UN 233: Six steps for better public transport to the new Footscray Hospital

Summary: Despite having a tram and several bus routes nearby, public transport access to the new Footscray Hospital is slower, less direct and less frequent than it should be. While the hospital has been under construction for years no opportunity was taken to revamp surrounding buses in time for its opening. This item proposes several cost-effective measures that could improve public transport access to the hospital for both visitors and staff. 

A new study, published in the June 2026 Journal of Transport and Health, finds significant geographical inequality across Melbourne in terms of public transport access to hospitals. This was found to affect health outcomes. Outer suburbs typically fared worse due to inferior public transport longer distances to the main teaching hospitals. 

Existing transport to Footscray Hospital

I examined public transport services to hospitals (including the then Footscray Hospital) back in 2022. The previous year I looked at PT services in the wider Maribyrnong area. Both glances indicated a network less capable than is possible despite the concentration of population and major destinations in the area. 

Hospital moved and opened (18 February 2026)

Since then the hospital has moved eastward with the yellow star on the map below showing the new site. It's nearer to Footscray station but still beyond its pedshed for many, making 'last mile' transport important to reach it.  

The TV map shows tram and bus routes in the area. The last significant network change was back in 2008 when Route 409 was extended from Footscray to Highpoint to serve Edgewater Estate.  

Trams improving (and more to come)

While tram service levels in Melbourne are typically the slowest changing of any mode, the historically infrequent Route 82 tram has almost caught up to other routes. Weekday interpeak improved from every 20 to every 15 minutes came a few years ago. Some evening frequency boosts came later. More is in store for the 82 including G class trams and accessible stops on Droop Street. The 82 tram operates a somewhat indirect route between Footscray and Moonee Ponds, going quite near Highpoint.

Bus stops scattered across Footscray 

On paper bus service to the hospital area is amazing, especially from Footscray Station. Combined service from there is around 12 buses per hour Monday to Saturday, dropping to a still high (for Melbourne) 7 buses per hour during the day on Sundays. 

In practice few benefits of this high on-paper frequency are realised. One reason is because service is scattered across multiple uncoordinated routes that depart from various locations in Footscray. Some of the most frequent buses like 223 and 472 depart from stops furthest from the station. An attempt by Augustus Brown to document where buses leave from at Footscray is here. 

No one route is consistently frequent all week

While combined frequencies are high, no one route is consistently direct and frequent across the week. Service levels are largely a function of historical legacy, including whether a bus route once ran as a tram (as 223 did). This explains why non-Tramways Board private bus routes 406 and 472 finish earlier and have longer Sunday waits than the 223.

More recent changes, while beneficial, have added complexity due to limited scope. For example 406 is the only route in the area that runs 24 hours on weekends yet remains with a 9pm finish on other nights. 406's 40 minute Sunday frequency also does not match its role as a major connector to the busy Highpoint Shopping Centre and compares poorly with its 20 minute Saturday frequency.  Meanwhile the 404, a direct route between two strong termini is infrequent, has short operating hours and doesn't run Sundays. 

Connections between trains and buses/trams are basically random. This is because Metro trains (every 10 minutes) and V/Line trains (every 20 minutes) do not harmonise with trams and buses that commonly run every 15 minutes.  

Sunbury line rail frequencies basically doubled when the Metro Tunnel timetable started. The Metro Tunnel was accompanied by reformed buses at its new stations of Arden, Parkville and Anzac. But established stations on lines feeding the Metro Tunnel got, at best, minor timetable tweaks. That includes Footscray despite it being one of the network's busiest stations, having a legacy bus network unreformed for years and strong needs existing. The new hospital has also apparently been an insufficient impetus for a bus network rethink.   

Indirect routes and weak termini are common 

Bus routes that are indirect or duplicate other routes cost service kilometres that could otherwise be put towards making them faster and/or more frequent.

Changing circumstances that could have triggered network reform (by making it easier to justify) are routinely ignored. The result is that bus routes remain ossified for decades after their original purpose has ceased while the community forgoes service upgrades that are both necessary and affordable.  

Two Footscray area examples are below. 

Route 223 operates unusually frequently and late into the night. Its routing south of Footscray has remained even as trains on nearby lines became amongst the best served in Melbourne with 10 minute 7 day service (firstly to Newport about 10-15 years ago, then to Watergardens earlier this year). Meanwhile the partly overlapping 472 bus, which runs to more destinations and has a bigger catchment, has continued with 40-60 minute gaps on Sunday and short operating hours. 223's alignment and service pattern reflects it being an old tram route dating from an era where trains were less frequent than now. 

