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The A Class Tram stands as one of the most distinctive and historically significant tram types on the Melbourne tram network.

Built by Commonwealth Engineering (Comeng) at Dandenong between 1984 and 1987, the A class was a direct evolution of the Z-class trams yet reflected a significant political and engineering shift in Victoria’s public transport design philosophy.

Seventy units were built in total, 28 A1-class trams and 42 A2-class trams marking Comeng’s final single-body tram production before Melbourne transitioned to articulated configurations with the B-class.

For rolling stock engineers, the A class represents a key bridge between mechanical standardisation and passenger-centred design, a transition that would influence decades of tram procurement policy.

In 1982, a change in government reshaped Victoria’s transport manufacturing agenda.

The incoming Cain Labour Government, under Minister for Transport Steve Crabb, sought to modernise Melbourne’s tram fleet and redefine its visual identity.

Comeng had already prepared drawings for what would have been the Z4 class, a continuation of the Z3 series. However, Minister Crabb insisted on a tram that would distinguish itself from its predecessors, a design with a wider, flatter front rather than the sharply pointed aesthetic of the Z-class.

His vision extended beyond aesthetics; he wanted improved passenger accessibility and quicker loading times, leading to the introduction of two large doors between the bogies.

Thus, the Z4 project evolved into the A Class Tram, a decision that blended political will, industrial capability, and urban transport reform.

The result was a tram that looked and operated differently, even though beneath its body shell it remained mechanically similar to the Z3.

Comeng’s Dandenong factory was at the centre of Melbourne’s rolling stock innovation during the 1980s.

The company had already built multiple tram series for the Melbourne & Metropolitan Tramways Board (MMTB), and the A class became one of its last major projects before the shift toward articulated trams and corporate restructuring in the late decade.

• A1 Class: 28 units built between 1983 and 1985 (fleet numbers 231–258).
• A2 Class: 42 units built between 1985 and 1987 (fleet numbers 259–300).

Each tram was assembled using welded steel construction with modular electrical equipment sourced from AEG (Germany), including chopper controls, traction motors, and Düwag-pattern bogies.

The trams were compact, robust, and designed for Melbourne’s existing infrastructure, making them suitable for routes with lower passenger demand or tighter curves.

The A Class tram is a three-door bogie saloon design, structurally compact yet powerful enough for intensive urban operation.

From an engineering standpoint, these specifications positioned the A class tram as a refined variant of the Z3.

The same electrical traction systems were retained for parts commonality and simplified maintenance, but improvements were made in door mechanisms, driver ergonomics, and passenger flow management.

While the A class reused proven Z3 mechanical systems, engineers faced a notable challenge.

Fitting all underframe electrical and pneumatic equipment into a shorter chassis. The revised door arrangement, two large step-wells instead of one, reduced the available equipment space beneath the floor.

To overcome this, Comeng’s engineers restructured the component layout, ensuring the tram remained balanced and maintainable. The electrical gear, air compressors, and control systems were redistributed, demonstrating how incremental innovation could be achieved without redesigning an entire platform.

From an electrical engineering perspective, the AEG chopper controller represented a milestone. It replaced the older resistance control method, providing smoother acceleration, energy savings, and less mechanical wear on contactors and resistors.

The result was a tram that performed efficiently across Melbourne’s stop-and-go routes while reducing maintenance intervals.

The A1-class trams, introduced from 1983 to 1985, embodied the Cain Government’s policy to modernise public transport visually and operationally.

They were the first trams to adopt a more streamlined, less angular front, giving them a contemporary appearance compared to the utilitarian Z-series.

Key Features

• Improved ventilation and airflow through redesigned roof vents.
• Dual central passenger doors, reducing boarding times at peak hours.
• AEG-controlled chopper system identical to the Z3, ensuring reliability and parts interchangeability.
• Trolley pole power collection, later upgraded to pantographs between 1987 and the late 1990s.

The first A1 tram was delivered on 12 December 1983 and began passenger service on 13 June 1984. These trams quickly became a mainstay on Kew Depot routes, particularly Route 42 (Mont Albert – City) and Route 48 (North Balwyn – Spencer Street).

