TheMelbourne tramway network is atramway system serving the city ofMelbourne,Victoria, Australia. The tramway network is centred around theMelbourne central business district (CBD) and consists of approximately 1,700tram stops across 24 routes. It is the largest operational urban tram network in the world and one of the most used,^[4] with more than 500 trams and 250 kilometres (160 miles) of double tram track. It carried 154.8 million passengers over the year 2023-24.^[5][6] Trams are the second most utilised form of public transport in Melbourne after the city's metropolitancommuter railway network.^[7]

Melbourne tramway network
Public Transport Victoria
E-class trams onBourke Street, December 2013
Operation
Locale	Melbourne,Victoria, Australia
Infrastructure
Track gauge	1,435 mm (4 ft 8+1⁄2 in)standard gauge
Horse tram era: 1884 (1884)–1923 (1923) Status Abandoned or Converted to electric Operator(s) Various (1884–1915) MTOC (1887–1916) MTB (1916–1919) MMTB (1919–1923) Propulsionsystem(s) Horse
Cable tram era: 1885 (1885)–1940 (1940) Status Converted to electric tram or petrol/diesel bus Operator(s) MTOC (1885–1916) Various (1890–1919) MTB (1916–1919) MMTB (1919–1940) Track gauge 1,435 mm (4 ft 8+1⁄2 in)standard gauge[1] Propulsionsystem(s) Cable, pulled by steam engines and electric motors
Electric tram era: since 1906 System Metlink (2003–2012) Public Transport Victoria (since 2012) Status Operational Routes 24 routes Owner(s) NMETL (1906–1922) VR (1906–1959) PMTT (1910–1920) HTT (1916–1920) MBCTT (1916–1920) FNPTT (1920) MMTB (1920–1983) MTA (1983–1989) PTC (1989–1999) VicTrack (since 1999) Operator(s) NMETL (1906–1922) VR (1906–1959) PMTT (1910–1920) HTT (1916–1920) MBCTT (1916–1920) FNPTT (1920) MMTB (1920–1983) MTA (1983–1989) PTC (1989–1998) PTC (Swanston Trams) (1998–1999) PTC (Yarra Trams) (1998–1999) M>Tram (1999–2004) TransdevTSL (Yarra Trams) (1999–2009) Keolis Downer (Yarra Trams) (2009-2024) Yarra Journey Makers (Yarra Trams) (since 2024) Track gauge 1,435 mm (4 ft 8+1⁄2 in)standard gauge[2] 1,600 mm (5 ft 3 in) (1906–1959) Propulsionsystem(s) Electricity Electrification 600VDC fromoverhead catenary Depot(s) 8 depots Stock 501 trams Track length (double) 250 km (155.3 mi) 2023-24 154.8 million[3]  4.9% Website Yarra Trams

Trams at Melbourne tram stop 14, 'Arts Precinct'

recorded 15 September 2018

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Trams have operated continuously in Melbourne since 1885 (the horse tram line inFairfield opened in 1884, but was at best an irregular service). Since then they have become a distinctive part of Melbourne's character and feature in tourism and travel advertising.Melbourne's cable tram system opened in 1885, and expanded to one of the largest in the world, with 75 kilometres (46.6 miles) of double track. The first electric tram line opened in 1889, but closed only a few years later in 1896. In 1906 electric tram systems were opened inSt Kilda andEssendon, marking the start of continuous operation of Melbourne's electric trams.

Victoria's public transport system was reorganised in 1983 and saw theMelbourne & Metropolitan Tramways Board absorbed into theMetropolitan Transit Authority, which was in turn absorbed by thePublic Transport Corporation in 1989. The network has been operated under contract since the commencement of franchising, following the privatisation of the Public Transport Corporation in 1999. The current private operator contracted to run Melbourne's tram system isYarra Journey Makers, trading asYarra Trams.

Ticketing, public information and patronage promotion are undertaken by Victoria's public transport body,Public Transport Victoria. The multi-modal integrated ticketing system,myki, currently operates across the tram network.

At some Melbourne intersections (most within the CBD), motor vehicles turning right are required to perform ahook turn, a manoeuvre designed to give trams priority.^[8] To further improve tram speeds on congested Melbourne streets, trams also have priority in road usage, with specially fittedtraffic lights and exclusive lanes being provided either at all times or in peak times, as well as other measures.^[9][10]

Melbourne's first tram was ahorse tram fromFairfield railway station to a real estate development inThornbury; it opened on 20 December 1884, and was closed by 1890. Seven horse tramlines operated in Melbourne, three were built by theMelbourne Tramway & Omnibus Company (MTOC), while the other four were built by different private companies.^[11]

The MTOC's three lines fed their cable tram system:Victoria Bridge cable tram terminus to Kew (Boroondara Cemetery), opened in 1887 and closed in 1915 after its sale toKew Council for conversion to aPrahran & Malvern Tramways Trust electric line;Hawthorn Bridge cable tram terminus to Auburn Road, via Burwood Road, Power Street and Riversdale Road, opened in 1890 and closed on 31 January 1916 after being sold to theHawthorn Tramways Trust for conversion to electric traction; and the Zoo line, from theRoyal Parade cable line toMelbourne Zoological Gardens, opened on 10 March 1890 and closed in November 1923. The Zoo line was Melbourne's last horse tram and the only line still in operation at the formation of theMelbourne & Metropolitan Tramways Board (MMTB), however it was destroyed by fire during the1923 police strike; the MMTB took the decision not to reopen it, thus ending Melbourne's horse tram era.^[11]

