The Wellington steam-tram service, which began on 24 August 1878, was the first in the Southern Hemisphere. The steam-generated engines pulling passenger trams were operated by the private company, Wellington City Tramways Company Ltd. The steam trams led to complaints over the noise and soot from the coke-fired engines, and collisions with horse-drawn carts resulted in civil court cases. After experiencing financial difficulties, the Company decided on 24 December 1879 to go into voluntary liquidation and was eventually sold to private owners. Horse-drawn trams were reintroduced in 1882 which led to the steam-powered trams being withdrawn from service. After being leased for eight years from 1890, the tramway operation was sold in 1900 to the Council's Wellington Corporation Tramways Department, which introduced electric trams four years later. 

Opening Day, 24 August 1878

Backstory: The Tramway's beginnings

LEGISLATION: TRAMWAYS ACT 1872 

Wellington tramway, 1873 - 1877

Tramway constructed by O'Neill, Macdonald & Henderson

A proposal for constructing and operating the tram was submitted to the Wellington City Council which was also known as the Wellington City Corporation (and also known as the Corporation of the City of Wellington). The Wellington City Corporation was constituted in 1870 under the Municipal Corporations Act of 1867, to administer local government in Wellington and replaced the Wellington Board of Works.  Prior to 1974, the administrative body for Wellington city was legally the Wellington City Corporation. Officially the term 'Council' referred to the mayor and councillors only.  (Source: Archives Online: Wellington City Council)

 The Deed of Construction issued by the Wellington City Corporation included the following provisions which were outlined by the Otago Daily Times, 1 January 1878:

"The deed the Corporation granted the promoters power to break up the streets and lay the tramway, and to run vehicles thereon subject to certain restrictions, whilst the promoters on their part bound themselves to commence the work within six months, and complete it within 18 months. The agreement was for ten years, and the Corporation reserved power to require the  extension of the line in any direction by giving twelve months' notice, but this power only extended to the nine years of the agreement... The Corporation have the right to purchase at the end of ten years by giving six months' notice, and if this right is not exercised, the promoters may take up and remove the tramway, or sell to other parties on such terms as to an extension of tenure as may be settled by arbitration with the Corporation." 

Sold to Wellington City Tramways Co. Limited, 1877

Syndicate of 11 Directors formed

A notice dated 14 November 1877. appeared in the Evening Post (17 Nov 1877) advertising the Wellington City Steam Tramway Co., with a capital of £50,000, in 10,000 shares of £5 each.

A syndicate of 11 directors had been formed: John Henderson, (Civil Engineer), Robert Greenfield (Merchant). Henry Mace (Brewer), H. W. Diver (M.R.C.P.),  E. W. Mills (Merchant), T. K. Macdonald (Accountant), John Sheehan (M.H.R.),  C. W. Schultze, (Merchant), Edward Toomath (who was appointed as the chairman), W. T. R. Travers (Solicitor) &. W. Conyers (Civil Engineer, Christchurch). The following were also listed: Bankers: The Bank of New Zealand; Engineer: J. R. Davis; Solicitors: Messrs. Travers - Ollivier and Co.; &  Auditors: C. C. Graham and C. P. Powles, Esq.     

Tram line:

A description of where the tram line was to be laid was given in the Otago Daily Times (1 January 1878): 

"The route along which the line was to be laid extended from the Railway station at Pipitea Point, and from thence along Thorndon and Lambton Quays to Willis street, and along Willis street to Manners street, and along Manners street to Cuba street, and along Cuba street to Ingestre street, and along Ingestre street to Vivian street, and along Vivian street to Cambridge terrace roadway, and along Cambridge terrace roadway to Sussex square, and from thence along the northern, eastern and southern sides of Sussex square to the Adelaide road, and along the Adelaide road to a point at or near Drummond street; and also along Grey street from Lambton Quay to the east side of Custom House Quay. Exclusive of the short branch line from Lambton Quay through Grey street to the Queen's Wharf, this would give a length of line of about 3¼ miles."

