Built between 1887 and 1909, these started out as carriages behind steam locomotives.
In 1919 they were converted to Electric Mutiple Unit
Built in 1910, These trains were meant to be converted to Electric Mutiple Unit but was delayed by WWI.
The Tait was converted to an Electric Mutiple Unit in 1918 and run on a trial on the first electricified
line, the Showgrounds line.
Built in 1956, the series 1 was the first of the Harris's to be built, sporting both a new door layout
and new seat layout, these revolutionised the way people commuted around Melbourne to this day
The Harris Series 2, while very much like the Series 1, was built with modifications were the Series 1
lacked, such as a guard window and the first time a gangway existed letting commuters go from carriage
to carriage without having to exit the train.
The Hitachi was originally designed to be a Harris Series 3, but chosen to be called Hitachi after the
designer. The Hitachi sported a whole new aero-dynamic design, and a metro-esk seat layout as Melbourne
had grown so much that the railway network needed to be converted to a Metro.
Built in 1980 and 1990's the Comengs were made to replace the aging Tait and Harris train. The Comeng
was named after the manufracturer Commonwealth Engineering, and was the first train in Melbourne to
sport air coniditoning.
After the success of the Comeng, Metropolitan Tranist chose the Harris S2 needed a refurbishment based
on the Comeng to life extend them. These refurbishments included red carpet, cushioned seats and an
Introduced in 1992, the 4D was made to see if Melbourne could converted to double deckers, these were
unfortunatley plagued with bunch of problems ending up being pulled by the Comeng most of the time.
Entering service in 2002, this was Connex's attempt to replace the aging Hitachi Fleet, and while they
were successful, they are known by commuters for being uncomfortable to ride on due to being absurdly
Built between 2002 and 2005, the Nexas was M>Train's answer to replacing the aging Hitachi Fleet, but
due to how wide and long they were, M>Train had to extend its platforms along its routes to make space
The new High-Capacity Metro Trains are being made due to Melbourne's growing population. reintroducing
the 7-Car consist and introducing a full consist that you can walk right through from end to end for the
The Mckeen Railmotor, being the first of its kind, was ahead of its time, being able to run without coal and being
overall more flexibile than a steam locomotive, they seemed too good to be true; unfortunatley they were and
were quickly converted to just carriages.
With the success of Clapp's buses, the AEC was the next obvious step to keep the Railway relevant during the Great
Depression, using AEC motors, and Clapp's bus chassis, these railmotors managed to be the stepping stone for all
railmotors to come.
Introduced after the success of the AEC Railmotor, these were both more comfortable and powerful than the AEC.
Being the succesor of the AEC Railmotor, the Walker railmotors replaced the AEC's on country branch lines and a few smaller mainline linessuch as the Healesville line.
Originally being Petrol-Electric, the DERM were the longest lived railmotor on the Victorian Railways, and being the backbone for many lines today until the modern
sprinters came in replacing them.
The first railmotor/railcar to have air conditioning, these trains were used on longer journey's such as those up to Ararat; unfortunatley they were unreliable
being replaced by buses more often than not, with the Sprinters quickly replacing them.
The most modern Railmotor to still be running today; Mainly being seen running on the Stony Point line, these have become the backbone for small lines
and are a substitute for the H type carriages.
The main train of the Victorian Country side, serving the busiest regional lines with an upgrade being made for long-haul, the Vlocity's are defiently not going away