Melbourne's cable tram system has its origins in the MTOC, started by Francis Boardman Clapp in 1877, with a view to operate a Melbourne tram system. After some initial resistance, he successfully lobbied the government who passed the Melbourne Tramway & Omnibus Company Act 1883 on 10 October 1883, granting the company the right to operate acable tram system in Melbourne. Although several lines were originally intended to be horse trams, and the MTOC did operate three horse tram lines on the edges of the system, the core of the system was built as cable trams.^[12][13]

The Act established the Melbourne Tramways Trust (MTT), which was made up of the 12 municipalities that the MTOC system would serve. The MTT was responsible for the construction of tracks and engine house, while the MTOC built the depots, offices and arranged for the delivery or construction of the rolling stock. The MTT granted a lease to operate the system until 1 July 1916 to the MTOC, with the MTOC paying 4.5% interest on the debts incurred by the MTT in building the system.^[12][13]

The first cable tram line opened on 11 November 1885, running fromBourke Street toHawthorn Bridge, alongSpencer Street,Flinders Street, Wellington Parade and Bridge Road, with the last line opening on 27 October 1891. At its height the cable system was one of the largest in the world, with 75 kilometres (47 mi) of double track, 1200 gripcars and trailers and 17 routes covering (103.2 route km or 64.12 route miles).^[13][14]

On 18 February 1890, the Northcote tramway was opened by the Clifton Hill to Northcote & Preston Tramway Company. This was Melbourne's only non-MTOC cable tram, built by local land speculators and was operated as an independent line, feeding the Clifton Hill line.^[15]

When the lease expired on 1 July 1916, all the assets of the MTT and MTOC cable network were taken over by the Melbourne Tramways Board (MTB).^[12] The MMTB was formed on 1 November 1919, taking over the MTB cable tram network, with the Northcote tramway and the tramway trusts transferred to the MMTB on 20 February 1920.^[16][17]

From 1924 the cable tram lines were progressively converted to electric trams, or abandoned in favour of buses, with the last Melbourne cable tram operating on 26 October 1940.^[16][18]

The first electric tram in Melbourne was built in 1889 by the Box Hill and Doncaster Tramway Company Limited—an enterprise formed by a group of land developers—and ran fromBox Hill railway station along what is now Station Street and Tram Road toDoncaster, using equipment left over from the Centennial International Exhibition of 1888 at theRoyal Exhibition Building. The venture was marred with disputes and operational problems, and ultimately failed, with the service ceasing in 1896.^[19]

After this venture failed, electric trams returned on 5 May 1906, with the opening of theVictorian Railways Electric Street Railway fromSt Kilda toBrighton, and was followed on 11 October 1906 with the opening of theNorth Melbourne Electric Tramway & Lighting Company (NMETL) system, which opened two lines from the cable tram terminus at Flemington Bridge toEssendon and Saltwater River (nowMaribyrnong River).^[17]

TheVictorian Railways line came about whenThomas Bent becamePremier. A leading land boomer, he stood to benefit from construction of the line, through the increased value of his large land holdings in the area, and pushed through the legislation to enable to building of the line by the VR in 1904.^[20]

The VR tram was called a "Street Railway" and was built using the Victorian Railways5 ft 3 in (1,600 mm)broad gauge instead of the cable tramwaystandard gauge of4 ft 8+1⁄2 in (1,435 mm), and connected it with theSt Kilda railway station, which would allow trams to be moved along the St Kilda railway line for servicing atJolimont Yard.^[21] The line was opened in two stages, from St Kilda railway station to Middle Brighton on 5 May 1906 and to Brighton Beach terminus on 22 December 1906.^[17]

A fire at the Elwood tram depot on 7 March 1907 destroyed the depot and all the trams. Services resumed on 17 March 1907 using fourC-class trams and threeD-class trams fromSydney, which were altered to run on VR trucks salvaged from the fire. These trams sufficed untilNewport Workshops built 14 new trams. The St Kilda to Brighton Beach Electric Street Railway closed on 28 February 1959 and was replaced by buses.^[21][22]

VR opened a second, standard gauge, electric tramway fromSandringham railway station toBlack Rock on 10 March 1919, it was extended toBeaumaris on 2 September 1926. The service was withdrawn on 5 November 1956 and replaced with buses.^[23][24]

TheNorth Melbourne Electric Tramway & Lighting Company (NMETL) was an electricity and tramway company that operated from 1906 to 1922.^[25] The tramway section was taken over by the MMTB on 1 August 1922 and the electricity section taken over by theState Electricity Commission of Victoria in 1922.^[26][27]

The Victorian Government of Sir Thomas Bent approved an application by Mr Morgan to build a tramway system in the Essendon area on 29 March 1904, with a poll of ratepayers overwhelming supporting the proposition on 29 July 1904 (2874 votes to 146). Mr Morgan transferred the concession to the NMETL, which had been formed to build the system and provide electricity to the area. Under the concession the NMETL was to construct a tramway and provide electricity within the municipalities of Essendon and Flemington for 30 years, it also mandated a service at least every 20 minutes and had provisions for the undertaking to become property of the municipalities involved earlier than the prescribed 30 years.^[28]

