Trams in Melbourne: Difference between revisions

Trams in Melbourne, Australia are a major form of public transport and Melbourne is home to the largest tram network in the world,^[1] (following the dismantling of much of Saint Petersburg's tramway tracks early in the 21st Century). Melbourne's network consists of 245 km (152.2 mi) of track, 500 trams^[2], 28 routes, and 1,813 tram stops ^[3].

In terms of overall boardings, trams are the second most used form of public transport in Melbourne after the commuter railway network with a total of 178 million passenger trips recorded in 2009.^[4] The network carries 83% as many passengers as metropolitan rail despite having less than half the range. As at 2009, trams had the fastest growing patronage of any mode of transport in Melbourne, despite having less overall spent on extension than the rail or freeway network in the last decade.

Melbourne is the only city in Australia where motor vehicles may be required to perform a hook turn, a manoeuvre designed to give trams priority.

Melbourne is also the home of some of the world's busiest (most used) tram routes, 6 and 96 along St. Kilda Road and Swanston Street.^[1]

Trams were introduced into Melbourne in 1885 and a network grew quickly. Despite rationalisation during the mid-20th Century that saw similar networks dismantled by other cities, Melbourne's tram network was spared and remained the largest in the world for much of the 20th Century. Trams are a distinctive part of the Melbourne's character and are held in great affection by it's people.

Melbourne's trams are powered using 600V DC delivered via overhead wires and run on standard gauge track. The system is owned by the Victorian Government but operated by a private company under contract, the current operator being Yarra Trams.

In 1885 the Melbourne Tramway and Omnibus Company was granted a 30-year monopoly franchise for the entire cable tram network in Melbourne, with no competing lines being permitted. The system was so comprehensive within its area of operation, that there was no way for a competing electric tram service to get into the city centre. Electric trams, when they started in Melbourne after 1906, were for the most part acting as feeders to the cable system. The only alternative form of public transport into the city centre were the railways which had been in operation since 1854.

The network in Melbourne was progressively built after 1885 by local tramway trusts composed of local councils and municipalities, and was operated by the Melbourne Tramway and Omnibus Company. The first service ran from Spencer St/Flinders St, to Hawthorn Bridge, using the 1435 gauge, which was to become the standard tramway gauge. By 1891, cable tramway network consisted of 17 lines and running from the city to nearby suburbs. However, as the city grew, the technical limits of the cable tram system became apparent, and after 1906 electric trams were being built to radiate from the ends of some cable tram lines to more distant suburbs.

The franchise ended in 1916, after which the operation of the entire cable network was handed over to the State government.[2] The Melbourne and Metropolitan Tramways Board (MMTB) was formed in 1918, and took over the cable tram network and the tramway trusts by 1920.

The cable tram lines were progressively converted by the MMTB to electric trams from the 1920s, with the last Melbourne cable tram operating on October 26, 1940.

The earliest electric tram in Melbourne was operated by a group of land developers from Box Hill railway station along Tram Road to Doncaster from 1889 using equipment left over from the Great Exhibition of 1888. The venture failed and the service ceased in 1896.

After this ultimately failed experiment, electric trams first returned in 1906, operated by the North Melbourne Electric Tramway and Lighting Company, which operated a line from the terminus of the cable tram to Essendon, until it was taken over by the MMTB in 1922, the last private company taken over by the MMTB. By that time the MMTB had also taken over all Melbourne's electric tram companies.

The Victorian Railways also operated their 'Electric Street Railway' from St Kilda to Brighton. The Victorian Railways line came about when Thomas Bent became Premier of the State. It was alleged that he used his position to enhance the value of his property interests in Brighton by forcing the VR to build and operate a tram service in 1906.

However, it has also been said, the reluctant VR insisted that the tram be called a "Street Railway" and built it using the Victorian railway 1600 broad gauge instead of the proposed tramway standard gauge of 1435, and connected it with the St Kilda railway station instead of the cable tram terminus. The line was opened in two stages, from St Kilda railway station to Middle Brighton on 7 May 1906 and to Brighton Beach terminus on 22 December 1906. The St Kilda to Middle Brighton section was the first successful electric tramway in Melbourne.

A fire at the Elwood tram depot on 7 March 1907 destroyed the depot and all the trams. Services resumed on 17 March using four C class trams and three D class trams from Sydney, which were altered to run on VR trucks salvaged from the fire. These trams apparently sufficed until Newport Railway Workshops built 14 new trams. (The St Kilda to Brighton Beach Electric Street Railway closed on 28 February 1959 and was replaced by buses.)

