Discover the History and Beauty of Wellington Harbour

Wellington Harbour has a rich history that spans over 700 years, dating back to the early days of Māori settlement. The harbour is situated in the heart of the city and has played a significant role in its development.

The harbour's strategic location made it an important spot for trade and commerce, and it was a key factor in the growth of the city. Wellington Harbour is home to a diverse range of marine life and is known for its picturesque views and scenic walks.

One of the most iconic landmarks in the harbour is the Wellington Harbour Bridge, which offers stunning views of the city and the surrounding waters.

Wellington Harbour is of seismic origin, and a major earthquake fault line (the Wellington Fault) lies along its western shore. This fault line is responsible for shaping the harbour's unique landscape.

The harbour's geology is complex, with multiple fault lines, including the Aotea Fault, which was discovered in 2014 extending from Oriental Bay into the harbour. This fault line is a reminder of the region's seismic activity.

The city of Lower Hutt is located on the narrow triangular plain of the Hutt River, which largely follows the line of the earthquake fault to the north-east. This plain is a result of the harbour's geological history.

A violent earthquake known as Haowhenua (Māori for 'land swallower') uplifted the land around 1460AD, changing the harbour's entrance and creating the Rongotai isthmus. This event is a significant part of Māori oral history.

The harbour's water quality is affected by various factors, including sediment, nutrients, and pollutants from the surrounding catchment.

The harbour of Wellington is of seismic origin, meaning it was formed as a result of earthquakes. This is evident in the presence of a major earthquake fault line, the Wellington Fault, along its western shore.

In 2014, another fault line, the Aotea Fault, was discovered extending from Oriental Bay into the harbour. This adds to the harbour's seismic history.

The Hutt River is a narrow triangular plain that largely follows the line of the earthquake fault to the north-east. The city of Lower Hutt is located on this plain.

According to Māori oral history, there used to be two channels at the entrance to the harbour. The present entrance was called Te Au-a-Tane and a western channel was called Te-Awa-a-Taia.

The island of Motu-Kairangi, now known as the Miramar Peninsula, used to be an island between the two channels. A violent earthquake known as Haowhenua uplifted the land, causing the Te-Awa-a-Taia channel to dry up and the island to become joined to the mainland.

Researchers have concluded that the Haowhenua earthquake happened around 1460AD. This event had a significant impact on the harbour's geology and environment.

The Waiwhetu Aquifer is a pressurized zone of water-retaining sand, gravel and boulders beneath the Hutt Valley and Wellington Harbour.

It provides around 40 percent of the Wellington Region's annual water supply, making it a vital source of fresh water.

The harbour basin contains massive quantities of gravel washed down from the Hutt River, with some places reaching hundreds of metres deep.

Water flows down into the aquifer from a five-kilometre stretch of the Hutt River south of Taita Gorge, and rainwater also contributes to the aquifer.

The aquifer becomes pressurized by a layer of mud and silt above the gravel layer, holding the water in and allowing it to rise up a bore pipe if one is sunk into the aquifer.

Water from the aquifer also reaches the surface through natural springs at various places around the harbour.

Pressure within the aquifer stops sea water from getting into the aquifer, which is a good thing given the harbour's history.

20,000 years ago, the water level in Wellington Harbour was much lower, and the ancient Hutt River used to flow down a paleochannel to the east of Matiu / Somes Island as far as the present-day Miramar Peninsula.

Wellington harbour has been affected by several tsunamis, with the 1855 Wairarapa earthquake causing a tsunami 3-4-metres high.

Water levels rose dramatically in the harbour in May 1877 due to the Iquique earthquake in South America.

The harbour's entrance is the primary route for tsunami waves to enter the harbour.

A gravel bar appeared at Ngauranga in August 1868 as a result of the Arica earthquake in South America.

Water almost reached the street at Te Aro in August 1868 due to the unusual changes in water levels caused by the Arica earthquake.

Wellington Harbour has been monitored for water quality since 2016 by Greater Wellington Regional Council and NIWA. They've been keeping an eye on sediment, nutrients, and pollutants from the surrounding catchment, as well as turbidity caused by rainfall and outflow from the Hutt River.

