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Christchurch tramway system
A Christchurch Tramway tram, Worcester Street (March 2005)
Operation
Locale	Christchurch, New Zealand
Infrastructure
Track gauge	1,435 mm (4 ft 8+1⁄2 in) standard gauge
Private era: 1880–1906 Status Closed Routes Papanui Cashmere Sumner Brighton (via Linwood) Brighton (via North Beach) Lincoln Road Railway Station Owner(s) Canterbury Tramway Company Christchurch City Council New Brighton Tramway Company City and Suburban Tramway Company Christchurch Tramway Company Operator(s) Canterbury Tramway Company Christchurch City Council New Brighton Tramway Company City and Suburban Tramway Company Christchurch Tramway Company Propulsion system(s) Horse, steam Depot(s) Cathedral Square (C.T.C.) Oxford Terrace (City Council) Route length 21 miles 67 chains (35.1 km)
CTB era: 1905–1954 Status Closed Routes (1) Papanui (2) Cashmere (3) Sumner (4) Cranford Street (5) Brighton (6) Worcester Street (7) Lincoln Road (8) Riccarton (9) Fendalton (10) North Beach (12) St. Martins (13) Opawa (14) Spreydon (15) Railway (16) St. Albans Park Owner(s) Christchurch Tramway Board Operator(s) Christchurch Tramway Board Propulsion system(s) Electric, steam (minimal) Electrification 600 V DC catenary Depot(s) Falsgrave Street Track length (total) 63.25 mi (101.79 km) (1914) Route length 53.5 mi (86.1 km) (1914) 1920–1921 24,592,998 1940–1941 22,710,855 1950–1951 27,265,157
Preservation era: 1968–present Status Operational Routes Ferrymead Heritage Park Owner(s) Tramway Historical Society Operator(s) Tramway Historical Society Propulsion system(s) Horse, steam, electric Electrification 600 V DC catenary Route length 1.5 km (0.93 mi) Website
Heritage era: 1995–present Status Open (building circuits over time) Routes Central city heritage circuit Owner(s) Wood Scenic Line Ltd. Operator(s) Christchurch Tramway Ltd. Propulsion system(s) Electric Electrification 600 V DC catenary Route length 3.9 km (2.4 mi) Website www.tram.co.nz https://www.christchurchattractions.nz/christchurch-tram/

The Christchurch tramway system was an extensive network in Christchurch, New Zealand, with steam and horse trams from 1882. Electric trams ran from 1905 to 1954, when the last line from Cashmere to Papanui was replaced by buses.

In 1995, a 2.5-kilometre (1.6 mi) central city loop heritage tram was reopened in the central city as a tourist attraction. This has now been is extended with a 1.4-kilometre (0.87 mi) loop down to High Street which was opened in February 2015.^[1]

The tram museum at the Ferrymead Heritage Park overhauls and restores the trams used on the Christchurch Tramway, and itself also runs operating trams on its site.

History

Background

The difficulty experienced by Christchurch's early residents in conveying them and their export goods to Lyttelton brought about the first proposal for a tramway at a meeting held on 26 September 1855. The merits of both wooden and iron-based tramways were discussed and a resolution was passed in support of the construction of either a tramway or a railway.

The issue arose again at a Provincial Council meeting on 16 October 1855 at which it was proposed that a line be built to Sumner and goods could then be transported to Lyttelton by boat. A couple of leading and influential figures spoke out against the proposal and it was voted down.

It was not until 1858 that the matter once again gained attention in official circles. Despite a general belief that the idea itself was good, the Provincial Engineer's estimate of £6,000 was enough to ensure that the idea was not acted upon. The Provincial Council eventually opted to construct a railway line; the first section between Christchurch and Ferrymead opened in 1863, and the Ferrymead to Lyttelton section opened in 1867.

