UN 202: 798 - Outer Melbourne's most frequent bus gets extended

The standard local bus offering in outer Melbourne is uninspiring. Typically it's an indirect route that runs about every 40 minutes until about 9pm. Peak service might improve to every 20 or 30 minutes but not always.

Even if you were willing to walk longer to a frequent service on a main road, as the IV and DTP bus reform boffins say you should be able to, you may find your ability to cross it is blocked by roundabout-facilitated unbroken streams of cars. And if you are lucky enough to find a gap in the traffic to eventually reach the stop (having missed the bus you intended to catch), the wait for the next one won't be much shorter than your local route anyway. 

Exceptions

However there are some exceptions. The reformed 2014 Brimbank and 2015 Wyndham network featured a small number of 7 day buses running every 20 min or better (170, 180 & 420). As did the reformed Cranbourne network in 2016 with the 798 to Selandra Rise and 897 to Clyde.

Back in 2019 I documented these and other 20 minute services. Since then some other routes got upgraded to this service level. Notably most local routes in Craigieburn and the new 475 between Sunbury and Diggers Rest. Though this latter group of upgrades was weekdays only, with weekends remaining at every 40 minutes, ie typically meeting every second train. 

Buses that run every 20 minutes or better 7 days per week form an exclusive subset of Melbourne's 360-odd route network. 

Most closer to the city are a legacy of Tramways Board routes that have always had better service than private buses (especially since the 1990-1 cuts to the latter following an acrimonious contracting dispute). 

In the middle suburbs the most glaring omissions are the SmartBus orbitals that should be linking the radial train lines but unreliably do so due to their infrequent 30 minute weekend service. That explains the blanks near busy areas such as around shopping centres like Northland, Eastland and Chadstone as well as major interchanges like Broadmeadows, Coburg, Preston Box Hill and Springvale.  

A welcome extension

In the slow moving world of Melbourne buses, it's a rare and exciting event when a 7 day 20 minute frequent route gets added or even just extended. Thus it's worth chronicling those that do happen. 

That's today's topic. Sunday 11 May 2025 saw the commencement of the extended 798 bus from Cranbourne. Instead of terminating at Selandra Rise it extends significantly east to the growth frontier at Clyde North. It's roughly a doubling of route length, as foreshadowed here. 

The 798 is not your average suburban bus route. It commenced in 2014 with longer hours and far more frequent service than any other growth area bus route. This was a result of a determination to have reasonable public transport from early in Selandra Rise's development. The background to this was described in a research paper presented to 2015's ATRF.  

Route 798 was later extended a little south to serve more of Selandra Rise. Other routes have since been added in the area. Thus Sunday's change reverses that extension in favour of a much longer extension east along Hardys Rd and O'Connor Avenue to newer growth areas as shown in the red dotted line (the 831 extension will happen later). 
 

The PTV item mentions alternative stops people can use (though the 898 suggested has shorter operating hours and is only every 40 min on weekends). Overall though this is one of those 'greater good' network changes where far more people will gain than will lose. 

Most notable about this change is that the 20 minute service is retained on the 798. Not only that but also its longer operating hours. For example an 11pm rather than the typical 9pm finish. 

Network implications

As a result of path dependency comprising (i) the Selandra Rise pilot, (ii) the 2016 Cranbourne network review and (iii) subsequent 897, 898 and now 798 extensions, east west buses to Cranbourne are often direct with service every 20 minutes (at least on weekdays). These are highlighted below. 

In contrast north-south buses to Berwick and Narre Warren are typically every 30 to 40 minutes. There are also a lot of overlaps and weak termini. Some are unavoidable but not all are. A consequence of weak termini is that despite the large number of routes, not one offers a one seat ride from Cranbourne to Berwick.

Contributing reasons for this include (a) the lack of a comprehensive Narre Warren - Berwick area bus network review, (b) two bus operators (Ventura and Cranbourne) serving the area and (c) Restrictions arising from temporary and conditional GAIC funding for growth area routes. 

Conclusion

The extended bus route 798 offers new coverage with better than average operating hours and frequency over a wide growth area catchment. The Clyde area will gain further with the 831 extension (likely later this year). However there is still a significant service backlog and the Narre Warren/Berwick/Clyde area would benefit from a bus network review. 

See other Useful Network items here

What our transport leaders think - hints from the PTAANZ Symposium

Leaders' speeches at industry conferences can give valuable insights into their thinking. 

One such event was the Public Transport Association Australia New Zealand (PTAANZ) symposium held last month. 

Both Public and Active Transport Minister Gabrielle Williams MP and DTP Secretary Jeroen Weimar spoke. 

The audience at these types of industry events is educated enough to join the dots. Which is just as well as both speakers would have had to have chosen their word carefully. 

