Papakura to Pukekohe Electrification: Archaeological Assessment

Home , Eden Terrace, Franklin District, Hingaia, Hunua, Paerata, Pahurehure

Papakura to Pukekohe Electrification: archaeological assessment

report to KiwiRail and Jacobs

Hayley Glover

CFG Heritage Ltd. 132 Symonds St Eden Terrace Auckland 1010 ph. (09) 309 2426 [email protected] Papakura to Pukekohe Electrification: archaeological assessment

report to KiwiRail and Jacobs

Prepared by: Hayley Glover

Reviewed by: Date: 23 October 2020 Matthew Campbell Reference: 20 -1166

CFG Heritage Ltd. 132 Symonds St Eden Terrace Auckland 1010 ph. (09) 309 2426 [email protected] Papakura to Pukekohe Electrification: archaeological assessment

1 Introduction

KiwiRail propose the electrification of the North Island Main Trunk between Papakura and Pukekohe. Nineteen archaeological sites have been recorded in the New Zealand Archaeological Association (NZAA) Site Recording Scheme (SRS) within 500 m of the line, and there are twenty-eight scheduled items in the Auckland Council Cultural Heritage Inventory (CHI) in the immediate vicinity of the proposed works. In addition to this, the line itself is historic, originally completed in the 1870s. Seven pre-1900 railway stations are located within the section of track targeted by this project. An archaeological assessment is required in support of resource consent applications to Auckland Council and potential archaeological authority applications to Heritage New Zealand Pouhere Taonga. Tim Hegarty of Jacobs commissioned this assessment from CFG Heritage on behalf of Kiwirail.

1.1 Statutory requirements

All archaeological sites, whether recorded or not, are protected by the provisions of the Heritage New Zealand Pouhere Taonga Act 2014 and may not be destroyed, damaged or modified without an authority issued by Heritage New Zealand Pouhere Taonga (HNZPT). An archaeological site is defined in the Heritage New Zealand Pouhere Taonga Act as: (a) any place in New Zealand, including any building or structure (or part of a building or structure), that— (i) was associated with human activity that occurred before 1900 or is the site of the wreck of any vessel where the wreck occurred before 1900; and (ii) provides or may provide, through investigation by archaeological methods, evidence relat- ing to the history of New Zealand; and (b) includes a site for which a declaration is made under section 43(1). The Resource Management Act 1991 (RMA) requires City, District and Regional Councils to manage the use, development, and protection of natural and physical resources in a way that provides for the wellbeing of today’s communities while safeguarding the options of future generations. The protection of historic heritage from inappropriate subdivision, use, and development is identified as a matter of national importance (Section 6f). Historic heritage is defined as those natural and physical resources that contribute to an under- standing and appreciation of New Zealand’s history and cultures, derived from archaeological, archi- tectural, cultural, historic, scientific, or technological qualities. Historic heritage includes: • historic sites, structures, places, and areas • archaeological sites; • sites of significance to Maori, including wahi tapu; • surroundings associated with the natural and physical resources (RMA Section 2). These categories are not mutually exclusive and some archaeological sites may include above ground structures or may also be places that are of significance to Maori. Where resource consent is required for any activity the assessment of effects is required to address cultural and historic heritage matters.

2 Methodology

The New Zealand Archaeological Association (NZAA) Site Recording Scheme (SRS) was searched for records of archaeological sites in the vicinity and incorporated into the Project GIS. Archaeological site reports were accessed from the Heritage New Zealand Pouhere Taonga (HNZPT) Figure 1. Location of the line to be upgraded and recorded archaeological sites in the area. digital library. Old maps and plans held by Land Information New Zealand (LINZ) were accessed using QuickMap. Auckland Council’s Cultural Heritage Inventory (CHI) and GeoMaps, as well as the New Zealand Heritage List (Rārangi Kōrero), were examined for information on historic heritage. Site visits were carried out by Hayley Glover of CFG Heritage Ltd on 28 September 2020, accompanied by Edith Tuhimata as a representative of Ngāti Tamaoho. The proposed works areas and known sites were only viewed or accessed from the road reserves or publicly accessible spaces (ie. reserves), the railway line itself was not able to be accessed at this time.

3 Background

The proposed works area extends from Papakura to Pukekohe, at the southern end of the Manukau Harbour. The Manukau Harbour is New Zealand’s second largest harbour with an area of approximately 365 km2 and a shore length of about 460 km. The harbour formed from the development of a Quaternary dune barrier (Āwhitu Peninsula) enclosing a large bay between Port Waikato and the Waitakere Ranges (Kelly 2008:3). The area comprises a varied landscape including harbour and estuarine margins, lowlands, and the foothills of the Hūnua Ranges, and originally had variable swamplands and areas of bush and forest (Harlow et al. 2007). There are numerous waterways in the study area, including the Ngakoroa / Otūwairoa / Slippery Creek Stream and Hingaia Stream, which flow out to the Pahurehure Inlet through Drury Creek. The historic extents of several swamps and other wetlands (Figure 2), derived from field observations and soil characteristics, intersect and surround the proposed works area (Whenua Māori Visualisation Tool n.d.). Wetlands like these were rich in resources and would have been utilised by pre-European Māori for hunting waterfowl and eels, for transportation, storage, and, near the edges of some wetlands, the cultivation of taro.

4 P2P Figure 2. Historic wetlands (green) which intersect the project area, derived from the Whenua Māori Visualisation Tool.

The geology of the area is dominated by late Pliocene and early Pleistocene non-marine sed- iments, and upper layers of soil are dominated by moderately well drained orthic granular soils, derived from weathered volcanic rocks and ash, and poorly drained gley soils strongly affected by water-logging. The gley soils are primarily located around waterways and estuarine areas, with moderate to well drained soils prevalent elsewhere. Whilst the well-drained volcanic soils would have been suitable for pre-European Māori horticulture, areas dominated by gley soils would not have been.

Hayley Glover 5 CFG Heritage Ltd. 3.1 History of Papakura / Drury

The area around Papakura / Drury provided access to inland areas like the Hunuas, Clevedon, and the Waikato. This made it an important strategic location for pre-European Māori, acting as the link between the Auckland isthmus, the Hauraki Gulf, and the Waikato (Clarke 1983, Murdoch 1990). Pre-European Māori settlement in the area was intensive and was focussed around the harbour and waterways, as well as in areas with good soils like the lower slopes of the Hunuas where cultivation was extensive (Murdoch 1990). The waterways enabled easy transportation for people to visit, battle, and trade. The hinterlands and more poorly drained lowlands would not attract such large settlements but would still have had seasonal camps and acted as an important location for gathering wetland resources (Te Roopu Kaitiaki o Papakura 2010: 7). Settlement can be traced back to the arrival of the Tainui canoe, which entered the Manukau Harbour in the 14th century (Murdoch 1990). The harbour is thought to have been first pointed out by a priest aboard the waka, Taikehu, and was named by the Tainui captain Hoturoa (Williams 2016). The strategic location meant that multiple different iwi occupied the area intensively with seasonal settlements (Harlow et al. 2007, Murdoch 1990). Fortified pā at the mouth of Slippery Creek (Otūwairoa), the head of Waihoihoi Stream, and in the Pukekiwiriki / Red Hill area protected the resources available (Murdoch 1990). The Papakura Portage route extended from the area of present-day Papakura town to the Wairoa River (Hooker 1997). It is likely that Old Wairoa Road represents the approximate track followed by the Papakura Portage. Other areas of particular significance include Hingaia Stream, which is not currently documented on the Sites of Significance to Mana Whenua Schedule on the Auckland Council website, but has in the past been recognised as wahi tapu more generally (Te Roopu Kaitiaki o Papakura 2010: 16-17). From 1834, missionaries begun travelling through the area, notably staying at Ōpaheke, a kainga near Otūwairoa / Slippery Creek (Harlow et al. 2007). European purchases of land began in 1842, when the New Zealand government purchased the Papakura Block, owing in large part to its strategic location, which stretched from what is now Papatoetoe to south of Papakura (Harlow et al. 2007; Murdoch 1990). In 1852 and 1854, additional land was purchased by the Crown, including the whole upland section of the Hunua Block. At this stage, the Kirikiri Block remained in possession of the Māori landowners (Murdoch 1990). The first European settler to purchase land in Papakura was McLennan, in 1842. Though he purchased the land in 1842, he then returned to Auckland, coming back to settle in 1847. Cole and Willis also arrived in 1847, taking up land. Willis established the first store in Papakura, near the current location of the Papakura Golf Club (Willis 1932). In the mid-1850s some settlers began to move to the lowland part of the catchment, south of Slippery Creek. This settlement was called Drury after Captain Byron Drury, who was one of the first to purchase a section in the new village (Murdoch 1990). According to Lennard (1986:4), Drury’s “…previous Māori name was Taruranga.” This is not recorded on other historic texts or available reports but is a notable detail. Māori had been alienated from their land and unease had been building from the 1850s. by 1856, the concept of a Māori king was being discussed openly. However, the Crown saw the Kīngitanga movement as a direct attack on British sovereignty and by the late 1850s the seeds of the land war had already taken root. The Kīngitanga movement opposed the sale of Māori land and although some were receptive to leasing, the Crown saw this as a further obstruction to development. Construction of Great South Road begun at the end of 1861 under the orders of Governor Grey who was preparing for war with Māori (O’Malley 2019: 259). The road was constructed by British Army troops and provided access to north Waikato from Auckland. By March 1963 the road construction was complete, and Grey had by then obtained additional British troops and armour-plated steamers (O’Malley 2019: 103). Tensions between Māori and Europeans in the Auckland and Waikato districts gradually increased and in July 1863 Governor Grey issued an ultimatum to the Waikato tribes around Auckland to immediately swear an oath of allegiance to the Queen and to put down their arms. Those who did not comply were told to remove themselves to the Waikato, beyond the Mangatāwhiri, effectively declaring themselves as rebels against the Government (O’Malley 2019).