Route 406 is an even more egregious example, especially if you wanted to travel directly between Victoria University and Highpoint via a route that isn't every 40 min (eg the 409). It appears to have got its indirectness from going past student housing that closed in 2001. The housing is no longer there but no one got around to removing 406's kink, despite reform possibilities existing when Route 409 was extended in 2008. Still it's never too late and opportunities exist when Route 408 gets its upgrade (as funded in this month's State Budget).

Also notable about Route 406 is its weak northern terminus. By it terminating in residential Keilor East rather than a major destination this reduces the number of people who have a one-seat trip to Footscray Hospital. 

Not mapped above is Route 472. As well as the less convenient (for the station) stop location in Footscray, it suffers from a weak terminus in Williamstown (away from the main street) and a limited Sunday timetable (including a late start and low/uneven frequencies). 

To summarise, tram network planning has responded to the transport needs around Footscray Hospital whereas bus network planning (which is supposed to be more flexible) has not. This is demonstrated by the complex legacy networks and timetables that reflect past travel patterns and operational arrangements.

The latter remains an issue today as bus network refranchising has not simplified operations with three companies (Kinetic, CDC and Transit Systems) running routes in the area. However this should not be a reason for inaction given the success of multi-operator routes on major corridors such as the 900 between Caulfield and Rowville.   

Six steps for improvement

Short term 

* Boost 406 bus to run every 20 min 7 days with later evening finish Sunday to Thursday.

* Boost 472 Sunday frequency to every 20 min with longer operating hours all week. 

* Boost 404 bus to operate 7 days with longer operating hours and a 20 min all week frequency. 

Medium Term

* Boost Route 82 tram frequency to every 10 min daytime, no worse than 20 min at night. This would harmonise with train service levels on all lines into Footscray, providing a more robust feeder. 

* Consolidate routes 223 and 406 into a premium service megabus operating every 10 min or better 7 days to provide a simple and direct connection between Footscray, Victoria University, Footscray Hospital, Highpoint and Milleara Shopping Centre. Likely done in conjunction with Route 409 adjustments to maintain coverage. As a coverage style route the 409 also has the most flexibility to bring closest to the Footscray Hospital precinct for those unable to walk to other routes. 

* Reform Route 220 into a premium service megabus operating every 10 min or better 7 days to provide a simple connection between Sunshine, Victoria University (two campuses), Footscray Hospital, Footscray, Docklands and the CBD. Done in conjunction with adjustments to Routes 216 and 410.  Local and state government agencies have suggested a trackless tram or light rail along this corridor. 

These measures would provide simpler and better connected service with main routes harmonising with trains every 10 minutes across the week. High service levels reflect density of destinations and likely housing development. They would be introduced in conjunction with improved passenger information at major interchanges such as Footscray and Highpoint to guide passengers. 

Note: Above is current TV local network map (dated Feb 2026). But it still shows the old Footscray Hospital location!

Wider train, tram and bus network improvements

The following would boost all week public transport access across Melbourne's west with Footscray Hospital being just one destination to benefit: 

* Extend Sunbury line 10 minute service from West Footscray to Watergardens first to last train (current timetable has 20 minute gaps at night and early weekend mornings). 

* Boost Melton line weekend train frequency from 40 to 20 minutes with earlier morning starts.

* Increase Werribee line off-peak service from 20 to 10 minutes all week. Reinstate station at Paisley. 

* Improved bus connectivity in the Highpoint area by rerouting the 903 orbital via Highpoint and Braybrook (replacing 468 and part of 408) in conjunction with extending the 406 from Keilor East to Sunshine and Route 465 hours and frequency upgrades. 

* Investigate potential and benefits for tram routing reform in the Highpoint area involving 82 and 57. 

Conclusion 

Much of the public transport network around Footscray and Footscray Hospital has not changed for years despite potential triggers such as the Metro Tunnel, rail service boosts, increased Sunday shopping, land use changes and the new Footscray Hospital itself.

A simpler, more modern and more frequent network concept to cater for current and emerging needs is presented above. Comments are welcome and can be left below. 

