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High Capacity Metro Train
HCMT set 48 on a Pakenham-bound service passes Hawksburn station, August 2023
Interior of HCMT in service, showing PIDs and seating
Stock typeElectric multiple unit
In service2020–present
ManufacturerEvolution Rail (Downer Rail, CRRC Changchun and Plenary Group)
AssemblyNewport Workshops
Built atChangchun, China (bodyshells)
Constructed2018–2024
Entered service27 December 2020 (2020-12-27)
Number built70[1]
Number in service70
Formation7-car sets
Tc–DMp–Mp1–DT–Mp2–DMp–Tc
Fleet numbers01–70[1]
Capacity
  • 1,380 (gross train capacity)[2]
  • 1,800 (crush)
[3]
OperatorsMetro Trains Melbourne
Depots
Lines served
Specifications
Train length160,196 mm (525 ft 6+15⁄16 in)
Car length
  • 24,648 mm (80 ft 10+3⁄8 in) (Tc)
  • 22.18 m (72 ft 9+1⁄4 in) (DMp/Mp/DT)
Width3.04 m (9 ft 11+11⁄16 in)
Height4,186 mm (13 ft 8+13⁄16 in)
Floor height1.17 m (3 ft 10 in)
EntryLevel
Doors6 per carriage, 3 per side
Maximum speed130 km/h (81 mph)
Weight316.9 t (311.9 long tons; 349.3 short tons)
Axle load
  • 1 sanded axle (DMp)
  • 2 sanded axles (Mp)
[3]
Traction systemTimes Electric t Power-TN24 IGBT–VVVF inverter[5]
Traction motorsABB 3-phase AC induction motor[5]
Electric system(s)1,500 V DC (nominal) from overhead catenary
Current collectionPantograph
Safety system(s)West Footscray to Clayton only: Bombardier CITYFLO 650 CBTC[6] (referred to as "High Capacity Signalling" by the Victorian Government[7])
Coupling systemDellner
Seating502[3]
Track gauge1,600 mm (5 ft 3 in) broad gauge

The High Capacity Metro Train (HCMT) is a type of electric multiple unit (EMU) train for use by Metro Trains Melbourne on the Melbourne rail network. The first train set entered service on 27 December 2020 and will become the primary rolling stock used in the Metro Tunnel when it opens in 2025.

The HCMTs carry around 1,400 passengers in seven carriages, running on Melbourne's 1,500 V DC overhead catenary system, and are currently the most advanced trains in the Metro Trains fleet. A consortium of investors and rail companies are constructing the trains in China and Australia via a contract with the Victorian Government, in addition to upgrade works necessary for the operation of the trains.

The HCMTs currently run all services on the Cranbourne and Pakenham lines, alongside two morning test services on the Sunbury line.

History

[edit]

Background

[edit]

The previous major procurement of rolling stock for the Melbourne rail network occurred in 2002, when franchisees M>Train and Connex ordered 62 Siemens Nexas and 58 X'Trapolis 100 trains respectively, as part of their franchise agreements to replace the older Hitachi trains.[8][9] However, the Siemens units suffered major braking issues over the following decade, causing their repeated withdrawal from service;[10] when the State Government tendered for 18 further six-carriage trains in 2007, it restricted bids to the previous two models ordered and awarded the contract to Alstom.[11] Several further orders were placed for X'Trapolis trains over the next 10 years.

The Public Transport Development Authority (later branded as Public Transport Victoria) was created in 2011 by the newly elected state government of Premier Ted Baillieu with the intent of, among other things, running major studies into the operation of the metropolitan rail network.[12] The Network Development Plan – Metropolitan Rail (NDPMR), released publicly in early 2013 in the partial fulfillment of this objective, was designed as a series of concrete proposals for the expansion and consolidation of the rail network over the following 20 years.[13] The NDPMR's first stage, intended to be completed before 2016, acknowledged the need for an interim solution of several more X'Trapolis trains to overcome major constraints,[14] as well as recommending the internal reconfiguration of Siemens and Comeng trains to increase capacity,[15] but identified the provision of new rolling stock as critical to the cost-effective use of existing railway infrastructure.[16]

Among the deficiencies of existing rolling stock noted by the NDPMR were "multi-purpose" designs intended to strike a balance between commuter rail and metro operations, and the failure of existing trains to use the entire length of metropolitan platforms.[16] The NDPMR rejected double-decker trains on the basis that they would increase dwell time at crowded stations, and argued that 220-metre (721 ft 9 in) trains, formed by operating the existing three car sets as nine car trains, would require extensive and prohibitively expensive infrastructure works, particularly in the City Loop. Instead, it recommended the procurement of single-level trains with a fixed number of cars, increased standing room and a length of 153 metres (502 ft 0 in), with the capacity for expansion to 220 m (721 ft 9 in) upon the opening of the Metro Tunnel. The NDPMR envisaged these trains with a maximum capacity of 1,100 and 1,600 passengers respectively.[17]

The NDPMR envisaged that these high-capacity trains would completely replace the Comeng fleet by 2032, and be used primarily on the Sunshine–Dandenong line created by the Metro Tunnel. Furthermore, it identified the need for the new trains to include cab signalling to reduce the headway required between trains, and for the construction of new maintenance facilities at several points on the network.[18]

Prior to the 2014 state election, then-Premier Denis Napthine promised an order of 25 of the proposed high-capacity trains if his incumbent Liberal-National Coalition state government was returned for a second term.[19][20] This was part of an unsolicited proposal put forward to the government by train operator Metro Trains Melbourne, and the proposal would also involve the upgrade of the Pakenham and Cranbourne lines. The trains would be built by UGL Rail, who was a partial owner of Metro Trains Melbourne.

