840 Ngai Tahu Property – Evidence of Trevor Watt

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 1

Before the Independent Hearings Panel

In the Matter of the Resource Management Act 1991

And

In the Matter of the Canterbury Earthquake (Christchurch Replacement District Plan) Order 2014

And

In the Matter of the Proposed Christchurch Replacement Plan (Chapter 14: Residential)

Brief of evidence of Trevor William Watt for Ngāi Tahu Property Limited [840 and FS 1375] Dated: 20 March 2015

179 Victoria Street PO Box 13149 Christchurch Solicitor Acting: A C Dewar/ J E Walsh Phone: 03 379 3720 Fax: 03 379 8370 Email: [email protected]

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TABLE OF CONTENTS

INTRODUCTION...... 1

SCOPE OF EVIDENCE...... 1

EXECUTIVE SUMMARY ...... 2

WIGRAM CONTROL TOWER ...... 4

WIGRAM HANGARS 4 & 5…………………...... 5

IMPLICATIONS & ASSESSMENT...... 7

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INTRODUCTION Qualifications and experience

1. My full name is Trevor William Watt. I am a graduate of the Victoria University Faculty of Architecture, Wellington, 1992, a Registered Architect, a Member of the New Zealand Institute of Architects and have practised as an Architect in Christchurch since 1995.

2. I have been a Director of Athfield Architects Limited since 2008 and run the Christchurch office. Athfield Architects Limited is an architectural firm, with 60 personnel nationally, dealing with urban design, architecture, landscape, industrial design and interior design. Athfield Architects Limited established a practice in Christchurch in 1994 and has a continuing commitment in Wellington, Auckland and Christchurch.

3. Relevant project experience in relation to this evidence includes work on heritage buildings including Canterbury Museum, Government House and residential apartment conversion of heritage buildings on the Wellington waterfront including Shed 21, Shed 22, Odlins Building and the Overseas Passenger Terminal.

4. I have read the Code of Conduct for Expert Witnesses contained in the Environment Court Practice Note (updated 1 December 2014) and I agree to comply with it. My qualifications as an expert are set out above. I confirm that the issues addressed in this statement of evidence are within my area of expertise. I have not omitted to consider material facts known to me that might alter or detract from the opinions expressed.

SCOPE OF EVIDENCE

5. My evidence summarises the key architectural and heritage qualities of the existing Wigram Control Tower and Hangar 4 & 5 buildings.

6. I understand that these buildings are proposed to be rezoned Residential Suburban and that non-residential uses in this zoning would be limited.

7. My evidence also summarises the architectural, heritage and economic feasibility and potential impacts if these buildings were to be used solely for residential use.

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EXECUTIVE SUMMARY

The Control Tower

8. The Control Tower can be converted to residential use, whilst maintaining the significant architectural and heritage qualities and features. However the key issue is the financial viability of this option, especially given the additional costs associated and potentially smaller available market for this type of accommodation in this location.

9. The building could be converted to other functions but is more suited, at least at this point in time, to commercial office type use and this function would have the least impact on heritage aspects of the current building.

The Hangars

10. The Hangars could practically be converted into residential units with due recognition to conservation and heritage principles. However this would effectively still involve completely new construction with little existing original fabric being retained. This would require significant capital outlay, and would be difficult to recoup a premium market value in this location.

11. Although externally the significant heritage value of a strong building form and appearance could be retained in a conversion, there would be a significant loss of original heritage fabric and therefore some loss of heritage value. The major reduction of heritage value would be in the loss of the large interior volume and unique cantilevered glazed doors.

Retaining maximum flexibility is likely to produce the best results

12. Although the context is changing near these buildings to one of largely residential, these buildings are also viewed in the context of the other original large airport structures to the north, so these large structures are not out of place within the overall context.

13. Dependant on the actual function, non-residential use of these buildings could complement the surrounding residential function, and even enhance it - especially with sport, leisure and community functions. In my opinion, it would seem short-sighted and potentially damaging to restrict the use of these buildings to only residential use, and would create a greater risk that these heritage building would not survive in the future.

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14. The owner’s objectives for these three buildings have been outlined within the Conservation Plans and these would seem still to be appropriate1. These are:

(a) establish a commercially sustainable future for all three buildings;

(b) honour the part each of the buildings have played in Wigram’s history to date;

(c) turn to the future and ensure that the buildings continue to play an active part in attracting people to live in the new community at Wigram Skies;

(d) provide exceptional facilities which become a hub of activity at Wigram Skies based around sustainable, long-term uses; and

(e) explore all tenure options in the best interests of the buildings themselves.

15. To ensure the long term viability of heritage buildings, and to ensure they are appropriately maintained and utilised, they do need to have financially viable uses.

16. Limiting their function to residential use only makes the long-term viability of these buildings more uncertain.

17. Whilst not classified within the highest heritage group classification within the City Plan, the buildings do carry significant heritage value in Canterbury. The best chance to ensure that these heritage buildings survive in the future is not to introduce unnecessary restrictions but maintain flexibility in building use and function.

1 Section 1.4.5 of the Control Tower & Hangar Conservation Plans which I refer to later in my evidence

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WIGRAM CONTROL TOWER

Form of building

18. The Wigram Control Tower building is a three storey Art Deco building predominantly completed in 1939, with significant additions including the glazed control tower in 1975 and second floor extensions in 1989.

19. It is constructed in materials which reinforce the simple Moderne architectural style including significant use of reinforced concrete, for both external and interior walls, single glazed steel windows and plastered ornamental features and mouldings.

20. Originally located adjacent the airport runway, it now stands slightly removed from its original context, adjacent a developing residential environment, although it still borders other large airport hangar structures with non-residential uses (refer to Appendix A - site context photos).

21. Originally an Instructional Building, it has also been used as a Station Headquarters, Control Tower, Administration building and currently as a commercial office building.

Heritage Values

22. This building is not included in the NZHPT Register but is listed as Group 3 heritage building in the City Plan.

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23. A Building Conservation Plan and Condition Report for the Control Tower was prepared by Heritage Management Services2 to assist with the decision making process for the adaptive reuse of the Control Tower and as a condition of consent for the Stage 6 subdivision resource consent3.

24. It outlines a comprehensive history of the building, along with a detailed evaluation of the building’s heritage features and reference to this has been undertaken in preparing this evidence.

WIGRAM HANGARS 4 AND 5

Form of Building

25. The Hangars are very large span structures constructed in 1934-36 to house aircraft and are approximately 1500m2 in area each.

26. In their original context, the buildings were located directly adjacent the airport runways, however now they sit within a carpark setting in a largely residential context, but still read as part of the other large airport structures to the north including the Control Tower (in similar architectural style) and other hangars (refer Appendix A – site context photos).

27. Distinctive and significant features of these buildings include large clear openings, large well lit voluminous spaces, and several unique large-scale cantilevered glazed doors along the entire eastern façade of the buildings through which the aircraft entered.

2 Attached as Appendix B to my evidence. I note that while these reports are marked “draft” they are the most recent reports on the building and were not finalised due to the earthquake occurring shortly after the assessments were completed. 3 See section 1.1 of the Report at Appendix B

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Heritage Values

28. These mirrored buildings are not included in the NZHPT register but are listed as Group 3 heritage building in the City Plan.

29. A Building Conservation Plan and Condition Report was also prepared for the Hangars4 to meet the requirements of a condition of resource consent for the subdivision of the former Wigram Airfield and to assist the building owners to conserve the heritage values in any future proposed refurbishment and/or upgrade of the buildings facilities to establish new and viable economic tenancies5.

30. The Report outlines a comprehensive history of the buildings, along with a detailed evaluation of the heritage features of the building and reference to this has been undertaken in preparing this evidence.

BUILDING DESIGN IMPLICATIONS OF REDUCED FLEXIBILITY FOR THE USE OF THE BUILDINGS

Wigram Control Tower – conversion implications

31. An assessment of how residential accommodation could be accommodated within the Control Tower and the issues related to this are outlined below.

32. The conversion of the Control Tower into residential accommodation would necessitate a lift being installed. This could be located centrally off the entry lobby and shared circulation spaces, within the principal structural system and would have little impact on the key heritage features of the building.

33. However a cost assessment undertaken by RLB Quantity Surveyors notes that it is not an easy or inexpensive exercise to install a lift.

34. By way of background, this cost assessment was originally prepared by RLB in 2013 as part of an application to extend the life of the building under section 116 of the Building Act. That application was needed as prior to that, a building consent was granted to undertake internal alterations of the building to allow better use of the building for offices.

4 Also by Heritage Management Services – attached as Appendix C to my evidence 5 See Section 11.0 of the Report at Appendix C

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However, it was granted on the basis that it had a limited life of 3 years as the alterations were captured by section 112 which triggered the upgrading provisions of the Building Code in relation to accessible facilities. In particular, the building needed a lift installed to comply with the accessibility provisions.

