Christchurch tramway routes have developed from lines that were first established by a troika of private tramway companies in the latter part of the 19th century, through to a significantly expanded system under the municipal Christchurch Tramway Board, to the City Council-built heritage circuit. These routes have been worked by all three main forms of tramway motive power (horse, steam, electric) and have significantly contributed to the development of Christchurch City in New Zealand's South Island.
Currently, tramway routes in Christchurch are limited to the central city heritage circuit and the heritage line at the Ferrymead Heritage Park. A two-stage extension of the heritage circuit has been planned, with the first stage currently under construction.
Private era: 1880–1906
Canterbury Tramway Company lines The Canterbury Tramway Company first met with the City Council on 4 March 1878 to discuss its plans. The Company made it known that it intended to construct and operate the following lines: A line from Papanui to Christchurch. An extension of this line to the Christchurch railway station. A Branch to a Terminus south of the Agricultural Show Grounds. A Branch connecting Addington with the centre of Christchurch. An extension to Heathcote with a view ultimately of continuing the line to Sumner.
After several meetings the Company reached agreement with the Council on the terms for its operation and also successfully concluded negotiations over the following months with other local bodies in whose jurisdiction its lines would be built. Authorisation to proceed was granted to the Company in September of that year.
Over the next 15 months the company made preparations for the commencement of its operation. Equipment was ordered including five steam motors from Kitson and Company and nine double-decker tramcars from John Stephenson and Company. In December 1879 it let a contract for the construction of the line from Cathedral Square to Christchurch Railway Station to John Barratt. Construction officially began with a "turning-of-the-first-sod" ceremony on 11 December 1879 at which various representatives of the councils concerned and members of the company were present. Following completion of the line early in the New Year, trials of the newly landed steam motors took place from late February 1880.
An official Government inspection of this line was carried out on 6 March and was followed three days later by the commencement of revenue services. Some issues became apparent on the first day of operation, which resulted in the suspension of services until 16 March while the problems were remedied. Despite this minor setback the service quickly became popular with the public and was well patronised.
By the end of the year the Company's network had expanded by about including the opening of new lines to Papanui (24 June), an alternative route to Christchurch Railway Station via High and Manchester Streets (24 July), and a line to the Agricultural Show Grounds (6 August).
All services were initially run with steam motors for which Christchurch's terrain was ideally suited. Horse motive power, often introduced first elsewhere, was not used in Christchurch until 1882. Following its introduction, horses gradually received more of the workload as they were found to be more cost effective for shorter and more lightly patronised lines.
The Company's early years were quite successful with growth in patronage necessitating the purchase of additional rolling stock. Expansion of the business also included the opening of new lines to Addington Railway Station (5 January 1882), an extension to the Addington Show Grounds (about 28 October 1887), Woolston (7 July 1882), an extension to Heathcote (9 December 1882) and to Sumner (1 November 1888). Of its of tramway at the end of 1888 the lines to Papanui and Sumner proved to be the most lucrative.
Prior to the completion of the Sumner line beyond Heathcote the company had run a connecting service between Heathcote and Sumner using the steamer Colleen. This proved to be an unsuccessful venture but it was clear to the company that either it had to provide a Sumner service or someone else would. It had always intended to build a line to Sumner and construction on this extension began in mid-1888. Experienced tramway construction contractor John Brightling and the partnership of Knight and Honeybone undertook the work. By October the line was finished save for a small amount of work outstanding at the Sumner terminus, which was not completed until early 1890.
An excursion for a group of women from Sumner was the first public trip on the line on 1 November 1888. Thereafter the timetable scheduled ten services per day at about one hour to cover the distance between Sumner and the city.
Public holidays and weekends during the summer months were the best times for the Sumner line when the residents of Christchurch sought respite from city life with a day out at the seaside town of Sumner. Almost all services on the Sumner line were steam-hauled though occasionally horses were used for special services.
Corporation Line The establishment of a cemetery at Linwood and a desire to improve access to a nearby council reserve prompted the City Council to decide on 31 March 1884 that it would construct its own tramway line from the central city. It became known as the Corporation Line and its purpose was threefold: To convey funeral traffic to the Linwood Cemetery. To cart rubbish and nightsoil to the Council's reserve. To run a passenger service.
The Mayor and Mayor-elect, Charles Hulbert and Aaron Ayers, ceremoniously laid the first rail on 26 November 1885 at Latimer Square. Construction contractor John Brightling quickly finished the job, completing the line by March 1886.
The line began at the Council's yard on Oxford Terrace, ran along Worcester Street, Linwood Avenue, Buckleys Road, Butterfield Avenue, and into the cemetery reserve. Another branch ran further up Buckleys Road into Rudds Road and then to the Council Reserve.
