Rail rolling stock in New South Wales

The railways of New South Wales, Australia, use a large variety of passenger and freight rolling stock. The first railway in Sydney was opened in 1855 between Sydney and Granville, now a suburb of Sydney but then a major agricultural centre. The railway formed the basis of the New South Wales Government Railways. Passenger and freight services were operated from the beginning. By 1880, there was a half hourly service to Homebush.

Former suburban passenger rolling stock

Suburban steam locomotives

M36 Class

In the late 1860s, four more of the 1 class were manufactured by Mort's Dock Sydney in 1870–71. Another four locomotives of the M.36 class were manufactured at Eveleigh Railway Workshops in 1876–77 using re-built tenders from Locomotive No.1-4. Two of the class later had cab shelters fitted to the tenders for suburban running.

Z18 Class

An order was placed in February 1882, with the Vulcan Foundry for six 2-4-0T locomotives to the specification of the then Acting Locomotive Engineer, Mr Scott. During Mr Scott’s subsequent absence in England on official business, Thomas Middleton, Locomotive Engineer, had the specifications altered to 0-6-0T wheel arrangement with 4'0" diameter driving wheels, together with other variations to the original order. Middleton claimed that the revised design would enable the locomotives to run at in suburban service. Commissioner Goodchap approved the changes and despite the protests on Scott’s return, the variations were made.

The six locomotives were delivered in 1884 and designated the 285 class. They became the (R) 285 class in 1889 and the Z18 class in 1924.

Their driving wheels proved too small for the speed required and they were reduced to shunting duties in Sydney Yard, with just the occasional venture into the suburbs.

In 1907, the locomotives were fitted with new domed boilers, replacing the domeless versions originally fitted. This increased their weight by 3 tons which improved their adhesion factor. Power reversing gear was fitted in 1922, making them the first class in New South Wales to be so fitted. It was a hydraulic type and was excellent when shunting at Sydney station, however this was only short lived and Johnson bar lever reversing gear was fitted shortly after.

In 1927, following the release of other locomotives with the electrification of the Sydney suburban network, the class was transferred to locomotive depot work, some being fitted with cranes and renumbered into the (X)10 series. Later, with the cranes removed, they were restored to their Z18 numbers and worked at Port Kembla shunting. 1076 was an exception which continued to be known by that number. No. 1802 (originally R286) was sold to the Public Works Department in 1927 and became their No. 75. It continued in service until it was cut up for scrap metal in 1964. 1801 and 1806 were sold to the Wallarah Coal Company in 1957 and worked on the isolated Catherine Hill Bay Coal Railway until the line ceased operation in December 1963.

F351 Class

Originally ordered in 1879, but the order was stopped. A follow-up order in 1882 was made, the specification originally for 2-4-0 tank locomotives with 5'0" diameter driving wheels made by the acting locomotive engineer Mr Scott. As noted above, the order was altered during Scott's absence, resulting in the R285/Z18 class.

In August 1884, Mr Scott informed the commissioner that more locomotives were required with the opening of the Illawarra extension. Mr Middelton wanted more of the R285 class, but Mr Scott recommended his original proposed design from 1881. After much hesitation by the government, Beyer, Peacock and Company were asked to design and build the locomotives. These became the F351 class and went into service on the Sydney suburban network in 1885–86, being numbered 351 to 362. In 1887, six more locomotives of this design (numbered 363 to 3680) were delivered by Henry Vale of Sydney. No. 366 featured in the Redfern collision of 1894. The design was extremely similar to a number of 2-4-0 tank locomotives supplied to the Isle of Wight Central Railway from 1864. A similar locomotive was delivered to the South Australian Railways from 1884 as their P-class.

Their running life came to an end in 1901 as a result of the findings on the Sydenham derailment involving No. 363 and the whole class was taken out of passenger work. The F351 class were known to oscillate and rock at high speeds and were officially limited to 30 mph. A factor in the Sydenham derailment was the driver exceeding the official speed limit. The locomotive was believed to be doing 51 mph when the accident occurred. The entire class was subsequently withdrawn from passenger work and allocated to various shunting, yard and depot duties. A number of the class were modified with a heavy cast iron front buffer beam in an attempt to stabilise the front of the locomotive after 1901. Between 1906 and 1929, ten of the class were sold to various private railway operators.