A notable engineering variant was tram A1.231, which gained attention when it was painted in chocolate and cream livery in 1995 to celebrate the 75th anniversary of Kew Depot. Although this tram was later destroyed by fire in 2013, it remains one of the most memorable vehicles in Melbourne’s tram heritage.

The A2-class trams, built between 1985 and 1987, marked the final evolution of the A platform. While visually almost identical to the A1, the A2 included significant mechanical refinements:

• Introduction of Hanning & Kahl braking systems, offering more consistent braking performance.
• A redesigned door-operating mechanism to reduce failures.
• Delivered pantograph-only from new, eliminating the need for trolley poles.

These trams were the first Melbourne trams built without provision for conductor consoles, reflecting the network’s shift toward driver-only operation and automated ticketing systems in the following decade.

Many A2s carried Bicentennial branding due to funding assistance from the Commonwealth Government’s 1988 program, highlighting the political cooperation behind Melbourne’s transport renewal.

Tram A2.296 received special modification with high-beam headlights, similar to those fitted to the B2-class, allowing engineers to trial illumination standards for light-rail routes. It was the only non-articulated tram to receive this upgrade.

Initially, both A1 and A2 trams were concentrated at Kew Depot, but operational needs saw later redeployments. With the opening of the St Kilda and Port Melbourne light-rail lines in 1987, several A2s were allocated to South Melbourne and North Fitzroy depots.

By the late 1980s, the arrival of the B2-class articulated trams allowed A2s to return to Kew. Throughout the 1990s, they operated predominantly on eastern corridor routes including:

• Route 42 (Mont Albert – City)
• Route 48 (North Balwyn – City/Spencer Street)
• Peak-hour short-workings along Collins and LaTrobe Streets

For the Chapel Street lines (78 and 79), only pole-equipped A1s could operate until pantograph conversion of the overhead wiring occurred in the late 1990s. The last six A1s (Nos. 231–236) retained trolley poles for nearly two decades, becoming icons of a fading electrical era.

When Melbourne’s tram network was privatised in August 1999, all A-class trams transferred to Yarra Trams. The operator undertook multiple upgrades:

• 2005–2007: Replacement of rollsigns with LED destination systems.
• 2007: Installation of air conditioning in driver cabins to improve occupational comfort.
• 2017: Integration of automated passenger information systems, aligning them with modern fleet standards.

From an engineering management viewpoint, these retrofits exemplify the adaptability of the A-class frame and electrical systems. Despite being mid-1980s technology, their robust construction allowed new components to be integrated without compromising performance or safety.

Understanding the relationship between the Z and A classes is crucial for any rolling stock engineer examining Melbourne’s design lineage.

Key Differences

• Body Design: The A class adopted a flat, wider front instead of the Z-class’s pointed nose.
• Doors: Two large double doors between bogies, improving passenger movement.
• Ventilation: Enhanced ventilation compared with earlier Z models.
• Braking: The A2’s Hanning & Kahl brakes provided better modulation.
• Electrical Systems: Both used Siemens/AEG chopper control and AEG motors.
• Aesthetic and Ergonomics: The A class marked the first significant design consideration for driver comfort and urban image.

Mechanically, however, the Z3 and A1/A2 trams share nearly identical bogies, motors, and controllers. For maintenance and spare-part management, this interchangeability proved cost-effective for the MMTB and later Yarra Trams.

The major evolution lay in passenger experience and external design rather than propulsion technology. Engineers thus classify the A class as an incremental development, not a technological revolution.

Starting in 2018, the government launched the program to refurbish over 85% of the tram fleet. The scope includes life extensions, deep overhauls, deep cleans, interior, exterior upgrades and system modernisation.

By 2022, the program had already refurbished 300 trams, with over 150 jobs supported in the supply chain and is widely referred to as the largest tram life-extension and refurbishment program in the world.

Copamate’s Involvement

Copamate was selected as a major fabrication and refurbishment partner. Their work includes manufacturing new windows, refurbishing and manufacturing tram doors, tram fibreglass step wells, tram fibreglass seat surrounds, and various tram sheet metal panels.

Their precision engineering ensures older trams, including A Class trams, can meet modern safety, comfort and accessibility standards while preserving design geometry.

Nearly four decades after entering service, the A class trams remain operational across Melbourne’s network. Their longevity is a testament to Comeng’s engineering quality and the strategic foresight of designing a fleet that could be modernised incrementally.

