Christchurch transport kengashi - Christchurch Transport Board

The Christchurch transport kengashi mahalliy transport aktivlarini qurish, sotib olish va egalik qilish hamda jamoat transporti xizmatlarini ekspluatatsiya qilish uchun mas'ul bo'lgan avtonom maxsus maqsadli shahar hokimiyati edi. Christchurch Yangi Zelandiya mintaqasi Janubiy orol. Sifatida tuzilgan Christchurch tramvay kengashi 1902 yilda,^[1] Tramvay va avtobuslarda Christchurchning tashqi chekkalari va yo'ldosh shaharlarigacha 84 yil davomida ushbu shahar tashkillashtirilgunga qadar ishlagan. 1989 yil mahalliy hokimiyatni isloh qilish.

Boshqarma mavjud tramvay yo'llarining mavjud tarmog'ini nazorat qilishni o'z zimmasiga oldi va tarmoqni kengaytirib, elektr energiyasiga o'tkazdi. Iqtisodiy choralar natijasida bir nechta tramvay yo'nalishlari o'zgartirildi trolleybus va keyinchalik 1930-yillardan boshlab dizel avtobuslari bilan ishlash. Qolgan tramvay marshrutlari oxiridan keyingi o'n yil ichida asta-sekin yopildi Ikkinchi jahon urushi infratuzilmani yangilash yoki almashtirishni talab qilganligi sababli. Kengashning oxirgi tramvaylari 1954 yilda, so'ngra uning trolleybuslari 1956 yilda olib tashlangan. 1964 yilda uning eski avtoulovlari, shu jumladan benzinli avtobuslari almashtirilgach, uning faoliyati dizel avtobuslariga to'liq aylantirildi.

Yo'qotilgandan so'ng, Kengashning avtobus harakati Mahalliy hokimiyatning savdo korxonasiga (LATE) topshirildi va 1991 yil o'rtalarida tartibga solinmaganidan so'ng, Christchurchdagi xizmat ko'rsatuvchi provayderlardan biri edi.^[2] Kengashning qoldiqlari bugungi kunda saqlanib qolgan Christchurch shahar kengashi taniqli Qizil avtobus, nomi 1991 yildan beri ma'lum bo'lgan.^[3]

Tarix

Ushbu bo'lim a ni o'z ichiga oladi foydalanilgan adabiyotlar ro'yxati, tegishli o'qish yoki tashqi havolalar, ammo uning manbalari noma'lum bo'lib qolmoqda, chunki u etishmayapti satrda keltirilgan. Iltimos yordam bering takomillashtirish ushbu bo'lim tomonidan tanishtirish aniqroq iqtiboslar. (2013 yil iyun) (Ushbu shablon xabarini qanday va qachon olib tashlashni bilib oling)

Fon

1880 yildan boshlab xususiy kompaniyalar tomonidan bir qator tramvay marshrutlari qurildi va boshqarildi, ular ot va bug'ni harakatlantiruvchi kuch sifatida ishlatishdi. Ushbu xizmatlar o'sha paytda mahalliy transportning katta yaxshilanishidan darak bergan bo'lsa-da, asrning boshlarida o'zgarishlarga kayfiyat mavjud edi. Mamlakatning boshqa shahar va shaharlari allaqachon elektr tramvay tarmog'ini o'rnatgan yoki shu jumladan, ularni joriy etishni o'ylaydilar Oklend (1902), Dunedin (1903) va Vellington (1904).

Christchurch tramvay kompaniyasi tomonidan olib borilayotgan imtiyozlar 1899-1919 yillar orasida turli vaqtlarda tugashi kerak edi. Shuni hisobga olib, ushbu imtiyozlarni uzaytirish bo'yicha manfaatdor turli xil mahalliy idoralar bilan muzokaralar olib borishga harakat qildi. uning ishi va kelajakdagi investitsiyalar uchun biron bir ishonchni ta'minlash. Foydasiga jamoatchilik fikri bilan elektrlashtirish va xususiy tramvay yo'llari kompaniyalarining moliyaviy ahvoli og'irligi, ular bunday xizmatni taqdim etishlari ehtimoldan yiroq edi, kengashlar imtiyozlarni yangilashga qarshi chiqdilar.

Asrning boshiga kelib, Christchurch shahar kengashi tramvay yo'llarini shahar nazorati ostiga olish tarafdori edi, lekin faqat o'z shartlari bilan. Bu Christchurch City-ga qo'shni tumanlarda shubha uyg'otdi - ularning hududi orqali bunday tizim mavjud bo'lgan xususiy tarmoq o'rnini bosadigan bo'lsa ham qurilishi kerak edi - ular bunday tizimning ishlashini nazorat qila olmaydilar. Tramvay yo'llari konferentsiyalari 1890-yillarning o'rtalaridan boshlab munitsipallashtirish masalasini ilgari surish uchun jalb qilingan mahalliy idoralar uchun o'tkazildi, ammo 1902 yil martigacha shahar Kengashi o'z qo'shnilarining saylangan a'zolari bilan tramvay kengashi to'g'risidagi talablarini bajardi. Tramvay konferentsiyasidan elektr tramvay yo'llari tizimini qurish va ulardan foydalanish taklifi qabul qilindi Britaniya elektr traktsiyasi (Oklend tizimi uchun shartnoma tuzgan o'sha kompaniya) fevral oyida, ammo jamoatchilik ushbu taklifni qo'llab-quvvatlaganiga qaramay, rad etdi, chunki ular allaqachon shahar nazorati tarafdori edi.

Elektr tramvaylarini Xristchurchga olib kelish bo'yicha jamoatchilik fikri ijobiy bo'lishiga qaramay, rad etganlar bor edi. Elektr tramvay yo'li tizimi uning Christchurch rasadxonasida o'qishga to'sqinlik qiladigan magnit bezovtaliklarni keltirib chiqaradi deb hisoblagan Qirollik jamiyati; elektr tramvay yo'lining qaytib oqimidan oqib chiqishdan qo'rqgan kommunal xizmatlar elektroliz orqali er osti quvurlarini korroziyaga soladi; va bunday tizim orqali elektr energiyasining oqimi telefon zanjirlarida yer oqimlariga xalaqit beradi va shu bilan ularni foydasiz qiladi deb hisoblagan telefon mutasaddisi. Barcha kommunal xizmatlarga tegishli echimlar topildi.

Formatsiya: 1902-1903

Tramvay konferentsiyalari 1902 yil iyun oyida har bir zarar ko'rgan tumanlardan saylangan vakolatxonalari bilan alohida tramvay kengashi tuzish to'g'risida qaror qabul qilish bilan yakunlandi. Shu maqsadda 1902 yil 26 sentyabrdan kuchga kirgan Christchurch tramvay okrugi to'g'risidagi qonun qabul qilindi va Christchurch tramvay boshqarmasi tug'ildi.^[4]

Kengashning okrugi tarkibiga Christchurch shahri kirdi; tumanlari Sydenxem, Sent-Albans, Linvud, Vulston, Nyu-Brayton va Sumner; va barcha tuman tumanlari Spreydon, Avon, Xitcote, Rikkarton va Xalsuell, kelajakda boshqa sohalarni qo'shish uchun ta'minlangan holda. Tramvay qatnovi uchun o'z tumanida stavkalarni undirish va plebisit tomonidan tasdiqlangan holda kreditlar (dastlab 250 ming funtgacha va keyinchalik kerak bo'lsa qo'shimcha 100 ming funt sterling) jalb qilishga vakolat berilgan.

Keyingi yili 1903 yil 22-yanvarda birinchi tramvay kengashini saylash uchun saylov bo'lib o'tdi.^[5] O'n besh nafar nomzod taniqli mahalliy siyosatchilar va ishbilarmonlarni saylash bilan yakunlangan tanlovda sakkizta pozitsiya uchun kurashdi. Quyidagilar saylandi:^[6]

Christchurch - Sydenham - Saint Albans kichik okrugi

• Uilyam Rits^[7]
• Genri Vigram
• Jorj Stid
• Artur Uard Beaven

Linvud tumani

• Gerbert Pirs

Woolston - Sumner - Heathcote kichik tumani

• Jorj Skot

Nyu-Brayton - Avon kichik tumani

• Artur Baklend Morgan

Rikkarton - Spreydon - Xalsuell tumani

• Frederik Uaymut

Kengashning birinchi yig'ilishi 29 yanvar kuni bo'lib o'tdi, unda boshqa turli xil xodimlar tayinlandi. 13 fevral kuni ikkinchi yig'ilish bo'lib o'tdi va ko'p o'tmay Boshqarma elektr tramvay yo'llarida tajribaga ega bo'lgan amerikalik maslahatchi Xulbert Chemberlenni yollashga muvaffaq bo'ldi.

Kengashga saylov kuni ham saylovchilardan Sidenxem, Linvud va Sent-Albans tumanlarini Kristchurch shahri bilan birlashtirish masalasini hal qilish so'ralgan. Ushbu taklif osongina amalga oshirildi va rasmiy ravishda 1903 yil 1-apreldan kuchga kirdi. Bu tramvay yo'llarini qurish uchun imtiyozlarni olishni osonlashtirish orqali Tramvay kengashi uchun imkoniyat yaratdi.

Birinchi kredit bo'yicha taklif saylovchilar oldiga 1903 yil 16-iyunda qo'yilgan va 89,4% foydasiga, 10,6% qarshi ovoz bilan qabul qilingan. Keyinchalik o'sha yili tramvay tumani kengayib, tarkibiga qo'shildi Rikkarton – Sokburn sub-tuman, natijada to'qqizinchi kengash lavozimi yaratiladi,^[8] tomonidan to'ldirilgan Jon Jozef Dugall.^[9] 55000 funt sterling miqdorida yangi kredit ham tasdiqlandi.

Tramvay yo'llari kompaniyalarini sotib olish: 1905-1906

Xususiy tramvay yo'llari kompaniyalari boshqaruvni boshlashni rejalashtirgandan so'ng muddati tugashi kerak bo'lgan imtiyozlar asosida ish olib borganligi sababli, ushbu kompaniyalarga Kristochurchda yagona operator bo'lish uchun tovon puli to'lash kerakligini tushundi. Xususiy tramvay yo'llarida infratuzilmani yangilash uchun zarur bo'lgan katta kapital qo'yilmalar va Boshqaruv faoliyati uchun boshqa aktivlarning cheklangan foydasiga qaramay, tomonlarning hech biri munosib narx bo'yicha kelishuvga erisha olmadi. Uchala holatda ham kompensatsiya miqdori hal qilindi hakamlik sudi.

Christchurch tramvay kompaniyasi 1905 yil 16-maygacha, boshqaruv kengashi ish boshlagan kungacha ishladi. 1904 yil sentyabr oyidan beri Kengash bilan tuzilgan maxsus kelishuv bilan u o'z tavakkaliga binoan ko'plab imtiyozlar muddati tugagandan so'ng ish olib bormoqda. Boshqarma kompaniyaning zavodi uchun 23 910 funt to'lagan.

Kengash New Brighton Tramway Company bilan shartnoma tuzdi, shu bilan kompaniya boshqaruvni o'z qo'liga olishga tayyor bo'lgunga qadar kompaniya o'z xizmatida qoladi. Kompaniya 1905 yil 1-avgustda o'z faoliyatini to'xtatdi va shu paytda u aktivlarini Boshqaruvga topshirdi va uning o'rniga 7267 funt sterling to'ladi. Biroq, qurilish belgilangan muddatdan orqada edi, shuning uchun boshqaruv o'z xizmatini boshlashi uchun haydovchilar va otlarni etkazib berish uchun Uilyam Xeyvord va Kompaniyaga shartnoma tuzdi. Ushbu kelishuv keyingi yilgacha davom etdi.

Shahar va shahar atrofidagi tramvay kompaniyasi dastlab Boshqaruvga, boshqaruv kengashi rozi bo'lmagan ot tramvay xizmatini ko'rsatishni davom ettirishni afzal ko'rgan. U 1906 yil noyabr oyida kengash tomonidan qabul qilingandan va 7982 funt sterling bilan qoplangandan so'ng o'z faoliyatini to'xtatdi.

Shahar Kengashi o'zining Korporatsiya liniyasi uchun Kengashdan 1200 funt sterling tovon puli oldi.

Heyday: 1905-1914

Tramvay kengashi rasmiy ravishda 1905 yil 5-iyun kuni rasmiy partiya Falsgreyv ko'chasidagi avtoulov omboridan ketma-ket ettita tramvay karvonida old va orqada ikki qavatli treylerlar bilan ketganda ish boshladi. Papanui. Yo'nalishdagi avariya kortejdagi beshinchi va oltinchi avtoulovlarni olib chiqib ketishni talab qilganidan so'ng, qolgan avtoulovlar o'zlarining manzillariga qarab yo'l oldilar, u erda Royal Café-da ochilish kuni o'tkazildi.

Vaqt o'tishi bilan xizmatlar ertasi kuni birinchi tramvayda boshqaruvchi sifatida xizmat qilgan bort muhandisi Xulbert Chemberlen bilan boshlandi. Ularning yangiligi tezda tramvaylarni ommaga ma'qullab, homiylikni "misli ko'rilmagan va kutilmagan" darajaga ko'tarishga olib keldi. Avvalgi xususiy tramvay operatorlarida bo'lgani kabi, Boshqarma ham daromadlarining katta qismini yirik ijtimoiy tadbirlarda qatnashadigan yo'lovchilarni tashish yoki plyaj yoki yugurish yo'lakchasi kabi mashhur joylarga ekskursiyalardan olgan.

Sobor maydoni c.1910 yil

Boshidan boshlab, barcha yo'nalishlarni elektr tramvaylar bilan boshqarish va ot va bug 'tramvaylaridan foydalanishni imkon qadar tezroq davlat xizmatidan chiqarish niyatida edi. Avvallari Nyu-Brayton va Siti va Suburban tramvay yo'llari kompaniyalari tomonidan ishlatilgan yo'nalishlarda otlar qisqa muddat davomida ishlatila boshlandi: birinchisida ushbu liniyada elektrlashtirish tugagani kechiktirilganligi sababli, ikkinchisida bosimlar tufayli Boshqa joylarda chiziqlarni qurish bilan taxta. Yo'l qo'yilgandan so'ng, lekin elektr infratuzilmasini o'rnatish tugamaguncha, boshqa liniyalar dastlab bug 'dvigatellari bilan ishlagan. Bug 'dvigatellari manevr qilishda, texnik xizmat ko'rsatishda foydalaniladigan maxsus avtoulovlarni tashishda va ayniqsa zich bo'lgan kunlarda maxsus xizmatlarni tashishda ishlatilgan.

Kengashning dastlabki faoliyati, garchi ajoyib bo'lmasa ham, hali ham ta'sirli edi. Faoliyatning birinchi yili 5.000.000 tariflarni sotish bilan 43.109 funt sterling daromad keltirdi. 1907-1908 moliya yili uchun bu 91.083 funt sterlingga ko'tarilib, 10.500.000 chipta sotilgan va 1909-1910 davridagi daromad 1050024 funtni tashkil etgan va 12.500.000 narx sotilgan.

Uyushgan ishchilar harakati 1906 yilda Christchurch tramvay ishchilar uyushmasi tashkil topgandan so'ng Boshqarma bilan birinchi muomalada bo'lgan. Boshqarma ushbu harakatni nizolarni va boshqa kichik ish masalalarini konstruktiv ravishda hal qilish usuli sifatida qabul qildi. Oklend va Vellington kasaba uyushmalaridan farqli o'laroq, Christchurch kasaba uyushmasi kengash bilan samimiy munosabatlarni saqlab turdi va ko'p yillar o'tgach, ular yirik sanoat harakatlarini boshlashga chaqirishdi.

Kengashga konservativ ta'sir 1912 yilgi saylovlarda birinchi muammoga duch keldi. O'tgan yili shahar saylovlarida ovoz berish huquqi barcha huquqqa ega kattalar uchun ochilgan edi, bu imkoniyat turli sotsialistik guruhlar Kengashga saylanish uchun o'z nomzodlarini taqdim etish orqali foydalanishga intildi. Amaldagi ba'zi a'zolar saylovchilarni chap qanotli Kengash ishchilarning muammolarini sayohat qilayotgan jamoatchilikdan ustun qo'yishi mumkinligi haqida ogohlantirdilar va raqib lageridan faqat bitta nomzod saylanishiga muvaffaq bo'lishdi.

Birinchi jahon urushi: 1914-1918

Tramvayning barcha asosiy qurilishi 1914 yilgacha ochilishi bilan yakunlandi Sent-Martins liniyasi, undan keyin yangi liniyalar qurilmadi. Bu qisman natijada bo'lgan Birinchi jahon urushi, bu materiallarni etkazib berishni cheklab qo'ydi va shu bilan tarmoqni kengaytirish mumkin emas edi. Urush yillarida yaxshi saqlanib kelgan patronaj, urush tugaganidan so'ng, tramvay yo'lining Kengash tomonidan istalganidan pastroq o'sishini cheklaydigan iqtisodiy sharoitlar bilan cheklandi.

Kengash urush yillarida vatanparvarlik pozitsiyasini qabul qildi, chunki u o'sha paytda qabul qilingan chora-tadbirlarda, shu jumladan o'z xizmatining harbiy xizmatida bo'lgan ish haqi miqdorini to'ldirdi va qaytib kelgan harbiy xizmatchilarni va harbiy xizmatga chaqirishga urinib ko'rgan, ammo yaroqsiz deb topilganlarni yollashda afzallik bildirdi. harbiy xizmat uchun.

1917 yilda Boshqarma o'zining birinchi avtobusini sotib oldi va Sockburn tramvay marshrutining oxiridan Templetongacha oziqlantiruvchi xizmatni boshladi. Avtobus akkumulyator bilan ishlaydigan, qattiq rezina shinalari bo'lgan transport vositasi edi, ammo u shunchalik ishonchsizki, uni qayta qurishdi va benzinli dvigatel. Keyinchalik unga yana bir benzin bilan ishlaydigan avtobus qo'shildi.

Tramvay yo'llari tizimini modernizatsiya qilish va takomillashtirishning katta rejasi 1919 yilda Kengashga taqdim etilgan edi. U bir qator takomillashtirish uchun 340 000 funt sterling miqdorida qarz olishni taklif qildi, shu jumladan yangi harakatlanuvchi tarkibni sotib olish, ustaxonalarni takomillashtirish, er-xotin izlash va yangi o'tuvchi ko'chadan va yangi marshrutlar va marshrutni kengaytirish. Kredit olib borildi va ushbu ishlarning aksariyati amalga oshirildi, ammo Kengash yangi marshrutlar masalasini jiddiy ko'rib chiqishi mumkin bo'lgan vaqtga kelib, urushdan keyingi inflyatsiya tramvaylarni yotqizish narxini keskin oshirganligini aniqladi. Natijada, taklif qilingan etti marshrutdan atigi ikkitasi qurildi, bular Lichfild ko'chasi bo'ylab Oksford Terrasasini Kolombo ko'chasiga ulash uchun va Spreydon liniyasining kengaytmasi bo'lgan chiziq.

Gripp pandemiyasi: 1918 yil

Christchurch Transport kengashi, mamlakatdagi boshqa ko'plab tashkilotlar singari, tomonidan qattiq zarba ko'rdi 1918 yildagi gripp epidemiyasi. Ularning ishchilari 17 noyabrdan yakshanba kunlari xizmatlar bekor qilinadigan darajada ta'sir qildilar va 20: 15dan keyin kechki xizmatlar 19 noyabrdan bekor qilindi. Ushbu o'zgarishlar 8 dekabrga qadar amal qildi. Ushbu vaqt ichida yo'qolgan biznes Boshqaruvga 3000 funt sterlingga tushgan deb taxmin qilinmoqda.

Sog'liqni saqlash inqiroziga qarshi kurashda yordam berish uchun Kengash tomonidan qo'shimcha choralar ko'rildi. Uning 23 ta elektr tramvaylari "nafas olish kameralariga" aylantirilib, shahar atrofiga joylashtirildi; tibbiyot xodimlariga bepul yo'llanmalar berildi; va barcha xizmatlar ochiq transport sifatida ishlaydi.

Urushlararo yillar: 1918–1939 yillar

1921 yildagi turg'unlik iqtisodiy faoliyatni susaytirdi va so'nggi yillarda sog'lom daromad keltiradigan kengash tramvaylari homiyligiga sabab bo'ldi, bu yiliga 25000000 atrofida platoga olib borildi, bu erda u 1920-yillarning ko'p qismida qoldi.

Aynan shu davrda avtobuslarning rivojlanishida ularning ishonchliligini oshiradigan yutuqlar qo'lga kiritildi va kabi yangiliklar kiritildi pnevmatik shinalar. Shu vaqtga qadar tramvay yo'llari tarmog'ini sezilarli darajada uzaytira olmasligini tushungan kengash tramvaylar xizmat ko'rsatmaydigan joylarda xizmat ko'rsatish uchun qo'shimcha avtobuslarni sotib oldi. Ushbu o'zgarishlar shaxsiy avtobus operatorlarining ko'payishiga olib keldi, ular kengash tomonidan qamrab olinmagan joylarda xizmatlar ko'rsatishi va keyinchalik to'g'ridan-to'g'ri Kengashning o'ziga qarshi chiqishlari mumkin edi. To'g'ridan-to'g'ri xususiy operatorlarga qarshi kurashish uchun bir qator choralar ko'rilgandan so'ng, ular bilan ishlash uchun qonunchilik vositalari ishlatildi.

Yuqori ko'chadan janubi-sharq tomon yo'l olgan tramvay

1920 yil o'rtalarida qonunchilikdagi o'zgarishlardan so'ng kengash o'zining xususiy raqobatchilarining aksariyati aktivlarini va biznesini sotib olganidan so'ng, u yangi marshrutlarda xizmat ko'rsatishni boshlashi mumkin bo'lgan avtobuslarning rang-barang to'plamini sotib oldi. Ushbu transport vositalari bilan bog'liq yuqori texnik xizmat ko'rsatish va inventarizatsiya xarajatlariga qaramay, ular doimiy marshrutlarni yaratish uchun ishlatilgan Bryndwr (dastlab tramvay bo'lishi rejalashtirilgan), Springfild Yo'l, Pleasant Point (oziqlantiruvchi xizmat), Sherli va Chetda.

Raqobatni yo'q qilish urinishlaridan omon qolgan bitta raqib bo'lgan Inter City Motors, Nyu-Brayton yo'nalishi bo'yicha kengashga qarshi kurashda muvaffaqiyat qozondi. Bu tizimdagi eng kam daromad keltiradigan va "Inter City Motors" ning to'g'ridan-to'g'ri marshrutidan uzoqroq bo'lgan "North Beach" tramvaylari uchun jiddiy muammo edi. Yo'lning yomon ahvoli, Inter City Motors xizmatiga qarshi kurashish uchun chiziqda harakatlanadigan tramvaylar tezligini oshirish imkoniyati yo'qligini anglatar edi, shuning uchun Boshqarma 1927 yilda chiziqni yopdi, ammo jamoatchilik bosimi qisqa vaqt o'tgach qayta ochilishiga olib keldi. Chiziq yomonlashishda davom etdi, ya'ni almashtirish yoki yopish muqarrar edi. Birinchisini oqlashning iloji bo'lmagani sababli, chiziq Marshland Road-dan tashqarida butunlay yopilgan va boshqaruv kengashi benzinli avtobuslarda taassurot qoldirmagani sababli, xizmatlar 1931 yilda trolleybuslarga almashtirildi.^[10] Trolleybuslar Marshland-Yo'lga boradigan boshqa yo'nalish bo'ylab harakatlanib, tramvaylarga Marshland-Yo'lgacha borishni davom ettirishga imkon berdi.

Trolleybuslar to'g'risida ijobiy fikr bildirgandan so'ng, Boshqarma ularni yangi yo'nalishda ishlatishga qaror qildi Richmond. Biroq, Inter City Motors bilan Shimoliy Plyaj yo'nalishidagi muammolari tez orada hal qilinishini va mavjud bo'lgan transport vositalarini hisobga olgan holda, trolleybus tizimini kengaytirishga ehtiyoj qolmasligini tushundi. Buyurtmani bekor qilishga urinish muvaffaqiyatsiz tugadi,^[11] shuning uchun ikkinchi trolleybus liniyasi 1934 yilda Richmond orqali Marshland yo'liga ochilgan. Bu tramvaylarni yangi Richmond trolleybus avtobusi yo'nalishi bo'ylab harakatlanadigan Shimoliy Plyaj tramvayining qolgan qismidan olib chiqishga imkon berdi.

The dizel dvigatel 1930-yillarning o'rtalariga kelib tijorat transporti operatorlari uchun tanlangan elektrostansiyaga aylanib, bunday maqsadlar uchun benzinli dvigatelni eskirgan va samarali ishlatgan. Dizel avtobuslarining afzalliklari kengash tomonidan siyosatning o'zgarishiga olib keldi, bunda dizel avtobuslarini engilroq homiylik qilingan yo'nalishlarda ishlatish va asosiy yo'nalishlarda tramvaylarga sodiq qolish. Shu maqsadda 20000 funt sterling miqdorida kredit yig'ilib, Boshqaruvga 10 ta sotib olish imkoniyati yaratildi AEC dizel yoqilg'isidagi shassi va Inter City Motors biznesini sotib olish. Dvigatel korpuslari shassida ikkita konfiguratsiyada qurilgan, oltitasi yarim kabinali va to'rttasi to'liq old shisha bilan. Qurib bo'lingandan so'ng, ular tramvaylarni almashtirishdi Dallington yo'nalishi va Bryndwr va Springfield Road yo'nalishlarida benzinli avtobuslar.

Muvaffaqiyatli ekanligi isbotlangan dizel avtobuslari bilan tramvay xizmatini almashtirish uchun mo'ljallangan edi Opawa –Fendalton va Sent-Martins marshrutlari, keyingi ikki eng kam tramvay yo'llari bo'lish. Avtobus xizmatlari bir muddat Sent-Martinsga etib borgan bo'lsa-da, 2-jahon urushining aralashuvi bu tramvaylarning doimiy ravishda yopilishidan yana bir necha yil oldin bo'lganligini anglatadi.

Tramvaylarning homiyligi, 20-asrning 20-yillariga kelib tekislashdan oldin barqaror ko'tarilib, 1928-1930 yillarda qulay boshladi. The Katta depressiya 1929 yil oktyabr oyida aktsiyalar bozorining qulashi natijasida yuzaga kelgan narsa, boshqaruv kengashining muammolarini yanada kuchaytirdi. 1931 yil uchun 1092 funt sterling miqdorida zarar qayd etilgan va 1932 yilda taxmin qilingan 10000 funt sterlingni tashkil etgan zarar kutilmoqda, agar xarajatlarni boshqarish uchun qo'shimcha choralar ko'rilmasa.^[12]

Tramvay qatnovi: 1932 yil

Moliyaviy muammolarni bartaraf etish uchun Boshqarma xodimlarni ishdan bo'shatish orqali qisqartirish siyosatini amalga oshirdi, ammo iqtisodiy sharoit yomonlashganda, kamroq odamlar o'z ishlarini Boshqarma bilan tark etishni xohlashdi va siyosat samaradorligini pasaytirdilar. Ish haqi eng katta xarajat bo'lib qoldi, shuning uchun Boshqarma maoshning 11% qisqartirilishi va ish sharoitida pasayish bo'lishini e'lon qildi. Kasaba uyushmasi ushbu shartlarga rozi bo'lishni rad etganda, Kengash sanoat mukofotidagi bo'shliqdan foydalanib, uning barcha transport xodimlarini ishdan bo'shatdi va keyin ularni yangi shartlar bilan yangi lavozimlarga murojaat qilishni taklif qildi. Bu masala hakamlik sudiga o'tdi sudya kasaba uyushmasi tomonini oldi va o'zgarishlarni 12 oylik muddatga qoldirdi.

Pulni tejashning boshqa usullarini qidirib, Kengash 1931 yil noyabr oyida tramvay sonidan qat'i nazar, bitta tramvayda navbatchi bitta konduktor bo'lishiga ruxsat oldi. 1932 yil fevral oyida kasaba uyushmasi bilan o'zaro kelishuvga binoan, ishdan bo'shatilgan 11 kishining ishini to'xtatish o'rniga, yo'l harakati xodimlari uchun soatni qisqartirishning vaqtinchalik tizimi to'g'risida qaror qabul qilindi. Erkaklar ushbu kelishuvni yangilashga rozi bo'lmaganda, Boshqarma uning 12 xodimini ishdan bo'shatdi. Tramvay yo'ldoshlarini qo'llab-quvvatlash uchun miting bo'lib o'tdi May 1, unda ishdan bo'shatish to'g'risidagi bildirishnomalar bekor qilinmasa, keyingi chorshanba kunidan boshlab ish tashlashga qaror qilindi. Kengash o'z xodimlarini chorshanba kuni ishga borishdan bosh tortgan taqdirda, ularni ishdan bo'shatishlari haqida ogohlantirgan va shuningdek, "ko'ngillilar" ning kengashga doimiy lavozimlarga murojaat qilishlari to'g'risida e'lon bergan. Kasaba uyushmasi tomonidan olib borilgan muzokaralar taklifiga qaramay, Kengash o'z pozitsiyasida murosasiz bo'lib qoldi.

Ish tashlash tinch yo'l bilan boshlandi, ammo tez orada zo'ravonlikka aylandi. Keyingi bir necha kun ichida tramvaylar va tramvay xodimlariga hujum qilingan ko'plab to'qnashuvlar bo'lib o'tdi. Tramvaylar va depo mustahkamlandi, politsiya o'z turlarida tramvaylarni kuzatib bordi va oddiy politsiyaga yordam berish uchun maxsus konstellar qasamyod qildi. Ish tashlash 10 may kuni jamoatchilik fikri ish tashlash ishchilariga qarshi chiqqandan so'ng tugadi. Bu masala bilan shug'ullanish uchun maxsus sud tashkil etildi. Oxir-oqibat u kengash foydasiga qaror qildi va ish tashlash paytida ishlashga qabul qilingan "ko'ngillilar" tomonidan to'ldirilishi kerak bo'lgan qolgan lavozimlarning qolgan qismi bilan ish tashlash uyushmasi ishchilarining 40 nafari ishdan bo'shatilishini qo'llab-quvvatladi. Voqea natijasi ko'p yillar davomida ko'p achchiqlanishlarni qoldirdi.^[13]

Ikkinchi jahon urushi: 1939–1945

1939 yilda Yangi Zelandiya urush e'lon qilganidan so'ng, boshqaruv kengashining ishiga ta'sir ko'rsatadigan kundalik hayotda ko'plab o'zgarishlar yuz berdi. Zudlik bilan benzin normasi joriy qilindi va bu rezina kabi materiallarning etishmasligi bilan birgalikda tramvaylarning eng katta raqobatchilaridan biri - xususiy avtoulovdan foydalanishga sezilarli ta'sir ko'rsatdi. Bu tramvay yo'llariga homiylik qilishda misli ko'rilmagan darajada kuchayishni keltirib chiqardi, bu ko'pincha odamlarning haddan tashqari ko'p bo'lishiga olib keldi va Kengash daromadlarini sezilarli darajada oshirdi.

Ushbu davrda Kengash foydasiga yana bir omil - armiyadan tortib, Kristchurch va uning atrofida joylashgan ko'plab harbiy xizmatchilar. Burnxem, Airforce at Wigram va shaharda joylashgan amerikalik askarlarning kontingenti. Askarlar uchun maxsus chiptalar joriy qilindi va ko'p yillar davomida mashhur bo'lib qoldi.

Kengash, shuningdek, urush yillarida bir nechta muammolarga duch keldi. Operatsion xarajatlar oshdi, jumladan xodimlarning ish haqi, ta'mirlash va texnik xizmat ko'rsatish, elektr energiyasi va doimiy to'lovlar. Import qilish qiyinligi sababli materiallar va ehtiyot qismlarni etkazib berish cheklangan edi. Xodimlarning mavjudligi va saqlanib qolishi ko'pchilikni muddatli harbiy xizmatga jalb qilish muammosiga aylandi, natijada ko'proq ayollar yollandi.

Urush vaqtidagi qoidalar Kengash resurslarni tejash uchun avtobus xizmatlarini kamaytirishni talab qildi va shu bilan xizmatlar to'rtdan biriga qisqartirildi. Ushbu qarorning yanada aniq ta'sirlaridan biri - Sent-Martins yo'nalishi, 1941 yil yanvar oyida avtobus qatnoviga o'tkazilib, yo'lning yomon ahvoliga qaramay, 1942 yil iyul oyida tramvay yo'nalishi sifatida qayta tiklandi.

Haltsion yillari: 1945–1988

Urushning oxiri Kengash tarixidagi eng notinch davrlardan birini e'lon qildi. Tramvay yo'lini yomon ahvolda qoldirgan yillar, texnik xizmat ko'rsatish yillari, urush yillarida og'ir foydalanish va malakali kadrlar, materiallar va ehtiyot qismlarning etishmasligi. Tizimni yangilash uchun katta mablag 'sarflanishi kerak edi, ammo tramvaylarning kelajagiga nisbatan noaniqlik kuchaymoqda. Kengash, shuningdek, yanada agressiv kasaba uyushma harakati va tramvay yo'lini boshqarishni o'z zimmasiga olish uchun qonun chiqaruvchi hokimiyat izlayotgan kengash bilan kurashishga majbur bo'ldi.^[14] Bu kengashni shahar Kengashi tomonidan assimilyatsiya qilinishi yoki Kengashga qarashli Metropolitan Ishlar Kengashi tomonidan nazorat qilinishi taklif qilingan yoki taklif qilingan holatlardan biri bo'lishi kerak edi.^[15]

Tramvay yo'lining kelajagini o'rganish uchun qo'mita tuzildi va 1946 yil iyul oyida har bir yo'nalish yaroqlilik muddati tugashi bilan uni yopish va avtobuslarga almashtirish kerakligi haqida xabar berdi. Yangi hududlarga xizmat ko'rsatish ustuvor vazifa bo'lib qoldi, ayniqsa shahar tramvay yo'llari tarmog'idan tashqarida o'sib borar edi.

Ilgari dizel avtobuslarini sotib olishga urinish urush tomonidan to'xtatilganligi sababli, Boshqaruv dizel transport vositalarining etishmasligi sababli urushdan keyin benzinli avtobuslarni sotib olishga qaror qilishi kerak edi. Bu 1946 yilda tramvay yo'llari tarmog'i qamrab olinmagan joylarga, shu jumladan, yangi xizmatlarni boshlashga imkon berdi Pleasant tog'i, Somerfild, Creyke Road, Xantsberi, Wharenui va Kashmir tepaliklaridagi sanatoriy. Shuningdek, avtobuslar Sent-Martins yo'nalishi bo'yicha tramvaylarni ikkinchi va oxirgi marta almashtirdilar.

1946 yil oktyabr oyida bosh menedjer Xedli Jarmanning iste'foga chiqishiga uning o'rniga Jon Fardell tayinlandi. Fardell, ilgari ishlagan Reading Corporation Transport u qaerda tramvaylarni almashtirish bilan shug'ullangan trolleybuslar, Kristchurchdagi jamoat transporti yo'nalishi to'g'risida o'z fikrlarini bildirish uchun oz vaqtni sarfladi. U tramvay va trolleybuslarni almashtirish muddati tarafdorlari edi, chunki ularning ishlash muddati tugagan, chunki Papanui bundan mustasno -Kaşmir u trolleybuslarni afzal ko'rgan yo'nalish.

Eskirgan tramvay yo'lini avtobuslar bilan almashtirish uchun katta kapital qo'yilmalar talab qilinganligini qabul qilib, Fuqarolar Kengashiga 1948 yil fevral oyida plebissit tomonidan tasdiqlangan holda 1 million 350 ming funt sterling miqdorida qarz olishga ruxsat berildi. O'sha yili Kengashga saylovlar o'tkazilishi kerak bo'lganligi sababli, kredit olish bo'yicha so'rovnomani bir vaqtning o'zida o'tkazishga qaror qilindi. Har qanday yangi tizimda dizel va trolleybuslarni qanday aralashtirish maqsadga muvofiq ekanligi haqida munozaralar bo'lib o'tdi Mehnat partiyasi kreditning hatto arzonligini ham so'radi: strategiya qarz rad etildi va yupqa leyboristlar ko'pchiligi Kengashga qaytdi.

Fardell hali ham ko'pchilik dizel yoqilg'isi bilan ishlaydigan avtobus parkini qo'llab-quvvatlagan bo'lsa-da, bu ko'pchilik trolleybus parkida kampaniya o'tkazgan Leyboristlar a'zolari fikriga zid edi. Yangi kengash asosiy yo'nalishlardagi tramvaylarni almashtirish uchun 40 ta yangi trolleybuslarga buyurtma berishni boshladi, ammo Kreditlar kengashi avtobuslar va stabillashadigan binolarning narxini qoplash uchun kredit olish uchun arizani rad etdi. Tramvay yo'lini almashtirish juda dolzarb masalaga aylandi, 1950 yil aprel oyida Boshqarma qaror qabul qildi va 105 trolleybusdan iborat mo'ljallangan 39 dona parkga buyurtma berdi. 900000 funt sterling miqdorida kredit olish uchun ruxsat plebisit tomonidan tasdiqlanishi sharti bilan berildi. Bu safar, so'rovnoma oldidan o'tkazilgan agressiv reklama kampaniyasi kredit uchun rozilikni olishga muvaffaq bo'ldi. Ko'pgina tramvay yo'nalishlarida avtobuslar harakatga keltirilganiga qaramay, Papanui - Kaşmir yo'nalishi uchun tramvaylar baribir maqbul edi, shuning uchun xizmatni davom ettirish uchun ushbu yo'nalishda estafet yo'lini tanlashga qaror qilindi.

1951 yilgi Kengashga saylovlar kampaniyasi davomida, Leyboristlar tomonidan boshqariladigan kengash yangi avtobuslar sotib olmaganligi sababli juda ko'p narsa qilingan. Leyboristlar nomzodlari o'tgan davr mobaynida partiyaning so'rovnomada qatnashganligi sababli ozgina natijalarga erishganligi sababli ishonchga ega emaslar, deb hisoblaydilar: Leyboristlar partiyasi a'zolari saylanmagan. Fardellning ko'rsatmasi bilan yangi Kengash oz vaqtni sarflab, avvalgi kengash tomonidan berilgan trolleybus buyurtmasini bekor qildi va buning o'rniga 57 ta dizel avtobuslarini bir nechta yo'nalishdagi tramvaylarni almashtirishga buyurdi.

Christchurch tramvay tizimi tugagandan so'ng, Christchurch tramvay kengashining brendini faqat tramvayga asoslangan operatsiyadan voz kechishini aks ettirish uchun uni qayta markalashga qaror qilindi. Kengashning nomi 1951 yil 5 dekabrdan boshlab rasmiy ravishda Christchurch Transport Board deb nomlangan tashkilotning konstitutsiyaviy qonunchiligi, Christchurch Tramvay okrugi to'g'risidagi qonunga o'zgartirishlar kiritgan Mahalliy Qonunchilik Qonuni bilan o'zgartirildi.^[16]

Keyingi uch yil ichida tramvay yo'lida qolgan narsalarning ulgurji yopilishi bo'ldi. Ko'proq avtobuslar paydo bo'lishi bilan ular tezda tramvaylar xizmat ko'rsatadigan yo'nalishlarda tezda ishga tushirishdi. Qolgan yo'nalishlar ketma-ket yopilib, 1950 yilda Fendalton-Opava va 1954 yilda Papanui-Kashmir bilan tugagan. Tramvay tarmog'i hayoti davomida 1 605 932 516 yo'l haqi sotilgan.^[17]

Tramvaylarni almashtirish bilan bir qatorda, yangi avtobuslar, shuningdek, Rikkarton, shu jumladan, turar-joy binolari rivojlangan joylarda yangi yo'nalishlarda qatnay boshladilar, Ilam, Harewood Road, Sherli, Aranui va Fendalton. 1956 va 1958 yillarda qo'shimcha avtobuslarga buyurtma berildi. Birinchi partiyasi Richmond va Marshland Road (1956 yil may) va Shimoliy Blyaj (1956 yil noyabr) yo'nalishidagi trolleybuslarning oxirgi qismini iste'foga chiqarishni ta'minlash edi.

Kengash avtobus parkini modernizatsiya qilish 1964 yilda, oldinroq 24 ta sotib olingandan so'ng tugallandi AEC Reliance 1961 yilda shassi, boshqaruv kengashi o'zining so'nggi avtobuslarini oxirgi marta iste'foga chiqara oldi. Bu shuni anglatadiki, park endi butunlay AEC transport vositalaridan iborat edi.^[18]

Kengashning operatsion bazasi 1969 yilda Moorhouse prospektining shimoliy tomoniga ko'chirilgan (hozirgi Qizil avtobus bazasi joylashgan joy). Ushbu sayt uchun birinchi er uchastkasi 1920 yilda sotib olingan, keyinchalik 1940 yilda qo'shni pivo zavodi ham sotib olingan. 1961 yilda bu erda yangi ustaxonalar tashkil qilingan edi, boshqa xususiyatlari bilan 200 avtobus uchun avtoturargoh, ma'muriy va xizmat ko'rsatish ob'ektlari. 1973 yil iyul oyida boshqaruv binosi ochilganda Carruca House-da yangi shtab-kvartiralar tashkil etildi.

Taxminan 30 yil davomida boshqaruvni boshqargan Jon Fardell 1973 yilda iste'foga chiqdi. Ilgari Kengashda katta rahbar lavozimlarida ishlagan, shu qatorda 1965 yildan bosh muhandis va 1971 yildan bosh menejerning yordamchisi bo'lgan Maks Teylor uning o'rnini egalladi.

1960-yillarning boshidan beri pastga qarab tendentsiya ko'rsatib kelayotgan Kengash xizmatlarining patronaji 1970-yillarda bir nechta yirik voqealar bilan kuchaytirildi. Birinchidan, 1974 yil Hamdo'stlik o'yinlari jamoat transporti uchun foydali ekanligi isbotlandi, qo'shimcha ravishda 1 ming 125 xizmat ko'rsatildi va ulardan 1 ming 195 nafari qaytib kelgan Qirolicha Yelizaveta II parki, asosiy o'yinlar vositasi. Ikkinchidan, neft inqirozi 1973 va 1979 avtobuslarda patronajning ko'payishiga olib keladigan xususiy avtotransport vositalaridan foydalanishni chekladi. Biroq, bu ta'sir 1980 yilda "avtoulovsiz kunlar" dasturining oxirigacha davom etishi mumkin emas edi.

Vaqti-vaqti bilan ba'zi bir muvaffaqiyatlarga ega bo'lgan yangi xizmatlarga innovatsion urinishlar qilingan. 1964 yilda markaziy shahar ko'chadan marshruti boshlandi, buning uchun kichik yo'l haqi undirildi, ammo ushlanib qolmadi. "Shahar Clipper" 1970-yillarda shaharning yangi tumanida maxsus liveri bo'lgan va hech qanday haq to'lamaydigan avtobuslardan foydalangan holda paydo bo'lgan. Dastlab u 1976 yilgacha mahalliy biznes tomonidan qo'llab-quvvatlanib turdi, undan keyin kambag'al homiylik 1980 yillarning boshlarida yo'q bo'lib ketishiga qadar subsidiya berildi. Savdo markazlarini bir-biriga bog'laydigan bir nechta xizmatlar sinab ko'rildi, asosan muvaffaqiyatsiz. In 1984 a short-lived service called the "Seaside Special" was started to bring people from southern and northern suburbs to New Brighton on Saturdays for shopping. One of the more successful acquisitions for the Board was the Airport route from Midland Coachlines in 1976.

A Government grant of $50,000,000 to municipal transport authorities in 1977 enabled the Board to purchase 96 Bristol buses that entered service between 1978 and 1981. Nearly a decade later the last major fleet upgrade was made when the Board, in conjunction with several other transport authorities around the country, ordered 90 KISHI buses as part of a bulk order in 1986. Though an additional 9 were ordered later, they did not arrive until after the Board was disestablished.

The passing of the Urban Transport Act 1980, based on the recommendations of the Carter Report from 1970, stripped municipal authorities such as the Christchurch Transport Board of their authority to levy rates within their districts. Responsibility for funding public transport was bestowed upon regional authorities – in the Board's case, the Canterbury United (later Regional) Council — in keeping with the view that transport needed to be planned and managed in a co-ordinated way on a regional basis, though this change did not actually take effect until 1 April 1988.

Following the sale and break-up of Midland Motors, the Board obtained its licences to operate public transport services and assumed control of its rural bus routes in November 1982. These routes were integrated into the Board's existing operations and, because Midland had not been allowed to carry short-haul passengers within the Board's rating district, services to Christchurch's satellite settlements were improved under the Board's control, as it did not have these restrictions.

A series of marketing campaigns in the early 1980s was successful in increasing patronage of the Board's buses, culminating in an improvement of 10.3% being reported in the 1984 Annual Report. This was also a time of increasing economic troubles for the country, typified by a dramatic rise in inflation. Following the end of a price and wage freeze, inflation again began to rise sharply, prompting the Tramways Union to campaign for an increase in allowances to cover cost-of-living increases for its members. This resulted in a series of 24- and 48-hour strikes from 8 November 1985 when the Board was not agreeable to their demands, to which the Board responded with a lock-out on 3 December. Fifteen days of industrial action followed, at the conclusion of which the striking staff returned to work having failed to secure any concessions from the Board. Some conditions were curtailed, and the liberal approach to various employment matters that workers had enjoyed was replaced by a hard-liner stance. To make up for revenue forgone during the strikes, fares were raised by 33%. This did not bode well with passengers, and when combined with the loss of goodwill from the recent industrial action, they deserted the buses to the extent that the Board lost around half of the improvement in its patronage of recent years. With the general economic malaise that followed, patronage of the Board's services never recovered to previous levels.

Demise: 1988–1989

The To'rtinchi mehnat hukumati implemented a programme of economic reform to stabilise the economy and improve productivity that included the corporatisation and deregulation of state-sector agencies. One area to receive special attention was transport, which under state and municipal control had little or no effective competition. It was felt that this was inefficient and delivered "a poor transport system" as these providers had no incentive to offer a better service or improve their operation.^[2]

The Board, which had been aware for some time of the government's intention for organisations such as itself to operate in a more commercial manner, had been making changes with this in mind. The Christchurch City Council had investigated the idea of transforming the Board into a limited liability company in the late 1980s, fully held by the Council, but found that the legislation on which the Board was founded had no provision to allow this. An Establishment Unit was created in March 1988, under the auspices of the Local Government Act 1974, to manage the transition of the Board to a commercial entity. The Unit was replaced in October with a Transitional Committee that had wider representation from local authorities to decide the nature of the company that the Board would become.

The rating district, which had been used to subsidise the Board's operations, disappeared with the transfer of responsibility for funding public transport to the Canterbury United Council in April 1988. In its place, they recovered the funds from the local authorities in whose districts the Board operated. A uniform fare structure was introduced, charging passengers by the distance travelled, except those cases where the full subsidy was not forthcoming from the relevant local council in which case higher fares were charged in those areas to compensate.

The local government reforms of 1989 significantly reduced the number of local bodies through amalgamation and disestablished most of the special-purpose bodies then in existence. Regional councils were assigned responsibility for planning and funding of public transport but were not permitted to be involved as a supplier of services. The law required transport assets under municipal control to be either divested or corporatised as Local Authority Trading Enterprises.^[2] The Local Government Amendment Act that implemented these reforms became law on 1 November 1989 and marked the end of the Christchurch Transport Board. The Board held its last meeting on 11 October 1989, followed by a large social function at the Ferrymead Heritage Park on 29 October attended by current and former staff.^[19]

Voris

The Board's operations briefly became the responsibility of the Christchurch City Council before being transferred to a new company, Christchurch Transport Limited. The regional council introduced a competitive tendering system in early 1991 for which Christchurch Transport was one of several bidders. The last vestiges of the Board's monopoly position disappeared when the deregulated transport market took effect from 1 July 1991.^[20]

Centenary reunion: 2003

To commemorate what would have been the centenary of the Board’s founding, several former Transport Board staff members resolved in March 2002 to organise a reunion of those who had worked for the Board. It was decided to hold the event on Labour Weekend 2003 in recognition of the first meeting of the Board having been held in January 1903. A charitable society was formed, the CTB 100th Anniversary Society Incorporated, and it was agreed to organise five events to celebrate the occasion as well as the publication of the book CTB: A Brief Social History of the Christchurch Transport Board 1903–1989 and the production of memorabilia.

Musobaqa

Private bus companies

The Board’s first competitor actually began operation before the first tram ran. The Christchurch Motor Omnibus Company commenced its first service from Sobor maydoni uchun Temir yo'l stansiyasi in April 1904. After the trams started running in June 1905 the bus was switched to a Riccarton route. Several other private bus companies were also operating at this time but were of little concern to the Board as the nature of bus technology at the time and the state of the roads meant that trams still offered a superior ride quality.

A south-bound Inter City Motor Service bus is about to pass a north-bound tram on Colombo Street

Several private bus operators began offering services to areas not well served by trams from the early 1920s following advancements in the design and reliability of buses. The Board, perceiving this development to be a threat to its business and the significant investment ratepayers had made in it, reluctantly investigated the idea of running its own bus services where it was not economical to run trams. There were six of these companies hoping to pick up business primarily in newer areas of the city that were not covered by or near the tram network.

The problem escalated to be a matter of serious concern for the Board by 1925 when the operators decided to challenge the Board on its key tram routes. Not having the same obligations as the Board enabled the bus companies to run their services ahead of the trams at peak times to capture some of the Board's most lucrative business. Several measures were implemented by the Board to combat this menace including hiring buses to run competing services against the "pirate" operators, adding more express trams, tuning the trams and power supply to improve acceleration characteristics, purchasing additional buses, and stationing roving trams at key points to immediately commence service on the appearance of a rival company's bus. This period, known colloquially as the "bus wars", resulted in many minor traffic accidents, altercations between staff of rival companies and the Board, and buses and trams appearing to race each other on many occasions to be the first to collect passengers. For a select few it also resulted in a much-improved service both in terms of timeliness and frequency as the companies competed with the Board for their custom. The public generally viewed the private operators favourably because they provided either a better service or a service that the Board did not and one for which they had grown tired of waiting for the Board to organise.

Realising that the "bus wars" would not end well the Board colluded with its Auckland counterpart in early 1925 to support the introduction of legislation to control the problem. The Motor Omnibus Traffic Act became law on 1 November 1926 and empowered municipal transport authorities such as the Board to compulsorily acquire their competitors. The only option available to a private company wanting to continue its own service was to charge 2d more per section than the equivalent tram fare. Most of the private operators were unable to compete on these terms and quickly sold out to the Board with the exception of Inter City Motor Service Limited, which was able to continue operations with the higher fares until 1935.^[21]

Temir yo'llar boshqarmasi

From the outset the Board did have one consistent competitor in the form of the government-controlled Temir yo'llar boshqarmasi. Initially the Department and the Board competed with each other for patrons between Papanui and Christchurch railway stations and from the city to the Rikkarton avtodromi. The Board held the advantage on the former route, as its line between these two points was more direct (shorter) and ran via the city centre, making it popular with patrons including those who entered the city by train. On the latter route the Board enjoyed superiority patronage-wise, despite the protestations of the Railways Department that its service could get patrons to and from the racecourse more quickly. It was believed that there was a "psychological advantage" in the Board's favour in that its line connected directly with Cathedral Square whereas passengers of the Railways Department heading the same way faced a walk up Colombo Street from Moorhouse Avenue.^[22] In both cases the routes terminated at sidings and passenger landings inside the racecourse grounds. The Department's service to the racecourse was terminated in 1954 by which time the Board had already converted its competing tram route to diesel bus operation. Diesel buses replaced the tram routes to Christchurch and Papanui railway stations in 1936 and 1954 respectively, though the Department did not finally cease suburban passenger operations to these stations until 1976.

Da Lyttelton yo'l tunnel was still under construction, the Board sought and was granted a licence to operate a passenger service to Lyttelton via Ferry Road, which commenced as soon as the tunnel opened in 1964. This route competed for passengers with the Railways Department's Christchurch–Lyttelton suburban passenger trains. Though the Department had held out hope that both the Board's and the Department's services could coexist following the opening of the road tunnel,^[23] and even opened a new railway station at Lyttelton in 1963, the losses mounted due to competition from buses and private motorcars forcing the Department to terminate the passenger rail service in 1972. The Board then had its licence for the Lyttelton route altered so it could run its buses roughly paralleling the railway line to collect passengers who had been using the rail service.

Boshqalar

In the decades preceding World War 2, the bicycle amounted to one of the Board's biggest competitors thanks largely to Christchurch's flat terrain, numbering as many as 50,000. They were popular for commuting and for many were the only form of transport a household had. The Board maintained a hostile attitude to them, and they were not popular with the tramway men for the major fluctuations in patronage they could cause depending on the weather.

Private motorcars were starting to become more common in the 1920s, but were initially more of a danger to tram passengers than to the business of the Board. As many tramlines ran down the middle of a road, it was common to hail a tram by walking out into the road, which became more dangerous with the faster moving motorcars. Also, traffic behind a tram that had stopped to allow for the embarkation or disembarkation of passengers was only able to pass between the tram and curb, right into the path of passengers moving between the tram and footpath.

A significant portion of the Board's business was derived from the evening fares of people going out to social functions or events at places such as cinemas, dance halls, clubs, and the like. The introduction of television in the early 1960s gave people a new and more convenient way to spend their leisure time, significantly affecting the popularity of these types of activities. A fall of 19% in the Board's revenue between 1962 and 1968 was largely down to the sale of fewer off-peak fares.

Marshrutlar

Cathedral Square, 1926

The Christchurch Transport Board utilised a variety of transport modes to provide public transport services. Starting with trams when it began operations in 1905, it later experimented with petrol buses in the 1920s, trolley buses from the early 1930s, and introduced its first diesel buses in the mid-1930s.

All of the Board's tram routes and the majority of its bus routes were designed around a radial model where services either terminated at, or ran through, a central interchange. There were some special bus services operating on point-to-point or orbital routes but these tended to be either ephemeral in nature or designed for a specific clientele (e.g. shoppers).

Some routes included short workings, which were typically extra services run to intermediary termini to cope with high loadings at peak times. A wide-ranging review of the bus route network instigated in the late 1970s resulted in the termination of most of these short workings, the amalgamation of shorter routes into longer ones, and the re-timing of many services to make arrival times more realistic.

Tram network

Assets acquired by the Board from the old private tramway companies included lines serving the localities of Papanui, North Beach, New Brighton, Sumner, Cashmere, and Hillmorton. These lines, along with a new line to Riccarton, were included in the first tranche of construction to be undertaken on the network. Electric trams commenced services as electrification works were completed to Papanui and Christchurch Railway Station (6 June 1905); Sumner (25 April 1907); Cashmere (16 August 1905); Riccarton (12 March 1906); Lincoln Road (8 February 1906); and New Brighton (6 August 1906). Some of these lines had opened earlier using steam traction while electrification was still underway. Trams were stabled at the depot on Falsgrave Street and, using lines along Manchester and Colombo Streets, started their runs from a central hub at Cathedral Square.

Tram route map

Over the first decade of operation, new lines or extensions were added to Edgeware Road (24 December 1906); Opawa (21 September 1909); Fendalton (20 November 1909); Cranford Street (1 July 1910); North Beach (1 October 1914); Spreydon (3 August 1911); Cashmere Hills (1 May 1912); Dallington (1 November 1912); from Papanui to Northcote (28 February 1913); St. Martins (7 April 1914); from Edgeware Road to Sent-Albans Park (19 July 1915); and from Riccarton to Plumpton Park (January 1916). A temporary loop line to North Xagli parki also operated for five months to serve the Christchurch International Exhibition from November 1906 – March 1907.

The early 1920s saw the last of the major construction to be undertaken on the tramlines with extensions to Barrington Street for the Spreydon line (August 1922) and the Lichfield Street connection (July 1922). It was also at around this time that the Board had proposed several other new lines to the Northeast Central City, South Brighton, and Bryndwr as well as a link between the St. Albans Line and North Beach Line, and a deviation in the Burwood area. These ideas never proceeded because the prevailing economic conditions made it impossible to justify the cost of them, with buses eventually being used as a cheaper alternative.

The first tram services to be withdrawn and replaced by buses were those to Northcote (30 September 1930), Marshland Road–North Beach (5 July 1931), and Richmond (17 December 1934) when the cost of keeping these lines open could not be justified. Other lines to be closed later that same decade due to economic constraints included Worcester Street, Dallington, and Wainoni in 1936. When the Board considered the future of the tram network after World War 2, a policy shift led to the progressive closure of the network and its replacement with buses as they became available. The first to go was the line to St. Martins (20 May 1946), followed by Fendalton and Opawa (6 February 1950), New Brighton (18 October 1952), Sumner (6 December 1952), Riccarton (14 June 1953), St. Albans Park and Spreydon (21 June 1953), Cranford Street and Lincoln Road (26 July 1953), and Papanui and Cashmere (11 September 1954).

Trolley bus network

Trolley bus route map

The first service, to Shirley, commenced on 1 April 1931 and was later opened as far as the Brighton Pier via North Beach on 5 July 1931. This first route, though it was intended to replace the North Beach trams, actually followed a different path between Fitzgerald Avenue and Marshland Road. Patronage of the Marine Parade section was poor, leading to the truncation of services at North Beach from 31 May 1933.

When it came time to close the remainder of the North Beach tramline, the Board decided to replace the trams with trolley buses. The second line, to Marshland Road via Richmond, opened on 17 December 1934.

All inbound services entered the Cathedral Square terminus from Worcester Street and outbound services ran along High and Cashel Streets. The lines on Fitzgerald Avenue extended as far south as Moorhouse Avenue, running past and providing access to the Board's workshop (between Ferry Road and Moorhouse Avenue) for servicing and to the depot on Falsgrave Street for stabling. None of the trolley buses ever displayed route numbers, though route numbers were later assigned to some trolley bus routes and short workings for when diesel buses were used to assist.

The inflexibility of the trolley bus system and a desire to standardise on diesel buses led to the decision to withdraw the trolley buses in the 1950s. The short working to Shirley was discontinued on 16 July 1951 with the remaining services to Marshland Road via Richmond closing on 31 May 1956 and to North Beach on 8 November 1956.

1 Papanui

Opened: 6 June 1905 (electric tram); Opened, exhibition loop: November 1906 (electric tram); Closed, exhibition loop: 16 April 1907 (electric tram); Opened, Northcote extension: 28 February 1913 (electric tram); Closed, Northcote extension: 30 September 1930 (electric tram); Opened, Northcote extension: 1 October 1930 (petrol bus); Abandoned, Northcote extension: 10 May 1932 (petrol bus); Closed: 11 September 1954 (electric tram); Opened: 11 September 1954 (diesel bus)

A tram on the Northcote extension

The Papanui Township was the first area in Christchurch to receive an electric tram service when the system was inaugurated in 1905. The line quickly proved its worth, becoming one of the most profitable lines in the tram network.

Buses first appeared on this route in the mid-1920s during the so-called "bus wars" when private bus operators decided to take on one of the Board's most lucrative services. Once the Board had seen off the competition on this route, it was not until 1930 that buses again made an appearance. The local council wanted to re-lay Main North Road, along which the tram line ran down one side, and gave the Board several options: to re-lay the tramline down the middle of the road, to double-track the line, or to remove the line. The Board could not countenance the re-laying of the line because of the cost and opted to abandon the tram service to Northcote. When permission to terminate the tram service without a plan for a replacement bus service was denied, the Board sought expressions of interest from private bus operators to run a feeder service to the terminus of its tramline in Papanui after rejecting other suggestions including that it should establish a trolley bus service on the route. None of the responses received were to the Board's liking, so it decided to run the service itself. On this basis, permission was granted to terminate the Northcote tram service and the Board's replacement bus service commenced the following day. It was never popular, with the necessity of having to transfer between buses and trams at Papanui being a common complaint, and after several service reductions were made in line with falling demand (including a short-lived Sunday service), the Board abandoned the route altogether in 1932 after coming to an arrangement with a private operator to take over the service.

Midland Motorways acquired the operator of the Northcote run in 1936 and maintained its own service there until the Board bought it out in 1982. When the Board withdrew trams from Papanui in 1954, it also tried to claim the right to operate the Northcote bus services. Midland was successful in retaining the right to operate its own service there, forcing the Board to run its Northcote service via a different route wholly within its own rating district. Once the Board acquired Midland Motorways it was able to run its own Northcote service via the original route along Northcote Road.

The first diesel buses on the Papanui route were introduced on 10 September 1951 as a temporary measure when work commenced on re-laying the top end of the Papanui tramline, with the intention of keeping the Papanui–Cashmere tram service running. Though the intention had been to re-lay the tramline as far as Leinster Road, work was stopped at Blighs Road once the Board realised the futility of investing more money in the tramway. After the decision had been made in January 1953 to use diesel buses on this route they were used in weekends, and on the day of the "last tram" buses had already taken over the route before the final tram returned to the depot. The route was extended several times after the trams were withdrawn, finally terminating at Trafford Street.

2 Cashmere

Opened, to south end of Colombo Street: August 1905 (electric tram); Opened, to start of Hackthorne Road: December 1911 (electric tram); Opened, to Dyers Pass Road: February 1912 (electric tram); Opened, to Hills terminus: 1 May 1912 (electric tram); Opened, Barrington Street–Hills terminus: 10 April 1953 (diesel bus); Closed, Barrington Street–Hills terminus: 13 April 1953 (electric tram); Closed: 11 September 1954 (electric tram); Opened: 11 September 1954 (diesel bus)

Services to the Cashmere Hills were progressively converted to electric tram operation after the Board assumed control of the route from the Christchurch Tramway Company. Though trams were used to provide services on this route until the 1950s, there were several occasions on which buses were used.

Soon after the Board took delivery of a To'lov trolley bus in 1931, they conducted trials with it on the Hills portion of the Cashmere route. The objective was to determine how trolley buses would perform on such terrain, though not intending to actually convert the route to trolley bus operation. The following year, buses temporarily replaced trams on this route during the tramway strike because of concerns about the replacement motormen the Board had taken on to operate the trams were not sufficiently skilled to safely operate a tram on the Hills section, and those supporting the strike had taken to sabotage to disrupt tram operation on the Hills section. Tram services were again temporarily replaced with buses during a power supply crisis from June to August 1947.

Following the conversion of the Spreydon route to bus operation on 22 June 1953, the Cashmere route temporarily became a through route with the Spreydon service in which some of the buses from Spreydon continued on along Barrington Street before proceeding to the Hills terminus. Once trams were also removed from the Cashmere route in 1954, these bus services reverted to the old tram routes though a new service was established that terminated at Macmillan Avenue via Dyers Pass Road.

With the opening of Princess Margaret Hospital on 31 August 1959 the route was altered to make the hospital a stop during visiting hours. The service's increasing popularity with visitors to the hospital ensured that by August 1965 all buses ran past the hospital.

3 Sumner

Opened, to Heathcote Bridge: November 1905 (electric tram); Opened, to Head Street terminus: 29 April 1907 (electric tram); Closed: 6 December 1952 (electric tram); Opened: 6 December 1952 (diesel bus)

Upon assuming control of the Sumner line in 1905, the Board continued to operate the steam tram service it inherited from the Christchurch Tramway Company while the initial contract for electrification was still underway. From November of that year it ran electric tram services until conversion to bus operation in 1952.

Buses did make an appearance on this route while the trams were still running during the so-called "bus wars" when from 1925 both Inter City Motors and Suburban Motors ran their own private bus services along the route in an attempt to capture some of the Board's patronage. The Board responded by using its own buses to head off the competition and eventually acquired the operation of Suburban Motors in 1926.

The Sumner route was one of a few occasions on which a public ceremony was held to mark the conversion of one of the Board's tramway lines to bus operation. The first bus travelled from Cathedral Square to Sumner on the afternoon of 6 December 1952 where a crowd had gathered to witness several local dignitaries officiate the commencement of the new bus service. At the conclusion of the official function, the last tram made its way back to town.

Many improvements were made following the introduction of buses to the Sumner route. New destinations were served, catering for the travel requirements of local residents, students for several schools near the route, and visitors to the Jubilee Home in Woolston.

The day after trams ceased running on the Riccarton line, 15 June 1953, the Sumner bus service was extended to include the Riccarton route. This included the introduction of short workings to Smith Street (3S), Woolston (3W), and Redcliffs (3R), and peak-time express services stopping after Smith Street or Bamford Street.

Woolston bus services were rerouted in 1982 to terminate at Rutherford Street, replacing the 13R portion of the Opawa service that had also terminated there, over the earnest but unheeded objections of users of the 13R service. The separate Woolston service was discontinued in the late 1980s when the Mt. Pleasant service was rerouted along the end portion of that route.

4 Cranford Street

Opened: 1 July 1910 (electric tram); Closed: 26 July 1953 (electric tram); Opened: 27 July 1953 (diesel bus)

The Cranford Street route was one of the new tramlines constructed and opened by the Board after it had electrified the lines it inherited from the private tramway companies. It remained a tram-only service until conversion to bus operation in 1953.

Initially, buses ran the route of the old tramline, terminating at Westminster Street. Some services ran an extended route through to Weston Road, replacing the previous Weston Road via Springfield Road service. A further extension of the route was implemented on 26 May 1958, with a new terminus at McFaddens Road. The unsuitable nature of the land beyond McFaddens Road for residential development meant that the terminus remained unchanged for the next two decades.

The acquisition of the remaining bus services of Midland Motorways by the Board in November 1982 gave it access to several towns and settlements north of Christchurch, which it apportioned to both the Papanui Road and Cranford Street routes. Cranford Street became such a busy thoroughfare for these services that it ceased to be a destination in its own right after 1982.

5 Brighton

Opened, via Worcester Street: 4 August 1906 (electric tram); Opened, via Cashel Street: 1 November 1910 (electric tram); Closed: 18 October 1952 (electric tram); Opened: 18 October 1952 (diesel bus)

The Board acquired the privately operated tramline from the city to New Brighton in 1906 at which time it proceeded to electrify the line and commence its own service.

The first regular bus service to Brighton was provided by Inter City Motors during the "bus wars" of the mid-1920s. This was the first real competition to trams on the Brighton route and soon became a problem that demanded a response. In addition to improvements to the tram service, the Board decided to run its own bus service to counter that of Inter City Motors.

Services between Brighton and North Beach proved to be problematic for the Board and following the withdrawal of trams from this section in 1931 a replacement trolley bus service was introduced. It failed to attract a sufficient number of passengers and was withdrawn two years later. The Board had already tried running a trial bus service along this route, in September 1927, by extending the Pleasant Point service but the trial was unsuccessful. The next attempt in 1938, which had been designed to cater for shoppers and evening cinema patrons, also failed and like the 1927 trial was cancelled after less than one month in operation. However, the evening service continued on to 1946 at which time it was replaced by a private bus service provided by the cinema. The cinema service, including routes and times, was advertised with upcoming movies and lasted to 1964.

When a speedway opened on Rowan Avenue, Aranui in January 1949 its Saturday evening race meetings over the summer months were a popular fixture for many years. The number of trams required to convey patrons to the racecourse caused operational difficulties to such an extent that it proved to be impossible to maintain the regular timetable and consequently buses were typically used to replace trams on the Brighton line when race meetings were held. Race meetings also meant a busy time for the tram crews and because they didn't have time for their usual meal break, a special bus was provided by the Board to bring these crews into the city for a meal before returning them to the racecourse to bring the patrons home.

The end for trams on the Brighton line came on 18 October 1952 when the first bus of the replacement service departed Cathedral Square at 15:00. At the Brighton Post Office a ribbon had been strung across Seaview Road where the first bus and the last tram waited on either side. Once the formalities were concluded and the ribbon cut, the tram returned to the city and the bus completed its run to the pier, to be followed by another 13 of the fleet. The tram timetable remained in effect until the following Monday at which time a new timetable was introduced. The new service included short workings to Aldwins Road (5A) and Breezes Road (5B), and incorporated the old Pleasant Point service that later became known as South Brighton (5S).

One problem that had been the bane of the old tram service was the need to run through (semi-) rural areas where there were few, if any, fare-paying passengers. The residential development of Aranui and industrial development near Brighton resulted in increased patronage for the buses. To cater to demand, the Breezes Road bus route was altered to terminate in Rowan Avenue.

Brighton services were connected with other routes to provide cross-town links. From 25 May 1953 Brighton buses ran a combined route with the Mays Road service, which, while not as successful as the Board had hoped, remained in effect for nearly two decades. Next, Brighton services were connected to the Fendalton route from 1972, which proved to be more successful, and they remained this way until deregulation.

6/6D/6W Worcester Street/Dallington/Wainoni

Trams on the Worcester Street and Dallington lines were some of the first to be withdrawn by the Board, being the first tram routes to be replaced by diesel buses on 2 November 1936. It was also at this time that the Wainoni route operated by Inter City, a company the Board had acquired the previous year, was incorporated into the Board's own Worcester Street and Dallington routes.

It was with the introduction of these routes that the Board also changed its policy on route numbering. Previously, an unadorned route number had indicated that a conveyance would run the full length of the route, with the addition of letters to indicate short workings. Now, the reverse applied, with the number six used for the shortest part of the service and 6D and 6W used for extended routes, conflicting with the previous use of number 6 for the Dallington tram and 6W for the Worcester Street tram. This, combined with the ambiguity of "6D" as a route number (to many, 6D was thought to be the fare), caused much confusion amongst passengers.^[24]

Unlike most other services run by the Board, the number 6 routes ran through Cathedral Square to either the railway station or Lichfield Street. This arrangement lasted until October 1942 when wartime restrictions resulted in most trips to the railway station terminating at Lichfield Street instead.

6 Worcester Street

Opened: March 1906 (electric tram); Closed: 1 November 1936 (electric tram); Opened: 2 November 1936 (diesel bus)

Much of the Worcester Street route was shared with other services but despite this, it was sufficiently well patronised to justify a half-hourly weekday service and less frequent Saturday services. Originally terminated at the corner of Linwood Avenue and Buckleys Road, it was extended to serve post-war development in Bromley by establishing a new terminus along Linwood Avenue at Hargood Street on 14 June 1948. Buses running to this new terminus were designated Bromley (6B).

The Bromley service's Railway Station link became obsolete with the decline in passenger rail traffic and the fact that many other bus routes ran past the Railway Station. With a dedicated Railway Station service no longer required, the Bromley and Bekxem routes were linked in the 1980s.

6D Dallington

Opened: 1 November 1912 (electric tram); Closed: 1 November 1936 (electric tram); Opened: 2 November 1936 (diesel bus)

Trams first served Dallington when the Board opened an extension of the Worcester Street line to the suburb in 1912. It was one of the last tramlines to be built in Christchurch and also one of the first to be closed by the Board.

At first, patronage was light enough that express services were not required. When peak loadings on the Wainoni route were particularly heavy, Dallington buses were used to transfer passengers from their own route to Wainoni services at Woodham Road, an arrangement that lasted until August 1946.

The bus route initially followed the old tramline up Gloucester Street to terminate at Avonside Drive. While the tramline was in operation it was always worked with traditional double cab tramcars, as there was no room at the terminus to install a turning facility for one-man tram operation. The same issue caused problems for bus drivers for many years. The original wooden Dallington Bridge at the end of Gloucester Street had a severe weight limit and drivers were advised that they were not permitted to encroach onto the bridge. This made it difficult to turn buses for the return journey and it was not until improvements were made in Avonside Drive near the bridge that the manoeuvre could be carried out without reversing.

Route extensions were not possible until 1954 when the old bridge was replaced at which time the route was extended to McBratneys Road. Further extensions included Ferner Street (5 August 1957), Locksley Avenue (29 September 1958), and select peak-time services to the intersection of Avonside Drive and Torlesse Street (December 1968). The Dallington route was also linked to cross-town services including Bryndwr from October 1955 and to Avonside from 1980/81 with an extension to Liggins Street and later to Bampton Street from 1984.

6W Wainoni

Opened: 2 November 1936 (diesel bus)

Wainoni first received a bus service in January 1926 during the "bus wars" when Inter City established a through service to North Beach. This service was later taken over by the Board when it acquired the company in October 1935, and became a dedicated Wainoni service when the portion of the old North Beach run between the Bower Hotel and North Beach was abandoned on 10 February 1936. On 2 November 1936 the route was altered to use Worcester Street (abandoning the Inter City route via Hereford Street) and a new timetable was adopted, combining its services with those of the Worcester Street and Dallington routes.

Weight restrictions on the old Bower Bridge limited the number of passengers that buses could carry over the bridge. Work on a new bridge started in August 1941 with construction of pre-cast concrete piles and from 8 December 1941 to 17 August 1942 the bridge was closed to all but pedestrian traffic to allow for the old bridge to be dismantled as the new bridge was erected. The opening of the new bridge allowed for all previous loading restrictions to be rescinded.

At first, loadings in the Wainoni area were light enough that an hourly service frequency sufficed, even at peak times. The route's link with the Railway Station, however, ensured that buses were typically at capacity by Cathedral Square, whereupon Dallington buses would be used to transfer passengers to Woodham Road to catch a Wainoni service. There were still no evening services, but not for lack of trying, as an unpopular Friday night service introduced in 1937 was withdrawn after about 3 months, and a service designed for cinema patrons in 1941 had to be withdrawn the following year for wartime fuel rationing. From mid-1949 until 1952 the evening services on Fridays and Saturdays continued on to South Brighton. It was not until September 1951 that Sunday services were introduced.

Route extensions included moving the terminus to the intersection of New Brighton Road and Palmers Road on 1 January 1962 and later into the suburb of Parklendlar, and on 4 September 1967 to Niven Street via Breezes Road and Avondale Road. This route was again extended once the old Avondale Road Bridge was replaced, terminating at Burwood Hospital.

Cross-town links included the Wharenui route from October 1955 to 4 September 1967 at which point the service terminated at Cathedral Square, and with the Mays Road route from 1972.

7 Lincoln Road

Opened: 8 February 1906 (electric tram); Closed: 26 July 1953 (electric tram); Opened: 27 July 1953 (diesel bus)

The Lincoln Road route was inherited from the Christchurch Tramway Company and services initially provided by the Board using steam trams until electric trams were introduced on the line in 1906. This remained a tram service until conversion to bus operation in 1953.

With the introduction of bus services, the old tram route was retained for most services but some ran an extended route to a new terminus at the intersection of Hoon Hay Road and Lewis Street to serve a rapidly growing residential area. The route was split on 30 May 1960 when it was extended to a new terminus at Sparks Road/Victors Road and a terminus added at Halswell Road/Rowley Avenue. Oldingi tramvay qatnovida bo'lgani kabi, ushbu yo'nalish har doim Krenford-strit yo'nalishi bilan birlashtirilgan.

8 Rikkarton

Klayd yo'liga ochilgan: 1905 yil noyabr (elektr tramvay); Rikkarton avtodromida ochilgan: 1906 yil 12-mart (elektr tramvay); Yopiq: 1953 yil 14-iyun (elektr tramvay); Ochilgan: 1953 yil 15-iyun (dizel avtobusi)

Rikkarton birinchi bo'lib 1905 yil 2-noyabrdan boshlab bug 'tortish vositasidan foydalangan holda ochilgan yangi tramvay yo'llaridan biri edi, keyinchalik elektrlashtirish oxirigacha elektr tramvaylari. Taxminan ellik yil o'tgach, 1953 yil 15-iyunda ular tramvaylarni almashtirgandan keyingina Rikkarton avtobus xizmati kelmadi. Ushbu yangi xizmat Sumner yo'nalishi bilan shaharlararo xizmatning bir qismini tashkil etdi. Katedral maydonidagi bo'sh joy cheklovlari shundan iboratki, marshrutning markaziy shahar terminali Avon kinoteatri tashqarisidagi Vorester ko'chasida joylashgan.

Avtobus marshruti tramvay yo'nalishi bo'ylab faqat Rikkarton yo'lining g'arbiy qismigacha ergashgan va u erda ikki oyoqqa bo'lingan. Ayrim avtobuslar Yaldhurst va Ipodrom yo'llari orqali avtodromga, boshqalari Buchanans yo'liga yugurishgan. Tez orada shaharning g'arbiy qismida uy-joy qurilishi boshlandi va jamoat transporti xizmatlariga bo'lgan talabni qondirish uchun Yaldxurst oyog'i Cutts Road-da tugatildi. 1962 yil 4 iyunda Fovant ko'chasi va 1966 yil 4 iyunda Bentli ko'chasida yana kengaytmalar bor edi. 1959 yil 4 dekabrda Avonxed yo'li bo'ylab Maidstoun yo'li tomon yangi oyoq paydo bo'ldi, ammo keyinchalik Kreyk yo'li yo'nalishini uzaytirish foydasiga bekor qilindi. Buchanans Road oyog'i, shuningdek, 1957 yil 30 sentyabrdan Uikola prospektiga va keyinchalik Islington shahridagi Templeton avtobuslari bilan bog'lanish uchun Gilberthorpes yo'li bo'ylab uy-joy qurilishiga mos ravishda kengaytirildi.

Rikkarton yo'nalishida Klayd-Rud (8C) va Cherkov burchagi (8B) tomon ikkita qisqa ish bor edi. Ular Sumner marshrutidagi qisqa ishlarga bog'liq bo'lib, kun bo'yi mashhur bo'lib, avjga chiqqan paytlarda tezkor xizmatlarni to'ldirdilar.

8H Hornbiga qarab, Denton bog'ida to'xtab, yo'lsiz burilish aylanasi bo'lgan.

9 Fendalton

Holmwood yo'liga ochildi: 1909 yil noyabr (elektr tramvay); Klayd yo'liga ochilgan: 1912 yil 18-dekabr (elektr tramvay); Yopiq: 1950 yil 5-fevral (elektr tramvay); Ochilgan: 1950 yil 6-fevral (dizel avtobusi)

Tramvaylar Fendaltonga jamoat transporti xizmatlarini 1909 yildan to 1950 yilda olib qo'yilguniga qadar to'rt yil davomida taqdim etgan. 1936 yilda Worcester Street, Dallington va Railway Station marshrutlarida dizel avtobuslari muvaffaqiyatli ishga tushirilgandan so'ng, Boshqarma 1938 yilda ularni boshqalarga tanishtirish rejalarini tuzdi. engil patronlangan tramvaylar, xususan, Sent-Martins va Fendalton / Opava. Avtoulovlar Sent-Martins yo'nalishi bo'yicha qisqa vaqt ichida tramvaylarni almashtirgan bo'lishiga qaramay, 2-jahon urushi aralashuvi kengashning etkazib berishdagi cheklovlar va yangi transport vositalarining mavjud emasligi sababli Fendalton va Opawa tramvay xizmatidan voz kechish rejalarini buzdi.

Kengash 2-jahon urushidan keyin tramvay xizmatlarini avtobuslarga almashtirish masalasini ko'rib chiqa olganida, Fendalton / Opawa tramvay xizmati birinchilardan bo'lib ketdi. Tramvaylar 1950 yil 5-fevralgacha olib tashlanmagan bo'lsa-da, Fendalton yo'nalishi bo'yicha avtobuslar bir necha yillardan beri foydalanib kelingan. Yakshanba xizmatlari 1949 yil 10 apreldan avtobus qatnoviga o'tgan edi, dekabrda esa Ilam yo'li orqali Klayd yo'liga yo'nalish davlat uy-joy qurilishiga xizmat ko'rsatishni boshladi. Ushbu so'nggi xizmat 1950 yil 6 fevralda yangi avtobus qatnov jadvali joriy etilganda Fendalton yo'nalishining bir qismiga aylandi.

Fendalton xizmatining kengaytmalari Truman Road (1950-yillarning o'rtalari), Grahams Road (1958 yil 30-iyun), Kendal prospektiga (1963 yil 2-dekabr) va nihoyat Burnsid yarim oy (1964 yil 7-dekabr) ga qadar kengaytirilgan. Marshrutning ushbu qismi asosan davlat uylariga xizmat ko'rsatar edi, shuning uchun avtobuslar ushbu hududda yashovchi ko'plab yosh bolalar uchun xizmat qilishi kerak edi.

Midland avtoulovi Memorial avenyuda aeroportga olib boriladigan avtobus qatnovlarini boshqarish uchun litsenziyaga ega edi, bu esa boshqaruv kengashining ushbu yo'nalishda Fendalton xizmatini kengaytirishiga to'sqinlik qildi. Memorial Avenue uchun o'z litsenziyasini olganida, 1958 yil 6-yanvardan boshlab xizmatlar Ilam Road-ga uzaytirildi. Keyinchalik kengaytmalarga Grahams Road (1958 yil 30-iyun), Avonhead Road (1963 yil 2-dekabr) va Withells Road (1977) kiradi. Fendalton marshrutining shaharlararo aloqasi 1972 yilda "Brayton" ga o'zgartirilib, Opava bilan aloqasini tugatdi.

10 Marshland Road va Richmond

Ochilgan: 1906 yil 27-dekabr (bug 'tramvay); Ochilgan: 1910 yil 15-avgust (elektr tramvay); Yopiq: 1934 yil 16-avgust (elektr tramvay); Ochilgan: 1934 yil 17-dekabr (trolleybus); Yopiq: 1956 yil 30-may (trolleybus); Ochilgan: 1956 yil 31-may (dizel avtobusi)

Christchurch-ning ikkinchi trolleybus avtobusi 1934 yil 17-dekabrda ochilgan. U Shimoliy Plyaj tramvayidan Richmond orqali Marshland yo'ligacha borgan, ammo u erda Shimoliy Plyajga boradigan trolleybus liniyasiga qo'shilmagan. Shimoliy Avon yo'li va Tvid ko'chalari kesishmasiga qisqa vaqt bor edi.

Shimoliy sohil xizmatidagi trolleybuslarda bo'lgani kabi, Richmond yugurishida foydalaniladiganlar marshrut raqamlarini ko'rsatish uchun jihozlanmagan. Bu 1930-yillarning oxirlarida dizel avtobuslari ushbu yo'nalishda quvvatni oshirish uchun ishlatilganda va marshrut raqamlarini ko'rsatganda chalkashliklar paydo bo'ldi. Bunday holatda avtobuslar 10-sonli marshrutdan foydalangan, 10T esa Tvid ko'chasiga qisqa muddatli harakat uchun ishlatilgan.

1951 yil 15-yanvarda yangi Shirley xizmati boshlangandan so'ng qisqa vaqt ichida North Beach trolleybuslari Richmond yo'nalishi orqali Marshmond Road-ni Richmond xizmati orqali almashtirib, Richmond yo'nalishi bo'ylab harakatlanishdi. Ikki alohida trolleybus yo'nalishlari 1951 yil 16-iyulda tiklandi.

Urushdan keyingi boshqaruv parkini yangilash va modernizatsiya qilish dasturi 1950-yillarda avj pallasiga yaqinlashganda, trolleybus tizimini olib tashlash va dizel avtobuslariga e'tibor qaratish to'g'risida qaror qabul qilindi. Binobarin, Marshland yo'liga so'nggi trolleybus qatnovi 1956 yil 30-mayda davom etdi.

O'zgartirilgan dizel avtobus xizmati bir necha bor kengaytirildi, avval 1958 yil 25 avgustdan Joy ko'chasiga, so'ngra Briggs Roadga yo'l oldi va 1980 yillar davomida shimoliy-sharqiy shahar atrofi Burvud, Parklendlar, Vaymeyri plyaji va Shimoliy plyajgacha rivojlanib bordi. nihoyat Nyu-Braytonda. Opava yo'nalishi bilan shaharlararo aloqa 1972 yil dekabr oyida o'rnatildi va 1980/81-yillarga qadar Marshland Road-ga qo'shilganida davom etdi.Avonhead marshrut.

11 chetda

Ochilgan: 1926 yil 13-yanvar (benzinli avtobus)

C. R. Braun tomonidan Avonside-ga olib boriladigan motorli omnibus xizmati 1920-yillarning boshlarida ish boshladi. Marshrut Armagh ko'chasi, Brittan ko'chasi va Patten ko'chalari orqasida chekinish yo'lida to'xtadi. Braun 1926 yil iyun oyida o'z litsenziyasini yangilamoqchi bo'lganida, Kengash majburiy ravishda o'z biznesini sotib olish uchun Motor Omnibus Traffic Act 1926 bo'yicha vakolatidan foydalangan. Operatsiyani sinchkovlik bilan amalga oshirgandan so'ng, Boshqarma xizmatni davom ettirmaslikka qaror qildi, chunki ular qisman Inter City Motors biznesini sotib olishga va shu bilan North Beach, Wainoni va Avonside-ga xizmat ko'rsatadigan yangi marshrutni yaratmoqchi edilar.

Inter City Motors-ni sotib olishga urinishlari rad etilganda, ular mahalliy bosimga bo'ysunishdi va 1927 yil 19-dekabrda boshlangan o'zlarining Avonside xizmatini yuritishga qaror qilishdi. Bu hech qachon moliyaviy jihatdan ajralib turmadi va 1929 yilda xizmatni tenderga qo'yishga qaror qilindi. . Tender xizmatni boshqarishni 1929 yil 11-iyulda o'z zimmasiga olgan V.S Sandersga Kengashdan sotib olishga rozi bo'lgan Oq avtobus yordamida berildi. Bu, shuningdek, Kellar ko'chasi (ilgari Leyton ko'chasi) va Morris ko'chalari bo'ylab Avonside Drive-da to'xtash yo'nalishining kengayishiga to'g'ri keldi. Vilding bog'ida tadbirlar o'tkazilganda Angliya ko'chasi (ilgari Rolleston ko'chasi) va Vudxem-ro'd orqali o'tadigan maxsus yo'nalish ishlatilgan.

Sandersning shartnomasi 1933 yil 11-iyulda o'z nihoyasiga yetdi va boshqaruv kengashi uning moliyaviy ahvoliga ehtiyotkorlik bilan munosabatda bo'lib, uni uzaytirmaslikka qaror qildi va o'rniga uning haydovchilaridan Ted Pycroft va Jim Xendersonga taklif qildi. Ular xizmat uchun mas'uliyatni o'z zimmalariga oldi va Boshqarma tomonidan taqdim etilgan Respublika avtobusidan foydalangan holda ishlashni davom ettirdilar. Keyingi yigirma yil ichida xususiy operatorlar va transport vositalarining ketma-ketligi paydo bo'ldi, shu jumladan 1937 yilda Tornikroft va 1942 yilda Ford V8 ishlab chiqarildi.

Urushdan keyingi yoqilg'i etkazib berishda cheklovlar yumshatilishi bilan Avonside yo'nalishida qo'shimcha xizmatlar ko'rsatildi. Ushbu yo'nalish 1948 yil 18-oktabrdan Robson avenyu, Galbrayt avenyu va Morris ko'chalari bo'ylab yangi uy-joylarni qurish uchun kengaytirildi. Yangi homiylik qo'shimcha imkoniyatlarni talab qildi va shuning uchun talabga javob berish uchun shanba kuni AEC Q avtobusidan foydalanildi. Q.lar faqat marshrut raqamlarini namoyish qilish uchun jihozlanganligi sababli, yo'nalishlarni emas, 11-marshrut Avonside-ga tayinlangan.

Boshqarma 1951 yil 18-iyunda Avonside xizmatini nazorat qilishni qayta tikladi, shu vaqtda ushbu xizmatni boshqargan haydovchilar Boshqarma xodimlariga aylanishdi. 1980/81 yillarda Dallington marshruti Avonside xizmatini o'zlashtirganda, Avonside o'zi boradigan manzil bo'lishni to'xtatdi, ammo 11-sonli marshrut ushbu hudud bo'ylab harakatlanadigan avtobuslar uchun ishlatilgan.

12 Sent-Martins

Ochilgan: 1914 yil 7-aprel (elektr tramvay); Yopiq: 1941 yil 5-yanvar (elektr tramvay); Ochilgan: 1941 yil 6-yanvar (dizel avtobusi); Qayta ochilgan: 1942 yil 6-iyul (elektr tramvay); Yopiq: 1946 yil 19-may (elektr tramvay); Qayta ochilgan: 1946 yil 20-may (dizel va benzinli avtobus)

Kengash tomonidan qurilgan va ochilgan so'nggi tramvay bo'lishiga qaramay, Sent-Martins hech qachon juda band bo'lmagan va 1930-yillarda u yopilishi kerak bo'lgan darajada yomonlashgan. 1936 yilda dizel avtobuslari muvaffaqiyatli kiritilgandan so'ng, Boshqarma 1938 yilda ulardan boshqa yo'nalishlardagi tramvay xizmatlarini almashtirish uchun foydalanishni rejalashtirgan, shu jumladan Sent-Martins. Etarli miqdordagi transport vositalari mavjud bo'lganda, tramvay qatnovi 1941 yil 5-yanvarda olib tashlangan va avtobus qatnovi ertasi kuni tramvay marshrutidan keyin va tramvaylar bilan bir xil to'xtash joylaridan foydalangan holda boshlangan. Tez orada jadvalga yangi xizmatlar qo'shildi, shu jumladan eng yuqori paytdagi tezkor xizmatlar.

Ikkinchi Jahon urushi sababli boshqaruv kengashining faoliyatiga cheklovlar qo'yilishi va uning avtobuslari uchun ehtiyot qismlar va materiallar olishning qiyinligi, Sankt-Martins avtobus qatnovining olib tashlanishiga va 1942 yil 6-iyulda tramvaylarning qayta kiritilishiga olib keldi. tramvay yo'li. Bu holat tramvaylar 1946 yil 19-mayda ikkinchi marotaba olib qo'yilgunga qadar davom etdi va ertasi kuni benzin va dizel yoqilg'isidan foydalangan holda avtobus qatnovi qayta tiklandi.

Sent-Martins tomon yo'l olgan yangi avtobus yo'nalishi avvalgidek Kolombo ko'chasi o'rniga Manchester ko'chasidan foydalangan va Moorhouse prospektida avtobuslar temir yo'l stantsiyasi yonidan Valtam yo'lidan pastga tushish uchun chapga yoki Kolombo ko'chasi va Brougham ko'chasi bo'ylab harakatlanish uchun chapga burilgan. Sydenham savdo uchastkasi. Avtobus haydovchilariga Sydenham yo'nalishi bo'yicha yo'lovchilarni sanash vazifasi yuklandi va olingan ma'lumotlarni tahlil qilib, 1949 yil 12-dekabrdan boshlab Waltham Road-dan foydalanadigan barcha avtobuslar bilan Sydenham sapmasligini to'xtatishga qaror qilindi.

1947 yil 19-maydan 1949-yil 20-fevralgacha Sent-Martins yo'nalishi Somerfild yo'nalishi bilan faqat ish kunlari bog'langan. 1984 yil dekabr oyida Sent-Martins va Xantsberi yo'nalishlarini birlashtirgan yangi yo'nalish yaratildi.

13 Opava

Ochilgan: 1909 yil 21 sentyabr (elektr tramvay); Yopiq: 1950 yil 5-fevral (elektr tramvay); Ochilgan: 1950 yil 6-fevral (dizel avtobusi)

Opavaga xizmatlar 1907 yil 14 martda bug 'bilan olib boriladigan tramvaylar yordamida boshlandi. Elektr tramvaylari 1909 yilda kuzatilgan va 1930-yillarda ularni avtobuslar bilan almashtirishga urinishlariga qaramay, qirq yil davomida xizmat qilishgan. Avtobus qatnovi 1949 yil 10 apreldan yakshanba xizmatidan boshlanib, 1950 yil 6 fevralda avtobusni to'liq almashtirish bilan yakunlandi. Opava yo'nalishining ikkita kengaytmasi yangi avtobus qatnovi boshlangandan bir necha oy o'tgach tashkil etildi: Xillsboro shahriga, Opange yo'lidan Grange ko'chasida tugaydi (13H). ); Garley Road (13R) dan Ruterford ko'chasida tugaydigan Radli hududiga (Vulston). 1950 yil 28-avgustda kuchga kirgan ushbu ikkala o'zgarish ham yangi uy-joylar qurish uchun, shuningdek, Rezerford ko'chasi va Bamford ko'chalari orasidagi sanoat majmuasiga xizmat qilishi kerak edi. Hillsboro xizmatining yana bir kengaytirilishi 1969 yil 30 iyunda amalga oshirildi va Opawa yo'lidagi Brabourne Road-da tugadi.

1972 yil dekabr oyida Fendalton va Brayton o'rtasida tashkil etilgan yangi shaharlararo aloqa bilan bir vaqtda Opawa xizmatining Woolston qismi Marshland Road yo'nalishiga qo'shildi. Yaqinda Lyttelton shahar atrofidagi temir yo'l xizmatlari faoliyatini to'xtatganligi sababli, Lyttelton avtobus xizmati temir yo'l liniyasi bo'ylab harakatlanish va temir yo'l stantsiyalari atrofidan yo'lovchilarni yig'ish yo'nalishini o'zgartirgan va shu bilan Opawa xizmatining Hillsboro qismiga asosan amal qilgan.

Marshland yo'li va Opawa yo'nalishlari 1980–81 yillarda uzilib qolgan va bu hudud Woolston xizmatiga o'zgartirish kiritilganda Opawa xizmatining Woolston bo'limi to'xtatilgan. Opawa va Lyttelton yo'nalishlarining o'xshashligi ularning 1984 yil dekabrgacha birlashishiga olib keldi va 13-sonli marshrut endi ishlatilmadi.

14 Spreydon

Striklend ko'chasiga ochildi: 1911 yil 3-avgust (elektr tramvay); Koronatsiya ko'chasiga ochilgan: 1915 yil sentyabr (elektr tramvay); Barrington ko'chasiga ochilgan: 1922 yil avgust (elektr tramvay); Yopiq: 1953 yil 21-iyun (elektr tramvay); Ochilgan: 1953 yil 22-iyun (dizel avtobusi)

Spreydon keyinchalik ochilgan tramvay marshrutlaridan biri bo'lgan va keyinchalik yangi tramvayning bir qismi qurilgan so'nggi tramvay yo'nalishi bo'lgan (1922 yilda Barrington ko'chasi kengaytmasi). Tramvaylar 1953 yil 21-iyun kuni Spreydon yo'nalishidan olib tashlandi va ertasi kuni avtobuslar bilan almashtirildi. Avtobus marshruti tramvayning oxiridan, Barrington va Somerfild ko'chalari kesishmasidan yangi terminusgacha yugurdi. Bu erda tugagan Somerfield avtobus yo'nalishi yo'naltirildi.

Spreydon yo'nalishi bo'yicha yangi oyoq yaratildi, Selvin ko'chasidan Somerfild ko'chasi bilan kesishgan joyga. Bunga 1958 yil 15 sentyabrda Somerfild ko'chasidan foydalangan holda avtobuslar ikki yo'nalishda harakatlanadigan tsikl yaratish uchun birinchi yo'nalish qo'shildi. Shimo'n ko'chasi va Koronatsiya ko'chasi 1984 yil 17 dekabrda marshrutdan olib tashlandi va Barrington va Athelstan ko'chalari kesishmasida yangi terminali tashkil etildi.

15 temir yo'l stantsiyasi

Manchester ko'chasi orqali ochilgan: 1905 yil 6-iyun (elektr tramvay); Kolombo ko'chasi orqali ochilgan: 1905 yil 4-iyul (elektr tramvay); Yopiq, Manchester ko'chasi orqali: 1932 yil 6-aprel (elektr tramvay); Kolombo ko'chasi orqali yopiq: 1936 yil 1-noyabr (elektr tramvay); Ochilgan: 1936 yil 2-noyabr (dizel avtobusi)

1936 yil 1-noyabrda tramvaylar 6-raqamli tramvay bilan birga ushbu yo'nalishdan olib chiqilgunga qadar markaziy shahar va temir yo'l stantsiyasi o'rtasida maxsus xizmatni amalga oshirdilar. Buning o'rniga iqtisodiy tejamkorlik chorasi sifatida kiritilgan shaharning birinchi dizel avtobus xizmati bo'ldi. ozgina odam savdosi yo'llari bo'yicha xarajatlarni kamaytirish. Manchester ko'chasi orqali tramvay yo'nalishi bundan 2½ yil oldin yopilgan edi va o'shandan beri temir yo'l stantsiyasiga boradigan tramvaylar Kolombo ko'chasidan foydalangan.

1936 yil 2-noyabrda ishlab chiqarilgan avtobus xizmati tramvaylar bilan to'ldirilib bordi, ular Falsgreyv ko'chasi omboriga borishda yoki undan o'tishda o'tib ketayotganda temir yo'l stantsiyasiga tartibsiz xizmat ko'rsatdilar.

6-sonli avtobuslar temir yo'l stantsiyasiga bag'ishlangan bog'lanish bo'lib, Xristchurch atrofidagi turli joylardan kelayotgan poezdlarni kutib olish uchun vaqt ajratilgan edi. Ko'proq yo'nalishlar avtobus qatnoviga o'tkazilgach, ba'zilari temir yo'l stantsiyasidan o'tib ketishdi va bu yukning bir qismini engillashtirdi. 1955 yil oktabrda Dallington va Vaynoni yo'nalishlari Bryndwr va Wharenui yo'nalishlari bilan yangi shaharlararo xizmatlarga tayinlanganidan keyin Vorsester-Strit yo'nalishi temir yo'l stantsiyasi bilan bog'liq bo'lib qoldi.

Temir yo'l stantsiyasiga kirish uchun zarur bo'lgan odamlar soni, shuningdek, Kristchurch atrofida yo'lovchi temir yo'llaridan foydalanish kamaygan. Shahar atrofidagi so'nggi temir yo'l xizmati 1976 yil 30 aprelda ishlagan^[25] va yakuniy mahalliy xizmat bir necha oydan keyin 14 sentyabr kuni kuzatildi.^[26] 1980-yillarning boshlarida temir yo'l stantsiyasining maxsus avtobus xizmati eskirgan va olib tashlangan, faqat temir yo'l stantsiyasida tez-tez uchraydigan avtobuslar qolgan.

16 Sent-Albans bog'i

Edgeware yo'lida ochilgan: 1906 yil 24-dekabr (elektr tramvay); Terminali ochilgan: 1915 yil 19-iyul (elektr tramvay); Yopiq: 1953 yil 21-iyun (elektr tramvay); Ochilgan: 1953 yil 22-iyun (dizel avtobusi)

Sankt-Albans bog'iga avtobus qatnovi 1953 yil 22-iyunda, oxirgi Sankt Albans tramvayidan bir kun o'tgach boshlangan. U tramvay yo'nalishi bo'ylab harakatlanadigan yangi marshrutga yugurdi, ammo Reynjer ko'chasida Flockton Street, Kensington Avenue va Philpotts Road orqali yangi terminalda davom etdi. 1949 yilda Springfild Yo'l va Veston Yo'l bo'ylab boshlangan mavjud xizmat Krenford ko'chasida qisqartirildi. Markaziy shaharda avtobuslar dastlab bir tomonlama ko'chalar bo'ylab yurishgan, ammo 1960 yillarning o'rtalaridan boshlab ular Manchester ko'chasi va Peterboro ko'chasiga yo'naltirilgan.

Tramvaylarning olib qo'yilishi shahar kengashiga Bealey prospektini qayta sozlash imkoniyatini berdi. Avtoulov ilgari ikkala yo'nalishda ham shimoliy qatnov qismida ikki yo'lda harakatlanadigan tramvaylar bilan o'rta chiziqning har ikki tomoniga sayohat qilgan. Avtobuslar qatnovi yo'lga qo'yilgach, xiyobon shimoliy tomoni sharqiy, janubiy tomoni g'arbiy yo'nalishdagi transport harakati sifatida o'zgartirildi.

1957 yil 5 avgustda Westminster ko'chasida Hills Road-da to'xtash uchun davom etadigan yangi xizmat boshlandi.

Dastlabki marshrutning Ranger ko'chasi terminali 1959 yil yanvar oyida haydovchilar transport vositalarini qaytarish yo'lida burish bilan bog'liq muammolarga duch kelmaslik uchun uni ba'zi mahalliy ko'chalar atrofida aylanaga aylantirib o'zgartirildi.

17 Bryndwr

Ochilgan: 1925 yil 12-yanvar (benzinli avtobus), 1936 yil 2-noyabr (dizel avtobusi)

Bryndwr Kengashning 1920-yillarda yangi tramvay qurishni umid qilgan joylaridan biri edi, ammo iqtisodiy sharoitlar bunga to'sqinlik qildi. Kengash shahar atrofiga o'z xizmatini taqdim eta olmaganida, WC Sanders xususiy operatori bo'shliqni 1924 yildan boshlab Bryndwr va Harewood bilan bog'laydigan nuqta-nuqta xizmati bilan to'ldirdi. Kengash o'zi ega bo'lgan Bryndwr xizmatini yuritishni xohladi. buyurdi Tilling-Stivens avtobuslar. Ayni paytda, u 1925 yil 12-yanvarda yaqinda sotib olingan Oq avtobusdan foydalanishni boshladi. Ushbu avtobus "avtobus urushlari" paytida boshqa joyga joylashtirilishi kerak bo'lganda, xizmat hanuzgacha kengash tasarrufidagi turli xil kollektsiyadagi transport vositalarida davom etishi kerak edi. 1925 yil oxirida Tilling-Stivens avtobuslarini etkazib berishga muvaffaq bo'lgunga qadar.

Dastlabki marshrut sobori maydonidan boshlanib, Kolombo ko'chasi, Armagh ko'chasi, Park-teras bo'ylab, Karlton tegirmoni hududidan o'tib, Rossall ko'chasidan Glandovey yo'li va Stroven-Road chorrahasiga ko'tarilgan. Bu erdan avtobuslar Glandovey Road, Idris Road, Wairakei Road (ilgari Wairarapa Road) va Strowan Road tomonidan hosil qilingan sxema bo'yicha soat yo'nalishi bo'yicha yoki soat miliga qarshi yo'nalishda harakatlanish bilan almashinib turar edi. Kirish xizmatlari Katedral maydoniga Kolombo ko'chasidan emas, balki Vorsester ko'chasidan kirdi. Vaqt jadvaliga muvofiq xizmatlar dushanbadan shanbagacha ishlaydi, yakshanba kuni xizmat ko'rsatilmaydi

Urushgacha Bryndwr yo'nalishidagi kengaytmalar 1927 yil noyabrda Idris yo'lidan Vindermere yo'liga xizmatlarni sinovdan o'tkazishni va 1931 yil iyulda Wairarapa yo'lidan Ilam yo'li yoki Blighlar yo'ligacha davom etadigan taniqli xizmatlarni o'z ichiga olgan.

Bryndwr 1936 yil 2-noyabrda AEC Q avtobuslari ishlay boshlaganda dizel avtobusi ishiga o'tish uchun bir nechta yo'nalishlardan biri edi. "Q" lar o'zlarining borar joylarini ko'rsatish uchun marshrut raqamini talab qilishganligi sababli, 17 raqami Idris yo'li va Wairarapa yo'liga boradigan avtobuslar uchun ishlatilgan va sayohat qilganlar 17E yo'nalishidan foydalanganlar. 1921 yilda yangi yo'naltiriladigan pardalar ishlab chiqarilganda, 17-sonli marshrut tavsiya etilgan Bryndwr tramvay marshrutiga tayinlangan edi. Keyinchalik avtoulov parki yangilanishlari orasida AND Mark IV Regal Bryndwr marshrutiga "Q" lar o'rnini bosdi va 1958 yilda uzoq umr ko'rgan Mark IVlar. 1980-yillarning boshlaridagina Long Reliance nafaqaga chiqqanidan keyingina turli xil Bristollar va MANlardan foydalanilgan.

Bryndwr va Dallington o'rtasida shaharlararo xizmat 1955 yil oktyabr oyida tashkil etilgan.

Wairakei Road oyog'ining kengaytmasi 1950 yil 1 mayda Greers Road-ga ko'chib o'tishda davom etdi va 1951 yil mart oyida yanada kengaytirildi, Grahams Road (1958 yil sentyabr), Kendall prospektida (1960 yil fevral), Charlcott ko'chasida (1962 yil may), Breens yo'li ( 1967 yil fevral) va nihoyat 1970-yillarning oxiri / 80-yillarning boshlarida sanoat rivojlanishi sodir bo'lgan Sheffild yarim oyiga. Aorangi Road-ga xizmatlar 1960 yil Kondell-avenyu qurib bo'lingandan so'ng Greers Road-ga bora olmadi. Ushbu oyoqqa qo'shimcha uzatmalar 1964 yil 14 sentyabrda Lebroft ko'chasiga Kilburn ko'chasi va Isleuort ko'chasi orqali va 1982 yilda Breens Road va Gardiners Road yo'llari bilan Sawyers Arms Road va Crofton Road chorrahasiga qadar davom etdi.

18 Springfild yo'l

Ochilgan: 1925 yil 28-yanvar (benzinli avtobus), 1936 yil 2-noyabr (dizel avtobusi)

1925 yil yanvar oyida Inter City Motor Service kompaniyasi yaqinda Papanuiga xizmat ko'rsatishni to'xtatib, Springfild yo'liga avtobus qatnovini boshladi. Kengash ushbu harakatni o'z biznesiga tahdid sifatida ko'rib chiqdi va bunga javoban 1925 yil 28 yanvarda yollangan transport vositalaridan foydalangan holda ushbu hududga o'z avtobus qatnovini boshladi. Inter City Motors tomonidan taklif qilingan bitta avtobus boshqaruv kengashi tomonidan joylashtirilgan ikkitasiga raqobatlasha olmadi va shu sababli Inter City Motors xizmati tezda olib qo'yildi. Yilning oxiriga kelibgina, Boshqarma o'z avtoulov parki uchun qo'shimcha avtobuslar etkazib berishni qabul qila oldi va xususiy operatorlardan avtobuslarni yollash uchun katta xarajatlardan xalos bo'ldi. Keyinchalik ushbu pudratchilarning ikkitasi Inter City Motors tomonidan foydalanilgan marshrut bo'ylab boshqaruv kengashi bilan raqobatlashib, Springfield Road-ga o'zlarining xizmatlarini o'rnatdilar. Kengash ularning biznesini keyingi yil sotib oldi.

Xizmatlar aslida Mays Roadgacha etib borgan va Springfield Road asosiy magistrallardan biri bo'lgan. Avvaliga avtobuslar Katedral maydonidan boshlanib, Viktoriya ko'chasi, Durham ko'chasi, Springfild ko'chasi, Somme ko'chasi, Xoksberi avenyusi, Brauns-rud va Bretts-Rays orqali Mays Roadga borar edi. Mays Road yo'nalishi 1926 yil may oyida olib tashlandi, xizmatlar Bretts-Rou, Noulez-Strit va Rutlend ko'chalari atrofida aylanib chiqdi. Mays Road 1927 yil mart oyida kengaytirilgan tuman sifatida qayta tiklandi, shu bilan birga ba'zi xizmatlar uchun Noulz ko'chasini saqlab qoldi, ammo sentyabr oyidan boshlab Mays Road ko'chasi barcha xizmatlar tomonidan Bretts Road va Rutland Street ko'chib o'tadigan sayohat uchun ishlatilgan.

Ushbu yo'nalishda kengash parkidan turli xil benzinli avtobuslar ishlatilgan. Ular 1936 yil 2-noyabrda AEC Regal yarim kabinali dizel avtobuslari tomonidan almashtirildi. Aynan o'sha paytda Rutland ko'chasidan 18R va Bretts-Rud orqali 18B sifatida tanilganlar bilan Springfield Road xizmatlariga marshrut raqamlari ajratilgan edi.

Weston Road-ga qisqa muddatli xizmatdan tashqari, ushbu yo'nalish 1920-yillardan keyin ham o'zgarishsiz qoldi. Bu 1953 yil 25 maydan Brayton va 1972 yil oxiridan Vaynoni yo'nalishidagi ikkita shaharlararo aloqaning bir qismi edi. 1950 yillarga kelib ushbu yo'nalish Mays Road xizmati nomi bilan mashhur bo'ldi.

18W Weston Road

Ochilgan: 1949 yil 14-fevral (dizel avtobusi); Yopiq: 1953 yil 27-iyul

Ikkinchi Jahon Urushidan keyingi Christchurchda turar-joy qurilishini boshdan kechirgan ko'plab sohalardan biri Innes Road va McFaddens Road o'rtasida janubi-g'arbiy-shimoli-sharqda joylashgan erlar edi. Ushbu hudud jamoat transporti tomonidan yaxshi xizmat ko'rsatmagan, eng yaqin tramvaylar esa Krenford ko'chasi va Sent-Albans bog'i. Ushbu yo'nalishlarning uzaytirilishi istiqbollari yo'q edi, chunki 1920-yillarda Sankt Albans bog'i chizig'ini Shimoliy Plaj chizig'i bilan bog'lash bo'yicha ilgari taklif bekor qilingan edi. Ushbu yo'nalishlarning birortasi ushbu hududga ulanishi uchun avval tramvaylarni olib qo'yish kerak edi.

Vaqtinchalik echim sifatida Springfield Road xizmatini ushbu hududga kengaytirishga qaror qilindi. 1949 yil 14-fevraldan boshlab, boshqa har qanday Springfield Road avtobusi Rutland ko'chasidan Weston Road-ga burilib, Krenford ko'chasida harakatini tugatdi. Ushbu marshrutning terminali sharqqa qarab turar-joy binolarining o'sishidan so'ng, 1949 yil 20-iyunda Jeymson prospektiga va 1952 yil 8-dekabrda Nensi prospektida va Reynjer ko'chasida Filippts yo'liga bordi. Xizmatning doimiy hayotiyligini ta'minlash uchun homiylik muntazam ravishda baholanib borildi.

Markaziy shaharga yo'nalishning bilvosita xususiyatiga qaramay, u mahalliy aholi orasida mashhurligini saqlab qoldi. Sent-Albans Park tramvaylari yopilganda, avtobusni almashtirish xizmati 1953 yil 22-iyundan boshlab Filpotts yo'li va Reynjer ko'chalari kesishmasiga qadar kengaytirilgan marshrutni bosib o'tdi. Bu 18W xizmatining terminusi bo'lgani uchun ham uning yo'nalishi Krenford ko'chasida kesilgan edi. 1953 yil 27-iyulda Krenford-strit tramvayining kengaytirilgan avtobus yo'nalishi bilan Weston Road-da to'xtagan avtobus yo'nalishi almashtirilgandan keyingina bir oy o'tgach, 18W xizmati bekor qilindi. 18-sonli avtobuslar yana Mays-roudga yo'nalishni davom ettirdilar.

19 Shimoliy plyaj

Burvudga ochilgan: 1910 yil 15-avgust (elektr tramvay); Ochilgan, Burvud-Shimoliy Plyaj va Pirs: 1914 yil 1-oktyabr (elektr tramvay); Sherliga ochilgan: 1925 yil 15-yanvar (benzinli avtobus); Yopiq, Marshland yo'li - terminali: 1927 yil 22-avgust (elektr tramvay); Qayta ochilgan, Marshland yo'li - terminali: 1928 yil 1 oktyabr (elektr tramvay); Sherliga ochilgan: 1931 yil 1-aprel (trolleybus); Yopiq, Marshland yo'li - terminali: 1931 yil 4-iyul (elektr tramvay); Ochilgan, Shirley-North Beach va Brighton Pier: 1931 yil 5-iyul (trolleybus); Yopiq, Shimoliy Plyaj - Brayton Pier: 1933 yil 13-may (trolleybus); Yopiq: 1956 yil 8-noyabr (trolleybus); Ochilgan: 1956 yil 8-noyabr (dizel avtobusi)

Shirli atrofidagi transport xizmatlarini yaxshilashga jamoatchilik talabi Kengashni 1920-yillarda o'z imkoniyatlarini ko'rib chiqishga undadi. U Sent-Albans parki chizig'ini Uorrington ko'chasi va Shirli yo'li bo'ylab Shimoliy plyaj chizig'i bilan bog'laydigan yangi tramvayni taklif qilgan edi, ammo o'sha paytdagi boshqa taklif qilingan tramvaylar singari, bu g'oyani iqtisodiy sharoitlar tufayli bekor qilish kerak edi. Shu sababli o'z avtobus qatnovini yo'lga qo'yishga qaror qildi va WC Sanders xususiy operatoridan yollangan transport vositasidan foydalanib, 1925 yil 15-yanvarda xizmat ko'rsatishni boshladi. Marshrut dastlab Kolombo ko'chasi va Gloucester ko'chalari chorrahasi yaqinidagi terminaldan boshlanib, u erdan Manchesterga ergashdi. Strit, Oksford Teras, Kilmor ko'chasi, Fitsjerald avenyu, Xillz-rud va Uorden ko'chalari, u erda Kantsler ko'chasi, Shirli-rud va Sleytter ko'chalari atrofida aylanib o'tdi. Kiruvchi xizmatlar Armagh ko'chasi bo'ylab qaytib keldi. Dastlabki ikki oy ichida shahar atrofi Maydonga ko'chirildi. Manchester ko'chasi, Oksford terrasasi va Kilmor ko'chalaridan foydalanishda xizmat taklif qilingan shimoliy-sharqiy shahar tramvay yo'nalishi bo'yicha harakat qildi. Xizmatlar dushanbadan shanbagacha ishlaydi, yakshanba kuni xizmat ko'rsatilmaydi.

Christchurchning birinchi trolleybus qatnovi 1931 yil 1 aprelda Shirleyga qatnay boshladi, keyinchalik 1931 yil 5 iyulda Shimoliy Plyaj va Brayton iskala tomon uzaytirildi. Ushbu yo'nalish sobori maydonidan boshlab High Street, Cashel Street, Fitzgerald Avenue, Hills Road, tramvay avtobusi Marshland Road-da eski Shimoliy Plaj tramvay liniyasi bilan uchrashib, uni oxirigacha kuzatib borgan Shirley Road. Kirish xizmatlari maydonga Vorsester ko'chasidan kirdi. Shirli-Rud va Stapletons-Rou chorrahasi, Byorvud va oxir-oqibat Nyu-Brayton yugurish poyezdida qisqa ishlarni bajarish havo liniyalarida ilmoqlar bilan ta'minlandi. 1934 yilda Richmondga ikkinchi trolleybus qatnovi ochilgach, ikkala yo'nalish ham Kassel ko'chasidan Fitsjerald prospektigacha bo'lgan yo'nalishda bo'lishdi.

Trolleybus avtoulovi eng katta darajada, Pierdagi Brighton tramvay liniyasiga ulanish uchun Shimoliy Plaj tramvay liniyasi singari dengiz paradidan o'tib ketdi. Marshrutning bu qismi hech qachon muvaffaqiyatli bo'lmadi, shuning uchun chiziq 1933 yil 13-mayda Shimoliy Plyajda qisqartirildi. Shimoliy plyajdagi marshrutning oxirida Marine Parade bo'ylab va Bassett ko'chasiga qadar tramvay bor edi. Ipodromda maxsus tadbirlar uchun foydalaniladi. Bunday holatlarda trolleybuslar Shimoliy Plyaj yo'nalishi bo'ylab olomon bilan engish kutilmagan edi, shuning uchun Brayton tramvay liniyasida qo'shimcha tramvay yurish orqali sig'im kuchaytirildi, keyin Shimoliy Plaj tramvay yo'lining sharqiy uchi bo'ylab ular uchrashadigan joyga etib bordi. tramvay avtobuslari bilan Ipodromga avtoulovlar qatnaydi.

Bealey prospektida bo'lgani kabi, transport harakati Fitsjerald prospektidagi median chiziqning ikkala tomonida ikki tomonga qarab yurdi. Trolleybuslar Moorhouse avenyusi deposi va Kilmor ko'chasi o'rtasida g'arbiy qatnov qismidan va Heyvud Terras va Bealey prospektlari o'rtasidagi sharqiy qatnov qismidan foydalangan. Faqatgina trolleybuslar olib qo'yilgunga qadar Fitsjerald avenyu har bir qatnov qismida bitta yo'nalishga aylantirilishi mumkin edi.

1936 yil 25-mayda shahardan Shimoliy Plyajga chiqib ketadigan va har kuni belgilangan xizmatga qaytadigan benzin avtobusi yordamida qisqa muddatli uzaytirilish boshlandi. Kun davomida u Ozon burchagidagi trolleybuslar bilan bog'lanib, dengiz paradidan Effingham ko'chasiga (ilgari Berri ko'chasi) ko'tarilgan. Sinov etarli darajada qiziqish uyg'otmadi va xizmat bir necha oy o'tgach, 31 iyulda bekor qilindi.

Trolleybuslar marshrut raqamlarini ko'rsatish uchun jihozlanmaganligi sababli faqat ularning yo'nalishlari bo'yicha aniqlandi. Faqat dizel avtobuslari quvvatni oshirishga chaqirilgandan keyingina marshrut raqamlari zarur bo'lib qoldi va shuning uchun 19-raqam Shimoliy sohil xizmatiga tayinlandi. Shirli va Bervudga qisqa ishlarni bajarish 19S va 19B ga mos ravishda topshirildi.

1951 yilda Shirley Road shimolidagi yangi uy-joy qurilishi kengashning e'tiborini tortdi. Hududga yangi avtobus qatnovini yo'lga qo'yish to'g'risida qaror qabul qilindi va kengash trolleybuslar tarmog'ini kengaytirishdan manfaatdor bo'lmaganligi sababli, 15 yanvarda boshlandi. 1951 yil benzin va dizel yoqilg'isi avtobuslaridan foydalangan holda. Yo'nalish Emmett ko'chasi orqali Acheson prospektiga yugurib, ko'p qismi trolleybus liniyalari ostida harakatlandi. Ushbu yangi xizmat Shirli yo'lini Emmett ko'chasiga olib chiqqan nuqtada Richmond trolleybus avtobus marshruti Shimoliy Plyaj yo'nalishi bilan to'qnashgan joyga yaqin bo'lganligi sababli, North Beach trolleybuslari bir vaqtning o'zida Richmond va Richmond orqali harakatlanish uchun yo'naltirildi. trolleybus qatnovi to'xtatildi. Bir necha oy o'tgach, 16 iyul kuni trolleybuslar avvalgi yo'nalishlariga qaytishdi, ammo Shirleyga qisqa muddatli qatnov bekor qilindi.

Emmett bloki hududida va unga qo'shni shahar atroflarida yanada rivojlanish Shirley avtobus qatnovining kengayishiga, shu jumladan Orkades ko'chasi va Kvinns yo'li orqali Voss ko'chasiga (1958 yil 28 aprel), Olivin ko'chasiga (1959 yil dekabr) va Marshland yo'lining kesishmasiga olib keldi. va Briggs Road (1962 yil 3-dekabr).

1956 yil 8-noyabrda trolleybuslar dizel yonilg'i bilan almashtirilgunga qadar Shimoliy Plyaj xizmati deyarli o'zgarishsiz qoldi va shundan keyingina marshrutga o'zgartirishlar kiritish mumkin edi. Birinchisi, Burvud terminasini Bassett ko'chasi va Parnuell ko'chalari kesishmasiga ko'chirish edi (1957 yil 24 avgust), keyin Termas ko'li, Burvud yo'li va Travis yo'li atrofida og'ish, terminalgacha etib borish (5 oktyabr 1964 yil) va qo'shilish. 1966 yil 13 oktyabrda Burwood Road va Mairehau Road-dan Burwood kasalxonasi.

Burwood va Springs Road (ilgari Wharenui) o'rtasida shaharlararo xizmat 1967 yil 4 sentyabrda tashkil etilgan.

There were also alterations at the North Beach end of the route, including: around Bower Avenue and Marriotts Road from December 1958; along Marine Parade to Pacific Street from December 1959; and an extended circuit for select services only around Bower Avenue, Beach Road, and Marine Parade to serve the suburb of Waimairi Beach from 3 July 1961. The growing importance of New Brighton as a weekend shopping destination led to the extension of these services from North Beach to New Brighton on Saturdays from 1 June 1963.

20 Somerfild

Opened: 9 September 1946 (petrol bus)

The Somerfield route connected an area of housing development near Lyttelton Street to the central city and commenced service on 9 September 1946. At first buses ended their run in Rose Street but the terminus was moved on 25 November to the intersection of Barrington and Somerfield Streets. The central city terminus was located on Gloucester Street near Chancery Lane, a stop that was shared with several other routes started at around this time due to space constraints in Cathedral Square. It was not until 19 April 1952 that a stop in the Square could be allocated to the Somerfield route.

Outbound services ran non-stop to Christchurch West High School to encourage those not travelling out of the central city to use other services on account of the limited capacity of the Ford V8 buses used on this route. This measure remained in effect until the service frequency had sufficiently increased.

A cross-town service was created on 19 May 1947 involving the Somerfield and St. Martins routes. Initially only in effect on weekdays because of the limited weekend services provided to Somerfield, it was increased to a full-time arrangement from 20 February 1949.

The route was extended several times: first, to Hoon Hay Road from 22 June 1953 to avoid a clash with changes to the Spreydon route; next, to the intersection of Cashmere Road and Worsleys Road on 31 August 1962; and lastly, to Princess Margaret Hospital on 17 December 1984.

21 Kreyk yo'li

Opened: 9 September 1946 (diesel bus)

The Creyke Road bus service served residential areas between the Fendalton and Riccarton tram routes. Starting from Gloucester Street, buses followed much of the Riccarton tramline, turning off Riccarton Road at Straven Road and eventually terminating at the intersection of Creyke Road and Ilam Road. The first stop for outbound services and the last stop for inbound services were at Christchurch Boys High School meaning there was no connection with the tram service.

At first the timetable provided only for a daytime weekday service that did not cater for commuters. This changed when the route was linked with the Beckenham service on 12 July 1948, adding both commuter services and a late night Friday service. The starting point of the service moved from Gloucester Street to Cathedral Square in December 1958.

Disappointing returns from the Creyke Road service prompted an instruction to drivers to pick up passengers along the Riccarton tram route, and later, the route was changed to use Deans Avenue and Kilmarnock Street where it was hoped to appeal to more potential passengers.

Maidstone Road was constructed in 1963–64 and enabled the extension of the bus route past the Canterbury universiteti and the Teachers College. Having exceeded Creyke Road as a destination, the route was renamed Avonhead to more accurately describe the area served. Further extensions were made as the community grew, eventually terminating on Woodbury Street at Mirfield Place and returning in a loop around Ansonby Street.

The Avonhead and Marshland Road routes were combined during 1980–81.

22 Templeton

Opened: 18 June 1918 (battery-electric bus), Q3/Q4 1920 (petrol bus), 15 June 1953 (diesel bus)

The Board's first, and only, experiment with a battery-electric bus constituted their first service to Templeton, which commenced service on 18 June 1918. It was a feeder service that connected with the No. 8 Riccarton trams at the tram terminus in Sockburn via Islington and ran seven days a week. The vehicle, a Walker electric, was unreliable and often failed in service, leading to its replacement on the Templeton run in 1920 by a Garford petrol bus. The ride quality and amenities of the Garford were little better than the Walker it replaced, so in 1923 the body of the Walker was rebuilt on a Leyland chassis, increasing its capacity and providing a much improved ride for the passengers.

The Templeton route became a lucrative business for several private operators during the "bus wars" of the mid-1920s. They were able to provide a more appealing service for many passengers over those provided by the Board and the Railways Department with a direct connection between the central city and Templeton. With the passage of the Motor Omnibus Traffic Act in 1926, these operators were either driven out of business or purchased by the Board, upsetting many travellers who did not appreciate the mode change at Sockburn or the fact that through fares were not available.

In October 1926 the service was put out to tender. The successful bidder took over the service on 15 November 1926, but soon discovered that a significant portion of their patronage was derived from workers at the Islington freezing works which, when out of season, considerably affected the revenue they earned. The Board therefore agreed to increase the subsidy.

Weekdays through services from Templeton to Cathedral Square were trialled for a three-month period from August 1926, after which the timetable reverted to the previous feeder service. The Board reinstated them from 1 August 1930 on a select few services through to the Bridge of Remembrance as it had remained in control of the timetable.

When the contract came up for renewal in October 1928, it was re-let to the same operator. W. C. Sanders took over the service in October 1930 when the contract next came up for renewal. This was not the only business Sanders had with the Board and he quickly discovered that he was unable to meet all of his obligations. The Board cancelled all of the contracts it had with him, save for his operation of the Avonside service. Under the Board's control once again, the through services were discontinued and the feeder operation was reinstated from May 1931 using two drivers previously in the employ of Sanders. After a dispute with the union, the drivers became contracted operators of the service in April 1932, being compensated on a mileage basis. The contact was renewed in June 1933.

A variety of vehicles made an appearance on the Templeton service after the Walker and Garford buses. When the service was let to private operators, they used a Graham-Dodge and later a Republic, both hired from the Board. A Minerva was assigned to the route when through services were introduced to provide additional capacity. A Thornycroft, formerly in service to Inter City Motors, replaced the Minerva in 1937. When the Thornycroft had to be withdrawn in 1939 due to deficiencies identified by the Transport Department, a later model Minerva was assigned to the Templeton run. A Ford V8, the first in the Board's fleet, replaced it in 1942. As the Ford was equipped to display route numbers, it was the first to use the number 22, which had been assigned to Templeton.

Direct connections to Templeton were re-established on 6 October 1947 when most weekday services terminated in the central city. Most weekend services, including all those on Sundays, remained feeders to the Riccarton trams. The through-runs operated as quasi-express services between Sockburn and the City. This remained the case until the replacement of trams on the Riccarton route with diesel buses on 15 June 1953, at which point all services terminated in the central city.

Expansion of the city in the suburbs of Hornby, Islington, and Templeton in the 1950s required several modifications to the route to ensure its greatest utility to the area. For several years from April 1957 some buses ran via Blenheim Road until the Wharenui buses were extended through this area. Selected Islington services used a modified route along Waterloo and Carmen Roads from September 1957 including stops at several industrial installations for the benefit of workers in the suburbs of Sockburn and Hornby. Special services were also provided for patrons of events at the Ruapuna Speedway, and during the 1974 Commonwealth Games to Denton Park.

23 Pleasant tog'i

Opened: 27 November 1944 (petrol bus)

The genesis of the public bus service to Mount Pleasant was a bus service that the Board was already providing for workers at the Marathon Rubber Footwear factory in Woolston. From 27 November 1944 this service was extended from the factory to the Mount Pleasant school on Major Hornbrook Road. Morning and evening return services were provided, catering for factory workers travelling from the central city and mainly shoppers during the day. Inbound services followed a route along Major Hornbrook Road, St. Andrews Hill Road, Ferry Road, Dyers Road, Linwood Avenue, and Worcester Street.

Services were provided using a "square" Ford V8 that displayed the route number 3P the whole time it was assigned to the Mount Pleasant route, despite the route number 23 having been "reserved" for Mount Pleasant as far back as 1948. The AEC Mark IV Regals were the first to use route number 23.

Changes to the route included an extension to Mount Pleasant Road via Belleview Terrace from 2 June 1958. It became an extension of the Sumner service in 1982, eventually adopting the route number 3G. Following the cancellation of the Woolston service in the late 1980s, Mount Pleasant buses were rerouted to serve the area with a diversion along Rutherford Street, Garlands Road, and Radley Street.

24 / 5S Pleasant Point / Janubiy Brayton

Opened: 19 January 1925 (petrol bus), 18 October 1952 (diesel bus)

Public agitation around 1919 for improved transport links to South Brighton prompted the Board to investigate its options for the area. A tramline, as an extension of the Brighton service, was considered but rejected, as was the idea of using the Walker battery-electric bus that had recently been removed from the Templeton run.

The Board did undertake a one-month trial in 1923 using a Garford bus and local driver, but it made a loss and was not renewed. It was another two years before they tried again, and on 19 January 1925 a contracted feeder service connecting with the Brighton trams commenced operation using a local driver, Ern Smith. He used his own vehicle, a converted International truck, for which he was compensated on a mileage basis.

The service remained a contracted operation for the next 2½ decades. Arch Lawson took over in December 1932 and, with a Willys-Knight vehicle, ran the service for the next four years. Jim McGregor successfully tendered for the service in February 1936 and used his own Packard except when demand necessitated the use of a larger vehicle on loan from the Board. By 1939 overcrowding had become a problem so the Board increased the number of services and constructed a new bus on a Ford V8 chassis with a capacity for 16 seats. It was delivered to McGregor on 11 August 1939 and he paid for it over time by not receiving a subsidy for operation of the service.

Wartime restrictions on petrol resulted in the removal of all Sunday services from the timetable from March 1942. They were not reinstated until November 1943.

Overloading had again become a problem by 1943 resulting in the increased use of a larger vehicle to handle the demand. McGregor had his contract extended in October 1944, giving him the certainty he needed to obtain a larger vehicle. His Ford V8 was stretched, enabling it to carry 25 passengers, and was ready in September 1945. The Board occasionally borrowed this vehicle to trial new services, and in these cases McGregor had use of one of the Board's "Square" Ford V8 buses, as he had done while his own Ford was being modified.

Following concerns raised about the dearth of Sunday and evening services by the South Brighton Progress League in August 1946, the Board increased the subsidy it paid for operation of the service. Despite this, Sunday services continued to run to a summer timetable, and evening services were withdrawn after failing to attract sufficient interest. Evening services did make an appearance again in July 1949, though not as a Pleasant Point service, but instead as an extension of one of the late Wainoni services on Fridays and Saturdays.

McGregor retired in January 1950, leaving the operation to his business partner, Wilf Read. On 18 June 1951 the Board assumed control of the service, having terminated the contract with Read. As the vehicle that had been used on this service belonged to the private operator, the Board decided to use a 29-seat Ford V8 from its own fleet on the route.

Through services were introduced on 26 November 1951 at the behest of the Progress League, comprising morning and evening commuter services and a select few daytime services for shoppers. The Fords soon had to be replaced by Leyland yo'lbarsi buses to cope with the demand, though the Fords continued to provide the feeder services.

The withdrawal of trams from the Brighton tramline and the introduction of diesel buses to the route saw Pleasant Point services combined with those to Brighton in a new timetable, effective from 18 October 1952. As connections with trams were no longer required, the new timetable also eliminated the feeder services.

Several route modifications followed to extend services to areas of new development including to the intersection of Caspian Street and Rockinghorse Road from 3 October 1960, and eventually, to the end of Rockinghorse Road. When the terminus moved beyond the Pleasant Point Domain, the route number 5S and destination South Brighton were assigned to the route. The previous route number, 24, appears to have been allocated after 1945, the route prior to this time being identified only by its destination, Pleasant Point. The route was re-designated Southshore in 1984.

24 aeroport

Opened: 5 January 1976 (diesel bus)

Canterbury's centennial celebrations in 1950 were the first occasion on which the Board was called upon to provide services to the Airport. Demand for travel to the official function on 18 December 1950 at which the former Harewood Airport became Christchurch xalqaro aeroporti exceeded the capacity of the regular airport service provided by Midland Motorways so the Board was asked to assist for the occasion.

The Board's own regular service to the airport began on 5 January 1976 following the Board's acquisition of the licence for the route after Midland Motorways discontinued its own airport service. It quickly became one of the more profitable routes for the Board, justifying an increase in service frequency to 30-minute intervals after only two years.

Besides local residents along the route and airport workers, air passengers were one of the biggest sources of patronage for the service. The large amount of luggage they normally had with them necessitated the use of specially adapted buses with space for luggage racks and bays. When "New" Reliance buses proved inadequate to the task, they were replaced on this route with three AEC Swift and a Leyland with more generous accommodation for luggage. The University of Canterbury also became an important source of passengers as the route included Riccarton and Ilam Roads.

25 Wharenui

Opened: 31 December 1946 (diesel bus)

New housing estates in Riccarton between Blenheim and Riccarton Roads prompted the creation of the Wharenui route, which commenced service on 30 December 1946. Buses also provided access to the industrial area off Blenheim Road and to the Addington temir yo'l ustaxonalari. A small change was made in 1947 to provide better access to an area of new State housing off Wharenui Road.

Initially, Wharenui was a standalone route that started from Gloucester Street until such time as it could be accommodated in Cathedral Square. From October 1955 it was linked with the Wainoni route and then from 4 September 1967 with the Burwood route.

Though Riccarton Road was part of the route, the first stop for outbound services and the last stop for inbound services were in Picton Avenue meaning there was no connection with the Riccarton tramline. This issue became moot on 1 August 1960 when a route alteration diverted Wharenui buses down Deans Avenue and Blenheim Road before rejoining the old route. There were many changes to the route over the next three decades including extensions that took it well beyond Wharenui. New destinations included Curletts Road and Springs Road and after the route ended up connecting with Hornby Mall in the 1980s it was combined with existing Templeton, Lincoln, and Southbridge routes.

26 Xantsberi

Opened: 13 May 1946 (diesel bus)

Services to Huntsbury commenced on 13 May 1946 departing from Cathedral Square and terminating in Huntsbury Avenue. The hill section of the route included two sharp turns that the Ford V8 buses used on the route had difficulty in negotiating.

Light loadings on this route only justified the provision of three commuter and a few casual traveller return services per weekday. An evening service was not added to the timetable until April 1949, and another five years before a Friday night service for shoppers was included.

Numerous route changes were made as alterations to the nearby St. Martins and Beckenham routes necessitated modifications to ensure the best coverage for residents in the area. In the year from August 1957 eight trips were added to the timetable but all were eliminated in September 1958.

Similarity between the Huntsbury and St. Martins routes led to the Huntsbury route becoming part of the St. Martins service on 17 December 1984. Two new route numbers were created: route 12E terminating on Centaurus Road at Vernon Terrace, and route 12F which was an extension of the 12E route by running back down Centaurus Road to Ramahana Road to join the old Huntsbury route.

27 Bekxem

Opened: 12 July 1948 (diesel bus)

The Beckenham service from Cathedral Square to its terminus at the south end of Birdwood Avenue commenced on 12 July 1948 as a weekday-only service to cater for those not served by either the Cashmere or St. Martins routes. It was linked with the Creyke Road route.

Route alterations included a switch from Carlyle Street to Byron Street after the Waltham Road railway over bridge was built; a change in the route used by off-peak services on 16 September 1957 to follow part of the St. Martins route before rejoining the Beckenham route at Norwood Street; and a change on 26 September 1958 to the start of the route to make it run through Sydenham.

Residential development in the Bowenvale Valley from the mid-1970s resulted in an extension to the Beckenham route over the bridge at the bottom of Bowenvale Avenue and including Landsdowne Terrace and Wedgewood Avenue. Weight restrictions on the bridge meant that only the Board's "Short" Reliance buses could be used and three were retained for this purpose after others in the class had been disposed of. Following the withdrawal of the remaining "Short" Reliance buses in 1981, permission was obtained to use "New" Reliance vehicles with seated passengers only. Strengthening work carried out on the bridge in 1986 enabled the restrictions to be rescinded.

When the link with the Creyke Road service was removed, the Beckenham route was linked for a short time with an Avonside service before being combined with the Bromley service in the 1980s.

28 Lyttelton

Opened: 28 February 1964 (diesel bus)

Prior to its regular Lyttelton services, the Board ran tourist services over the Port Hills via Sumner. In 1950, it also provided special services to transport people to Lyttelton for the Canterbury Centennial celebrations that included a re-enactment of the arrival of the first settlers. Buses were required to augment the capacity of the trains that were also used to bring revellers to the festivities.

The Lyttelton road tunnel was opened on 27 February 1964 and the Board's buses were used to convey visitors to the official ceremony. Timetabled services began the following day.

The more direct route of the bus service from Cathedral Square along High Street and Ferry Road proved too popular for the Railways Department's Lyttelton passenger service to compete, leading to the cancellation of these trains in 1972. This enabled the Board to have its licence for the Lyttelton route changed to follow a path more closely aligned to the rail line and to serve areas near the railway stations. The similarity of the new Lyttelton route to the existing Opawa route was such that the two routes were eventually combined.

In Lyttelton, buses were always run around the block of Dublin, London, and Oxford Streets to Norwich Quay to avoid the need to reverse buses on Lyttelton's steep streets. Some buses connected with the Diamond Makoni ferry at the jetty.

Tolls were payable by all vehicles using the road tunnel, including the Board's buses, and this cost was passed on to passengers. Drivers handed over pre-paid tickets at the tollbooth to use the tunnel and passengers were issued with a separate ticket on purchase of a fare for a Lyttelton bus to cover the toll. This extra charge had been incorporated into the regular fares by June 1965 and the toll tickets were thereafter only used with special tickets.

After the commencement of the Board's Airport service in 1976, the Lyttelton and Airport routes were linked to form a combined service. The Board acquired the Governors Bay service from Temir yo'l yo'llari xizmati in November 1982. In keeping with the existing Lyttelton service, it became a commuter service with a once-a-week extra service for casual travellers.

29 Parklend

The Parklands service was created to cater for travellers to Christchurch's northeastern suburbs following a redesign of the bus route network in 1984. It replaced services that previously terminated in, or passed through, Wainoni.

30 & 31 Dengiz bo'yidagi maxsus mahsulotlar

Opened: 22 December 1984 (diesel bus)

New Brighton used to attract people from across the city on Saturdays to take advantage of the fact that it was the only place in Christchurch where shops traded in the weekend. To cater for the demand, two services were run on Saturdays in addition to the regular Brighton service: route 30, bringing in people from the suburbs of Bishopdale, Papanui, St. Albans, Mairexau, Shirley, Burwood, and North Beach, and route 31, for people from Spreydon, Sydenham, St. Martins, Linwood, Wainoni, and Bexli.

As weekend trading was extended, and later included Sunday trading, Brighton lost its appeal as a shopping destination and the services were discontinued.

Avtomobillar

Tramvaylar

Brill tram no. 178 on the inner-city tram circuit

The rolling stock available to the Board at the commencement of its services in June 1905 consisted of both electric trams it had commissioned and vehicles acquired from the private tramway companies that had previously served Christchurch. In keeping with its desire to modernise the tramway, the Board had taken delivery of 27 electric tramcars constructed by Jon Stivenson va Kompaniya, New York (22) and Boon and Company, Christchurch (5).^[27] Also added to the fleet were 7 Kitson steam trams and 42 trailers from the Christchurch Tramway Company, and 22 trailers from both the New Brighton Tramway Company and the City and Suburban Tramway Company when the sale of the assets of these companies to the Board was finalised.^[28]

Horse trams, a legacy of the old private tramway companies, were phased out as soon as they could be replaced by steam or electric traction. The steam trams continued in service for many decades, initially to continue services while installation of electrical infrastructure was still underway, but eventually relegated to non-revenue operations and providing additional capacity at times of heavy loadings.

The trams supplied by John Stephenson and Company were the first and last trams to be imported by the Board. Thereafter all trams and trailers were manufactured in Christchurch, two of which were made by the Board itself and the remainder supplied by Boon and Company.^[29] Over the life of the tramway, Boon constructed 69 electric trams and 44 trailers for use in Christchurch including custom models such as the "Hills" cars for use on the Cashmere line.^[30]

Avtobuslar

The manner in which buses were added to the Board's fleet in its early years typically involved the purchase of a chassis and running gear from a supplier, agent, or manufacturer followed by assembly and construction of a body either in its own workshops or at a local firm. Several were also acquired in operational condition from private operators following the "bus wars" of the mid-1920s.

By the 1930s, the Board had become dissatisfied with petrol buses and, after investigating a new "trackless tram" technology from Britain, decided to use trolley buses to replace trams on the North Beach tramline. Inglizcha elektr won the contract to supply the buses for the first route, but after evaluating a Ransomes trolley bus, the Board decided to go with Ransomes when purchasing trolley buses for the second route. They proved to be popular with the public and resulted in operational cost savings over the trams, giving the Board little desire to ever rely on petrol buses again.^[10]

Diesel technology had matured to a point where, in the mid-1930s, the Board was able to purchase diesel buses to replace trams on several of its least lucrative tramlines. Though plans were made to introduce them on other routes, the arrival of World War 2 made them difficult to obtain. Still needing to increase capacity and retire older vehicles in the fleet, the Board had to turn back to petrol buses and reluctantly ended up with one of the largest fleets of Ford V8 buses in the country.

After the war, the Board wasted little time in modernising its fleet with diesel buses as they became available. They were used to replace all remaining tram services by years end 1954, and replace the trolley buses in 1956, as well as enabling the creation of new routes. The fleet became all-diesel in the 1960s and thereafter underwent occasional fleet upgrades, culminating in the Board's last purchase of M.A.N. buses in the mid-1980s.

AEC

AEC buses first joined the Board's fleet as a result of the "bus wars" of the mid-1920s when they purchased two AEC petrol-powered buses from private operators Dixon and Munnerley. The first of these buses was sold in 1931 to the Waimakariri River Trust. The second bus, after being dismantled, was sold in 1935 with both the body and chassis going to separate new owners.

When it came time to consider further tramline closures in the mid-1930s, the Board decided to go with AEC diesel buses as they felt the technology had matured to the point where they were a reliable option. Though the trolley buses introduced only a few years earlier had performed well and found favour with passengers, their dependence on fixed infrastructure did not suit the Board's preference for operational flexibility. The first order for ten chassis was placed with AEC in 1935–1936.

Once the Regal Mark IVs had been used to retire the last of the trams, the Board sought to acquire additional diesel buses to replace its first generation diesel buses from the 1930s, the trolley bus fleet, and the Ford V8s. They settled on the AEC Reliance, of which three different models were purchased: the "short", "long", and "new" Reliances.

AEC Q

The Board's fleet of AEC Qs was delivered in two stages. The first batch were assembled in the Board's workshops from four chassis of the initial order with AEC and finished with wooden framing and aluminium panelling. They commenced their duties as nos. 225–228 on 2 November 1936, followed two years later by the second batch of two Qs, numbered 235–236, on 1 May 1938.

These diesel buses were the first to feature a new livery consisting of cream with a red band around the bottom half and Tramway Board decals on the side. This was a departure from the Board's traditional use of white and green on its trams.

Nos. 225 and 226 were sold in 1960 to Transport Units and Trailers. The other four Qs were still on the Board's fleet register in March 1963. The Tramway Historical Society acquired the remains of Qs nos. 225, 227, and 228 and plans to restore no. 228 to working order.^[31]

Regal

The other six chassis from the initial order placed with AEC were for Regal-class buses, which, as with the Qs, were also assembled in the Board's workshops with wooden framing and aluminium panelling. The design of the Regals was in the half-cab style, in which the driver was isolated from the passengers in a small compartment to the right of the centrally mounted engine at the front of the vehicle. This first batch of Regals commenced their duties on 2 November 1936 as numbers 229–234.

A second batch of six Regals was ordered in 1940 and entered service as numbers 237–242. Satisfied with the performance of the diesels now in its fleet, the Board attempted to order an additional 13 Regal chassis with which it intended to construct buses for the replacement of tram services to Fendalton and Opawa. The order was never completed, as the vehicles could not be supplied after the commencement of World War II.

As with the Qs, the Regals started out life in the new cream and red livery, though some were later repainted in the revised livery of red with the new logo on the sides.

Collins Brothers of Kurow purchased nos. 238, 240, and 242 between 1958 and 1960 for use as staff transport on public works projects. Numbers 229 and 232 also became staff transport, for contractors Wilkins and Davies, and Otago Motors purchased no. 233. Five of the Regals were still in the Board's possession as at March 1963. The Tramway Historical Society later acquired both 233 and 240, and intends to restore no. 240 to working order.^[32]

Regal Mark IV

AEC Regal Mark IV no. 290

In what was to become the biggest addition to the Board's fleet thus far, they decided in the early 1950s to order AEC Regal Mark IV buses. The first batch of 72 vehicles arrived in 1952, having been manufactured by Krossli (numbers 290–328) and Park Royal (numbers 329–361). Another 23 buses arrived in 1954, also from Park Royal, and entered service as numbers 362–384. Concerns were raised about the buses being assembled in England rather than supporting local manufacturers, but the Board considered its decision justified in light of its need for vehicles to replace trams that were being withdrawn from service at about the same time.

All Mark IVs were delivered in a new livery, consisting of red with cream around the windows. As the Board's name had changed in 1951 to the Christchurch Transport Board, the old Tramway Board crest was dropped and in its place the buses featured a new Transport Board logo on their sides.

After serving the Board for a quarter of a century, the buses were withdrawn from the 1970s, starting with no. 343 that was scrapped after being involved in an accident on 2 September 1974, and later, nos. 305 and 367, which were sold in March 1975. From October 1978 the remaining Mark IVs were disposed of, with the final 12 in the Board's possession last being listed in the fleet register on 31 March 1981. A special last service for the Mark IVs was run on 29 July 1981 using class leader no. 290.

As second hand vehicles, the Mark IVs found little favour with other operators, only ten of which ended up with new transport service providers. New private owners repurposed a few, but most were scrapped. No. 290 was loaned to the Tramway Historical Society from 1978, an arrangement that was made permanent when it was given to the society in 1989.^[33]

qisqa Ishonch

AEC "short" Reliance no. 410

The first batch of 17 "short" Reliances were assembled by Park Royal, England and introduced as nos. 385–401 in 1956–1957 to replace trolley buses on both of the electrified routes. A second batch of 20 "short" Reliances was delivered in 1958 as part of an order for 30 vehicles from Park Royal. They entered service as nos. 402–421.

Most of the "short" Reliances were sold on to other operators around the country when retired by the Board between 1975 and 1981. Nos. 385–386, 388–389, 393, 397, and 399 went to Nelson Suburban Bus Lines; no 403–405, 407–409, and 412 went to Ritchies Transport; va no. 390, 392, 395, 398, and 401 went to Waitaki Transport. There were several other sales in small lots to other smaller operators.

The last "short" Reliances in service to the Board were nos. 415, 417, and 418, which were used on the City Clipper service from 1975 to June 1981, when the service was withdrawn. These buses were then sold to Newmans Coach Lines for use as staff transport at Marsden-punkt.

Number 410 ended up with Wyldes Motors, Runanga who, in 1991, gave it to the Tramway Historical Society in working order.^[34]

uzoq umr

Ten "long" Reliance buses were delivered in 1958 as part of a 30-vehicle order that also included 20 "short" Reliances. They entered service as nos. 422–431.

They primarily served on the Dallington and Bryndwr routes as it was found that their lighter steering was advantageous on the narrow roads and corners typical of these routes. The arrival of these buses gave the Board the capacity it needed to be able to dispose of the last of the petrol buses in its fleet, making the whole fleet diesel only.

When retired, no. 426 was sold to Timaru City Council and no. 430 to Southey, Northland. The last of these buses was gone by 1982.

yangi ishonch

In 1963 the Board decided to acquire more Reliance buses, for which it purchased 24 of the same ten-metre chassis used in the earlier "long" Reliance fleet. New Zealand Motor Bodies was commissioned to assemble the vehicles, which commenced their duties as nos. 432–455 from September 1963. They became known as the "new" Reliances, the last of which was delivered in 1964.

AEC Reliance yo'q. 452

Initially, they were assigned to the Fendalton/Opawa route. In 1966, they were moved on to the Papanui/Cashmere route, as originally intended, as their lighter construction made them more appropriate for the hill section than the Mark IVs they replaced.

Twenty-two of the "new" Reliance fleet received new motors as they were overhauled after the Board took delivery of 25 new engines in 1979. The original motors had proved to be unreliable, experiencing a high rate of failure in the head gasket.

Unlike the other Reliances, the "new" Reliances ended their days with the Board in the new red-and-white livery, which first made an appearance on the Bristol "Hess" buses, rather than the original in-service all-red livery.

Ten of the "new" Reliances were sold to Charlie Dobson for use on a school contract. Eleven of the fleet were still in service at the time of deregulation in 1989, and were sold the following year to a private operator. Also in 1989, the Board gave no. 452 in working order to the Tramway Historical Society.^[35]

Tez

New Zealand Motor Bodies assembled the first AEC Swift, yo'q. 456, for the agents to use as a demonstration. It was purchased by the Board and entered service in 1973. Board general manager Fardell had hoped to purchase additional Swifts but was unable to obtain approval to do so. The local agent, in anticipation of further business with the Board, had imported a further two chassis, but these ended up in storage when not purchased. When the Board finally purchased them in 1977, they were assembled by Hawke Brothers and commenced their duties as nos. 457 and 458, with the same internal configuration as no. 456.

In service, they were beset by a litany of problems that made them unpopular with both the Board and its drivers. The engine and transmission in no. 456 had to be replaced, and there was an ongoing problem with the fuel supply that made them unsuitable for use on the hills. Also, the rear-engine nature of this vehicle caused problems with weight distribution, which was resolved by changing the seating configuration to 35 seated, 34 standing.

After the latter two buses were added to the fleet they were mostly used on the Airport route. Though they offered good ride quality, the limited seating provision made them unpopular with passengers at peak times.

The increasing unreliability of the engines led to the withdrawal of the Swifts, the last of which, no. 458, was retired from the Bromley, North Beach, and Bowenvale routes in 1989. No. 456 eventually ended up in Edgecumbe with a private owner, while no. 458 was converted for use as a pie cart in Latimer Square before being transferred to the West Coast.

Bristol

RELL6L

Bristol RE no. 480

Bristollar were the first new buses to be added to the Board's fleet as part of its fleet upgrade programme commenced in the mid-1970s. They had hoped to purchase the RELL6G bilan Gardner engine, but when informed that they were not available, opted to go with the RELL6L (Rear Engine, Long, Low, 6 cylinder, Leyland 510 engine) instead.

Bristol RE no. 510

The first batch of 25 vehicles came with kitset bodies designed by Sharqiy murabbiylar, England, and were assembled by Hawke Brothers, Auckland. Originally numbered 457–481, nos. 457–458 later became 475–476 when the former numbers were allocated to two of the Swifts, leaving the Bristols numbered 459–483. They commenced their duties between 1974 and 1975.

After experiencing problems with the English motor bodies, the Board decided to purchase only the chassis when ordering the next batch of 29 vehicles. Once landed in New Zealand, the bodies were constructed and fitted to the chassis by Hawke Brothers, giving them the same outward appearance as the earlier ECW-designed buses. Numbered 484–512, these vehicles commenced their duties between 1977 and 1978.

The new CTB logo first made an appearance on the Bristol buses, which were also the last of the fleet to feature the all-red livery first seen on the Mark IVs. A select few buses from the second batch had fold-down seats to provide additional space for luggage on the Airport service.

These buses remained in service to the Board until deregulation, after which they were "retired" by the Christchurch City Council in an attempt to hinder the operations of companies competing with its Christchurch Transport Limited, the successor to the Board. When this failed, the Council was eventually able to dispose of the buses to other operators around the country. Two of these vehicles were given to the Tramway Historical Society in working order: no. 480 (Mark I),^[36] va yo'q. 510 (Mark II) in 1990.^[37] A second RELL Mk II, No. 505, was donated to the Society by Good Times Tours in 2013 as a source of spare parts.

Hess

Bristol RE "Hess" no. 538

Avtoparkni modernizatsiya qilish dasturi uchun avtobuslarni sotib olishning navbatdagi bosqichi Bristol RELL6L shassisi va litsenziyalangan motor korpuslaridan iborat edi. Carrosserie Hess Shveytsariya. Yangi Zelandiyaga kelganidan so'ng, barcha shassilar birlashtirildi Nelson. Keyinchalik, ular shisha tolali kichik kabinalar bilan jihozlangan va transport kengashi xodimlari tomonidan Kristalchcharddagi Yangi Zelandiya motorlar zavodlariga, keyin esa tanalar qurilgan Palmerston North shimoliga haydalgan. 513-578 raqamlari Xristchurchda 1980 yilgacha ushbu zavod yopilguncha yig'ilgan edi, shundan keyin nos. 580-599 yillar Palmerston North-da yig'ilgan. 579-son Christchurch-da qurilgan va Palmerston North-da tugagan. "Gess" avtobuslarining qolgan qismi, yo'q. 600-608 yillarda, shuningdek, zavod yopilishidan oldin Christchurchda yig'ilgan, ammo charter ishidagi vazifalari uchun boshqa avtobuslardan boshqacha jihozlangan.

Kengashning so'nggi jigar rang o'zgarishi, oq, markaziy gorizontal chiziqli qizil rang, avval "Gess" avtobuslarida paydo bo'ldi. Ushbu avtoulov boshqa kapital ta'mirlanganda ham qo'llanilgan. Ushbu avtobuslarda, shuningdek, old tomonga yo'naltirilgan belgining yonida uch xonali raqamli marshrut raqami va old eshik yonidagi yo'nalish belgisi ko'rsatilgan.

Avvalgi Bristollar partiyasida bo'lgani kabi, boshqaruv kengashi ham Leyland dvigatelidan qochishga intilgan edi, shuning uchun 1987-1988 yillardagi sinovdan so'ng ijobiy baho berilgandan so'ng Palmerston North-da yig'ilgan barcha avtobuslar MAN dvigatellari bilan to'ldirildi.

Tartibga solish tartibga solinmagach, Christchurch Transport mas'ul bo'lgan yo'nalishlar sonini keskin qisqartirgandan so'ng, "Hess" avtobuslari avjga chiqqan paytlarda qo'shimcha sig'imga imkon berib yuborildi, chunki MAN avtobuslari doimiy xizmat uchun etarli edi. Ushbu avtobuslar endi kerak bo'lmaganda, Kengash oxir-oqibat ularni mamlakatning boshqa operatorlariga sotishga muvaffaq bo'ldi. Ular yo'q deb berishdi. Tramvay tarixiy jamiyatiga 1990 yilda ish tartibida 538.^[38]

Ford V8

1930-yillarning o'rtalarida dizel avtobuslarini ishlashga muvaffaqiyatli tatbiq etgandan so'ng, boshqaruv kengashi eski benzinli avtoulovlarni ishlab chiqarishni to'xtatadi va dizellarga e'tiborni yangi yo'nalishlar uchun ham, tramvaylarni almashtirish uchun ham talab qiladi. Ikkinchi Jahon urushi boshlanishi bilan dizel yoqilg'isida harakatlanadigan transport vositalarining zaxiralari qurib qoldi va parkni ko'paytirishning yagona varianti Fords edi, natijada boshqaruv kengashida xizmat ko'rsatadigan 41 kishi edi.

"Kvadrat"

Kengashning Kanadadan Ford V8 shassisi uchun birinchi buyurtmasi 20 dona bo'lib, ulardan 10 tasini etkazib berdi va keyin 3 tasini Dunedin Siti Tramvayiga sotdi. Qolgan ettita shassi yog'och ramkali, alyuminiy panelli motor korpuslari bilan quyidagicha to'ldirildi: nos. 243–244 yillarda zamonaviy avtoulovlar korpusi, Christchurch; no 245-246 yillarda Vellingtonning Krouli Ridli shahrida; no 247–249 yillari Boshqaruv tomonidan boshlangan, ammo zamonaviy Avtoulovlar tomonidan tugatilgan. Tashqi ko'rinishlari tufayli ular "Kvadrat" Fords nomi bilan mashhur bo'lishdi.

1942-1945 yillarda xizmatga kirgandan so'ng, ushbu transport vositalari turli yo'nalishlarda paydo bo'ldi: Templeton (№ 243); Chetda (№ 244); Pleasant tog'i (245-son); va dehqonlar uchun bepul avtobus (247-son). 248 raqami vaqti-vaqti bilan Pleasant Point xizmatining yengilligi uchun ishlatilgan.

244 va 246-sonlar 1954 yil sentabr oyida daromad xizmatidan chetlatilgan Kengash bilan kunlarini tugatdi, 1958 yilda sotilguniga qadar shaharning markaziy terminali va Moorhouse avenyusi deposi o'rtasida xodimlar velosipedlari uchun marshrutlar.

"Qaymoq"

Urushdan keyin boshqaruv kengashining afzal ko'rgan transport vositalarini ishlab chiqarish urushni tiklashga qaratilgan bo'lib, 1945 yil iyun oyida Yangi Zelandiya avtoulovlari tomonidan 10 dona taklif qilingandan so'ng, ular qo'shimcha 20 ta Ford V8 rusumli avtomobillarga buyurtma berishga qaror qilishdi. Ushbu transport vositalari Petone shahrida Yangi Zelandiya Motoriga ishlab chiqarilgan. Korpuslarni po'latdan yasalgan karkas va panel yordamida loyihalash va 1946 yilda 250-269 raqamlari sifatida ish boshlagan. Ular ilgari Transport Board transport vositalarida ishlatilgan bir xil krem ​​va qizil ranglarda bo'yalgan bo'lishiga qaramay, pastki qismida yon tomonlari qizil tasma bilan to'ldirilgan kremning livi ularga "Krem" Fords laqabini bergan.

Qachon yo'q 244 va 246 kishi velosiped avtoulovi xizmatidan nafaqaga chiqqan, ish nos tomonidan qabul qilingan. Feribot yo'li ombori ochilgan 1969 yilgacha 251 va 254 yillarda velosipedlarni tashish kerak emas edi.

270 raqami

Ford V8s-ning Sanatoriy xizmatiga yaroqliligini aniqlagandan so'ng, Kengash Ford V8 shassisini sotib oldi va Jonson va Smitga unga korpus qurishni buyurdi. Yog'och ramkalar va alyuminiy panellardan foydalangan holda ularning noyob (Kengash parkiga) dizayni, old qopqoqning qisqa qopqog'i va 25 kishilik o'tirish imkoniyatiga ega edi.

Sanitoria xizmatidan tashqari, u Xantsberi yo'nalishiga ham tayinlangan va keyinchalik 1955 yilda nafaqaga chiqqanidan oldin haydovchilarni tayyorlash uchun ishlatilgan.

"Qizil"

Kengash parkiga qo'shilgan 13 ta Ford V8 rusumidagi so'nggi partiyalar kengashning o'z ustaxonalarida yig'ilib, 1947 yildan 1950 yilgacha 271-283 sonli vazifalarini boshladilar. Yog'ochdan yasalgan karkas va alyuminiy korpus bilan ularning konturi oldingi Fords partiyasiga o'xshash edi. Avvalgi Bortdagi transport vositalarida ishlatilgan jigarni eslatuvchi uslubda bo'yalgan ular "Qizil" Fordlar nomi bilan tanilgan.

Xizmat

Fords urushdan keyingi davrda kengashning marshrut tarmog'ini kengaytirishda va nafaqaga chiqqan paytda tramvaylarni almashtirishda foydali bo'ldi.

Shahar atrofidagi vazifalaridan tashqari, ular charter ishlarida, shu jumladan xodimlarning ijtimoiy funktsiyalari bilan mashhur edilar. Midland Motorways va Days Motors vaqti-vaqti bilan ularni o'zlarining avtobuslari boshqa ishlarga ketgan bo'lsa, odatdagi xizmatlarini qoplash uchun yollashar edi va temir yo'llar departamenti ularni ishlamay qolgan paytda poezdlarni almashtirish uchun yordam xizmatlarida ishlatar edi.

Joylashuv

The Amerika Qo'shma Shtatlari havo kuchlari yollangan nos. 243, 248 va 274 uchun xodimlar transporti sifatida foydalanish uchun "Deep Freeze" operatsiyasi 1958 yilda. Ular har yili yozda Kengashdan o'z avtoulovlarini sotib olguncha ko'p yillik avtobuslarni yolladilar.

Shimoliy Canterbury Catchment Board hech qanday yollamadi. 243 1959 yil iyulda, undan keyin noyabrda nos bilan birga sotildi. 248 va 274 iyun oyida.

1950-yillarning o'rtalaridan oxirlariga qadar Nelson shahar atrofi avtobus liniyalari eng ko'p sonli Kengash Fordlarini, shu jumladan nos sotib oldi. 245, 247 va 270 (1955); no 253, 255-259, 261, 264 va 266-268 (1957-1958); va no. 273 va 275-278 (1955-1958). Qolgan Fords bir xil vaqt ichida turli xil xususiy operatorlarga sotildi. 263-sonli Timaru Harbor kengashi bilan tugadi va keyinchalik 1990 atrofida Tramvay tarixiy jamiyati tomonidan sotib olindi.^[39]

Garford

Garford avtobusi Yangi Zelandiya Fermerlari kooperatsiyasidan 1920 yil iyun oyida Templeton xizmatidagi Walker elektr avtobusining o'rnini bosish maqsadida sotib olingan. Ob-havo pardalari va qattiq kauchuk shinalar bilan jihozlangan, uning haydash sifati o'zgartirilgan transport vositasidan ko'ra yaxshilanmagan.