The NMETL bought land onMount Alexander Road for its offices, car barn and power house, with the foundation stone laid by the Mayors of Essendon and Flemington on 24 May 1905, and the first rail laid a month later by Premier Bent. The system opened on 11 October 1906 operating two routes from Flemington Bridge—one to Essendon via Mount Alexander Road,Pascoe Vale Road, Fletcher Street and onto Mount Alexander Road again (with a short branch line along Puckle Street), and the second to Saltwater River via Mount Alexander Road, Victoria Street, Racecourse Road, Epsom Road, Union Road and Maribyrnong Road. The system was approximately 7 mi (11.3 km) and was operated by 25 motor cars and 10 trailers.^[28]

Due to demand for better public transport in Melbourne's inner suburbs of Prahran and Malvern thePrahran & Malvern Tramways Trust Act 1907 was enacted. CouncillorAlex Cameron of Malvern, who led the push for a municipal tramway service, was elected chairman of the trust by both Malvern and Prahran councils. Construction began on its first tram line in 1909 with the first passenger service commencing on 30 May 1910. Using overhead wires to feed electricity to the trams, the network continued to expand greatly and profitably.^[29][30] In 1913, the region covered by the PMTT was extended and, thus, representatives of theHawthorn andKew councils were also included on the board. In 1916Camberwell council representatives were also included.

Following the PMTT, the following municipal trusts were formed:

• Hawthorn Tramways Trust – 1914 (Municipalities ofMelbourne,Richmond,Camberwell &Hawthorn)
• Melbourne, Brunswick & Coburg Tramways Trust – 1916 (Municipalities ofBrunswick,Coburg &Melbourne)
• Fitzroy, Northcote & Preston Tramways Trust – in process of construction when taken over in 1920 (Municipalities ofFitzroy,Northcote &Preston)
• Footscray Tramway Trust – in process of construction when taken over in 1920 (Municipality ofFootscray)

The Melbourne & Metropolitan Tramways Board (MMTB) was formed in July 1919 to take control of Melbourne's cable tram network, six of the seven electric tramway companies, and the last horse tram. By 1940, all cable and horse tram lines had been abandoned or converted to either electric tram or bus operation.

Alex Cameron was its full-time chairman.^[29] The tramway network had both cable and electric traction and had been constructed by different bodies without any uniform system. Under Cameron, the MMTB brought these systems under its control, extending the electric lines, and converting the existing cable-system to electric traction.^[30][31] To solve operational and maintenance problem the MMTB introduced in 1923 the iconicW-class tram and phased out the other models.^[32] ThePreston Workshops were constructed about this time to manufacture and maintain the new tram fleet.^[33]

In March 1923 Alex Cameron went overseas to investigate traffic problems. He returned next year, confirmed in his long-held opinions that electric trams were superior to buses and that overhead wires were preferable to the underground conduit (cable) system. Alex Cameron remained chairman there until 1935. He died a few years later in 1940, the same year the last of the cable tram services in Melbourne ended.^[30]

The MMTB generated further patronage by developing the enormousWattle Park in the 1920s and 1930s, it had inherited Wattle Park from the Hawthorn Tramways Trust with the HTTs takeover by the MMTB.^[34]

After World War II other Australian cities began to replace their trams with buses. However, in Melbourne, the Bourke Street buses were replaced by trams in 1955, and new lines opened toEast Preston andBrunswick East.

Melbourne's tram usage peaked at 260 million trips in 1949, before dropping sharply to 200 million the following year in 1950.^[35] However usage defied the trend and bounced back in 1951, but began a gradual decline in usage which would continue until 1970.^[35] During the same period bus use also went into decline and buses have never proved as popular with passengers as trams at any time in Melbourne's history.

By the 1970s Melbourne was the only Australian city with a major tram network.^[36] Melbourne resisted the trend to shut down the network for three major reasons: partly because the city's wide streets and geometric street pattern made trams more practicable than in many other cities; partly because of resistance from theunions; 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 replaced Cable Tram equipment in only 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. There is a 1960s colour film called "Citizen Tram" on YouTube commissioned by Risson too.^[37]

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 1950s in the face of increasing use of cars and the shift to the outer suburbs, beyond the tram network's limits.

The first tram line extension in over twenty years took place in 1978, alongBurwood Highway. The W-class trams were gradually replaced by the new Z-class trams in the 1970s, and by the A-class trams and the larger, articulated B-class trams in the 1980s.