As of 2020, 69 of the 70 A-class trams remained in service, an exceptional survival rate. Their continued use demonstrates that even with modest capacity, well-engineered rolling stock can serve efficiently for over forty years when maintained and upgraded systematically.

The A class today represents a crucial engineering case study in lifecycle management and retrofit planning. Rolling stock engineers continue to examine its structure for lessons in fatigue resistance, electrical redundancy, and driver ergonomics.

The A class tram shows thoughtful standardisation, incremental upgrades and manufacturer collaboration can produce enduring public assets that return value across multiple decades.

The A Class Tram is more than a continuation of Melbourne’s Z-class; it is a symbol of political vision meeting mechanical pragmatism. Conceived in the early 1980s amid shifts in government policy, it reflected Victoria’s ambition to present a modern, efficient, and passenger-friendly tram network.

For engineers, it remains a textbook example of evolutionary design, combining proven mechanics with practical human-centred modifications. For policymakers, it stands as evidence that infrastructure progress does not always demand revolutionary change, sometimes the greatest advancements come from refining what already works.

Today, the A class continues to serve the people of Melbourne faithfully, a rolling testament to Comeng’s craftsmanship and the foresight of those who demanded better transport for the city. Its engineering integrity ensures that even as new low-floor trams replace older stock, the A Class Tram will remain one of Melbourne’s most respected and enduring machines in urban transport history.

Read more about rail projects such as the Future Fleet Program in NSW.

Australia’s commitment to advancing its transport infrastructure is evident in the ambitious rail projects transforming our major cities and regional networks. From the Metro Tunnel in Melbourne to the expansive Sydney Metro, the demand for sophisticated, reliable, and safe rolling stock has never been greater. The production of these modern trains and trams represents a monumental feat of engineering, one where precision is not merely a goal but a fundamental prerequisite for safety and performance. This precision is achieved not by chance, but through the strategic design and application of specialised manufacturing equipment. At the heart of this process lie the often overlooked heroes of production, tooling, fixtures and jigs.

For rolling stock engineers striving for micron level accuracy and government leaders responsible for delivering public value and de-risking multi-billion dollar projects, a deep understanding of this equipment is paramount. This overview will provide a comprehensive exploration of tooling, jigs, and fixtures, moving beyond simplistic definitions to deliver an expert perspective on their application in the demanding world of rolling stock manufacturing. We will examine the distinct functions of these devices, explore their application in projects both large and small and articulate their strategic importance in building the next generation of Australia’s rail fleet.

Tooling, Fixtures & Jigs Fundamentals

In the complex lexicon of manufacturing, the terms tooling, jigs, and fixtures are frequently used, sometimes interchangeably, leading to a lack of clarity. A precise understanding begins with establishing a correct hierarchy. Rather than being three separate peers, these terms represent a category and its specific subsets. Getting this right is the first step toward appreciating their distinct roles.

What is Tooling? The Foundational Concept

In an engineering context, tooling is the comprehensive, all-encompassing term for the vast array of devices, implements and equipment required to manufacture a product. It is the complete set of purpose-built hardware that enables a production line to transform raw materials into finished components and assemblies. Tooling, jigs & fixtures is the physical interface between the design and the reality. In rolling stock manufacturing, this includes a diverse range of items.

• Workholding equipment such as jigs and fixtures.
• Cutting implements like specialised drill bits, milling cutters, and industrial saws.
• Forming equipment, including press brake dies for bending metal panels and stamping dies.
• Welding apparatus and robotic end-effectors.
• Assembly aids, guides, and templates.
• Inspection and measurement devices, such as go/no-go gauges and calibration masters.

Essentially, if a device is created specifically to aid in the production of a part without becoming part of the final product, it falls under the broad umbrella of tooling. High quality jigs and tools are the bedrock of any serious manufacturing enterprise.

What are Fixtures? Providing Precision

A fixture is a specific type of tooling whose sole purpose is to hold, support, and locate a workpiece in a fixed, repeatable position during a manufacturing process. The key function of a fixture is to establish a known and rigid frame of reference for the workpiece. The manufacturing process is then performed around it, with the machine, for example a CNC gantry mill or a robotic welder, using its own coordinate system to interact with the fixtured part.

