A few bits and pieces arising from the start of Metro Tunnel services on Sunday February 1. Some might also give an idea of how the government is thinking. And there's analysis from me too.
1. Big Switch starting
Sunday February 1 marked the Big Switch with the full Metro Tunnel timetable starting. This was arguably the biggest change to metropolitan public transport services since the July 2024 train, tram and bus reforms.
I have updated my daytime frequent network maps accordingly with a new frequent rail corridor to Watergardens and the new 241 bus on weekdays. Updated evening maps to follow.
Sunday February 1 marked the Big Switch with the full Metro Tunnel timetable starting. This was arguably the biggest change to metropolitan public transport services since the July 2024 train, tram and bus reforms.
I have updated my daytime frequent network maps accordingly with a new frequent rail corridor to Watergardens and the new 241 bus on weekdays. Updated evening maps to follow.
2 Service frequency graphic
Alan Thomas has made this great graphic on how Melbourne metropolitan rail frequencies have changed since the 1930s. It's right up to the minute including the Metro Tunnel timetable. Some frequencies are better than they have ever been (eg the Frankston line) while other busy stations at certain times (eg Box Hill at night) have lower frequencies than they did in the 1930s and 1970s. I wrote about 1939's generally more frequent inner area train network here.
3. Media coverage
Alan Thomas has made this great graphic on how Melbourne metropolitan rail frequencies have changed since the 1930s. It's right up to the minute including the Metro Tunnel timetable. Some frequencies are better than they have ever been (eg the Frankston line) while other busy stations at certain times (eg Box Hill at night) have lower frequencies than they did in the 1930s and 1970s. I wrote about 1939's generally more frequent inner area train network here.
3. Media coverage
Scouring this is handy to get a clue as to the government's thinking for what's next. Especially given it raised and then dashed expectations of service improvements on non Metro Tunnel lines when the timetables came out. And we hear rare quotes from DTP insiders and the shadow minister. I've inserted some of my analysis of these media comments.
* 30/1/2026 Age Inside the mission to fix Victoria’s commute times
* 30/1/2026 Age Inside the mission to fix Victoria’s commute times
Quotes DTP executive director of modal planning Stuart Johns saying that the timetable development started 3.5 years ago based on VISTA demand modelling. Said the Metro Tunnel will provide capacity to add trains "for decades to come".
Here's a direct quote from the article: "He said the world was different to what the Metro Tunnel business case had imagined a decade ago, but one of its most exciting features was a “turn up and go” service along the lines that use the tunnel where commuters at most stations don’t have to look at the timetable to know a train is less than 10 minutes away."
Saying "the world was different" gives a fair justification for the peak frequencies being operated being lower than envisaged in the Business Case. Also noted was "turn up and go service along the lines that use the tunnel". As I warned back in 2021 the original business case service plan was deficient with regards to service west of West Footscray.
My hunch was that there was a wish to leave the door open for rail extensions or electrifications to at least one and possibly more of Melbourne Airport, Melton or Wyndham Vale. The BCRs of these could be assisted if increased frequencies for Sunshine was a part of those (rather than the Metro Tunnel) projects. Especially for Airport Rail which as a politically popular but expensive and somewhat marginal project probably needed all the BCR help it could muster, even if it needed to be pinched from other projects. The Network Development Plan of 2012 had a similar approach of other lines getting 10 minute frequencies before stations beyond Sunshine did.
However rational it might have seemed at the time to have left better frequencies on the table for these other rail projects, they did not happen, unlike the Metro Tunnel that the Andrews Labor government enthusiastically got on with building.
Given that Dandenong already had a 10 minute 7 day frequency (introduced by the Liberal government in 2014) it would have been indefensible for the business case timetable that short-changed Sunshine with a substandard 20 minute service (ie little better than was then current) to have proceeded given it would merely perpetuate existing east-west divides. Thus the stations from Tottenham through to Watergardens rightly got a much better all day timetable than the business case envisaged. An "exciting feature" for "all different types of travel patterns, not just the traditional AM and PM peak" in Mr John's words.
Another part of this "different world" was that train patronage had not fully recovered since the pandemic due to widespread working from home. Peaks might still be busy but may only be experienced for 3 rather than 5 days per week. This could be used to defend the less than envisaged peak frequency on non-Metro lines. Not to mention that schedulers were dealt a hand inferior to that in the business case due to the project's descoping of turnbacks at Essendon and Gowrie.
The least defensible feature of the new timetable was off-peak frequencies on Craigieburn and to a lesser extent Upfield lines with both not changing. Craigieburn line residents have every right to feel jibbed by this timetable that perpetuates the north-south divide of having more patronage but twice the waits of the historically politically privileged Frankston line.
The government would appear to be somewhat sensitive to this. To its credit it funded the removal of the worst of these waits (ie 30 and 40 min gaps) in the 2025 state budget. A new timetable commencing "later this year" will see maximum 20 minutes waits first to last train for both Craigieburn and Upfield.
Another part of this "different world" was that train patronage had not fully recovered since the pandemic due to widespread working from home. Peaks might still be busy but may only be experienced for 3 rather than 5 days per week. This could be used to defend the less than envisaged peak frequency on non-Metro lines. Not to mention that schedulers were dealt a hand inferior to that in the business case due to the project's descoping of turnbacks at Essendon and Gowrie.
The least defensible feature of the new timetable was off-peak frequencies on Craigieburn and to a lesser extent Upfield lines with both not changing. Craigieburn line residents have every right to feel jibbed by this timetable that perpetuates the north-south divide of having more patronage but twice the waits of the historically politically privileged Frankston line.