Steam-engines

A description of the steam-engines was given in the Otago Daily Times (1 January 1878):

 The Company ordered "eight steam carriages, made by Messrs Merryweather and Sons, of London, and patented by them. These consist of a boxed-in car in which is placed a wooden cased engine, similar in appearance to those used in steam launches. On the top of the car is placed a large tank capable of holding about two tons of water. The escape steam of the boilers is supposed to pass through this water and condense, but this it does not do effectually, and the one objection to these engines is the escape of uncondensed steam in clouds from the tank. This is apt to frighten horses. There is, however, no noise connected with the escape, nor does the working of the engine cause any noise. The smoke also is perfectly condensed. These engine cars are capable of going at great speed, and make less rattle than an ordinary buggy. They are fitted with such powerful breaks that even when going ten miles an hour they can be brought to an absolute stand still within a very few feet, about their own length in fact. No horse-drawn vehicle going at the same pace could be stopped in four times the distance. These engine cars landed here cost about £975 each. ...The consumption of coal in each engine is about 78cwt. for 12 hours' running. "

Passenger cars

The following description of the passenger cars was also given in the Otago Daily Times (1 January 1878):

"The passengers are conveyed in cars manufactured by Messrs John Stevenson and Co., Limited, of New York, and are admirable specimens of combined strength and lightness. Eight of them are what are termed "Hoboken" cars. They are most comfortably cushioned and backed, and are fitted with brilliant lights for night traffic. It is quite easy to read in them at night, and they are airy, well ventilated, and comfortable. The whole length of the upper panels is flayed. The seats are lengthways, and there is a platform and entrance at each end. Above each seat there runs a wire which any passenger can pull and sound the bell for stopping. There are nets above for small parcels, and straps at frequent intervals for persons who wish to stand up or move about to hold on by. The platforms at each end are reached by a broad step about sixteen inches only from the surface of the street, so that even women and children experience no difficulty in entering or leaving the cars. In addition to the eight "Hoboken" cars there are six smaller cars of the " Wilmington" pattern, fitted up in a similar manner to the former. These cost about £325 each landed here, and the "Hoboken" ones about £450 each, The large cars seat 22 people, and the small ones 14 but there is standing room for a much larger number in each. All the cars are severed in their bodies from the running gear by india rubber insulator springs, which effectually destroy all jar and render the motion delightfully smooth and pleasant. There are also on the line four strong goods carriages which cost £150 each."

Opening Day, 24 August 1878

STEAM TRAM SERVICE BEGINS OPERATING 

Complaints: Noisy, polluting, danger to horses

Financial concerns

SHAREHOLDERS RAISEd ISSUES IN LETTERS TO EDITOR 

W.C.T. Company Ltd to be placed into liquidation 

Company auctioned, March 1880

ShAreholders' Court case, April 1880

New owners: Grace, Greenfield & Stewart, 1880 

During 1880, there was another change in the Company's ownership: "After running for a number of years at serious loss, the whole interest was purchased by Dr. Grace and Messrs. Greenfield and Stewart."  Source:  Evening Post (1 Oct 1900)   

FINANCIAL ISSUES WITH SHAREHOLDERS CONTINUED 

horse-drawn trams re-introduced in 1882

Tramways auctioned to Grace & Greenfield, Jan 1884

End of an era for steam trams by 1885? or 1892?

After the horse-drawn trams were reintroduced in 1882, steam trams also continued to be used at first.  According to MOTAT, "The last steam-drawn tram was withdrawn from service in 1892."  

The Evening Post (25 August 1928), when reporting on the tramway's 50-year jubilee, had stated that "jiggers" had been run in opposition to steam cars: A "jigger" was-a horse-drawn bus with the same gauge as the steam tramway rails. These "jiggers" ran along the tram routes, picking up passengers; and, when opportunity offered, used the tramway rails, which the wheels of the "jiggers" were made to fit. Owing lo their lighter construction they were able to pull off the rails,pass a steam tram outfit, and then, return to the rails again.