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Meeting Our Transport Challenges turns 20

Twenty years ago on a day like today you wouldn't have been able to catch a bus on any but a few routes in metropolitan Melbourne. That's because it was a Sunday and very few Melbourne buses operated. 

Whereas today around three-quarters of our bus routes feature Sunday service. The same applied if you were one of those unfortunates in need of a bus after 7pm - there was basically no service in a city (then) of nearly four million people. Even if you did have a train or tram nearby about the only trip you could do was one to or away from the CBD, almost never directly across suburbs. 

The policy that changed all that turned 20 today. While its record for rail transport was mixed, Meeting Our Transport Challenges, launched by minister Peter Batchelor on 17 May 2006, was the biggest and most successful bus plan the state had ever produced. A title it retains today - nothing newer has ever come close. 

The lead-up

The Melbourne 2030 plan (based on denser housing around a network of suburban major activity centres and a 20% modal share target for public transport) was meant to be accompanied by transport plans for trains, trams and buses. Planning had been done but not made public. Stakeholders (rightly) scoffed at a metropolitan plan that did not much include transport. 

Amid some disquiet in the planning and transport sectors the Bus Plan was leaked in early 2003. A summary was published in May 2003 PTUA News.  Key points included: 

* Premium services operating with basic 15 minute headway running 5 am until midnight, with genuine traffic priority and real-time passenger information systems

* Local services operating at least 6 am until 10 pm, with “improved frequencies”

* Four new orbital bus routes

* “Small but significant” improvements such as running routes right into railway stations 

The July 2003 PTUA News reported on the Tram Plan while October 2023 News said that the Bus Plan was still unreleased and languishing. 

The government at this time was preoccupied with salvaging train and tram franchising after the exit of National Express, building a new roof for the (then) Spencer Street Station and Regional Fast Rail. There had been many scattered but minor bus upgrades in late 2002 but the pace had slowed since, especially after a large election win by the incumbent government. The Melbourne 2030 Implementation Reference Group called for large investments in public transport infrastructure and services in 2005. 

(If you thought this was familiar, pretty much all the above repeated 20 years later in 2022-2024, including the criticisms)

The plan

Things changed after some quiet years. The 2005 State Budget invested heavily in new bus services. What was previously spoken about as a Transport and Liveability Statement came out in May 2006 as Meeting Our Transport Challenges. You can read it here. 

Pre-release audio grabs: https://ptua.org.au/posts/2006/tls-pre-audio/

PTUA reaction: https://ptua.org.au/posts/2006/tls-botched/

There were rail plans (eg the 3rd track to Dandenong) but based on what got implemented, MOTC was largely a bus plan. One can very much see that bus elements came from the previous 2003-era planning work. For example the 'Premium services' that were SmartBuses, the local services being extended to operate 7 days until 9pm (ie 'minimum standards') and the four orbital routes. MOTC also included bus network reviews though this was the hardest and least implemented part of the plan. 

Here I described 34 bus routes upgraded in just a few months in 2007: 
https://melbourneontransit.blogspot.com/2007/06/34-melbourne-bus-routes-upgraded-with.html

My progress report from 2008 is at: https://melbourneontransit.blogspot.com/2008/11/meeting-our-transport-challenges-hows.html

Daniel Bowen's 10 year anniversary write-up https://danielbowen.com/2016/05/17/ten-years-since-motc/

A look back from a vantage point of 2019: https://melbourneontransit.blogspot.com/2019/06/service-success-stories-since-2006.html

A more recent item on how they upgraded bus services at a rate that DTP's Network Service Changes pipeline would consider impossible today is here: https://melbourneontransit.blogspot.com/2025/09/tt-213-how-melbourne-added-8000-weekly.html

And finally a look at what makes bus plans succeed or fail. Not everything in MOTC happened but more of it did than most other plans, at least for buses. https://melbourneontransit.blogspot.com/2025/10/un-215-what-makes-bus-plans-succeed-or.html 

Achievements and legacy

MOTC was weak on the rail infrastructure side. Its infrastructure proposals were modest and some, like the third track to Dandenong, were not completed. 

Instead Bracks government politics favoured large spending on rail infrastructure in the regions (Regional Fast Rail to Geelong, Ballarat, Bendigo and Traralgon), showy projects like Southern Cross Station (delivered under a PPP to keep it off the books)  but infrastructure parsimony in Melbourne due to a wish to be seen as responsible financial managers. Just two years later the now Brumby government was forced to be bolder but the benefits came too late to save them at the ballot box in 2010 as rail patronage surged and reliability collapsed. 