35. Along with RLB, I undertook a feasibility assessment of the possible installation of the lift. That concluded that although technically a lift could be installed internally, or on the exterior of the building, in both options there would be significant costs involved in doing so as well as an impact on the functionality and use of the building. There were also possible heritage implications with the option of the exterior lift.

36. Based on that assessment, the Council determined under section 116 that the costs and sacrifices of installing the lift outweighed the benefits and consequently extended the life of the building without having to install the lift.

37. Converting the building to residential use, would again trigger the upgrading provisions under the Building Act.

38. Also, consideration would need to be given to providing suitable external living space and this is where some impact on the heritage building would occur.

39. There are balconies to the eastern side of the building but these are small and would not meet the outdoor planning space requirements for residential units of this type and any new external structures to create decks or balconies would have a significant impact of the heritage values of the building.

40. Another option is for outdoor spaces to be contained within the building footprint, with large openings formed in the existing exterior masonry wall. While theses would have the least impact on the original external appearance, they would be more difficult to create and carry a cost premium.

41. The building has multiple internal concrete walls which would also make reconfiguration of the interiors into apartments more challenging and expensive.

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Wigram Control Tower – overall assessment

42. My assessment is that while residential accommodation would be practically feasible within the Control Tower with little or minor impact its heritage character, this is likely to be an expensive exercise given the nature of the building.

43. The additional cost premium for construction, although expensive for this type of conversion, could be justified based on a premium market return. However, at least at this point in time, the type of apartment accommodation that would result would be more suited to an urban rather than suburban environment. It is unlikely that with a reduced market and higher construction costs, the overall conversion would be financially feasible.

44. If not financially viable and if other non-residential uses are not permitted or limited in the revised City Plan, then this increases the risk that the building will not have a long-term sustainable future and the building as a whole could be lost.

45. The building could be converted to other functions but is more suited, at this point in time, to commercial office type use and this would have the least impact on heritage aspects of the current building.

46. Overall, however, I consider retaining maximum flexibility for its use is likely to achieve the best results long term. Accordingly, I support some form of residential zoning, but with the ability to continue non-residential uses. Heritage buildings need sustainable uses to ensure their long-term survival and options should be kept as open as possible to ensure the best overall result.

Wigram Hangar Buildings – conversion implications

47. An assessment has been undertaken of how residential accommodation could be accommodated within the Hangar. To avoid requiring lifts, a residential model of multiple two storey units contained within the building envelope was developed. Due to the large depth of the existing structure, a light well and interior circulation space would need to be included centrally longitudinally within the space. The existing space would be highly subdivided both horizontally and vertically.

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48. Practically, residential units would be feasible within the hanger structures and could result an interesting and unique development; however there would be significant cost and heritage considerations.

49. One of the key aspects which make these buildings special is the large un- subdivided light-filled volume of the main hangar space. It would seem advantageous that with any repurposing of the building for other uses, that the principle volume and external highly glazed envelope should be retained as much as possible. That is highlighted particularly in Section 10 ‘Assessment of heritage fabric and form / elements’ in the Conservation Report.

50. The introduction of residential units removes this single volume and is thus a significant loss of heritage value.

51. Another key heritage and architectural aspect is the unique glazed cantilevered doors which faced the runway. These would need replacing to meet practical residential considerations with insulation, access and ventilation.

52. Although a final design of the exterior glazing could make reference to the original façade treatment with suitable treatment involving rhythm, repetition and similar articulation of the fenestration – the original fabric would need to be replaced and the tilting function would no longer be required.

53. The original simple building form and glazed infill modulation could remain to retain the architectural language of the existing building; however this would not be of original material or functionality.

54. The introduction of residential units within the Hangars would utilise very little of the existing building fabric. The existing primary structure could remain, however this is likely to need to be added to, to meet the new function and Building Code requirements.

55. With the extent of new walls, new foundations would also need to be accommodated and the existing slab would effectively need to be replaced. As previously mentioned the external cladding and glazing would need to be replaced to meet insulation, access and ventilation requirements. The roof would require skylights to provide light to the deep interior and it is

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likely that due to the condition of the existing roof that full replacement would be required to ensure appropriate water-tightness guarantees and warrantees are achieved.

56. RLB Quantity Surveyors agree this conversion would be at least the equivalent of completely new construction.

Wigram Hangar Buildings – overall assessment

57. Overall, my assessment is that residential accommodation could practically occur within the Hangars, however there would be some loss of heritage quality and as little of the existing building can be reused – it will be an expensive exercise.

58. Potentially, a resale premium could be possible with this type of conversion, but unlikely in this location, being a suburban rather than urban environment.

59. To maintain the key heritage and architectural qualities that make these buildings special, the Hangars are more suited to non-residential uses. Ideally a new function within these buildings would maintain the existing large volume, retain the unique glazed enclosure and functionality of the cantilevered doors.

60. As per the Control Tower, maximum flexibility of potential use should be available to allow the building owners options to ensure the long-term sustainability and viability of these buildings. This would likely have the additional benefit of minimising change to, and minimising loss of, elements of heritage significance to these unique buildings.

______

Trevor Watt

20 March 2015

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Ngai Tahu Evidence - Appendix A March 2015 Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 14

Control Tower Hangars 4 & 5

Site Context

Control Tower

Hangars 4 & 5

Site Context Ngai Tahu Evidence

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Control Tower HangarHangars 4 4 & & 55

Control Tower Hangars 4 & 5

Historic Site Context - 1941

Hangar 4 & 5

Control Tower

Historic Site Context - circa 1938 Ngai Tahu Evidence

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Control Tower Building

Control Tower

Hangars 4 & 5

Hangars 4 & 5 Ngai Tahu Evidence Current Photographs

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Ground Floor New Lift

First Floor New Lift

Wigram Control Tower - Potential Residential Conversion Ngai Tahu Evidence

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Second Floor New Lift

Slab potentially removed to Roof provide additional head height Ngai Tahu Evidence Wigram Control Tower - Potential Residential Conversion

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Plan

Typical Section

Wigram Hangers - Potential Residental Conversion Ngai Tahu Evidence

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BUILDING CONSERVATION PLAN AND CONDITION REPORT

FORMER WIGRAM CONTROL TOWER

Conservation Plan Former Wigram Control Tower 2010 1

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CONTENTS

Section One: Building Conservation Plan:

1. Introduction and Overview………………………………………… p.4 2. Executive Summary …………………………………………………. p.7 3. Summary of conservation principles ……………………………. p.8 4. Legislation …………………………………………………………….. p.8 5. Understanding the Place Documentary evidence ...………... p.13 6. Chronology of significant events ...... p.39 7. Comparative Analysis ...... ………. p.41 8. Understanding the Place Physical evidence …………………. p.42 9. Additions and Alterations ...... p.47 10. Assessment of Heritage Fabric and form: ...... p50 11. Assessment of Heritage Fabric and form: interior ...... p.59 12. Summary statement of significance ...... p.69 13. Conservation principles ...... p.71 14. Policies ...... p.73 15. Bibliography ...... p.77

Section Two: Building Condition Report

Appendices:

Appendix One: ICOMOS (NZ) Charter

Appendix Two: Plans (a) current (b) historical

Appendix Three: Certificates of Title and Deposit Plan

Appendix Four: Site Plan

Appendix Five: zone map and aerial images

Appendix Six: Archaeological Report

Appendix Seven: Temporary Protection Planning Information

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Section one: Building Conservation Plan

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1. Introduction and Overview

1.1. This building conservation plan and building condition report was commissioned by Alan Grove, Development Manager, Ngai Tahu Property Ltd Christchurch, to assist with the decision making process for the adaptive reuse of the former Wigram Air Base Control Tower. The Conservation Plan is a condition of consent for the Stage 6 subdivision Resource Consent issued in 2007. The conservation plan and building condition report have been prepared by William Fulton of Fulton Ross Architects Christchurch and Dr Jessica Halliday and Jenny May of Heritage Management Services, Christchurch.

1.2. Overview:

The former Wigram Airfield site currently contains three heritage buildings and one heritage site listed in Vol 3, Section 10 Appendix 1of the Christchurch City Plan:  The Kingsford Smith Landing site - Group two  Hangers 4 and 5 – Group three  The Control Tower –Group three

The Control Tower only is the subject of this conservation plan – a separate conservation plan has been developed for Hangars 4 and 5.

These items are not registered by the New Zealand Historic Places Trust Pouhere Taonga (NZHPT).