All members of the class had been withdrawn from passenger work by 1914. Eleven were still on the books at this stage and were renumbered Lo.19-Lo.26 (Lo. Indicated that they were no longer in revenue-earning service). In 1924 they were renumbered in the X10 class, bearing numbers 1031–1033, 1035–1037 and 1039–1043. From 1914, members of the class still in NSWGR service were rebuilt with the same domed boilers that replaced the dome-less type originally supplied on the R285 class. A number of other modifications were made to the class such as replacing the leaf spring on the front axle with twin coil springs. For reasons unknown 1033 at some stage had the original parallel buffers on the rear replaced with longer bottle-shaped Turton buffers. In 1966, 1036 with withdrawn and scrapped, but during an overhaul the boiler was given to 1076, previously numbered R288 then 1804.

Three of the class were still in service with the NSWGR from 1940. 1033 at Eveleigh Railway Workshops, 1036 at Junee Locomotive Depot (withdrawn and scrapped in 1966) and 1042 at Cardiff Railway Workshops.1042 was given an overhaul as late as 1970 at the age of 83 years and continued working until February 1973, only three months shy of 86 years in service and having completed 401,359 km (249,446 miles) of logged running. 1036 (F359) had accumulated the most mileage in service with 707,564 km (437,889 miles) at withdrawal.

Z11 Class

The Z11 class (formerly the M40 class) was a class of steam locomotives built for the New South Wales Government Railways in Australia.

Built by Beyer, Peacock and Company of Manchester, they entered suburban traffic in Sydney in 1891.

They were primarily intended for use on the steeply-graded Strathfield-Hornsby and Milson's Point-Hornsby sections, hence their hefty weight which served to hinder them later in their careers. Because of this, they were never noted for spectacular performance.

Between 1906 and 1910, they were rebuilt with Belpaire boilers. They were soon superseded by the S636 class 4-6-4Ts and were promptly used on Newcastle suburban services for a period. In 1924, all were renumbered as part of the Z11 Class.

No. 50 was sold to Australian Iron & Steel Ltd., No. 51 to the South Maitland Railway, No. 1104 to the Nepean Sand & Gravel Company and No. 1111 to the Southern Portland Cement Company of Berrima. The remainder were sold for scrap between 1925 and 1927.

None are preserved.

Z13 Class

Due to a shortage of suburban engines in the Sydney area and the availability of surplus C79 class tender engines, it was decided to experimentally convert one of the tender locomotives to a tank type engine in 1896. The conversion proved successful and twenty had been converted at Eveleigh Railway Workshops by 1902. In 1924, the class was renumbered becoming the Z13 class.

Following the delivery of C30 class locomotives from 1903, they were transferred to Newcastle suburban traffic and when replaced there, were allocated minor roles such as working the Carlingford, Morpeth and Warren branches. Two were sold to East Greta Mining & Railway Company, one to Ashtonfields Colliery, Thornton and a fourth scrapped.

In later years, their main duties were working of the Ballina branch, the Picton-Mittagong Loop line, the Yass Town branch and school trains on the upper North Coast.

C30 Class

The first batch of 35 locomotives were built Beyer, Peacock and Company entering service in 1903/04. Between 1905 and 1917 Beyer, Peacock built a further 60 engines while the New South Wales Government Railways built 50 at their Eveleigh Railway Workshops.

The electrification of the inner suburban lines resulted in a surplus of the class too valuable to scrap. Accordingly, between August 1928 and July 1933, 77 of these locomotives were converted to C30T tender 4-6-0 type locomotives by Clyde Engineering and Eveleigh Railway Workshops to replace older locomotives on country branch lines.

The remaining tank locomotives were mostly employed on Sydney suburban services to Cowan, Penrith and Campbelltown as well as branches to Carlingford, Richmond and Camden. They were also used on suburban services in Newcastle and Wollongong.

