Though several lines were closed and replaced by buses in the 1930s due to prevailing economic conditions most tram routes were closed in the decade following the end of World War 2.
 While the war was in some respects a boon for the tramway – with restrictions on other forms of transport patronage of the trams was significantly improved – it also caused problems, which contributed to the end of the trams.

Perhaps one of the biggest problems faced by the tramway system following the war was the much-improved economic situation that ensued, increasing prosperity for many and giving them options that they might not have had before.
 Rates of car ownership increased and the city grew significantly in size presenting the Board with a twofold problem of trying to maintain what they already had whilst trying to serve many more people over a greater area.
 Operating costs also increased, due in part to changing work patterns that placed a higher demand on the trams during peak times and reduced off-peak demand, but also an increase in staff costs, which only served to further increase losses.

To determine the future of public transport in Christchurch the Future Policy Committee was formed in February 1945.
 It considered the matter of the tram network and concluded that the remaining tram routes should be retained and operated until such time as the tracks reached the end of their useful lives at which time they would be replaced by buses.
 John Fardell, appointed General Manager of the Board in 1946, delivered his own report on the future direction of the Board on 6 October 1947.
 He pointed out the poor state of the Board's tramway assets and that even with repairs new infrastructure and rolling stock would be required within a few years to keep the system operational.
 The Board was also at the time in a precarious financial state with years of losses having made it difficult to set aside sufficient funds for the repayment of loans, many of which were due to mature in the 1950s and 1960s.
 To upgrade the existing tramway to modern standards and extend it into the new suburbs could not be contemplated.
 While he did not push for the immediate removal of the trams, preferring to run them as long as possible in part to pay off outstanding loans, he did strongly advocate for the introduction of diesel buses to replace trams when they were withdrawn.
 In this first report his preference for diesel buses was not absolute, however, as he did recommend the use of trolley buses on the existing North Beach route which still had useful infrastructure in place and on the Papanui–Cashmere route where the trolley buses would have superior hill-climbing performance characteristics.

The Board favoured a mixed trolley/diesel bus fleet and unsuccessfully tried in 1948 and 1949 to raise a loan to further this plan.
 Mindful of these earlier failures they were careful to impress upon the public the dire consequences of not planning for bus replacements given the state of the tramway after deciding in April 1950 to purchase 39 diesel buses.
 The Loans Board subsequently approved this loan proposal in September and it was also sanctioned by a plebiscite of the Board's ratepayers.

The Tramway Board, which had been hoping that the diesel buses would be a temporary measure on some routes pending the erection of a trolley bus system, ran into the opposition of the General Manager who was a strong advocate for a standardised diesel bus fleet.
 He produced a report in December 1951 that was highly critical of trolley buses.
 Later that month the Board decided not to proceed with trolley buses and cancelled the order it had already placed for them.
 They were still undecided on the future of the Papanui–Cashmere route, the most profitable and popular of the tram routes, as they were not convinced that buses would be able to cope as a replacement.
 The General Manager made a point of convincing the Board that only buses could adequately serve its needs and those of its customers and finally succeeded in January 1953 when the Board relented and agreed th
Though several lines were closed and replaced by buses in the 1930s due to prevailing economic conditions most tram routes were closed in the decade following the end of World War 2.  While the war was in some respects a boon for the tramway – with restrictions on other forms of transport patronage of the trams was significantly improved – it also caused problems, which contributed to the end of the trams.
Perhaps one of the biggest problems faced by the tramway system following the war was the much-improved economic situation that ensued, increasing prosperity for many and giving them options that they might not have had before.  Rates of car ownership increased and the city grew significantly in size presenting the Board with a twofold problem of trying to maintain what they already had whilst trying to serve many more people over a greater area.  Operating costs also increased, due in part to changing work patterns that placed a higher demand on the trams during peak times and reduced off-peak demand, but also an increase in staff costs, which only served to further increase losses.
To determine the future of public transport in Christchurch the Future Policy Committee was formed in February 1945.  It considered the matter of the tram network and concluded that the remaining tram routes should be retained and operated until such time as the tracks reached the end of their useful lives at which time they would be replaced by buses.  John Fardell, appointed General Manager of the Board in 1946, delivered his own report on the future direction of the Board on 6 October 1947.  He pointed out the poor state of the Board's tramway assets and that even with repairs new infrastructure and rolling stock would be required within a few years to keep the system operational.  The Board was also at the time in a precarious financial state with years of losses having made it difficult to set aside sufficient funds for the repayment of loans, many of which were due to mature in the 1950s and 1960s.  To upgrade the existing tramway to modern standards and extend it into the new suburbs could not be contemplated.  While he did not push for the immediate removal of the trams, preferring to run them as long as possible in part to pay off outstanding loans, he did strongly advocate for the introduction of diesel buses to replace trams when they were withdrawn.  In this first report his preference for diesel buses was not absolute, however, as he did recommend the use of trolley buses on the existing North Beach route which still had useful infrastructure in place and on the Papanui–Cashmere route where the trolley buses would have superior hill-climbing performance characteristics.
The Board favoured a mixed trolley/diesel bus fleet and unsuccessfully tried in 1948 and 1949 to raise a loan to further this plan.  Mindful of these earlier failures they were careful to impress upon the public the dire consequences of not planning for bus replacements given the state of the tramway after deciding in April 1950 to purchase 39 diesel buses.  The Loans Board subsequently approved this loan proposal in September and it was also sanctioned by a plebiscite of the Board's ratepayers.
The Tramway Board, which had been hoping that the diesel buses would be a temporary measure on some routes pending the erection of a trolley bus system, ran into the opposition of the General Manager who was a strong advocate for a standardised diesel bus fleet.  He produced a report in December 1951 that was highly critical of trolley buses.  Later that month the Board decided not to proceed with trolley buses and cancelled the order it had already placed for them.  They were still undecided on the future of the Papanui–Cashmere route, the most profitable and popular of the tram routes, as they were not convinced that buses would be able to cope as a replacement.  The General Manager made a point of convincing the Board that only buses could adequately serve its needs and those of its customers and finally succeeded in January 1953 when the Board relented and agreed th
Christchurch tramway system