Municipal and Official Handbook of the City of Auckland, New Zealand/Tramways
TRAMWAYS.
Auckland's first tramways were conducted by the St. Heliers and Northcote Land Company, Ltd., which entered into an agreement with the City Council for this purpose on January 11th, 1883. By an Order-in-Council, dated 9th October, 1883, under the "Tramways Act, 1872," the construction of tramways in Auckland, Parnell and Newmarket was authorised. The first tramway to be completed was the line from the Waitemata Hotel, by Queen Street, to the Ponsonby Reservoir, and the trams, which were horse drawn, commenced running on August 11th, 1884; the fare being threepence.
In 1886, the St. Heliers and Northcote Land Company, Limited, changed its name to the City of Auckland Tramways and Suburban Land Company, Limited, and the latter, as promoters of the Auckland City and Suburban Tramways, obtained further Orders-in-Council for certain extensions of the existing tramways. The Auckland City and Suburban Tramways Company, Limited, did not prosper, and owing to financial difficulties its assets passed to the Bank of New Zealand. Further transfers of the interest in the Auckland Tramways took place from time to time until it rested in the Auckland Electric Tramways Company, Limited, which was registered in London on the 22nd March, 1899.
The capital of the Auckland Electric Tramways Company, Limited, at its inception was £150,000, divided into 15,000 shares of £10 each, and, in 1907, each existing ordinary share of £10 was split into 10 shares of £1 each. From time to time the capital was increased until it eventually stood at £600,000, divided into 150,000 6 per cent. cumulative preference shares and 450,000 ordinary shares, all of £1 each. In addition first mortgage 5 per cent. debenture stock was issued to a total of £435,100.
In due course the Auckland Electric Tramways Company, Limited, made agreements with the Auckland City Council, the boroughs of Parnell, Grey Lynn, Newmarket, Onehunga and Mount Eden, and the Road Districts of Remuera, Mount Roskill, Epsom, One Tree Hill, Eden Terrace and Mount Albert for the construction of electric tramways in their respective districts. The "Tramways Act, 1908," provides that an order authorising the construction of tramways in any district can only be obtained by the Local Authority thereof on application to the Governor-in-Council, consequently all Orders-in-Council having reference to the tramways in Auckland City and suburbs are vested in the Local Authorities. The Act also provides for a Local Authority to grant a lease of a tramway constructed, or ordered to be constructed under the Act, and consequently during the regime of the Auckland Electric Tramways Company, Limited, that Company's powers regarding the tramways in Auckland were defined by certain deeds, executed by the Local Authority which delegated to the Company certain rights, privileges, etc., contained in Orders-in-Council previously obtained by the Local Authority.
The first breaking of the ground in connection with the laying of the permanent way took place on 1st August, 1901, and on the 17th November of the following year the electric trams were formally inaugurated. The opening proceedings commenced at 12.30 p.m. at the Power House, where a large number of representative citizens assembled as guests of the Auckland Electric Tramways Company, Limited. After an inspection of the machinery contained in the building, the Mayor of Auckland (Mr. Alfred Kidd), accompanied by Sir John Logan Campbell, the Town Clerk (Mr. H. W. Wilson), and others, ascended the switch board platform, and at the request of the Company's attorney, the Mayor of Auckland switched on the electric power. On leaving the Power House the guests proceeded to Lower Queen Street, where six electric tramcars waited in readiness to convey them to a luncheon in the Choral Hall. Sir John Logan Campbell started the first car, after receiving from the Town Clerk a handsomely bound motorman's license.
It was intended to start the public service the following day, the 18th November, 1902, but owing to the wreck of the S.S. Elingamite, in which some motormen, who were being brought from Sydney, were drowned, the opening was delayed until the 24th November, 1902, when the route from the City to the Three Lamps, Ponsonby, via Karangahape Road, was opened for public traffic. The other sections of the tramways were opened at intervals.
The Electric Tramways Company, Limited, was a successful undertaking, and paid its first dividend of 4½ per cent. for 1903, followed by 6 per cent. for 1904, 7 per cent. for 1905 and 1906, 6 per cent. for 1907, 1908, 1909 and 1910, 7 per cent. for 1911, 7½ per cent. for 1912, 1913, 1914, 1915, 1916, 1917 and 1918, and 5 per cent. for 1919.
