werribee or Werribee Plaza, Tarneit and Deer Park via Palmers Rd.  

2. Melton town 

Some growth area parts of the City of Melton now new direct buses every 20 minutes to Watergardens thanks to recent service upgrades. Because Melton didn't get a new train line that forced bus reform in Wyndham, and bus network reform is only occasionally pursued for its own merits, Melton's established areas remain with indirect routes with 40 to 60 minute gaps, even in peak periods.

Also, unlike both the Werribee and Geelong lines, the Melton line never got the same level of service upgrades with trains remaining only every 40 minutes on weekends with longer intervals at night and quite late morning starts on weekends. This leaves stations like Caroline Springs with four times the gaps between trains on weekends as similar distance stations on other lines (like Mentone) which enjoys trains every 10 minutes.  

Priority fixes 
* Upgrade weekend Melton line train service from every 40 min on weekends to a maximum 20 minute wait with earlier weekend starts   
* Introduced a more direct Wyndham-style reformed bus network on main roads with buses every 20 minutes or better on main roads. 

3. Greenvale/Mickleham Rd corridor

Those who haven't visited for ten or fifteen years will remember Greenvale as a suburb with huge blocks with huge houses containing parking for a small fleet of cars. Almost no one there would have resorted to public transport. 

However Greenvale has since massively changed with densely packed new estates spreading up the Mickelham Rd corridor. Bus routes have been added and extended but frequencies remain low with 543, the suburb's most frequent route, 30 minute service not evenly meeting trains every 20 minutes. In addition access to Craigieburn station requires a change to another bus route at Craigieburn Town Centre. 

Priority fixes 
* Upgrade Route 543 to run every 20 minutes 7 days over longer hours and extend to Craigieburn Station (even if merged with another route).    
* Consider a new route connecting the area to Melbourne Airport as a major employer and destination for the area. 

4. Craigieburn corridor 

This is a mixture, and, to be fair, there have been significant bus upgrades in Craigieburn proper, and more recently estates to the north, in recent times.

Like the case in Wyndham bus routes enjoy above average usage and most run every 20 minute on weekdays with long operating hours. However, unlike Wyndham, even the busiest Craigieburn route runs only every 40 minutes on weekends, giving it 'black hole' status. Similar to Point Cook scope exists to improve Craigieburn buses with the existing bus fleet by operating at least its busier routes every 20 minutes on weekends (and not just Saturday night where, unusually, such more intensive service already runs.  

Priority fixes 
* Upgrade all Craigieburn local bus routes from every 40 to every 20 min on weekends.     
* Upgrade to every 20 minutes or better 7 days routes that connect Craigieburn to the outside area including 532, 543 and 901 (on weekends) with later evening finishes.  

5. Epping/Wollert

Wollert is a large estate whose first residents were lured into buying over 20 years ago by a promise of a rail extension that never came. Even buses were quite late arriving to the area. Wollert has had several bus service extensions but the basic midday frequency remains at every 40 minutes. 

Of all the 'black holes' discussed here Wollert has the best immediate prospects of improvement with a reformed bus network likely to be introduced this year. If its service pattern is anything like nearby Craigieburn buses may improve to be every 20 minutes on weekdays but remain at 40 minute intervals on weekends. 

Priority fixes 
* Ensure that all routes in the reformed Wollert network run every 20 minutes or better 7 days.      
* Improve connectivity to areas surrounding Wollert including to Plenty Rd, La Trobe University and Melbourne Airport through wider bus network reform including extending Route 566 to Epping and simplifying and reform of orbital routes with consistent 7 day frequency.   

6. Knox

If you've been paying taxes for years hoping that even a miniscule part would go to improving public transport in your Knox neighbourhood, you're bound to be disappointed because nothing has happened in the area for many years and in some cases decades. In this part of the world Stud Road is a major dividing line with no frequent public transport serving neighbourhoods significantly east of it. 