In 1980, the controversialLonie Report recommended the closure of seven tram lines. Public protests and union action resulted in the closures not being carried out.^[38]

The MMTB, along with themetropolitan railway assets ofVicRail, were absorbed into the newly formed Metropolitan Transit Authority (MTA) on 1 July 1983, while the regional assets of VicRail were absorbed by theState Transit Authority (STA). The MTA was formed to co-ordinate and operate the Melbourne public transport system, during 1986–87 an integration of rail, tram and bus divisions took place, with the operations, maintenance and administration of these departments fully integrated by 11 April 1988.^[39][40]

The MTA introduced a new green and yellow livery and uniform design, with a new logo, showing the integration of Melbourne's public transport system, replacing the MMTB logo, and introduced a new time-based integrated ticketing system, for all modes of Melbourne's public transport.^[16]

An Automatic Vehicle Monitoring system was introduced in 1985, improving communication with drivers and allowing tracking of trams throughout the network. This reduced tram bunching and improved reliability of tram services.^[16]

TheSt Kilda andPort Melbourne railway lines were converted to light rail lines in 1987, with the lines closed on 1 July 1987 and 11 October 1987 respectively. Trams first ran on the St Kilda line on 20 November 1987, with Port Melbourne following on 13 December 1987.^[41][42][43] The conversion consisted of the track being re-gauged frombroad gauge5 ft 3 in (1,600 mm) tostandard gauge4 ft 8+1⁄2 in (1,435 mm), the overhead wires beingconverted to tramway voltage and light rail platforms built adjacent to the former stations platforms.^[44]

As a result of the Transport (Amendment) Act 1989 the MTA and STA were merged into the Public Transport Corporation (PTC) on 1 July 1989, bringing all rail services in Victoria under one body.^[40][45]

By the late 1980s, the state government was under financial pressures brought on by an economic downturn. In January 1990, theLabor government ofPremierJohn Cain tried to introduce economies into the running of the public transport system, including the removal oftram conductors. This provoked a long and crippling strike by the tramways union in January 1990, resulting in a back-down by the government and the retention of conductors.^[46]

In the1992 state election, theLiberals came to power under PremierJeff Kennett, who planned to cut the costs of Melbourne's public transport network and remove conductors.OneLink were contracted in 1995 to introduce an automatic ticketing system. The tramway union, which opposed this move, went on strike during the 1997 Grand Prix. One month later the government announced plans forprivatisation of the PTC.^[46] The tram conductors were replaced with ticketing machines between 1996 and 1998—shortly before the system was privatised.^[47]

On 1 July 1997, in preparation for privatisation of thePublic Transport Corporation, Melbourne's tram network was split into two businesses: Met Tram 1 (later renamed Swanston Trams) and Met Tram 2 (later renamed Yarra Trams).^[48]VicTrack, a new statutory authority within the Victorian Government, was created in 1997 to hold the ownership of land and assets relating to Victoria's tram and rail systems.^[49] In addition, a statutory office was established—theDirector of Public Transport—to procure rail and tram services and to enter into and manage contracts with transport operators.^[50]

After a tendering process the businesses were awarded as 12-year franchises, with Swanston Trams won byNational Express, and the Yarra Trams business byTransdevTSL.^[16][51] Following a transitional period, the right to operate the two tram businesses was officially transferred from the government to the private sector under franchise agreements on 29 August 1999.^[16]

National Express renamed Swanston Trams asM>Tram, similarly along with itsM>Train suburban train business, on 1 October 2001.^[16] After several years of failing to make a profit, more than a year of negotiations over revised financing arrangements with the government, and grave concern over its future viability, National Express Group announced on 16 December 2002, 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.^[52][53] 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.^[16][48]

On 25 June 2009, it was announced thatKeolis Downer, a joint venture betweenKeolis andDowner EDI, would be the operator of the Melbourne tram network from 30 November 2009. The contract was for eight years, with an option for a further seven years.^[54]

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 acquiring new tram rolling stock, in addition the existing tram fleet was refurbished.^[55][56] Swanston Trams (M>Tram) introduced 59 newSiemens Combino (D-class)low-floor built trams bySiemens, at a cost of A$175 million, and invested approximately A$8 million in refurbishing their fleet, while Yarra Trams introduced 36Alstom Citadis (C-class) low-floor trams, at a cost of A$100 million, and invested A$5.3 million refurbishing their fleet.^[56][57][58]

In 2003 the marketing and umbrella brandMetlink was introduced to co-ordinate the promotion of Melbourne's public transport and the communications from the separate privatised companies. Metlink's role was to provide timetables, passenger information about connecting services provided by several operators, fares and ticketing information and introduce uniform signage across the Melbourne public transport system.^[59][60]

Since privatisation extensions have been made to the tram system, with the $28 million extension of the 109 to Box Hill opening on 2 May 2003,^[61] a $7.5 million extension along Docklands Drive in Docklands opened on 4 January 2005,^[62] and a $42.6 million extension of the 75 to Vermont South opening on 23 July 2005.^[63]

It was announced on 27 September 2010 thatBombardier Transportation had won a $303 million contract to supply and maintain 50 newE-class trams, the contract includes an option for a further 100.^[64][65][66] They will be built at Bombardier's Dandenong factory, with the propulsion systems and bogies coming from Bombardier's factories inMannheim andSiegen, Germany, respectively. The trams will be 33 metres long and have a capacity of 210 passengers and are due to be in service in 2013.^[65][66][67] The first E-class tram arrived at Preston Workshops in late June 2013 for testing, with the first two E-class entering revenue service in November 2013.^[68][69]

In April 2012,Public Transport Victoria (PTV), a newstatutory authority was formed after amendments to theTransport Integration Act 2010 and the passing of the Transport Legislation Amendment (Public Transport Development Authority) Act 2011. PTV assumed responsibility from the Director of Public Transport for the provision and administration of Victoria's transport services. It also provides information on fares, transport services and initiatives, and is responsible for overseeing and improving Victoria's public transport services.^[70][71][72]