The minister, for example, would not have been at liberty to disclose what was in next week's state budget. She could also not let on any disappointment if items she'd have wanted funded were not. 

The Secretary likewise cannot speak 'out of school' if he thinks that government transport funding priorities are wrong. And he has to represent a 'second fiddle' department that struggles to win funding for quite small business cases while multi-billion budget blowouts on major projects are routine. 

Summaries of both speeches were placed on the PTAANZ LinkedIn page. 

Below are PTAANZ's summaries and my takes on what they might mean. 

Speech from Gabrielle Williams MP

As Australia’s fastest-growing city, Melbourne stands at a turning point. With the Metro Tunnel nearing completion, five new stations will redefine the way we move – shifting us from a city of CBD-bound commutes to a true city of interchange

Hints at transitioning the public transport network from peak CBD commuters to more diverse trip types. Even before the pandemic this shift was necessary to retain network relevance but progress in addressing this through improved all week frequencies was snail pace beyond a few favoured lines.  

Recognises that "true city of interchange" is a geometrical fact for any big city. Especially one with more central area Metro stations and it not being possible for each line to serve each one.

and the system-wide benefits are clear: 

- Improved frequency 

May increase expectations that we are getting increased frequencies system-wide rather than just on the lines that the Metro Tunnel directly serves. We got advice of movement towards that in yesterday's pre-budget timetable announcement with maximum waits on the Upfield and Craigieburn lines to be reduced from 40 to 20 minutes. While welcome these are baby steps compared to the 10 minute service recommended by planners in the 2012 NDP Metropolitan Rail and the 2016 Metro Tunnel Business Case. Thus they do not dispel the reasonable caricature of this government as being weak on backing up its infrastructure program with service, especially relative to its time in service and the opportunities available to it. 

- Untangled bottlenecks 

- Better network-wide capacity 

Placing frequency as the number 1 benefit with capacity at the bottom, is generally appropriate for post COVID times where travel patterns have become less peaky with more weekend travel. 

But this keynote was about more than just big infrastructure. 

It was a powerful reminder that public transport is a great leveller – 

connecting people not just to places, but to opportunity. Social, educational, economic.

The PTAANZ audience knows all this and wouldn't need a reminder. 

But other parts of cabinet, and government probably do. Possibly because what we now know as the Big Build emerged from Project 10 000 (jobs) to stimulate the construction industry during a quiet time. What you might call 'Cement First' projects have not been without public benefit though it is also possible that 'Service First' would have delivered better value and even more ongoing (as opposed to temporary) jobs (though in different unions).  

Our favourite talking points from the Minister's address? 

“We’re here to enable.”

“Public transport lifts people up.”

“We live policy.”

Appealing to the Labor base and party people here. Including in low income areas whose primary vote was, as recently as the 2025 Werribee by-election, was drifting from Labor. 

The Minister spoke to the deep purpose behind the network – and to the next big challenges:

- Sunshine Precinct – unlocking access to the west and establishing a true interchange hub

A shout-out to the west that they haven't been forgotten. Channels Airport Rail and Melton electrification. May also differentiate Labor from the federal Liberal campaign that proposed less funding for Sunshine. 

- Accessibility – with new rolling stock, station upgrades, and smart technology

Needs a mention as DDA tram upgrades (especially) have been so slow. There is also a significant disability advocacy movement. 

- Buses – no longer the “poor cousin”, but essential to a flexible and equitable system. 

A sort of 'We hear you" to bus advocates with another mention of equity (likely referring mainly to coverage gaps in growth areas).

"Flexible" is a sort of catch all word with a vague meaning. At its worst it can mean the now found wanting FlexiRide concept. But at its best it can mean frequent service over long hours that permit buses to be used for diverse trips throughout the week. 

“The time for buses is now.”

Maybe a plea for higher recognition from other parts of government, a hope for more funding from Treasury and maybe even a dampener of expectations for any big train and tram announcements. 

And perhaps the biggest challenge of all? Making sure public transport doesn’t just grow with our cities – but shapes them into places where people thrive

A nod towards Plan for Victoria, developments around Metro Tunnel stations, the Suburban Rail Loop and various housing statements that seek to group denser housing around stations. At the opposite end of the scale, flexible route buses have zero ability to shape cities.  

“In a year’s time, Melbourne will feel entirely different.” 

 Possibly reflecting the completion of the Metro Tunnel and the lessening of construction disruptions as more projects get finished. 

We'll only know whether the minister has been able to carry the rest of government regarding funding for buses and other transport services in the state budget on 20 May. 

Speech from Jeroen Weimar

We’ve come a long way. From W-Class trams and ageing country trains to new Vlocities, over 100 modern low-floor trams, open loop ticketing on the horizon, and over 85 level crossings removed. A quarter of stations are now accessible. The Metro Tunnel is nearly here.

