Wellington had a tramway system that operated from 1878 to 2 May 1964, when the last line was replaced by buses. The tramways were initially owned by a private company but were purchased by the city and formed a significant part of the city's transport system. Historically, it was an extensive network, with steam and horse trams from 1878, and then electric trams ran from 1904 to 1964.
In 1878, Wellington's trams were steam-powered, with an engine drawing a separate carriage. The engines were widely deemed unsatisfactory, however — they created a great deal of soot, were heavy (increasing track maintenance costs), and often frightened horses. By 1882, a combination of public pressure and financial concerns caused the engines to be replaced by horses. In 1902, after the tramways came into public ownership, it was decided to electrify the system, and the first electric tram ran in 1904. Trams operated singly and were mostly single-deck with some (open-top) double-deck.
Wellington's more northern suburbs, such as Johnsonville and Tawa, were not served by the tram network, as they were (and are) served by the Wellington railway system. The Wellington Cable Car, another part of Wellington's transport network, is sometimes described as a tram but is not generally considered so, being a funicular railway. It was opened in 1902 and is still in operation. Wellington's electric tramways had an unusual gauge of , a narrow gauge. The steam and horse trams were gauge, which was also narrow and the same as New Zealand's national railway gauge.
Background In 1872, the Tramways Act was enacted, allowing local authorities and private companies to construct and operate tramways in the streets. The following year, Charles O'Neill presented a proposal to lay down tracks and run a tramway, which he submitted to the Wellington City Council.
On 23 March 1876, the City Council awarded a deed to O'Neill. This deed granted him permission to construct a tramway, with O'Neill and his team agreeing to commence work within six months and to complete it within 18 months. The agreement was set for a duration of ten years, during which the City Council had the right to extend the tramway line at any time. Additionally, the City Council retained the option to purchase the tramway after ten years or to remove the tracks.
On 29 June 1876, William Fitzherbert signed the order authorising the construction of the tramways, which confirmed the terms of the City Council's deed. On 9 January 1877, locomotives, carriages, and rails had been ordered from England. The steam trams were manufactured by Merryweather & Sons in London, and 14 tram trailers originated from New York and were manufactured by John Stephenson Company. The larger trailers could accommodate 22 passengers, while the smaller ones held 14.
On 14 November of the same year, the Wellington City Tramways Company Ltd was formed. Labourers who were hired to lay the tracks were paid 10 shillings daily, while carpenters earned 14 shillings. The rails arrived on the sailing ship Broomhall in July 1877. The tramway was designed as a single-track, complete with sidings, passing loops, and crossings. The track was laid on sleepers made of Totara or Rimu, resting on a gravel bed.
History
Early tramways: 1878-1900 Steam tram
The first tram line in Wellington opened on 24 August 1878 for £NZ40,000. The line was 4.47 km in length and used a gauge of 3 ft 6 in (1,067 mm). It ran from the north end of Lambton Quay to a point just south of the Basin Reserve. The first tram was ridden by the Governor, the Marquess of Normanby, and travelled at a speed of 10 km/h. The Tramways Company claimed in their opening day speech it was the first steam-tram in the southern hemisphere but Thames had any existence steam tramway since 1871. Although it was New Zealand's first street tramway dedicated for passenger use.
On its opening day, the tramway operated four steam trams, each coupled with passenger trailers to provide seating for commuters. In addition to the steam-powered vehicles, the company also ran two horse-drawn cars to accommodate additional passengers. At its peak, the tramway's fleet grew to include eight steam tram engines, each costing approximately £NZ975. Each engine consumed around 78 cwt of coal for 12 hours of operation.
The steam trams quickly drew public complaints due to their noise, being a nuisance, soot emissions, frightened horses, and involvement in collisions, which led to civil court cases. They proved unpopular with cabmen, carters, and some residents, who convened a public meeting to voice their concerns. During the meeting, it was agreed that a formal petition would be submitted calling for the removal of steam-powered trams.
On 4 December 1879, a petition was handed over to Governor Hercules Robinson requesting the use of animal power only for Wellington's trams. Although Robinson gave the petitioners a sympathetic hearing, no further action was taken. It was alleged that cabmen deliberately blocked the way of the steam trams.
The Wellington City Tramways Company entered voluntary liquidation in 1879 because the rails were too light for the steam trams' weight. The cost to maintain the rails was too high for the company to continue, and they were to be sold to a private owner. A shareholder meeting was held on 8 January 1880 to agree that the company should be wound up voluntarily and formally. In March 1880, an auction was held, and the new owner was the sole bidder, Edward William Mills, who bid £NZ19,250 and became the director.