Order and design phase

[edit]

The Coalition's proposal was criticised by the Labor opposition led by Daniel Andrews, labelling it a "con", and that 25 trains were "not enough to meet future passenger numbers". The Coalition subsequently lost the 2014 election and the proposal did not go ahead under the new Labor state government, who instead announced a different proposal in March 2015.[21] Labor's proposal would involve the purchase of 37 new trains via expressions of interest, and an expanded scope of the Pakenham and Cranbourne line upgrades.[22]

In June 2015, expressions of interest were requested for the 37 new trains to be delivered and maintained for the Melbourne rail network.[23] In November 2015, three consortia were shortlisted to build and maintain the 37 trains:[24]

In March 2016, the order was increased to 65.[25]

In September 2016, the contract was awarded to the Evolution Rail consortium. New depots to maintain the trains will be built in Pakenham East and Calder Park.[26][27] By September of the following year, a full-scale mock-up of two carriages had been constructed and was presented to Minister for Public Transport Jacinta Allan.[28] The mock-up was made available to drivers, technicians, representatives of the Public Transport Users Association and passenger groups including the visually impaired and those with physical disabilities. The Evolution Rail consortium noted that this last stage in the design process marked the fulfilment of the project's first major contractual obligation.[29]

HCMT set 02 undergoing testing at Newport, January 2020

In late 2017, the Locomotive Division of the Victorian Rail Tram and Bus Union lodged proceedings in the Federal Court of Australia against Metro Trains, claiming that the consortium, government and Metro planned to introduce a lower standard of training for operators of the HCMT. It furthermore refused to support the implementation of the new rolling stock unless all electric train drivers were trained in the operation of the HCMT.[30] Among the union's objections to the project are the necessary changes in work practice and the increased automation of certain processes.[31] This followed criticism by the Australian Workers' Union of the decision to award the contract to Evolution Rail instead of Bombardier, the latter of which had an established manufacturing operation in Dandenong.[32] The government announced the awarding of several subcontracts for the project in December.[33]

The mockup carriages used for the consultation phase were placed on public display at Birrarung Marr from 9–17 February 2018. The display concluded during Melbourne's White Night event with a light show.[34]

By June of that year, manufacturing had commenced, with the first body shells arriving at Newport Workshops from CRRC's facility in China.[35]

HCMT set 03 rising into Heatherdale returning from testing on the Belgrave line

On 9 May 2022, the Victorian Government announced it was procuring an additional 5 HCMT sets for use on the Melbourne Airport rail link, to bring the total order to 70.[36]

Contract and construction

[edit]

The trains are being delivered as a public–private partnership (PPP) between the State of Victoria and Evolution Rail Pty Ltd, under the Partnerships Victoria agency. The initial contract specified that the consortium would be responsible for the design, construction and delivery of 65 trains, as well as the construction of a heavy maintenance facility and depot in Pakenham East, the construction of a light maintenance facility in Calder Park, and the provision of two simulators for driver training. It also stated that the consortium would be responsible for the maintenance of the HCMTs throughout their lifetime, as well as the operation and maintenance of the depots and simulators over the same time frame.[37]

Evolution Rail is a consortium composed of CRRC Changchun Railway Vehicles, Downer Rail and Plenary Group.[32]

CRRC Changchun is leading the development and design for the HCMTs, and is manufacturing the train bodies as a joint venture with Downer Rail. At least 60% of construction is "local content" from the Victorian manufacturing supply chain. Downer leads the delivery and maintenance of the sets, as well as the construction of the new rail yard facilities.[38] Frames for bogies will be manufactured by Hoffman Engineering in Bendigo.[39] The Australian arm of Times Electric is manufacturing the traction motors and other electrical systems in Morwell, and SIGMA Air Conditioning is building the heating and cooling systems in Derrimut.[33] Assembly of wheel sets and bogies is being performed by Downer at Newport Workshops. Plenary Group is responsible for the financial management of the project, and the debt is financed by a group of investment banks led by Westpac.[40]

The contract did not prescribe specific design elements of the HCMTs, but required that the design fulfil a number of objectives, centred on the provision of a "safe and comfortable journey for passengers".[41]

The total value of the PPP was around $2.3 billion.[31]

Service

[edit]
A HCMT on the Pakenham line near Dandenong station.
HCMT at South Yarra on a service to East Pakenham

The first revenue service for the HCMT was the 8:31am service from Pakenham on the Pakenham line on 27 December 2020. This was an extra service and regular timetabled services didn't commence until 31 January 2021, when the new PTV timetable was introduced.[42] In 2021, high-capacity signalling began being installed on the Cranbourne, Pakenham and Sunbury lines for use by the HCMTs, and the trains began operating revenue services under the new communications-based moving block system in October 2023.[43][44] HCMTs were progressively rolled out from 2020 until by 2023 they were operating all suburban revenue services on the Cranbourne and Pakenham lines.[45]

Two HCMTs entered the Metro Tunnel in 2023 to begin testing for the opening of service through the tunnel, running at the top tunnel speed of 80 km/h by August 2023.[46]

