Melbourne's Metro Tunnel: A Promising Yet Problematic Rail Revolution
Earlier this month, the Victorian government activated the highly anticipated Metro Tunnel, a monumental $14 billion infrastructure project now integrated into Melbourne's public transport network. This significant shift, dubbed the "big switch" by officials, rerouted the Cranbourne, Pakenham, and Sunbury lines out of the city loop to operate exclusively through the new tunnel, while the Frankston line returned to the loop. The government's ambitious promises include faster and more frequent services enabled by high-capacity signaling, five brand-new stations, and unprecedented rail access to previously underserved urban areas. Victoria aims to replicate the success of Sydney's metro system, which launched in 2024.
However, the initial reality has been somewhat chaotic. During just the second afternoon peak under the revised timetable, an overhead power fault at Armadale stranded commuters on two trains for hours in sweltering heat, necessitating evacuation via ladders and track walks to the nearest station. Although this incident occurred outside the tunnel, it caused widespread delays across multiple lines. Additionally, confusion has reigned on platforms, with Cranbourne-Pakenham passengers disembarking at Caulfield to transfer to the Frankston line and the loop, leading to significant overcrowding issues.
Some of this disarray can be attributed to mapping applications, which took several days to accurately display connections between the tunnel and loop stations. The Allan government has reassured the public that the real-world experience will improve significantly. Transport Infrastructure Minister Gabrielle Williams emphasized, "We know this is a big adjustment – the biggest change to our transport network in more than 40 years – and we've got extra staff on the ground to help people get where they need to go."
A Day on the New Line: From Caulfield to Footscray
To assess whether the Metro Tunnel lives up to its promises, a detailed journey along the line reveals both triumphs and teething troubles. At Caulfield station around 9:45 AM, a city-bound Frankston train arrives to a platform overflowing with passengers. Despite signage urging travelers to remain on the Metro Tunnel and transfer at city stations like Town Hall or State Library, many appear to ignore this advice, creating congestion. In contrast, the platform for Watergardens-bound trains via the tunnel is notably quieter, with only about a dozen passengers boarding one of the seven carriages.
The first new station, Anzac, located on St Kilda Road opposite the Shrine of Remembrance, features green columns and timber canopies designed to echo the nearby Royal Botanic Gardens. For southside residents, this area was once awkward to reach by public transport, but the new connection proves smooth and rapid, taking just nine minutes from Caulfield with a single stop at Malvern. A brief visit to Baker Bleu for a sourdough croissant and iced latte, followed by a stroll around the Tan, showcases the enhanced accessibility.
Town Hall station, one of the most complex due to construction beneath the existing City Loop, feels somewhat unfinished. Beyond the light-filled City Square exit, blank concrete walls and unopened leased shops dominate, including in the redeveloped but empty Campbell Arcade, which serves as the Flinders Street interchange. The Federation Square exit remains closed until late 2026, currently used for construction equipment movement.
State Library station, situated 36 meters underground, boasts a 42-meter-long escalator, now Melbourne's longest. Its street-level columns reflect the classical architecture of the adjacent State Library. Here, the artwork Forever by Daniel Boyd, based on historical images of Wurundjeri Woi Wurrung women, stands out as a poignant highlight. A visit to the library's Rebel Heart: Love letters and other declarations exhibition adds cultural depth before a detour to HuTong dumpling bar for a meal.
Parkville station, 25 meters below the medical and research precinct, connects thousands of workers and University of Melbourne students to the train network for the first time. This station appears more established, with open shops and a steady flow of commuters in scrubs. A short walk to Hareruya Pantry for mikan coconut ice-cream underscores the convenience.
Arden station presents a pigeon problem, addressed by cleaning staff and deterrent lasers. Its brick arches reference North Melbourne's industrial heritage and function as a "whispering wall." Unlike other stations, the surrounding area is quiet, with plans for 20,000 new homes after scrapped medical precinct proposals due to electromagnetic interference.
The journey concludes at Footscray station, where a visit to Mr West for a special edition "Met Pale" ale celebrates the tunnel's opening. This beer, a collaboration among local venues, features packaging nostalgic of old Metcards. The return trip to Caulfield takes just 26 minutes, half the previous time, with trains arriving every four minutes or less and seats always available.
Early Verdict: Potential Amidst Problems
Overall, the Metro Tunnel demonstrates significant potential to transform Melbourne's public transport, offering faster journeys and improved connectivity. However, early operational issues like power faults and passenger confusion highlight the challenges of implementing such a massive network change. As more people adapt, the system may yet deliver on its grand promises, but for now, it remains a work in progress with both commendable achievements and areas needing refinement.
