TROLLEYBUSES OF AUSTRALASIA
HISTORY OF CHRISTCHURCH, New Zealand |
WHEN we talk of "lost" routes, what do we mean? What is the difference between a "lost" and "closed" route? A "closed" route is one that was planned, built, opened and finally closed. A "lost" route was one that was planned and then abandoned before it was constructed. As far as I am aware, Christchurch and Dunedin both had "lost" trolleybus routes.
IN the 1920s Christchurch Tramway Board were looking for a replacement vehicle for selected tram routes to cut cost. For this the Tramway Board went overseas for a solution. By 1928 enough data had been gathered and the Board gave its engineer the routes to look at for conversion.
These were:
1. Square to Railway
Station via Manchester Street
2. Square to North
Beach via Richmond
3. Square to St Albans
Park
4. Square to Wainoni
via Linwood/Dallington.
OF the four routes planned, only one was constructed as originally planned, one constructed with much revision, and one went as far as placing poles in the ground.
THE ROUTES
SQUARE TO RAILWAY STATION
THIS route was originally opened in March 1880 and converted
to electric in 1905. The tramway ran via Manchester Street to the Railway
Station located opposite Madras Street. A number of ideal economical savings
made the route a natural choice. Railway services from out-lying districts
(Rangioria, Lyttelton, Lincoln etc) to Christchurch were frequent and would
provide a steady patronage for the Tramway Board; as the depot was located
in Moorhouse Road, this route would also provide a link to the Square,
thereby earning revenue at the same time. The trolleybus service planned
was to run as follows:
Departing from the Square in front of the main entrance of the Cathedral and run via Colombo, Hereford, Manchester, Cashel, Madras Streets, to Moorhouse Avenue. It was to return to the Square via the same route until it reach Manchester Street, then via Manchester, Gloucester and Colombo Streets to the Square. A special turning loop was to be constructed Madra/Moorhouse intersection.
Following a revision, to incorporate the depot running, servicing Lancaster (Jade) Rugby Park, and a potential dangerous turning circle at Madras Street, it was planned to run as planned to High Street/Hereford, then via High Street, Madras Street, Moorhouse, then continuing on to Moorhouse/Lancaster then via Lancaster, Stevens, Falgrave Streets, Moorhouse Avenue, Return to the Square as originally planned via Manchester and Gloucester Streets.
Designed: 1929
Revised and approved: February 1930
Cancelled: April 1931
This route was to be linked with Shirley, but after (Shirley) rejection linked to North Beach. After cancellation, tram continued until it was converted to diesel bus on 6 April 1932, with the Colombo Street-Railway Station trams running until being withdrawn 1 November 1936.
SQUARE TO NORTH BEACH/NEW BRIGHTON EXTENSION
THE tramway to North Beach opened in the mid-1980s, being electrified
in 1910 (to Burwood) and 1914 (to North Beach). The trolleybus system was
to replace the tram service between Marshlands and North Beach only. The
Square to Marshlands tramway was to stay and passengers transfer to the
trolleybuses. As originally planned the route was as follows:
Departing from it Marshlands/New Brighton Roads terminus and run via New Brighton Road, Bassett Street, Travis Road, Rockwood Avenue, Bowhill Road, Marine Parade, Seaview Road, Union, Beresford Streets to Marine Parade, returning as outward journey. The depot was to be at the old New Brighton (horse) tram depot.
Designed: August 1924
Approved: October 1924.
Following an uproar of passengers required to transfer at Marshlands the Tramway Board had, if it was to install a trolleybus system find a new Square to Marshlands connection. It wanted to keep the Square-Marshlands via Richmond trams running. With the board in 1928-29 looking at the possibilities of other trolleybus routes a revision of the route was carried out. The revision route was as follows:
From the Square via (original) Railway Route until Hereford/Manchester Streets, then via Manchester Street, Oxford Terrace, Kilmore Street, Fitzgerald Avenue, Whitmore, Avalon Streets, Hills Road, Warden, Petrie Streets, Shirley Road to New Brighton Road then via 1924 planned route, terminating at Bowhill/Marine Parade. The Marine Parade Beresford street section was dropped. Trolleybuses would return via the outward route until Manchester Street, then via Gloucester, Colombo Streets. Turning loops would be installed at Burwood and (New Brighton) Racecourse.
This route was to be linked with the Railway Route after cancellation of St Albans trolleybus route.