A few drifted to the country areas, working on sections where no turntable was readily available, such as Casino to Border Loop on the North Coast line, Leeton and Merriwa and shunting at yards such as Bathurst. The daily passenger trains on the extremely steep Unanderra to Moss Vale line were operated by 30 class locomotives until February 1967.

Following the electrification of the country platforms at Sydney Central station, the 30 class replaced the 26 class locomotives used to shunt carriages in the yard, they being not so dangerous to water under the traction wiring.

The first was withdrawn in February 1957, by July 1965 the fleet was down to 33 and by mid-1971 down to three. The last, 3085, was withdrawn on 22 February 1973. It was the second last steam locomotive in service on the NSWGR.

Single-deck cars

1877 American Suburban Carriage Stock

Main article: ''New South Wales American Suburban carriage stock''

The American Suburban Carriage were built between 1877 and 1912 by a number of manufacturers with timber frames and truss sided body work. Due to the truss bodywork, it was difficult to cut doors in the sides of the body so doors at either end of the cars were provided with covered platforms to allow access to the carriages. They became the most numerous group of carriages built for any Australian railway system with a total of 659 carriages built. A further 196 carriages, known as Lucy Suburban Carriages were constructed between 1913 and 1916 but had steel under frames and separate bodywork. While they retained the general layout and appearance of the American Suburban Carriage, they were generally not referred to as such and 193 were later completely rebuilt for use in Electric train stock in the 1920s.

The American Suburban carriages were built primarily as suburban passenger carriages for the Sydney network. Following the electrification of the Sydney network in the 1920s and 1930s, most carriages were converted for use on longer distance services, whilst others were transferred to Newcastle and Wollongong for continued suburban service or to country branch lines. The last examples were withdrawn in the mid-1970s.

A number of American Suburban carriages have been preserved. Examples are owned by the Canberra Railway Museum, Dorrigo Steam Railway and Museum, Lachlan Valley Railway and NSW Rail Museum.

1920 wooden single-deck cars

In the 1920s, the Bradfield electrification program began. Until then, trains continued to be sets of steam-locomotive-hauled wooden end-platform cars. In 1921, 101 wooden bodied driving-motor cars (later numbered C3000–3100) were built by Ritchie Brothers and Meadowbank Manufacturing Company C3045 (now preserved) was built by the railway workshops as a prototype, but became the very last to enter traffic in 1923. They were originally steam-hauled EBB/EFA cars, prior to conversion to electric traction with the opening of the first section of electrified line between Sydney and Oatley in 1926. These wooden cars had steel sheathing for additional strength, and became known as the Bradfield cars. Some Bradfield cars were converted to parcel vans after accidents. Other Bradfield cars were rebuilt to resemble Standard suburban (1927-type) cars in the 1960s, to prolong their lives until new double-deck cars could be delivered to replace them. The last Bradfield power-cars were withdrawn from service in 1975. C3045 is preserved static at the NSW Rail Museum, Thirlmere, while C3082 has been retained by RailCorp. C3082, the former Elcar "Pilot" Shunter, was used on a number of single-deck railfan tours in the 1980s, often with Wooden trailer car T4279.

At the same time, 193 steam-hauled end-platform cars were rebuilt into 184 electric trailer cars (T4101–4284) and nine driving trailer cars (D4001 to 4009). They were in service much longer than intended, being finally replaced by the Tulloch single deck, and later double-deck, trailers from the 1950s onwards. D4001 and 4006 were converted to Parcel Vans driving trailers. T4279 is preserved and has been used on many railfan single-deck tours in the 1980s and early 1990s. D4004 is also preserved awaiting restoration, but not operable.