Electric trams have been running continuously in Melbourne since that time. The last cable trams were replaced by electric trams in 1940, after a 55-year history.

In 1920 the Melbourne and Metropolitan Tramways Board (MMTB) took over operation of the whole cablecar and tramways system from the private companies and suburban municipalities which had been operating the various lines since the mid-1880s. The MMTB inherited a system with many types of trams, and solved this problem by introducing the famous W-class tram, which ran for 70 years and a few can still be seen on Melbourne's tram lines.

In the "golden era" of the 1920s and 1930s, loadings were heavy, a tram conductor earned more than a schoolteacher or a policeman, and the rolling stock was well maintained. The MMTB generated further patronage by establishing the enormous Wattle Park and the Vimy House private hospital for tramways staff.

After World War II other Australian cities began to replace their trams with buses, and by the 1970s Melbourne was the only Australian city with a major tram network (there is one tramline in Adelaide to Glenelg, another single line in inner Sydney, and also tourist tramlines in Ballarat, Bendigo and several other cities around Australia). Melbourne resisted the trend, partly because Melbourne's wide streets and geometric street pattern makes trams more practicable than in many other cities, partly because of resistance from the unions, and partly because the Chairman of the MMTB, Sir Robert Risson, successfully argued that the cost of ripping up the concrete-embedded tram tracks would be prohibitive. Also, the infrastructure and vehicles were relatively new, having only replaced Cable Tram equipment in the 1920s-1940s. This destroyed the argument used by many other cities, which was that renewal of the tram system would cost more than replacing it with buses.

By the mid 1970s, as other cities became increasingly choked in traffic and air pollution, Melbourne was convinced that its decision to retain its trams was the correct one, even though patronage had been declining since the 1940s in the face of increasing use of cars and the shift to the outer suburbs beyond the tram network's limits. The controversial Lonie Report of 1980 recommended closing about half of the network but protests prevented these closures from being carried out. The first tram line extension in over twenty years was finished in 1978 (along Burwood Highway).The W-class trams were gradually replaced by the new Z-class in the 70s, and by the A-class and the larger, articulated B-class trams in the 80s. An increase in patronage, beginning in the late 1990s, is solely due to the revival of the inner urban population.

By the 1990s the tramways network was making huge losses and costing the Victorian state government many millions of dollars. In 1990 the Labor government of Premier John Cain tried to introduce economies in the running of the system, which provoked a long and crippling strike by the powerful tramways union in January 1990. In 1992 the Liberals came to power under Premier Jeff Kennett and pledged to corporatise Melbourne's public transport network, however policy shifted to supporting the privatisation of the tram system in the wake of a series of public transport strikes. The government abolished tram conductors and replaced them with ticketing machines, shortly before the system was privatised. This move was highly unpopular with the travelling public and led to the loss of millions of dollars in revenue through fare evasion.^{[citation needed]}

In 1995, Melbourne tram route 86 was extended to Bundoora RMIT campus.

On 1 July 1998,^[5] Melbourne's tram network was split into two businesses – Met Trams 1 Corporation (trading as Swanston Trams)^[5] and Met Trams 2 Corporation (Yarra Trams)^[6]  – in preparation for privatisation of the Public Transport Corporation. After a tendering process with the businesses awarded as 12-year franchises, on 25 July 1999,^[5] Premier Kennett announced that the Swanston Trams business was won by National Express Group PLC,^[7] a European mass passenger transport company, and the Yarra Trams business by MetroLink Victoria Pty Ltd, a consortium with French company Transdev, Australian company Transfield Services, and French infrastructure project management company Egis Projects. Following a transitional period, the two tram businesses were officially transferred (sold) from the government to the private sector on 29 August 1999.^[5]

National Express renamed Swanston Trams as M>Tram, similarly along with its M>Train suburban train business, on 28 March 2001^[8]. After several years of failing to make a profit, more than a year of negotiations over revised financing arrangements with the government,^[9] and grave concern over its future viability, National Express Group announced on 16 December 2002,^[9] its decision to walk away from all of their Victorian contracts and hand control back to the state government, with funding for its operations to stop on 23 December 2002.^[9] The government ran M>Tram until negotiations were completed with Yarra Trams for it to take-over responsibility of the whole tram network from 18 April 2004.