1.2.1. Wigram, first known as Sockburn Aerodrome, was founded in 1916 by [Sir] Henry Wigram with the intention to raise Government interest in establishing a separate flying corp during WWI. However Wigram failed in his attempt to engender Government support and subsequently invested substantially in the Canterbury (NZ) Aviation Company Ltd. From June I917 until the end of the WWI, 170 pilots trained and graduated from the training school at Wigram under Defence Department regulations. In 1921 the Company began the first airmail and passenger service in New Zealand operating between Christchurch, Ashburton and Timaru.

In I923 the Government agreed to purchase the site and a „permanent airforce‟, as it was then known, was established at Wigram. In 1937 following the recommendations of the Cochrane Report (by Wing Commander, The Hon R A Cochrane), the Royal New Zealand Airforce (RNZAF) was formed as an independent entity under a newly established government department. It is from this date that the resources at Wigram significantly moved ahead. In 1994 the site was purchased by the Ngai Tahu Iwi as part of the 1998 Claims Settlement Act. The site ceased to operate as an airfield in February 2009.

The Control Tower building was built in 1939 as the Instructional building and was designed by the Architectural Division of the Public Works Department in a restrained yet decided manner according to the Moderne style of the 1930s. It is without doubt the most successful moderne structure of the buildings associated with the base. The architectural aesthetic of the building relies on simple Conservation Plan Former Wigram Control Tower 2010 4

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mouldings and a streamlined composition of forms. The first control tower cab was built on top of the a significant development in air traffic control saw a new control cab added to the roof of the instructional building in 1945 signifying a significant development in air traffic control. The current Control Tower cab section dates from 1975 and while other alterations have been made to the building it remains remarkably intact. It relates stylistically to the hangars 4 and 5 which increase its sense of form and original functionality.

On 20 January 1998, the original CAC land (then Lot 1 of DP 77069) was officially transferred from teh Crown to Ngai Tahu via Ngai Tahu Property's subsidiary, Wigram Aerodrome Ltd.1 The Christchurch City Council put forward two plan variations during this period that allowed Ngai Tahu to start developing the land: the first in 1998 added rules to the Wigram Special Purpose Zone in order to deal with post Defence Force Uses. Despite the change of ownership Air traffic control functions remained in the Control Tower building until 28 February 2009 when Wigram closed as an airfield. Until this date, Wigram Aerodrome maintained its operational aviation character, with several aviation businesses using its facilities; these included Pionair Private Aircharter, Christchurch Parachute School and Christchurch Flying School, all business were located in the Control Tower The building is currently vacant and it is proposed to utilise it as the sales offices for the proposed Ngai Tahu Wigram Skies residential development.

1.3. Property details:

Owner: Wigram Aerodrome Ltd a subsidiary of Ngai Tahu Property Ltd

The site was zoned a Special Purpose Zone (Wigram) and was recently the subject of a Christchurch City Council initiated Plan Change application – Plan Change 12 to accommodate the subdivision of the former airfield as part of a staged residential and business, development by Wigram Aerodrome Limited. The stage 6 subdivision proposal includes sites for education, heritage and public open space.

Physical Address: Springs Road

Legal description: Lot 1 DP77069

Zone: L3

1.4. Owner/Operator Requirements:

1.4.1 The statement below has been provided by the client, Ngāi Tahu Property Ltd, to outline their requirements for the future use of the Control Tower building.

1 CT 44B/318, Land Information NZ. Copy held CCC Wigram Heritage File, Christchurch City Council. Conservation Plan Former Wigram Control Tower 2010 5

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1.4.2. Introduction

Ngāi Tahu Property Ltd, via its subsidiary company Wigram Aerodrome Ltd (WAL), officially took over ownership of the ex Wigram Airbase on 15 June 1998. As part of the Agreement for Sale and Purchase dated 17 June 1997, WAL carried out the day to day administration and management of these three heritage buildings on behalf of the New Zealand Defence Force prior to settlement on 15 June 1998. The management arrangement was recorded in a Land Administration Agreement (LAA) dated 27 September 1997.

After officially taking ownership, WAL continued to operate the airfield as an unattended airfield for general aviation purposes as well as leasing areas within the three buildings for non aviation activities. There has been limited refurbishment to any of the buildings and ongoing maintenance has included items such as exterior painting and roofing repairs only.

1.4.3. Utilisation

During the last 12 or so years of WAL‟s involvement with these buildings at Wigram, WAL has administered and managed over 200 tenants undertaking a variety of activities. The main ones have been set out in a schedule provided previously. Within the Control Tower these have typically included uses as offices, training facilities and residential accommodation. In respect of Hangars 4 and 5 typical uses included aircraft and helicopter hangarage, storage and distribution of various machinery, vehicle certification and multiple general passive storage tenants.

1.4.4. The Future

It is imperative that any future use of the Control Tower provide for the long-term sustainability of the building as it adapts to its new surroundings as part of a new Christchurch suburb at Wigram Skies. The building‟s location and layout, and indeed its previous uses, would suggest several uses as being appropriate. This must also be taken in context of likely other surrounding uses which at this point in time are proposed to be predominantly residential albeit that the future use of the neighbouring Hangars 4 and 5 is still unknown. Uses in the Control Tower may include (but not be limited to) offices, medical rooms, bars/restaurants, residential apartments, training facilities, community space and so on.

1.4.5. Owner/Operators’ Objectives

1. Establish a commercially sustainable future for all three buildings.

2. Honour the part each of the buildings has played in Wigram‟s history to date.

3. Turn to the future and ensure that the buildings continue to play an active part in attracting people to live in the new community at Wigram Skies.

4. Provide exceptional facilities which become a hub of activity at Wigram Skies based around sustainable, long term uses.

5. Explore all tenure options in the best interests of the buildings themselves.

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2. Executive Summary:

2.1. A conservation plan is the product of a methodology for establishing the cultural heritage values and cultural heritage significance of a place, including and then, using that information, formulating policies to retain those values – both tangible and intangible - to achieve the long term use and care of the place. A conservation plan is an objective document written in order to assist to plan for the management of and future use of a place whilst maintaining its cultural heritage values and cultural heritage significance.

The methodology for this plan has been to formulate an overview of the social, cultural, architectural and past and present site history of the building, both tangible and intangible, through examination of available archival material and secondary sources and examination of the extant internal spaces and the exterior elements of the building.

The material has then been evaluated through specific assessment criteria to develop an overall understanding of the cultural heritage significance and values of the building. This has then informed the development of the policies and the assessment of effects of change on the architectural, historical and social, technological, cultural, archaeological and context significance.

This conservation plan therefore addresses the following:  The heritage significance of the place through the documentary, and physical evidence.  An assessment, both photographic and documentary of the heritage values and significance of the physical fabric.  A condition report that documents the current state of the building.  Policies with regard to the matters pertaining to the purpose of conservation.

2.2. The preparation of this plan has been undertaken based on an understanding of the principles for conservation plans developed by the Christchurch City Council (CCC) Heritage Team. This format also takes regard of James Semple Kerr‟s The Conservation Plan (National Trust of Australia, 1990).

2.3. As noted above the Control Tower Building is a Group 3 heritage building in Appendix, Part 10, Vol 3 of the City Plan. It is not registered as an Historic Place by the New Zealand Historic Places Trust Pouhere Taonga (NZHPT). The building conservation plan outlines in brief the legislation in place with respect to heritage matters for items protected at this level. The details and rules of any legislation must be considered in any future work to be undertaken.

2.4. This conservation plan does not take into account the required fire safety and structural code compliance of the building or any other Building Act requirements for the ongoing use or change of use. It is recommended that any work proposed to be undertaken for this building is done so with regard to the principles of the ICOMOS NZ Charter (1993) for the conservation of places of cultural heritage value. (Appendix 1)

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2.5. A condition Report for the building has been prepared by Fulton Ross Architects and forms Section Two of this conservation plan

2.6. Acknowledgements

The authors, Jenny May, Dr Jessica Halliday and William Fulton, wish to acknowledge the kind assistance of Alan Grove, Ngai Tahu Property Development, Alun Wilkie, Wilkie + Bruce Architects, the Canterbury Office of the New Zealand Historic Places Trust, the Christchurch Libraries, Central Libraries Aotearoa New Zealand Collection, the Christchurch Office of National Archives and the City Council‟s Heritage Team.

The sources of archived photographs and plans are as noted below each image. The contemporary colour photographs were taken by professional Photographer John McCombe, Dr Jessica Halliday and Fulton Ross Architects in 2010.

3. Summary of conservation principles and policies:

The principal purpose of a conservation plan is to identify the heritage values of the place and establish recommendations that will guide any future use or proposed change, the management of that change, and make recommendations to assist with developing „best practice principles‟ for future maintenance and conservation of the historic place. (The conservation principles and policies are outlined in Sections 11 and 13.)