The government would appear to be somewhat sensitive to this. To its credit it funded the removal of the worst of these waits (ie 30 and 40 min gaps) in the 2025 state budget. A new timetable commencing "later this year" will see maximum 20 minutes waits first to last train for both Craigieburn and Upfield.
You can compare the business case with what we got with regards to all day frequencies in the animation below.
This is a slightly different message to that of the final-sounding "Big Switch" branding and the premier announcing a "new timetable in place everywhere" back in October. At best this latter messaging has not gone well for the government. And in some cases it has been straight out wrong, with the article acknowledging complaints from lines in Melbourne's East that got nothing (along with the Clifton Hill group).
* 31/1/2026 Herald Sun Metro Tunnel ‘Big Switch’ delivers huge train boost for some but ’big let down’ for those left behind
Stresses the differences between the timetable delivered and the higher frequencies for Craigieburn, Upfield and Sandringham in the Business Case. Refers to descoping of turnbacks on the Upfield and Craigieburn lines and that some lines get nothing. Most of the new stations, including Parkville near the hospitals, will not be open for Night Network.
Article has quotes from a government spokeswoman about enabling further increases and "this is just the beginning" similar to the Age article above. The less-often-quoted-than-expected Opposition public transport spokesman Matthew Guy even got a word in, saying that “Labor’s big talk for the big switch has proven to be a big let down”. A fair comment especially for those hoping for the full implementation of the business case service frequencies on lines like Upfield and Craigieburn.
A direct quote from the article: "Labour (sic) sources say some gaps may be addressed in coming months but downplayed the need for sweeping boosts after the “Big Switch” on February 1 given patronage levels and other Budget priorities while money is scarce."
Above may give an insight into official thinking which, in contrast to the optimistic "just the beginning" remark hoses down expectations. "Sweeping boosts" could mean 10 minute service and/or upgrades on other line groups like Clifton Hill and Burnley which have got and may continue to get nothing more. The "some gaps in coming months" might just be the Upfield, Craigieburn, Werribee and Sandringham changes that we already know about as they were funded in the 2025 state budget.
It is true that Melbourne's peak-heavy rail network has not recovered in patronage since the pandemic as fast as other systems (which tend to have higher all day frequencies so are more generally useful for diverse trips).
As for "money being scarce", this is largely a function of rising costs and/or interest bills on major infrastructure projects (think WGT, NEL, LXRP, SRL Metro Tunnel etc). A key justification of these was to unlock more peak capacity but off-peak service could have been added at any time since it was (on the vast majority of the network) not constrained by infrastructure. It would be unfortunate if the costs of infrastructure 'crowds out' funds that could have provided service, and thus realise more of the benefits, now.
* 1/2/2026 ABC Hundreds of new train services added as Melbourne lines switch to new Metro Tunnel
Article has quotes from a government spokeswoman about enabling further increases and "this is just the beginning" similar to the Age article above. The less-often-quoted-than-expected Opposition public transport spokesman Matthew Guy even got a word in, saying that “Labor’s big talk for the big switch has proven to be a big let down”. A fair comment especially for those hoping for the full implementation of the business case service frequencies on lines like Upfield and Craigieburn.
A direct quote from the article: "Labour (sic) sources say some gaps may be addressed in coming months but downplayed the need for sweeping boosts after the “Big Switch” on February 1 given patronage levels and other Budget priorities while money is scarce."
Above may give an insight into official thinking which, in contrast to the optimistic "just the beginning" remark hoses down expectations. "Sweeping boosts" could mean 10 minute service and/or upgrades on other line groups like Clifton Hill and Burnley which have got and may continue to get nothing more. The "some gaps in coming months" might just be the Upfield, Craigieburn, Werribee and Sandringham changes that we already know about as they were funded in the 2025 state budget.
It is true that Melbourne's peak-heavy rail network has not recovered in patronage since the pandemic as fast as other systems (which tend to have higher all day frequencies so are more generally useful for diverse trips).
As for "money being scarce", this is largely a function of rising costs and/or interest bills on major infrastructure projects (think WGT, NEL, LXRP, SRL Metro Tunnel etc). A key justification of these was to unlock more peak capacity but off-peak service could have been added at any time since it was (on the vast majority of the network) not constrained by infrastructure. It would be unfortunate if the costs of infrastructure 'crowds out' funds that could have provided service, and thus realise more of the benefits, now.
* 1/2/2026 ABC Hundreds of new train services added as Melbourne lines switch to new Metro Tunnel
Describes the changes in significant detail. PTUA mentions issues with unchanged timetables on the Clifton Hill and Burnley groups as well as new stations being closed for Night Network. Similar to the Age article it quotes DTP on the development of the timetables.
* 1/2/2026 Social media post from minister Gabrielle Williams. Mentions the next round of upgrades for Werribee, Sandringham, Craigieburn and Upfield coming "middle of year".
* 1/2/2026 Social media post from minister Gabrielle Williams. Mentions the next round of upgrades for Werribee, Sandringham, Craigieburn and Upfield coming "middle of year".
"Middle of year" is a bit more specific than "later this year", which is welcome.
4. First weekday's operation
Metro Tunnel line services themselves seemed to run well yesterday. But the Upfield line had some major problems with short-shunting during the morning peak. The Frankston line was also hit by cancellations. Caulfield station as currently is proved its unsuitability as a large scale interchange point, although some of this may be first day issues that will become less acute as some find changing at alternative stations like Malvern and in the CBD more convenient. Passengers interviewed in the media gave mixed impressions though some convoluted two-change trips could have been simplified by going a different way.