MOTC was also weak on the rail service side, even for modest off-peak service increases that are possible with the existing fleet. We are only now starting to get funded (in the 2025 and 2026 state budgets) modest off-peak frequency uplifts (towards 20 minute maximum waits) that we could have had 20 years ago.  

It was really in buses that MOTC shone - for both regional Victoria and metropolitan Melbourne. While not necessarily the sort of thing that large mode shift is made of, the adoption of a 60 minute minimum 'safety net' service standard until 9pm every day of the week for local bus services was a substantial advance. Especially given its fast roll-out involving over 100 routes in just a few years. While a significant backlog remains with some popular routes (eg 281, 404, 468, 503, 506, 549, 844 etc) remaining without Sunday service, MOTC continues to have influence to this day. 

The orbital SmartBuses never got rolled out to the full four route network (we only got 2 3/4 orbitals). It was an attractively simple concept, even if some sections overlapped existing routes and/or traversed areas with weak patronage. Still they were patronage successes, helping to make our network less of an asterisk and more of a grid by enabling cross-suburban travel. Attempts to reform the orbitals remain in abeyance with even busy sections remaining with 30 minute gaps on weekends, poor for a premium route and not consistently connecting with trains that typically run every 20 minutes. The SmartBus network has seen no expansion since 2010 though non-orbitals like 905 and 907 gained improved hours and frequencies and a few (like 235 in Fishermans Bend) are now more frequent than SmartBus.  

As for the other big MOTC bus initiative, that of network reviews, the less said the better. The reviews were done (not all with wise or cost-effective proposals) but implementation was sluggish. A pattern that continues to this day despite potential 'greater good' service uplifts they may enable. 

Despite these limitations, Meeting Our Transport Challenges was huge for buses. It added 25% to service with usage rising by about that amount in just a few years from 2006. There has been no bigger or more influential bus plan than MOTC has been in at least 50 years. And its lessons continue to be fresh for today. 

If someone ever says we can't have fast uplifts in bus services on funding or delivery capacity grounds just point them to the record under MOTC. We did it then and can do it now. All it takes is political will. 

UN 232: Fixing Dysons bus network

Executive Summary: Dysons bus network is a lazy asset. It includes many routes with high potential for reform. Here's how we could make a start on this to get northern suburbs buses moving more people. 

On Wednesday we got news of another bus industry consolidation in Melbourne. Subject to regulator approval Kinetic is buying Dysons. This will leave Melbourne with three huge bus companies (CDC, Ventura and Kinetic) running most of its 350-odd bus routes. Leaving Transit Systems and Cranbourne Transit as the only other substantial players. Learn more about the change from Dysons here (video).  

Kinetic assures us that "Dysons’ operations will continue as normal ... There will be no changes to Dysons services, contracts or performance obligations for customers, passengers, contracting authorities or suppliers." (emphasis mine)

That's sensible in the immediate term - the transition to a new owner involves a lot of behind the scenes work and they wouldn't want a network shake up too. 

Dysons bus network reform - it's been rare

But medium and longer term? Dysons bus network absolutely needs a shake-up. Apart from the major Mernda bus network reforms of 2016, many routes are the product of decades of 'it seemed a good idea at the time' accretions that make no sense today. 

Back in 2023 I identified Dysons as the Melbourne bus operator with the largest potential for network reform. The state government was apparently thinking similar even earlier. Hence, before the 2022 state election, it identified Melbourne's north and north-east as the first area to start bus network reform. But the government was returned with a large electorally-efficient majority and ditched the idea of large-scale bus reform the following year. 

However Melburnians in the northern suburbs, where Dysons operate, still need improved bus routes. Some on routes like 558 and 566 have been waiting for decades. These truths endure, regardless of the politics. 

Past operator consolidations, some involving Dysons, have achieved nothing for the network. For example Reservoir Bus Company ran some of Melbourne's most convoluted routes, including the midday-reversing 558, easily Melbourne's most complex and most dysfunctional route. Once the responsibility of Reservoir Bus Company (who also ran abominations like the 553 and 556) operation passed to Dysons and latterly Kinetic just last year. Bus operator recontracting has also rarely delivered network reform, even though routes and timetables are key to a successful well-used network.  

A failure to plan simple and frequent bus networks isn't just due to historical errors of omission either - the same mistakes have been made within the last 12 months, as I wrote about for 513 and 514. 