1925 all-steel cars

With the planned opening of the Sydney underground lines and electrification, it was proposed to build steel bodied suburban cars. As no such cars were built in Australia before, an initial 50 cars (numbered 3101–3150) were built by the Leeds Forge Company in England and assembled at Eveleigh Carriage Workshops and Clyde Engineering between April and October 1925. Initially numbered 2213–2262, they entered service being inserted into sets with Bradfield carriages for haulage by steam locomotives until fitted with Metropolitan-Vickers electrical equipment and motors in 1926. At this stage they were renumbered C3101 to C3150."Sydney's Electric Trains from 1926 to 1960" '' ARHS Bulletin'' issue 761 March 2001 pages 90–93C3104 – 1925 Leeds Forge Standard Motor Car
Sydney Electric Traction Society

1926–1960 single-deck steel cars

Between 1926 and 1960, a total of 417 motor cars and 417 trailer cars were built by various contractors including Leeds Forge Company, Walsh Island Dockyard, Clyde Engineering, Tulloch Limited and Comeng. The pre-war "1927 type" cars were known as the "Standard" cars as they dominated the suburban fleet, and featured First and Second Class travel until 1 January 1940. More cars (the majority being trailer cars), were delivered by Tulloch Limited between 1940 and 1957 to cater for system expansion, and to replace many of the decrepit Wooden trailer cars. The 80 cars built by Comeng from 1957 to 1960 (40 motor and 40 trailer cars) became known as the Sputnik cars. They had 4 single power operated doors on each side and were of spot-welded construction. These cars were introduced at the time of electrification extension from Parramatta to Penrith. One 8-car set of Tulloch cars was fitted with power-doors and ran from 1956 to 1976 as set F39. Between 1968 & 1973, 97 Standard & Tulloch motor-cars were converted from two to four motors on new air-ride bogies for better performance and adhesion, starting with C7500 (ex C3500). These single deck electric multiple unit (EMU) sets were the backbone of the Sydney suburban network until the stainless-steel double deck cars of the S (and later C, K & R) sets took over. The last of the Sputniks had their final retirement in 1993. Many cars were painted blue & white during the PTC years from 1972 onwards, and the last blue & white cars were repainted in 1987. Several cars were fitted with Beclawat sliding windows during overhauls as a cost-cutting measure (see photo). After 1976, they carried a deep 'Indian Red' livery until their retirement. In 1991, one eight-car set H22 was painted in a special livery to promote Taronga Zoo. Two power-door W-sets were painted in special liveries for the Zoo (W1) and to mark Sydney's Sesqicentenary (W2). Many of the motor cars were marshalled with the Tulloch double deck trailer cars (see below) to form 4 or 8 car mixed single and double deck sets. In their final years, these cars became associated with the term 'red rattlers' by the State Government and the media, due to the way the windows and window shutters rattled in their frames. On 10 June 2016, Preserved cars C7396, T4527, C3218 and C3426 were returned to operational status by Sydney Trains in conjunction with Historic Electric Traction. This train set, now known as Red Set F1, operates occasional special passenger trips through Transport Heritage NSW. At 90 years of age, Set F1 is now among the oldest fully operating electric train sets in the world.

Double-deck cars

1964 Tulloch double-deck trailers (1964–2003)

In the 1960s, tenders were called for double-deck electric passenger cars. In 1964, the first of 120 Tulloch trailers were delivered, and integrated into the single-deck sets. The cars were built by Tulloch Limited, and were numbered 4801–4920, by operating across only the City Circle, South, Bankstown, East Hills and Inner West Lines (Sector 2). They consisted of normal floor level over the bogies, with a double deck passenger section between the bogies. The cars were largely riveted aluminium, with steel underframes. They carried green internal livery and were painted Tuscan Red on the outside sides with painted silver roofs to match the single deck carriages. For the first time in Sydney, fluorescent internal lighting and air suspension bogies were used. The initial 40 cars were used in power door sets, the remainder in non-powered door sets, and they replaced the remaining wooden bodied trailer cars. In 1987, W-set trailers T4834–4838 were converted to manual door M-set cars by having their power-doors disconnected, and rewired from 120- to 32-volt operation. The Tullochs were painted in the colour scheme of the day (blue & white and later deep Indian red). Cars T4839 to 4895 were later painted grey and marshalled into sets containing Comeng & Goninan double-deck cars (see below) as 'R & S sets'. Cars T4834–4838 and 4896–4920 continued to operate with older single-deck motor cars as 'M Sets'. The W set trailers (T4801–4833) and M set trailers (T4834–4838 and 4896–4920) were withdrawn in 1994 with the retirement of all single deck suburban stock, the cars marshalled with Comeng power cars in W sets saw service until February 2004, before the introduction of the Millennium Trains. Cars 4801, 4814, 4840, 4843, 4844, 4849, 4850, 4854, 4874, 4881, 4799 have been kept for preservation.

