The "W" class trams were first introduced by the then Mebourne & Metropolitan Tramways Board (M & M.T.B) commencing service in 1923. The W's were longer than most of the other tram classes then running, and featured a 'drop-centre' section that was lower for easier boarding, and was generally open to the elements on weather blind W's with enclosed saloons at each end. These characteristics were quite different to most other trams running at the time, and to most other designs around the world. Variations on the W's continued to be produced in a variety of similar designs up until 1957, with major variations getting their own 'W' class number eg: W5 or W7, and each tram still being numbered in sequence from the oldest W2's up to the later W7's. The trams were produced locally at the Preston Workshops, Holden Street Workshops or James Moore & Sons Pty Ltd. By the end of their production there were 600 in service, and they had become the ubiquitous symbol of Melbourne. Every photograph, postcard or film footage of Melbourne’s streets from the 1920s to the 1990s featured a W Class tram. The W class trams were still carrying the bulk of the traffic well into the 1980s despite newer trams replacing many W's as early as 1975. It was not until the B class trams arrived that most of the remaining W's could be retired. There have been many empty promises made over the years aiming to retain a significant number of these genuine icons running on the streets, but the promises have not been honoured, and the number of W's in service has declined to a dismal 40 retained for two lines and one shuttle, there are only 26 actually in use at any one time as per current operators slack regime. (road numbers 219-646) W-W2 explanation: The "W" Class trams were a design produced by the Mebourne & Metropolitan Tramways Board (M.M.T.B) which wound up in 1983 to become the Metropolitan Transit Authority. The W class trams commenced service from 1923, the first type being the straight "W" & W1 class designs, however these classes were soon converted to what was the most commonly found W class variant on the network for years -the W2 class Design, this design totalled over 423 trams and essentially the dominant tram class on the Melbourne tram network until the withdrawal program of W2's commenced in 1960 for a short while, soon after it was the major ten year withdrawal regime which proceeded in 1977 and saw the last W2 class tram withdrawn by December 1987, a few ran again in 1988 due to rolling stock shortages, W2 class 646 was the last to run in regular service. The W2's were also the only W's to maintain open exploration of roofing systems, this resulted in six different styles of roofing being implemented during their production, the clerestory roofing system implemented on later W classes proved to be the most effective despite it's longer production time. (road numbers 681-839) W5-SW5 explanation: In the 1930's a wider bodied tram was designed, essentially a wider W2 class, this tram was the W5 class which was almost identical to the interior of the W2 class, however this tram class maximised crush loads with it's wider body, still maintaining the single paned window styled passenger windows and single pane driver windows, but with a wider driver compartment. This class also kept the ornate wooden bulkheads similar to W2's, with sliding doors to separate inner compartments, the class also possessed what turned out to be a preferred variant of driver control -The Clyde, it was known to be hard to drive, but worth it as it powered up extremely quickly from start to stop. The remainder of this fleet of trams totalling around 150, were converted in 1983 to allow for a modernisation of the fleet into the SW5, with the 'S' denoting the Sliding doors fitted, at this time the centre door was also filled on remaining trams with the three door 'blind' configuration, the inner compartment sliding doors were removed at this time as well as a removal of wooden smokers seats, replaced with upholstered seats. The SW5's saw a healthy eight years more of service in maximum numbers before the class was condemned due to the discovery of asbestos in the arc shield of the Clyde Controllers, as a result all maintenance doors to the controls were welded closed to stop any asbestos getting into the air, meaning that all SW5's still in service would fail over time due to non-accessible controls to the maintenance crew. The result was dramatic and within ten years (1991-2001) all SW5 class trams were out of service/withdrawn apart from SW5 number 728 which possessed the altered controls from a scrapped W2 class tram as part of an earlier initiative to keep high numbers of SW5 vehicles from withdrawal after the initial discovery of the asbestos. In 1992 Jeff Kennett (Premier of Victoria) and Alan Brown (then minister for transport) decided all W's were rather antiquated, and the future of the whole fleet of W class trams was cut short apart from 53 W's to be kept, hence no more SW5's apart from number 728 received any more control conversions. Only one tram of this style and class is in service today owing to the asbestos dilemma. (road numbers 840-850) SW5 explanation: The last ten trams of this class produced at Preston Workshops were built to SW5 