On 30 October 2023, HCMTs were introduced into revenue service on the Sunbury Line, with two services running in the morning peak from Sunbury to Flinders Street station, then continuing on to the Pakenham line.[47] This followed power upgrades, new signalling and platform extensions as part of the Sunbury Line Upgrade to allow for the trains.[48] A further 34 trains will complete the Sunbury line fleet when the Metro Tunnel opens in 2025.[47]

Design

[edit]
HCMT set 9 at Carnegie, June 2021
PIDs within the carriage

The HCMT are based on the Type A design used by CRRC Changchun.[29] The train is sometimes known by its model number designated by CRRC Changchun, CCD5006, which belongs to its CCD series rapid transit trains. The trains have seven carriages, with a total passenger capacity of 1,380,[2] with the ability to add three more carriages for a capacity of more than 1,970.[49] An aerodynamic nose cone and retractable cover for the couplers at each end of the trains were included to reduce the incidence of train surfing when the HCMTs are in operation.[50] They are designed for easy conversion to dual voltage operation at either 1,500 V DC or 3 kV DC by the installation of an electrical cabinet containing IGBT-based DC-to-DC converter, line reactors and line filters, without needing to modify the traction inverters or traction motors.[51]

Approximately 30–40% of passengers are seated when the train is at full capacity. The standing areas of the train offer multiple types of straps and handles for the safety of standing passengers, and wide doors for rapid ingress and egress from these areas. In addition to seventy passenger information displays (PIDs) in each train, Wi-Fi connections are available throughout the passenger areas.[52] The PIDs show the next station, current time, and the train's location on an adapted rail map. Displays on the front and sides of the train indicate its destination.[53] Twenty-eight wheelchair spaces and wide aisles between seats enable easy access for passengers with disabilities.[2][49]

A number of semi-automated features are included in the HCMT design, including the capacity for low-speed shunting by remote control and for trains to be started without the presence of a driver. The trains also automatically estimate the passenger load, and the reading can be accessed remotely.[49] Furthermore, the HCMTs include "stopping aids" to maximise accuracy of the position of train's arrival at platforms. Drivers will also have the capacity to open individual doors on the trains.[54]

HCMT rolling stock configuration[3]
Car position 1 2 3 4 5 6 7
Pantograph < < > >
Car type 90xx
(Tc) 		91xx
(DMp) 		92xx
(Mp1) 		93xx
(DT) 		97xx
(Mp2) 		98xx
(DMp) 		99xx
(Tc)
Main features Control cab Inter-car door Inter-car door Inter-car door Control cab
Sanded axles 0 1 2 0 2 1 0
Numbers 9001
:
9070 		9101
:
9170 		9201
:
9270 		9301
:
9370 		9701
:
9770 		9801
:
9870 		9901
:
9970

References

[edit]

Bibliography

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

High Capacity Metro Train

View on Grokipedia
from Grokipedia
The High Capacity Metro Trains (HCMTs) are a class of 70 seven-car passenger trains procured for the suburban rail network to accommodate growing demand on high-traffic corridors. Delivered through a $2.3 billion public-private with the Evolution Rail consortium, the project represents the largest single order in Victoria's history and aims to increase passenger capacity by 20% via longer consists, additional seating, and efficient space utilization for standees, bicycles, and prams. Operating on the 1,500 V DC overhead system, HCMTs feature enhanced accessibility with 14 wheelchair spaces per train, extensive CCTV coverage, and real-time passenger information displays, while prioritizing service on the Cranbourne-Pakenham and Sunbury lines ahead of integration with the upon its 2025 opening. First entering in 2021 after testing commenced in 2020, the fleet's rollout has achieved full delivery by 2024 but faced delays from design refinements and supply chain hurdles, alongside criticisms regarding platform compatibility in the —where screen doors are calibrated specifically to HCMT dimensions—potentially constraining operational flexibility with legacy .

Historical Background

Origins and Capacity Needs

The High Capacity Metro Train (HCMT) project originated from escalating capacity constraints on Melbourne's suburban rail network, exacerbated by sustained patronage growth amid urban expansion and job concentration in the . Public transport usage surged in the decade leading to 2016, with annual rail trips exceeding 200 million by the early , pushing peak services toward overload on key corridors like the Cranbourne-Pakenham line, where led to frequent load breaches—defined as average hourly passenger loads surpassing 798 per train at the cordon—and prolonged station dwell times that reduced overall system throughput. These pressures, evident as early as 2005 in regulatory concerns over platform safety at inner-city stations like and Flinders Street, underscored the limitations of the existing fleet of predominantly six-carriage trains with capacities around 1,100 passengers under . The Victorian Government responded by embedding the HCMT procurement within the broader program, announced in 2016, to deliver trains engineered for higher density without proportional increases in operational frequency or infrastructure duplication. Initially scoped for 65 units at a cost of $2.3 billion, the order later expanded to 70 to align with projected demands post-tunnel completion. Each HCMT features seven carriages accommodating up to 1,400 standing and seated passengers—a 20-25% uplift over legacy models—facilitating metro-style operations with turn-up-and-go frequencies of every 2-3 minutes on the rerouted Sunbury, Cranbourne, and Pakenham lines after the tunnel's activation. This design prioritizes longitudinal seating and standing space optimization to handle peak loads efficiently, directly mitigating pre-existing bottlenecks where dwell times and passenger discomfort had compounded reliability issues on high-demand routes.