A meeting of prominent local citizens on 20 September 1872 discussed the matter of a tramway and concluded that it would be desirable to construct a line between Papanui and Christchurch railway stations, especially in light of the north railway having opened to Rangiora earlier that year. Estimates had been prepared and it was suggested that the company be called "The Christchurch and Papanui Junction Tramway Company". The city council, however, was opposed to the idea and declined to support it, saying, "That in the opinion of this meeting a tramway … is objectionable … for the following reasons: (1) A tramway is not required, (2) The streets are not wide enough, (3) A tramway would retard the railway station being brought into a more convenient place for the citizens".

White’s Little River tramway: 1861–1872

A partnership was formed in 1861, including well-known bridge engineer William White, with the aim of constructing a wooden tramway from Christchurch to Little River. The goal was to make it cheaper to cart timber from Little River and other building materials from the Halswell Quarry to Christchurch. The plan was for a line of approximately 38 miles (61 km) in length, starting in what is now Moorhouse Avenue, travelling to Birdlings Flat where it would roughly follow the present state highway to Little River, then on to an area now known as Puaha. The gauge was to be 4 ft (1,219 mm) and the estimated cost was £1,023 per mile.^[2]

White began construction in 1863 and by year's end had built 1-mile (1.6 km) of the line. The project ultimately failed, due largely to a lack of capital, but animosity from the line's neighbours also disrupted business. Work on the line had ceased by the end of 1866 by which time the Christchurch–Halswell Quarry section had been completed and work had started at the Little River end. The line to the quarry remained in use until 1872. Little River was eventually served by rail when the Railways Department's Little River Branch opened to its namesake terminus in 1886.

Horse and steam era: 1880–1906

The idea of building a tramway did not gain widespread support until 1876. By this time, the city had experienced significant development and the need for improved transport had become evident. With the passing into law of the Tramways Act in 1872 and the city council dropping its opposition to the idea, the political environment had become more agreeable to the formation of tramways.

Trams became a reality for Christchurch on 9 March 1880 when the first revenue services commenced on a line from Cathedral Square to Christchurch Railway Station via Colombo Street. The company behind the venture, the Canterbury Tramway Company, had been formed in 1878 then spent the next two years negotiating with the various councils involved, purchasing equipment, constructing its lines, etc. After the first day, issues with the track were identified which resulted in a suspension of services until 16 March.

The Company opened several other lines that same year including: Christchurch Railway Station via High and Manchester Streets (24 July); Papanui Railway Station (24 June); Agricultural Show Grounds (6 August) and later in the year to Devon Street. Orders were also placed with local coachbuilders for more tramcars.

In later years, other lines opened by the Company included: Addington Railway Station (5 January 1882) and later the Addington Show Grounds (28 October 1887); Woolston (7 July 1882) then to Heathcote (9 December 1882) and finally Sumner (1 November 1888). The lines to Papanui and Sumner were the most lucrative.

It was not until 1884 that another player joined the Canterbury Tramway Company in the tramway business. The city council decided that it needed its own line from the central city to serve its cemetery and Reserve. It intended to run the municipal services on the line itself and to contract out the carriage of people. Construction began on 26 November 1885 at Latimer Square and was completed by March 1886. The line was officially opened on 23 April 1886 and was to have passenger services provided by private contractor Charles O’Malley who had earlier secured a three-year lease. He proved to be unsuitable and was replaced in August 1886 by the Canterbury Tramway Company. The lease changed hands again after 18 months and was picked up by the New Brighton Tramway Company who remained the leaseholder until municipalisation.

Buoyed by the prospect of a tram connection to New Brighton following the opening of the city council's Corporation line, the New Brighton Tramway Company was formed in 1885 with the intention of constructing and operating a line from a junction with the Corporation line to a terminus at New Brighton. Construction began in 1886 and was completed by January 1887. The first service on the line was a trial run on 8 January 1887, which proved to be a success, and was followed on 15 February by the commencement of revenue services. The Company's acquisition of the lease for the Corporation line at the end of 1888 proved to be fortuitous, giving the Company control over the entire route from the central city to the New Brighton terminus.