Big depot of lazy assets

If I was to consider Dysons PTV operations as a business, I would consider it as one full of lazy assets. 

They might have a big depot, lots of buses and a contract to run a lot of service kilometres. But their network is ineffective, moving fewer people than it should. 

That's not due to operational deficiency on their part. In fact out of the big operators Dysons are a close second to Ventura on punctuality in the last 6 months with 90.5% of services arriving on time. 

It's more because Dysons contracted services have a disproportionately high number of complex, unproductive or duplicative routes carrying fresh air. Train connectivity is also often poor due to bus headways mismatched with trains, making connections fortuitous. 

No one has yet been able to build a lasting agreement and government buy-in for bus network or even just timetable reform in Melbourne's north involving Dysons routes in established suburbs. One cannot fairly blame Dysons for this - for several years a malignant cancer called FlexiRide roamed the Department sapping its appetite for genuine efficiency-enabling bus network reform. It hoodwinked top managers and even ministers, until reality that FlexiRide didn't work bit too hard to ignore. 

On the bright side however there has been successful reform involving Kinetic's legacy network in areas like Doncaster or the inner south-east involving routes like 279, 280/282, 603, 604, 905, 907 and more. And when there is growing community pressure for better buses but a limited budget to achieve it the government will be needing to revive bus network reform in some guise (as is already happening for Epping/Wollert). 

Once some organisational integration has been achieved, Kinetic managers might start considering  opportunities for the Dysons network (hopefully identified during due diligence prior to purchase). They might well have bought a dog but it has great prospect for new tricks like cost-effective reform and patronage growth. Their biggest challenge may be to refine any proposals in such a way as to win the support of a naturally cautious pre-election government as is required for any change to happen.  

Reform opportunities by route

To get the ball rolling, here's my first-cut look at reform prospects for Dysons metropolitan network, route by route. Note that some routes listed are already Kinetic, having changed in last year's refranchising. 

301 La Trobe University - Reservoir
This express university shuttle route can't run to its full potential until the Mernda line gets upgraded to every 10 min weekdays off-peak. It overlaps the 561 but has no intermediate stops. Both it and 561 got upgrade funding in the 2026 state budget. There is a temptation to fold this route into an even more upgraded 561 for economy though reliability may reduce. 

343 Greensborough - Hurstbridge
Doesn't run weekends. Scope to review timings and alignment due to the complex nature of bus routes in the area and generally lower than average usage. A review of connections with trains is also desirable given that one of 343's rationale was to address the 40 min gap between trains beyond Eltham. 

356 Epping Station - Wollert East
This is getting some changes in the proposed Wollert bus network. 

357 Thomastown Station - Wollert West
This is getting some changes in the proposed Wollert bus network with the southern section to operate as the new route 337. I'd consider terminating the 337 at Reservoir instead of Thomastown to provide more connections, industrial area coverage and enable reform of the notoriously complex Route 558 (run by Kinetic). 

358 Epping Station - Wollert
This is getting some changes in the proposed Wollert bus network. 

381 Mernda Station - Diamond Creek Station

Low productivity as serves a large sparsely populated catchment at the Diamond Creek end. Scope to operate latter for school trips only (if required). Also see 385 for similar comments. 

382 Northland SC - Whittlesea
A local route introduced as part of the Mernda rail extension. Overlaps a significant proportion of the 86 tram on Plenty Rd. 

383 University Hill - Palisades
A local route introduced as part of the Mernda rail extension. 

384 Whittlesea - Kinglake

An infrequent semi-rural route. 

385 Greensborough - Mernda Station

Low productivity as parts serve a large sparsely populated catchment. Strong justification for a review of usage and local network needs. Also see 381 for similar comments. 

386 Bundoora RMIT - Mernda Station

Part of a combined corridor with 387. Gained upgrade funding in the 2026 state budget. 

387 Bundoora RMIT - Mernda Station
Part of a combined corridor with 386. Gained upgrade funding in the 2026 state budget. 

388 Mernda Station
A local loop route introduced as part of the Mernda rail extension. Unidirectional. 

389 Mernda Station
A local loop route introduced as part of the Mernda rail extension. Unidirectional, running opposite direction to 388. No weekend service.  