configuration from initial building (built with sliding doors) these trams were being built at the same time as the SW6's which went into early production, so they were made to look as much like the SW6 batches as possible, hence the sliding doors, these trams possessed the two section window configuration made from steel, unlike all other W5's which had single paned windows of a wooden structure, these trams maintained the same driver cab door design as all other earlier W5's that were converted later to SW5. The main difference to the internal layout of the last ten SW5's was the adoption of internal steel type bulkheads, without inner compartment sliding doors as with the SW6 class design. Origionally three trams remained in service until 2000 -numbers 845, 846 & 848 however only 848 has been returned to service to date, so one of this class and style is in passenger service (tram number 848). (road numbers 850-969) SW6 explanation: The 1940's-50's saw a newer (but almost exactly the same on the outside) tram, the SW6 was introduced, all of this 'W' class were fitted with sliding doors from initial building at Preston Workshops. Sash styled windows were the most obvious change in this design from the outside, this meant that the windows on this batch appeared split into three. Trams are still in service today. (road numbers 970-979) W6 explanation: It was after the SW6 batch of trams that it was decided the 'S' was no longer relevant in terms, this is because sliding doors were now considered standard in production. The W6 maintained most of the characteristics of the SW6. Trams are still in service today. (road numbers 1001-1040) W7 explanation: In 1955-56 the last batch of W's was completed by Ansair & M.M.T.B, these trams were the product of an evolution in W's that spanned seven variations. Some of these trams are still in service today. Originally, these trams were constructed to replace buses on the Bourke Street Routes. Little concern was raised about the continued modernisation of the tram fleet in Melbourne until the early 1990's, up until this point Swanston Street, which feeds into St. Kilda Road, the main boulevard in Melbourne carrying 9 different tram routes, was being serviced by W class trams without interference – up to 250 W's in service per day. St Kilda Road, Melbourne’s classic boulevard, is world renowned for it's wide proportions, divided by grassy medians, lined with 4 rows of beautiful plane trees and original tram shelters, and was complemented by the W class trams travelling along it. It was 22 of February 1992, on this date a Z class tram was deployed in St. Kilda Road, they were being relocated from other routes to make way for the 100 or so ‘Light Rail Vehicles’ or B Class trams that had been ordered years earlier. The then Minister for Transport Alan Brown was carrying out the long held policy of the Transport Department to see all W class trams phased out from Melbourne streets, this was despite the fact that in 1990 The National Trust classified the 300 or so remaining W's, recognising their special value, and pointing out that they were being sold overseas to be used as tourist trams. As W class tram numbers began to dwindle on the Swanston Street routes in around 1995, by now around half all services were being serviced by the ageing, but more modern Z class trams which had seen many W's retired to The Hepburn Springs factory, and Newport Workshops storage spaces without real consideration up until this point. Twelve W's were however permanently allocated to the newly opened City Circle in 1994, Jeff Kennett, and Alan Brown made the decision so as to ensure that a certain amount of W class trams would be retained for service in Melbourne to allow for a heritage perspective to be maintained. It was then also agreed that 41 later model W class trams would also be retained for the number 8 service to Toorak, and the 16 service to St Kilda Beach (these on top of the 12 allocated to the City Circle, totalling 53). It was during 1994-95 that W class trams were re-issued their 'original' Hawthorn Green', and Cream colour scheme, this was their original, and classic livery. This retro scheme was applied to over 100 W class trams, despite the ensuing committment that half of the W's would be retired over the coming three years. In retrospect it is conceivable that the trams fresh new paint jobs were making them look restored, and loved. In 1997-98 - new fibreglass roofing & new rear vision mirrors being fitted progressively as an upgrade for the final 53 trams to be retained, out of the dwindling 80 or so remaining. Many of the so called 'Ready Reserve' W class trams ran their final duties in July 1998. It was noted that SW6 tram number 918 was probably the last of the trams to run in to the tram Depot at Malvern, it was showing 'St.kilda Beach' on the destination box that night. 