3.1. The key General Principles are:  do as much as necessary and as little as possible;  to ensure the preservation and maintenance of the intrinsic character of the building;  to ensure that all decisions that affect the building are based on sound conservation practice and principles;  to ensure that all conservation undertaken is in accordance with the principles of the ICOMOS NZ Charter 1993; (Attached Appendix 1)  that any future development must take regard of the heritage matters within the City Plan and the matters for heritage protection under the RMA;  that future work does not diminish the authenticity of the original fabric or heritage values – this may include application for dispensation to be considered in some RMA or Building Act requirements;

4. Legislation

4.1. Current legislation provides measures for any future management and development of places of cultural heritage value and significance. Before any future change or conservation of the former Wigram Control Tower is considered, careful consideration of all areas of applicable current legislation and of best practice heritage management guidelines must be considered to ensure that the heritage values are appropriately respected and protected.

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4.2. Regard to this should include, but not be limited to:

 The Christchurch City Council City Plan  The Resource Management Act, 1991, and RMA Amendment Acts 2003 and 2004 (RMA)  Building Act 2004  Historic Places Act 1993 (HPA) with regard to Wahi Tapu and Wahi Tapu areas and Archaeological Sites as per Sections 9-19 Archaeological Sites of the HPA.

Though there is no statutory or regulatory requirement, consideration should also be given to:  The ICOMOS (NZ) Charter for the conservation of places of cultural heritage value (1993)

4.3. Historic Places Act (HPA)

4.3.1. The NZHPT does not register the former Control Tower building and the extensive ground works undertaken over time to the immediate setting and at the time of construction in 1939 severely limits the potential for pre1900 archaeological remains.

It must be noted however that under City Plan rule Vol 3, Section I0, I.2.11 Non-notification, an application for: (a) any alteration to, or erection of any additional building(s) on a site containing a Group 3 or Group 4 building, place or object will not require the written consent of other persons for notification, and shall be non-notified. However, the Council shall consult with the NZ Historic Places Trust in respect to any consent required under these clauses.

4.4. Christchurch City Council City Plan:

4.4.1. The former Wigram Control Tower, is a Group 3 heritage building listed in Appendix one, Section 10, Volume III of the Christchurch City Council‟s City Plan. The building is therefore subject to the matters outlined in the City Plan for Group 3 heritage items and is subject to a resource consent process for any work undertaken to the built heritage fabric.

Group 3 listed heritage items include buildings, places and objects which are of regional or metropolitan significance, the protection of which is seen as important where this can be reasonably achieved.

4.4.2. The City Plan notes in 1.3.2 Group 3 and Group 4 Buildings, places and objects (Listed in Appendix 1)

1.3.2 Group 3 and Group 4 Buildings, places and objects

(a) Community standard Any demolition of a Group 3 or Group 4 building, place or object shall be a discretionary activity.

(b) Development standard

Conservation Plan Former Wigram Control Tower 2010 9

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 29

Any alteration or removal of a Group 3 building, place or object, or any removal of a Group 4 building, place or object shall be a discretionary activity, with the exercise of the Council's discretion limited to matters concerning the heritage values of a protected building, place or object.

(c) Development standard Any alteration of a Group 4 building, place or object, or the erection of any additional building(s) on a site containing a Group 3 or Group 4 building, place or object shall be a controlled activity, with the exercise of the Council's discretion limited to matters concerning the heritage values of a protected building, place or object.

4.4.3. As noted in 4.3.1, though not registered by the NHPT, the CCC are obliged to consult with the NZHPT in accordance with City Plan matter 1.2.11 Non Notification matter (b), Section 10, Volume III.

4.4.4. The City Plan notes that: in order to both provide a basis for regulatory measures to protect the City's heritage and to enhance public awareness of them, heritage items have been assessed, selected and recorded for a number of the reasons set out below:

• Historical and Social Significance

• Cultural and Spiritual Significance

• Architectural and Artistic Significance

• Group and Setting Significance

• Landmark Significance

• Archaeological Significance

• Technology and Craftsmanship Significance

This conservation plan has taken the criteria into consideration in determining its methodology for assessing the heritage values and significance of the former Wigram Control Tower Building.

4.5. Resource Management Act 1991 (RMA)

4.5.1. RMA Section 5 outlines the purpose of the Act that is to: 1 …promote the sustainable management of natural and physical resources 2 …sustainable management means managing the use, development, and protection of natural and physical resources in a way, or at a rate, which enables people and communities to provide for their social, economic and cultural well-being and for their health and safety while: (a) Sustaining the potential of natural and physical resources (excluding minerals to meet the reasonably foreseeable need of future generations; and (b) Safeguarding the life-supporting capacity of air, water, soil and ecosystems; and (c) Avoiding, remedying or mitigating any adverse effects on the environment

4.5.2.

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 30

RMA Section 6 outlines matters of national importance noting that in achieving the purposes of the Act all persons must recognize and provide for:

(e) The relationship of Māori and their culture and traditions with their ancestral lands, water, sites, wahi tapu, and other taonga (f) The protection of historic heritage from inappropriate subdivision, use and development. (2003 amendment) 4.5.3. RMA Section 7 outlines other matters in achieving the purpose of the Act. Of particular note in relation to heritage in section 7 are:

(e) recognition and protection of heritage values, sites, buildings, places or areas (f) maintenance and enhancement of the quality of the environment (g) any finite characteristics of natural and physical resources 4.5.4. Other sections of the RMA of particular note are: S32 – Duties to consider alternatives, assess benefits and costs S88 – Application for Resource Consents S104 and S105 – decision-making – matters to be considered Fourth Schedule – assessment of effects on the environment

4.6. Building Act 20042 Under the Building Act 2004 (amendments March 2005), it is the owner‟s responsibility to:  apply for a building consent for any proposed building work  provide the necessary information with the building consent application to confirm compliance with the New Zealand Building Code  notify the council when a change of use is proposed  apply for a code compliance certificate on completion of building work  ensure that inspection, maintenance and reporting procedures are carried out where required by any compliance schedule  maintain the building in a safe and sanitary condition at all times.

The Building Act 2004 (Section 131) requires territorial authorities to develop policies on earthquake-prone buildings within their districts. In keeping with this requirement, the Christchurch City Council has adopted a policy for earthquake-prone buildings, dangerous buildings and unsanitary buildings within its district.

2 http://www.building.govt.nz Conservation Plan Former Wigram Control Tower 2010 11

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 31

4.7. City Plan Zone

Image: City Plan planning maps map 45B (see Appendix 5)

4.7.1. The City Plan states in the description of the L3 zone‟s purpose that “ A third component of the Living 3 Zone is planned provision for a proportion of medium density housing within large greenfield housing developments such as North Halswell, Styx Mill at Belfast (in conjunction with a village centre and lake), and Wigram (in conjunction with existing established non-residential activities). This provides an opportunity for more varied housing types to satisfy a wider range of needs than traditional suburban housing. “

The rules, assessment Matters for resource consents and reason for the rules for this zone can be found in Volume Three of the City Planning under the zoning index or on line at: http://www.cityplan.ccc.govt.nz/NXT/gateway.dll?f=templates&fn=default.htm

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 32

5. Understanding the Place documentary evidence: Site History

Wigram site and airfield prior to work commencing – control tower marked Image: Google Earth 2009

Wigram site and airfield under construction for Wigram Skies development 2010 Image Ngahi Tahu Property Development

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 33

5.1. Māori History

Wigram lies within the South-West area of Christchurch and has a history of early Māori occupation. Ngāi Tahu, and before them Ngāti Mamoe and Waitaha, maintained both permanent and temporary habitation sites - the waterways and rivers provided rich mahinga kai areas.3 Māori used this network of springs, waterways, swamps, grasslands and lowland podocarp forests that once covered Christchurch, to gather natural resources and harvest food. The swampy flatlands of the present day site of Christchurch were abundant with food and the rivers – the Ōtākaro / Avon River and Heathcote River/Ōpawaho provided principal food sources. It is noted in the Ngai Tahu tribal records up to 1880 what the type and breeds of food taken along these areas. For example inaka, tuna, parera (grey duck), putakitaki (paradise duck) and the areas also included potato and turnip cultivation such as the gardens at Ōpawaho .4

The stretch of the Heathcote River/Ōpawaho in the vicinity of the Wigram area contains many springs, which form part of the headwater of the river. The nearby recreation reserve in Canterbury Park was known as Nga Puna Wai and means “many spring waters”. The upper Heathcote River/Ōpawaho is considered to be a significant habitat corridor and waterway for Ngāi Tahu.5 The section of springs mentioned above extends up-river from a point approximately 300 metres below the Templetons Road bridge. This stretch of river is also a traditional site of significance for Ngāi Tahu. The area was known as Te Heru o Kahukura, which refers to the comb of Kahukura, an important traditional figure.6

Image: Southwest Christchurch Area Plan Part C The Plan p.477

3 City Council Southwest Christchurch Area Plan April 2009 p.18 4 Rawiri Te Marie Tau, Puaari: Canterbury Provincial Council Buildings, June 1994. p.8 5 Canterbury Park Draft Management Plan 2010 .9.6 p.70 6 Rawiri Te Marie Tau, Puaari: Canterbury Provincial Council Buildings, June 1994. p.8 7 http://resources.ccc.govt.nz/files/SWAP2009FinalDocumentLR-southwest.pdf April 2009 Conservation Plan Former Wigram Control Tower 2010 14

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 34

The Maori heritage associated with the Wigram site is reflected in the logo for the development. The documentation for the Wigram Skies development notes that the “… raukura (feather) depicted in the company‟s logo draws reference to the vast Canterbury skyline and the long association Wigram has had with flight. In particular, the various forms within the raukura acknowledge the cultural significance of this area to local Māori heritage by referencing a number of local wāhi tapu and wāhi taonga The heru is suggestive of a traditional comb (heru) used to adorn the topknots of high ranking people. The three koru figures represent three significant wāhi tapu associated with the Wigram Skies landscape: Ō-Te-Ika-i-te-”. ¹8 Ana, Ō-Tū-Matua and Mānuka.

The South West Area Plan and the Christchurch Libraries Te Kouka Whenua note that there were a number of early settlements in the area:

Ō-Te-Ika-i-te-Ana was a large village settlement (pā) occupied by Ngāi Tahu right up until the late 19th century and was used by those hunting and gathering local resources (mahinga kai), including kiore (native rats), koreke (NZ quail), tutukiwi (NZ snipe), aruhe (fern root) and tuna (eels).

Ō-Tū-Matua is the spur just above Halswell where an alter (tūahu) was located traditionally and used by the resident tribes to both forecast weather and perform the rituals appropriate to preparing for seasonal mahinga kai activities. Ō-Tū-Matua is also important as it was used in evidence before the 1868 Native Land Court and the 1879 Smith-Nairn Commission as a boundary marker between the 1848 Canterbury Land Purchase and the 1856 Akaroa Land Purchase. 9

Mānuka is the name of a large Ngāti Māmoe pā that once stood in a strong defensive position at the foot of the hills not far from Tai Tapu. It was eventually stormed and captured by the Ngāi Tahu chief Te Rakiwhakaputa during his rampage of the /Whakaraupo/ Lyttleton harbour area.10

5.2 Early European History

Prior to purchase by the Canterbury (NZ) Aviation Company in 1916, the 106 acres created by rural sections 913, 1223, 1273, 1924 and part of 1198 formed Carr's farm.11 This is the land on which Hangars 4 & 5 sit. This area on the southwest outskirts of Christchurch was generally known as Plumpton Park, after the neighbouring trotting club. Plumpton Park Club began its existence as a hare coursing club with greyhounds but as that failed to flourish it became a trotting club in 1891. Wigram bought the Plumpton Park club (then known as Canterbury Park Club) land in 1931, gifted it to the government for use by the Air Force in 1932 and it now forms part of the land on which the Air Force Museum lies.12

9 9 http://www.wigramskies.co.nz/wigram-past-and-future/te-heru-o-kahukura 10 http://christchurchcitylibraries.com/TiKoukaWhenua/Manuka/ 11 Thérèse Angelo, "Sorting the fact from the fiction: the history of Wigram and the 'gift' land", Wigram Airfield Christchurch: a collection of articles, Christchurch Public Library, ANZC, unpaginated. See also, letter to the Christchurch City Manager from NZHPT, 3 December 1996, CCC Wigram Heritage File, Christchurch City Council and Memo on file regarding Wigram Costs, CH 150, 43/1/1 Wigram Costs, 1930-1946, National Archives, Christchurch. 12 Noble, Wigram bio, p. 29; Christchurch Public Library, 'Christchurch Place Names', http://library.christchurch.org.nz/Heritage/PlaceNames/ChristchurchPlaceNames.pdf Accessed 1 June 2010; M Mosley, Illustrated Guide to Christchurch and Neighbourhood, JT Smith & Co, 1885, New Zealand Texts Collection, http://www.nzetc.org/tm/scholarly/tei-MosIllu-t1-body1-d7-d16.html Accessed 1 June 2010; Ron Bisman A Salute to trotting: a history of harness racing in New Zealand. Conservation Plan Former Wigram Control Tower 2010 15

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 35

5.3 Sir Henry Wigram and the Canterbury Aviation Company (1916-1923)

The transformation of the farm into an airfield and, subsequently, the site's pivotal role in the development of aviation in New Zealand was driven by the vision and determination of one man, Sir Henry Wigram (1857- 1923). With little or no government support, in fact, in the face of a great deal of political apathy, Wigram established a private flying school that became the cradle of civil and military aviation in New Zealand.

Sir Henry Wigram – aviation advocate Wigram was a local businessman and politician with a passion for seizing the opportunities and advantages presented by technological advancement. When Mayor of Christchurch from 1902-1904, Wigram pushed for the rationalisation of public transport in Christchurch, advocating the amalgamation of several districts with the city for this purpose and resulting in the electrification of Christchurch's trams in 1905.13 He was one of the first people in Canterbury to own a car and was founding president of the Canterbury Automobile Association.

Image: Sir Henry Wigram, 1857-1934. Collection Christchurch Libraries

After he emigrated from England in 1883, Wigram purchased or established several successful and respected businesses, including the Canterbury (NZ) Seed Company, a nail company, a maltworks, two brickworks and a pipeworks. On 22 June 1903 he became a Member of the New Zealand Legislative Council and although he retired from active business, "he maintained a close connection with the commercial world, serving as president of the Canterbury Chamber of Commerce (1911--13) and on the directorates of various companies including, for 30 years, the Lyttelton Times Company."14

The first meeting of the Greater Christchurch Council [8 Apr. 1903] Mayor Henry Francis Wigram (1857-1934), the first Mayor of greater Christchurch, is in

13 Gordon Ogilvie, 'Wigram, Henry Francis 1857 - 1934'. Dictionary of New Zealand Biography, updated 22 June 2007, URL: http://www.dnzb.govt.nz/ Accessed 17 May 2010. 14 Oglive Conservation Plan Former Wigram Control Tower 2010 16

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 36 the chair. The meeting was held at the City Council chambers and was attended by the mayors and councillors of the city and suburban councils. Sydenham and St Albans were the first suburbs to amalgamate with the city. CCL PhotoCD 7, IMG0021

Wigram's presiding passion, however, was aviation. He visited England in late 1908, when the new science and recreation of aviation was receiving wide publicity.15 At this point aviation was very much in its infancy: the Wright Brothers had achieved powered flight only five years earlier, on 17 December 1903, and it was not until the following year, on 25 July 1909, that Louis Bleriot made his famous flight across the English Channel.16 New Zealand had its own pioneers, including farmer/amateur-engineer Richard Pearse (1877- 1953), actively devising aircraft from 1900, Bertram Ogilvie, who started making aircraft from 1907, Bert Pither, who flew his home-built monoplane at Oreti Beach at Invercargill on 5 July 1910 and Arthur Schaef, who trialled his home-built 'New Zealand Vogel' in 1911.17 It was when aviation was in this nascent state that Wigram, during a debate in the Legislative Council in 1909, first proposed the New Zealand government consider the possibilities of aerial defence: "We have always been in the forefront of progress, and I ask whether we should not now take up the matter of aerial navigation".18 This daring suggestion fell on deaf ears and it was not until 1912 that the first New Zealander soldier was sent to Britain to receive training "in infantry work with a course of aviation."19

A year later, in 1913, the New Zealand Government was gifted a Bleriot aeroplane, Britannia, by the British Aerial League. The League believed "that the time has arrived when some special effort should be made to strengthen the resources of the Empire in Aerial craft in view of the great advances being made in this direction by foreign powers."20 As New Zealand was not equipped to use or support such a gift, it was not enthusiastically received. James Allen, the Minister of Defence wrote to the Aviation School at Farnborough for advice: "I presume a shed will be necessary?"21 That same year, the Inspector-General, Sir Ian Hamilton, visited New Zealand and recommended that the country adopt a "waiting policy" on an aviation service. After a few flights in Auckland in January 1914, Britannia was returned to the British Army Council in October that year for use with the British Flying Corps (RFC) in World War I.22