The last entrant to the Christchurch tramway scene was the City and Suburban Tramway Company, formed early in 1892 with the intention of constructing lines to Springfield Road and New Brighton from its base at the corner of Manchester, Lichfield, and High Streets. Only the latter of these lines was built, on which construction began on 1 May 1893. The Company ran into financial difficulties during construction that held up progress until the contractor secured a debt over the Company and completed the line in August 1894. Revenue services commenced as far as Stanmore Road on 1 September 1893 and it was not until 25 October 1894 that trams were able to run the full length of the line to New Brighton Pier. A deleterious financial position, brought about in part by the Company's need to rent both horses and rolling stock, resulted in the collapse of the Company in 1895. It was purchased by the contractor who built the Company's line and run under the same name.

The Canterbury Tramway Company had earlier had its own financial difficulties resulting in its collapse in 1893. After various options were explored the Company was recapitalised as the Christchurch Tramway Company. Various measures were implemented to remedy the issues that plagued the old company including the closure of the Manchester Street route to the railway station, the use of horses in preference to steam motors, and the renewal or replacement of some of its assets. During its time, the Company also extended two of its lines: the Addington line reached Sunnyside Asylum at the end of 1895 with revenue services commencing in the New Year, and the Sydenham line was extended to the Cashmere Hills and opened on 7 December 1898.

When the concessions under which the lines of the private tramway companies were operated came up for renewal from the late 1890s, the various local bodies involved saw it as an opportunity to consider municipalisation of the whole system. The tramway companies, which were seeking to extend their concessions to give them some certainty over the future of their business, were rebuffed and eventually the Christchurch Tramway Board was formed to bring the tramways under public control.

Electric era: 1905–1954

Early years

Political pressure and public agitation for a modern tramway system resulted in the formation of the Christchurch Tramway Board in late 1902. It proceeded to create its own network by purchasing the lines of the private tramway companies and also establishing its own new lines.

Work on the Tramway Board's lines began in September 1904 at the intersection of Fitzgerald Avenue and Ferry Road. It required a great many men using only basic tools with the assistance of horse-drawn drays and traction engines and attracted considerable interest from the public.

Installation of tramlines sometimes led to improvements of the roads on which they were built. Because as was standard practice at the time, single-track tram lines were laid in the middle of the road requiring some roads to be widened to allow vehicles to pass trams on either side. Also, any undulations in the road were smoothed out so the track could be laid flush with the road surface.

Private operators were contracted by the board to provide alternative transport while tramlines were unavailable due to construction. These services were run using horse-drawn drags.

The electrified tram network was inaugurated on 5 June 1905 when an official opening day was held. After speeches at the board's car shed on Falsgrave Street, the official party departed on a procession of seven electric trams bound for Papanui. After an accident en route required the withdrawal of two of the trams, the rest of the party reached their destination where the festivities continued. Revenue services commenced on the Papanui–Railway Station route the following day.

The first tranche of work was completed by September 1906. Figures provided by The Press in June 1906 show that materials used included 2,400 poles, 63 miles (101 km) of trolley wire, 65 miles (105 km) of feeder cables, 120 miles (190 km) of telephone and other wires, 80,000 sleepers, 26,000 electrical bonds, 90,000 yards of metal, and 5,500 tons of rails.

Lines built and electrified by the New Zealand Electrical Construction Company were mainly those that had been acquired from the private tramway companies and included: Papanui to Christchurch Railway Station (6 June 1905); Sumner (steam, 6 June 1905; electric, 25 April 1907); Cashmere (16 August 1905); Riccarton (steam, 2 November 1905; electric, 12 March 1906); Lincoln Road (8 February 1906); New Brighton (Linwood, 26 March 1906; New Brighton, 6 August 1906).