1968 prototype double-deck power cars (1968–1980)

In 1966, after the success of the Tulloch double-deck trailers, tenders were called for double deck motor cars. In 1968, four experimental double-deck motor cars (C3801–3804) were built by Tulloch and entered service enabling the first eight-car double-deck train, set S10, to operate by marshalling them with four Tulloch trailers T4839, 4840, 4843 and 4844. These were the first fully double-deck Electric Multiple Unit passenger trains in the world that had seating on both the upper and the lower level.

Each power-car carried electrical equipment from different manufacturers for evaluation purposes: C3801 (Mitsubishi), 3802 (Toshiba), 3803 (Hitachi) and 3804 (English Electric). Set S10 proved unreliable and the single-deck "Sputnik" C3701-series power-cars often deputised for Tulloch power cars out of service. In 1977, it was decided to disband the set to convert them to trailers. C3801 was converted to T4797 in 1980 and C3803 became T4799 in 1982. Conversion of C3802 to T4798 was started at Elcar Workshops, but never finished and it was later scrapped. C3804 is now preserved at the NSW Rail Museum, Thirlmere. It was withdrawn from service on 4 January 1980.

These trailers operated on the:
* South Line – City Circle to Macarthur via Granville
* Inner West Line – City Circle to Liverpool via Regents Park
* Bankstown Line – City Circle to Liverpool via Bankstown
* East Hills Line – City Circle to Macarthur via Sydenham (then via Airport Line in 2000–2003)

1972 Comeng power cars

In 1972, the first Comeng-constructed stainless steel double deck power-cars entered service. These cars (C3805–3857) were loosely based on the recently introduced inter-urban cars, the V set. Their stainless-steel bodies were painted the standard "Tuscan red" to match the livery of the existing fleet. Cars C3844–3857 were delivered in the blue and white livery of the Public Transport Commission in the 1970s, and repainted to deep Indian red after 1976, before being paint-stripped to run in their original stainless steel finish in the early 1980s. They were initially marshalled into sets (from S11 onwards) with Tulloch trailers T4841, 4842, and 4845 to 4895, which had their passenger doors modified from manual to power operation. Internally, they had reversible seating with a light-tan upholstery, and a grey and off-white internal livery. Beclawat sliding windows were fitted to the upper and lower decks, with drop windows in the doors. The sliding windows were replaced with Hopper windows in the 1990s and internally they were repainted light grey with blue upholstered seating. These motor cars had tapered ends, which were fitted with destination boards in the 1990s. With the introduction of the Millennium Trains in 2002, several early Comeng power-cars were converted to non-driving trailers, with their pantographs removed, and renumbered T4701–4723.

1973 Comeng power and trailer cars

In 1973, additional 54 Comeng power cars C3858 – 3911, and 56 Comeng trailer cars T4921 – 4962, were ordered to coincide with the opening of the Eastern suburbs railway line. These trailer cars were the first to be of stainless steel construction, and they had an extra row of seats on the top deck (and are thus distinguished by an extra single window at the centre of the car on both decks). Ten driving trailers D4011 – 4020 were built with small driver's compartments for 2-car trains. However, they never saw service as driving cars due to Union bans. Subsequently, 25 driving trailer cars D4021 – 4045 (with large guard's compartments) were also built to be paired with a driving motor car to allow 2-car sets to be operated. Ten driving trailers were diesel hauled on South Coast suburban services, south of Thirroul, prior to electrification. Ten driving trailers, renumbered D4001 – 4010, were used for two car shuttles in the initial period after the electrification of the Richmond line. These driving trailer cars subsequently had their driving equipment removed and were converted into standard non-driving trailer cars.''Sydney Suburban Fleet, Part 2''. Railway Digest, July 2002 Extended orders saw the Comeng double-deck fleet expanded to include power-cars C3912–3986 & 3741–3765, trailers T4963–4987 and driving trailers D4046–4095 by 1982. By 1976, one quarter of suburban cars were double deck. All the 1973 cars are now integrated with earlier stock and operate as L, R & S Sets. With the introduction of the Millennium Trains in 2002, several early Comeng power-cars were converted to non-driving trailers, with their pantographs removed, and renumbered T4701–4723.

