Wellington tramway system

The last regular tram service in New Zealand c. 1964.

Operation

Locale

Wellington, New Zealand

Open

1878

1964

Status

Closed

Routes

Owner(s)

Wellington City Council (from 1 August 1900)

Infrastructure

Track gauge

4 ft (1,219 mm)

Propulsion system(s)

Steam (1878-1882)
Horse-drawn (1882-1904)
Electric (from 1904)

Steam engine era: 1878 (1878)–1882 (1882)
Status	Converted to Horse-drawn
Owner(s)	Wellington City Tramways Company Ltd
Track gauge	3 ft 6 in (1,067 mm)
Propulsion system(s)	Steam
Route length	4.5 Km (1878)

Horse-drawn era: 1882 (1882)–1904 (1904)
Status	Replaced by electric trams
Owner(s)	Wellington City Tramways Company Ltd
Track gauge	3 ft 6 in (1,067 mm)
Propulsion system(s)	Horse-drawn
Route length	20 km (1904)

Electric tram era: 1904 (1904)–1964 (1964)
Status	Closed and replaced by buses and trolleybuses
Routes	Wellington City Council
Owner(s)	Tramways Department (1900-1948) Transport Department (1948-1964)
Track gauge	4 ft (1,219 mm)
Propulsion system(s)	Electric
Electrification	Overhead line, 550 V DC
Route length	53 km (1943)

Overview
Wellington tramway network at its greatest extent, superimposed on the city as it is today

The Wellington tramway system (1878–1964) operated in Wellington, the capital of New Zealand. The tramways were originally owned by a private company, but were purchased by the city and formed a major 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, when the last line from Thorndon to Newtown was replaced by buses.

Initially, 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 the unusual gauge of 4 ft (1,219 mm), a narrow gauge. The steam and horse trams were 3 ft 6 in (1,067 mm) gauge, also narrow and the same as New Zealand's national railway gauge.

Background

In 1872, Tramways Act was passed and allowed for the construction of tramways and both local authorities and private companies were able to run them. The flowing year, Charles O'Neill proposed a plan to lay down tracks and operate a tramway submitted to the Wellington City Council.

A deed was awarded to O'Neill on 23 March 1876, granted by the City Council. The deed granted the power to construct a tramway, with O'Neill and his team committing to start works within six months and finish within 18 months. The agreement was for ten years, with the City Council having the right to extend the line at any time. The City Council had the right to purchase the tramway after 10 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 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.

During the same year, the Wellington City Tramways Company Ltd was formed. Laborers who were hired to lay the tracks were paid 10 shillings a day, 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 loop, 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 at a cost of £40,000. The line was 4.5 km in length and 3 ft 6 in (1,067 mm) gauge; and ran between the north end of Lambton Quay and a point just south of the Basin Reserve with the Governor, the Marquess of Normanby riding the first tram at 10 km/h. The service was claimed to be the first steam-tram in the southern hemisphere.

During its early operation, the tramway boasted four steam trams, each connected to passenger trailers for seating. Additionally, the tramway company operated two horse-drawn cars that were used to transport some passengers. At its peak, the fleet expanded to eight steam tram engines, each costing approximately £975. Each engine consumed around 78cwt of coal for 12 hours of operation.

The steam trams caused complaints over noise, being a nuisance, soot, frightened horses, and collisions, which led to civil court cases. They proved unpopular with cabmen, carters, and some residents, who organised a meeting. It was decided to petitioned for their removal. On 4 December 1879 a petition was handed over to Governor Hercules Robinson requesting the use of animal power only for Wellington's trams. It was alleged that cabmen used to block the way of the steam trams deliberately.