However, a letter to the editor of the Evening Post (27 August 1928) from former employee A. Cassin states that by July 1885, horse cars only were being run for passengers, with the only steam engine being used to drive an oat-crusher:  "As a tramway and bus employee in the Wellington service from 1885 to 1592, I take the liberty of drawing your attention to an error in your report of the tramway jubilee in Saturday's issue, in which you state the "jiggers" were run, in opposition to the steam cars. I arrived in Wellington in July, 1885, and at that date horse cars were being run, the only steam engine in use being used to drive an oat-crusher at the stables." 

What happened to TramwayS?

Company's 10 year concession with City Council due to expire, July 1887

The Wellington Council had the option of purchasing the tramway, as was reported by the Auckland Star (1 July 1887):   "The Tramway Company's concession is about to expire and the City Council have appointed a Committee to consider the relations of the Corporation towards the proprietors with a view to their purchase if desirable. The Manager of the Tramway Company has furnished a statement showing the profits for the last two years to-be £2.965 and £1,942 respectively, but the Committee have obtained another statement, which they alleged showed larger returns. They recommended that notice to purchase be given and the Council adopted their report."  However, the Council did not proceed with purchasing at this stage.

Non-smoking onboard & no driving of vehicles along tram lines, 1888

Line extensions, 1888 

Patents' rights infringements, 1888 & 1889 

Foreclosure by BNZ, Oct 1889

Industrial disputes during 1890s

Wellington tramways lease sold to Hall, Aug 1890

Dr. Grace and Greenfield sold the lease of the tramways to Archibald Hall for eight years. Under Hall's management "it became so satisfactory and profitable that when his lease expired (two years last August), common report had it that he had retired with a snug fortune. At any rate, Mr. Hall made the service a paying concern for the first time in its history, and if he reaped reward he deserved it."   (Source: Evening Post, 1 Oct 1900) 

TRAMWAYS OWNER ADMINISTRATOR: DR GRACE, AUG 1898  

In August 1898, when Hall's lease for the tramways expired after eight years, the administration of the tramways reverted to Dr Grace. "Messrs. Greenfield and Steward having both died, their respective trust estates, so far as the trams were concerned, were vested in Dr. Grace, who controlled the administration, under competent management, from the expiry of Mr. Hall's lease."    Source: Evening Post (1 Oct 1900)  

Tramways purchased by Wellington Council, 1900

In the late 1880s, the Wellington City Council began negotiations to purchase the tramway network which it eventually acquired on 1 August 1900 from Dr. Grace. This led to the establishment of the Wellington Corporation Tramways Department on 1 October 1900, which operated under the Tramways Act 1894 and the Tramways Bylaw 1900.   

"Mr. A. Hall, who was well known as the lessee of the trams for eight years, took charge as General Manager for the Corporation this morning....  Mr. Hall will have as his first lieutenant Mr. R. Peterson, who will be the accountant and traffic manager. Mr. Petersen was with Dr. Grace and Mr. Hall in their conduct of the service for some 12 years."   (Source: Evening Post, 1 Oct 1900)

Find out more:

Wellington Tramway Museum: History of trams in Wellington, https://www.wellingtontrams.org.nz/gallery

'Wellington steam-tram service opened', URL: https://nzhistory.govt.nz/wellington-becomes-the-first-major-centre-to-begin-a-passenger-tram-service, (Ministry for Culture and Heritage), updated 27-Jul-2017 

Wellington City Libraries: Trams in Wellington, 1878-1964, https://www.wcl.govt.nz/heritage/trams.html 

Archives online: Tramways Department, https://archivesonline.wcc.govt.nz/nodes/view/7915

"Wellington City tramways" In: Tramway & Railway World (Vol XVIII, 9 Nov 1905), URL: https://wellington.recollect.co.nz/nodes/view/4529