UN 235: PTUA's plan for Geelong and Bellarine buses

Today I'm showcasing another vision for improved bus services, this time for Geelong, Bellarine Peninsula and Bannockburn from the Public Transport Users Association Geelong Branch. 

It is in response to the bus review DTP is conducting for the area, following funding in a recent state budget. They asked for public input back in April and PTUA responded with a detailed submission. 

My personal view is that Geelong is one of the places that least needs a wholesale bus network review. Geelong itself got a major network review in 2015 with routes dramatically straightened and (mostly) upgraded to every 20 minutes off-peak on weekdays. That compares well with routes in metropolitan Melbourne and meshes with trains that run every 20 minutes. 

If you want to look at places most in need of an overhauled bus network look at Wodonga, Shepparton and Mildura. Infrastructure Victoria recommended revamped bus networks in these places and more. The government actually started a review for Mildura (when it had an independent MP) but failed to carry through after it was safely returned in the 2022 state election. 

Having said that the Geelong area still needs some bus service improvements. Despite generally better weekday frequencies than Melbourne suburbs operating spans are shorter, especially on weekends. Late starts, early finishes and low frequencies stymie travel to places like Queenscliff, especially on weekends when intending visitor numbers are highest. And growing Bannockburn needs much more than its current sparse service. 

The PTUA submission tackles all these by recommending higher frequencies and longer hours. It also supports bus priority, improved bus shelters and the retention of the Moorabool Street bus interchange in the Geelong CBD. The latter is a hot topic locally; some retailers want the bus interchange moved due to antisocial behaviour and the sorts of people they say it attracts. A trial of a Night Network type service on the main bus routes is also advocated. 

Geelong's train service used to be hourly. It has been every 20 minutes seven days per week since 2024 following successive service upgrades. Line usage has surged, largely due to urban growth in Tarneit and Wyndham Vale with more to come when the new Tarneit West station opens in a few months.

However its peak timetable remains with excessively complex stopping patterns. Also a short-sighted decision was made to retain 40 minute weekday interpeak frequencies for Waurn Ponds despite a 20 minute service now operating on weekends. These oddities undermine the potential role of rail to operate as a spine for fast local travel for some within-Geelong trips. 

The key decision taken when planning Geelong's bus network is its base frequency. As noted before this is commonly 20 minutes on weekdays for local bus routes. It's on weekends when gaps widen. Even Geelong's busiest route (Route 1) has a (slightly uneven) 30 minute headway on weekends. This is actually similar to some Melbourne SmartBuses but was instituted when Geelong weekend trains were every 60 minutes. Buses were not significantly upgraded when weekend trains went to 40 and then 20 minutes. 

If you are not going to have buses running at turn-up-and-go frequencies and you value connectivity with trains then the other option is a timed transfer network where there is a family of frequencies that evenly mesh with train services. For example if trains are every 15 minutes then buses might be every 15 minutes for main routes, every 30 minutes for middle importance routes and every 60 minutes for local or semi-rural routes. 

In Geelong's case the pulse is set by a 20 minute train headway to South Geelong. The menu of acceptable frequencies for buses then becomes 20, 40 and 60 minutes (though 40 won't mesh with 60 for even bus to bus connections). A 20 minute interval with most routes (ie matching train frequencies) is basically what the planners in 2015 went with for weekday services. In contrast the 2014 Brimbank and 2015 Wyndham networks planned at a similar time went with a harmonised hierarchy with main routes every 20 minutes and local routes every 40 minutes. Melbourne uses 40 minute frequencies more than anywhere else in Australia. Its advantage is that it's better than 60 minutes but is not a memorable clockface headway. 

The PTUA submission addresses the headway harmonisation problem by ignoring it. Their proposed bus network is based on service every 15 minutes for urban Geelong and Lara routes and every 30 minutes for peripheral routes. Opting for this produces a memory timetable good for local trips but sacrifices even connectivity with trains, especially in cases where buses every 30 minutes meet trains every 40 minutes (or less worse every 20 minutes). It is possibly true that outside main commuting times travel within a city is more significant than trips involving a train connection. However longer tourist type trips where people are travelling to locations like the Bellarine Peninsula may have a significant rail connection component. But PTUA's headway choice does avoid horrid 40 minute bus intervals for outlying areas which might have been its main reasoning. 

The submission correctly (in my view) says the structure of network is strong. Thus it does not suggest major overhauls for the core of the network. But it does for some outlying areas with maps provided. 

Anyway that's my summary. Have a read and let me know in the comments what you think. 