This summary demonstrates how infrastructure heavy the recent agenda has been. Bus network reform and service frequency upgrades where not considered important enough to mention, even though some has happened.   

But our growth hasn’t slowed. Victoria is the fastest growing state in the country, expecting over 2 million new households in the next 25 years. Yet our housing patterns—stretching further into low-density peripheries—have created service gaps we’re still playing catch-up on.

An acknowledgement here of fringe area coverage gaps that we're still behind on. 

And the ground has shifted beneath us. COVID didn’t just disrupt patronage—it rewrote business cases, 

Though impolite to say, projects that relied on peak capacity for their justification (eg the Metro Tunnel, some road projects and some level crossing removals) would have weaker business cases if assessed today, especially given higher construction costs. On the other hand various evening and weekend skewed active transport infrastructure and public transport frequency upgrades would probably retain  their strong BCRs. Though if there is the political will to do something business cases matter less.  

changed demand patterns, 

Basically less M-F commuting (with Mondays and Fridays being quieter though Friday evening is busy) and more weekend usage. This is well understood. But timetable reform in response has been sluggish, especially for metropolitan trains (except for special events, and even these have issues if they finish at night or start on Sunday mornings).   

and questioned funding models. Farebox recovery is down. 

Some of this is undeniably due to reduced peak usage. But other factors also wouldn't have helped. For example regional fare reductions for V/Line. Fare evasion too, especially on buses. Arguably due to DTP's culture of denial, lax enforcement and the continuation of pandemic restrictions that removed on-board top-ups.   

Peak-hour isn't what it used to be. “Turning up to the office five days a week is as old-fashioned as wearing a bowler hat.” 

Recognition that the network must be less weekday commuter oriented. And hopefully also better service at other times. Which is good for fleet asset utilisation. 

-“We need a granular way of evolving our networks—not just ten billion dollar business cases.”

Possibly a diplomatic way of saying that Victoria's current 98% big infrastructure/1% small infrastructure/1% service approach isn't what's best value for money right now, even though something like this mix has been government policy for nearly the last decade.

We may see fewer big projects for the next little while. They're expensive, they run over-budget, their BCRs are poor and they distract attention from more cost-effective initiatives. Interest rates no longer scream 'borrow now' and the government seems broke right now.

The worst outcome is if big projects bleed finances so dry that there is a famine of both big and small initiatives, causing even more loss of delivery capability. Which is already a problem given that current hidebound processes mean DTP takes more time to reform a few bus routes than LXRP needs to remove level crossings and rebuild stations. 

- “The challenge of our time is climate adaptation.”

Presumably including network resilience in which a broad view needs to be taken due to greater variability in weather events. As a small example a flood-prone station underpass at Broadmeadows could disrupt someone's trip to the airport. Climate extremes can increase service disruptions due to tracks buckling. Expanses of concrete can increase flood run-off and contribute to heat stress. Modern systems are highly power dependent so resilience is needed there as information systems can fail when they are most needed. 

“We must rethink how public transport and social infrastructure shape our cities—not follow them.”

This gets onto narratives like clustering sympathetic dense land uses around stations and on tram routes. Big opportunities might also exist via bus reform and developing frequent bus corridors that may have some city shaping capability (through a more dispersed low-rise rather than highly concentrated high rise pattern at a few nodes as per the SRL concept). 

There is opportunity in disruption. With flexible buses, mid-rise housing, and transit-led communities, we can create a public transport system that meets people where they are—and where they want to go.

One of these is not like the other two. Flexible route buses follow not shape cities. They discourage even basics like bus shelters that might bring people to a corner outside a neighbourhood cafe. Flexible routes are also not conducive to network reform or frequent bus priority corridors. The most flexible network that is within reasonable reach of everyone, has good frequencies all week and has easy physical interchange.  

'Meeting people where they are' describes a taxi more than PT. Like flexible buses they cannot shape cities and don't have agglomeration benefits that trains and buses do.

The 'social contract' of PT is that users walk a short distance. But in exchange they get service that is direct, fast and frequent for a modest fare. It is this sort of transport  Also flexible route buses are duds that are rarely efficient.

Let’s get the rhythm right.

This musical parallel speaks to DTP's role. That is a conductor of a multimodal orchestra of operators who together make the system work. 

Maroondah's 2025 - 2035 Transport Strategy

 

Reading council minutes and agenda documents is sometimes useful. As it was for me last week when I came across the Maroondah Transport Strategy in the attachments. 

Overview

Some interesting numbers in the overview. I've reproduced just the public transport ones here (click for better view).  

Even though Ringwood has an intensive peak train service, the number of trains on a Saturday is almost 90% that of a weekday. This is mostly due to unfinished timetable business from over a decade ago. That is Ringwood got its weekend trains upgraded to every 10 minutes but its interpeak weekday frequency remained at every 15 minutes. Sunday rail services were 317, or 67% the weekday service. I was surprised at that given the main difference between Saturday and Sunday service is mostly confined to a few hours on Sunday morning where a lower frequency applies. 