Heyday

The trams quickly became popular with the public and revenue exceeded the board's expectations. Rolling stock consisted of 27 electric vehicles supplied under the initial contract and the 7 steam motors and 42 trailers acquired from the Christchurch Tramway Company. Twenty-two trailers from the New Brighton and City and Suburban tramway companies later augmented the fleet.

Though the primary purpose of the tramway was the carriage of passengers, it also carried other items such as mail, newspapers, perambulators, bicycles, construction materials, and animals. The cartage of animals on the tramway was made illegal in December 1915.

The reality of the environment in which the tramway business was conducted was made clear in 1912 when chairman of the board George Booth explained the main problems the board faced in his annual report. First, Christchurch had a considerable amount of route mileage with little or no revenue potential, necessitated by the geographically diverse nature of the population it served. Second, the growing problem of competition from bicycles and motorcars since the development of the pneumatic tyre, exacerbated by the generally flat nature of the terrain on which Christchurch was sited. The board's response to these issues had not improved the situation by 1914.

It was during this period that the construction of the tramway network was completed. Additional lines opened were St. Albans Park (24 December 1906), Opawa (steam, 14 March 1907; electric, 21 September 1909), Fendalton (steam, 3 May 1907; electric, 20 November 1909), Cranford Street (1 July 1910), North Beach (steam, 24 December 1911; electric, 1 October 1914), Spreydon (3 August 1911), Cashmere Hills extension (1 May 1912), Dallington (1 November 1912), Northcote extension (28 February 1913), and the St. Martins line (7 April 1914) which was the last major line to be opened. The only new tracks to be commissioned after this time (aside from single- or double-tracking and renewals) were the extension of the Riccarton line to Plumpton Park (December 1915), the Lichfield Street link (July 1922), and the extension of the Spreydon line to Barrington Street (August 1922). For many years afterwards Christchurch was able to boast the largest network in the country by route mileage at 53.5 miles (86.1 km) and in 1912 it was reportedly second only to Sydney in Australasia.

The growth of the board's business in its early years soon necessitated the purchase of new rolling stock to meet demand. By 1908, the number of electric trams had increased to 39 and had grown to 65 in 1912. An additional 34 trailers were also added to the fleet by 1920. Other vehicles acquired included a Baldwin steam motor (1906), three sprinkler cars, and an overhead lines car. To match this, the size of the board's staff also grew from 196 in 1906 to 350 in 1913 and 530 in 1920, making it the largest employer in the city.

The tramway was credited with encouraging the suburban development of Christchurch. Land along tram routes became more valuable and made it easier for people to live out in the suburbs. The main central city retail precinct, which had been concentrated around the railway station, gradually moved north to avail itself of the increased flow of people generated by the tram routes converging on Cathedral Square. Smaller retail precincts developed around the ends of some lines such as Fendalton and Spreydon.

Halcyon years

The economic uncertainty of the late 1920s culminated in the Great Depression of the 1930s, a situation that severely affected the operation of the tramway as much as it affected the rest of the country. Both revenue and patronage suffered sharp declines and as if to make matters worse the loans used to establish the tramway system were due to mature in 1934. Competition was becoming an increasing problem, particularly from bicycles whose number had increased dramatically.

To contain its financial problems, the board implemented several economy measures. It experimented with the St. Martins cars to trial "one-man" tram operation, which proved that the concept could work. Between 1932 and 1936, additional trams were converted for this purpose and deployed initially on the more lightly patronised lines before being used on the longer lines as a sufficient number were available. Consequent to the introduction of one-man trams was the need to install balloon loops or wyes at the termini of the lines on which these cars were used.

Several under-performing or severely dilapidated lines were also closed during this period, notably the North Beach line, the Papanui railway station spur and Northcote extension of the Papanui line, and the Dallington–Railway Station route. In most cases, trams on these routes were replaced with buses.