Consider the assembly of a train car’s primary chassis. This immense structure is locked into a massive fixture that holds every structural member in its exact, predetermined location. When robotic welders then move in to join the components, they are guided by their own programming, confident that the fixture has presented the workpiece in precisely the right orientation. The fixture does not guide the welding tool, it simply holds the work. This is the defining characteristic of all jigs and fixtures.

What are Jigs? Guiding the Process

A jig is a more specialised type of tooling that performs two functions simultaneously. Like a fixture, it holds, supports, and locates the workpiece. However, a jig possesses an additional, critical feature, it also guides the cutting tool to the correct location on the workpiece.

A classic example is a drill jig. Imagine a series of critical mounting holes must be drilled into a bogie frame component. A custom drill jig, a type of engineering jig, would be clamped onto the component. This jig would contain hardened steel bushings precisely located where the holes need to be. The operator then simply inserts the drill bit through these bushings. The jig’s bushings guide the drill bit, eliminating the need for manual marking and ensuring every hole is perfectly positioned, perpendicular, and identical across hundreds of parts. The jig controls the tool’s path, guaranteeing extreme accuracy and repeatability with minimal reliance on operator skill.

The Core Distinction Summarised

The Scale of Engineering Jigs & Fixtures in Rolling Stock Manufacturing

The sheer scale of rolling stock necessitates an equally impressive scale in its manufacturing jigs and tools. The requirements range from colossal structures that dwarf human operators to small, handheld devices that ensure the perfection of the smallest detail.

Large Scale Tooling, Assembling the Giants

The assembly of a multi-tonne train car is a symphony of heavy fabrication, where maintaining dimensional stability is a monumental challenge. This is where large scale tooling jigs and fixtures become indispensable.

• Car Body and Underframe Fixtures: These are arguably the most critical pieces of tooling in a rolling stock plant. An underframe fixture, for instance, might be over 20 metres long, constructed from heavy, stress-relieved steel sections. Its purpose is to securely hold all the longitudinal and transverse beams, bogie mounting points, and coupler housings in a precise 3D orientation while they are welded together. These are advanced welding jigs that must counteract the immense thermal distortion caused by welding, often incorporating powerful hydraulic clamping systems and integrated laser tracking points for continuous dimensional verification. Without such a fixture, the cumulative errors from welding would render the underframe unusable.
• Side Wall and Roof Fixtures: Similar in principle, these large fixtures hold the panels, window frames and structural ribs that form the car body. They ensure that every side wall is a mirror image of the other and that the roof will integrate seamlessly with the rest of the structure. These fixtures often have features that allow them to be tilted or rotated, providing welders and assemblers with safe and ergonomic access to all joints.

The design of these large scale engineering jigs is a specialised field in itself, requiring extensive Finite Element Analysis (FEA) to ensure they can support the weight of the components and resist manufacturing forces without deflecting.

Small Scale Tooling

While the giant fixtures capture the imagination, the success of a rolling stock project equally depends on an army of smaller jigs and tools. These devices ensure that the principle of quality is applied at every level of the assembly process.

• Sub-Assembly Jigs and Fixtures: Interior components like seating modules, luggage racks, and driver’s cabin consoles are all built on their own smaller, dedicated jigs and fixtures. This ensures that each sub-assembly is a perfect, interchangeable unit that can be quickly and accurately installed into the main car body.
• Drilling and Installation Jigs: The attachment of myriad brackets, electrical conduits, and pneumatic lines is facilitated by small, often portable, engineering jigs. A simple template jig ensures that the mounting holes for a passenger grab rail are drilled in the exact same location on every single car, guaranteeing fleet uniformity and simplifying maintenance down the line.
• Welding Jigs for Small Components: The fabrication of brackets, suspension components, and other small parts relies on dedicated welding jigs. These small fixtures hold the pieces in the correct orientation for a perfect weld, improving quality and dramatically increasing throughput compared to manual tacking and measuring.

These smaller tools prevent small errors from cascading into major problems, upholding the principle of interchangeability which is critical for the vehicle’s entire operational life.

Jigs & Tools Strategic Importance for Engineers and Government Leaders

The investment in a robust suite of jigs and tools is not merely an operational expense, it is a profound strategic decision with far-reaching implications for both the engineers on the ground and the government leaders overseeing the project.

Jigs & Fixtures for The Rolling Stock Engineer

For the engineers tasked with delivering a safe and reliable fleet, high quality tooling is non-negotiable. It is the physical embodiment of their design intent.

• Precision and Tolerance: Rolling stock operates under extreme conditions. The alignment of bogies, the integrity of welds, and the interface between cars are safety-critical. Jigs and fixtures are the only way to hold the tight geometric tolerances required over large, complex fabrications, ensuring the vehicle performs as designed.
• Repeatability and Quality Control: A contract may call for dozens or hundreds of identical vehicles. Tooling guarantees that the first car off the line is dimensionally identical to the last. This consistency simplifies quality control, streamlines the approvals process, and ensures a uniform standard across the entire fleet.
• Efficiency and Process Optimisation: Well,designed engineering jigs drastically reduce assembly and fabrication times. They remove ambiguity from the process, reduce the cognitive load on technicians, and minimise the costly rework associated with human error.

Jigs & Fixtures for Department of Transport

For government and transport authority leaders, the benefits of proper tooling translate directly into project security and public value.

• De-risking Major Capital Projects: The largest risk in a fixed,price manufacturing contract is unforeseen delays and cost overruns. Investing in or specifying high-quality jigs and tools at the outset is a powerful de-risking strategy. It front-loads quality into the process, preventing cascading failures and ensuring the project stays on schedule and on budget.
• Ensuring Long-Term Asset Value: Rolling stock is a 30 year plus investment. Vehicles built with precise tooling are easier and cheaper to maintain, repair, and upgrade. When a component needs replacing a decade from now, the principle of interchangeability guaranteed by the original tooling ensures that a standard spare part will fit perfectly, minimising vehicle downtime.
• Fostering Sovereign Capability: Mandating and investing in advanced tooling design and fabrication within Australia stimulates the local engineering and manufacturing ecosystem. It builds a national skills base in high value manufacturing, a sovereign capability that is critical for both transport and defence industries. It transforms a procurement exercise into a nation building opportunity.

Final Notes

The world of jigs and tools in rolling stock manufacturing is one of engineering rigour, immense scale, and strategic foresight. From the colossal fixtures that cradle an entire train car to the simple drill jigs that perfect a single bracket, this equipment is the silent enabler of modern rail transport. It provides the certainty of position, the guarantee of quality, and the foundation of efficiency.

For the engineers who build our trains and the leaders who fund them, understanding this world is essential. Proper investment in tooling jigs, welding jigs, and a comprehensive suite of manufacturing aids is not an optional extra. It is the foundational investment in the safety, quality, and long,term value of our nation’s most vital transport infrastructure. It is how we ensure that our ambition for a world class rail network is forged into a physical, lasting reality.

Melbourne’s Metro Tunnel Project, set to open 2025 is the largest rail infrastructure project in the history of Melbourne’s rail network since the City Loop in 1982. The project includes twin 9km tunnels under Melbourne’s CBD that will reduce the stress on train transport related to the City Loop so more trains can travel across the city.

Victoria’s Big Build

Melbourne Metro Tunnel Benefits

The rail line will extend from Sunbury in the west to Cranbourne/Pakenham in the south east using High Capacity Metro Trains with local content rolling stock; the stations are currently underway for the 2025 opening.

The Melbourne Metro Tunnel will help move more people in and out of the city with less disruptions. The project features a cross-city rail tunnel with the construction of 5 new underground stations in the City of Melbourne at Arden, Parkville, State Library, Town Hall and Anzac.

The new Metro Tunnel station in North Melbourne is part of plans for urban renewal in the broader Arden-Macaulay precinct.

The new station will improve access to some of Melbourne’s most popular destinations including the State Library of Victoria, RMIT University and the Queen Victoria Market.

The new station will significantly improve access to the St Kilda Road precinct and key Melbourne landmarks, reducing pressure on the road and tram network to the south of the CBD.

Victoria’s Big Build

Where Are The New Metro Tunnel Stations Located?

Melbourne Metro Tunnel Project Trial & Testing

On Saturday 21st of June the Victorian Government trialled Metro Tunnel services along the full length of the Sunbury and Cranbourne/Pakenham lines.