The era since privatisation has also brought large patronage increases, an increase in platform stops, and a new ticketing system. In 1999–2000 year—when the tram system was privatised—patronage was 127.3 million per annum, this has increased almost each year since, and in the 2012–2013 year was 182.7 million passenger trips, a 4.2% year-on-year patronage increase; trams are the second most utilised public transport method, between trains and buses.^[7] Yarra Trams, theDepartment of Transport, and later Public Transport Victoria, committed to introduce level boardingstops to improve accessibility and safety, and comply with the Disability Discrimination Act; as of January 2014 360 accessible stops have been constructed, all since 1999.^[73][74]

TheMetcard ticketing system which operated from 1996 was switched off on 29 December 2012, leavingmyki—which has been in operation on Melbourne trains since 29 December 2009, and valid on Melbourne trams and buses since 25 July 2010—as the sole ticketing system.^{[75][76][77][78]}

At the start of 2015, the Free Tram Zone was introduced, which provided for free tram travel within theCBD,Docklands and theQueen Victoria Market, and ticketing was simplified to have just two payment zones.^[80] Primarily aimed at helping tourists move around the city centre, the Free Tram Zone was criticised by some as contributing to tram overcrowding.^[81][82] Between 2015 and 2019, 50 more E-Class trams were ordered by theAndrews state government, bringing the total order to 100 to be delivered by 2021.^[83]

In April 2018, the state government announced a new extension of the tram network fromCaulfield.^[84] The 18 km (11.2 mi) extension would serveChadstone,Monash University,Waverley Park andRowville.^[85] The state government allocated $3 million to plan the route, which would be constructed in two stages, with the first running from Caulfield to Monash.^[85] In 2019 the government also allocated $4.5 million to plan for two new tram lines to theFisherman's Bendurban renewal precinct, although it stopped short of committing to the project.^[86]

In 2020, six tram stops were rebuilt to be low-floor and accessible onNicholson Street inCarlton as part of the Route 96 Project started in 2012 to make the entire line level-access and more separated from car traffic.^[87][88] Despite gradual stop upgrades, by 2021 73% of Melbourne's tram stops were still inaccessible for people in wheelchairs with initiatives like the Route 96 Project being criticised as too slow.^[89] As part of the project,Acland Street inSt Kilda was closed to cars and a plaza built.^[90]

In the 2020–21 budget, the state government announced $1.48 billion for 100 next generation trams,G-class trams, to replace older low-floor trams, to be delivered from 2025 following the completed order of 100 E-class trams.^[91][92] In August 2021, the Government announced that a new maintenance and storage depot would be built atMaidstone to accommodate these new trams. As of March 2024^[update], theMaidstone tram depot is currently under construction and is scheduled to be completed in 2025.^[93][94]

24 numbered routes operate with a regular schedule on Melbourne's tram network.^[5] Route numbers suffixed with the letter 'a' terminate before the usual destination, divert from the usual route, or both (due to major delays, disruptions or special events), while services suffixed with the letter 'd' terminate or divert to their depots (at end of service).^[95]

The Melbourne tram fleet currently comprises 520 trams as of May 2023.^[97]Classification is based on the original system begun by the MMTB in 1921.^[98]

Therolling stock is part of leases to Yarra Trams, with the W-, Z-, A- and B-class trams owned by the Victorian Government, and the C1-class and D-classes are subject to lease purchase agreements, while the C2-class trams were leased fromMulhouse, France but are now state assets.^[99][100]

W-class trams were introduced to Melbourne in 1923 as a new standard design. They have two equal-wheeledbogies, with all four axles powered by a separate motor; carbodies feature a distinctive "drop centre" section, allowing the passenger steps at the central doorways to be closer to the ground. A total of 756 W-class trams of 11 variants were built up until 1956, and they formed the mainstay of Melbourne's tramways system for 60 years.^{[32][101][102]}

It was not until the 1980s that the W-class started to be replaced in large numbers, and by 1990 their status as an icon for the city was recognised, leading to a listing by theNational Trust of Australia. Public outrage over their sale for tourist use overseas led to an embargo on further export out of the country in 1993, though recently^[when?] some have been given or loaned to various Museums. Approximately 200 of the W-class trams retired since then remain stored, and the future use of these trams is unknown.^[102][103]

W-class trams have been sent overseas: five went toSeattle between 1978 and 1993, where they operated on Seattle'sGeorge Benson Waterfront Streetcar Line from 1982, but suspended in 2005. Another nine are now part of the downtown Memphis tourist service, while several^[which?] other US cities have one or two.^[101] TheEdmonton Radial Railway Society inEdmonton,Alberta received No. 930 in 1997, and currently operates it on theHigh Level Bridge Streetcar heritage line.