6 P2P Both Papakura and Drury became military garrisons, acting as supply bases and staging posts, and there was an influx of people associated with the British military. Several military and commis- sariat redoubts were established, as well as a headquarters for General Cameron’s 65th Regiment Camp (R12/755) (Harlow et al. 2007). Shortly after Grey’s ultimatum was announced, British troops crossed the Mangatāwhiri River and a battle broke out between the militia and Māori occupants of Te Apārangi. European settlers were temporarily evacuated (Murdoch 1990), and over the next eight months soldiers based in Drury were actively engaged in the war, involved in well-known skirmishes such as at the Pukekohe East Presbyterian Church and at Burtt’s Farm (Clarke 1982). By March 1864 General Cameron had moved well into the Waikato, and after battles like those of Ōrākau and Gate Pā, he took hold of the region (Clark 1982). In 1865 the Kirikiri Block was confiscated by the Crown (Murdoch 1990). In an effort to increase security, consolidate territorial gains, and display government presence, in 1864 the New Zealand Government encouraged South African and British migrants to move to New Zealand by offering free 5 to 40-acre blocks. These immigrants were to occupy Waikato lands that had been confiscated following the land wars. However. , the scheme did not take off, after the promised financial incentives were not provided (Morris 1965). The discovery of a coal seam in Drury would be one of the most significant impacts on the local economy, spurring development in the area as well as a related clay industry (Cruickshank 2017a). In 1866 Henry Chamberlain purchased a block of land containing the coal mines (Platts 1971) before selling this to the Mawhinney Brothers (Coalfield Notes, PDHS). The industry would be short lived as more productive coal mines would later be discovered at Huntly. The original brickworks in Drury had closed by 1910 or slightly afterwards, though clay pit extraction remained a profitable business resulting in the construction of Drury Potter and Fireclay Works, where clay was processed for pot- tery. The building was on land belonging to the Mawhinneys (Coalfield Notes, PDHS). This business was purchased by an Auckland firm in 1930 and shut down (Auckland-Waikato Historical Journal April 1984: 19, cited in Harlow et al. 2007). Following the coal mining and clay works, several basalt quarries were established, with at least two linked to the clay works via roads or tramways. These were small-scale operations, and primarily provided kerbstones for Auckland. In addition to this, extensive gum digging occurred in surrounding areas like Karaka, Waiau Pā and Glenbrook (Wiley 1939:67), and other industries like timber milling, land clearance, pastoral farming and agriculture were present in Drury (Harlow et al. 2007). The development of many of these industries, particularly agriculture, was boosted by the construction of the railway line from Auckland to Mercer in the early 1870s. Urban growth increased in Papakura township, while Drury declined somewhat in importance (Murdoch 1990). Overall, targeted archaeological research in the area has been limited, with no large-scale archaeological surveys in the Manukau Lowlands. More recently, an increase in proposed housing developments in the outskirts of Auckland has led to a number of archaeological surveys in the general area. In spite of this, there remains a lack of recorded archaeological sites. The use of the area for farming over the last 50 years would have modified the landscape considerably. As wetlands have been drained and turned into farmland, any high points would have been cut and used to fill hol- lows, and the area would have been ploughed extensively. This would obscure most of the surface evidence of any archaeological sites (Cruickshank 2017a). Murdoch (1990) argued that the limited environmental resources of the landscape would not have sustained a large standing population, but rather would have been exploited for wetland resources such as eel and waterfowl, which was reiterated by Tatton (2001). These types of activities are unlikely to provide much of an archaeological footprint, but remnants of eel weirs and small temporary camps and associated cooking areas are likely to still exist in places. It is likely there are remains of archaeological evidence of land use in and around the waterways, especially so at the larger waterways like the Hingaia Stream and Ngakoroa Stream (Ngāti Te Ata Waiohua 2014). An increase in housing development in the outskirts of Auckland has led to a number of small archaeological surveys in the area. Many of these did not identify any evidence of surface archaeology in spite of significant nearby sites like Pukekiwiriki/Red Hill (e.g., Clough and Phillips 1996; Felgate 1999; Mosen 1998).

Hayley Glover 7 CFG Heritage Ltd. Archaeological surveys have also been increasingly carried out for housing developments around Hingaia and Karaka (e.g., Cruickshank 2017a, 2017b; Cruickshank et al. 2015; Foster 2007, 2014, 2015). In 2000, Clough and Associates carried out a cultural heritage investigation for the Hingaia Structure Plan (Clough et al. 2000). This involved relocated previously recorded sites in the area, as well as recording eighteen new sites. The vast majority of sites recorded were midden. In 1995 an archaeological survey along the route of the proposed Waikato River Pipeline was carried out by Clough. This route extended from east of Manurewa to south of Tuakau, crossing through the centre of Papakura and Drury. Archaeological sites along the route were relatively limited, and 80% of the proposed route followed roads. However, several historic buildings were identified, including churches, railyards, and schools. Most of the pre-European Māori sites were at a greater distance from the pipeline route, with the majority situated on the Waikato River. No new sites were recorded during the survey (Clough 1995). In 2013, Clough and Associates also monitored works around the pump station on Flanagan Road, Drury, as it was near a recorded site R12/742, where the Drury Railway Station and Yards were situated (Bickler et al. 2013). However, this site refers to the station and yards built in 1918, not the original station, which was located further north near Waihoehoe Rd (R12/1139). Areas around Jesmond Road, west of Drury, were assessed in 2017 by Cruickshank, Trilford and Craig as part of proposed plan change by Karaka and Drury Ltd (Cruickshank et al. 2017). The assessment undertook limited field survey of properties that were accessible, and determined that while no archaeological deposits are identified in the area, it was possible evidence of both pre-European Māori land use and 1850s–1900s farming may be present within the area.

3.2 History of Paerata / Pukekohe

Pukekohe is located south of Papakura / Drury, between the Manukau Harbour and the Waikato River. Pukekohe is a shortening of ‘Puke kohekohe’, which can be translated as ‘hill of the kohekohe tree’ (McEwan 2008). Pukekohe Hill is one of the largest shield volcanoes in the South Auckland Volcanic Field (Hayward 2014). Paerata, at the northern edge of Pukekohe, is a smaller rural settlement. The name is likely a conflation of ‘pae,’ a ridge or rest place, and rata, possibly referring to a large rata tree which grew on the ridge at Burtt Road. The landscape as a whole consisted of swampland, creeks and bush, particularly puriri and kohekohe trees, and was rich in resources (McEwan 2008). As with Papakura / Drury, pre-European Māori settlement can be traced back to the Tainui waka, with larger settlements focussed around waterways and cultivation, taking advantage of the highly fertile well drained volcanic soils in Pukekohe (Auckland Council Heritage Unit 2014). In the early 1820s Ngāpuhi from the Bay of Islands had obtained muskets from European trad- ers and travelled south through the Franklin / Pukekohe area. Hundreds of people were killed, and many others driven further into the Waikato. By 1835, the people of Franklin / Pukekohe had obtained muskets themselves and were better prepared for any further invasions, so returned from the Waikato to their ancestral lands. A new settlement was developed on the lower slopes of Pukekohe Hill (Auckland Council Heritage Unit 2014). European settlement in the Pukekohe area began shortly after 1840. The Pukekohe Block was sold to the Crown in 1842, though this sale was illegitimate, conducted by secondary owners of the land, rather than the principal owners who did not wish to sell the land (Auckland Council Heritage Unit 2014). This land included the Karaka Parish, what is today Pukekohe East, and Harrisville, but not central Pukekohe and Tauakau which remained Māori Reserves at that point. With the purchase of the Second Pukekohe Block in the 1850s, Māori claimed an area of more than 5000 acres as a Reserve, but the surveyor recorded only slightly more than 3000 acres, apparently claiming the rest for himself and other European settlers (Auckland Council Heritage Unit 2014). The Crown continued to purchase land around Pukekohe, including the Awhitu Peninsula and the Ramarama Block, in spite of continued issues with problematic sales and surveying (Auckland Council Heritage Unit 2014). Larger scale European settlement in what is now Pukekohe East did not occur until the 1850s, though it was still dispersed. Some of the early families were largely from Scotland and Cornwall, including the McDonalds, Comries, Scotts, Rooses, Robinsons, Hawkes, and Eastons. In 1865 a new settlement of Pukekohe West, then known as the ‘Paddock Settlement’, was surveyed and estab-