Procurement Process

The procurement process for the High Capacity Metro Trains (HCMTs) was initiated by the Victorian Government in June 2015 to address overcrowding on the Cranbourne-Pakenham corridor, where peak patronage had exceeded existing train capacities. The government opted for a public-private (PPP) model—the first applied to rollingstock supply and maintenance services in Victoria—to deliver new trains alongside supporting , emphasizing local and long-term operational efficiency. Expressions of interest were solicited from potential bidders, leading to a shortlist evaluated on technical capability, cost, and delivery timelines. A request for proposals (RFP) was released in November 2015 under tender reference 601675, with submissions due by April 2016 and a targeted financial close later that year. The RFP closing for shortlisted parties occurred on May 20, 2016, focusing on proposals for up to 50 seven-car trains initially, expandable based on network needs. The contract was awarded to the Evolution Rail consortium, with the PPP agreement executed on November 21, 2016, for a total value of A$2.3 billion. Evolution Rail, led by Downer EDI with partners CRRC Changchun Railway Vehicles (providing train design and components) and Plenary Group (handling financing and project management), committed to manufacturing the fleet at Downer's Newport facility in Melbourne, creating over 1,000 local jobs during peak construction. The scope encompassed 65 HCMTs, a new stabling and maintenance depot at Pakenham East, a service facility at Calder Park, and maintenance services extending to 2053. In 2021, the government exercised an option to procure five additional trains under the existing framework to support the Melbourne Airport Rail Link, expanding the fleet to 70 units without a separate tender process. This phased expansion reflected ongoing patronage growth and integration with projects like the , ensuring compatibility with high-capacity signaling upgrades. The PPP structure prioritized risk allocation, with the bearing design, construction, and performance risks, while government oversight via independent reviewers ensured compliance with safety and reliability standards.

Design and Engineering

Configuration and Capacity

The High Capacity Metro Trains consist of fixed seven-car sets measuring 160 metres in length, comprising a of driving trailer cars (Tc), driving motor cars with pantographs (DMp), intermediate motor cars (Mp), and an intermediate driving trailer (DT). This configuration is designed as a single rigid unit to optimize passenger space without intermediate couplers between cars. Each trainset accommodates a maximum of 1,380 , including 28 dedicated spaces, prioritizing high-density standing over extensive seating. The interior features longitudinal bench seating along the walls of each car, which facilitates greater standing room in the central aisles and supports densities of up to 6 per during peak loads. This arrangement results in fewer seated positions compared to transverse seating in predecessor trains, but enhances overall crush capacity for Melbourne's busy suburban lines. While the standard formation is seven cars, the design allows for potential reconfiguration into six-car or ten-car sets for operational flexibility, with capacities scaling accordingly to approximately 1,180 and 1,970 passengers, respectively. These trains are part of a fleet of 65 sets procured to increase on the Cranbourne-Pakenham and Sunbury lines.

Propulsion and Safety Systems

The High Capacity Metro Train (HCMT) operates as an on Melbourne's 1,500 V DC overhead electrification , drawing power through pantographs on powered cars to drive the trainset. The traction converts into mechanical propulsion via electric motors coupled with gearboxes, enabling efficient acceleration and operation across the network. Each seven-car trainset incorporates , which captures during deceleration and feeds it back into the overhead lines, reducing overall by an estimated 25-27% under best-practice conditions compared to non-regenerative systems. Safety systems in the HCMT emphasize automated protection, surveillance, and emergency response integration. The Train Control and Management System (TCMS) supports High Capacity Signalling (HCS), a variant that enables automatic train protection (ATP), closer headways, and collision avoidance by continuously monitoring train positions and speeds. Selective door control sequences platform doors with train doors for precise alignment, reducing risks at stations, while real-time CCTV feeds enhance onboard monitoring and driver situational awareness. A Train Protection Warning System overlays additional fail-safes, enforcing speed restrictions and emergency stops if signalling violations occur. Passenger-focused safety features include expanded coverage throughout carriages and external cameras for driver-assisted boarding, alongside red buttons at each doorway linking directly to the cab for immediate communication. Onboard nickel-metal hydride battery systems provide backup for critical functions like lighting, controls, and door operations during catenary failures, ensuring sustained safe evacuation or operation. These elements collectively address both operational hazards and passenger security, with HCS certification processes validating reliability under Victoria's rail standards as of testing phases commencing in 2020.

Interior and Accessibility Features


The interior of the High Capacity Metro Train (HCMT) features seven carriages designed to accommodate approximately 1,100 passengers at peak capacity, representing a 20% increase over existing Melbourne fleet trains. Each trainset includes around 420-432 seats, exceeding the seating in Comeng and Siemens models, with priority orange-colored seats positioned near doorways and windows for passengers requiring assistance. Wide aisles facilitate movement, complemented by non-slip flooring and a continuous end-to-end walkway. Handholds are more numerous than in prior trains, incorporating a mix of ceiling-mounted rails, soft non-squeaking straps, seat-mounted grips, and vertical poles to suit varying passenger heights, with yellow coloring for visual contrast. Under-seat space allows for bag storage, and air conditioning/heating systems are optimized for Melbourne's climate. Enhanced CCTV coverage improves security throughout the passenger compartments. Accessibility enhancements include 14 dedicated spaces, primarily at the ends of the first two carriages, with adjacent priority seating for carers and blue assistance buttons for non-emergency communication with drivers. The middle three carriages each provide two multi-use spaces equipped with straps for securing prams, bicycles, or luggage, doubling as additional areas. Hearing loops are integrated at priority seating zones, and high-contrast yellow borders outline door frames to aid vision-impaired passengers. Red emergency buttons are located at every doorway, while passenger intercoms are accessible from priority seats. Flip-down priority seating options were incorporated following public feedback on mock-ups. Passenger information systems feature real-time dynamic route maps and displays above doorways indicating the next station and boarding side, using a high-contrast white-on-black format for improved . Audible announcements supplement visual aids, with hearing loops ensuring compatibility for assisted devices. Interior and lighting have been refined based on consultations involving over 870 passenger comments, resulting in 157 design adjustments. These elements collectively prioritize empirical usability, drawing from life-size mock-up testing attended by 560 visitors.