The Wellington City Tramways Company went into 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 too be sold to a private owner. A Shareholder meeting was held on 8 January 1880 to agree the company to be wound up voluntarily formally. In March 1880, an auction was held, and the new owner was the sole bidder, Edward William Mills, who bid £19,250 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, and King Street Depot became a stable for horses replaced the engine shed on Adelaide Road, which 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. In February 1884, the old steam trams were auctioned off but one of the steam trams was retained as a chaff cutter for the horses’ feed. 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 on purchasing the Wellington City Tramways and their rolling stock, horses, tools, and the rails. In June 1900, City Council gave public notice of its intent to purchase the Wellington City Tramways. On 1 October 1900, the City Council became the owner, paying £19,382. The Wellington Corporation Tramways Department was established to manage the tram service. The Wellington City Council purchased the tram company and took over from 1 August 1900, although it was not until 1902 that the street lease expired.

Electric era: 1901–1964

Electrification

In 1901, the City Council conducted inquiries into the electrification and extension of the tramway and decided to proceed with the project. Plans for the electrification and extension of the tramway were presented to the city's ratepayers, who approved the initiative. In 1902, the City Council borrowed £225,000 through the Tramways Department and employed the funds for the extension and electrification of the tramway network. A contract for the system to be electrified was let in 1902 and the tracks to be converted to the then-new 4 ft (1,219 mm) 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 new rails, overhead wires, and tram poles. A London-based firm was awarded £110,000 to lay tracks, provide wooden blocks, and install tram poles for 33 tramcars.

Tram poles were placed at half-mile intervals on the side of the streets, 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 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 £25,000 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 laborers, often referred to as "navvies," who were paid a shilling an hour. They worked tirelessly, tearing up central city streets and laying rails, between which 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 would receive a uniform that included a cap, overcoat, oilskin, tunic, trousers, and leggings, costing the Tramways Department £1,000 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 to return to the tram shed, while residents opened their doors and windows to watch the tram. The first public run was from Newtown to the Basin Reserve was on 30 June 1904. The horse tram was retired just weeks after the electric trams started operating. 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

Extensions in 1904 were 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. On 16 April 1907, a dedicated single-track tram tunnel to Hataitai was completed, allowing services to reach Kilbirnie, Miramar, and Seatoun which cost £70,000. The Hataitai tunnel, which took over a year to complete, involved a hundred miners working in three shifts, 25 bricklayers and apprentices, as well as teams of drivers and truckers to remove the spoil. When the trams arrived at Seatoun it ended the ferries services there. In 1907, the Tinakori Road line was extended westward towards Karori, reaching Karori Cemetery. In February 1911, the line to Karori was extended up Church Hill to Karori Park. The City boundary was at the Wellington Botanic Garden in Tinakori Road and the Karori Borough Council was responsible past the Gardens. As with the Melrose Borough Council in 1903, the one council's operation of the city tramways was a factor in the amalgamation of Karori Borough Council with the Wellington City Council in 1920

Construction of the new track then slowed but did not stop. In 1909, a line was built from Kilbirnie to Lyall Bay and then another from Tinakori Road to Wadestown. By 1910, the tram tracks extended for 35.5km, with nearly a third being double tracked. In 1915, a line was built to connect Newtown with Kilbirnie, via Constable Street and Crawford Road. In 1911, two tramcars were constructed for freight and parcel services between the city and the suburbs, and depots were established throughout the city. The freight trams transported various commodities, including food, coal, beer, and passengers' suitcases from the trains.

Heyday

Wellington tram patronage
FY	Patronage	±% p.a.
1882	3,000,000	—
1910	22,000,000	+7.38%
1943	62,000,000	+3.19%
1965	0	−100.00%
Source: 1882, 1910, 1943

Many of Wellington's suburban locations were remote, semi-rural areas with small populations, but the introduction of the trams connected them to the city, allowing them to thrive. Along tram routes, development driven by residential speculators flourished, with the proximity to the tram being a crucial factor in determining housing intensity. The introduction of trams to the outer city also significantly transformed the social life of the residents. A new focus on leisure for the urban worker who could take a tram out to Lyall Bay to swim, sunbathe, take a seaside stroll or have picnics on their days off.