8 P2P lished. A commercial centre began developing in the mid-1870s. The first store in Puekohe was a single room in the home of Thomas Moore on the corner of Queen and Ward Streets, predating May 1868. Moore later ran a postal agency from the same address (Auckland Council Heritage Unit 2014). The construction of the railway line, with the route confirmed in 1872, led to an increased number of businesses being established in Pukekohe. In the same year, Pukekohe East and West Boards sepa- rated as populations grew. The Pukekohe Hotel, or Settlers Hotel, was established by 1873 by James Godkin, and Forbes had a postal agency by 1875. In addition to this, five other stores and a butcher were operating by 1875. At this time the population of Pukekohe East was 419, and the population of Pukekohe West was 578 (Auckland Council Heritage Unit 2014). Paerata was acquired by the Crown in the first Pukekohe purchase. As of 1861, only three European settlers and their employees lived around Paerata. With the construction of the railway settlement increased and it was feasible for a dairy factory to be established in 1924 (Auckland Council Heritage Unit 2014).

3.3 Archaeological research in Paerata / Pukekohe

Archaeological research around Paerata and Pukekohe has been extremely limited. Looking at recorded archaeological sites, there is a clear dearth of recordings in these areas when compared to their surroundings. This lack of recorded archaeological sites is not indicative of a lack of pre-Euro- pean Māori settlement. Rather, it likely reflects the lack of targeted research in the area and the results of later land disturbance from European settlement. In 1993, Mosen undertook a cultural heritage inventory for the Franklin District, but Pukekohe was not surveyed comprehensively as part of this. Other than this, no records of archaeological work within Pukekohe proper were able to be located.

3.4 History of the NIMT: Auckland to Pukekohe

From 1870 railway development became a critical infrastructure development project, led by future Premier Julius Vogel. This development was intended to promote growth and immigration (Burgess and Knight 201). The first part of the North Island Main Trunk (NIMT), which would eventually link Auckland and Wellington, was a 66 km section of track connecting Auckland and Mercer (Cowan 1928). In 1864 it became apparent that Drury could be an important settlement with both water and road access to link it with Auckland and the Waikato, and with the Waihoihoi coal mine and tramway established. With the near-constant military presence in Drury from the Waikato War, there were many commercial opportunities, and rail transport was an attractive option to enhance these and improve transport connections with Auckland (Brown and Brown 2017). The first survey for the Auckland to Drury railway was carried out in 1862 by Harding and Stewart (Ball 2009), and the first sod for the Auckland to Drury section was turned on 16 February 1865 (Daily Southern Cross, 17 February 1865: 5). However, with the troops leaving Drury the same year and the financial situation worsening, this rail link was cancelled in 1866 (Brown and Brown 2017). Planning for the railway recommenced in 1870 with Vogel’s scheme, with the proposed terminus extended to Mercer (Ball 2009). The route was resurveyed by Stewart and Harding and in August 1872 a new contract was made with John Brogden and Sons. Land for the Pukekohe Station was purchased in 1873, with the station constructed in 1874 (Burgess and Knight 2010). The construction of the Auckland to Mercer line was completed to the Waikato River in April 1875, where the rail service linked up with paddle-steamers (Cowan 1928; Merrifield 2009). From here the line continues southward to Wellington. The entire line, from Auckland to Wellington, was completed on 7 August 1908, for the passage of an 11-car passenger train which carried the Prime Minister and other members of parliament. Much of this track was temporary, and the last spike of the final track was driven on 6 November 1908, marking the formal opening of the line (Atkinson 2010). A two-day service began on 9 November 1908, and an overnight express service began on 14 February 1909.

Hayley Glover 9 CFG Heritage Ltd. 4 Archaeological evaluation

Nineteen archaeological sites have previously been recorded in the NZAA SRS within 200 m of the proposed works between Papakura and Pukekohe. None of these sites refer to pre-European Māori sites; all are from the colonial period or are post-1900 sites. This reflects the lack of archaeological research which has been carried out in the area as well as the results of later land disturbance, which will have obscured or destroyed sites. In addition to these archaeological sites, twenty-eight items are scheduled in the Auckland Cultural Heritage Inventory (CHI) in the immediate vicinity of the proposed works. Six historic heritage extents of place are scheduled in the Auckland Unitary Plan within 200 m of the study area, but none of these fall within the scope of works. Site visits were carried out on 28 September 2020 where sites were accessible via the road reserves and public spaces by Hayley Glover of CFG Heritage Ltd, accompanied by Edith Tuhimata representing Ngāti Tamaoho.

4.1 Archaeological Sites

The nineteen sites recorded within 200 m of the proposed works are described briefly below.

4.1.1 R12/120, Papakura Redoubt

This site refers to the location of the Papakura Redoubt. No surface remains are visible, as the site has been built over and is now occupied by the Methodist Church, and the site extent has been estimated from a survey plan (SO 194). Subsurface evidence may remain. This site is located on Broadway, opposite O’Shannessey Street, and is outside the scope of works.

4.1.2 R12/742, Railyards

This site was first recorded by Clough in 1995. The site is located between Flanagans Road and the railway line, and includes several stone walls, loading ramps and two subways. A 2002 update by Tanner notes that determining the site extent is difficult as surface evidence is limited. According to reports, it is likely to be much larger than current observed surface evidence suggests. The site has been partly damaged by the installation of the gas pipeline, which crossed through the northern subway, and also required re-forming and topsoiling after works. The stone walls under the grass near the loading have reportedly been destroyed as people scavenged the materials for landscaping. A further site visit by Bickler in 2013, monitoring earthworks for pumpline infrastructure, revealed that the stone ramp and loading platform remained in relatively good condition. Bickler’s research also showed that this site is a 1918 replacement for the Drury Station, and is not the original pre-1900 construction, which was located further north (see R12/1139, below). This 20th century construction is not protected under the Heritage New Zealand Pouhere Taonga Act 2014. All subsequent assessment of this site will be made under its entry in the Auckland CHI, as a post-1900 item (11388). An attempt to view the site from the road was made on 28 September but the site was inaccessible due to construction works.

4.1.3 R12/1129, St John’s Anglican Church

This church was built in 1862/1863 from the timber of a single kauri tree. During the Land Wars it was used by women and children to take shelter. There was also a cottage for travelling ministers on the property, which is no longer standing. A small cemetery is also present on the property. It has been renovated multiple times, notably in 1883, the 1890s, and in 1957. The church is still standing (Figure 3) and is outside the scope of works.

10 P2P Figure 3. Hoani Tapu Church / St John’s Anglican Church, view west.

4.1.4 R12/1137, Papakura Railway Station

The original Papakura Station was in approximately the same location as the current station, and officially opened on 20 May 1875, though services had been running in 1874 (Scoble 2010). Papakura was one of the principal stations on what was then known as the Auckland to Mercer line, and was noted as being highly convenient due to its proximity to the sale yards and Wairoa Road, which would be helpful to settlers of Wairoa (New Zealand Herald, 20 May 1875: 3). The original station was a fourth class station, and as of 1884 it included a station building, passenger platform, cart approach, goods shed, loading bank, stationmaster’s house, and cattle yards (Scoble n.d.). The boundaries of the land allocated for the station are shown in SO 285 (Figure 4), which is thought to date to 1865. This location was visited on 28 September and no surface evidence related to the station was visible (Figure 5). Subsurface remains may still be present.

4.1.5 R12/1138, Ōpaheke Railway Station

Ōpaheke Railway Station, also known as Hūnua Station, was located opposite the Ōpaheke Saleyards on Ōpaheke Road. The station officially opened on 6 April 1879, but was in use in some capacity prior to this, and closed 13 November 1955 (Scoble 2010). The station was on the Hay’s Farm, and was initially a very small sixth class station, being not much more than a sheltered shed (New Zealand Herald, 20 May 1875: 3). By 1884 there was a passenger platform with cart approach and a loading bank, and in 1894 there was a petition for a goods shed to be built. In 1891 the Coultland Brothers obtained permission to lay a tramway from the station (Scoble n.d.). The station has been demolished.