Negotiations for the purchase of the electric tramways by the Auckland City Council commenced in February, 1919, but as the Company's tenure of the City lines did not expire until the 1st June, 1932, the City could not take advantage of the clause providing for purchase in the Deeds of Delegation. This clause made provision for the Local Authority to purchase the Tramway system at the expiry of the term of concession on the basis of its value as a going concern, but not including any sum for goodwill. In the case of a dispute as to the price to be paid, the question was to be submitted to the arbitration of three indifferent persons, one to be chosen by each of the parties, and the third to be named by the two persons first chosen, the arbitration to be conducted in Auckland conformably to the provisions of the "Arbitration Act, 1890." Provision was also made for the Local Authority to purchase before the expiry of the term of concession, but no terms could be laid down as in such case the Company could not be required to sell except on such conditions as might be mutually agreed upon between the parties.
The negotiations for purchase had therefore to proceed on the lines of mutual agreement. In continuance of the negotiations for purchase a valuation report of the tramways was obtained from Mr. William Ferguson, M.I.C.E., M.I.M.E., and under date of the 2nd April, 1919, an option-of-purchase was entered into between the Company and the Council, possession to be given on the 1st July, 1919, in the event of the Council exercising the option. The option-of-purchase was eventually exercised, and the City entered into possession on the date mentioned. The purchase price was £1,227,201 8s 7d. The amount was paid in Debentures of the Corporation, having a currency of 21 years from 1st July, 1919, £392,800 bearing interest at 5 per cent., and the balance at 5¼ per cent. By the purchase the Corporation secured the whole of the electric tramways in the City and suburbs of Auckland, together with all the lands, buildings, works, machinery, material and plant of the Company used by it for the purpose of its tramway undertaking, or in transit to it, at the date of possession, and further all assets, contracts and engagements in connection therewith.
POWER STATION.
TRAMWAY POWER STATION: BOILER HOUSE.
TRAMWAY POWER STATION: ENGINE ROOM.
coupled to a 300 K.W. direct current generator, steam being supplied by four Babcock and Wilcox water tube boilers. From time to time additions have been made, comprising eight boilers and the following generating plant:—Two 600 K.W. direct current sets, one 600 K.W. and three 1,000 K.W. alternating current sets, together with the requisite auxiliary plant and standard switch gear.
The boilers are fitted with automatic chain grate stokers and superheaters, and the gases from them pass through two Green's Economisers to two steel chimneys 125ft. high, lined with concrete and brick.
Coal is handled by means of a conveyor driven by electricity.
The engines exhaust into surface condensers, the circulating water for which is drawn from the harbour at Hobson Street Wharf by four motor-driven pumps, installed in a building opposite the Hobson Street Baths. The water after passing through the condensers and becoming heated is used in the baths before its return to the sea.
The total capacity of the power station is now just under 6,000 K.W.
The number of units generated for the year ended 31st March, 1921, amounted to over thirteen million.
A sub-station has been erected at Green Lane, off Manukau Road, to which power is transmitted at a voltage of 5,500 and distributed, at the ordinary voltage 
TRAMWAY WORKSHOPS.
of 550, to the tramway routes in the adjacent area. The plant consists of four 500 K.W. motor generators, together with a starter set, two negative boosters and standard alternating and direct current switch-gear.
WORKSHOPS.
The Department's workshops, which were completed in 1914, are situated in Manukau Road, near Royal Oak, and cover an area of two acres in a property six acres in extent, there being a wide margin for extensions. The buildings are constructed of galvanised iron, the supporting columns and roof trusses being of steel, and the foundation of concrete. They are lofty, well ventilated and lighted, both naturally and artificially, and are practically fireproof. The ground not used for buildings has been tastefully laid out in lawns, with flower beds and ornamental shrubs and trees.
The work carried on here includes the complete overhaul and repair of cars, rebuilding, renewal, painting, and the manufacture of parts required by the Department.
The lay-out is compact, and has been rendered possible by the use of an electrically driven traverser, which allows of a car being transported from the workshops siding to any one of the 24 tracks in the repair, wood-working and paint shops. In addition to the shops just mentioned there are the machine, electrical and 
TRAMWAY WORKSHOPS: THE MACHINE SHOP.