390 Craigieburn Station - Mernda Station
A major east-west route across the outer north linking many growth areas. Already running every 20 minutes off-peak weekdays there may be a case for a similar boost for weekends. Has high patronage growth prospects with interchange opportunities with extended Wollert routes. 

513 Glenroy - Eltham

A major long-established route along Bell St, this got weakened when 514 was created in an attempt to simplify the complex two paths at the Eltham end. An ill-advised change last year made 513 a complex route that runs only 5 days per week between Glenroy and Heidelberg. This left densely populated areas (eg Bell St near Bell Station) with one bus only every 40 minutes on weekends while other parts of the route in lower density areas inefficiently overlap other routes. A short-term upgrade might see the full 513 run 7 days to reduce complexity and provide a 20 min 7 day service between Glenroy and Heidelberg via Bell St. Lower Plenty / Eltham area ripe for network reform that reduces overlap but increases coverage and frequency. 

514 Glenroy - Eltham
Intertwined with 513. Comments for 513 above apply. Greensborough - Eltham portion may be replaceable by 902. Longer term prospects as Glenroy - Heidelberg - Greensborough route that runs every 20 min or better 7 days to provide a simple Bell Street route. 

517 Northland SC - St Helena
Recently upgraded to every 20 min weekdays but remains a complex indirect route. Northland - Greensborough portion has stronger justification for a 7 day 20 min service than quieter portion north of Greensborough. Potential for extension to Diamond Creek and/or other reform in conjunction with Route 518. 

518 Greensborough - St Helena West
A complex route with relatively weak patronage. Scope to review alignment in conjunction with 517 reform. FlexiRide plan for area was wisely cancelled. 

546 Heidelberg - Melbourne University
Formerly Dysons, now Kinetic, the 546 was greatly upgraded last year including higher frequencies and new weekend service. 

552 Northcote Plaza - North East Reservoir
Former Dysons route but changed to Kinetic in last year's refranchising. 15 and 30 min frequencies do not harmonise with trains every 20 min. Also has weak northern terminus that has potential for extension to connect with trains and 902 bus at Keon Park. 

553 Preston - West Preston

Also formerly Dysons that changed to Kinetic last year. Finishing a short distance from where it starts this is a horrendously complex route that should not exist in its current form. Like the 558 it has complex deviations and a timetable that does not harmonise with trains. Reform could be done in conjunction with 558 in area. If multi-operator synergies were possible (with Route 900 being an example) there may be scope for a merging with Ventura's 526 to provide stronger termini. 

554 Thomastown/Lalor loop
Local feeder and shopper style route in Lalor area. Unidirectional. Reverse of 557.

555 Epping Plaza SC - Northland SC
Generally direct route but has part-time deviation in north-west Reservoir. Scope to simplify with consistent operations, potentially in conjunction with other network reform in area.  Current 22 min headways does not mesh with trains every 20 minutes and is not a clockface/memory timetable. Also has scope for a weekend upgrade to a 20 min service. 

556 Northland SC - Epping Plaza SC

High patronage potential route spoiled by backtracking loop half way to South Morang and 22 minute weekday off-peak headway. A route whose indirect alignment has been unreformed despite new routes like 901 (now run by Kinetic) being introduced. Potential reform scope, possibly in conjunction with 577 (also operated by Dysons) or new Wollert network. A candidate for a 20 min 7 day service once straightened. 

557 Thomastown/Lalor loop

Local feeder and shopper style route in Lalor area. Unidirectional. Reverse of 554.

558 Reservoir - North West Reservoir 

Melbourne's best example of how not to design a bus route, the alignment for the 558 has been unchanged for decades. Whether it's midday reversals, occasional extensions, termini short of major shopping centres, no Saturday afternoon or Sunday service or timetables at irregular times that miss trains, catching it is a real test for passengers. 558's core problem is the route tries to do too much. Major scope for reform in conjunction with 553, 555 and the newer 357/337. Was run by Dysons but went to Kinetic last year. 

559 Thomastown Station
A unidirectional shopper style loop route with a decades-old timetable that reflects midday Saturday shop closing. Saturday afternoon and Sunday service would be desirable. 

561 Pascoe Vale - Macleod
A major east-west route about to get better with upgrades funded in the 2026 state budget to deliver a 20 minute 7 day service. Overlapped by 301 university shuttle (see above). Potential scope for reform in the Coburg North area (eg run via Batman Station to provide a single simple route along Gaffney St) as well as a stronger eastern terminus (eg Greensborough instead of Macleod) with local network reform. Also scope for tidying up service of Dunvegan Estate (which gets a weekday only 561 extension). 