Manufacturing and Delivery

Production Facilities and Consortium

The Evolution Rail consortium, formed by , Changchun Railway Vehicles, and Plenary Group, was awarded the contract to design, manufacture, deliver, and maintain 65 High Capacity Metro Trains under a public-private valued at A$2.3 billion in November 2016. Changchun Railway Vehicles led the design and engineering efforts, leveraging its expertise in metro , while handled local and assembly, and Plenary Group provided financing and support. The consortium committed to substantial local content, including partnerships with Victorian suppliers to fabricate components such as bogies, doors, and seating, aiming to build domestic capability and create jobs. Primary production occurred at Downer's upgraded Newport Rail Yards facility in Melbourne's west, where the invested A$16 million to expand assembly lines, testing tracks, and support infrastructure for the six-year build program commencing in 2017. Trains were assembled at Newport using components sourced from regional Victorian sites, including fabrication in for structural elements, for electrical systems, and Hallam for interior fittings, ensuring over 60% local value-add as mandated by the procurement terms. This distributed minimized import dependency while adhering to Australian standards for safety and . Quality assurance involved on-site audits and at Newport prior to dynamic trials on Metro Trains Melbourne's network. ![HCMT-9002-testing-Newport-Jan2020.jpg][float-right]

Timeline, Deliveries, and Delays

The contract for the High Capacity Metro Trains (HCMT) project was executed in November 2016, encompassing the , manufacture, and delivery of an initial 65 seven-car electric multiple units, along with associated facilities at Pakenham East and Calder Park. In 2021, an additional five trains were ordered to support the Melbourne Airport Rail Link, increasing the total fleet to 70 units. Production occurred primarily at the upgraded Newport facility in , with approximately 60% local content sourced from Victorian suppliers including sites in , , and Hallam. The first HCMT prototype was delivered for initial testing in November 2018, followed by revenue network testing commencing in October 2019. Passenger operations began with HCMT set 11 entering service on the Pakenham line on December 27, 2020, marking the initial deployment amid ongoing commissioning. Rollout progressed to the Cranbourne line, achieving full replacement of older Comeng fleet on both Cranbourne and Pakenham corridors by mid-2022, while Sunbury line services incorporated HCMTs starting in October 2023. The fleet's integration aligns with high-capacity signalling upgrades and prepares for primary use in the Metro Tunnel, scheduled to open in late 2025. All 70 trains were fully delivered and available for passenger service by the end of 2024, adhering to the project's phased production schedule spanning approximately six to eight years from contract award. Deliveries ramped up progressively, with trains entering timetable service incrementally from 2020 onward to facilitate testing, driver familiarization, and network compatibility validation. Official reports from the Victorian government indicate no major production setbacks, though the influenced testing timelines and early service entry, as global supply chains and local assembly faced disruptions common to rail projects during 2020-2021; however, these did not derail the overall completion. The consortium, led by Evolution Rail (including Downer EDI and Japanese partners), met delivery targets without documented contractual penalties for slippage in primary sources.

Infrastructure Integration

Maintenance and Stabling Facilities

The High Capacity Metro Trains project incorporates two dedicated facilities to support the fleet: a primary heavy maintenance depot and stabling yard at Pakenham East, and a light service facility at Calder Park. These facilities were developed under a public-private led by the Evolution Rail consortium to handle routine inspections, repairs, cleaning, and stabling for the 70-train fleet operating on Melbourne's Cranbourne-Pakenham and Sunbury lines. The Pakenham East depot, constructed between 2017 and 2020 as part of the $2.4 billion initiative, functions as the central hub for heavy and overnight stabling. It includes specialized such as maintenance workshops, an underfloor wheel lathe for wheelset reprofiling, a dedicated for performance validation, driver training simulators, and automated train wash systems. The adjacent stabling yard has capacity for 30 trains, with provisions for future expansion to accommodate 10-car configurations, enabling efficient fleet turnover and reducing dwell times in operational areas. This setup supports train life services for 30 years, including component overhauls and diagnostics tailored to the HCMTs' advanced systems. The Calder Park light service facility, also established under the project, focuses on minor servicing tasks such as cleaning, basic inspections, and quick repairs to minimize downtime without requiring full depot transfer. Located in Melbourne's northwest, it complements the Pakenham East operations by handling lighter workloads for trains on the , facilitating distributed across the network. Both facilities integrate with Metro Trains Melbourne's broader , incorporating environmental controls like advanced drainage to prevent flooding in zones.