TRAMWAY WORKSHOPS: GENERAL STORE.
blacksmith shops. The following is a brief description of the work carried out in them.
Repair Shop.
Here the car body is lifted from the trucks by means of chain blocks on an overhead runway. The trucks are then run out from under the car to the tracks spanned by an electric crane, which does all the necessary lifting and transporting of the parts preparatory to repair and overhaul.
Machine Shop.
In this shop is installed a complete and up-to-date equipment of machines for carrying out repairs and renewals to the cars and plant generally, also machines for the making of new parts and the turning of car wheel tyres.
Wood-working Shop.
In this shop cars are rebuilt, wholly, or, in part, as required, and all necessary repairs are effected.
Paint Shop.
This is where cars are repainted and varnished.
Electrical Shop.
The different parts of the car motors are here repaired and rewound.
Blacksmiths' Shop.
In this is installed a complete plant for dealing with the various classes of forging work required in tramway working. A number of ingenious machines for making use of old material and saving manual labour have been installed and found to be of great service.
Stores.
In close proximity to the repair shops are the stores where over 5,000 different material items used in the upkeep and running of the tramways are stocked. Oil is kept in a small building isolated from all the others. Tram rails are stacked in the open. Wood, bitumen, and other stores are kept underneath the paint and wood-working shops.
OVERHEAD CONSTRUCTION.
There are three types of construction:—Centre pole, side pole, and span. The poles are made of steel or of wood (totara and Australian iron bark). The trolley wires are mostly 3/0 S.W.G. hard drawn copper, but experiments have recently been carried out with Phono electric wire.
FEEDERS.
The trolley wire is divided into a number of sections, each of which is fed from the Power Station or Substation. The feeders comprise vulcanised bitumen and lead-covered cables, some laid solid in bitumen-filled earthenware troughs, and others drawn into conduits, and also of 4/0 B and S bare copper wires fixed on the poles which support the trolley wires.
The high tension cables which supply the sub-station are lead covered and armoured. They are partly drawn into conduits and partly laid solid in bitumen-filled earthenware troughs.
CONTROL AT JUNCTIONS.
At the corner of Queen and Wellesley Streets a signal tower was erected, in 1916, from which all track points and semaphores at this 4-way junction are electrically controlled. At all other junctions, eleven in all, the track points are electrically operated by means of contactors on the trolley wires, and to enable trolley wheels to follow the right course, boom frogs, operated by the car trolley poles, are installed in the overhead wires.
TOWER WAGGONS.
Three motor tower waggons are in daily use for the examination, repair and renewal of the overhead wires and fittings. The Depôt in connection with this department is situated at Newton Road, near the top of Symonds Street. An emergency man is always on duty here, and, on account of the central position, he can reach the scene of a breakdown in the shortest of time.
CAR SHEDS.
EPSOM TRAM DEPOT.
are provided with pits to enable the trucks and under-gear to be examined. All running repairs and cleaning are effected in these two car sheds, most of the work of necessity being carried out at night. A few machine tools are installed at each car shed for the carrying out of small repair work.
ROLLING STOCK.
The number of passenger cars at the present time is 169. Of these 24 are of the four-wheeled type, coupled in pairs, each with a seating capacity for 56 passengers; 108 cars, with seating for 52 passengers, are of the vestibule composite type, equipped with bogie trucks, and the majority with two 50 h.p. motors. The remaining 37 are of various types, including six double-decked cars. All the cars are fitted with glass fronts, to afford protection from the weather, and with three types of brakes—an air and a hand brake to operate on the wheels, and a slipper brake to operate on the rails. The construction of ten new passenger cars has been authorised.
In addition to the passenger cars there are two freight cars used for the carriage of material between the stores and depôts.
PERMANENT WAY.
TYPE OF TRAM.
4ft. 8½in. In the original construction the rails were carried on longitudinal concrete stringers, but in 1904 this method was changed to hardwood cross sleepers, 8ft. x 9in. x 4½in., 2,640 being used to the mile of track.