The Metro Tunnel Project teamed up with Australia’s national science agency CSIRO, who conducted crucial smoke testing, ensuring our ventilation systems are ready to perform in emergency situations.

By generating ‘hot smoke’ with specialised equipment, we simulated real fire conditions and monitored how the smoke behaves. This helps us fine-tune extraction systems and improve emergency preparedness at the station.

Metro Tunnel Project LinkedIn

Melbourne Metro Tunnel Current Progress

Station construction: 3 of the 5 new stations being Arden, Parkville, and Anzac are complete, with the remaining 2 being State Library and Town Hall nearing completion.

Testing and Commissioning: Testing and trailing is underway, including test trains through the tunnel, simulating normal operating conditions. This involves testing signalling systems, train operations, and station procedures.

Staff Training: Metro Trains Melbourne staff are being trained to familiarise themselves with the new stations before the opening.

Opening Date: The Victorian State Government is considering opening the Melbourne Metro Tunnel with limited access to tunnels. The opening date will be announced once all construction, testing, and training are complete.

When Will The Metro Tunnel Open?

The Metro Tunnel is set to open in 2025, a year ahead of plan.

3 of the 5 Metro Tunnel stations have been completed, and the other two are approaching completion.

Trial operations have started and will continue until the Metro Tunnel opens. Many processes and procedures are required to operate the new rail line, including testing timetabled services with drivers and station officials in a dress rehearsal to ensure that everything is ready for customers.

Once station construction is completed, an opening date will be announced, as well as all of the testing, training, and planning required to safely operate this new section of the rail network.

Final Notes

The Melbourne Metro Tunnel represents a transformative leap in Victoria’s public transport infrastructure. With its planned opening now set for 2025 a full year ahead of schedule. This project is poised to reshape the way commuters move across the metropolitan network, by redirecting key lines through dedicated twin tunnels and introducing five new underground stations. The Metro Tunnel will significantly relieve pressure on the existing City Loop system and unlock capacity for future population and transport growth.

More than just a rail upgrade, the project reflects the integration of modern engineering, high-capacity rolling stock, and urban renewal. From improved connectivity to major precincts like Parkville’s biomedical hub and the St Kilda Road arts and business district, to the use of cutting-edge safety systems tested in partnership with agencies like CSIRO, every aspect of the project is designed to deliver long-term value to Melbourne’s transport network.

As trial operations continue and final stages of testing and staff preparation advance, the Metro Tunnel is a clear example of how major infrastructure, when properly planned and executed, can deliver on its promise to improve daily life for thousands of commuters. With three stations completed, two nearing finalisation, and rigorous commissioning underway, Melbourne is closer than ever to welcoming a new era of fast, frequent and reliable rail transport.

Learn more about the Future Fleet Program in NSW and the Queensland Train Manufacturing Program.

The NSW Government aims to revamp the rail manufacturing landscape in Australia. With the announcement of the Future Fleet Program, New South Wales has established a local content target of 50% for this new rail project up until the 2050s.

The Hon Jo Haylen MP, Minister for Transport expressed the pain points of overseas rail manufacturing mentioning the quality infrastructure isn’t readily available in a timely manner.

The current rail network in NSW faces issues such as too many different types of trains running and requiring maintenance through the NSW Transport systems. With this in mind the NSW Government looks to plan effectively, consult widely and listen to industry and trail users.

NSW Transports Next Step

With that being said the Government’s Future Fleet Program represents the next big step in rail procurement. It is a multi-decade fleet transformation comprising approximately 1500 new cars.

One of the NSW Government’s objectives is to build great rolling stock that is capable of adaptation and improvement over the lifecycle, with less reliance on buying completely new trains from an entirely different country every five to ten years.

The first phase of procurement is set to be for the Tangara fleet of suburban passenger trains by March 2027, with a 50% local content target to be included in the contract.

What is The Future Fleet Program?

The Future Fleet Program comprises 1,500 car bodies split up into 5 different train projects. The Taranga fleet by the 2030s, the Millennium fleet in the 2040s, the OSCar by the 2040s, the Waratah A by the 2050s and the Waratah B Series 2 by the 2050s.

The NSW Government has a goal to start procurement for a replacement fleet of the Tangara trains by 2027, with a local content goal of minimum 50%. This will ensure Australian and NSW-based businesses and jobs are engaged in designing, building, and maintaining the fleet.