Compatibility with Existing Network

The High Capacity Metro Trains (HCMT) are engineered to integrate with Melbourne's existing suburban rail infrastructure, utilizing the standard 1,600 mm broad gauge tracks and 1,500 V DC overhead electrification system prevalent across the network. This compatibility enables operation on legacy lines without requiring widespread track or power supply modifications, as confirmed by the trains' entry into revenue service on the in January 2021. A primary challenge arises from the HCMT's 160-meter length—comprising seven carriages—compared to the approximately 144-meter six-car sets of prior fleets like the , necessitating platform extensions at stations where dwell times and safety clearances demand it. Victorian government initiatives have addressed this by lengthening platforms at 13 existing stations along the Dandenong corridor (serving Pakenham and Cranbourne lines) to accommodate the trains' dimensions, ensuring safe boarding and alighting. Similarly, eight stations on the , including Sunbury, Diggers Rest, and Sunshine, received extensions to support future HCMT deployments post-Metro Tunnel commissioning. These modifications align with pre-existing standards mandating 160-meter platforms since at least 2006, though not all legacy stations fully complied prior to upgrades. In terms of signaling, HCMTs incorporate onboard systems compatible with both traditional fixed-block signaling and the transitioning high-capacity signaling (HCS) framework, based on (ETCS) principles, allowing phased integration without halting operations on mixed fleets. HCS upgrades, rolled out on corridors like Pakenham/Cranbourne, enable closer train headways (2-3 minutes) but do not preclude HCMT use under legacy controls during rollout. Selective door control and real-time monitoring further enhance by adapting to varying platform configurations. Overall, while the HCMT fleet demands targeted infrastructure adjustments—primarily platform works—the design adheres closely to network envelopes, facilitating redeployment of older trains elsewhere and boosting capacity on unmodified segments where feasible. No fundamental incompatibilities with track geometry or power infrastructure have been reported, underscoring the project's emphasis on evolutionary rather than revolutionary integration.

Operational Deployment

Testing and Initial Service Entry

The High Capacity Metro Trains (HCMT) underwent extensive testing prior to entering , including dynamic testing on Melbourne's suburban rail network to verify performance, safety systems, and integration with existing infrastructure. Testing commenced after the first complete trainset was assembled in October 2018, involving progressive rollout of prototypes and early production units for validation of , braking, and signalling compatibility. Each trainset was required to accumulate at least 10,000 kilometres of operational testing before acceptance into the fleet, encompassing fault simulations, emergency procedures, and under various conditions. Delays in testing extended beyond initial projections, with the first revenue service originally anticipated in mid-2019 but postponed due to complexities in commissioning the advanced systems and ensuring network compatibility. The inaugural passenger service occurred on 27 December 2020, when HCMT set E011 operated on the following completion of the requisite testing and safety certifications. This marked the transition from trial operations to limited public service, initially on the Pakenham/Cranbourne corridor to allow for real-world performance monitoring and driver familiarization. Subsequent trainsets entered service progressively in early 2021, with official full deployment commencing on 1 February 2021, replacing older Comeng fleet units on select services. Initial operations focused on peak-hour runs to assess and reliability, with reporting no major incidents during the introductory phase, though ongoing monitoring addressed minor software refinements. By mid-2021, up to eight HCMT sets were in daily on the , building toward broader network integration.

Current Line Deployments

High Capacity Metro Trains (HCMTs) are currently deployed on the Cranbourne, Pakenham, and Sunbury lines of the metropolitan rail network. The trains entered revenue service on the Pakenham and Cranbourne lines in December 2020, initially operating alongside older Comeng sets before progressively replacing them. By mid-2024, HCMTs had taken over all services on the Cranbourne and Pakenham lines, which form part of the Dandenong corridor and have undergone infrastructure upgrades to accommodate the new rolling stock's operational requirements. On the , HCMTs began passenger operations in October 2023 as part of preparations for the impending opening. This deployment supports testing and familiarization ahead of the tunnel's commissioning, with the trains compatible with the line's high-capacity signaling and platform configurations. As of October 2025, these three lines represent the primary operational domain for the HCMT fleet, limited by design and certification constraints that prevent routine use on other lines such as the Frankston or Werribee corridors. The fleet's concentration on these routes aligns with the strategic goal of enhancing capacity on high-demand southeastern and western approaches to the city center prior to the 's activation in December 2025.

Metro Tunnel Role

The High Capacity Metro Trains (HCMTs) are integral to the Metro Tunnel project, designed to operate on the new 9 km twin-tunnel alignment connecting the Sunbury and Dandenong corridors, bypassing the existing to enhance network capacity. Upon the tunnel's opening, HCMTs will provide end-to-end services from Sunbury in the northwest to Cranbourne and Pakenham in the southeast, supporting turn-up-and-go frequencies enabled by high-capacity signalling (HCS) that allows trains to run as frequently as every 2 minutes during peak periods. HCMTs integrate with the tunnel's infrastructure through features such as compatibility with (PSDs) at the five new underground stations—Arden, Parkville, State Library, , and Anzac—ensuring safer and more efficient passenger flow. Their train control and management systems (TCMS) support HCS operations, including selective door control and real-time , which facilitate automated train regulation and higher throughput compared to legacy signalling on the surface network. Testing of HCMTs within the commenced in mid-2024, with units such as 11 and 14 entering the tunnels to validate HCS integration and operational readiness. To prepare for full deployment, HCMTs were progressively introduced on the from October 2023, allowing operators to gain experience with the trains' systems ahead of commissioning, including driver training on HCS and PSD interfaces completed for hundreds of staff by September 2025. This phased rollout aims to deliver an estimated capacity increase supporting over 500,000 additional weekly passengers by leveraging the HCMTs' 1,400-passenger design alongside the tunnel's segregated routing.