After a trial run on 24 March ended disappointingly, modifications were made to one of the curves where the tramcar had derailed. The line was officially opened on 23 April 1886.
Horses typically worked the line with steam motors being used for through services where necessary. In the case of the New Brighton Tramway Company these had to be hired from the Canterbury Tramway Company.
New Brighton Tramway Company line News that the city council was to construct the Corporation Line was greeted favourably by the residents of New Brighton, then a small and isolated seaside town. They viewed it as an opportunity to finally get a tramway connection with Christchurch and to this end formed the New Brighton Tramway Company in mid-1885 with the intention of constructing and operating a line from the end of the Corporation Line to a terminus at New Brighton.
Construction soon commenced at the Linwood end with having been completed by 14 October 1886. Work started not long afterwards from the New Brighton terminus and, despite some difficulties being encountered where the line passed through sand hills, the line was completed by January 1887.
The route, the subject of much debate, was finally settled on starting at The Junction (with the Corporation Line), running up Coulter Street, Pages Road, and Seaview Road before turning right into Oram Avenue where the Company's stables were located, a distance of .
The first service, a trial run, took place using a steam motor hired from the Canterbury Company on 8 January 1887. No problems were reported and thus revenue services commenced on 15 February with five trips daily being scheduled.
The Company never owned any steam motive power, preferring to use horses, as they were more economical. However, steam motors were used on the line owing to an arrangement the Company made with the Canterbury Tramway Company (then operator of the Corporation Line) to run through services along both the Corporation Line and the New Brighton Tramway Company's line.
The line remained in operation under the Company's ownership until acquired by the Christchurch Tramway Board in 1906.
City and Suburban Tramway Company line The City and Suburban Tramway Company was formed with the intention of constructing two lines, both starting at the intersection of Manchester, High, and Lichfield streets, and terminating at the north end of Springfield Road and at New Brighton. As it eventuated, only the latter of these two lines was actually built.
John Brightling won the tender for the construction of the line, let in three sections, and commenced work on 1 May 1893, expecting to complete the line by the end of the year. He quickly made good progress and by the end of August had reached near Burwood School. It was at this point that the Company experienced financial problems and was unable to commission the remainder of the line. Brightling took matters into his own hands and obtained a debenture over the company, allowing him to complete the line to New Brighton in August 1894.
The route, starting in Manchester Street, ran along Cashel Street, Stanmore Road, North Avon Road, North Parade, and New Brighton Road. After crossing open country it joined up with and ran along Travis Road, crossed some open country again, and turned into Bowhill Road, then into Marine Parade and terminated at the intersection with Seaview Road.
Services were progressively commenced, as sections of the line were completed and ready for use. The first section, to Stanmore Road, was opened on 1 September 1893, followed by Burwood on 17 October 1894 and the New Brighton pier on 25 October. As the Company's first two vehicles were not ready until October 1893 services were initially provided using a vehicle hired from the Canterbury Tramway Company. The Order-in-Council granted to the Company only permitted the use of steam motive power between Burwood and New Brighton but it is believed to be unlikely that the Company ever actually used steam motors.
After the Company's failure in 1895 it was sold to its debenture holder, John Brightling, who continued to operate the line until its sale to the Christchurch Tramway Board in 1906.
Christchurch Tramway Company extensions The Christchurch Tramway Company had an auspicious beginning with a large amount of new capital it was hoped that it would succeed where its predecessor, the Canterbury Tramway Company, had failed. It acquired the assets of the old company and set about a programme of maintenance and improvements including the following measures: The line between the central city and Christchurch Railway Station along Manchester Street was lifted. Steam motors were withdrawn from all lines, save for the Sumner route, in favour of horses. The Papanui line was relaid. New stables were erected in Worcester Street to house the increasing number of horses. Ongoing maintenance included the overhaul of vehicles and relaying of other lines.
It was during the Company's tenure that two extensions were constructed. First, the Addington line was extended to Sunnyside Asylum by the end of 1895 with revenue services commencing from 1 January 1896. Second, the Sydenham line was extended to the foot of the Cashmere Hills with revenue services commencing 7 December 1898.
When the issue of the renewal of its concessions arose in the mid-1890s the Company sought extensions as not only would they be required to continue to operate but also to provide some certainty in its future for investment decisions to be made. It was decided, however, to municipalise the tramways so the Company continued in operation until 1905 when the Christchurch Tramway Board acquired its assets.
Christchurch Tramway Board era: 1905–1954
Papanui line