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.
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.
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.
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).
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.
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.
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.
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).
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).
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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
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.
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).
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.
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.
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.
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.
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.
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.
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.
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.
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
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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