As of January 2015, there are approximately 230 W-class trams: about 165 are in storage, 27 are stored operational in "ready reserve", 12 run on theCity Circle (the oldest W-class tram in service runs on the City Circle) and 26 are used in revenue service.^[104] In January 2010, it was announced by the new transport minister that the 26 W-class trams running the two inner city routes, would be phased out by 2012, prompting a new campaign from theNational Trust of Australia.^[105][106] In 2010, it was proposed to better utilise the unused W-class trams by refurbishing and leasing them as "roving ambassadors" to other cities, generating revenue which could then be invested back into the public transport system.^[107] In 2011 the Victoria government committed $8 million over four years for the restoration of W-class trams, with options for new routes to be considered.^[108][109]

•  
  A SW5-class tram onFlinders Street
•  
  A W6-class tram onVictoria Street
•  
  A W7-class tram onFlinders Street

The development of newrolling stock to replace the W-class began in the early 1970s, employing a modern design, based on the M28 trams running inGothenburg, Sweden.^[110]

The Z-class trams, built byComeng, were introduced in 1975. One hundred Z1-class trams were built between 1975 and 1979, the first 80 or so entering service as Z-class before being modified. The design proved unpopular with passengers due to the limited number of doors and the seated conductor.^[110] Most of the Z1-class trams were withdrawn following the introduction of the C, D and E class trams, with the last Z1-class being withdrawn on 23 April 2016. Many were later sold at auctions, while others were donated to tram museums.^[111]

In 1978 and 1979, fifteen Z2-class trams were built, as a bridging order to maintain construction continuity between the Z1 and Z3-class trams. Some slight modifications were incorporated, the main visible ones being a larger anti-climber bumper and larger opening area for the driver's side-window, otherwise they resemble the Z1-class vehicles.^[110] The last Z2-class tram was withdrawn from service on 21 April 2016.^[112]

One hundred and fifteen Z3-class trams entered service between 1979 and 1984. They were designed with an additional door on each side of the tram, the rear door improving passenger flow. Different motors and control equipment were fitted, resulting in smoother acceleration and braking compared to the Z1-class. As with the preceding Z1 and Z2-class trams, the conductor's console was removed when one-person operation was introduced in the 1990s.^[110] 111 remain in service.^[113]

•  
  A Z1-class tram atFederation Square,Swanston Street
•  
  A Z2-class tram at City Square,Swanston Street
•  
  A Z3-class tram interior

The A-class trams were built between 1984 and 1987 byComeng. They were built in two batches: 28 A1-class trams entered service between 1984 and 1985, and 42 A2-class trams between 1985 and 1986. They were similar – the major differences being the brakes, door operating mechanisms, and that the A1-class were built withtrolley poles, while A2-class were the first trams for Melbourne that were equipped withpantographs only.^[114] All but one that were built remain in service at present.^[115][116]

•  
  An A1-class tram atFederation Square,Flinders Street
•  
  An A1-class tram
•  
  An A2-class tram onFlinders Street

Two B1-class trams were built as part of the order for 28 A1-class trams in 1984 and 1985.^[117][118] The B-class trams used the same traction equipment as the Z3 and A-class trams, and were designed for operating on the light rail lines. They were originally built with both trolley poles and pantographs, as well as movable steps to allow railway platform and street level boarding, however this concept was later abandoned when low-floor platforms replaced railway-height ones at the converted light rail stations. Both B1-class trams were withdrawn in 2018.

B2-class trams entered service between 1988 and 1994, differing from the B1-class prototypes by not having trolley poles, havingdot-matrix destination displays, and non-opening windows. 130 trams were built by Comeng, and laterABB; all of which remain in service today. The B2-class was the first Melbourne tram fitted withair conditioning.^[118][119]

B-class trams were the first articulated trams to serve on the Melbourne network.

•  
  B1-class tram #2001
•  
  A B2-class tram interior

Following the privatisation of Melbourne's tram system in 1999, the private operators acquired new trams to replace the older Z-class trams. In 2001, Yarra Trams introduced thelow-floor C1-class trams, a variant of theCitadis manufactured in France byAlstom. They are three-section articulated vehicles, with 36 in service.^[57][120]

Five C2-class trams, a five-section articulated variant of the Alstom Citadis, began running in Melbourne in 2008 after being leased fromMulhouse in France. They were dubbed 'Bumble Bees' due to the distinctive yellow colour scheme they carried when first introduced, and run exclusively on route 96. In November 2010 it was announced that the State Government was in negotiations to purchase the five C2-class trams,^[100][121] with the purchase finalised in 2013.^[122] They can hold 54 seated passengers and 150 standing passengers.

The C1-class trams are owned by Allco entity and are subject to a lease purchase agreement, while the C2-class trams were initially leased from Société Générale entity,^[99] they were subsequently purchased by the Victorian Government in the 2012–2013 financial year.^[122][123]

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  A C1-class tram
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  A C2-class tram

The German-madeSiemens Combino trams were introduced by the now defunctM>Tram between 2002 and 2004. The Combino is a three-section (D1-class) or five-section (D2-class) low-floor articulated vehicle.^[124][125]

The D-class trams are subject to a lease purchase agreement.^[99]

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  A D1-class tram
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  A D2-class tram
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  A D2-class tram interior

The E-class are three-section, four-bogie articulated trams, based on theBombardier Flexity Swift design and built atBombardier Transportation'sDandenong factory. The propulsion systems and bogies were imported from Bombardier's Mannheim and Siegen factories in Germany.^[65][126] Bombardier was selected on 27 September 2010 following a tendering process for 50 new low-floor trams, which was opened in 2009. The $303 million contract was for supply of 50 trams with maintenance to 2017, and included an option for a further 100 trams.^[64] The E-class trams are the first locally built Melbourne trams since the B-class in 1994.^[127]