Hayley Glover 11 CFG Heritage Ltd. Figure 4. Section of SO 285, showing part of the Kirikiri Block and the Papakura Railway Station (R12/1137).

Figure 5. Original location of Papakura Railway Station, view north.

12 P2P Figure 6. Section of SO 18286, showing the Ōpaheke Railway Station (R12/1138).

Figure 7. Location of Ōpaheke Railway Station, view south.

Hayley Glover 13 CFG Heritage Ltd. The boundaries of the land allocated for the station are shown in SO 18286, dated to 1914 (Figure 6). This site was visited on 28 September but no surface evidence of the station or tramway was visible. There may be subsurface remains (Figure 7).

4.1.6 R12/1139, Drury Railway Station

Drury Station officially opened on 20 May 1875 with the opening of the Auckland to Mercer Line but had been carrying passengers from October 1874. The station closed 8 December 1918 (Scoble 2010). This was also a fourth class station and by 1884 there was a station building, passenger platform, cart approach, goods shed, loading bank, water service, coal accommodation and stationmaster’s house, with fixed signals added by 1896 (Scoble n.d). The original station was replaced in 1918 by a new building further south (R12/742). The boundaries of the land allocated for the station are shown in SO 19059, dated to 1916 (Figure 8). The location of the original station was viewed from the Waihoehoe Road overbridge on 28 September (Figure 9). No surface remains were visible but subsurface material could still be present.

4.1.7 R12/1140, Paerata Railway Station

Paerata Station also opened officially on 20 May 1875, closing to all traffic 17 July 1977, though the crossing loop was retained until 1 October 1982 (Scoble 2010). By 1896 there was a shelter shed, indicating this was probably a sixth class station, a passenger platform and cart approach. In 1897 residents petitioned for the erection of sheep and cattle yards at the station (Scoble n.d.). According to the Auckland CHI (#14981) a sealed platform and concrete curbing were still present in when it was recorded in the CHI in 2004 but no other surface evidence was visible.

Figure 8. Section of SO 19059, showing the Drury Railway Station.

14 P2P Figure 9. Original location of the Drury Railway Station, view north.

Figure 10. Section of DEED 1118, showing the location of Paerata Railway Station (R12/1140).

Hayley Glover 15 CFG Heritage Ltd. Figure 11. Location of the Paerata Railway Station, view north.

Figure 12. Concrete remains at the Paerata Railway Station. Photo scale = 0.5 m.

16 P2P Figure 13. Section of SO 16631, showing the original location of the Pukekohe Railway Station (R12/1141).

Figure 14. Location of the original Pukekohe Railway Station, view north.

Hayley Glover 17 CFG Heritage Ltd. Figure 15. Eastern retaining wall at R12/1141.

Figure 16. Western retaining wall at R12/1141.

18 P2P The Paerata Station is shown in DEED 1118, dated to 1926 (Figure 10). This site was visited on 28 September (Figure 11). Due to the overgrown vegetation at the location of the station, it was difficult to determine whether surface remains were still present as recorded in 2004. Several large pieces of broken concrete were encountered in this location, however, and are likely remnants of the platform and curbing (Figure 12). Additional remains may be present beneath the vegetation, as well as subsurface remains.

4.1.8 R12/1141, Pukekohe Railway Station

As with the above stations, the original fourth class Pukekohe Station opened officially on 20 May 1875 (Scoble 2010), though was constructed in 1874 (Burgess and Knight 2010). By 1902 the station had a ladies’ waiting room, public vestibule, post office and porter’s room, as well as a large goods shed. By 1911 increasing use of the railway meant this station building and yard had become inadequate. The original station was retained as a goods shed until 1987, when it was demolished. Though the plan in 1911 was to shift the original station to the new location further south, in 1912 it was decided that an entirely new station would be built (Scoble n.d.). The station is also recorded in the CHI as item #15890. The original boundaries of the Pukekohe Station are shown in SO 16631, dated to 1912 (Figure 13). This site was viewed from the Station Road overbridge on 28 September, but no clear surface remains were visible (Figure 14). Parts of the retaining walls either side of the current track looked to be older than others and there are clearly multiple phases of construction and maintenance rep- resented (Figure 15 and Figure 16), but closer inspection was not possible as the site could only be viewed from the Stadium Road overbridge.

Figure 17. Location of the former Railway Hotel, view east.

Hayley Glover 19 CFG Heritage Ltd. 4.1.9 R12/1142, Residence

This is the location of Thomas Brooks’ house, dating to around 1894. How much of the original house remains and the extent of upgrades and renovations is not known. This site is outside the scope of works.

4.1.10 R12/1143, Drury Post Office and Store

A plan from 1865 notes a post office on this property, as well as three other buildings. The Drury Post Office and Store were run by Sarah Ann Middlemas, according to newspapers from 1868. The alignment of the buildings suggests they may have been built prior to the road reserves being established. This site was visited on 28 September and is now occupied by two businesses. No surface remains were visible but subsurface remains may be present. This site is well outside the scope of works.

4.1.11 R12/1146, Railway Hotel

The Railway Hotel was a brick building close to the gates of the Drury Railway Station, on the corner of Great South Road and Waihoehoe Road. It was owned and run by George Godkin, who also ran the Farmer’s Hotel until it burnt down in 1887. The Railway Hotel was built after this. The building is no longer present but subsurface deposits may be intact. The approximate location of the building was visited 28 September, and is currently occupied by a building constructed in the 1960s. (Figure 17).

4.1.12 R12/1147, Runciman Railway Station

Runciman Station was officially opened in April 1882, though had been carrying goods since 1879, and closed 8 December 1918 (Scoble 2010). James Runciman offered his land freely for use as the terminus of the Drury Railway in 1864. It was not until 1881 that a contract was issued for the construction of a seventh class station. By 1884 there was a shelter shed, passenger platform, cart approach, cattle yards and coal accommodation at the station. The name of the station was changed to Oira in 1909, but changed back to Runciman later that year (Scoble n.d.). Runciman Station is clearly labelled as ‘Old Runciman Station’ in a survey map (DP 12784) dated to 1919, and is also visible in A 30, which dates to 1870 (Figure 6 and Figure 7). This site was not accessible during site visits on 28 September and it is unknown whether surface remains are present.

4.1.13 R12/1148, Karaka Railway Siding

Plans for siding at Karaka were in place from at least 1881 but the siding was not completed until February 1883 at the earliest (Scoble 2010). This stop was for goods traffic only, with no accommodation until 1902, when a cottage for the overseer was built. The contract for station buildings to be constructed was signed in 1905 (Scoble n.d.). The station closed 30 April 1917 (Scoble 2010). The station is labelled in a later survey map (DP 15062) dated to 1921 (Figure 8). This site was not accessible during site visits on 28 September and it is unknown whether surface remains are present.

4.1.14 R12,1150, Historic building

A plan drawn in 1862 or 1865 shows a building plotted at what is now 222 Great South Road. The Mobil Station is currently situated on this property, and no surface evidence remains. This site is outside of the scope of works.

20 P2P Figure 18. Section of A 30, showing some of the land allocated for the Runciman Station.

Figure 19. Section of DP 12784, showing ‘Old Runciman Station.’

Hayley Glover 21 CFG Heritage Ltd. Figure 20. Section of SO 15062, showing the location of Karaka Railway Station.

4.1.15 R12/1164, Papakura Police Station

A plan drawn in January 1886 shows two buildings plotted. One is labelled as the police station, and the other as the ‘lock up.’ The buildings no longer stand, with the land currently occupied by the current Courthouse, but subsurface deposits could be present. This site is outside the scope of works.

4.1.16 R12, 1165, Papakura Court

A map drawn in 1886 shows a building plotted at this location, reading ‘court.’ The buildings no longer stand, with the land currently occupied by the current Courthouse, but subsurface deposits could be present. This site is outside the scope of works.

4.1.17 R12/1167, Kainga

Plan 865, dating to 1853, shows what appears to be a small settlement of four huts, with two on either side of Ngakoroa Stream. An annotation on the map reads “…oa-o-Hawaiki” or “…pa-o-Ha- waiki” but a hole in the map means that the rest of the annotation, and potentially additional site features, are missing. A track leads from this potential settlement towards Pitt Road, then Karaka Road, leading to Waiuku. This site was not accessible from the road, but should be outside of the scope of works.

22 P2P Figure 21. Whangapouri Stream, between Paerata Road and the NIMT, view east.

4.1.18 R12/1168, Historic building

This is the location of a building shown on SO 865, dated to 1853. It was likely a farmhouse, and as it is pencilled on to the original plan it likely post-dates 1853. This site was not accessible from the road, but should be outside of the scope of works.