Large parts of Knox never got public transport when it was developed in the 1970s, 80s and 90s and, 900 and 901 SmartBuses excepted, little was done to catch up in the decades since. The result is main roads (like sections Scoresby Rd) with as little as one bus per day. Bus timetables such as 757 and 758 are unchanged since their inception as shopper routes in 1982 and plans to review the network have rarely come to much.

As noted next for Belgrave and Lilydale, the train stations nearest Knox have amongst the lowest midday frequencies on the network, reducing connectivity with buses, notably inherently unreliable FlexiRide routes. 

If the Coalition wins this month's election Jess Wilson will be the first opposition leader in more than 30 years to become premier without making some form of rail promise for Knox (which has invariably been broken). 

Priority fixes 
* New greenfields train timetable with gaps of no more than 20 min for Belgrave and Lilydale and 10 minutes for Ringwood, first to last train with simpler peak stopping patterns.       
* New bus network to be delivered in two stages: a. Frequency upgrades to existing main road routes including 664, 693, 732, 737, 900, 901 and b. Wider bus network reform that simplifies routes, removes inefficient overlaps, provides new coverage and delivers a minimum service standard near more homes.   

7. Belgrave and Lilydale 

Belgrave and Lilydale are termini of a forked train line that is notorious for its numerous complex peak stopping patterns, and, at all stations east of Ringwood, 30 minute gaps between midday weekday trains. This leads to cases where a station like Ringwood East, barely 25km from the CBD, has less frequent trains than further out stations like Sunbury, Melton and even Geelong (all every 20 minutes).  Interestingly weekend trains are more frequent; the result of timetables in 1999 and 2012 that upgraded weekends but not weekdays. 

The area has had many level crossings removed but the only new train services recently added were two Ringwood-bound trips per week departing Fridays and Saturdays after 10 pm. Most issues affect stations east of Ringwood but busier stations closer in like Box Hill have longer gaps between trains at certain times than quieter lines like Williamstown. 

The areas's only frequent bus much east of Stud Rd is the 670 between Ringwood and Lilydale which runs every 15 minutes on weekdays. Apart from that buses are typically every 30 to 60 minutes with an above average number finishing early at night and/or lacking 7 day service. With the minor exception of the Healesville routes there has been no significant review of bus services with many indirect and confusing routes operating much as they have been for years. 

Priority fixes
* New greenfields train timetable with gaps of no more than 20 min for Belgrave and Lilydale and 10 minutes for Ringwood, first to last train with simpler peak stopping patterns.       
* New bus network to be delivered in three stages: a. Frequency upgrades to existing main road routes including 664, 670, 693, 737, 901, b. Introduction of 7 day service on local routes without it and c. Wider bus network reform that simplifies routes, removes inefficient overlaps, provides new coverage and delivers a minimum service standard near more homes.

8. Greater Dandenong 

Greater Dandenong now has Melbourne's most frequent train line going through it with buses the traditional weak spot despite their higher than average usage.

Network maps show an impressive number of routes but the typical bus route may only be hourly and may not operate on weekends or at night. In other cases major routes like 828, 850, 901 and 902 may drop to one half or less weekday frequency on weekends. The lack of network reviews has also left a legacy of indirect and overlapping routes with few attempts made to simplify, especially around Keysborough. 

Two routes have recently gained 7 day service with two more to come in the underserved Dandenong North area. Suburbs surrounding Dandenong with limited service, especially on weekends, include Doveton, Narre Warren North and Springvale. Greater Dandenong has favourable demographics for bus ridership with strong usage of services that do get upgraded. 

Priority fixes
* Upgrade key routes 800, 802, 811, 813, 828, 901 and 902 to operate every 15-20 min or better 7 days with 6am - midnight service with local routes 814, 844 and 857 improved to run 7 days. 
*  Deliver simplified bus network in Springvale, Noble Park, Keysborough, Noble Park, Dandenong area featuring more frequent buses to Parkmore Shopping Centre, a new Noble Park to Noble Park North connection and improved access to jobs at Dandenong South. 

9. Northern Casey and Cardinia

Further out from Dandenong are the cities of Casey and Cardinia. Cardinia includes Pakenham whose bus routes typically have 60 to 70 minute gaps including in peaks. Not only do these include local routes but also the 926 along Princes Hwy which justifies a better service than this.

