My only caveat on this is that I think a pilot should not do a CR MEA or IR until after they have done some consolidation in the industry in VFR ops in something like a C210 / PA32. That is to allow them to gain some intuitive "aircraft sense", problem solving experience and will really enhance the benefit of the training they get at this level.
There is another side to that point of view.
The chances of a new CPL inadvertently (or because of commercial pressures to get the job done at minimum time and cost) getting caught out in marginal visibility is high. Consolidation does not mean the VFR pilot will be flying CAVOK every charter flight night or day. Night VFR can still be legal on the darkest of nights and that is when you want to be experienced on instrument flying because you will be on instruments and no visible horizon in the outback.
In the old days the RAAF taught basic under the hood instrument flying on Tiger Moths and Wirraways a few hours after first solo. The sooner you start instrument flying training the better pilot you become both in navigation aid flying and instrument interpretation. When faced with poor visibility half way through your first few VFR charter flights, and you are reluctant to turn back in case the boss gets angry, the fear of losing your job can cause you to press on hoping the weather gets better at the destination.
The CPL training requirement of ten hours of dual under the hood simulated instrument flying is basically worthless in terms of real life flying in cloud. By going straight on to an instrument rating course after passing the CPL you become a true professional pilot rather than just a sunny weather CPL. It could also save your skin if you find yourself in IMC while trying to maintain VFR. All this IMHO