4.1.19 R12/1169, Pukekohe Flour Mill

This site is the location of Richard Pilgrim’s flour-mill. It was reportedly located near the railway line with a substantial dam at the Whangapouri Stream (more than 20 m wide), with a 320 m long water race leading to the water wheel. The mill was named the Pukekohe Flour Mill and original structures predate 1882. It closed in 1895 and in 1915 the mill and associated dwelling burnt down. An attempt to visit this site was made on 28 September but is was not relocated due to issues with accessibility and poor visibility from dense vegetation. The stream immediately east of Paerata Road is shown below (Figure 21), but it was not clear whether landforms were the result of modern drainage or could be historic. As the exact location of this site is not known, it is possible that evidence related to the water race/dam could be present near the railway where it crosses the Whangapouri Stream.

4.2 CHI Items

Of the twenty-eight items scheduled in the Auckland CHI within the vicinity of the rail corridor, the vast majority post-date 1900 (though several are of unknown age) and are not protected under the Heritage New Zealand Pouhere Taonga Act 2014. Those which pre-date 1900 include the locations of Paerata and Ōpaheke railway stations (14981 and 17176), which have been discussed above

Hayley Glover 23 CFG Heritage Ltd. and will not be mentioned further in this section (R12/1140 and R12/1138) and the Pukekohe Hotel (15920). All listed items in the area are briefly described below.

4.2.1 14978, WWII Memorial Plaque

This is a plaque in Paerata, on a stone adjacent to the railway line which reads “This marks the site where Second World War troops from USA and New Zealand arrived by train and marched to camps at Helvetia and Wesley College” (Figure 22). This item is unlikely to be affected by works.

4.2.2 14979, Paerata Community Centre

This is the location of a community centre building which has since been demolished, marked by two oak trees which once stood at the rear of the building. No surface evidence was present upon the site visit. This item is outside the scope of works.

4.2.3 15107, Drury Hall

Drury Hall was relocated from Great South Road to its current location on Tui Street in 1958. It has had various additions and alterations but original features include the gable roof and double hung windows, as well as the panel ceiling (Figure 23). The original date of construction is unknown. This item is outside the scope of works.

4.2.4 15109, Commercial Buildings

Historic commercial buildings (unknown date) were located at the south-eastern intersection of Waihoehoe Road and Great South Road, in Drury. They have since been demolished and replaced, and no surface remains were seen. This item is outside the scope of works.

4.2.5 15890, Pukekohe Railway Station

This item refers to the current railway station which opened in 1913. It is a Troup era class B station which replaced the original station north of this location (Figure 24 and Figure 25). This item is within the scope of works.

4.2.6 15892, Runciman Post Office

This is a corrugated iron shed measuring 4x5 m in area which was built in the 1920s. It has been relocated, but remains in a paddock close to its original location. This item should be outside the scope of works.

4.2.7 15920, Pukekohe Hotel

The original Pukekohe Hotel, on the corner of King Street and Manukau Road, was a pre-1900 building which has since been renovated and altered to the point where no original components remain, though the current building does take cues from its origins. Whilst no surface remains of the original construction are present, there may be subsurface archaeological deposits. This site is outside the scope of works.

4.2.8 15975, Whyte’s Butcher Shop

This was a small family owned business in Paerata, with pig sties at the rear. The date of this building is unknown. It was closed down and demolished due to its proximity to the roadside on a dangerous bend. This site is outside the scope of works.

24 P2P Figure 22. Plaque commemorating WWII troops with railway line visible behind.

Figure 23. Drury Hall.

Hayley Glover 25 CFG Heritage Ltd. Figure 24. Pukekohe Railway Station building.

Figure 25. View north through the arcaded canopy.

26 P2P 4.2.9 15798, Commercial Building

This item refers to a corrugated iron commercial building on Manukau Road, built in the 1920s, abutting the railway line. There was reportedly access to the railway station sidings at Pukekohe Railway Station.

4.2.10 15998, Grandstand

This is the current location of a grandstand which was previously in Eden Park before being relocated to Papakura in the 1960s. It was originally built in 1914, and was known as the Eden Park No 1 Stand. This item is outside the scope of works.

4.2.11 16004, Ōpaheke Saleyards

This is the location of the former stock saleyards. They were in use up until the early 1970s, and closed some time after this. The complex is now paved over and in use as a storage facility (Figure 26).

4.2.12 17035, WWII Monument

This is an obelisk in Drury, unveiled by Prime Minister Massey in 1922, listing the names of 19 men who died in the First World War. Eight more names were added after WWII, and in 1969 it was relocated from Great South Road to its current Tui Street location. A further inscription was added in 1993 to commemorate service in Korea, Malaya, Borneo, and Vietnam. This site is outside the scope of works.

Figure 26. Location of the former Ōpaheke saleyards, view south.

Hayley Glover 27 CFG Heritage Ltd. 4.2.13 17175, Papakura Rail Overbridge

This was the location of a rare bowstring footbridge over the railway line at Papakura Station. It was built c. 1919 and has since been demolished. As such, this site is outside the scope of works.

4.2.14 18540, Papakura Railway Station

This item refers to the current railway station, built in 1922 to replace the original pre-1900 station. It is a Troup era class B station. This building will be outside the scope of works.

4.2.15 19129, Tree

This item is an oak tree in Papakura. It is outside the scope of works.

4.2.16 19130, Tree

This item is a Phoenix palm tree in Papakura. It is outside the scope of works.

4.2.17 20171, Commercial Building

This item refers to the original A & P offices in Pukekohe. It was in use for these purposes as of 1947 and likely for some time before this. Prior to this, the building was used as the office for the rail- head for the dispatch of grain and produce. The original date of construction is unknown. This item should be outside the scope of works.

4.2.18 22218, Paerata Water Tower

The Paerata water tower was used to supply water for steam engines at Paerata Station, but seems to have been installed in 1922 (Scoble n.d.). It has since been demolished. A site visit on 28 September revealed broken concrete pieces in the area (Figure 12), but it was not clear whether these were from the Paerata Railway Station or could be parts of the foundations for the water tower. Subsurface remains may also be present.

4.2.19 22226, Residence

This is the former residence of Andrew Berriman, one of the first members of the Pukekohe Town Board. Station Road had previously been named Berriman Road after his family. This villa, as viewed from the road, is still in good condition and appears very similar to earlier photographs. It is outside the scope of works.

4.2.20 22240, Commercial Building

This building was the premises of Mr Scott (dentist and/or hairdresser), and also had the Charlie Buck Pool room at the rear. The upper level of the building is more intact than the lower level. The age of the building is not known. This item is outside the scope of works.

4.2.21 22241, Commercial Building

This building was the premises of Mr Lawrie (land agent). Both Lawrie and his son were mayors of Pukekohe between 1912 and 1974. This site was associated with the former 1875 railway site in some way, but the building does not date back to this period. The rear of the building is reportedly

28 P2P Figure 27. View south of the Papakura Railway Station building.

Figure 28. View north of the commercial building previously used as the A & P offices.

Hayley Glover 29 CFG Heritage Ltd. much older than the front and interior which have been modified. This item is outside the scope of works.

4.2.22 22263, Dairy Factory

This is the site of the Paerata Dairy Factory, established in 1923. At its peak, the factory processed of 450,000 litres of milk daily, which was half of all Auckland’s milk supply. The plant was owned by Anchor by 1996, and ceased production in 1998. No historic buildings remain, but subsurface material may be present. This item should be outside the scope of works.

4.2.23 22288, Residence

This item is a bungalow situated immediately east of the railway line, where Drury Station was located. It is one of four which previously stood in this location, acting as residences for railway workers. The original date of construction is not known. The other three buildings had been removed by 1974, around the same time the station was removed. This item should be outside the scope of works.

4.2.24 22309, Paerata Clubrooms

This is the location of the Paerata Clubrooms and Bowling Green. The grounds were donated from the Paerata Dairy Factory in 1953 and the pavilion was transported from Tuakau, also donated by the Dairy Factory. This item is outside the scope of works.

Figure 29. View north of the remaining railway cottage, east of the original Drury Station.

30 P2P 4.2.25 22338, Residence

This item is an Edwardian square-front / central gutter villa in Paerata with a distinctive from whereby the two front rooms project beyond the main wall of the house, each with a gabled roof. Later additions are present at the rear, modifying its form. This item is outside the scope of works.

4.2.26 22339, Residences

This item is a group of four houses on Crown Road, in Paerata, built for railway workers and their families near Paerata Station. 17 and 19 Crown Road were built prior to 1918 and 21 and 23 Crown Road were built after 1925. These houses are outside the scope of works.

4.3 Summary

Within 200 m of the railway line, nineteen archaeological sites have been recorded in the NZAA SRS, in addition to twenty-eight items in the immediate vicinity in the Auckland CHI. The majority of these sites are outside the scope of works. A summary of all sites and whether they are likely to be affected by the project is shown below (Table 1). Those sites which have some potential to be affected by works are R12/1137 (Papakura Railway Station), R12/1138 (Ōpaheke Railway Station), R12/1139 (Drury Railway Station), R12/1140 (Paerata Railway Station), R12/1141 (Pukekohe Railway Station), R12/1147 (Runciman Railway Station), R12/1148 (Karaka Railway Siding), R12/1169 (Pukekohe Flour Mill). CHI items with some potential to be affected include 11388 (R12/742, the 1918 Drury Station/Railyards), 15890 (the 1913 Pukekohe Station), 16004 (Ōpaheke Saleyards), 18540 (the 1922 Papakura Station), and 22218 (Paerata Water Tower). These sites are assessed further below. There is also increased risk of encountering pre-European Māori archaeological sites within the railway corridor in some locations, though no sites are currently recorded. In particular, this is where the railway corridor crosses the Hingaia Stream and the Ngakaroa Stream, where settlement could have occurred in close proximity to the current railway line.

Hayley Glover 31 CFG Heritage Ltd. Table 1. Summary of reviewed sites within 200 m of the proposed works. NZAA/CHI ID Site type Name Potential Reason Authority R12/120 Military Papakura Redoubt Nil Outside scope of works No R12/1129 Religious St John’s Anglican Nil Outside scope of works No Church R12/1137 Transport/ Papakura Railway Low Some potential for Yes communication Station material to be encountered during works R12/1138 Transport/ Opaheke Railway Moderate Potential for material Yes communication Station to be encountered during works R12/1139 Transport/ Drury Railway Moderate Potential for material Yes communication Station to be encountered during works R12/1140 Transport/ Paerata Railway High High potential for Yes communication Station material to be encountered during works R12/1141 Transport/ Pukekohe Railway Moderate Potential for material Yes communication Station to be encountered during works R12/1142 Historic/ Nil Outside scope of works No domestic R12/1143 Historic/ Drury Post Office Nil Outside scope of works No domestic and Store R12/1146 Historic/ Railway Hotel Nil Outside scope of works No domestic R12/1147 Transport/ Runciman Railway Moderate Potential for material Yes communication Station to be encountered during works R12/1148 Transport/ Karaka Railway Moderate Potential for material Yes communication Station to be encountered during works R12/1150 Historic/ Nil Outside scope of works No domestic R12/1164 Administrative Papakura Police Nil Outside scope of works No Station R12/1165 Administrative Papakura Courthouse Nil Outside scope of works No R12/1167 Historic/ …oa/pa-o-Hawaiki Nil Outside scope of works No domestic R12/1168 Historic/ Nil Outside scope of works No domestic R12/1169 Industrial Pukekohe Flour Mill Low Some potential for Yes material to be encountered during works 11388 Transport/ R12/742 / Drury Moderate Potential for material No communication Railyards to be encountered (post during works 1900) 14978 Military WWII Memorial Nil Outside scope of works No Plaque 14979 Historic/ Paerata Community Nil Outside scope of works No domestic Centre

32 P2P Table 1. Summary of reviewed sites within 200 m of the proposed works. NZAA/CHI ID Site type Name Potential Reason Authority 15109 Commercial Nil Outside scope of works No 15890 Transport/ Pukekohe Railway High Post-1900 building will No communication Station be removed during (post- works 1900) 15892 Commercial Runciman Post Office Nil Outside scope of works No 15920 Commercial Pukekohe Hotel Nil Outside scope of works No 15975 Commercial Whyte’s Butcher Nil Outside scope of works No Shop 15978 Commercial Nil Outside scope of works No 15998 Commercial Eden Park No. 1 Nil Outside scope of works No Stand 16004 Commercial Opaheke Saleyards Low Some potential for No material to be encount- (post- ered during works 1900) 17035 Military Drury Obelisk Nil Outside scope of works No 17175 Transport/ Papakura Rail Nil Destroyed No communication Overbridge 18540 Transport/ Papakura Railway Nil Outside scope of works No communication Station 19129 Tree Nil Outside scope of works No 19130 Tree Nil Outside scope of works No 20171 Commercial Nil Outside scope of works No 22218 Transport/ Paerata Water Low Some potential for No communication Tower material to be encount- (post- ered during works 1900) 22226 Historic/ Nil Outside scope of works No domestic 22240 Commercial Nil Outside scope of works No 22241 Commercial Nil Outside scope of works No 22263 Industrial Paerata Dairy Factory Nil Outside scope of works No 22288 Historic/ Nil Outside scope of works No domestic 22309 Commercial Paerata Clubrooms Nil Outside scope of works No 22338 Historic/ Nil Outside scope of works No domestic 22339 Historic/ Nil Outside scope of works No domestic

Hayley Glover 33 CFG Heritage Ltd. 5 Assessment

The following assessments of archaeological and heritage value are made under two sets of criteria: pre-1900 archaeological sites are assessed under the Heritage New Zealand Pouhere Taonga Act 2014 while 20th century sites scheduled in the AUP or recorded in the CHI are assessed under the criteria in Chapter D17 of the AUP.

5.1 Assessment of values under the HNZPTA

The following assessment of values and significance relate only to archaeological values. Other interested parties, in particular mana whenua, may hold different values regarding the sites and proposed development. The following assessment of archaeological values is based on the criteria set out in the HNZPT (2019). The seven original railway stations are assessed together as all have the same values based on current knowledge.

5.1.1 Pre-1900 Railway Stations (R12/1137, R12/1138, R12/1139, R12/1140, R12/1141, R12/ 1147, R12/1148)

Condition The station buildings themselves have been removed from site or demolished. Building foundations and other ground-level features from associated buildings and structures may remain, as well as subsurface evidence of archaeology. The exact condition of these subsurface remains is not yet clear. Rarity Evidence related to pre-1900 railway stations in this area is not common. Any archaeological evidence related to the original station buildings and related structures would be relatively uncommon. Context These sites should be considered as having high contextual values, as they relate to the construction and development of the North Island Main Trunk, which is still in operation, and the pre-1900 railway industry. The stations themselves are informative within the context of the wider rail network between Papakura and Pukekohe, all of which was originally constructed in the 1870s. Information These sites could provide information regarding the design and construction pro- cesses, as well as the use, of railway stations from the 1870s onwards. The stations all grew over time and different features from these sites would show how the stations grew and changed to cope with the needs of the surrounding settlers and industries, including the need to accommodate passengers and stock, and to be able to store and move goods. Amenity These sites are not easily accessible by the general public. Cultural These are pre-1900 historic sites.

5.1.2 R12/1169 (Flour Mill)

Condition The buildings associated with this site are no longer present, but traces of the dam and water race likely are. In addition to this there may be subsurface remains present. Rarity Evidence related to pre-1900 industry in Pukekohe is not common. Context This site should be considered as having high contextual values, as it relates to the growth and development of industries in Pukekohe and the wider area. Information This site could provide information on pre-1900 flour milling in New Zealand. Amenity This site is not easily accessible by the general public. Cultural This is a pre-1900 historic site.

34 P2P 5.1.3 Potential unrecorded pre-European Māori sites

Condition The condition of any subsurface evidence for pre-European Māori land-use is unknown. Rarity Sites commonly identified, particularly around rivers and streams include midden and oven sites, which are common nationally. Kainga are also often located near waterways, and are relatively rare nationally. Much of the proposed works area is near historic wetlands which were rich in resources and utilised by pre-European Māori. Context Any pre-European Māori archaeological features would have high contextual values, as they would relate to land use and the wider archaeological context in the area, and could be used as an indicator of where larger scale archaeological landscapes may exist. Information Should sites be identified during works, there will be potential for scientific information related to pre-European Māori land use to be recovered. For example, middens can provide information about the subsistence, resource use, dietary patterns and residential patterns of pre-European Māori populations. If charcoal or other data- ble material is found within a secure context, it could provide temporal information about the use of the features. Amenity Any archaeological sites would probably be inaccessible by the general public. Cultural Cultural values can only be assessed by mana whenua.

5.2 Assessment under AUP Chapter D17

The following assessment of values follows the Auckland Council Methodology for Evaluating Historic Heritage Significance (2019). In addition to the items identified from the Auckland CHI, R12/742, as a post-1900 site which is not protected by the Heritage New Zealand Pouhere Taonga Act 2014, is also evaluated under this criteria.