Casey includes the massive Fountain Gate Shopping Centre which has a limited bus service for its size, especially on weekends. Its only consistently medium frequency route is the 893 (every 20 min 7 days) with the 828 also offering this service level on weekdays. 

Plans are afoot for a weekday improvement to the 888 bus (from every 60 to every 20 minutes) along with some other bus network reform as funded in 2026's state budget. However the scope of this reform does not include the potentially strong Route 841 corridor which could potentially a north-south connection serving Fountain Gate and Narre Warren. Neither does it appear to include Hallam and Narre Warren South, which continue to include more than their fair share of indirect, overlapping and infrequent routes. 

Priority fixes
* Major upgrades to key bus routes 828, 841, 888, 893, 926 and 928 to run every 20 minutes or better 7 days with 6am to midnight service.       
* Implementation of Casey area bus network reform as proposed for Cranbourne/Clyde with a Phase 2 to simplify bus routes in the skipped areas of Hampton Park, Narre Warren South and Pakenham town.

10. Greater Frankston 

Frankston, like Dandenong, is an area where there are many bus routes on paper but an even higher proportion are infrequent, with hourly service even in peaks being widespread. Apart from recent network changes in Mornington the area has seen no significant network reform for many years. This has left it with confusing and indirect routes, particularly in the Karingal and Frankston South areas. 

Like in Dandenong weekend service drops significantly with popular routes like 833 and the 901 orbital falling to half frequency. While not mapped areas to the south such as Hastings and the Mornington Peninsula also have bus issues with some routes in the latter not operating on weekends. 

Priority fixes
* Upgrades to key bus routes including 791, 833 and 901 to run every 15-20 minutes or better 7 days with 6am to midnight service.       
* Simplified local bus networks for a. Karingal/Langwarrin, b. Baxter/Hastings, c. Frankston South/Mt Eliza with routes that go the same way for all trips and all run 7 days. Extend some routes (eg 833 and/or 901) through rather than terminate in Frankston CBD to improve access to Frankston Hospital and Monash University from the north.  

Conclusion 

The above is what I'd consider the ten least accessible parts of Melbourne by public transport. Some are growth areas while others are established areas that have gone for years without significant bus network revamps.

In some cases like Craigieburn and Greater Dandenong there is reasonable weekday service but it's limited weekend service that lets the network down. In others like Point Cook off-peak weekday service is also limited but there is still high potential to upgrade frequencies by working the existing bus and train fleet harder.

None of the suggested solutions have major infrastructure constraints and all can be done for a fraction of the cost of just one major project. A suitable low-spend/high-impact transport policy for the 2026 state election could be called 'potholes and black holes' to deliver cost-effective benefits for all transport users that a decade of 'Big Build' ignored. 

I've concentrated on high population but low service areas. There are some smaller poorly served/high need pockets like Campbellfield I haven't covered here. Comments on these and whether I should have added other locations would be welcome and can be left below. 

An index to all Useful Network items is here

TT 248: Can 40 extra Metro drivers revolutionise the network? (Early findings from 2026 SNAMUTS data)

Executive Summary: RMIT research has found that as few as 40 extra full-time train drivers could massively increase the number of train stations enjoying off-peak service every 10 minutes or better. This would make the network more resilient, better connected and stem Melbourne's per capita decline in public transport service under the current government.  

 

SNAMUTS maps have become a recognised way to see how cities are progressing to maximise the proportion of residents near reasonable public transport. Cluster people around a station, extend a train line or upgrade bus frequency and the scores get better. Encourage sprawl, don't boost train frequency and let bus networks atrophy to make the indicators worse. 

The maps show inequality in public transport access and service within and between cities. They show progress over time with Melbourne maps available for 2006, 2011, 2016 and 2021. You can also compare Melbourne's performance with other cities in Australia and abroad. 

When examined with an understanding of what happened when you can see the effect of various government policy settings over the last 20 years. For example the effects of the Brumby-era SmartBus upgrades are discernible when comparing 2011 with 2006 maps. As is the mix of population growth, sprawl but service stagnation between 2016 and 2021 under premier Andrews. 