564 Bundoora RMIT - South Morang Station

A local feeder route between tram and train. Like 570 it has a large unidirectional loop at the Bundoora end that adds complexity. 

566 Northland SC - Lalor
Vies with the 558 for being Melbourne's most unfathomable bus route due to it looping over itself near Greensborough and some stops being served by services in both directions. No one would ride the bus end to end but some misanthrope early this century decided the whole sorry mess should have a single route number.

The most impactful (and zero ongoing cost) 566 reform would be to simply renumber one portion of the route as another number (565 is free) to remove the confusion at Greensborough. Ultimately though the route needs a rethink with a western rerouting to Epping Plaza/Northern Hospital and at least its northern half having its frequency boosted from an awkward 24-26 minutes to an even 20 minute headway to assist rail connectivity.  

567 Regent - Northcote
A legacy route with huge opportunities to do much better given its main road coverage. Its Regent terminus makes no sense apart from it being a legacy of the 86 tram terminating there before a 1980s extension. Northland or La Trobe University would have been better termini. Like many routes in the north it operates at uneven 20-something minute headways on weekdays, not connecting consistently with trains every 20 minutes. Those who like the idea of connecting to the inner east without backtracking via the CBD may like the concept of a southern extension to Swinburne University and/or Camberwell via Chandler Hwy and Kew. This could replace the infrequent 609, also a Kinetic route. 

569 South Morang Station - Epping Plaza SC
A local feeder route for both train and a major shopping centre. 

570 Bundoora RMIT - Thomastown
A potentially handy east-west route let down by its unidirectional loop at the Bundoora end going the opposite way that 564's does. Already runs every 20 minutes on weekdays. Potential eastward and westward extension opportunities though the the road network presents difficulties. 

577 South Morang Station - Epping Plaza SC
A short route that will be incorporated in the 337 in the proposed Wollert bus network. Operates in the same general area as the unfortunate 556 backtracking. 

578 Warrandyte - Eltham Station
Hourly 7 day bus route through a large semi-rural catchment. Areas overlapped by 579 get 2 buses per hour - a higher frequency on weekends than parts of busy Bell Street in Preston. Service levels are likely excessive for its patronage. 

579 Warrandyte - Eltham 
Comments for 578 above apply. 

580 Diamond Creek - Eltham Station

A quiet and complex route that nevertheless manages to run every 30 minutes Monday to Saturday, thus failing to meet trains every 20 or 40 minutes. Significant potential for reform in conjunction with other routes. 

582 Eltham Station loop
A unidirectional route feeding trains at Eltham. Fast for some trips, slow for other trips. A rarity for public transport in Melbourne it is running every 20 minutes from as early as 7am on a Sunday, though its evening finish is earlier than average. Parts overlap other routes. Reform opportunities may exist, such as operating the route bidirectionally to Greensborough to widen coverage to unserved corridors like Bolton St. 

609 Fairfield - Kew/Hawthorn
Only a few irregular trips per day this was intended to be a special purpose institutional route. However traffic volumes on Chandler Hwy (resulting in a bridge widening) indicate significant potential passenger demand if a regular bus was run. Opportunities could arise from joining it with either an expanded Route 508 or 567 (discussed above) and extending to a useful destination like Swinburne University. Both are run by Kinetic. 

Summary 

The Dysons bus network has huge potential for improvement. Out of all the major operators it is the one whose routes have seen the least amount of reform in the last decade or so. This is why the list above is so long. But out of that my favourite picks are: (in rough order of simple to more complex) 

* Splitting the 566 at Greensborough into two route numbers and an extension to Epping Plaza etc
* 7 day service on all of the 513 to benefit Bell Street and as far west as Glenroy
* Removing 556's Epping kink and boosting it to a 20 min frequency (preferably 555 too)
* More useful north and south termini for the 567 to make this a strong route
* A more frequent 7 day Chandler Hwy connection to Swinburne University (possibly via 508 or 567)
* Simplifying the Northern Reservoir network (552, 553, 555, 558 etc)
* New coverage, better train connections and removed duplication in Lower Plenty, Eltham, St Helena and Diamond Creek areas 

What are your thoughts on the Dysons bus network? Where are its biggest opportunities? Comments are welcome and can be left below. 

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