1978 Goninan cars

In the 1970s, A Goninan & Co in Newcastle entered the passenger car construction market building 80 power cars C3001–3080 and 70 trailer cars T4101–4170. Unlike the Comeng cars, the power cars had a flat front end and Pullman Standard fluting, and the upper deck passenger windows were set significantly lower than the earlier Comeng cars reducing passenger sight lines (a source of complaint from passengers). When the Eastern Suburbs Railway was opened in 1979, only stainless-steel Comeng or Goninan double deck cars were meant to operate on this line, but the painted Tulloch double-deck trailers were also used. In 1981, a brand new four-car Goninan set conveyed Queen Elizabeth II from Bankstown (which was declared a City by the Queen) to Martin Place. For this occasion the train was specially fitted out with carpets and other refinements. The set was targeted "R1" for the occasion. These cars continue to operate in 2007 as L, R and S sets. They were the last non-air conditioned passenger trains in service in Sydney.

Two thirds of pre-1981 non-air conditioned rolling stock were withdrawn from service with the roll-out of 626 new A set Waratah carriages (78 sets) from 2012 to June 2014. The final sets were scheduled to be withdrawn from service by 2015 but some sets were retained for the South West Rail link since no newer rollingstock or additional Waratah trains had been ordered. In December 2016, the NSW Government announced a plan to introduce 192 new Waratah carriages also known as the Sydney Trains B sets. These have replaced the remaining non-airconditioned S set trains by the end of June 2019.

1986 Goninan cars

In 1986, a new generation of advanced suburban passenger train was being considered by the State Rail Authority. There was a delay in the construction of these trains, and 56 interim stainless steel air conditioned cars, C3581–3608 and T4247–4274, were built by Goninan, known as the 'Chopper Cars' for their chopper control. These cars trialled several features of the next generation cars, such as fixed seating, door chimes and passenger address systems. They were originally fitted with a push-button feature, to enable passengers to open the doors manually, but this feature was short-lived. They retained the flat ends of the previous Goninan cars, but with the addition of a fibreglass moulded end piece which was originally white with orange and red stripes (the 'candy' State Rail livery). These ends were later painted grey with a lower yellow section which they retain to this day, and internally the standard grey livery and blue seat upholstery was applied.''Sydney Suburban Fleet, Part 3''. Railway Digest September 2002 These cars were initially branded as a continuation of the K Sets, but were incompatible due to the camshaft controls fitted to the existing fleet. Often, the sets would ‘jerk’ while accelerating when coupled together. These cars were later rebranded as C sets, to differentiate them from K Sets.

They continued to operate until the second batch of Series 2 Waratah B Sets started entering service from late 2020. The last train was withdrawn on 26 February 2021, after operating its last revenue run on 90-W from the City to Liverpool via Bankstown. A farewell tour took place on 6 March, organised by the Sydney Electric Train Society (SETS). The train operated up the Blue Mountains to Mount Victoria and made a trip to both Hornsby and Fairfield. Initially, no sets were to be preserved due to the small fleet, however, SETS will preserve one 4-car set as of July 2021. This set has been confirmed to be formed of cars C3584, T4266 (both from set C5), T4274 and C3608 (both from set C9). C3608 and T4274 are significant for being the final stainless steel power and trailer cars respectively built for the Sydney network.