The first tracks were laid with 92lb. girder rails, but owing to these being found too light for a heavier type of car subsequently used, girder rails weighing 110lbs. per yard (116lbs. on curves) were substituted, in 1913, for all renewal and extension work.
Owing to the unstable nature of the ground in Queen Street, recurring trouble was experienced up to the year 1913, when a complete reconstruction was carried out and the tracks relaid on a pile foundation. Track to the extent of 5,541 square yards is paved with Neuchatel asphalt, 43,308 square yards with bituminous macadam, and the balance with water bound macadam.
The steepest grade is one in 8.77, and the sharpest curve has a radius of 53ft.
STAFF.
In March 1922, the tramways staff numbered 895, viz:—
| Traffic | 458 |
| Permanent Way | 129 |
| Overhead | 19 |
| Power Station | 49 |
| Car Repairing | 186 |
| Management and Clerical | 54 |
| 895 |
Mr. P. M. Hansen was the first manager and later managing director of the Company. He was succeeded, in 1907, by Mr. J. J. Walklate, who was appointed general manager and held the position under the Company's control and afterwards under the Corporation's ownership until his death in 1922.
SICK AND ACCIDENT BENEFIT SOCIETY.
This Society, which has about 500 members, was established in 1904 to provide payment to members who are unable to follow their occupation through illness. The contribution is 6d per week for sick and funeral benefit; 9d per week for medical and dispensary benefit; and 1/6 per quarter for hospital benefit. The weekly aliment to members is £1.
RECREATION CLUB.
This body was established to promote social intercourse among the tramways staff. The club's activities include the holding of water excursions and evening socials; the promotion of football, cricket, and shooting, in which connection a miniature rifle range has been fitted up. The club has also a library. The membership is about 480, and the weekly contribution is 3d.
ACCIDENT FUND.
The third party and employers' liability settlements for the year amounted to £1,745 4s 2d, which was charged against the £3,000—allocated for the purpose from the 1920 accounts. With the £3,000 allocated from the 1921 accounts the fund is in credit £4,254 15s 10d as at the 31st March, 1921.
A statistical table, containing detailed information relative to the progress of the Tramways undertaking, will be found on the next page.
AUCKLAND CITY TRAMWAYS.
TRAFFIC STATISTICS-PROGRESS STATEMENT.
| Year ended. | 31st Dec., 1903. |
30th June, 1913. |
30th June, 1918. |
30th June, 1919. |
(9 months) 31st March, 1920. |
31st March, 1921. |
31st Mar., 1922 |
| Route miles open | 17.2 | 25.42 | 27.13 | 27.13 | 27.13 | 27.51 | 27.51 |
| Single line | 5.4 | 4.64 | 4.36 | 4.36 | 4.36 | 3.37 | 3.37 |
| Double line | 11.8 | 20.78 | 22.77 | 22.77 | 22.77 | 24.14 | 24.14 |
| No. of cars | 43 | 156 | 156 | 156 | 156 | 154* | 157 |
| Miles run | 3,270,529 | 3,412,053 | 3,335,354 | 2,701,954 | 3,790,146 | 4,232,897 | |
| Passengers carried | 13,535,611 | 40,331,316 | 44,823,967 | 43,785,594 | 36,952,956 | 45,820,939 | 48,099,331 |
| Traffic Receipts | £81,773 | £257,592 | £294,564 | £292,503 | £251,461 | £414,251 | £504,011 |
| Sundry Receipts | £1,157 | £4,122 | £6,870 | £8,221 | £3,152 | £4,935 | £5,441 |
| Total Receipts | £82,930 | £261,741 | £301,434 | £300,724 | £254,613 | £419,186 | £509,452 |
| Recpts. per passenger | 1.42d | 1.53d | 1.58d | 1.60d | 1.63d | 2.19d | 2.54d |
| Exp. per passenger | .83d | .93d | 1.04d | 1.19d | 1.09d | 1.54d | 1.92d |
| Passengers per mile | 12.33 | 13.13 | 13.13 | 13.67 | 12.09 | 11.36 | |
| Staff | 748 | 663 | 688 | 733 | 808 | 895 |
NOTE—CARS–The reduction in the number is accounted for by the permanent coupling of small cars in pairs and counting coupled cars as units.