15 Oglive. 16 LM Noble, Sir Henry Wigram: pioneer of New Zealand aviation, Whitcombe & Tombs, Christchurch, 1952, p. 8. 17 Matthew Wright, Wings over New Zealand: a social history of New Zealand aviation, XXXX. 'Replica plane to recreate historic flight', The Press, 17 June 2010, A14. 18 Noble, p. 12. 19 Noble, p. 13. 20 Geoffrey Bentley & Maurice Conly, Portrait of an air force: the Royal New Zealand Air Force 1937-1987, Grantham House, Wellington, 1987, p. 2. 21 Bentley & Conly, p. 2. 22 Noble, pp. 3, 13. 23 Quoted in Noble, p. 19. Conservation Plan Former Wigram Control Tower 2010 17

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 37 unlikely to be of immediate advantage…"24 The Minister of Defence James Allen, however, "privately informed Wigram that while the government was not prepared to establish a South Island school on its own account, it had no objection to its being undertaken by private enterprise."25 It was with this attitude that New Zealand became the only Commonwealth country where private companies were exclusively responsible for the training of RFC pilots.26

The Canterbury (NZ) Aviation Company trains pilots for war 1916-19 It was indicative of his commitment and belief in the value of aviation that in July and August 1916, before the formation of the company that would run the school, Wigram placed an order for three aircraft.27 On 22 August 1916, Wigram called a meeting of interested parties in Christchurch to discuss the development of the South Island's first flying school and New Zealand's first land-plane flying school. At this meeting the formation of the Canterbury (NZ) Aviation Company (CAC) was proposed and a provisional board of directors elected. This civilian company was registered on 20 September 1916, and its stated objectives were "to establish a school or schools of aviation in Canterbury or elsewhere in New Zealand; to provide a tuition fleet, flying grounds, appliances and equipment including plant and machinery for repairing and possibly later on, building aeroplanes; to train aviators for the Royal Flying Corps (RFC) of Great Britain and, after the war, for the defence of the Dominion and for every other purpose to which aviation is applicable."28

After the founding of the CAC, a paper was circulated seeking suggestions or offers of land suited for development as a flying school. The ideal site was described as "an area of not less than 150-200 acres of level open grass-land with good drainage and dry subsoil, free from obstruction, accessible by either tram or rail, and within reach of Lake Coleridge power which was required for use in the buildings and repairing shops."29 On 10 October 1916, Wigram motored out to Plumpton Park to examine 106 acres for sale; he found it suited to purpose and the land was transferred to the CAC's ownership the following month and the clearing and levelling of the site began immediately.30 The layout and buildings at the new Sockburn Aerodrome were planned under the advice of Professor Scott of Canterbury College, who was a member of the provisional Board of Directors of CAC and appointed technical adviser in December 1916.31 In March 1917 the construction of the first hangar had commenced and on 26 April 1917 the first Caudron aircraft arrived to occupy it. A week later, the company's first instructor, Cecil M Hill, arrived from Britain and on 7 May 1917, he made the first flight from Sockburn Aerodrome.32

24 Noble, p. 20. 25 Noble, p. 21. 26 Bentley & Conly, p. 3. 27 Noble, p. 22. 28 A pamphlet published by the company on its formation in September quoted in Harrison, RNZAF Base Wigram 1916- 1995, p. 4. 29 Coleridge had become operational only one year earlier, in 1915. Noble, pp. 27-28; 41. 30 Noble, p. 28. 31 Noble, pp, 25, 33, 42. 32 Noble, pp. 27-30. Conservation Plan Former Wigram Control Tower 2010 18

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 38 were willing and eligible for service.33 In June 1917 the CAC admitted its first six pupils, around about the time that Wigram became the first passenger on a flight from Sockburn.34In less than eight weeks these first students graduated and received their pilot's certificates, based on a mere 4-6 hours flying time. One of the first pupils was JC (Bert) Mercer, who became the assistant instructor at the CAC, and in 1934 went on to found Air Travel (NZ) Ltd and become a pioneer of West Coast routes. Ernest Taniwha Sutherland became the first Maori pilot when he qualified at Sockburn in 1917; he went on to serve an air observer with the RAF during the last months of the war.35

With the request from Britain to send as many pilots as possible, Wigram's hard-won venture was becoming a success. Within a month of commencing tuition, the CAC looked to expand its grounds at Sockburn, taking a 10-year lease on 24 acres from a neighbouring farmer on 17 July 1917. A further 18 acres were purchased in early 1918, giving the CAC a total of 148 acres. By 1919 the CAC had trained 182 pilots, all but one of them had gone on to serve with the RFC and a large number had distinguished themselves.36

5.4. The CAC after WWI: convincing the government to form a NZ Air Force

After Armistice, the CAC had to reposition itself for survival during peacetime. A pamphlet issued by the CAC in late 1918 envisaged a future where private individuals would embrace the aeroplane in the same way in which they were beginning to use motorcars. 37 Despite planning to focus on private pupils and the maintenance and storage of aircraft, revenue was expected to fall and the company expected to recoup income from joyrides and exhibitions. This began almost immediately and on 26 December 1918 the Sockburn Aerodrome entertained a crowd of 3000 with an exhibition of aerobatics, air races and passenger joyrides.38 The CAC was dealt a blow on 1 February 1919 when Cecil Hill died in a crash during an aerobatic display over Riccarton Racecourse; this event marked the gradual decline of the company, as with the loss of its chief pilot and without suitable aircraft to support commercial operations beyond joyrides and exhibitions, its future became increasingly uncertain.

Cecil Hill takes Henry Wigram on the first dual flight at Wigram – painting by R M Conly. Image: RNZAF Base Wigram 1916-1995: End of an Era p.5

33 Noble, pp. 31, 34. 34 Noble p. 35. 35 Martyn, p. 52. 36 Harrison, p. 6. 37 "Wigram" unattributed and undated article from the Canterbury Progress League Archive, Wigram Airfield Christchurch: a collection of articles, Christchurch Public Library, ANZC, unpaginated 38 Noble, p. 54. Conservation Plan Former Wigram Control Tower 2010 19

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 39

At the end of the war, the government appeared to be taking the future of aviation more seriously, albeit in a piecemeal and hesitant fashion. The Aviation Act 1918 was passed on 10 December, providing for regulation and that same year the government had requested an officer from Britain to advise on the future of military aviation in New Zealand. On 19 March 1919, Colonel AV Bettington arrived in New Zealand, along with four fighting aircraft of the latest type, a loan to assist with Bettington's visit.39 During his seven months in New Zealand, Bettington spent time at Sockburn Aerodrome, where the aircraft were stored when not in use.

Socburn (later Wigram), Airfield in January 1918 showing hangars and accommodation at the rear. Image: RNZAF Base Wigram 1916-1995: End of an Era p.5

39 Bentley & Conly, 1987, p. 7. Martyn, p. 63. 40 Wright, p. 13; Noble, pp. 66-67; Bentley & conly, p. 7. Conservation Plan Former Wigram Control Tower 2010 20

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 40

and it wasn't until six months later that they accepted 33 aircraft, including the four loaned 'Bettington' aircraft, although they had to settle for largely inferior machines, the better planes being snapped up by other members of the Commonwealth.41 Bettington's reduced recommendations were eclipsed by the collapse of the wartime coalition government, and even the temporary measures he proposed, including subsidising the two flying schools, were not given consideration, despite his warning to the Minister of Defence, Allen, that Sockburn might "languish and the directors decide to close it down."42

Socburn (later Wigram), Airfield1920 with sircraft on display Image: RNZAF Base Wigram 1916-1995: End of an Era p.7

Wigram openly berated the government's attitude to air defence in a letter to the Lyttelton Times.43 The acceptance of the gift aircraft, however, did offer the CAC a glimmer of hope, a small source of extra income and boosted facilities. After a visit by Major General Chaytor and Brigadier General Richardson on 10 January 1920, it was recommended that four hangars be constructed at government expense to house the six aircraft the government would pay the CAC to store and maintain.44 After Bettington's visit a New Zealand officer with Royal Air Force (RAF) experience was appointed to work in co-operation with the CAC; duties included caring for the government aircraft, acting as liaison officer between the government and the CAC and, when it eventually took place, supervising military training. This officer initially one of Bettington's staff, Captain JH Don, who was replaced by Captain Isitt in November 1919.45 In April 1920, the government also began paying monthly subsidies of £150 pounds to the CAC and the New Zealand Flying School.46 These small gestures from the government were much needed by the company as between Armistice and 17 May 1920 the CAC had made a loss of £9,479, 2s, 8d.47 A boost to morale and proof of the possibilities offered by supporting aviation in New Zealand was demonstrated in the first plane crossing of Cook Strait, made by CAC pilots Captain Dickson, Haslett and Moore on 25 August 1920.48 Dickson "did a few stunts over Wellington." Parliament was in session and many members came out to watch. Questions