Horse trams
In January 1882, the introduction of horse-drawn trams led to the removal of steam trams from service. An additional route along Courtenay Place was opened. King Street Depot became a horse stable, replacing the Adelaide Road engine shed. The then-new horse stable was made to hold 50 horses and was gradually enlarged to 140 horses. The horses were brought over from the Wairarapa to pull the trams, and chaff was obtained from Sanson.
Horse-drawn trams retained the same passenger trailers as the old steam tram services. In February 1884, the old steam trams were auctioned off. However, one was retained and repurposed as a chaff cutter prepare feed for the horses, while another was sold to the Sanson Tramway. The Tramway Company's deed with the City Council was due to expire in July 1887. A council-appointed committee recommended buying the tramway. However, the Council didn't proceed at this stage.
In May 1900, the City Council held a meeting to discuss the purchase of the Wellington City Tramways, including their rolling stock, horses, tools, and rails. In June 1900, the City Council publicly announced its intention to acquire the Wellington City Tramways. On 1 October 1900, the City Council became the owner, paying £NZ19,382. The Wellington Corporation Tramways Department was established to manage the tram service. Although the City Council took over the tram company, the street lease did not expire until 1902.
Electric era: 1901–1964
Electrification
In October 1900, Councillor Luke moved a motion to investigate the cost of electrification of the existing lines. The City Council sent officers to the United States and England to investigate electrification. Reports from these countries highlighted the innovation of trams powered by electricity, with current supplied through overhead wires. In response to these reports, the City Council began conducting enquiries into the electrification and extension of the tramway. The City Council obtained the opinion of W.G. Bingham, an engineer, as well as other sources, to assist the city engineer in preparing a report. By 1901, the city engineer finished his report and made a recommendation to the City Council, and they decided to implement electric trams.
In April 1901, plans for the project were presented to the city's ratepayers, who unanimously approved the initiative. In February 1902, the ratepayers voted in a poll and approved the City Council to borrowed £NZ225,000 through the Tramways Department. The funds were used for the extension and electrification of the tramway network. A contract was signed in the same year to electrified the system.
The tracks were to be converted to the then-new gauge, which was adopted because of the narrow streets in Wellington Central. The trams used electric power to move along rails, requiring extensive infrastructure like overhead wires and tram poles. A London-based firm was awarded £NZ110,000 to lay tracks, install the overhead wire, provide wooden blocks, and set up tram poles. The electric system featured 33 trams, and about half were double-deck vehicles manufactured in England.Tram poles were made of steel sections with a slightly tapered diameter. Topped with a ball and spike finial for ornamental and water protection, bracket arms carried a double insulation system for overhead wires to power them to 500-550 volts. The tram poles were 25 feet tall, and workers used derricks to lift the poles and drop them through the holes they made in the footpath, where they were then encased in six feet of concrete.
As the electric trams were being introduced to Wellington, tram poles became a means of ornamentation of the city, resulting in elaborately designed poles. Decorative steel centre poles were embellished with wrought ironwork. On less central streets, tram poles were simpler in design but still included moulded bases, ferrules, and finials, typically featuring a ball and spike style.
The tram utilised various devices to collect power from overhead lines, with a roof-mounted trolley pole being the most common—the trolley pole connected to the overhead line was maintained by pressure from the spring-loaded trolley base. City of Wellington Electric Light and Power Company was commissioned to operate a £NZ25,000 coal-fired steam plant on Jervois Quay, supplying "white coal" to power the tramcar fleet.On 29 October 1902, the first tracks were laid by an army of up to 300 unskilled labourers, often referred to as "navvies", who were paid a shilling an hour. They tore up city streets and laid rails, inserting squares of Australian hardwood, specifically jarrah, were placed to soak in tar. The work was demanding, with long hours; the men started at 4:00 AM and finished at 11:00 PM. By January 1904, the first ten tramcars had arrived from England.
Men who would run the then-new electric trams for the city were provided uniforms that included a cap, overcoat, oilskin, tunic, trousers, and leggings, costing the Tramways Department £NZ1,000 per year to outfit them all.
The first trial run of the electric tram took place on the evening of 8 June 1904. A double-decker tram moved down Riddiford Street and Adelaide Road before returning to the tram shed, while residents opened their doors and windows to watch the tram pass by. The first public run occurred from Newtown to the Basin Reserve on 30 June 1904. Weeks after the electric trams began operating, the horse tram service was retired. In 1904, the City Council decided to clear out and sell all horses, tramcars, equipment, and anything else used in the old horse-drawn tram service to the public.
Expansion
In 1904, extensions were made to Courtenay Place, Cuba and Wallace Street, Aro Street, Oriental Bay, and Tinakori Road. The following year, a line was constructed through Newtown and Berhampore to Island Bay, and the year after, from the Te Aro line to Brooklyn.