The tramway workers took great pride in their organisation. They formed rugby, cricket, and tennis teams and held picnics and dances. The Tramway Band was well-known throughout Wellington, and they played at local events.

In 1924, a case went to the Court of Appeal of New Zealand challenging the use of eminent domain to secure right-of-ways for tracks. In Boyd v Mayor of Wellington, the court found that, although the government forced the sale of land improperly, it had acted in good faith so the sale was not reversed.

On 4 June 1929, the last new line was completed, a branch of the Karori line through a tunnel to Northland. The suburban tram system extensions has cost the City Council £1,500,000 from 1905 to 1929.

In 1933, the Fiducia tram was unveiled during the New Zealand National Confidence Carnival to raise money for the Mayor's distress fund. Fiducia is a Latin word that means "trust" or "confidence". A 1935 demonstration by a Fiducia tram convinced the speaker and members of the Legislative Council that modern trams were silent.

Finally, in 1940, a shorter route was opened up Bowen Street to the western suburbs of Karori and Northland instead of the route via Tinakori Road. This had been proposed since 1907, but successive prime ministers (Ward and Massey) opposed noisy trams using Bowen Street or Hill Street close to parliament. During World War 2, women helped to address labor shortages in Wellington. In 1941, the Tramways Department hired its first “tram girls”, outfitting them in uniforms of dark blue trousers and “battledress” tops. By 1944, there were 175 women conductors, accounting for nearly a third of the total Tramways staff, who were responsible for clipping tickets. Competition among different offices led to many women being recruited as “conductorettes.” Women also performed cleaning of trams at night at the depots. During the war years, the trams experienced their busiest period ever, as commuting American servicemen and petrol rationing drove passenger numbers close to 63 million in 1944. To accommodate more passengers, centre seats were removed from the trams. Additionally, repairs and upgrades were postponed because of wartime shortages.

Demise

Abandonment

Closure

The first major line closure came in 1949 when Wadestown closed. The following year the Oriental Bay line closed. In 1954, the Karori line (including the Northland branch) closed. In 1956, after the last tram run in Auckland, Wellington became the last regular passenger service in New Zealand. In 1957 services to Aro Street and Brooklyn ended. The construction of Wellington International Airport destroyed the route to Miramar and Seatoun. All services to the eastern suburbs had ceased by 1962, with Lyall Bay closing in 1960, Constable St/Crawford Rd in 1961, and Hataitai in 1962. In 1963, the service to Island Bay was withdrawn, leaving mainly inner-city routes.

On May 2, 1964, the remaining tram line was officially closed with a parade that travelled from Thorndon to Newtown, featuring three trams in the final procession. Hundreds gathered to witness the final three trams traverse the streets.

The first two trams were adorned with red, white, and blue bunting, representing the colours of the New Zeland flag. The last tram was uniquely decorated in black and gold, the colours of Wellington. It featured a large rosette on both the front and back, showcasing the city's coat of arms, surrounded by an arc of flags. Slogans were written on the sides of all three trams.

During a closing ceremony at Thorndon, Mayor Frank Kitts expressed his belief that the decision to discontinue trams was as a "retrograde step." However, Councillor Manthel, who was responsible for the changeover and a car dealer, viewed it as a successful conclusion. In 1960, he had stated that “trams caused difficulties in traffic and pedestrian control.”

Post-closure

Queen Elizabeth Park Tramway 1965-present

Proposed systems

Remnants

Some of Wellington's old trams have been preserved, and are now in operation at the Wellington Tramway Museum at Queen Elizabeth Park in Paekākāriki on the Kāpiti Coast and at the Museum of Transport and Technology in Auckland.