The harbour's water quality is affected by these factors, which can impact the health of the marine environment. This is especially concerning, given the harbour's importance as a home for native species.

Non-indigenous marine species, such as the Northern Pacific sea star and wakame seaweed, have been found in the harbour. Wakame, in particular, was first spotted in 1987 and grows rapidly, threatening to displace native seaweed species.

Volunteers from Ghost Diving have been organizing regular harbour clean-ups, collecting tonnes of rubbish from the inner-city waterfront. Their efforts bring attention to the problem of littering and help keep the harbour clean.

Te Upoko O Te Ika is a significant name in Māori legend, referring to the region around the harbour as "the head of Māui’s fish".

According to Māori legend, a giant fish was hooked and pulled to the surface by Polynesian navigator Māui, and the fish turned into land which became the North Island.

This name is still used in some circumstances for the city or the region, such as the former Māori name of Victoria University of Wellington, which was Te Whare Wānanga o te Ūpoko o te Ika a Māui until 2018.

The name Te Upoko O Te Ika holds cultural significance and is a reminder of the rich history and mythology of the area.

Wellington Harbour has a rich history that spans over a thousand years. The Polynesian explorer Kupe is credited with being the first to discover the harbour in the 10th century.

Kupe's visit had a lasting impact on the area, with many place names commemorating his journey. For example, Te Tangihanga o Kupe and Te Aroaro o Kupe are just two of the many names that pay tribute to this explorer.

The harbour remained relatively untouched until the arrival of European explorers in the 18th century. James Cook passed by the harbour's entrance in 1773, but didn't venture further in due to a change in the wind.

It wasn't until 1826 that European explorers, including Captain James Herd and Captain Barnett, entered the harbour and made charts of the area. Their maps would later prove invaluable for navigation and development of the harbour.

The 1855 Wairarapa earthquake had a significant impact on the harbour, causing the north-western side to uplift and leading to reclamation efforts. This increased the availability of flat land for Wellington City, which would eventually grow to become the vibrant metropolis we know today.

The Polynesian explorer Kupe is credited with discovering Wellington Harbour in the 10th century. He left his mark on the area with various place names, including Te Tangihanga o Kupe and Te Raranga o Kupe.

Kupe also named two islands in the harbour, Mākaro and Matiu, after his daughters or nieces. These names have been preserved to this day.

Tara, a son of explorer Whātonga, settled in the area with his brother Tautoki. Tara is remembered in the names of both the harbour and the first iwi to settle there permanently, Ngāi Tara.

James Cook passed by the entrance to the harbour on HMS Resolution in 1773, but didn't explore it further due to a wind change.

The legend of Te Whanganui-a-Tara is a fascinating story that has been passed down through generations of Māori people. According to legend, the harbour was created by two taniwha, Whātaitai and Ngake, who were nature guardian spirits.

Whātaitai lived in the north of the lake where the harbour now is, and was gentle, while Ngake lived further south and was more violent. Ngake could hear the waters of Raukawa Moana pounding to the south, and decided to escape the lake to get to it.

Ngake crashed into and through the rocks at Seatoun and headed out into the Strait, leaving behind debris that is now known as Barrett Reef. Whataitai tried to follow Ngake out of the new entrance, but became stranded in the shallows.

The water was running out of the lake, and Whataitai stayed there for many generations before being lifted high onto the land by a great earthquake. His body formed the isthmus of land where Wellington airport is now located.

The soul of Whataitai left him in the form of a bird, Te Keo, which flew high above the harbour and wept for the taniwha. To this day, Mount Victoria is known to Māori as Tangi Te Keo, "The weeping of Te Keo".

The suburb on the hills immediately below Mount Victoria is named Hataitai, which is a reminder of the legend of Whataitai and Ngake. This legend is an important part of Māori history and culture, and continues to be celebrated and shared today.

The earliest recorded history dates back to ancient civilizations in Mesopotamia, around 3500 BCE.