The recent record

The Andrews-Allan recipe was one of massively building infrastructure but stalling on service, even that which did not depending on new infrastructure or rolling stock to operate. Whenever people asked about service levels premiers and ministers would list their 'Big Build' achievements, saying these would enable future service uplifts. 

We were told the Metro Tunnel would be worth it at the end with, to quote then premier Jacinta Allan, "A new timetable in place everywhere - on our trains on our trams on our buses". This would have been a big relief given the stagnation in service levels as shown in the SNAMUTS 2011 - 2021 data. 

 

Comments like these along with language like Big Switch raised expectations as to what service we'd get on Day One of the Metro Tunnel (ie Feb 1 2026).

But when the new timetables came out in January it felt like an anti-climax.

Fewer lines than expected got service upgrades. The busy Craigieburn line was particularly hard done by given that Metro Tunnel's 2016 Business Case had it running every 10 minutes from Day One. Instead it was left with 20 minute gaps, double the waits of the similar length but quieter Frankston line. 

And while good by Melbourne standards, even the 10 minute service through the core of the Metro Tunnel feels underwhelming. Outside the peaks five new stations feel like giant caverns with just two frantic exchanges of passengers every ten minutes and silent waiting in the remaining eight. Far short of the continuous all day movement that a major rail tunnel project needs to justify its costs and even the five minute midday frequencies enjoyed at the core of rail networks like Perth and Sydney. Ten minute gaps (extending to twenty if a train is cancelled) also effectively preclude tram network reform, one of the potential but so far unrealised benefits of the Metro Tunnel.  

Tacitly recognising that it might have oversold the new timetable and with an election approaching, the government later changed its tune. Then transport minister Gabrielle Williams redefined the Day One timetable as only the beginning with further service uplifts to come (which indeed they did in August 2026 with more planned for 2027 thanks to 2026 State Budget funding). 

As for buses 2021 had hopes raised and then dashed with promises broken on bus network reform. The 2023 and 2024 state budgets were particularly sparse. Nevertheless there were still some bus upgrades in areas like Werribee, Tarneit and Dandenong with growth area contributions and community campaigns playing a significant role. These upgrades included both new routes and service upgrades to existing routes. Some of the latter were sufficient to tip them over SNAMUTS' cut-off for a minimum standard service (every 20 min weekdays and 30 min weekends). Such upgrades have the effect of reducing the black urbanised but unserved parts of the main SNAMUTS composite map. 

2026 early findings

The final 2026 analysis is awaiting land use data from the census taken earlier this year. However RMIT's Jan Scheurer presented some preliminary findings at the Melbourne Transport Camp held on October 9. These include all the public transport service changes up to August 2026.  

Read the preliminary findings here. 

Here are some key points arising from this analysis. 

* Service intensity continues to fall

Melbourne's public transport service per capita has continued to fall from its 2011 peak. In short our population has grown faster than public transport service. The February and August Metro Train timetables increased service but not at a pace sufficient to catch up on stagnation in the previous decade. Similar comments apply to buses.

Had the state government retained 2026 service intensity at 2021 levels we could have had not only 10 minute midday frequency on the Craigieburn, Mernda, Ringwood and Glen Waverley lines but also some bus upgrades. We did not get this as political fashion favoured new over better used infrastructure.    

The preliminary findings identify the SmartBus roll-out as contributing to the last big increase in service intensity between 2006 and 2011. Since then the SmartBus program has atrophied with no new routes created and buses losing their distinct livery. In contrast, Sydney, with more wider-ranging public transport improvements, has increased its service intensity.  

* Network coverage improving

This is the proportion of people in jobs near what you might call useful or medium frequency public transport. Unlike service intensity this has gradually risen. 2006 - 2011 was a large rise due to the SmartBus roll-out. 2016 - 2021 was a slow rise, probably because the government didn't do much with buses. However the rate picked up since 2021, reaching 53.8%. 