Performance and Evaluation

Capacity Utilization and Efficiency

The High Capacity Metro (HCMTs) incorporate a seven-carriage configuration with longitudinal bench seating to maximize standing space, providing approximately 510 seats per train while supporting a standard passenger capacity of around 1,100 and crush loads up to 1,400 at densities of 6 passengers per square meter. This design yields about 20% greater passenger accommodation compared to the legacy six-car Comeng trains, which typically handle 800–900 passengers at similar densities, thereby addressing chronic overcrowding on high-demand lines like Cranbourne–Pakenham. Operational deployment of HCMTs has enabled increased service frequencies, with upgrades supporting up to 16 trains per hour on core corridors during peaks, enhancing peak-hour throughput from prior levels limited by shorter, lower-capacity . Efficiency improvements stem from the trains' optimized interiors, which facilitate quicker boarding and alighting through wider aisles and dedicated standing zones, potentially reducing station dwell times relative to transverse-seated predecessors. However, Victorian government projections and load surveys indicate that while HCMTs mitigate some bottlenecks, average peak load factors across metropolitan services frequently exceed comfortable thresholds (e.g., 13.6% of services surpassing benchmarks in surveys, with trends persisting amid demand growth), underscoring that utilization remains near design maxima on busy routes despite the expanded per-train capacity. Broader efficiency metrics highlight the HCMTs' role in network-wide capacity expansion, with the contributing to an estimated additional daily passengers on upgraded lines through combined effects of longer trains and higher headways. and efficiencies are embedded in the design, including and modular components, though independent evaluations of post-2021 operational data reveal no significant divergence from fleet averages in reliability-adjusted energy use per passenger-kilometer, as demand pressures continue to drive high utilization rather than underloading.

Reliability Data and Incidents

The brake system of the High Capacity Metro Train (HCMT) has been identified as exhibiting reliability limitations, particularly in repeated high-speed braking scenarios. indicates that after a series of such stops, braking distances consistently extend due to alterations in surface morphology and the formation of transfer films on the disc, which reduce efficiency despite initial design specifications for robust . This degradation has been observed in testing simulating operational conditions on Melbourne's network, highlighting a need for material or maintenance optimizations to mitigate potential safety risks in high-demand service. Publicly available operational statistics specific to the HCMT fleet, such as mean distance between failures (MDBF) or failure rates disaggregated from the broader fleet, remain limited as of 2025. Overall metropolitan train network performance reports from show punctuality rates averaging 94-98% in recent months, with reliability influenced by factors including fleet mix, but without HCMT-specific breakdowns. The Office of the Safety Regulator (ONRSR) has monitored HCMT introduction since entry in December 2020, noting collaborative oversight with operators but no flagged systemic reliability shortfalls in annual summaries. Incidents involving HCMT units have been minimal and primarily minor, with no major derailments, collisions, or service-disrupting failures publicly attributed to inherent design or systemic faults in verified reports through 2025. Anecdotal operator and passenger accounts mention occasional actuation glitches requiring manual intervention, but these do not constitute statistically significant patterns in official data. Brake-related concerns have not escalated to recorded operational incidents, though the identified performance extension underscores ongoing for fleet-wide reliability under peak loads.

Criticisms and Challenges

Cost Management and Overruns

The High Capacity Metro Trains (HCMT) project was initially budgeted at A$2.3 billion, covering the acquisition of 65 seven-carriage trains, construction of dedicated maintenance facilities at Pakenham East and Newport, a light services facility, and associated stabling and simulator infrastructure. This funding, allocated by the Victorian Government, aimed to expand fleet capacity on the Cranbourne-Pakenham and Sunbury lines while incorporating local to localize supply chains and create jobs. In July 2016, the contract was awarded to after a competitive tender process that shortlisted three international consortia in late 2015. The agreement structured payments progressively, with reimbursements for proposal costs and milestone-based disbursements tied to design, construction, and provisional acceptance of trains, alongside state-administered fees. Risk allocation favored the government retaining certain contingencies, such as interface risks with existing network upgrades, while the contractor assumed production and delivery liabilities to promote cost discipline. Cost variations remained limited, with the Victorian Auditor-General's 2022 Major Projects Performance Reporting noting a $5 million increase in total estimated investment, primarily from minor scope adjustments rather than inefficiencies or market pressures. By 2023-24, the revised total stood at approximately A$2.26 billion, reflecting effective containment relative to the scale. Management practices emphasized net present cost evaluations in the comparator, ongoing risk registers, and phased transition-in payments post-fifth train acceptance to align incentives with performance. Critiques of the project's cost oversight highlight systemic issues in Victorian major projects reporting, where the Auditor-General has identified inconsistent transparency on variations and benefits realization, potentially understating cumulative pressures from interdependent initiatives like high-capacity signaling. Nonetheless, HCMT's modest overrun contrasts with larger escalations in complementary , such as the Metro Tunnel's $1.55 billion rise by 2022, underscoring relatively robust controls amid broader fiscal scrutiny of state rail investments.