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TT 231: The secret Sunday train PTV doesn't advertise

 

As noted here, the much-promoted "Big Switch" February 1 Metro train timetables were a huge boost for the Sunbury line, some handy uplifts for Cranbourne and Pakenham but pretty small affairs elsewhere.

This is because bigger initiatives are planned for later, with the minister describing the February 1 changes as only the beginning. These will include off-peak improvements for Sandringham, Craigieburn and Upfield and peak improvements for Werribee, 

However February 1 did treat the Frankston line to an extra outbound Sunday morning trip, departing Flinders Street at 7:39am and arriving Frankston at 8:43am. 

Its timing couldn't have been better so kudos to the Master Timetable schedulers. It perfectly plugs a 60 minute gap in the previous timetable that existed until the 9:12am arrival at Frankston. 

And whether by luck or design it cuts connection waits for the Mornington Peninsula's most important bus routes (including some first trips for the day) by 30 minutes. Without this train people travelling from the city direction would be unable to efficiently arrive at most Peninsula destinations much before late morning. 

Despite its network benefits this extra service has flown under the radar. Even though it's a perfect example of how adding a few services per week at important times (for tiny cost) can transform passenger experiences and the network's usefulness.  

The trip's low profile is not just due to the usual DTP/TV/PTV prosaic communication style and lack of marketing flair. Weakness in data management is also a factor. That's because the trip can be missing from what should be trusted resources like the PTV app, Transport Victoria website and Metro online timetables. Without departure time posters at stations (which were removed and not replaced for February 1) people might see the hour gap between trains and avoid travel or drive instead.

Without information one could call the 7:39am Sunday trip from Flinders Street to Frankston a 'secret' train, known only to a lucky few who either saw it or were browsing certain sources that showed it. 

Enjoy this video of my experiences planning and making a trip involving it last Sunday. 

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Note: There are other trains that run but are not in the public timetable. These 'non-PSR' trains are normally on weekdays. They can be cancelled without penalty. But this service is too useful for network connectivity to be considered a non-PSR. 

UPDATE: A commenter on the above video says that the train mentioned is also not listed in the printed timetable. The plot thickens! 

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UN 234: Climate Action Merri-bek's transport ideas for Fawkner

Fawkner is geometrically a terrible suburb to plan public and active transport for.

Fawkner can claim two stations on the Upfield line. But this skirts the suburb's western edge, is severed from most homes by busy Sydney Rd and lacks a station at the suburb's nearest large shopping centre at Campbellfield. When the timetable is running perfectly peak trains run every 16 minutes. However reliability is fragile as even small delays can result in trains starting or terminating at Batman due to the single track section north of Gowrie (as happened this morning, in fact).

Fawkner is the sort of suburb that could see housing density intensification and gentrification. Both could mean more CBD workers who are more likely to commute by public transport. Gentrification also brings social capital which is associated with higher engagement in the political process, residents demanding more, seats becoming less taken for granted and eventually winning funding for upgraded services including better transport.   

Fawkner is somewhat of an island. Cemeteries limit road access to the west while Merri Creek blocks it to the east. This makes any east-west travel from most parts of Fawkner an ordeal. Which is is exacerbated by Reservoir's bus network being an unreformed mess with complex routes like the 553 and dead end routes like 558. And to the west the 536 has a weak terminus at Gowrie Station rather than extending into or nearer Fawkner, even if just to Campbellfield Plaza. North-south travel is via the busy and walking-hostile Sydney Rd or the unreliable Upfield line. 

Fawkner's existing bus network includes the hourly weekday-only 531 down Sydney Rd from Coburg North to Upfield (both weak termini) and the snaky 530 from Coburg to Campbellfield (both strong termini but very indirect). 

Given these limitations what should be done about improving transport to and within Fawkner? 

I could say more on this but today I won't. 

Instead I'll invite you to read these priorities for better active and public transport for Fawkner prepared by Climate Action Merri-bek.  

Note: We have since seen the state budget which included upgrades for bus services including higher weekend frequency for the 561 mentioned above. This will have large direct benefits for a broad strip across the north including Reservoir, Coburg and Pascoe Vale. 

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TT 230: Maximum waits for Australian trams compared

Yesterday Daniel Bowen cited statistics that showed that Australia's busiest tram lines were no longer in Melbourne. Indeed three of the top four top performers were new systems in Sydney and the Gold Coast. See Daniel's item for some possible reasons for this. 

Benefits of frequent all week service

The ideal for any major public transport line is that you should be able to turn up at any reasonable time (that I will define as 6am to midnight 7 days) and expect a service to arrive within a short time without checking a timetable. The February 2026 timetable introduced this concept for the central section of the Metro Tunnel between Dandenong and West Footscray. The 22 stations in this section enjoy a timetabled maximum wait of 10 minutes or less for 130 hours of the week. 