The reason why this number trails behind the 90-odd per cent you might see elsewhere is that the typical Melbourne bus route only runs about every 40 minutes, excluding it from this analysis. I wrote more about that here and here.

There has been accelerated recent rolling out of more bus routes running every 20 minutes on weekdays in growth areas. Some (mainly around Werribee) also run every 20 minutes on weekends while others (especially in the northern suburbs) are only every 40 minutes on weekends. SNAMUTS would recognise the former but not the latter as 40 minute gaps fail its 30 minute weekend cut-off.

The fastest way to dramatically improve this number is to upgrade about 20 to 40 existing but underserved main road routes to every 20 minutes so they feature on the maps. Improvements in areas like Point Cook, Craigieburn and large parts of the south-east would be particularly cost-effective.  

* Contour catchment falling or stagnating 

Public transport in Melbourne is slow while the city and its attractions are sprawling. This means that we can get to a lower proportion of them within 30 minutes than 15 or 20 years ago. However the last 5 years saw a levelling off, possibly due to the Metro Tunnel introducing some countervailing speed and connectivity improvements for some trips. The more densely settled Sydney has done better here with such improvements happening on a much larger scale and being associated with several projects, not just one. 

* Increasing friction to move around (closeness centrality)

Declining tram speeds are a contributor. As is our low rail frequencies, tram routes that stop 1km short of train stations and a refusal to substantially reform buses in inner and middle suburbs. The latter means that certain adjacent major nodes (eg Caulfield - Camberwell, Greensborough - Doncaster or Highpoint - Essendon) that should be an easy connection on a frequent direct bus route are not.  

Another factor that drags down the average are new, often outer, nodes that come about due to service improvements. While transport to them has improved, their inclusion affects the average. A noteworthy addition in 2026 was Springvale Junction on Princes Hwy, made possible by the Bus 800 weekend upgrade that met the SNAMUTS standard.  

* Network resilience

If you thought the Melbourne PT system was fragile you'd be right. The 2026 analysis shows declining resilience to growth, describing it as worriesome. We have gone from being more robust than Sydney to being less robust. Better rail frequencies, tram network reform and some improved bus links around the core are suggested to improve resilience. 

* Nodal connectivity

Some good news with a steady improvement since 2006. But it could and should progress faster. 


What if?

The 2026 SNAMUTS numbers show that certain measures such as public transport network service intensity, friction and resilience have deteriorated in the last five years. 

This is the product of opposing forces. The Metro Tunnel and its timetable brought improvements for some areas. However these were outweighed across much of Melbourne by continued outward sprawl (which imposes its own under-realised motoring costs including a major road maintenance backlog), political resistance in both 2015 and 2023 to reform bus services and a reluctance to simplify metropolitan train timetables and boost frequencies. 

How would a greater attention to service frequencies have affected results? Suppose 2021's per-capita service was largely retained in 2026 (ie a drop from 13.2 to 13.1 instead of the actual 12.8). That would have bought enough service kilometres to operate four more train lines every 10 minutes, with Craigieburn, Mernda, Ringwood and Glen Waverley chosen for easiest implementation. 
 

This extra frequency would have led to an increase in ease of movement over 2021 (rather than the decrease) and lowed the weakening of resilience. The higher frequency would also have improved connection between nodes (and modes) at a high proportion of the 80 stations that would benefit. 

The number of suburban stations that would benefit on each line would be as follows: 

* Craigieburn 15
* Mernda 24
* Belgrave/Lilydale 28
* Glen Waverley 13

The 80 total is more than one-third of the stations across the Metro network. Waits would be cut to turn-up-and-go levels at  some of network's busiest including Box Hill, Ringwood, Essendon and Craigieburn. While Belgrave and Lilydale would finally be rid of their 30 minute midday gaps which has been a feature of its timetables for at least 50 years. Furthermore connections to trams and buses would be improved at dozens of locations across Melbourne's north and east.  

The cost? The research estimates that approximately 40 extra full time train drivers could run this boosted service. Naturally there would also be additional maintenance, power and other expenses involved in running the more frequent service. 