Bus services are very different. Saturday service collapses to barely half the number of services on weekdays. A major contributor to that would be the 901 SmartBus that runs every 30 minutes on weekends versus 15 minutes on weekdays. Sparser still are Sunday services, with barely one-third of weekday trips. This is because many outer eastern bus routes operate over limited hours or not at all on weekends. 

Council advocacy aims

There's a lot more to the report than I discuss here but I suggest first looking at page 28 which is what the council is asking for regarding public transport. I've ticked and crossed items, with more discussion below. 

The list is overwhelmingly positive. Implementation would significantly improve public transport in Maroondah. 

Main points

The two points I wish to highlight is train frequency and SmartBus 737.

The recommendation for a train every 10 minutes 7 days per week at Ringwood is very good. Weekends are already done so this just needs interpeak weekdays and (preferably) evenings to finish off.  That would deliver consistent turn-up-and-go service that would improve connectivity with buses and foster transit supportive land uses around stations. It's a reflection on how poorly we use rail infrastructure or regard rail as being useful for other than peak period travel that the Belgrave/Lilydale train timetable has been effectively frozen for so long. 

While not really stated, the 10 minute frequency recommendation should also deliver overdue relief to the 30 minute gaps between trains at Belgrave and Lilydale by improving weekday interpeak frequency to 20 minutes (as already operates on weekends). That would end the situation where stations like Ringwood East and Heathmont have longer gaps between trains than Geelong despite being half (or less) the distance to the CBD.

A Belgrave/Lilydale line greenfields timetable could be jointly advocated with other councils including Boroondara, Whitehorse, Knox and Yarra Ranges. This area contains a lot of marginal state seats. It is hard to see Brad Battin's Liberal Party regaining office without getting Melbourne's middle-class east and outer back. And if it wants to keep its strong majority Labor also needs to care about retaining its eastern seats in the 2026 state election. Thus there are good reasons for both major parties to back what is a highly cost-effective rail service upgrade. 

Route 737 is a long and popular bus route serving many destinations in the eastern suburbs including Monash University, Glen Waverley, Knox City, Boronia and Croydon. It currently runs every 30 to 40 minutes at most times with a 9pm finish. A SmartBus upgrade would massively improve operating hours and frequency so it's great that Maroondah is supporting its improvement. And the cost is relatively modest, with this being in the low millions of dollars per year in additional service kilometres. 

A 737 SmartBus is the sort of region-wide network upgrade worth advocacy from not only Maroondah but also Knox and Monash councils.  Bus upgrades sometimes have trouble getting reasonable profile in state election campaigns as they are so localised. But this one serves so many seats and useful destinations that a 737 upgrade is an easy sell for 2026. 

Other matters

Smaller items advocated for include 7 day service on buses 671, 672 and 689. This would help address the paucity of weekend and evening bus service in much of Maroondah. The requested 688 extension to Ringwood is also highly desirable with improved connectivity to hospitals just one benefit. 

There's two items I've crossed as not being desirable. Multi-storey commuter day parking (as proposed for Ringwood) is better placed outside of a major town centre. That's because town centres have higher value land more suited to productive housing and commercial uses. Also most town centre parking provided should be time limited to maximise turnover and better support local retail. Parking at stations may have merit in low density fringe areas but (especially) where it needs to be multi-storey the cost per extra rail passenger gained is high relative to other ways to get people to stations (eg improved buses). 

It's commendable though that Maroondah has considered ways of improving access to and around Ringwood CBD. However the on-demand bus concept proposed has a low chance of success. After a faddish honeymoon a few years ago, FlexiRide is generally now recognised as a flop except for niche applications where high operating costs per passenger carried are acceptable. Hence the policy direction now is towards replacing FlexiRide services with new or reformed fixed routes. 

What about a dedicated fixed route? Both Dandenong and Ringwood had such services many years ago. Ringwood had at least two in the 1980s - a car park shuttle operating as a trial and the Ringwood City Circuit (Route 666) with details here. It is understood that the 666 got incorporated into a larger route.   

An alternative could involve simpler and more frequent regular bus routes with better passenger information. When town centres get beyond a certain size there may be merit in having throughs running through a CBD and out the other side (like trams in the city) rather than terminating at a station terminus. A bus network review for Ringwood is well overdue anyway given that there are substantial long-established areas (eg Eastfield Rd) with no bus coverage at all.  

Conclusion

Maroondah has made some worthwhile proposals in its Transport Strategy. Councils advocate a lot of things. Only rarely do state governments take them on board. But this one has some good ideas  with some wide network benefits that hopefully the state will act on.