Building capacity has started with the Tangara Life Extension underway with the project seeing almost 450 cars make their way through a major overhaul in the future. The current cost of this project is about $450 million which is set to improve the Tangara fleet and time to plan and cost the trains for the future.

With the long term in mind, the NSW Government wants to establish a strong legacy of skilled rail manufacturing jobs and apprenticeships in a reestablished Australian rail manufacturing industry.

Rail Manufacturing Supply Chain

Types of Trains

• Tangara – 445 cars
• Millenium – 140 cars
• OSCar – 221 cars
• Waratah A – 624 cars
• Waratah B Series 2 – 326 cars

The long Term Suburban Passenger Fleet Replacement Pipeline, based on nominated design life.

Future Fleet Program Benefits

1. Made Locally for NSW
The New South Wales Government will invest in a suburban passenger fleet with at least 50% Australian and New Zealand content, generating opportunities for NSW businesses, jobs, and apprenticeships along the value chain.

2. Enhance passenger network customer outcomes
The New South Wales government will invest in a contemporary suburban fleet that is accessible to all passengers and caters to a variety of passenger and travel types throughout the suburban network.

3. Design Innovation and Standardisation
The New South Wales government will invest in creative and adaptable fleet designs that satisfy passenger needs while standardising base platform components to allow for economies of scale in manufacturing as well as operational and maintenance efficiency.

4. Net Zero and Circular Economy
The New South Wales government will invest in a fleet that meets Nett Zero targets, incorporates Circular Economy concepts throughout the asset lifecycle, and decarbonises the fleet through the use of recycled materials.

5. Operations and Maintenance Efficiency
The New South Wales government will invest in a fleet that supports more efficient operations and maintenance methods, as well as help the workforce implement cutting-edge maintenance techniques.

What is the current status of the Future Fleet Program?

NSW Transport is currently in consultation with the newly established Transport Asset Manager of NSW (TAM). Currently the Preliminary Business Case has been finalised for suburban passenger fleet replacements and will be seeking direction from the NSW Government on the delivery strategy and local content options in the coming months.

This is likely to shape the development of a full business case to proceed for the procurement process and meet the local content target.

2025 Scope
Confirmation of preferred asset lifecycle for current suburban passenger fleets – Initial indication of order volume for first double deck suburban passenger train replacements – Design scoping with industry for New South Wales next generation of double deck suburban passenger trains

What is the Future Fleet Program’s Next Step?

Stakeholders can expect the following activities as the Future Fleet Programme collaborates with local industry to provide NSW’s next generation of suburban passenger trains.

2025
Industry and suppliers can contribute to the development of the Future Fleet Programme through various activities.

Initial order volume for new suburban passenger train replacements. Design interaction with industry for NSW’s next generation of double deck passenger trains.

2026
Subject to a future NSW Government investment decision, the first orders for suburban passenger trains will be placed.

2027-28
The first order contract for the next generation of passenger trains and related infrastructure has been awarded.

Final Thoughts

The Future Fleet Program is a significant upgrade to the NSW rail infrastructure network, with a focus on local rail manufacturing for the foreseeable future. So far the project seems to be on track with 1,500 new cars to be manufactured over the span of 25 years.

As the project starts to approach the procurement stage the industry looks to reduce the number of redundant trains and improve the overall network.

Learn more about Australian rail projects such as the Metro Tunnel Project in Melbourne, the Queensland Train Manufacturing Program and A Class Tram.

The next generation of Melbourne’s trams known as the G Class Tram is being manufactured in Dandenong and the first trams are already on the tracks for testing in 2025.

This is the largest investment in locally made trams in Australia’s history. They will set a new standard for modern public transport by delivering a more comfortable, accessible and energy-efficient journey for passengers. The project requires 65 per cent local content and will support up to 1900 local jobs, including those in the wider economy and we are proud to be a part of this.

Copamate is proud to be contributing to the project by delivering custom jigs and fixtures to help with the assembly of the next generation G-Class Trams. These custom jigs and fixtures have been manufactured with 100% Australian local content using in-house capabilities of design, CNC machining, fabrication, painting and assembly.

Read more about rail projects such as the Future Fleet Program in NSW.

• Suburban Rail Loop
• Metro Tunnel project