On Monday, 4 May, the new X’Trapolis 2.0 electric multiple units entered passenger service in Melbourne for the first time. Developed by Alstom and manufactured in Australia, the trains contribute to the modernisation of Melbourne’s suburban rail network. The vehicles are specifically designed to meet the requirements of the 1.5 kV DC system, as well as the high passenger volumes on heavily trafficked corridors.

The new units are designed as six-car, fully walk-through electric multiple units (EMUs) with a total train length of 143.35 m. With a width of 3.03 m and a height of approximately 3.7 m, they offer a generous kinematic envelope. The total weight is around 389 tonnes.

The wheel arrangement Bo′Bo′+2′2′+Bo′Bo′+Bo′Bo′+2′2′+Bo′Bo′ comprises a total of 16 powered axles. Power is supplied via a 1.5 kV DC overhead line system. The maximum operating speed is 130 km/h, with an acceleration of 1.2 m/s² and a service braking rate of 1.15 m/s².

Each train offers accommodation for up to 1,241 passengers, including 443 seated, representing an increase of around 10% compared with the vehicles being replaced. Compared with the first-generation X’Trapolis fleet, the continuous walk-through design is a key improvement, significantly enhancing passenger distribution throughout the train.

Wide doors support short dwell times, while multi-purpose areas, approximately 20 wheelchair spaces and automatic ramps improve accessibility. These features are complemented by modern passenger information systems and enhanced air-conditioning.

A key element of the programme is local production. Final assembly takes place at Alstom’s Ballarat facility in the state of Victoria, supported by a network of Australian suppliers. The local content level is approximately 60%.

The current order comprises 25 six-car trains (150 carriages) with a total investment of around AUD 986 million. There is an option for up to 43 units in total. An option for a further 25 trains was exercised when the service commenced. The trains are gradually replacing the Comeng multiple units that have been in service since the 1980s and are used in particular on the Craigieburn, Upfield and Frankston lines.

The Melbourne Metro Tunnel, which is now operational, plays a central role in the expansion of local rail passenger transport. The project comprises two tunnel tubes, each around 9 km long, as well as five new underground stations in the city centre. Following an initial partial opening at the end of 2025, full network integration (‘Big Switch’) took place in early 2026, accompanied by a new timetable concept.

The tunnel relieves pressure on the heavily used City Loop in Melbourne, separates previously intertwined line branches and enables more frequent services on the core network. However, it is served exclusively by the high-capacity trains (HCMT) procured specifically for this purpose.

The new X’Trapolis 2.0 trams, on the other hand, are being deployed on the remaining suburban routes and are benefiting indirectly from the reorganisation of the network: the decongestion and increased capacity across the entire system are also improving reliability and performance on the routes they serve.

The X’Trapolis 2.0 forms part of a clearly structured fleet strategy in Greater Melbourne, aimed at gradual standardisation and capacity enhancement across the electrified suburban network. Alongside the first-generation X’Trapolis fleet (X’Trapolis 100), the newer High Capacity Metro Trains (HCMT) and now the X’Trapolis 2.0 constitute the three core pillars of the electric rolling stock fleet. While the HCMTs are primarily designed for high-demand corridors and the Metro Tunnel Melbourne, the X’Trapolis 2.0 is intended to renew conventional suburban services and specifically replace the ageing Comeng trains.

The procurement policy follows a long-term industrial and transport strategy. Continuous series orders (including 70 HCMT sets, 25 X’Trapolis 2.0 units and additional options) ensure a steady fleet renewal programme and sustained local manufacturing in Victoria. At the same time, a high degree of platform continuity simplifies maintenance and enhances operational flexibility.

In regional services, however, a different picture emerges. The diesel-powered VLocity fleet remains dominant and continues to be expanded, most recently through additional orders bringing the total to well over 100 three-car sets. These trains are gradually replacing older locomotive-hauled “Classic” services, but not through alternative traction systems; instead, they remain diesel multiple units.

Overall, the X’Trapolis 2.0 should be seen less as a standalone rolling stock project and more as an integral component of a long-term fleet harmonisation strategy: high-capacity electric multiple units for the urban core network, complemented by a continuing diesel-based and progressively modernised regional fleet.

A video about the new X’Trapolis 2.0 trains is available here: