The trams quickly became popular with the public and revenue exceeded the Board's expectations.
 Rolling stock consisted of 27 electric vehicles supplied under the initial contract and the 7 steam motors and 42 trailers acquired from the Christchurch Tramway Company.
 Twenty-two trailers from the New Brighton and City and Suburban tramway companies later augmented the fleet.

Though the primary purpose of the tramway was the carriage of passengers it also carried other items such as mail, newspapers, perambulators, bicycles, construction materials, and animals.
 The cartage of animals on the tramway was made illegal in December 1915.

The reality of the environment in which the tramway business was conducted was made clear in 1912 when Chairman of the Board George Booth explained the main problems the Board faced in his annual report.
 First, Christchurch had a considerable amount of route mileage with little or no revenue potential, necessitated by the geographically diverse nature of the population it served.
 Second, the growing problem of competition from bicycles and motorcars since the development of the pneumatic tyre, exacerbated by the generally flat nature of the terrain on which Christchurch was sited.
 The Board's response to these issues had not improved the situation by 1914.

It was during this period that the construction of the tramway network was completed.
 Additional lines opened were St. Albans Park (24 December 1906), Opawa (steam, 14 March 1907; electric, 21 September 1909), Fendalton (steam, 3 May 1907; electric, 20 November 1909), Cranford Street (1 July 1910), North Beach (steam, 24 December 1911; electric, 1 October 1914), Spreydon (3 August 1911), Cashmere Hills extension (1 May 1912), Dallington (1 November 1912), Northcote extension (28 February 1913), and the St. Martins line (7 April 1914) which was the last major line to be opened.
 The only new tracks to be commissioned after this time (aside from single- or double-tracking and renewals) were the extension of the Riccarton line to Plumpton Park (December 1915), the Lichfield Street link (July 1922), and the extension of the Spreydon line to Barrington Street (August 1922).
 For many years afterwards Christchurch was able to boast the largest network in the country by route mileage at 53.5 miles (86.1 km) and in 1912 it was reportedly second only to Sydney in Australasia.

The growth of the Board's business in its early years soon necessitated the purchase of new rolling stock to meet demand.
 By 1908 the number of electric trams had increased to 39 and had grown to 65 in 1912.
 An additional 34 trailers were also added to the fleet by 1920.
 Other vehicles acquired included a Baldwin steam motor (1906), three sprinkler cars, and an overhead lines car.
 To match this the size of the Board's staff also grew, from 196 in 1906 to 350 in 1913 and 530 in 1920 making it the largest employer in the city.

The tramway was credited with encouraging the suburban development of Christchurch.
 Land along tram routes became more valuable and made it easier for people to live out in the suburbs.
 The main central city retail precinct, which had been concentrated around the railway station, gradually moved north to avail itself of the increased flow of people generated by the tram routes converging on Cathedral Square.
 Smaller retail precincts developed around the ends of some lines such as Fendalton and Spreydon.
The trams quickly became popular with the public and revenue exceeded the Board's expectations.  Rolling stock consisted of 27 electric vehicles supplied under the initial contract and the 7 steam motors and 42 trailers acquired from the Christchurch Tramway Company.  Twenty-two trailers from the New Brighton and City and Suburban tramway companies later augmented the fleet.
Though the primary purpose of the tramway was the carriage of passengers it also carried other items such as mail, newspapers, perambulators, bicycles, construction materials, and animals.  The cartage of animals on the tramway was made illegal in December 1915.
The reality of the environment in which the tramway business was conducted was made clear in 1912 when Chairman of the Board George Booth explained the main problems the Board faced in his annual report.  First, Christchurch had a considerable amount of route mileage with little or no revenue potential, necessitated by the geographically diverse nature of the population it served.  Second, the growing problem of competition from bicycles and motorcars since the development of the pneumatic tyre, exacerbated by the generally flat nature of the terrain on which Christchurch was sited.  The Board's response to these issues had not improved the situation by 1914.
It was during this period that the construction of the tramway network was completed.  Additional lines opened were St. Albans Park (24 December 1906), Opawa (steam, 14 March 1907; electric, 21 September 1909), Fendalton (steam, 3 May 1907; electric, 20 November 1909), Cranford Street (1 July 1910), North Beach (steam, 24 December 1911; electric, 1 October 1914), Spreydon (3 August 1911), Cashmere Hills extension (1 May 1912), Dallington (1 November 1912), Northcote extension (28 February 1913), and the St. Martins line (7 April 1914) which was the last major line to be opened.  The only new tracks to be commissioned after this time (aside from single- or double-tracking and renewals) were the extension of the Riccarton line to Plumpton Park (December 1915), the Lichfield Street link (July 1922), and the extension of the Spreydon line to Barrington Street (August 1922).  For many years afterwards Christchurch was able to boast the largest network in the country by route mileage at 53.5 miles (86.1 km) and in 1912 it was reportedly second only to Sydney in Australasia.
The growth of the Board's business in its early years soon necessitated the purchase of new rolling stock to meet demand.  By 1908 the number of electric trams had increased to 39 and had grown to 65 in 1912.  An additional 34 trailers were also added to the fleet by 1920.  Other vehicles acquired included a Baldwin steam motor (1906), three sprinkler cars, and an overhead lines car.  To match this the size of the Board's staff also grew, from 196 in 1906 to 350 in 1913 and 530 in 1920 making it the largest employer in the city.
The tramway was credited with encouraging the suburban development of Christchurch.  Land along tram routes became more valuable and made it easier for people to live out in the suburbs.  The main central city retail precinct, which had been concentrated around the railway station, gradually moved north to avail itself of the increased flow of people generated by the tram routes converging on Cathedral Square.  Smaller retail precincts developed around the ends of some lines such as Fendalton and Spreydon.
Christchurch tramway system