The public does not yet know much about the new timetables associated with the Metro Tunnel Project.
The state government has said multiple times that Metro Tunnel service will start later this year (2025). Presumably to demonstrate their management credentials, they have especially stressed about this being earlier than the 2026 proposed in the Business Case from 2016.
Reported delays to parts of the project have tested hopes for a 2025 commencement. And government messaging for a while was patchy. Articles like this June 28 2025 item in The Age gave rise to time pressure speculation, including the possibility of an awkward off-peak only service at the new stations to start off with. Then the government reasserted its late 2025 start aim and things went quiet.
2025 vs 2026? It doesn't really matter. What's most important is that we get a consistent, frequent and reliable service good enough for the Metro Tunnel to truly transform transport in Melbourne.
My view, informed by the Network Development Plan (Metropolitan Rail), is that this needs to include:
* A 5 minute all day core frequency operating through the new Metro Tunnel stations
* 10 minute all day frequencies on main connecting suburban lines, and
* Complementary tram network reform
If we don't get all three within a reasonable time of the Metro Tunnel opening then the project would not represent value for money as the realised benefits are just too small. I'm talking value (or what we get) here, whereas much commentary about major projects just dwells on cost (or what we pay).
The above are pretty basic specifications. They are as important as the number of exits a station has. And far more important than station architecture or art. Yet so far we don't know much about the service we'll be getting, fostering an environment of speculation in the media and elsewhere.
In the two months since The Age article came out construction has progressed well. Anzac, Arden and State Library stations are pretty much complete. There have been public tours and events involving these stations. Work on Town Hall is apparently progressing fast. And trains have been doing test runs in preparation for service. It was possible to observe these test runs from public locations to get an idea of potential frequencies operated. The government reaffirmed a 2025 start of service.
A few days ago a Herald Sun article returned to the theme of the Metro Tunnel's opening schedule. There is still mention of a 'soft' start but in a more sensible manner than the off-peak suggestion in June. Here's an excerpt:
The tunnel remains on track for a “soft” launch that could be as soon as late November, but is more likely to be in December, with new services initially limited during peak hours to assess and manage the new line ahead of full services."
"This could potentially see Metro’s capability ramped up in three phases;
After that then the next logical step is a progressive move to ten minute off-peak frequencies on key lines such as Craigieburn and a greenfields timetable on the Burnley group that has too many stopping patterns and low evening and Sunday morning frequencies. I discussed priorities last week here.
Only with subsequent CBD tram reform and a 5 minute core frequency, will the Metro Tunnel become the genuine game changer for public transport it should and deserves to be.
1 comment:
Adding to the potential wish list of upgrades would be a 20 min service to Hurstbridge full time
Since the recent duplication at Montmorency and Diamond Creek, the peak service is now every 20 minutes right out to Hurstbridge, inculding in the counter-peak direction (used to be as bad as hourly late weekday afternoons inbound).
The government and Metro Trains have failed to promote this at all beyond the duplication project newsletters.
Arguably a 20 min frequency could be done full time (even nights) with a 10 min daytime service to Greensborough added later on (maybe even allowing the Hurstbridge train to skip smaller stops like Eaglemont, Darebin & Alphington to save a couple of mins from the outer end)
The 343 bus is largely redudant as a train supplement these days, especially if you decide to run a 20 min service to Hurstbridge interpeak.
There remains some argument for a parallel bus to serve the gaps between the stations - but it probably doesn't need to be every 20 mins, especially with the current density past Diamond Creek.
A bus along there every 40 minutes would be sufficient, potentially providing savings to fund a bus around Panton Hill and St Andrews (which has strong community desire).
As it is, 343 doesn't run weekends currently.
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