Revised: 1929
Approved: February 1930
Length of revised route: 6 miles 77 chains
Of this route only the Fitzgerald Avenue to Warden Street and Petrie to New Brighton Road Sections were constructed. Following yet another revision in September 1930 it would run as originally planned to Manchester/Hereford then via Hereford street to Fitzgerald Avenue then as planned to Warden Street but continuing along Hills road to Shirley Road, via Shirley Road to New Brighton Road then as originally planned in 1924. return was as outward route until Fitzgerald Road/Worcester Street, the via Worcester, Manchester, Gloucester, Colombo Streets. The Square entrance was revised at the start of 1931 to enter via Worcester Street.
Revised: August/September 1930 Square entrance;
January-February 1931.
Date Opened: 1 April 1931 (to Burwood); 1 July 1931 (to
North Beach): 5 July 1931 (to New Brighton)
SQUARE TO SHIRLEY VIA ST ALBANS PARK
THIS route was to replace the St Albans tramway which opened
in 1915. As originally planned was to run as follows:
From the Square via (original) Railway Route until Hereford/Manchester Streets, then via Manchester Street, Bealey Avenue, Babadoes, Warrington Streets, Shirley Road to a terminus at Emmett Street.
Designed: 1929
Rejected: February 1930
The Hills Road/Shirley Road to Emmett Street section was incorporated in the North Beach route. The tramway finally closed in 1953, to be replaced by diesel buses.
SQUARE TO WAINONI
THIS route was to incorporate the Avonside tram route opened
in 1912.
Departing from the Mayfair cinema, Worcester Street, via Worcester Street, Linwood Avenue, Gloucester Street, River Road (now Avonside Drive), Joyce (now Torlesse Street), Kerrs, Wainoni Roads to a terminus at Orrick Crescent. The inward route was the same until Manchester Street, then via Manchester, Gloucester, Colombo Streets to its Worcester Street terminus.
Designed: January 1930
Approved: February 1930
Cancelled: April 1931
Length of Route: 4 miles 24 chains
Only the traction poles were installed. The last Avonside tram ran in 1936, to be replaced by diesel buses.
SQUARE TO RICHMOND
THIS route was not part of the original proposal and planned
after the opening of the North Beach route and followed the tramway to
Marshlands. The overhead incorporated overhead from the tramway and North
Beach to New Brighton trolleybus extension (closed May 1933) and
new wire.
Designed: 1932
Approved: 1933
Date Opened: 1934
DEPOT RUNNING
FOUR alternatives were originally looked at.
The first incorporated the original Railway Route via Hereford Street. No additional wiring being required except in the actual depot.
The Second followed the Railway Out Route to High Street/Ferry Road then via Ferry Road, Fitzgerald Avenue. Inwards was from High Street/Manchester Street via Manchester, Gloucester, Colombo Streets.
The third followed the revised Railway Route via High Street.
The fourth was via Fitzgerald Avenue to the proposed Wainoi Route at Worcester Street.
The revised Railway Route Via High Street was approved in February 1930. As the North Beach route was given first priority in construction, in August/September 1930 it was approved that a "temporary" depot connection be made between the Depot and the North Beach route via Fitzgerald Avenue to Hereford Street.
Tenders were called in April 1930 for the construction of the three approved routes. Erection of poles by the Board began in earnest with poles being placed on the Wainoni and North Beach routes before the Board changed its mind over some routes. The results of this was only the revised North Beach route was constructed. Two years after cancelling the Railway Route in 1931, the Board did look at extending the system and in 1933 approved the Richmond route (opened 1934). No other trolleybus routes opened in Christchurch.
FLEET REQUIREMENTS
THE Christchurch Tramway purchased at total of eleven trolleybuses
to operate its two routes. However, based on running times and distances
it is estimated that the Christchurch Tramway Board if these routes had
gone ahead as planned would have required buses as follows:
ROUTE NAME | MAX | MIN | FREQUENCY. max | FREQUENCY. min | TRAVEL TIME ONE WAY |
Railway Station | 3 | 2 | 10 minutes | 15 minutes | 10 minutes |
Shirley | 3 | 2 | 15 minutes | 20 minutes | 15 minutes |
North Beach | 5 | 3 | 15 minutes | 20 minutes | 30 minutes |
Wainoni | 3 | 2 | 15 minutes | 30 minutes | 20 minutes |
New Brighton Ext | 1 | 1 | -- | -- | 5 minutes |
Richmond | 3 | 2 | 15 minutes | 20 minutes | 15 minutes |
Total Required | 18 | 12 | |||
Spares | 6 | ||||
Total Fleet | 24 |
In the same period 1931 to 1956 the 155 trams and 124 omnibuses carried
a grand total of 592,626,917 passengers at an average of 2,333,177 per
vehicle (almost half of the trolleybuses); travelled at a grand
total of 52,669,076 miles at an average of 339,800 miles per tram (tramway)
or grand total of 30,732,686 miles at an average of 247,844 miles per omnibus.
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