41 Wright, p. 13; Martyn, pp. 63, 65, Bentley & Conly p. 8. 42 Bettington letter to Allen, quoted in Wright, p. 13. 43 Noble, p. 70. 44 Noble, p. 69; Bentley & Conly, pp. 8-9. Only two hangars were constructed (check?) 45 Wigram article. Bentley & Conly, pp. 7-8. 46 Noble, p. 130. 47 Noble, p. 70. 48 Noble, p. 85. Conservation Plan Former Wigram Control Tower 2010 21

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 41 were asked in the House the next day: MP WS Glenn asked: "Is it true that an aircraft flew over Cook Strait? If so, it is a very important matter."49

In the face of great financial difficulties, political apathy and petty government in-fighting, Wigram retained his belief that the activities of the CAC would be "of real practical value in the defence of New Zealand."50 With the loan of government aircraft and government subsidies being received by the CAC since April 1920, the government expected more than aircraft maintenance and storage and in January 1921, Dickson and Isitt undertook a ground survey of the proposed Christchurch-Blenheim air route to report on the possibility of airmail survey. That year the government entered into contracts with the CAC to provide various air and mail services in the South Island and while the company operated the first scheduled airmail and passenger service in New Zealand on 31 January 1921 (between Christchurch, Ashburton and Timaru) the government withdrew from all contracts as the services were unprofitable and the economy was depressed.51

CAC certificate signed by Capt Euan Dickinson teh chief flying instructor and Manager. Image: Martyn: Swift to the Sky p.63

The recently established Air Board (June 1920) eventually advised the government to adopt Bettington's recommendation of refresher courses for ex-service airmen with a view to supporting a Territorial air service. Their report of 31 July 1921 stated: "It is vitally necessary that in a National emergency the Dominion should possess adequate reserves of highly trained personnel, up-to-date machines, and properly equipped aerodromes and workshops."52 They considered that the subsidy approach had not ensured this, and so the refresher courses began at Sockburn in 1921; by 1923 40 officers had gone through the revision courses at a cost of £100 per pilot. 53 This measure, however was not sufficient to make a difference to the finances of the company and facing increased losses, Wigram took the opportunity to signal that he would be willing to offer Sockburn to the government for sale. He wrote to the Prime Minister on 17 October 1921, a memorandum to the government on 30 November that year and again to the Minister of Defence on 29 April 1922. All offers were declined.54 There were briefly, several alternative proposals to salvage the company. 50 acres of land was offered for sale in December 1921, although few sections sold and the land

49 "Wigram" unattributed and undated article from the Canterbury Progress League Archive, Wigram Airfield Christchurch: a collection of articles, Christchurch Public Library, ANZC, unpaginated. 50 Quoted in Noble, p. 84. 51 Noble, pp. 86-87. Harrison, p. 7. 52 Noble, p. 87. 53 Wright, p. 14. "Wigram" unattributed and undated article from the Canterbury Progress League Archive, Wigram Airfield Christchurch: a collection of articles, Christchurch Public Library, ANZC, unpaginated. 54 Noble, pp. 88, 90, 93. Conservation Plan Former Wigram Control Tower 2010 22

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 42 was withdrawn from sale in March 1922. Other ideas included a plan to amalgamate the three remaining aviation companies in New Zealand, and a scheme to move to Burnham Military Camp; neither strategy came to fruition. In March 1922 the aerodrome closed down for commercial operations.55

The future of the CAC and military aviation in New Zealand shifted when Prime Minister William Massey was finally accepted the argument that aviation had a role to play in the defence of New Zealand. Despite having slashed the Defence budget a month previously, and reducing the aviation component considerably, Massey was persuaded by the argument that no warship could go to sea in the future during a war without air support.56 Several sources and events were instrumental here, including the Washington Report and the threat of war again in the Dardanelles in September 1922.57 New scales of subsidies for flying schools were announced in October, along with more comprehensive refresher training courses, which brought into being in 1922 year the New Zealand Aviation Corps, consisting of two officers, two others of other ranks and a reserve of 72 ex-RAF officers, based at Sockburn.58

A sequence of events secured the future of the Sockburn airfield and the establishment of an Air Force. The Chief of the Army Staff, General Chaytor, who had initially opposed the purchase of Sockburn on the basis that the Army had plenty of land available at Burnham, revealed his enthusiasm for the deal on a visit to the airfield on 1 March 1923 when he admitted that he now understood the finance for the purchase would come from Public Works, not the Defence budget. Eight days later Wigram wrote to the Prime Minister:

I am about to leave for England but before I sail I desire to make your Government an offer regarding the… CAC. If your Government will take over the assets and liabilities of the Company as ascertained by valuation, and will make use of the Sockburn aerodrome for the purpose for which it was formed, viz, the training of airmen and mechanics for the defence of New Zeland, I will subscribe £10,000 as a free gift in reduction of the cost of the aerodrome to the Government… If, as I hope, you are inclined to consider my proposal, I should like to have an early reply so that the necessary agreements should be prepared and signed prior to my departure for England.59

As a positive response was not forthcoming, on 12 April 1923 Wigram sent a delegation to Wellington to discuss the matter with the Prime Minister. As a result, Massey visited Sockburn on 15 April 1923; a day later, Cabinet agreed to accept Wigram's offer and on 17 April Wigram accepted the Government decision. The agreed valuation was £31,304. On 14 May 1923 Sockburn was renamed Wigram Aerodrome and the site and its facilities were formally taken over by the Government on 21 June 1923, ready to accept the two new aviation sections of the New Zealand Defence Forces created on 14 June: the New Zealand Permanent Air Force (NZPAF) (which absorbed the Aviation Corps), part of the Permanent Forces; and the New Zealand Air Force (NZAF), part of the Territorial Force.60

55 Noble, pp. 90, 93, 95; Harrison, p. 8; Wright, p. 14. 56 Noble, p. 97; Wright, p. 14. 57 Noble, pp. 97-98. 58 Noble, p. 99, Wright p. 14. 59 Wigram quoted in Harrison, p. 9. 60 Noble, pp. 103-4; Harrison, pp. 9-10; Wright, p. 15. Conservation Plan Former Wigram Control Tower 2010 23

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 43

5.5. The Establishment of an Air Force at Wigram Aerodrome (1923-1932) At the end of 1923, six months after its establishment, the New Zealand Permanent Air Force (NZPAF) was so small it was outnumbered by its fleet of 15 aircraft. It was composed of nine men: four officers, with one based in Wellington, and five airmen. "In 1924-5 Wigram was the sole home of the NZPAF and the first years saw liaison and scouting work with the Army Southern Command and the beginning of regular meteorological flights… Aerial surveys were carried out for local bodies and state departments, mails and supplies were flown in when floods or earthquakes disorganised normal transport…"61

LM Isitt was the Commanding Officer at Wigram and under his command the NZPAF set about its primary activity of maintaining aircraft for the annual refresher courses for the members of the territorial wing of the country's aerial defence, the New Zealand Air Force (NZAF). The first refresher course began in January 1924, with the Lyttelton Times reporting the difficulty with which those New Zealand pilots who had flown for the RFC reacquainted themselves with the skills and mechanics of flight. The refresher courses attracted the attention of interested civilians, who had unrestricted access to the site.62 Under strict budgetary restraints the NZPAF at Wigram also undertook "...remunerative civil flying' training, aerial surveying and photography on behalf of local bodies and the Public Works Department (PWD) and even gave joyrides."63 Notable amongst the civilian pilots trained at Wigram were Mrs Gladys Sandford, the first woman to achieve a New Zealand 'A' Licence (awarded in December 1925), and future Air Marshal Sir Andrew McKee.