Current suburban passenger rolling stock

1981 Goninan power and trailer cars

In 1981, Goninan built the first air-conditioned cars for the Sydney suburban network. Until then, Sydney had lagged somewhat behind other cities that had commenced the introduction of air-conditioned stock. In order to fit the air-conditioning equipment into the motor cars, the pantographs were moved to the trailers, effectively meaning that a motor car must remain semi-permanently coupled to a trailer car. Four driving trailer cars D4096–4099 were also ordered, allowing 2-car sets to be operated with power cars C3501–3504. The first 8-car set (R1) was delivered with air-conditioning, followed by 90 forced ventilation cars C3505–3549 & T4171–4215, during the delivery process for this order, C3550 and T4216 were delivered, fully fitted with air-conditioning.

Following this, the next order, numbered from C3551 and T4217, were also fitted with forced-air ventilation, and were the first to be fitted with air-conditioning.
The first 100 cars had their upper deck windows at the unpopular lower height of the earlier Goninan cars, the final 60 were modified and these final 60 were distinguished by their front end being painted into the 'candy' white, orange and red State Rail livery of the time. The final batch (C3551-3580 & T4217-4246) also featured bright yellow internal walls. The forced ventilation cars were later retrofitted with air-conditioning, and the Beclawat sliding windows replaced by fixed panes in the late 1990s. Also at this time, the standard light grey internal livery was adopted, and the seats were replaced with blue upholstery.''Sydney Suburban Fleet, Part 3''. Railway Digest September 2002 160 of these cars were delivered until 1985, and continue to operate in 2011 as K sets.

Tangaras

In 1988, the "third generation" train, called Tangara – an aboriginal word meaning "to go", was introduced. This train marked a radical departure from the previous double deck car design both in appearance and technically. The Tangara is the last publicly funded electric rolling stock built for CityRail – all future electric trains are being built and operated under public–private partnership agreements. A total of 450 T set cars were introduced between 1988 and 1994, allowing the withdrawal of the remaining single deck suburban passenger cars in 1993.

Eighty G set cars featuring toilets, high-backed reversible seating and passenger door opening controls were built between 1994 and 1996. These generally operated on outer-suburban runs, typically to Wollongong, Springwood and Gosford, though they also sometimes operated in suburban service. These outer-suburban sets allowed the retirement of the last remaining single-deck U sets in 1996. One set, G7, was experimentally fitted with dual-voltage A/C traction. This set was extensively damaged in the Waterfall rail accident in January 2003 and scrapped after completion of the coronial inquiry into the accident.

In 2010, a refurbishment program began for all Tangaras, which were by then nearly 20 years old and showing signs of wear and tear. This work involved reupholstered seats, new flooring and handrails, relocated end saloon partitions and a complete internal repaint. Inter-car doors and handrails are repainted yellow, and the interiors share common fittings with the Millennium and OSCAR cars. The former outer-suburban G sets have been retargeted as T sets from T101 onwards and the cars recoded from OD, ON and ONL to the suburban D & N codings, retaining the same 58xx and 68xx number series. The former ONL cars have had their toilet and water cooler removed and replaced with longitudinal seating, but without the luggage racks found elsewhere in these cars.

Millenniums

From 2002, 140 "fourth generation" carriages were introduced, known as Millennium trains or M sets. These trains allowed the withdrawal of the Tulloch trailer cars. These were the first passenger trains in NSW to introduce automatic passenger information displays and announcements. The design of the M sets formed the basis for the design of H sets and A sets. These trains are maintained by Downer Rail at the Auburn Maintenance Centre.

While the Millennium trains are suitable for division into four-car sets, they are normally kept coupled as eight-cars sets at all times.

Waratahs

The Waratah sets (also called A sets) are a double-decker, air-conditioned train based on the Millennium train, the order being for 78 sets of eight cars per train. The body shells were constructed in China and completed at Newcastle, New South Wales by a joint venture between the NSW Government, Downer Rail, and other companies under a public–private partnership, with delivery between 2011 and 2014 to replace the now withdrawn 6–8 car R & S Set trains. The first set went into regular service on 1 July 2011 on the Macarthur–East Hills–Airport line with the last set delivered by mid-2014.