The gains arising from a service boost like this for rail (and similar for buses) would be substantial.

Such a program can be done progressively as drivers can be trained and rostered, with scope for some quick wins by boosting some lines from 20 to 15 minutes like Joan Kirner did for Sandringham in 1992 and Jeff Kennett for Frankston and Dandenong in 1996. On a cost/benefit basis it would compare favourably with large infrastructure builds (which are often highly desirable but are expensive and entail substantial borrowings). 

Indeed due to its weak record on adding metropolitan public transport service in its first ten years, the Andrews-Allan government has left so much PT service fruit on the table that the next government would be mad not to take it, even if it needs some revenue measures and cost restraints to fund. 

 

See other Timetable Tuesday items here

UN 253: Top 20 links that would TRANSFORM Melbourne's buses in 2026

Earlier this week Labor announced its first substantive bus promise in its campaign to retain government in next month's state election. Monbulk MP Daniela De Martino was able to win support from her party for a new bus route between Emerald and Monbulk. 

The specific assurance of a new bus route is superior to the promise of a mere review (as offered for Melton). That's because reviews are vague and are easier to break promises on (as Labor did with the large north, north-east and Mildura reviews promised before the 2022 election). 

Cost-effectiveness

New or extended bus routes can be beneficial due to the new coverage and connections they can provide. However they may require new bus purchases, especially if a service that runs during peaks as well as off-peaks is desired.

That requirement increases costs and affects value for money when considering whether to add bus service or not. This is very area dependent.

For example if you add a bus service in an area like Tarneit, Craigieburn, Box Hill, Chadstone or Dandenong it is very likely to get good usage (even if it's infrequent) whereas usage in non-growth peri-urban areas (like Monbulk or the minister's seat of Eltham) is less guaranteed.

The likes of Monbulk may well deserve improved bus services, although suburbs like Campbellfield or Doveton, with some of Melbourne's lowest incomes, have a stronger case. A risk with politicised bus planning is that it does not align with greatest patronage potential or social need with resources misallocated between seats. One might still want extra bus services in areas like Monbulk, but the fiscally sensible government would plan this tightly, eg by reviewing underused or duplicative routes like the 694 that could offset some of a new route's cost. 

The Monbulk promise is however welcome in that there is at least some thinking going on about bus links that should exist but do not currently. This is largely due to many areas having legacy bus networks that have not had substantial reviews implemented for at least 15 and in some cases 40 years.

How fast has bus reform been?

In 2019 I identified 24 important 'missing links' that comprehensive bus reform would have almost certainly addressed. These are described in Part 1 and Part 2. 

Not one of the 24 routes could be said to have been fully implemented, though changes to bus networks have delivered other improvements in some of the areas these routes would have served. Pending implementation in areas like Seaford/Carrum Downs, Dandenong North and Wollert will be beneficial even if the links will be shorter than envisaged. These are the result of a rediscovery of buses since 2024 by a government that largely squandered its first decade with regards to bus services and reform. 

This limited progress means a list made in 2026 will be similar to 2019's. But this time I'll go clockwise around Melbourne, starting in the west. It is envisaged that all routes listed would operate over long hours with service every 20 minutes or better seven days. 

20 links to transform Melbourne's bus network

West

1. Point Cook - Werribee Plaza - Wyndham Vale: Right now it is hard to get out of Point Cook to go to anywhere but Williams Landing Station (which has nothing except a town centre not quite nearby). An east-west route, possibly formed from reforms or extensions to existing routes like 496 or 498, would address this. 

2. Sunshine - Melbourne Airport: A major gap that makes getting to Melbourne Airport from the west harder than it should be for workers. Yes there is now a Skybus but that high fare express option is geared to flyers not workers. A bus could be a welcome precursor to Airport Rail that won't happen any time soon. 

3. Caroline Springs to Melbourne Airport via Keilor Plains and Taylors Rd: A potential connector of jobs and a train feeder. Parts of Taylors Rd have the new 464 bus connectivity. 

4. Mt Atkinson to Caroline Springs: The Route 140 has brought public transport connectivity to Mt Atkinson but there is little at Rockbank except for a train station and it's a significant backtrack to go to Caroline Springs. 