With the arrival of World War II came constraints on many aspects of ordinary life that were both beneficial and detrimental to the tramway. Restrictions and rationing of many basic supplies limited the use of private motorised transport leading to huge growth in patronage of the trams and, often, severe overcrowding. This also had the effect of significantly improving the board's revenue. The increased popularity of the trams was also assisted by the large number of New Zealand military personnel based at both the Burnham Camp and Wigram Aerodrome, and the contingent of American military in the city.

It was not all good news for the board during the war years, as its costs also increased during this period; primarily wages, electricity, and maintenance. The war also made it more difficult to obtain supplies and spare parts needed to maintain and repair its assets, requiring a measure of ingenuity to keep things working. War service depleted the board's staff resulting in the hiring of women where necessary to fill gaps. Women were not just to fill gaps – wartime photo shows 28 women conductors at the time. Most trams then carried women conductors. RNM

The end of the war also brought about the end of the boom for the tramway and marked the beginning of the end. Unlike other tramway systems around the country, the newest of vehicles in service in Christchurch were decades old and the track had suffered from years of neglect with little maintenance having been carried out. Though the imposition of rationing was not finally lifted until the early 1950s, post-war Christchurch grew faster than the tramway could keep up ensuring that the tramway's replacement was just a matter of time.

Demise

Though several lines were closed and replaced by buses in the 1930s due to prevailing economic conditions, most tram routes were closed in the decade following the end of World War 2. While the war was in some respects a boon for the tramway – with restrictions on other forms of transport patronage of the trams was significantly improved – it also caused problems, which contributed to the end of the trams.

Perhaps one of the biggest problems faced by the tramway system following the war was the much-improved economic situation that ensued, increasing prosperity for many and giving them options that they might not have had before. Rates of car ownership increased and the city grew significantly in size presenting the board with a twofold problem of trying to maintain what they already had whilst trying to serve many more people over a greater area. Operating costs also increased, due in part to changing work patterns that placed a higher demand on the trams during peak times and reduced off-peak demand, but also an increase in staff costs, which only served to further increase losses.

To determine the future of public transport in Christchurch, the Future Policy Committee was formed in February 1945. It considered the matter of the tram network and concluded that the remaining tram routes should be retained and operated until such time as the tracks reached the end of their useful lives at which time they would be replaced by buses. John Fardell, appointed General Manager of the Board in 1946, delivered his own report on the future direction of the Board on 6 October 1947. He pointed out the poor state of the board's tramway assets and that even with repairs, new infrastructure and rolling stock would be required within a few years to keep the system operational. The board was also at the time in a precarious financial state with years of losses having made it difficult to set aside sufficient funds for the repayment of loans, many of which were due to mature in the 1950s and 1960s. To upgrade the existing tramway to modern standards and extend it into the new suburbs could not be contemplated. While he did not push for the immediate removal of the trams, preferring to run them as long as possible in part to pay off outstanding loans, he did strongly advocate for the introduction of diesel buses to replace trams when they were withdrawn. In this first report, his preference for diesel buses was not absolute, however, as he did recommend the use of trolley buses on the existing North Beach route which still had useful infrastructure in place and on the Papanui–Cashmere route where the trolley buses would have superior hill-climbing performance characteristics.

The board favoured a mixed trolley/diesel bus fleet and unsuccessfully tried in 1948 and 1949 to raise a loan to further this plan. Mindful of these earlier failures, they were careful to impress upon the public the dire consequences of not planning for bus replacements given the state of the tramway after deciding in April 1950 to purchase 39 diesel buses. The Loans Board subsequently approved this loan proposal in September and it was also sanctioned by a plebiscite of the board's ratepayers.

The Tramway Board, which had been hoping that the diesel buses would be a temporary measure on some routes pending the erection of a trolley bus system, ran into the opposition of the General Manager who was a strong advocate for a standardised diesel bus fleet. He produced a report in December 1951 that was highly critical of trolley buses. Later that month, the board decided not to proceed with trolley buses and cancelled the order it had already placed for them. They were still undecided on the future of the Papanui–Cashmere route, the most profitable and popular of the tram routes, as they were not convinced that buses would be able to cope as a replacement. The General Manager made a point of convincing the board that only buses could adequately serve its needs and those of its customers and finally succeeded in January 1953, when the board relented and agreed that this route would also be served by buses.