E-class trams are 33 metres long and 2.65 metres wide, have anti-slip flooring, are air-conditioned, have automatic audio-visual announcements and a passenger capacity of 210. A two-thirds mock up, produced for design input, was unveiled on 24 August 2011 and was displayed at the 2011Royal Melbourne Show.^{[127][128][129][130]} Although originally anticipated to be delivered in 2012, design complexity slowed down construction, delaying delivery of the first tram.^[67]

The first two E1-class trams entered service on 4 November 2013,^[69] and the last of the fifty on 24 April 2017.^[131] In May 2015, the State Government announced it had partially taken up the option, ordering a further 20^[132][133] to a slightly modified design; the first of these entered service on 13 June 2017. This updated design focused on improved safety, in response to a significant increase in passenger injuries, and implemented measures such as glare reduction to allow improved road visibility for drivers and extra handholds and grab rails for passengers.^[134] Further extensions to this order have since been made, and as of 1 October 2021 there are 50 E2-class trams in service. A total of 100 E-class trams are currently in service.^[135]

In November 2020, plans were announced for 100 Next Generation Trams in the 2020 Victorian Budget, at a cost of around $1.5 billion.Alstom and a joint venture comprisingUGL Rail andCAF were shortlisted to design and build these new trams,^[92] with the first of the new models entering service in 2025.^{[136][137][138]} The new low floor trams will replace the older classes of trams, which are not accessible due to their high floor designs.^[139] They are planned to be shorter than the E-Class at 25-metres long, with an option for a 35-metre long version.^[92] They are planned to carry 150 passengers with seating for 48, and will include new technology for Melbourne's fleet including on-board batteries and regenerative braking, resulting in lower power consumption.^[92][94]

In April 2022 the Victorian Government announced that Alstom would build 100 new trams and provide 15 years of maintenance.^[140][141] As part of the $1.85 billion project, a new stabling and maintenance facility will be constructed atMaidstone in Melbourne's west to house the new trams.^[142][143] The trams are to be based on theBombardier Flexity 2 design, customised to Melbourne's network, and will include 65% locally made content.^[142][144] The tram order is the largest in Australian history and the fleet is designed to use less power than the E-class so as not to require new power or traction infrastructure.^[141] The trams are to be known as the G-class.^[142]

The following table lists patronage figures for the network during the corresponding financial year. Australia's financial years start on 1 July and end on 30 June. Major events that affected the number of journeys made or how patronage is measured are included as notes.

Melbourne's trams run out of eight depots.^[5]

Melbourne's tram system operates on 600 voltDC electricity, provided to the over head lines by a network of 60 (as of March 2021)substations spread across the network. Electricity is supplied to these substations in either 6.6, 11, or 22 kilovolt 50 hertz AC and is then stepped down, and rectified to 600 volt DC. The overhead system is further separated into 100 sections, this is done both to maintain voltage and current across the network, and to isolate disruptions when issues relating to the electrical transmission system occur. The most common disturbances to the supply system are over height vehicles, falling tree limbs, damaged poles, and fires nearby to overhead wires.^[163]

Since 2013 Yarra Trams have been provisioning for the upgrade of substations across the network. This is due to the increased amount of current required by newer trams such as the E-class and other low-floor trams scheduled for wider deployment across the system. Additionally, they are concurrently planning for the further segmentation of the supply network; further isolating disruptions caused by disturbance to the supply system.^[163]

In January 2017, the state government announced tenders to power Melbourne's tram network withsolar power, to be supplied atMildura with a new 75 MW solar power plant by the end of 2018.^{[164][165][166]}

There are currently two level crossings where trams and trains cross each other:Glenferrie Road,Kooyong; and Riversdale Road,Camberwell.^[167] Two more recently existed, one atBurke Road,Glen Iris, operated until 2015, when it was removed along withGardiner station as part of theLevel Crossing Removal Project,^{[citation needed]} and one at Glen Huntly Road,Glen Huntly, operated until 2023, when it was closed along with theGlen Huntly station under the same project.^[168]

To accommodate the differing voltages of the 600-volt tram and 1500-volt train systems each of these level crossings is fitted with an overhead square, which can isolate the section of overhead wiring above the crossing and apply the appropriate voltage. When the signal box adjacent to the crossing interlocks the gates for trains to pass through, 1500 volts is applied, while when the gates are up 600 volts is applied.^[169]

Historically many tram–train level crossings have operated in Melbourne, all but the aforementioned two have beengrade-separated, or the tramway or railway has been abandoned. The first were built during the cable tram systems operation, with much reluctance on behalf of the Victorian Railways. Many more were built after the emergence of electric trams in 1906, often causing disputes between tramway operators and the Victorian Railways.^[169]

Melbourne's trams—especially the W-class—are an icon of Melbourne and an important part of its history and character. Trams have been featured across several media, and in tourism advertising since World War II.^[170][171]

The character of Nora in the novelMonkey Grip (1977) byHelen Garner occasionally uses trams to run errands and make daily trips around the city. Trams are heavily featured in the movieMalcolm, one scene of the controversial filmAlvin Purple, and feature in the music video clips for theBeastie Boys'The Rat Cage andAC/DC'sIt's a Long Way to the Top.^[170][172] Among songs written about Melbourne's trams areToorak Tram by Bernard Bolan,^[173] andTaking the tram to Carnegie by the band Oscar.^[174]