5. Melton Station to Melton Shops: In theory there are bus routes but they are complex and infrequent with gaps of up to 60 minutes. A complete town network revamp is required. 

6. Footscray - Laverton via Millers Rd: There is already a bus that does this (411) but it's only every 40 min weekdays and 80 min weekends. Altona North is an area with massive scope for economical bus network reform but zero has happened under this government despite the local MP (for a time) having the public transport portfolio. 

7. Footscray - VU - Highpoint: A major corridor but only infrequent and indirect buses. Substantial bus reform involving routes like 223, 406 and 409 could work wonders here with a frequent 10 min corridor justified. Route 406 is particularly indirect as it serves a student village closed many years ago.  

North

8. Essendon to Highpoint: There is already a route there (468) but it's only every 40 minutes with no Sunday service despite Highpoint being a major destination and Craigieburn being a busy line. A 7 day connection could be economically done by rerouting the 903 orbital via Highpoint to replace the 468 and part of the 408. 

9. Moonee Ponds to Footscray: Again there's a route (404) but it has a similar infrequent 6 day service to the 468 with limited operating hours. Scope may exist to merge it with the 508 to create an inner orbital connecting Brunswick with Footscray via Moonee Ponds and Ascot Vale.  

10. Melbourne Airport to Greensborough via Broadmeadows: Route 901 does this but it's very indirect. Swapping it and 902 at both Broadmeadows and Greensborough would provide a more direct orbital that speeds airport travel from many northern suburbs. Weekend frequencies also need improving from every 30 to every 20 min to better mesh with trains along with the early 9pm Sunday finish extended to midnight. Could be done in conjunction with reform to 293 and 901 which together would provide a frequent Greensborough - Shoppingtown route (which despite the presence of two SmartBus orbitals is not currently provided due to their weak routing). 

11. Epping Plaza/Northern Hospital to Greensborough via Childs Rd: Much of this corridors is served by the confusing 566 route from Lalor. However Lalor is a more localised precinct while Epping has growth with a major shopping centre and hospital that the bus network does not reflect. This upgrade would involve the 566 being split into two routes to simplify the network. 

12. 527 extended to Broadmeadows: Would improve access to Melbourne Airport from the Hadfield area and provide a Coburg - Broadmeadows connection. A Sunday frequency upgrade and longer hours are also desirable. 

13. A simpler Bell St bus: A merger of the complex and part-time 513 and 514 to provide a bus every 20 min or better from Glenroy to Greensborough with bus network reform in the Lower Plenty area. Currently service levels on part of Bell Street are very low, especially on weekends with 40 min gaps between buses. 

East and South 

14. La Trobe Uni - Camberwell bus via Chandler Hwy: Would provide an important but unavailable connection. Could operate via Swinburne University. Scope to combine with reform to other routes such as 567 and 609. 

15. La Trobe University - Caulfield bus via Burke Rd: Would provide an essential but not provided for north-south connection in Melbourne's middle eastern suburbs. Could be done in conjunction with reform to existing routes like 548 and 624. 

16. Heidelberg - Pines Shopping Centre bus: Could replace a poorly used section of the 901 with improved connections to La Trobe University in conjunction with other network reform. 

17. Canterbury Rd bus: Could run from Box Hill to Ringwood via Forest Hill Chase. Could be done in conjunction with local bus network reform. 

18. Bayswater - Knox City via Scoresby Rd: Currently has the once daily 745A and a few 753 extensions but justifies a full service route. Requires other network reform for best effect. 

19. Glen Waverley - Ashburton - Caulfield via Glen Iris: A short extension of the 734 to Caulfield that better connects the south-east with the east. 

20. Bay St Sandringham - Southland bus: Provides a direct connection on a corridor currently without one. Potential to be done from an extended / reformed / upgraded Route 828. 

Conclusion 

These are just a few potential links that would make buses much more useful across Melbourne. If you have any more or consider some of the above unimportant, please leave your comments below. 

An index to all Useful Network items is here