With the fate of the trams sealed, the remaining tram routes closed as a sufficient number of buses arrived from England to replace them. Since the war, two tram routes had already closed: St. Martins on 20 May 1946 and Fendalton–Opawa on 6 February 1950. This was now accelerated with the remaining routes being closed over the next few years: Brighton on 18 October 1952; Sumner on 6 December 1952; Riccarton on 14 June 1953; St. Albans Park–Spreydon on 21 June 1953; and Cranford Street–Lincoln Road on 26 July 1953.

The last route to close was Papanui–Cashmere for which the last timetabled services ran on Friday 10 September 1954. This was followed the next day by a ceremonial running of the last trams, a task performed by two Hills cars. After their journey to Papanui, then Cashmere, they returned to Cathedral Square where a huge crowd had gathered to witness the event. Speeches were made and a ribbon was cut to symbolically inaugurate the replacement bus service.

Disposition

The tram bodies were sold to private individuals, many of whom used them as sheds or huts, and the running gear was sold for scrap. Much of the tramway infrastructure was repurposed. Tram sheds at Riccarton and Sumner remained for many years afterwards, the Sumner shed being last used as a dye works factory. Tram shelters became bus stops and traction masts were reused as utility poles.

Little time was wasted in removing sleepered track, which was ploughed out of the ground, and the roads quickly rebuilt. There was also track fixed to concrete for which removal was a much more difficult proposition. As the price of materials recovered would not have met the cost of removing them, this track was simply covered over with a layer of tar that was reapplied when the road surface required renewal. This has caused problems when such roads have needed to be dug up for the installation of utilities and even in more modern times, old tram tracks have been discovered during excavations for the heritage tram circuit extension.

Ferrymead tramway: 1968–present

The genesis of tram preservation in Christchurch was the Tramway Preservation Association. Tramway enthusiasts set it up in 1960 with branches in Christchurch and Wellington. The Christchurch group aimed to restore to working order two tram vehicles formerly in service with the Canterbury Tramway Company, but then under the ownership of the Christchurch Transport Board. With the enthusiastic support of the board, work commenced on a Stephenson single-deck horse car of 1887 and Kitson steam motor no. 7 of 1881.

In 1964, the two branches of the association became independent with the Christchurch group becoming known as the Tramway Historical Society. It was also in August of that year that the restored horse car was run along the remaining section of track from the old Papanui line to mark ten years since the closure of the line, an event that also served to significantly boost the profile of the society and its membership.

The society, which had been using old Christchurch Transport Board tramway buildings for storage and restoration, created a purpose-built facility in 1967 on land obtained at the Ferrymead Historic Park. It was here that a permanent tramway was established and the society was able to realise its goal of making the tramway experience available to the general public. John Fardell, then general manager of the Christchurch Transport Board, officially opened the tramway on 6 January 1968. Rides were hauled using the society's Kitson steam motor as it was the only motive power available at the time.

A series of extensions to the tramway line opened over the next 16 years culminating in the completion of the Moorhouse township loop in 1984. Also during this period, the tramway was electrified, allowing the society to run its restored electric trams in addition to its horse- and steam-hauled vehicles.