Operational and Design Shortcomings

The platform screen doors installed in Melbourne's Metro Tunnel stations are designed exclusively for alignment with the door positions of High Capacity Metro Trains (HCMTs), rendering older X'Trapolis fleet incompatible without costly retrofits to either the trains or the infrastructure. This limitation, exposed in Victorian parliamentary hearings in November 2024, stems from the HCMT's specific metro-oriented door configuration, which prioritizes high-frequency operations but compromises network-wide flexibility at a time when only partial HCMT deployment has occurred. Critics, including opposition figures, have labeled this oversight as a fundamental design flaw in a project costing over AUD 10 billion, as it delays full tunnel utilization until the legacy fleet is phased out, potentially extending into the 2030s. Accessibility deficiencies arise from the HCMT's elevated floor height, which creates vertical and horizontal gaps with platforms, estimated at up to 5 cm vertically and additional misalignment horizontally. These gaps hinder level boarding for users and those with mobility impairments, exacerbating risks of falls or despite the project's mandate for improved inclusivity. advocates have condemned the configuration as hazardous and exclusionary, contributing to Victoria's overall failure to achieve national Standards for Accessible compliance by the 2022 deadline, with one-third of stations still lacking compliant ramps and lifts as of mid-2025. Operationally, the HCMT's open-gangway design, intended to boost peak-hour standing capacity to approximately 1,400 passengers per seven-car set, has drawn complaints for uneven load distribution and reduced comfort on longer suburban runs, where passengers report insufficient seating variety and proximity to causing congestion during boarding. Early deployments from 2021 highlighted intermittent door interlock timeouts, delaying dwells by seconds to minutes in high-volume scenarios and necessitating software updates. While contractual reliability targets include abatements for unavailability, real-world incidents underscore challenges in integrating metro-style trains into a legacy suburban network constrained by legacy signaling and .

Economic and Broader Impacts

Public Finance and Procurement Critique

The High Capacity Metro Trains (HCMT) was procured through a competitive tender process by the Victorian Department of , Jobs, and Resources, with the awarded in July 2016 to a led by (now ) for the design, manufacture, and delivery of 65 seven-car trains, along with associated infrastructure upgrades at the Newport Rail Yards. The total value was approximately $2.3 billion, fully funded by Victorian taxpayers as part of the state's investment program. Criticism of the procurement centered on supply chain integrity, particularly the involvement of CRRC Changchun Railway Vehicles, a Chinese state-owned firm blacklisted by the United States in 2020 for national security risks related to its ties to the Chinese military and potential data vulnerabilities in rail technology. Although CRRC was a subcontractor for components rather than core systems, the Victorian Liberal opposition referred the matter to the Independent Broad-based Anti-corruption Commission (IBAC) and the Victorian Auditor-General's Office (VAGO), arguing that inadequate due diligence exposed taxpayers to risks in a project handling sensitive operational data. No formal findings of corruption emerged from the referrals, but the episode highlighted broader VAGO concerns about procurement controls, including inconsistent fraud detection and reliance on self-reported supplier declarations in high-value contracts. Delays in delivery, with initial testing pushed from 2019 to 2020 and full service entry from 2021 to July 2023, amplified financial scrutiny, as the state continued operating aging Comeng and Siemens trains at higher maintenance costs during the interim. Taxpayers incurred an additional $970,000 for access to full-scale mock-up models between 2019 and 2021, intended for stakeholder familiarization but criticized as extravagant given the two-year postponement and lack of proportional operational benefits at the time. These overruns contributed to opportunity costs amid Victoria's escalating net debt, which reached $155.5 billion by mid-2025, with rail infrastructure absorbing a significant share of capital expenditure without independent audits confirming optimal value-for-money in the HCMT's fixed-price structure versus alternatives like fleet refurbishment. Broader critiques questioned the project's alignment with fiscal , as the HCMT locked in long-term obligations estimated at hundreds of millions over the fleet's lifecycle, exacerbating pressures on the Department of Transport's budget amid post-pandemic revenue shortfalls. While the trains' higher capacity (1,100 passengers per set versus 850 in predecessors) justified investment for peak-hour relief on the Cranbourne-Pakenham corridor, opponents argued that decisions prioritized domestic manufacturing mandates—adding up to 20% to costs—over cheaper imports, potentially undermining net benefits in a debt-constrained environment. VAGO's general findings on major projects underscore persistent transparency gaps in cost reporting, applying to HCMT as part of the integrated Metro network upgrades.

Capacity Expansion Outcomes

The deployment of the High Capacity Metro Trains (HCMTs) on Melbourne's Cranbourne, Pakenham, and Sunbury lines has resulted in a measurable expansion of per-train passenger capacity, with each seven-car set designed to accommodate approximately 20% more passengers than the preceding six-car Comeng and X'Trapolis fleets through additional carriages, optimized standing areas, and enhanced seating configurations. By July 2024, all 70 HCMTs had been delivered and integrated into passenger services, primarily on the Cranbourne and Pakenham lines, enabling higher service volumes on these corridors ahead of the Metro Tunnel's activation. Patronage data for the Dandenong corridor (encompassing Cranbourne and Pakenham lines) indicates growth attributable in part to the HCMT rollout and associated infrastructure upgrades, such as platform extensions and removals. For instance, Narre Warren station patronage rose 49% in 2024-25, while Officer station increased 22%, reflecting improved accessibility and capacity to handle rising demand from suburban expansion. The Caulfield Group lines, including these routes, have demonstrated the strongest post-pandemic recovery among Melbourne's metro groups, remaining only 15.1% below 2018-19 levels compared to a 23% overall metro shortfall. These outcomes position the HCMT fleet to support further expansion upon the Metro Tunnel's opening in early December 2025, which will reroute services through new underground infrastructure, decoupling the Dandenong corridor from the congested and enabling headways as low as two minutes during peaks. However, full realization of projected network-wide gains—such as accommodating an additional 11,000 daily passengers on the Cranbourne-Pakenham line alone—remains contingent on seamless integration with high-capacity signaling and sustained demand growth. Early indicators suggest the trains' higher throughput has alleviated peak-period crowding without reported utilization shortfalls, though comprehensive post-tunnel metrics are pending.

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