The Sumerians, one of the earliest known civilizations, developed a system of writing known as cuneiform, which consisted of wedge-shaped characters inscribed on clay tablets.

The ancient Egyptians built massive pyramids as tombs for their pharaohs, with the Great Pyramid of Giza being the oldest and only remaining one of the Seven Wonders of the Ancient World.

The ancient Greeks made significant contributions to philosophy, theater, and the arts, with famous figures like Socrates, Plato, and Aristotle shaping Western thought.

The Roman Empire expanded its territories through conquest, eventually becoming a vast and influential power that lasted for centuries.

The ancient Chinese developed the concept of the Silk Road, a network of trade routes that connected China to the Mediterranean region.

Taranaki Street Wharf was built in 1906, a significant development in the area's history.

The wharf was constructed from Australian hardwood and was initially used for moving coal, timber, and produce.

It was 152 m long and 33 m wide, with one fixed 20-ton hydraulic crane and 10 moveable 2-ton hydraulic cranes.

The wharf's ornamental gates, installed in the 1930s, are similar to those at Queens Wharf.

A major change came in the late 1960s, when the wharf was converted for roll-on/roll-off ferries.

The linkspan bridge, completed in 1969, was designed by Roger Walker.

The Union Steamship Company had planned to operate a fortnightly freight service to Australia, but it was soon overtaken by containerisation.

The original bridge has since been replaced by a stylised version.

The building that housed the machinery for operating the bridge is now used by Wellington Free Ambulance.

Land between Queens Wharf and Taranaki Street Wharf was reclaimed from 1969, creating Frank Kitts Park and Whairepo Lagoon.

The reclaimed land also closed in the landward side of Taranaki Street Wharf.

In 2002, the area began to be transformed into a public space by Wellington Waterfront Limited.

The floating crane Hikitia is now berthed at Taranaki Street Wharf.

Kings Wharf was constructed between 1906 and 1909, parallel with and to the east of Glasgow Wharf. It was built on 903 ironbark timber piles, arranged in 42 bays each of 6.1 m (20 ft).

The wharf was 262 m (861 ft) long and 49 m (160 ft) wide. It featured two double-storeyed sheds, numbered 31 and 33, of timber construction.

Railway tracks were provided on each side of the wharf, and large mobile cranes on special tracks were used for handling cargo between railway wagons and the holds of ships at the wharf.

The wharf was completed in 1909, with a ceremony for the laying of the last block held on 26 March 1909.

Pipitea Wharf was a former wharf in the inner harbour that was absorbed into the reclamation to create the Thorndon Container Terminal in the 1960s.

The construction of Pipitea Wharf was delayed due to World War I, with the Harbour Board initially calling for tenders in 1912 but withdrawing the notice shortly before the outbreak of the war.

The wharf was finally completed in 1923, with a length of 289 m on the northern side and a width of 57 m.

The wharf was damaged in a major incident in June 1936 when the inter-island ferry TSS Wahine collided with it while entering the port in dense fog.

Pipitea Wharf played a significant role during World War II, serving as a berthing place for large ocean liners converted into troopships, including the RMS Aquitania.

The wharf was also used for berthing passenger vessels bringing assisted migrants to New Zealand in the 1950s and 1960s.

The wharf was damaged in the 2016 Kaikōura Earthquake, but was able to continue operating.

In 2001, the wharf was equipped with an impressed current cathodic protection scheme to help prolong its life.

Petone Wharf was built in 1908-1909 to replace an older wharf that had deteriorated and was removed in 1902.

The new wharf was built slightly further east and has been used intermittently by passenger ferries.

Petone Wharf was a popular spot for walkers and people fishing, but it was closed to the public in January 2021 due to earthquake damage and damage from marine worms.

The Hutt City Council considered repairing the wharf, but a year later they were still deciding on the best course of action.

In November 2023, the Council voted to demolish the wharf at a projected cost of $6 million, despite concerns from a local resident about disturbing the Waiwhetu Aquifer.