Modern era: 1995–present

At the suggestion of the Tramway Historical Society, the city council included plans for a tramline in its Worcester Boulevard project in the early 1990s. It was originally intended to be a line extending along Worcester Street from Cathedral Square but was later extended into a circuit around the central city. The city council granted a licence to Christchurch Tramway Limited to run the tramway and it was opened on 4 February 1995^[3] using vehicles leased from the Tramway Historical Society.^[4]

Wood Scenic Line Limited purchased the tramway in 2005^[5] to run it as a commercial operation. As such, it is not considered to be part of the public transport system, with its primary focus being tourist traffic. Additional vehicles have been acquired by the tramway including a former Melbourne W2 tram that has been converted into a restaurant.^[3]

Post-earthquake

Christchurch was hit by a powerful earthquake on 22 February 2011 that damaged the heritage tram circuit. Services were suspended for approximately 1000 days from the 22 February 2011 earthquake until November 2013. The tramway reopened in November 2013 on a limited route from New Regent Street to Worcester Boulevard. In November 2014, the pre-earthquake loop reopened.^[6] The route was also extended to travel through the Re:START mall and High Street, which was under construction when the 2011 earthquake struck.

The extension is part of an additional loop planned and partially constructed during the late 2000s,^[7] and a new strategy report by Jan Gehl commissioned for Council and published in early 2010 suggested an extension of the tram system (and integration of the trams into the general public transport system) as one of a package of measures aimed at reducing car dominance in the city.^[8]

Operators

Christchurch's tramway lines were initially constructed and operated by several privately held companies, with the exception of the Corporation Line which was built by the city council and later operated by private companies. The precarious financial state of these companies early in the 20th century and the desire of Christchurch's residents for modern electric trams prompted the municipalisation of the tramway system. The Christchurch Tramway Board was formed and oversaw the operation of trams in Christchurch until they were withdrawn completely in 1954.

Canterbury Tramway Company: 1878–1893

The Canterbury Tramway Company was the first of three private Christchurch tramway companies to be formed. The idea for the company began in 1877 with a group of local entrepreneurs and was realised by early the following year. A prospectus was published and shares issued.

The company initially enjoyed commercial success on commencement of its services in 1880 as the novelty of tram travel quickly became fashionable. A steady rise in patronage necessitated the purchase of additional rolling stock. The company's directors were able to report favourably on the company's position in 1881 giving shareholders cause to be optimistic about its future. New lines were opened between 1882 and 1888 resulting in a network of 17 miles (27 km) of tramway, with the Papanui and Sumner lines standing out as the most successful.

However, not all of the company's decisions proved to be sound, and in 1886 its brief 18-month tenure as operator of the Corporation Line joined a growing list of missteps. By the end of the 1880s the company's future was uncertain and it implemented several economy measures in an attempt to improve its fortunes. This included a permanent fare reduction, the replacement of steam motors with horses on some routes, and the introduction of a one man-operated tramcar. None of these measures were particularly successful.

By the early 1890s, the company's position had become dire and further attempts to alleviate its problems ensued including fare reductions and an increase in services. However, maintenance suffered which only served to further compound the company's troubles. A liquidator was finally appointed in March 1893. The company's failure has been attributed to various causes including a lack of revenue to cover expenditure on maintenance, competition, mismanagement, and an economic depression.

Following liquidation, attempts to get the council to assume control of the company, and to dispose of its assets, failed.

New Brighton Tramway Company: 1885–1906

Following the city council's decision in early 1884 to construct the Corporation Line, a group of local residents informed the council of their intention to build a line from the end of the Corporation Line to New Brighton and registered the New Brighton Tramway Company in mid-1885.

Despite mediocre results for the company's first annual returns, its service was proving to be popular, garnering between 3,000 and 5,000 passengers per week.

One of the most important events for the company was becoming the operator of passenger services on the Corporation Line. The city council had put the operation up for tender in late 1888 and accepted the bid from the New Brighton Tramway Company. It began running its services on the line from 7 December after acquiring the remainder of the lease. This gave the company control over the line from the central city all the way out to New Brighton, allowing it to run a more efficient operation and carry many more passengers.

There were trying times ahead for the company in the form of competition from the Canterbury Tramway Company's Sumner line and the alternate Christchurch–New Brighton route established by the City and Suburban Tramway Company. Counter-measures implemented by the company resulted in only a modicum of success. Zdroj:https://en.wikipedia.org?pojem=Christchurch_tramway_system
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