5.2.1 11388 (R12/742 Drury Railyards)

Historical The 1918 station and railyards are part of railway history along the North Island Main Trunk. This site has moderate historical value. Social This site is not visible to the general public and has no social value. Mana whenua Only mana whenua can comment on the value of the site to them. Knowledge There is limited physical evidence remaining on the surface, and unknown subsurface deposits. Some information regarding the construction and use of railway stations/ yards in the 1920s could be gained from this site. The site has moderate knowledge value. Technology There is unlikely to be any unique or innovative technological attributes remaining at this site. This site has no technology value. Physical There is unlikely to be any notable or representative elements of style and construction remaining at this site. This site has no physical value. Aesthetic There is very limited surface remains at this site and much of them have been damaged. This site has no aesthetic value. Context This site has contextual value in terms of its place within the growth and development of the North Island Main Trunk and Drury itself. This site has moderate contextual value. This site has moderate values based on its highest values, which are its historical, knowledge, and context values. Retention of these values is desirable but it does not warrant any special protections and any loss of heritage values can be mitigated.

Hayley Glover 35 CFG Heritage Ltd. 5.2.2 15890 (Pukekohe Railway Station)

Historical The 1912 station has been an important part of Pukekohe’s history, with the railway contributing largely to its economic and social growth over time. This site has moderate historical value. Social This site is used frequently by members of the public and is held in high esteem by much of the community. This site has moderate social value. Mana whenua Only mana whenua can comment on the value of the site to them. Knowledge There is little potential for this site to provide substantial new information on past human activity, though it has the potential to enhance public appreciation of the history of Pukekohe and rail in New Zealand. This site has some knowledge value. Technology The building has some technological features remaining related to its original use, such as a safe and the signal control box from 1954. This site has some technology value. Physical This building is a representative example of a Troup era class B railway station. This site has moderate physical value. Aesthetic The station is aesthetically distinctive and clearly recognisable in the area, but is in a state of disrepair with boarded windows and general need for maintenance. The arcaded western canopy and the eastern canopy following the track are aesthetically distinctive and pleasing. This site has some aesthetic value. Context The station is still situated in its original location and has contextual value in terms of its place within the growth and development of the North Island Main Trunk and Pukekohe itself. This site has moderate contextual value. This site has moderate values based on its highest values, which are its historical, social, physical, and context values. Retention of these values is desirable but it does not warrant any special protections and any loss of heritage values can be mitigated.

5.2.3 16004 (Ōpaheke Saleyards)

Historical The saleyards are part of the development of the rural agriculture industry in and around Drury from the early 20th century onwards. This site has some historical value. Social There are no remains of this site visible to the public. This site is not known to have any social value. Mana whenua Only mana whenua can comment on the value of this site to them. Knowledge Though any surface remains have been destroyed, there is some potential for archaeological research of subsurface deposits to provide information on the agricultural industry in Drury / Ōpaheke. This site has some knowledge value. Technology There is unlikely to be any unique or innovative technological attributes remaining at this site. This site has no technology value. Physical There is unlikely to be any notable or representative elements of style and construction remaining at this site. This site has no physical value. Aesthetic There are no surface remains. This site has no aesthetic value. Context The Ōpaheke saleyards have contextual value in terms of their role in the growth and development of the agricultural industry in the area, as well as the role of the railway line as a catalyst for that growth. This site has some contextual value. This site has some values based on its highest values, which are its historical, knowledge, and context values. Retention of these values is desirable but it does not warrant any special protections and any loss of heritage values can be mitigated.

5.2.4 22218 (Paerata Water Tower)

Historical The Paerata water tower was part of the growth of the railway station and line through Paerata in the early-mid 20th century. This site has some historical value. Social There is no evidence of this site visible to the public. This site has no social value.

36 P2P Mana whenua Only mana whenua can comment on the value of this site to them. Knowledge There is little potential for this site to provide substantial new information on past human activity. This site has little knowledge value. Technology There is unlikely to be any unique or innovative technological attributes remaining at this site. This site has no technology value.

Physical There is unlikely to be any notable or representative elements of style and construction remaining at this site. This site has no physical value. Aesthetic There are no surface remains. This site has no aesthetic value. Context The water tower has contextual value as part of the growth and development of the railway line in Paerata. This site has some contextual value. This site has some values based on its highest values, which are its historical and context values. Retention of these values is desirable but it does not warrant any special protections and any loss of heritage values can be mitigated.

5.3 Assessment of effects

Works will involve the installation of overhead line equipment (OLE) to provide for operation of electric motor units (EMUs), the upgrading of some bridges and culverts, the construction of three new station platforms at Drury, Drury West, and Paerata, new utility services including power feeds into the rail corridor, new sidings at Pukekohe Station, as well as track replacements and crossovers where required. A range of earthworks and land disturbance will be required across the project footprint. These will include HydroVac excavation to identify the locations of pre-existing services (a vacuum system is necessary in most areas in the railway corridor due to the safety risks of encountering high volt- age services) in a maximum of 1 by 1 m pits, digger test pits 1 x 3m in size and to a maximum of 3 m deep, and boreholes (500 mm diameter) for geotechnical and soil contamination investigations, the removal of tree stumps and vegetation where required and shallow excavations (up to 400 mm maximum) for construction of access tracks where pre-existing tracks are not present. Excavations up to 2 m in depth will take place for the construction of the combined service duct. This will be trenched where necessary, with a maximum distance of 480 m but generally less than this. Where entry and reception pits can be dug and set up, directional drilling between these can be used. A third option which will also be utilised is to have above ground ducts supported on steel posts, which are used on steep embankments and to cross bridges and streams. For the installation of OLE and signal foundations, they are typically driven pile foundations with diameters up to 900 m and to a maximum depth of 8 m. Mast foundations are typically spaced at approximately 60 m centres along the alignment, depending on the results of geotechnical investigation. There will also be some earthworks for bridge and culvert repair/maintenance as necessary, and earthworks for the construction of the three station platform foundations, which are not within the archaeological zones identified in this assessment. Across the project as a whole, all areas where there was potential for archaeological material to be encountered were identified within 200 m of the proposed works. Those sections of the railway line where there was archaeological risk are illustrated in Figures 30 to 34 below. The sites most likely to be affected by works are the locations of the original pre-1900 railway stations, where subsurface deposits may be destroyed by any ground disturbance. The potential effects on these sites are briefly described individually below. Materials and features which could be encountered and destroyed include evidence of sidings, the original platform locations, and foundations, as well as any components of the demolished station buildings and associated structures. The stations are likely to be impacted primarily by earthworks related to the installation of the combined services duct, pylons, and OLE. The proposed new station locations at Drury, Drury West and Paerata avoid all of the known original extents of these archaeological sites. There is also some potential that works may encounter evidence related to R12/1169 (Pukekohe Flour Mill), as the precise location and extent of this site is not known. It is possible that evidence

Hayley Glover 37 CFG Heritage Ltd. Figure 30. Areas of archaeological importance in Papakura and Opaheke.

38 P2P Figure 31. Areas of archaeological importance in Drury and Runciman.

Hayley Glover 39 CFG Heritage Ltd. Figure 32. Areas of archaeological importance near Burtt Road.

40 P2P Figure 33. Areas of archaeological importance in Paerata.

Hayley Glover 41 CFG Heritage Ltd. Figure 34. Areas of archaeological importance in Pukekohe.

42 P2P related to the water race and dam could be present within the vicinity of the railway and be impacted by excavations for the combined services duct, pylons, and OLE. In addition to this, there is also potential to encounter and negatively affect subsurface deposits related to pre-European Māori land use and settlement. The project area passes through multiple different areas which have been identified as historic wetlands, which would have been rich in resources and utilised accordingly by pre-European Māori. Areas where this possibility is the strong- est are surrounding the Ngakoroa stream and the Hingaia Stream, where settlement is known to have taken place in the past. Archaeological evidence that would be most expected in this area would be shell middens, evidence of cooking/ovens, and potentially postholes indicating the locations of previous structures like those recorded in R12/1167 nearby. There is potential for effects on some post-1900 items recorded in the Auckland CHI including the Drury rail yards / station (R12/742, 11388), the Ōpaheke sale yards (16004), and the Paerata water tower (22218). The Pukekohe Railway Station (15890) will be removed or demolished during works. As these items are all post-1900 structures, they are not automatically protected by the provisions of the Heritage New Zealand Pouhere Taonga Act 2014, but may be subject to additional controls by Auckland Council. A summary of potential effects on archaeological sites is shown below (Table 2).