857 was one of few retaining wooden seats apart from 857. From then onward, the W class only ran on routes 8,12,16 and the 'City Circle' routes, however after some months Z class trams were integrated on the routes because many drivers preferred the modern vehicles over the W class trams at night. In 2000, a serious collision involving a Z1 class tram and an SW6 class tram (869) occurred in St.Kilda Road, the SW6 ploughed into the back of the city bound Z1 at a high speed. The driver said that he could not activate the brakes in time on the tram, passengers were injured, and this incident was the beginning of worse things to come for the remaining icons. A press conference was held, it was issued that all 'Swanston Trams' (one company of two running the tram s'tem) to be removed so an investigation may take place.After some time It was found that faulty slack adjusters fitted to all the W class trams several years earlier were the cause of the accident, it was then all W's from Yarra Trams(the other co op) were then withdrawn also. The new brakes - a cost saving device, was the culprit, and not the antiquated, and 'original' brakes (pre -1997). It was later found that the company who installed the slack adjusters had no experience with brake systems on trams! Until recently the government kept all relevant information from public knowledge, and ordered that the W's would have new track brakes installed to replace the faulty 'stage two' brakes. Unusually they argued that the W's brakes were outdated, and the problem would be fixed - this was clearly incorrect. The new 'stage 3' braking system was designed in Australia, then made in Germany and returned to Australia. Four years lapsed before more than 20 of the 53 W class trams returned to service, Yarra Trams and (then) 'M>Tram' squabbled over costs, delaying their return. 40kph speed restrictions were applied to ensure public confidence in the trams, this ended their viability on traditional routes. The speed restriction was enforced by the operators and assessed by an out sourced expert at Monash University - based on crash worthiness. W class trams are now the safest trams on the Melbourne tram network and suited to maximum speeds of 65kph. However safe, the W class 'imposed restrictions' remain in place. The W class tram fleet cannot be deployed on any major routes previously serviced by them for over seventy years! Yarra Trams declare - "we can't put W class trams on St.Kilda Road routes because they are too slow!" the trams were relegated to routes; 78-79 (along Chapel Street) & route 30 (a short city shuttle service via La Trobe Street, from Mon - Fri, ending at 6pm) The City Circle tourist route remains. W class trams are currently being operated on inadequate routes from a tourism perspective. The National Trust has insisted repeatedly that their 'Grand Circle' proposal be put in place to increase the visibility of W class trams, unfortunately ideas like this are of no interest to Yarra Trams. W class trams can clearly join other trams on St.Kilda Road to enhance their visibility, as they join modern trams on the 'City Circle' route so successfully. Yarra Trams argue that W's must have limited interface with other trams. The answer to these contradictions lie with Yarra Trams, who it seems are currently concerned with little other than branding, not better routes for all the much loved 52 W's, of which, a third of these are unaccounted for. |
| ^SW6 class 918 waits while en route to St Kilda in Melb. 918 is no longer in service. |
| ^SW6 class 892 is seen here stabled at Preston workshops, 892 is lucky to be one of the 53 re-fitted with third stage brakes after the 2000 brakes fiasco saw all 53 W's remaining in service withdrawn. Only 40 W's have been returned to service. |
| ^The nineties was an era that saw the end of 'W' class only operated tram depots, the the W class withdrawal program commenced on the 22 of February 1992. Pictured here is Malvern Depot just after the commencement of the program, you may see in this picture that all the trams are W's except for the Z class tram in the far right. |
| ^This is the type of interior generally found on W's these days, it demonstrates W7 1022's steel bulkheads & free compartment styled interior. |
| ^This tram, SW5 number 728 demonstrates the internal difference between itself and W7 1022 below, 728 has the earlier wooden style bulkheads which originally had a sliding door between for inner-compartment negotiation, from smoking sections to non-smoking. 728 will sadly be the last SW5 class tram of it's type to run in Melbourne. |
| ^In this shot, a clear difference is shown in these trams, the tram on the right is that of the SW5 single paned window design- an earlier variant of the W class design. The tram on the left is typical of all later SW6 trams onward, with it's sash windows appearing on the outside to be split into three sections, plenty of this style of window is displayed on W class vehicles remaining in service today. |
| ^A pair of W2 class trams in Chapel Street during a relaying of the tracks in 1979 |
| Road Numbers & Class Explanations |
| History |
The 'W Class' trams are unique vehicles filled with charm and delight, complimented by Melbourne's many famous
tree lined boulevards, medians, parks, and gardens, the 'W Class' were appropriately fitting in their green and
cream livery. The 'W Class' trams are Melbourne's own unique, and 'Classic' tram. From their unified appearance
from W2's through to the W7's, they were a marvel in coachman construction techniques, right down to the
coachmen screws that had to have the flat top screw groove aligning with the grain of the wood!