Around the city, it is still possible to see buildings associated with the system. The most prominent and largest remaining sites are the Kilbirnie workshops, although the land area has gradually decreased. A retirement village has now replaced what used to be a large outdoor storage yard. However, the major brick structures from the former Tram workshops remain largely unchanged. The Tramway Hotel on Adelaide Road opened soon after the tram service began. It is located at the end of the original tram line. Nearby is Brown Street, named after Samuel Brown, the contractor who laid the original track. There is the old tramway office opposite the Lambton Quay entrance to the Railway Station. Tram return loops are located near the Newtown Park Zoo and one in Miramar. Several weather shelters can be found scattered around the city, including one at the Newtown Park Zoo loop and others in Wadestown, Miramar, and Oriental Bay. Additionally, there is a former Tram Office that once served as the booking office for the Tramways Department.

In 2024, the city council laid historic tram tracks on the Parade in Island Bay as a part of a village upgrade to represent when trams ran along The Parade. The Wellington Tramway Museum had agreed to provide two ten-meter-long rails for the street display on The Parade. The museum prepared the rails, trimming them to the required length, drilling holes, fitting tie bars, cleaning rust, and painting the rail tops. An interpretation panel was set up to explain the history of trams in the suburb.

List of dates

The years of opening and closing of various tram routes are:

Route	Opened	Closed	Remarks
Aro Street	1904	1957
Brooklyn	1906	1957
Hataitai	1907	1962
Hataitai/Kilbirnie/Miramar	1907	1957	via Hataitai tram tunnel
Island Bay	1905	1963
Karori	1907	1954
Kilbirnie	1915	1961	via Crawford Road
Lyall Bay	1911	1960
Newtown/Thorndon	1904	1964
Northland	1929	1954	branch of Karori route
Oriental Bay	1904	1950
Seatoun	1907	1958
Tinakori Road	1904	1949	extended to Karori
Wadestown	1911	1949

Legacy

The 1992 comedy splatter film Braindead features several shots of trams, overhead wires, and model tramlines. The production designers created a miniature to reproduce the Newtown tramway for the film. Artists and illustrators have created many murals depicting the tramways in Wellington suburbs such as Oriental Bay and Kilbirnie.

References

Notes

The Hataitai tram tunnel is still used by buses.

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Bibliography

Not by author; sorted by publication name

Efford, Brent (2018). Direct through service tram-train for a complete rail system (PDF). Wellington: NZ Agent, Light Rail Transit Association PLC. p. 108. Retrieved 5 January 2025.{{cite book}}: CS1 maint: url-status (link)
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Irvine, Susan; Kerrigan, Carole-Lynne; Cawte, Hayden (2023). Historic Heritage Evaluation (PDF). Wellington: Wellington City Council. p. 45.
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Mulgan, Alan (1939). The City of the Strait : Wellington and its Province, a Centennial History. Wellington: A. H. & A. W. Reed. p. 387. ISBN 978-0-908329-88-5.
Stewart, Graham (1973). The End of the Penny Section: A History of Urban Transport in New Zealand. Wellington: Reed. p. 260. ISBN 0-589-00720-3.
McDonnell, Hilda (1978). The First 100 Years: Wellington Centenary of Public Transport. Wellington: Wellington City Transport. p. 8.
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City Council, Wellington (2013). Various bus and tram shelters. Wellington: Wellington City Council. p. 21.{{cite book}}: CS1 maint: url-status (link)
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Parliament, New Zealand (1902). Wellington City Electric Tramway : Order in Council. Wellington: NZ Parliament. p. 10. Archived from the original on 6 February 2023. Retrieved 29 December 2024.
McLeod, Norman; Farland, Bruce (1970). Wellington Prospect: Survey of a City, 1840 - 1970. Wellington: Hicks Smith & Sons Limited. p. 231. ISBN 0456005102.
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Lawes, John William (1964). Wellington Tramway Memories. Wanganui: R. B. Alexander. p. 35. Archived from the original on 10 February 2022. Retrieved 29 December 2024.
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