The Eastern Suburbs Professional Community Theatre Company, known asTheatre Works staged a performance on a route 42 (now route 109) tram entitledStorming Mont Albert by Tram, between 26 February and 14 March 1982 as part of the MelbourneMoomba Festival. It was written byPaul Davies and directed by Mark Shirrefs and was revived in 1992 and 1998.^[175]

For the Melbourne2006 Commonwealth Games a Z1-class tram was decorated as aKarachi bus by a team ofPakistani decorators. Dubbed theKarachi tram, it operated on the City Circle tourist route during the Commonwealth Games.^[176] The tram was withdrawn from service in 2007 and is now preserved in the Melbourne Tram Museum atHawthorn tram depot, being delivered on 19 June 2015. The centrepiece of theOpening Ceremony was a flying W-class tram, specially built for the event, from original W-class plans and photos.^[177]

In 2006 a W-class tram 965 was gifted from the City of Melbourne to AustralianMary Donaldson and her fiancé,Danish Crown PrinceFrederik, on the occasion of theirmarriage. The tram now runs at the Danish tram museum of Sporvejsmuseet.

On 26 October 2011, a Z3-class tram, specially liveried as aRoyal Tram was used to conveyElizabeth II andPrince Philip, Duke of Edinburgh, fromFederation Square toGovernment House, alongSt Kilda Road during their visit to Melbourne. TheRoyal Tram was in regular service for a little over one year following the event.^{[178][179][180]}

From 1978 to 1993 36 W-class trams were painted with artwork as part of theTransporting Art project.^[181] The idea was conceived in early 1978 byMelbourne Lord MayorIrvin Rockman and artistClifton Pugh, with the idea backed by then PremierRupert Hamer. Over the lifetime of the project many notable local artists participated, includingMirka Mora,Michael Leunig,Howard Arkley andReg Mombassa.^[181][182]

The idea was reprised as part of a collaboration betweenArts Victoria, Yarra Trams and theMelbourne International Arts Festival in 2013. A competition launched in May 2013 to select eight designs, with one art tram to operate out of each Melbourne tram depot.^[183][184] The first of the newMelbourne Art Trams, W-class 925, was launched on 30 September 2013 by then PremierDenis Napthine and Yarra Trams CEO Clément Michel, with the remaining seven trams to be introduced in the following two weeks. The last was introduced into service on 11 October 2013.^{[184][185][186][187]}

Melbourne Art Trams have continued to be refreshed and introduced annually since 2013, with over 48 artists featured. In 2018 the program was extended for a further 3 years through to 2021, and featured the first interactive art tram (usingaugmented reality) designed by Dr Troy Innocent forMelbourne International Games Week.^[188] The trams can be found on the network throughout the year by entering the corresponding tram number in themyTRAM feature of the tramTRACKER app.^[189]

The prime rail related statute in Victoria is the Transport Integration Act, the Act was enacted to provide an overarching legislation for Victoria's transport system. It requires state agencies charged with providing transport services to work together towards an integrated transport system, and requires state planning bodies to consult the Act when making decisions that will affect the transport system.^[190][191]

The Act establishes Transport Safety Victoria (TSV) as Victoria's safety regulator for bus, maritime and rail transport. The Act also establishes the independent office of theDirector, Transport Safety, though who the regulatory function is carried out with the support of TSV.^[192]

Another important piece of legislation is the Rail Management Act 1996, whose purpose is to establish a management regime for Victoria's rail infrastructure.^[193]

The safety of tram operations in Melbourne is regulated by theRail Safety Act 2006 which applies to all rail operations in Victoria.^[194]

The Act establishes a framework containing safety duties for all rail industry participants and requires operators who manage infrastructure and rolling stock to obtain accreditation prior to commencing operations.^[194][195] Accredited operators are also required to have asafety management system to guide their operations.^[196] Sanctions applying to the safety scheme established under theRail Safety Act are contained in the Part 7 of theTransport (Compliance and Miscellaneous) Act 1983.^[197]

The safety regulator for the rail system in Victoria including trams is theDirector, Transport Safety, whose office is established under theTransport Integration Act 2010.^[192]

Rail operators in Victoria can also be the subject of no blame investigations conducted by theChief Investigator, Transport Safety. The Chief Investigator is charged by theTransport Integration Act with conducting investigations into rail safety matters including incidents and trends.^[198]

Ticketing requirements for trams in Melbourne are mainly contained in the Transport (Ticketing) Regulations 2006^[199] and the Victorian Fares and Ticketing Manual.^[200]

Rules about safe and fair conduct on trams in Melbourne are generally contained in theTransport (Compliance and Miscellaneous) Act 1983,^[197] and the Transport (Conduct) Regulations 2005.^[201]

• List of tram and light-rail transit systems
• Proposed Melbourne tram extensions
• Transport in Australia

Official

• Yarra Trams
• Public Transport Victoria
• Complete network map

Enthusiast

• Vicsig – Victorian tramway infrastructure and rollingstock information
• Geographically accurate map on Google Maps
• A social history of Melbourne's Trams on Culture Victoria
• Tramjatra: imagining Melbourne and Kolkata by tramways Mick DouglasArchived 31 May 2019 at theWayback Machine