These days, the 'W Class' trams are few, and far between, and are comparable to an endangered species of frog
only remaining in a small area of land that forces the redirection of a highway at great cost, much like the frogs, the
W's continue to decline in numbers, irrespective of attempts to save many of them.
This site aims to promote the 'W Class' trams to help increase the fleet to a meaningful size, the W's deserve better!
tree lined boulevards, medians, parks, and gardens, the 'W Class' were appropriately fitting in their green and
cream livery. The 'W Class' trams are Melbourne's own unique, and 'Classic' tram. From their unified appearance
from W2's through to the W7's, they were a marvel in coachman construction techniques, right down to the
coachmen screws that had to have the flat top screw groove aligning with the grain of the wood!
These days, the 'W Class' trams are few, and far between, and are comparable to an endangered species of frog
only remaining in a small area of land that forces the redirection of a highway at great cost, much like the frogs, the
W's continue to decline in numbers, irrespective of attempts to save many of them.
This site aims to promote the 'W Class' trams to help increase the fleet to a meaningful size, the W's deserve better!
| The'W Class' trams |
| ^ Here is SW5 842, this tram was involved in an accident with a truck, as a consequence, it was withdrawn (not ever returning to service). These situations represent a real threat to the long-term survival of the 'W Class' trams, four similar situations have seen 53 W's decline to just 49, will these trams ever be replaced by the 'Ready Reserve' fleet? |
| > The 'future tram' design competitions 'Cobalt Niche' design entry saw a 'W Class' inspired tram in the competition. What a great idea, not all designs have to be generic, as with the Combinos and Citadis trams (currently running in Melbourne). |
< A 'W Class' at the Commonwealth Games opening ceremony, a great icon, recognised all around the world as an 'icon of Melbourne'. |
<Unfortunately,
many W's still sit
outside the
depots since
Yarra Trams took
over the
operations of the
W Class fleet.
many W's still sit
outside the
depots since
Yarra Trams took
over the
operations of the
W Class fleet.
| W Class trams were designed to be housed in the Depots, protecting them from the elements when stored or out of service, while many old depots like South Melbourne have closed, new depots have opened, such as Southbank, these new Depots have no shelter from the elements, therefore W Class trams are left in the open at all times, this doubles the need for major overhauling on the vehicles, sadly overhauling the trams has never happened since Yarra Trams took over the remaining fleet in 2000. Overhauling W Class trams took place every three to six years under the Met and M.M.T.B, many of the W Class fleet have become very decrepit and run-down, for example W6 Class number 964 and SW5 Class 848, these trams look quite dangerously neglected, even to the novice! |
| SW6 class 944, left outside to rot at Preston workshops - A strange way to treat a world recognised 'icon of Melbourne!' |
| 'The Friends of the W Class Trams' @ wclasstrams.com |
Last updated: 15/10/08
Links...
| ^Many trams were painted in 'pop art' livery in the 1980's as part of the transporting art scheme. |
| A W7 Class tram in Collins Street in 1997 |
| ^ A fire engulfed W Class 869 in November 2006, it was found that an electrical fault was responsible for the fire, two flick switches underneath the tram were found to be so faulty they were sparking, after a general inspection of other 'W Class' trams in the fleet, many were found to have been neglected in the same way. Who is expected to do the maintenance we may ask? - Yarra Trams! |
| Recently, the Herald-Sun published an article on the disgraceful condition of the W class trams, Yarra Trams responded by declaring "the trams are up to maintenance standards" - Here is the article link: <www.news.com.au/heraldsun/story/0,21985,24279972-2862,00.html> One might gather from the image of 964 above that the W class trams need considerable work to get them up to scratch! |
History, Modifications and Disposal...
These photos show that these trams aren't well cared for at all, it
is sad to see these potential tourist marvels allowed to fall into
disrepair. ^
is sad to see these potential tourist marvels allowed to fall into
disrepair. ^
Sticky tape is used here to hold a
piece of wood together on this
tram
>
piece of wood together on this
tram
>