As a part of the privatisation process, franchise contracts between the state government and both private operators included obligations to extend and modernise the Melbourne tram network. This included the purchase of new tram rolling stock, as well as the refurbishment of the current fleet which, built in the 1980s, were ready for mid-life refurbishing. The Swanston Trams (M>Tram) business invested A$175million into 59 new low-floor Combino trams by Siemens AG, and A$7.2 million to refurbish their existing trams, while the Yarra Trams consortium invested A$150 million in 31 Citadis low-floor light rail vehicles from Alstom.^[10]

In 2003 the marketing and umbrella brand Metlink was introduced to co-ordinate the promotion of Melbourne's public transport and the communications from the separate privatised companies. This was to, in turn, better integrate the three modes of transport and provide passengers with more information about connecting services provided by several operators under just one name with a unified appearance.

Extensions were again made to the tram network. In 2003, the Box Hill tram/light rail extension was opened^[11], followed by the Vermont South and Docklands tram extensions in 2005.^[12]

• 
  A heritage W6 class tram on Victoria Parade
• 
  The interior of a W Class Tram in City Circle service
• 
  A Z1-class tram in "The Met" livery on Swanston Street
• 
  An A class tram in Flinders Street

W class trams were introduced to Melbourne in 1923 as a new standard design. They had a dual bogie layout and were characterised by a substantially timber frame supplanted by a steel under frame, a simple rugged design, and fine craftsmanship. The W Class was the mainstay of Melbourne's tramways system for 60 years. A total of 748 trams of all variants were built.

The W class is an icon to the city and recognised by the National Trust of Australia. It was not until the 1990s that the W Class was finally considered 'surplus' to rolling stock requirements. The remaining members of the class run regularly on the North Richmond to Prahran / St Kilda Beach route (Route:78/79). The zero-fare City Circle route also operates using the W class. The oldest W class trams remaining in service run this route, dating from 1936, others have been converted into mobile restaurants which cruise the suburbs in the evening.

Approximately 200 later model W class trams remain stored at various locations around Melbourne as part of a heritage fleet. The future use of these trams is unknown. A number of W-class trams have been sent overseas, including five that went to Seattle between 1978 and 1993, where they operated as Seattle's George Benson Waterfront Streetcar Line, between 1982 and 2005.

Since 1990, public outrage over the sale of these popular trams to overseas interest has forced an embargo to be placed on the sale of these trams to any overseas interest.

The development of new rolling stock to replace the W Class finally began in 1975 with a complex and expensive Swedish design that was ill-suited to Melbourne's hot summers and heavy loadings.

The Z-class trams, built by Comeng, were introduced from the mid-late 1970s, starting with the Z1 class, built from 1975 to 1979. 100 trams were built, most of which are now being withdrawn. The withdrawn in question are usually sold at auction. Some have also been donated to tram museums in places such as Bendigo.

In 1978 and 1979, fifteen Z2 class trams—having little difference from the Z1 classes—were built. As with the Z1 class, Z2 class trams are now being withdrawn from service.

From 1979 to 1984, Z3 class trams were introduced, being a significant improvement on the Z1 and Z2 class trams. They had an additional door each side, and were less noisy. 115 were built, 114 of which are in service (Z3.149 was destroyed in a fire). All are re-liveried in either Yarra Trams or all-over advertising livery.

These trams, again built by Comeng, were introduced between 1984 and 1987. This model did away with the concept of a seated conductor, which was characteristic of the Z class trams. 70 were built and are still in service today.

• 
  A B2 class tram in Flinders Street
• 
  A D class tram at the Arts Centre in St Kilda Road
• 
  A C class tram at the St Vincent's Plaza stop in East Melbourne

The B-class trams (also known as light rail vehicles) were first introduced to Melbourne in 1984 with the prototype B1 class trams, which were a significant improvement over the Z1-classes. The B class tram was a lengthened version of the A class tram. Only 2 were built and they remain in service today.

B2 class trams were built from 1988-1994, by Comeng, and later ABB Transportation. They were an improvement over the B1-classes. 130 were built (No 2003-2132), all of which remain in service today. B2-classes are often spotted in all-over advertising livery. The B2 class was notable for the long overdue introduction of air-conditioning.

All of the B2-classes, and B1.2002 have been repainted in Yarra Trams livery (B1.2001 is in all-over advertising livery, but was also in Yarra Trams livery).

The Citadis and Combino trams were introduced following privatisation of Melbourne's tram system. The private operators were obliged under their franchises to replace older Z class trams, although this has not fully taken place. Yarra Trams introduced the Citadis or C class, manufactured in France by Alstom. It is a three section articulated vehicle. Thirty-six are in service. The now defunct M>Tram purchased the German made Siemens Combino. The Combino is a three (D1 class) or five (D2 class) section articulated vehicle. Ownership of the D class trams has now passed to Yarra Trams. Currently 38 D1 and 21 D2 section vehicles are in service.