However, the Council received advice from engineering consultants that the aquifer would not be at risk if the wharf is removed.

Burnham Wharf was built in 1927 for the British Imperial Oil Company and is located near Miramar Wharf at the head of Evans Bay.

The wharf is operated by CentrePort and serves as a crucial delivery point for aviation fuel to Wellington Airport, which is piped directly to the airport from the wharf.

In 2019, the Wellington Lifelines Project reported that the wharf and its fuel infrastructure were nearing the end of their design lives and were vulnerable in an earthquake.

The wharf is not heritage-listed, but Wellington City Council plans to provide it with some heritage protection after repairs are completed.

The Council announced plans to repair the jetty in November 2023, with a budget of $500,000, but an anonymous donor agreed to cover half of the cost.

The project's progress may be delayed if little penguins (kororā) are found at the site, and the Council has asked the Department of Conservation for permission to relocate any penguins in the way of the project.

Karaka Bay Wharf was built in 1901 by Neil McLean for the Seatoun Roads Board to encourage settlement in the area.

The wharf was initially used by ferries that took local people to and from the city, but demand decreased after the Seatoun tunnel was built and trams came to the area.

Ferries ceased operating in 1913, except for a brief period in the 1920s when they ran again.

The wharf has since been used mainly by people fishing and swimming.

In 2002, the remaining section of the wharf was damaged in a storm and needed major repairs.

The wharf is now managed by Wellington City Council.

James Cook passed by the entrance to Wellington Harbour on 2 November 1773, but didn't explore it further due to a wind change.

The harbour remained unexplored by European sailors for the next 50 years, until Captain James Herd and Captain Barnett mapped it in 1826.

The New Zealand Company established settlements in Petone and Wellington from 1840, marking a significant milestone in the harbour's history.

A major earthquake in 1855 uplifted the north-western side of the harbour, prompting reclamation efforts that increased the availability of flat land for Wellington City.

The inter-island passenger ferry Wahine grounded at Barrett Reef in 1968, resulting in 51 deaths and two more deaths from injuries suffered that day.

Reclamations in Wellington Harbour started in the 1850s to increase usable land for the growing city. Land plots were scarce, with little room for public buildings, parks, and inadequate dockside areas for shipping.

The reclamation process progressed throughout the 19th and 20th centuries, providing space for public, commercial, and industrial areas. This expansion transformed the harbour's landscape.

By the 1970s, reclamation had reached nearby areas, forcing the landward side of Tug Wharf to be abandoned.

Waterloo Quay Wharf was completed in 1883, the first wharf built after Wellington Harbour Board was established in 1880.

The wharf was originally built to serve the wool trade, with a shed that could hold 6,000 bales of wool built at the city end of the wharf.

A bridge connected the wharf to land, but by 1906 the space between had been reclaimed.

In 1916, the wharf was converted to serve the inter-island ferry to Lyttelton and was known as the Wellington-Lyttelton Ferry Wharf.

The ferry terminal was later moved to Railway Wharf, and from around this time, the wharf became known as Waterloo Quay Wharf, used by coastal trading ships.

The wharf was also used as a base for the Lynx and other fast ferries, and was home to the Police Maritime Unit, which operated from Shed 19 until 2009.

CentrePort now controls the wharf, which has undergone alterations and extensions over the years.

Tug Wharf was originally built in 1914 as a solution to the congestion at Ferry Wharf, which had become overwhelmed with six boats needing to berth there.

The wharf was designed to serve ferries to Seatoun and Karaka Bay, but by the time it was completed, ferry services to those areas had already ceased.

A contract for the wharf's construction was signed in June 1912, but delays due to timber sourcing difficulties and the 1913 Great Strike pushed back its completion until 1914.

The wharf was initially known as Ferry Wharf no. 2, but it later became known as Tug Wharf by the 1930s.

In the 1970s, reclamation work nearby made it impossible to use the landward side of the wharf.

A walkway was built in 1971 to connect Tug Wharf to Queens Wharf along the newly reclaimed area.

The wharf became part of the Kumutoto Precinct development in 2007, and a pedestrian bridge was built in 2008 to link it to the rest of the promenade.

Two short bridges were added in 2018 to link the wharf to the north Kumutoto precinct.

The Jubilee Floating Dock was a game-changer for Wellington Harbour's ship repairs.

The dock was built in England and arrived in Wellington Harbour on 28 December 1931, after a five and a half month journey at sea, covering 21,000 km.

A wharf was built adjacent to the Thorndon reclamation for permanent mooring of the floating dock, which was powered by electricity and included a crane capable of lifting up to five tons.

The Jubilee Dock was named in honour of the Harbour Board's fiftieth anniversary in 1930.

The floating dock was initially tested with the passenger liner SS Ruahine on 2 April 1932, and the first commercial service was an overhaul of the ferry TSS Maori in early April 1932.

The dock played a significant role in the repair of the trans-Tasman liner MS Wanganella after it struck Barrett Reef in January 1947.

However, repair work on the vessel was halted due to an industrial dispute shortly after entering the floating dock.

The Jubilee Floating Dock was eventually sold to an engineering firm in Nelson in 1988 and was then on-sold for use in Singapore.

The proposed Kaiwharawhara Wharf is a significant project that would replace two separate facilities currently operated by Interislander and StraitNZ.

It's located near Aotea Quay, and the new wharf would be able to accommodate larger ferries that Interislander planned to introduce.

Resource consent was granted in January 2023, but the project stalled due to increased costs and a declined extra funding request.

A robust refuelling and storage facility for fuel is critical for the project, considering the likely road outages preventing fuel tankers from getting into the region.

The new wharf would be built on land owned by KiwiRail, CentrePort, and the NZ Transport Agency, and would include a wharf about 250 m long, a ferry terminal building, and changes to road, rail, and pedestrian access.

Reclamations in Wellington Harbour started in the 1850s to increase the amount of usable land for the City of Wellington.

Land plots in the early city were scarce, with little room for public buildings and parks, as well as inadequate dockside areas for shipping. This made reclamation a necessity for the city's growth.

Reclamation progressively advanced into the harbour throughout the 19th and 20th centuries, providing room for public, commercial, and industrial areas for the city. This expansion allowed the city to develop and thrive.

By 1906, the space between the wharf and land had been reclaimed, connecting the two and paving the way for further development.

Wellington Harbour has a rich history of wharf development, with the first wharves built from 1840 by European settlers to facilitate the movement of goods from ships to shore. The first publicly-owned wharf, Queens Wharf, was completed in 1862.

There are currently 20 wharves situated around Wellington Harbour, including large wharves in the inner harbour and port area, smaller wharves in seaside suburbs, and the fuel wharves at Point Howard and Evans Bay. The wharves were built for various purposes, including moving fuel, primary products, and passengers.

The Wellington Harbour Board was created in 1880 and took control of most wharves in the harbour until its disestablishment in 1989. At that time, a commercial company, CentrePort Wellington, took over management of most industrial wharves, while Wellington City Council and Hutt City Council gained control of most suburban wharves.

Many wharves have been repurposed over the years in response to changing domestic and international conditions and requirements for maritime transport of passengers and cargo. The wharves have been altered, upgraded, extended, truncated, or buried in reclamation along the shoreline of Wellington Harbour.

Rona Bay Wharf, built in 1906, was intended to serve passenger ferries and ships bringing supplies to the area. However, it was primarily used by ferries, and the ferry service ended in 1948.

The Harbour Board leased Rona Bay Wharf to Eastbourne Borough Council in 1960, and after a restoration project costing $3.3 million, the wharf was reopened in 2018.

Days Bay Wharf was built in 1895 by Neil McLean for J. H. Williams to serve Williams' ferries bringing day-trippers across the harbour from Wellington city.

The wharf improved access to bays on the eastern side of the harbour, leading to an increase in land values. This was a significant benefit for the area.

In 1905, Williams sold his shares to the Miramar Ferry Company, which then formed into Wellington Harbour Ferries.

Seaview (1977) is an important part of Wellington's infrastructure.

Seaview Wharf at Point Howard, Seaview, is owned and maintained by CentrePort and serves a fuel terminal.

The wharf began operating in 1977, replacing the older Point Howard Wharf.

Planning for the construction of Seaview Wharf began in the mid-1960s.

The Seaview fuel terminal is the main point of supply for liquid fuels for the lower North Island.

It's also a backup point of supply for other parts of the North Island.

The landward end of the wharf is at Point Howard, and the wharf is approximately 600 m (2,000 ft) long.

Fuel pipelines along the wharf connect with bulk fuel storage facilities in Seaview.

The fuel terminal handles approximately one million tonnes of fuel annually.

In 2021 a $60m project commenced to improve the seismic resilience of the wharf.

The Evans Bay Patent Slip was a significant infrastructure project that served vessels of up to 2000 tons. It was commissioned in 1873 and operated for over 100 years.

The slipway was eventually closed on July 31, 1980, marking the end of its long service.

Wellington Harbour is home to a diverse array of marine life, including yellow-eyed penguins, little blue penguins, and New Zealand fur seals.

The harbour's unique shape and location make it a popular spot for tourists, with many visiting to see the marine wildlife up close.

Wellington's south coast and harbour entrance offer great spots for diving and fishing, as the open sea provides an exciting challenge for experienced anglers and divers.

The harbour itself is home to a variety of fishing spots, including rocks and reclamations where you can catch a range of fish species.

Oriental Bay, Petone, Days Bay, and Hataitai Beach are perfect for swimming and sunbathing, with their calm and picturesque harbour waters.

The harbour accommodates a range of activities, with five water ski lanes and areas for personal water craft and windsurfing.

Several rowing, waka ama, and yachting clubs operate from the harbour, making it a great place to learn or watch these exciting sports.

Small boat craft can anchor at Mākaro / Ward Island and Mokopuna Island, and visitors can explore the Matiu / Somes Island reserve during daylight hours.

Harbour cruises regularly travel between the main Wellington waterfront, Matiu / Somes Island, Days Bay, and Petone, offering a relaxing way to see the sights.

Wellington Harbour is a haven for marine mammals, with common dolphins and orca visiting quite often.

You can spot these intelligent creatures up close, making for a thrilling experience for tourists and locals alike.

In the nineteenth century, southern right whales bred within Wellington Harbour, but in the 21st century sightings are much rarer.

Their absence is a reminder of the importance of conservation efforts to protect these magnificent creatures.

Humpback whales are also seen occasionally, their haunting songs echoing through the harbour.

A fur seal colony at Pariwhero / Red Rocks on the south coast facing Cook Strait is a must-visit for any marine mammal enthusiast.

Seals sometimes appear in and around the harbour, adding to the harbour's rich marine life.

Leopard seals, which were previously considered vagrants, have been reclassified as residents since 2019, and can be spotted in the harbour.

Crabeater seals and an elephant seal nicknamed 'Blossom' that hung around the harbour for several years in the 1960s are also occasional visitors.

Wellington Harbour is home to a diverse range of marine life, particularly when it comes to plants and sponges. Over 100 species of seaweed are found in the harbour, showcasing the area's unique biodiversity.

Rocky shores around the harbour support kelp forests, which can be seen at places like Kau Bay. Rising sea temperatures may be affecting the health of these areas.

Sponge beds are found in deeper parts of the harbour, offering a glimpse into the underwater world of Wellington Harbour.

The Wellington Harbour Explorer is a unique way to experience the harbour's natural and maritime history.

Join a zero-emissions tour on the Southern Hemisphere's first and only fully-electric passenger ferry, Ika Rere.

Onboard, you can easily move around between the open top deck and enclosed bottom cabin.

The commentary can be heard from both upstairs and downstairs, so you can enjoy the tour from your preferred spot.

Occasionally, Ika Rere may be unavailable due to unscheduled maintenance, so be sure to check ahead of time.

If that's the case, you'll have the option to cancel or choose an alternative experience.