Leyland avtobusi 1923 yilda Templeton marshrutiga tayinlanganda, Garford yordam vazifalarini bajarish uchun kutish holatiga keltirildi. O'sha yilning oxirida u Pleasant Point-ga qisqa muddatli sinov xizmatida ishlatilgan.

1925 yil avgust oyida Kengashning avtobus parki faoliyati to'g'risidagi hisobotda Garford yoqilg'ining samaradorligi 5,72 milni tashkil etdi. 1927 yilda avtoulov bekor qilindi: korpus sotildi va shassi qayta jihozlandi.

Leyland

1926 yilda "Motor Omnibus Traffic Act" qabul qilinganidan keyin xususiy operator W. C. Sanders o'z biznesini boshqaruvga sotganida, uning ikkita Leyland avtobusi parkga qo'shildi. Ushbu transport vositalaridan biri allaqachon omnibus sifatida foydalanish uchun mos ravishda tuzilgan va 1923 yilgi Leyland kengashining o'rniga ishga joylashtirilgan. Trolleybusning yuqori elektr infratuzilmasiga xizmat ko'rsatish uchun minora yuk mashinasiga aylantirishdan oldin u faqat qisqa vaqt ichida daromad xizmatida qoldi. U o'zining ekskursiya safarlarida foydalangan Sandersning ikkinchi Leylandini, kengashning keksa Leylandi bilan birga doimiy yo'lni saqlash uchun avtoulovga aylantirdi.

Tigress

1928 yilda Kengash tobora ortib borayotgan ish hajmini oshirish uchun o'z parkiga qo'shimcha avtobuslar qo'shishga intildi. Ular shassi etkazib berish bo'yicha tenderlarni talab qilishdi va bir nechta takliflarni rad etgandan so'ng ikkita variant, shu jumladan Leyland Tigress-ga qaror qilishdi. Tigress Leyland Lioness shassisidagi olti silindrli dvigateldan iborat bo'lib, mamlakatdagi ushbu turdagi yagona vosita edi. Mahalliy Jonson va Smit shassisida 29 o'rinli korpusni qurishdi. Dastlabki muammolardan so'ng, u Kengashga yaxshi xizmat qildi.

1942 yilda avtobus Dunedinning Hobbs Motors kompaniyasiga sotildi.

Yo'lbars

Ikkinchi Jahon Urushidan keyin dizel avtobuslari etkazib berishga qo'yilgan cheklovlar yumshatilgandan keyin yana sotila boshlagach, boshqaruv kengashi Leyland yo'lbarsi bilan borishga qaror qildi va 1950 yilda oltita shassi sotib oldi. Makvinni 284 raqamli birinchi avtobusni tugatdi va qolgan avtoulovlarda tanasi bor edi Yangi Zelandiya avtoulovlari tomonidan qurilgan. Barcha holatlarda avtobuslar 37 kabinetga mo'ljallangan yarim kabinali old tomonga ega edi. Belgilangan belgilarni ko'rsatishga qodir bo'lishiga qaramay, ular marshrut raqamlarini ko'rsatishga yaroqsiz edilar.

Ular haydovchilarga turli sabablarga ko'ra yoqmay qolishdi, shu jumladan: eski avtobuslardagi pre-selektor vites qutilariga nisbatan sinxromesh vites qutilari ishlash uchun juda ko'p ishni talab qildi; haydovchi kabinasining yo'lovchilar bo'linmasidan ajratilishi ko'rinishni va tariflarni yig'ishni qiyinlashtirdi; Va odatdagi vazifalarni bajarish uchun ko'pincha kichik smenali eshikdan foydalanib, bir smenada bir necha marotaba transport vositasidan chiqib ketish kerak edi. Biroq, Ford V8s bilan taqqoslaganda ular kuchliroq, tormozlari yaxshi va ishonchli edi.

O'n yil o'tgach, shahar atrofidagi yo'nalishlarda Regal Mark IV avtobuslari bilan almashtirilganda, ular diqqatga sazovor joylar va charter vazifalariga tayinlangan va keyinchalik ekskursiyalarda foydalanilgan.

Oxir-oqibat, 284-son qurilish pudratchisi M. L. Paynter Limited-ga xodimlar transporti sifatida foydalanish uchun sotildi. 285-289 raqamlari 1964 yilda Nelson Suburban Bus Lines-ga sotilgan. Tramvay tarixiy jamiyati yo'q sotib oldi. 1978 yilda Paynter-dan 284 va hozirda uni tiklashni kutayotgan omborda.^[40]

Arslon

Leyland sherini 1978 yilda korpusni qurgan Hawke Brothers kompaniyasining xaridorlari sotib olishgan. turgan yo'lovchilar va u dastlab tayinlangan aeroport xizmatiga moslashtirildi.

Uch yil o'tgach, u boshqaruvning "Be Mobile" xizmatiga tayinlandi, u o'zgartirildi, shu jumladan orqa chiqish joyiga nogironlar aravachasi ko'taruvchisi o'rnatildi. 1983 yilda u ushbu vazifalardan ozod qilindi va shahar atrofidagi daromadlar xizmatidagi avvalgi rolini tikladi.

Cub

Ikki Leyland kublari juda zarur bo'lgan qo'shimcha quvvatni ta'minlash uchun 1984 yilda bitta standart o'lchamdagi avtobus narxiga sotib olingan. Ular, xuddi oldilaridagi Arslon singari, o'tirgan va turgan yo'lovchilarni joylashtirishga mo'ljallangan bo'lib, "Modern Motor Bodies Limited" tomonidan yig'ilgan. Ular o'zlari uchun eng maqbul vazifalarni topish uchun baholandi va to'liq o'lchamli avtobusning ishlashi qiyin bo'lgan yoki faqat engil yuk kutilgan yo'nalishlarda eng foydali deb topildi.

Orqa suspenziyaning dizayni past haydash sifati uchun yaratilgan va boshqaruv kengashi aniqlaganidek, avtoulovlarni orqa g'ildirakning aylanishiga olib keladi. Bu 1986 yil may oyida avtoulov haydovchisi bo'lgan avtohalokatga olib keldi. 611 avtomashinasi boshqaruvni yo'qotib qo'ydi va transport vositasi daraxtga qulab tushdi, yo'lovchilarning to'rttasi kasalxonaga yotqizildi.

611 raqami ta'mirlangan bo'lsa-da, ikkala kublar jamoatchilikka yoqmay qolishdi va ular asta-sekin bekor qilindi. Kengashda xizmatdan nafaqaga chiqqanida, yo'q. 610 dona Hamilton Siti avtobuslariga sotilgan va yo'q. 611 ga bordi Qirolicha.

KISHI

Kengash bilan xizmatga kiradigan so'nggi avtobuslar MAN SL202, 1984 yilda buyurtma qilingan. Coachwork International avtobuslarni MAN dizaynidagi Takanini, Oklend (612-696-son) va Palmerston North (650-669-son) saytlarida qurilgan yig'ish uchun topshirildi. Kengash birinchi transport vositasini etkazib berishni boshladi, yo'q. 612 yil, 5 iyun 1986 yil. Kichik o'zgarishlar va xodimlar malakasini oshirgandan so'ng, u 1986 yil 1 avgustda sinfning uchta a'zosi bilan o'z vazifalarini boshladi.

Dizayn chizig'i ning Ashburton shuningdek, MAN avtobuslarini Kengashga etkazib berdi, shu jumladan yo'q. 670, asl nemis spetsifikatsiyasi bo'yicha qurilgan va yo'q. 671, "midi" deb nomlangan avtobus, 34 o'rinli. Ular shahar atrofidagi marshrutlar uchun mo'ljallangan edi. 672-680, uch o'qli shassi asosida, qishloq va charter vazifalarida foydalanish uchun mo'ljallangan. Hammasi 1990 yilda boshqaruv kengashi vorisi Christchurch Transport bilan xizmatga kirishdi.

670-son, keyinchalik standart bo'lib qoladigan bir qator yangiliklarni joriy qilar ekan, doimiy yo'lovchilarni tashish huquqiga ega emas va shu sababli shahar atrofidagi gavjum yo'nalishlarda foydalanish uchun zarur imkoniyatlarga ega emas edi. Bu joylashtirilgan bo'lishi kerak edi Rangiora uning saxiy bagaji foydali bo'lishi mumkin bo'lgan xizmat, ammo tartibga solish natijasida Rangiora xizmatiga litsenziya boshqa operatorga oldin berildi. 670 ta etkazib berildi. Binobarin, u hech qachon daromad xizmatida ishlatilmagan va bir qator namoyish safarlarida foydalanilgandan so'ng sotilgan.

Red Bus sinf rahbariga berdi, yo'q. 612, Tramvay tarixiy jamiyatiga ish tartibida 2010 yil 10-noyabrda.^[41]

Minerva

Birinchi Minerva 1928 yilda mahalliy Jonson va Smit firmasi tomonidan 29 o'rinli sigortali import qilingan shassida qurilgan. 1931 yilda boshqaruvga mahalliy Minerva dilerining ishdan chiqqandan so'ng 750 funt evaziga shassi va dvigatel taklif qilinganidan keyin ikkinchi Minerva qo'shildi. Jonson va Smit, shuningdek, ikkinchi avtomobil uchun shartnomani yutib oldilar va birinchi Minervaga nisbatan bir necha marta takomillashtirilgan holda shassida 30 o'rinli korpusni qurishdi.

Birinchi avtobus 1942 yilda Peninsula Motors, Dunedin-ga sotilgan va 1943 yil may oyida Nelson Suburban Bus Lines ikkinchi avtobusni sotib olgan.

Respublika

1925 yil dekabr oyida mahalliy etkazib beruvchi Inglis Brothers kompaniyasidan buyurtma qilingan shassi asosida qurilgan uchta 81 rusumli avtomobillar kengashi bilan birinchi bo'lib xizmat ko'rsatishni boshlagan respublikalar. Ushbu shassilardan ikkitasi o'sha oyning oxirida etkazib berildi. Ushbu transport vositalari uchun korpuslar kengashning 23 o'ringa mo'ljallangan ustaxonalarida qurilgan. Omnibuslardan foydalanishni tartibga soluvchi me'yoriy hujjatlar bilan bog'liq dastlabki muammolar maksimal yuk hajmi 21 o'ringa kamayganini ko'rdi, ammo ba'zi o'zgartirishlardan so'ng 23 o'rinli quvvat qayta tiklandi.

1926 yilda "Motor Omnibus Traffic Act" kuchga kirgandan so'ng boshqaruv kengashi o'z biznesini qo'lga kiritgandan so'ng xususiy operator C. R. Braundan parkga to'rtinchi model 81 respublika qo'shildi.

1935 yilda avariyaga uchraganidan so'ng, birinchi respublika bekor qilindi. Ikkinchisi 1931 yilda Waimakariri River Trustga sotilgan, qolgan ikkitasi 1937 yilda nafaqaga chiqqan.

Tilling-Stivens

Kengash ikkita sotib oldi Tilling-Stivens 1925 yil boshida shassi, uning ustiga 25 o'rinli korpuslar qurilgan. Ko'p o'tmay ular xizmatga kirishdi, ammo o'sha yilning noyabr oyiga qadar texnik xizmat ko'rsatishda jiddiy muammolar yuzaga keldi. 1926 yil may oyida ular Boshqaruvdagi doimiy xizmatdan nafaqaga chiqdilar va keyinchalik ba'zida oktyabrgacha Sumner marshrutida harakatlanadigan xususiy operatorni himoya qilish uchun foydalandilar. Keyingi oy ular yuqori elektr infratuzilmasini saqlash uchun minora yuk mashinalariga aylantirildi. Jasadlar 1931 va 1932 yillarda sotilgan.

Trolleybuslar tarmog'i bo'lgan shaharlarda ishlash uchun o'zlarining vatani Angliyada ishlab chiqarilgan Tilling-Stivens avtobuslari harakatlantiruvchi quvvatni ta'minlash uchun elektr motorini ishlatgan. Avtotransport vositalariga aravachali tirgaklar o'rnatilgan va agar mavjud bo'lsa, elektr motorlarini quvvat bilan ta'minlash uchun trolley havo liniyalaridan foydalaniladi. Shuningdek, transport vositasi benzinli dvigatel yordamida elektr dvigatellari bilan ishlaydigan generatorni ishga tushirish orqali trolleybus tarmog'idan uzoqda ishlashi mumkin.

Trolleybuslar

Inglizcha elektr

Inglizcha elektr yo'q. 210

Shimoliy Plyaj yo'nalishida trolleybuslardan foydalanishga qaror qilib, 1930 yil fevral oyida ingliz elektr kompaniyasidan mahalliy agent Cory-Rayt va Salmon orqali oltita shassi buyurtma qilindi. Boon va Company har biri 719 funt sterlingdan oltita transport vositasi uchun korpuslarni qurish bo'yicha shartnomani qo'lga kiritdilar. Ular Walker elektr avtobusi uchun qurilgan korpusda bo'lgani kabi, trolleybuslar uchun ham ularning dizayni tramvay quruvchilar kabi tajribalaridan ta'sirlanib, transport vositalariga ancha foydali ko'rinishga ega bo'ldi. Ular uchta eksa bo'lgan kengash parkidagi birinchi transport vositalaridir.

Ushbu avtobuslarning dizayni bilan haydovchilar ham, yo'lovchilar ham eng katta ko'ngilsizliklardan biri bu tor eshik eshigi bo'lib, u bir vaqtning o'zida birgina odam oqimidan foydalanishi mumkin edi. Haydovchilar kutayotgan yo'lovchilar bortga chiqish va yo'l haqini to'lashdan oldin, yo'lovchilar samolyotdan tushishini kutishlari kerak edi. Avtobuslarda orqa eshiklar o'rnatilgan edi, ammo ular ishlamay qolishdi, bu holat avtobuslarning aksariyati uchun 1948-1950 yillarda yangilanganidan keyin tuzatilmadi.

1956 yilda trolleybuslar olib qo'yilgandan keyin avtoulovlarning aksariyati demontaj qilingan va xususiy shaxslarga sotilgan. Akslar kabi ba'zi qismlar odatda boshqa transport vositalarida tugagan. tirkamalar, korpuslar ko'pincha kichik binolar, masalan, shiypon sifatida ishlatilgan. Dam olish maskani sifatida ishlatilgandan keyin, yo'q. 209 tramvay tarixiy jamiyatiga ishlaydigan uskunasiz berildi va hozirda tiklanishini kutayotgan omborda.^[42] Tramvay tarixiy jamiyati 1965 yilda Shimoliy Kanterberidan Transportdan olgan 210-sonli raqam 1970 yilda qayta tiklangan. 2013 yilda kapital ta'mirlangan va hozirda Ferrymead Heritage Park trolleybusga maxsus kunlarda meros qilib berish.^[43]

To'lov

Garchi ingliz firmasi Ransomes, Sims & Jefferies Christchurchda birinchi trolleybus qatnovi uchun transport vositalarini etkazib berish bo'yicha taklifida muvaffaqiyatga erisha olmaganlar, ular Christchurchga etkazib berishni mo'ljallagan transport vositasini ishlab chiqarishgan va uni baholash uchun Kengashga taklif qilishgan. yil. U 1931 yil 21 aprelda foydalanishga tayyor bo'lgan Lytteltonga etib keldi va 213 raqamiga ega edi.

Bu tezda parkga foydali qo'shimchalar bo'lib chiqdi. 1931 yil 1 aprelda ochilgan Shirli yo'nalishi bo'yicha xizmat ko'rsatayotgan birinchi va yagona ingliz trolleybus avtoulovi korpusini yangilash uchun bir oydan keyin vaqtincha olib qo'yilishi kerak edi, bu vaqt ichida yo'q. 213 yordam qopqog'ini taqdim etishga muvaffaq bo'ldi. Bundan tashqari, u Cashmere Hills tramvay marshrutida tik erlarda ishlashni sinash uchun tajribalar o'tkazish uchun ishlatilgan. 1931 yil 24 may kuni ertalab va 1931 yil 1 iyun kuni tushdan keyin yo'q. 213 Kashmir tramvay liniyasi bo'ylab Dyers Pass yo'liga tramvay simidagi bitta tirgovich bilan va tramvay relsidagi skeytga bog'langan aloqa chizig'ini tortib o'tgan. Kengash natijalaridan mamnun bo'lsa-da, oxir-oqibat Kashmir tramvay marshrutini trolleybusga o'tkazishga qarshi qaror qabul qildi.

No sud majlisining yakunida. 213, boshqaruv kengashi transport vositasini sotib olishga qaror qildi. 1934 yilda Shimoliy Plyaj tramvayining qolgan qismidan tramvaylar olib qo'yilganda, ushbu yo'nalish trolleybus ishiga o'tkazilishi to'g'risida qaror qabul qilindi, buning uchun qo'shimcha to'rtta Ransomes trolleybuslari bilan borishga qaror qilindi. Ransomes shassi va yurish moslamalarini etkazib berdi va korpuslar Kengashning o'z ustaxonalarida yo'qdan ko'ra bir oz boshqacha dizayni bilan qurildi. 213.

Yangi Ransomes avtobuslari, no. 214–217 yillar, odatda Marshland yo'lida Richmond marshrutidan foydalanilgan, ammo yo'q. 213-dan ingliz elektrlari bilan Shimoliy Plyaj yo'nalishida foydalanishda davom etdi. Shu maqsadda ular markaziy shahar avtoulov omborida alohida yo'llarga ega edilar, shuning uchun tegishli transport vositalari doimo mavjud edi.

1956 yilda trolleybuslar olib tashlanganidan keyin transport vositalarining aksariyati demontaj qilingan va xususiy shaxslarga sotilgan. Dam olish maskani sifatida foydalanilgan vaqtdan so'ng, № 216 tramvay tarixiy jamiyatiga ishlaydigan uskunasiz berildi va hozirda tiklanishini kutayotgan omborda.^[44] Namoyishchilarning jasadi yo'q. 213 THS tomonidan ham saqlanib qolgan, ammo 1970-yillarda o't qo'yuvchilar tomonidan yo'q qilingan.

Walker

Kengash o'zining birinchi avtobusini, akkumulyatorli Walker rusumli avtoulovini 1918 yilda sotib oldi. Import qiluvchi A. R. Xarris shassini etkazib berdi va korpusni mahalliy Boon and Company firmasi yaratdi. Tramvayni eslatuvchi dizaynni tanladilar, bu esa transport vositasiga "Beetle" laqabini ko'rgan ko'rinishga ega bo'ldi.

"Beetle" avtobusi 1918 yil 3-iyun kuni qatnay boshlagan, ammo sayohatchilar orasida hech qachon mashhur bo'lmagan. Avtotransportga kirish yo'li tor va tik zinapoyalar orqali kirib borishi va chiqishini qiyinlashtirar edi; dastlab avtobusga derazalarga emas, balki ob-havo pardalari o'rnatilgan, bu esa elementlardan ozgina himoya qilgan; past haydash sifati uchun qilingan qo'pol yo'llarda qattiq rezina shinalar; va tez-tez quvvat olayotganiga qaramay, vaqti-vaqti bilan quvvatni tugatmasdan smenani bajara olmadi.

Dastlab u Templeton marshrutida, Rikkarton tramvayining oxiridan Xornbi va Islington orqali terminalgacha, 1920 yil iyun oyida xizmatdan chiqarilgunga qadar transport vositasini boshqargan holda ishga tushirildi. Uning keyingi vazifasi peshindan keyin transport xizmatini ko'rsatish edi. 1920 yil 2 oktyabrdan boshlab, Linvud avenyusidagi Brayton tramvay va Bromley qabristoni o'rtasida dam olish kunlari. Bu 1922 yil 1-yanvarda tugagan so'nggi davlat xizmati bo'lib chiqdi, undan keyin u demontaj qilindi. Keyinchalik korpus uzaytirildi va boshqa shassiga o'rnatildi, Walker shassisi esa qismlarga ajratildi. The Tramvay tarixiy jamiyati 1918 yilda bunyod etilgan ikkita shunga o'xshash Walker shassisiga ega bo'lib, ulardan birini "Beetle" korpusi bilan tiklashni niyat qilgan.^[45]

Madaniy ma'lumotnomalar

AEC Regal Mark IV yo'q. Ilgari Transport kengashi xizmatida bo'lgan 290, film uchun sahnalarni suratga olishda ishlatilgan Samoviy mavjudotlar 1993 yilda.^[46]

Transport kengashi avtobusi bolalar televizion seriyasining 2-qismidan sahnada paydo bo'ladi O'yinlar ishi, 1974 yilgi Hamdo'stlik o'yinlari atrofida asoslangan.

Shuningdek qarang

• Kristchurchdagi jamoat transporti

Izohlar

Adabiyotlar

• Aleksandr, Mark (1986). Simli Internet: Christchurch tramvay kengashi va uning dastlabki elektr tramvay yo'llari 1903-1920. Harakatda: yillar davomida Christchurch transporti. 4. Donald Maklanning qo'shimcha tadqiqotlari. Christchurch: Christchurch transport kengashi.
• Dew, Les (sentyabr, 1988). Aleksandr, Mark (tahrir). Mamlakat yo'lovchisi: Christchurchning mintaqaviy temir yo'l tarmog'i. Harakatda: yillar davomida Christchurch transporti. 5. Christchurch: Christchurch transport kengashi; Tramvay tarixiy jamiyati.
• Aleksandr, Mark; Shudring, Les; Xinman, Deyv (1993). Tramvay Terminusgacha: Christchurch tramvay boshqarmasi va uning elektr tramvay yo'llari 1921–1954. Harakatda: yillar davomida Christchurch transporti. 7. Christchurch: A & M nashriyotlari. ISSN  1171-4298.
• Dew, Les (1996). Avtobuslar - Bristolga qo'ng'iz: 1904-1989 yillardagi Kanterberi avtobuslari. Harakatda: yillar davomida Christchurch transporti. 8. Alan Uilyamson tomonidan olib borilgan qo'shimcha tadqiqotlar. Christchurch: A & M nashriyotlari. ISSN  1171-4298.
• Welch, Deyv (2003). CTB: 1903-1989 yillarda Christchurch transport kengashining qisqacha ijtimoiy tarixi (Uchrashuv tahriri). Christchurch: CTB 100 yillik yubiley jamiyati.

Tashqi havolalar

• Christchurch Tramvay okrugi to'g'risidagi qonun 1906 yil
• Christchurch Tramvay tumani to'g'risidagi qonun 1920 yil^{[doimiy o'lik havola ]}
• Christchurch Tramvay tumani to'g'risidagi qonun 1967 yil^{[doimiy o'lik havola ]}
• ILLUSTRATLI FLOT TARIXI - YANGI ZELANDIYA, CHRISTCHURCH TRANSPORT BOSHQARMASI
• Christchurch transport kengashi uchun tasvirlangan RE tarixlari
• Motor-omnibus Traffic Act 1926 yil
• Tramvay tarixiy jamiyati

N.B. Yuqorida sanab o'tilgan asosiy aktlardan tashqari Kengash ta'sis to'g'risidagi qonun hujjatlariga ko'plab o'zgartirishlar kiritilgan.