The five C2 class trams are another low floor tram, introduced in 2008 after being leased from Mulhouse in France. They have been dubbed 'Bumblebees' due to their distinctive yellow colour, and exclusively run on route 96.^[13]

Melbourne's tram system has been celebrated across several media. The city's system is the central theme of the movie Malcolm. A flying Melbourne tram was also a feature of the 2006 Commonwealth Games Opening Ceremony.

In response to the State Government's 2001 Melbourne 2030 planning policy, the Public Transport Users Association lobbied for extensions ^[14] (most of which are in line with the Melbourne 2030 planning policy to provide links between different modes of transport) including:

• East Malvern (route 3) to the East Malvern railway station or Chadstone Shopping Centre.
• High Street (route 6) to Ashburton station
• Toorak (route 8) to Hartwell station (serving two rail lines and the Coles Group headquarters)
• Cotham Road Kew (route 16) to Kew Junction in Kew. (Which would not require a rail extension, it merely requires the tram to travel further)
• Carnegie (route 67) to the Carnegie station
• Camberwell (route 72) to North Kew or Ivanhoe (connecting with the proposed East Doncaster rail line), and also south to Caulfield.

In 2006 there strong calls by a joint council project and the (Inner Melbourne Action Group) to provide an inner south tram link between City of Port Phillip and City of Stonnington by connecting route 112 with route 8 via Park Street. This would require less than 100 metres of track to be laid along the Park Street gap to create the new route.^[15]

Route 75 was originally proposed by the State government to terminate at Knox City Shopping Centre, however it did not complete the construction, instead terminating at Vermont South with the option of a future extension.

Light rail routes to service Doncaster have been raised on numerous occasions as an alternative to the overloaded bus system and expensive heavy rail proposals.

The Public Transport Users Association has been lobbying for an extension of the North Balwyn (route 48) to Doncaster Shopping Centre, other proposals include extension along Doncaster Road to Donvale or Mitcham

Doncaster Light Rail has been made reference to in the Rowville Rail Pre-feasibility Study.

When the Eastlink roadway was in planning, the State Government created a reservation for a future heavy or light rail corridor and conducted a feasibility study into a light rail system to service the outer eastern suburbs. However the road became tolled and light rail did not eventuate. A SmartBus system was implemented instead. However the reservation remains which would have potentially provided a link between the Belgrave/Lilydale railway line, Melbourne/Lilydale, Pakenham/Cranbourne and Stony Point railway groups.^[16]

There have been a number of proposals for tram and light rail extension in Port Melbourne.

The possibility of a new high-tech line, involving wire-free operation, has also been considered by the City of Port Phillip for connecting Port Melbourne area to St Kilda running along Beaconsfield Parade, servicing primarily tourists but also regular commuters. ^[17] Some residents, mostly from Beaconsfield Parade, opposed the plan and some councillors argued that the 112 route already serviced the link (though travel direct to Port Melbourne from St Kilda is not possible by tram as a change at Southbank is required).

During the Australian Greens 2007 federal election campaign a call was made for more federal funding of public transport projects including a proposal for a new light rail route from Melbourne to Port Melbourne and/or Garden City via Lorimer Street to service the once industrial inner city suburb's fast growing business and residential areas.

Melbourne City Council has proposed extending Route 86 from the Docklands to Footscray station. ^[18]

In 2005, a proposal was considered by the Victorian state government and the City of Hobsons Bay including four options for a new Williamstown tramway, including a line from North Williamstown station running along Ferguson St to the Strand operated by heritage cars; closing Williamstown railway line and replacing with a tram service ; Constructing a line from Newport station to Williamstown via Melbourne Road and Ferguson St; Rebuilding a short section of line from Williamstown to Williamstown Pier

• Buses in Melbourne
• Railways in Melbourne
• Tram controls
• Tramway Museum Society Of Victoria

Official

• Official map of Melbourne's tram network
• Metlink - official website of Melbourne's public transport
• Yarra Trams
• 100 Years of Electric Trams in Melbourne

Enthusiast

• VICSIG - Victorian tramway infrastructure and rollingstock information
• Melbourne's Trams To The Millennium
• Trams of Australia : history and current
• Unofficial Public Transport Guide to Melbourne
• Tram People: Video Documentary
• Prince of Rails The IET. 2009-01-19.