The New South Wales Government announced on 1 December 2016 that 24 new suburban trains had been ordered. Known as the Sydney Growth Trains during development, the trains are officially classified as B sets and are also known as Waratah Series 2 trains. The $1.7 billion contract was awarded to Downer EDI. CRRC Changchun Railway Vehicles manufactured and delivered the bodies of the trains to Downer EDI, which assembled them. More than 90 percent of the design is shared with the original Waratahs. The first B set was unveiled in Auburn in March 2018. After undergoing months of testing, Set B2 was the first to enter revenue service on 7 September 2018. The B sets replaced the remaining S sets by the end of June 2019. In February 2019, a further 17 B sets were ordered.

Sydney Metro rolling stock

Metropolis Stock

22 Sydney Metro Metropolis 6-car sets entered into service when the Sydney Metro opened in May 2019.

Former inter-urban passenger rolling stock

U set Electric Multiple Units

The initial 80 electric interurban passenger cars (40 "CF" power cars 5001–5040, 20 "TF" trailer cars 6001–6020 and 20 "ETB" trailer cars 6021–6040) were introduced from 1958 to coincide with the electrification of the Blue Mountains line to Bowenfels. These trains were similar in external appearance to the single deck steel suburban cars but were slightly narrower (for 2+2 across seating), built of unpainted stainless steel and corridor connectors between the cars. These trains carried a 'U' target plate, and became affectionately known as 'U Boats'. They featured First and Second Class accommodation until 1974, when they became "one class". First Class (in the ETB trailers) was identifiable by blue covered seats (as opposed to green seats in second class), carpet on the floor and ashtrays in the smoking section. Their operational sphere spread from Lithgow/Bowenfels and Gosford to include Port Kembla, Dapto and Newcastle until their final demise in 1996. They have been used on many railfan tours since the 1960s, sometimes loco-hauled outside the electrified area. Three power cars and two trailer cars have been preserved by the Sydney Electric Train Society. Other U-boat cars have been preserved privately, and many sold to private buyers for a variety of uses after withdrawal.

620/720-class diesel rail motors

Eighteen two-car self-propelled 620/720 class railcars were introduced between 1961 and 1968, constructed at the New South Wales Government Railways' Chullora Railway Workshops. They were the final passenger railcars to be built by government workshops in NSW. They were based on the 600/700 and 900/800 class railcars and were built for Newcastle suburban and regional workings, although they saw service on Wollongong services before electrification, and rural services to Cowra, Mudgee, Grafton and Murwillumbah. Three sets were built with first and second class accommodation and were used for country services, the remainder were single-class only (originally designated second class). They have served the non-electrified and pre-electrified sections of the Sydney suburban and outer-suburban (interurban) passenger networks – they saw service on the Richmond line until completion of electrification works in the 1990s. After the removal of many country services and the electrification of the South Coast Line in 1985 and the Richmond line in the 1990s, they saw service on the Far South Coast line and the Southern Highlands line. At introduction, they were painted tuscan red. From the 1970s, some carried an Indian red livery. In 1980, some were painted in a reverse livery with yellow front ends. From 1982 the 'candy' livery of bright red, with orange, yellow and white trims was introduced system-wide and the 620/720 class were no exception. In the 1990s, they were repainted from 'candy' into a 'heritage' livery reminiscent of the former tuscan paint scheme, before adopting a grey and blue corporate CityRail livery in the 2000s. After the introduction of the Endeavour railcars in 1994, their numbers were reduced to seven two-car sets, and they were all withdrawn from service during 2007.

Several of these sets have been preserved, with 621/721 repainted into 1960s deep Indian red livery with buff lining by the Rail Motor Society. This set has already seen use on enthusiast tours. At least one other set is under restoration to original external and internal condition.

SMR Railmotors

The South Maitland Railways railcar was a class of diesel railcar built by Tulloch Limited for the South Maitland Railway (SMR) in 1961.

Having had all of carriages destroyed by a fire in March 1930, the SMR arranged for services to be operated by the New South Wales Government Railways (NSWGR). However, with the service running at a considerable loss, the SMR sought to reduce costs by introducing diesel railcars."When Diesels came to the South Maitland RailwaysAustralian Railway History