Hayley Glover 43 CFG Heritage Ltd. Table 2. Summary of potential effects on archaeological sites. NZAA/CHI Site Type Name Condition Likely archaeology Potential earthworks ID R12/742 / Transport/ Drury Some surface remains intact Evidence of an older rail align- HydroVac for utility relo- 11388 communication Railyards despite significant reforming ment, stone walls and ramps, cation if required (1x1m). after pipeline installation, sub- buried subway, and other Excavations for installation surface condition unknown. foundations. of combined services duct Full extent of site unknown. (max 2m depth), excavations for OLE and signal foundations (max 9m depth but typically driven piles). R12/1137 Transport/ Papakura No surface remains, subsurface Evidence of foundations, com- HydroVac for utility relo- communication Railway remains unknown but ground ponents of any demolished cation if required (1x1m). Station has likely been modified sig- buildings and structures. Excavations for installation nificantly with construction of of combined services duct current railway station. (max 2m depth), excavations for OLE and signal foundations (max 9m depth but typically driven piles). R12/1138 Transport/ Opaheke No surface remains, subsurface Evidence of foundations/plat- HydroVac for utility relo- communication Railway remains unknown. form locations/sidings, com- cation if required (1x1m). Station ponents of any demolished Excavations for installation buildings and structures. of combined services duct (max 2m depth), excavations for OLE and signal foundations (max 9m depth but typically driven piles). R12/1139 Transport/ Drury No surface remains, subsurface Evidence of foundations/plat- HydroVac for utility relo- communication Railway remains unknown. form locations/sidings, com- cation if required (1x1m). Station ponents of any demolished Excavations for installation buildings and structures. of combined services duct (max 2m depth), excavations for OLE and signal foundations (max 9m depth but typically driven piles). R12/1140 Transport/ Paerata Some damaged remains on Evidence of foundations/plat- HydroVac for utility relo- communication Railway surface of platform/founda- form locations/sidings, com- cation if required (1x1m). Station tions, full extent unknown. ponents of any demolished Excavations for installation Subsurface remains unknown. buildings and structures. of combined services duct (max 2m depth), excavations for OLE and signal foundations (max 9m depth but typically driven piles). R12/1141 Transport/ Pukekohe No surface remains, though Evidence of foundations/plat- HydroVac for utility relo- communication Railway some parts of retaining form locations/sidings, com- cation if required (1x1m). Station walls may be archaeological. ponents of any demolished Excavations for installation Subsurface remains unknown. buildings and structures. of combined services duct (max 2m depth), excavations for OLE and signal foundations (max 9m depth but typically driven piles). R12/1147 Transport/ Runciman Unknown, any remains likely Evidence of foundations/plat- HydroVac for utility relo- communication Railway subsurface. form locations/sidings, com- cation if required (1x1m). Station ponents of any demolished Excavations for installation buildings and structures. of combined services duct (max 2m depth), excavations for OLE and signal foundations (max 9m depth but typically driven piles).

44 P2P R12/1148 Transport/ Karaka Unknown, any remains likely Evidence of foundations/plat- HydroVac for utility relo- communication Railway subsurface. form locations/sidings, com- cation if required (1x1m). Station ponents of any demolished Excavations for installation buildings and structures. of combined services duct (max 2m depth), excavations for OLE and signal foundations (max 9m depth but typically driven piles). R12/1169 Industrial Pukekohe Surface evidence of water race Evidence of the water race HydroVac for utility relo- Flour Mill and dam could still be present and dam. Small potential for cation if required (1x1m). but precise location and extent components of destroyed Excavations for installation is unknown. Subsurface condi- buildings and structures. of combined services duct tion unknown. (max 2m depth), excavations for OLE and signal foundations (max 9m depth but typically driven piles). 15890 Transport/ Pukekohe Station building is currently The station building and any HydroVac for utility relo- communication Railway intact but has been relocated interior contents. cation if required (1x1m). Station onto a modern platform. Excavations for installation Interior condition of building of combined services duct unknown. (max 2m depth), excavations for OLE and signal foundations (max 9m depth but typically driven piles). 16004 Commercial Opaheke No surface remains likely, areas Evidence of structures like HydroVac for utility relo- Saleyards has been built over. Potential fencing and building foun- cation if required (1x1m). subsurface remains. dations, components of Excavations for installation destroyed buildings and of combined services duct structures. (max 2m depth), excavations for OLE and signal foundations (max 9m depth but typically driven piles). 22218 Transport/ Paerata Some of the concrete remains Evidence of foundations/loca- HydroVac for utility relo- communication Water at Paerata may be related to tion of water tower. cation if required (1x1m). Tower the water tower. The structure Excavations for installation has been demolished but foun- of combined services duct dations/subsurface material (max 2m depth), excava- may remain. tions for OLE and signal foundations (max 9m depth but typically driven piles). Unre- No surface remains, subsur- Potential for features like HydroVac for utility relo- corded face condition unknown. middens/ovens and post- cation if required (1x1m). pre-Eu- holes to be encountered, or Excavations for installa- ropean other evidence related to tion of combined services Maori pre-European Maori land duct (max 2m depth), sites use and settlement in the excavations for OLE and area. signal foundations (max 9m depth but typically driven piles). Excavations at the Ngakoroa Stream and Hingaia Stream embankments for bridge repairs.

Hayley Glover 45 CFG Heritage Ltd. 5.4 Mitigation of effects

An authority will be applied for to cover all areas where archaeological risk has been identified (Figures 31 - 34). Archaeological monitoring will take place in these areas, as per the archaeological works plan, to record any material/features encountered. Where there is no reasonable cause to sus- pect archaeology, works will take place under an accidental discovery protocol. Across the project as a whole, people working on the project will be provided with education on archaeological sites through inductions, morning briefings, and toolbox sessions to ensure that archaeological material is not accidentally destroyed or removed. Where possible, earthworks will be minimised and alternative methods utilised. For example, in some locations the combined services duct will be done by digging access pits and using directional drilling between these, or by having above-ground ducts, instead of trenching and disturb- ing larger areas of earth. In addition to this, foundations for the OLE will be able to be driven into the ground without excavation in many locations, depending on the results of geotechnical testing. Furthermore, pre-existing access tracks will be utilised wherever possible, to minimise any required shallow excavations for site access. If archaeological material is encountered, this could be a valuable opportunity to learn more about pre-1900 railways in south Auckland. Particularly, information regarding the construction and use of the small platforms and station complexes as well as their role in relation to the history and growth of the local communities could be gained. Following this, there might be opportunities to share this information with the relevant communities and interested parties, perhaps through pres- entations at community venues like local libraries and museums, or at the new station buildings when these are constructed.

6 Recommendations

These recommendations are only made on the basis of the archaeological values that have been outlined above. Any other values associated with special interest groups, including tangata whenua, can only be determined by them. It is recommended that: • an authority to destroy, damage or modify R12/1137, R12/1138, R12/1139, R12/1140, R12/1141, R12/1147, R12/1148, R12/1169 and any unrecorded archaeological sites, and any other archaeological features that may be encountered within the identified works areas be applied for from Heritage New Zealand Pouhere Taonga (Heritage NZ) under Section 44 of the Heritage New Zealand Pouhere Taonga Act 2014; • note that this is a legal requirement; • no authority should be applied for without consultation with the appropriate tangata whenua authorities; evidence of consultation, and views expressed, will be required by Heritage NZ, and will be taken into account when making a decision about the granting of the authority • note that the application process may take up to 20 working days from the date of lodge- ment, and following issue there is a period of 15 working days during which works affecting the site cannot commence to allow for appeals to the Environment Court; • appropriate tikanga (protocols) should be followed during works – mana whenua may make recommendations outlining these; • in the event of koiwi (human remains) being uncovered during any future construction, work should cease immediately and the appropriate tangata whenua authorities should be con- tacted so that suitable arrangements can be made; • since archaeological survey cannot always detect sites of traditional significance to Māori, or wahi tapu, the appropriate tangata whenua authorities should be consulted regarding the possible existence of such sites, and the recommendations in this report.

46 P2P References

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Hayley Glover 47 CFG Heritage Ltd. Ngāti Te Ata Waiohua. 2014. Wesley New Town, Paerata. Proposed Residential Development. Unpublished cultural values assessment. O’Malley, V. 2010. The New Zealand Land Wars, Ngā Pakanga o Aotearoa. Bridget Williams Books, New Zealand. Scoble, J. 2010. Names and opening and closing dates of railway stations in New Zealand: 1863 to 2010. Unpublished report to the Rail Heritage Trust of New Zealand. Scoble, J. n.d. Snippets about NZR locations. Obtained from http://www.railheritage.org.nz/Default.aspx- ?page=4446 13/03/2020. Tatton, K. 2001. Cultural Heritage in the Auckland Region: Priority areas for survey and assessment. Unpublished report for Auckland Regional Council. Te Roopu Kaitiaki o Papakura. 2010. Cultural Heritage Assessment: Drury South Business Project. Unpublished report to Auckland Council. Whenua Māori Visualisation Tool. Visualizing Māori Land - A Tool for Accessing Environmental Information about Māori Land, Te Pūni Kokori - Ministry of Māori Development, whenuaviz.landcareresearch.co.nz/. Accessed 15 March 2020. Wiley, H. 1939. South Auckland: some sketches of its early settlement and development, with a glance at the condi- tions under which it was colonised. Franklin Printing & Publishing, Pukekohe. Willis, A. 1932. Early Papakura. Unpublished report.

48 P2P