This 'always there' frequent service encourages a completely different attitude towards public transport by transforming the user experience. This includes including it being useful for trips more diverse than the weekday peak period city commute (which has long been declining as a proportion of all trips). 

On a broader level a frequent network can shape investment and personal decisions like where people choose to live and how many cars households own (which further grows patronage). Much more than in cities like Perth, Melbourne has a significant inner suburban demographic that would be favourably disposed to not driving if public transport was reasonably frequent over wide hours. For such a group maximum waits (even at 11pm) are likely to have an out-sized influence on their decisions. And maximum waits are relatively cheap to reduce, especially if they need only a few hours extra per week of one or two extra trips per hour to cut. 

Everyone will have different views as to what comprises 'turn up and go'. Factors like the length of the trip, if a connection to another route is involved, willingness to walk and the availability of alternatives are all important. But, with one big city exception, there is, based on what currently operates, general agreement on what the maximum wait should be for light rail routes in Australian cities. 

Do you know what it is?

To help I've reproduced the tram route patronage graph with maximum waits annotated.

The above excludes suburban rail and BRT systems. But if you counted them you would find that most Sydney lines have 15 minute maximum waits from first to last. As do the inner sections of three rail corridors in Perth and Brisbane's BUZ bus corridors. 

Melbourne stands out as the exception in all this. Its midday tram frequencies are comparable to the other lines. But after dark and (especially) on Sundays they collapse to 30 minutes, even on its busiest tram lines. Whereas, just like is done for their trains, Sydney has a maximum wait of half that or 15 minutes. The same is true for the Gold Coast and Canberra.

While I've marked Newcastle harshly (as their 30 minute gaps are at the extremities of the day) if anything I've been generous to Melbourne because many of their trams start after 6am on Sundays, particularly in the outbound direction (although six routes run 24 hours under Night Network). Also Melbourne has more lines than other cities with a more frequent service available on some inner area overlaps. 

Reasons for Melbourne's long maximum waits

Sundays are one key reason for Melbourne's longer maximum waits than other cities. Take those away and maximum waits drop to 20 minutes (the standard service for most routes on Monday to Saturday evenings). That's Adelaide type maximum waits. 

The 30 minute Sunday morning gaps reflect a history of opposition to Sunday service by the Protestant-dominated Tramways in the first third of last century. In the face of public pressure and a leadership change limited Sunday morning service based on 30 minute headways commenced in 1936 as a six month trial. Those same 30 minute headways have stuck for 90 years on most routes. 

Sunday evenings, that other important time where most Melbourne trams run only every 30 minutes, have a different history. The churches were much more concerned about preserving the Sunday morning Sabbath than Sunday evenings. Sunday evening trams in Melbourne used to run as frequently as Sydney's, Gold Coast's and Canberra's do now but unreversed 1950s and 1960s service cuts ended that.

Melbourne's timetables have remained time capsules for decades due to historically low political interest in upgrading service levels for many years. Especially the type of service levels that could have been upgraded within existing infrastructure and fleet constraints. 

Recent action to cut maximum waits

There have been no significant tram service cuts for a long time. There have even been some minor frequency improvements (most notably Friday and Saturday nights) on some routes. But these have not been enough to reverse the long-term (and continuing) per capita reduction in tram service levels.

The trend for Metro rail services has been more encouraging. For the first time in a while we're seeing concerted action to cut maximum waits to 20 minutes. This includes a start made to cut 30 and 40 minute maximum waits to 20 minutes for Pakenham, Cranbourne and Sunbury in the February 2026 Metro Tunnel timetable.

This will be followed by the implementation of similar for Craigieburn and Upfield (funded in the 2025 state budget). And then the 2026 budgeted upgrades including weekends on the Clifton Hill group and weeknights for the Burnley group. 

By 2027 Melbourne's despised 40 minute gaps should be eliminated on all but the outer Hurstbridge line on the Metro network and weekends on the Melton line for V/Line. The main outstanding matters then become 30 minute maximum waits for the Clifton Hill group on weeknights, the Burnley group on weekend evenings and Sunday mornings and Belgrave / Lilydale for midday weekdays. 

Trams and major bus routes could do with the same too! 

See other Timetable Tuesday items here

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, 410 and potentially a new north-south route connecting densely populated Maribyrnong with trains at the due to be rebuilt Tottenham station via Ashley St.  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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UN 231: After the Budget - what should come next for public transport service upgrades?

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. 

* 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. 

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. 

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

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. 

* 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

* 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. 

* 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

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.  

* 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.   

* 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. 

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. 

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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