In December 1927 the NZPAF began its first training courses for new trainee cadets for the NZAF, the first training of fresh military pilots at Wigram since 1919. As most, if not all, 10 NZAF cadet pilot trainees were attending or had attended university engineering courses, they undertook a part-time (24 weeks), two-year course, completing their training in the summer months with nine of them graduating and receiving a commission in March 1929. The Great Depression meant the next training course was not held until the major expansion of the Air Force1937. However the NZAF was able to appoint commissions to young aero club pilots from 1930. 64

Other developments during these years were incremental, due to the constraints of a limited budget, with the air force receiving less than 5% of total defence spending for its first decade in existence.65 Nonetheless, the NZPAF regulars doubled at the end of 1929 to 50 and a second base, housing sea-planes, was established at Hobsonville that same year. RAF ranks were adopted in the NZPAF and NZAF in December 1929 and air force blue uniforms gradually replacing army khaki, although both units remained part of the Army. Early 1930 saw the first overseas operation for the NZPAF, when one plane, a pilot and two mechanics assisted with supporting ground forces in suppressing the pacifist Mau movement for independence in Samoa after New Zealand military police fired on peaceful demonstrators on 'Black Saturday' on 28 December 1929. The NZPAF was also used to support relief operations after the Murchison earthquake in June 1929 and the Napier earthquake in February 1931.66

61 "Wigram" unattributed and undated article from the Canterbury Progress League Archive, Wigram Airfield Christchurch: a collection of articles, Christchurch Public Library, ANZC, unpaginated. 62 Martyn, pp. 68-69. 63 Martyn, 2010, p. 67. 64 Martyn, 2010, pp. 70-71. 65 Martyn, 2010, p. 73. 66 Martyn, pp, 71-74. The Mau Movement http://en.wikipedia.org/wiki/Mau_movement#Black_Saturday.2C_1929 Accessed 3 June 2010. Conservation Plan Former Wigram Control Tower 2010 24

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 44

The NZPAF struggled in difficult financial times in the 1920s and 30s. Notable events at Wigram during these years included a visit by the Duke of York (later King George VI), who inspected Wigram on his tour of the Dominion in 1927. July 1928 saw the (re)formation of the Canterbury Aero Club (it was originally established in 1908 and dedicated to model aeroplanes). The Club's first patron was Sir Henry Wigram, who decreed that there was always to be room at the aerodrome for the club, and he also leased four acres of the neighbouring trotting club for this purpose. The first instructor was "Bert" Mercer and the club continued operating at Wigram until the outbreak of war in September 1939 when it moved to Harewood.67

After the establishment of the Air Force, the most significant event at Wigram in those years was the successful arrival of the first international flight to reach New Zealand: Charles Kingsford Smith and his crew landed at Wigram on 11 September 1928, completing the first flight across the Tasman Sea, from Sydney to Christchurch, in their tri-motor monoplane, the Southern Cross. Crowds of over 30,000 welcomed the aviator and his crew and Kingsford Smith became a popular hero as he toured the country for four weeks. One newspaper editorial held that, "1928 is likely to be the greatest year so far experienced in the history of aviation. But for New Zealand it is the only year. Until yesterday no-one had succeeded in flying here from another country…"68

Sir Henry Wigram had been knighted for his services to aviation in 1926 and his final involvement with aviation came in 1932 when he offered 81 acres adjacent to the Wigram Aerodrome as "a free gift to His Majesty the King" without any conditions. Wigram had purchased the land for £6000 in December 1931 from the Canterbury Park Trotting Club (Plumpton Park) with a view to assisting the future expansion of Wigram Aerodrome. Wigram died three years later in his Park Terrace home on 6 May 1934; he is remembered as the father of aviation in New Zealand.69

5.6. The first expansion of the RNZAF (1933-36)

The fortunes of the Air Force began to improve from the early 1930s, with the Forbes-Coates coalition government agreeing in 1933 to "concentrate on aerial defences."70 This policy was a reflection of the changing international situation, with Japan now considered a real threat in Asia-Pacific and Germany in Europe after both nations withdrew from the League of Nations in 1933.71 As part of its first major expansion, a significant order of new Vickers Vildebeeste II aircraft was placed on 13 February 1934, and, the same month, as a signal of its changing status, the NZPAF was renamed the Royal New Zealand Air Force (RNZAF), although it remained under command of the Army.72 The new aircraft were to be evenly divided between Wigram and Hobsonville, with major building programmes to accommodate both aircraft and airmen and crew. New defence policy was outlined in September 1934, with the Minister of Defence, John Cobbe observing, 25 years after Henry Wigram first championed the value of aerial defence, that "the extraordinary development of aviation meant that in a country such as New Zealand the air arm of the Defence Forces had become of enormous importance."73 This expansion was a

67 Harrison, p. 12. 68 Wright, 2002, p.37. 69 Noble, p. Oglive; Wright, 2002, p. 23. 70 Quoted in Martyn, p. 74. 71 Bentley & Conly, p. 14; Wright, p. 20. 72 Martyn, p. 74 or 77; Bentley & Conly, p. 14. 73 Martyn, pp. 74, 77. Conservation Plan Former Wigram Control Tower 2010 25

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 45 significant expense for the government, especially at a time when the great depression was at its lowest depths and there were many urgent and competing demands on its stretched resources.

The new buildings erected at Wigram included two concrete hangars (now called hangars 4 & 5), a concrete workshop block, two large concrete stores, barracks and married quarters, in addition to an extension of the runway.74 All buildings were designed by the Public Works Department, with the hangar buildings given priority as they had to house the aircraft due for delivery in March 1935.

In 1936 four Avro 626s, advanced training machines, were added to the Wigram fleet and were put into service with A-flight of the Flying Training School. The Vilderbeestes proved to be obsolete by the time of their delivery, although they still “represented a quantum leap over anything previously fielded” and offered new opportunities for aerial mapping. “Mosaics were used for flood protection, a geological survey of the Sotuhern Alps, an irrigation scheme in Central Otago, and road siting in Westland.”75

Keenly aware of Germany's rearmament under Hitler, in 1936 the first Labour government also looked to air power as an economic and effective form of defence. Guidance was sought from Britain, with the Air Ministry sending Wing Commander Sir Ralph Cochrane to New Zealand to advise on the future development of the RNZAF. Cochrane arrived in New Zealand on 7 November 1936 with his draft report already under preparation; Cabinet considered Cochrane's final report only a month later on 8 December. Cochrane's report was adopted without question on 1 March 1937 and a newly independent RNZAF free from army control was dramatically transformed in the following three years.76

5.7. The rapid development of an independent Royal New Zealand Air Force (1937-1939)

The Royal New Zealand Air Force was officially made independent on 1 April 1937, by which time the three- year plan for the reorganisation and expansion of the RNZAF had already commenced. Cochrane agreed to the government's request to remain in New Zealand and oversee the operation of his recommendations in his new role as the RNZAF's first Chief of the Air Staff. The adopted Cochrane policy included:  The establishment of an Air Department (under an Air Board) to administer and advise government on both military and civil aviation  A flying training school at Wigram to turn out 50 pilots annually  New aerodromes  Two new operational squadrons  The purchase of aircraft 'of the latest type'  Revitalisation of the Territorial Force  The creation of Civil Reserve Pilots  The regular selection of New Zealanders for short-service commissions as pilots in the RAF  The defence of New Zealand territory, including outlying islands and territories  The protection of New Zealand trade routes

74 "Wigram" unattributed and undated article from the Canterbury Progress League Archive, Wigram Airfield Christchurch: a collection of articles, Christchurch Public Library, ANZC, unpaginated. 75 Wright, pp. 21-22. 76 Martyn, pp. 77, 79; Wright, p. 26. Conservation Plan Former Wigram Control Tower 2010 26

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 46

 The defence of bases and lines of communication necessary for the operation of the main British forces in the Far East  The possible provision of air assistance for the defence of the United Kingdom and its communications77

The government's Air Defence expenditure tripled from the 1936-7 year to £377,000; the following year saw another huge increase to £936,000, which "allowed for an astonishing transformation of a service that for 13 years had existed hand to mouth."78 While this dramatic change in policy unfolded across cities, stations and aerodromes around New Zealand, the nucleus of the rejuvenated activities took hold at Wigram.

Cochrane suggested that initially all aircraft and personnel should be concentrated at Wigram to train the 100 officers and 900 men envisaged as a first step in his plan.79 Expansion could only happen incrementally and the school was reorganised to train 48 pilots a year from June 1937, this figure was later raised to 80. These pilots were destined for short service commissions in either RNZAF or RAF. Aircraft included four Vildebeestes, three Hawker Tomtits and three Avro 626 trainers. Twelve officers and 96 men manned the station under Squadron Leader EG Olson. A school for flight riggers was established at the railway workshops in Christchurch.80

This sharp rise in the position and expectation of the Wigram station as a fully operational and focused Flying Training School playing a vital role in a greatly expanded Air Force required a large and swiftly realised building programme. This included extra accommodation, with houses providing Married Quarters for officers and airmen and a “temporary” wooden hangar to house aircraft for the newly formed Christchurch Territorial Squadron. Between 1938 and April 1939, a large number of buildings were constructed in concrete, including: a workshop block, new officers‟ mess, administration offices, public work offices, guard house, ready-use oil store, bomb store, nos 1 and 2 main stores, a water tower, standby power house and two additional hangars (3 and 4, later called no 2 and 3), modelled after the original 1934-36 concrete hangars but with sliding doors in place of the problematic tilting, cantilever doors.

At the heart of this extensive programme was the three-storey Instruction Building north of hangars 1 and 2 (now 4 & 5). This building was a direct instrument for the realisation of Cochrane‟s report and the most obvious expression of Wigram‟s greatly revitalised role as the training hub and national nucleus of an expanded RNZAF. It was also representative of the full realisation of Henry Wigram‟s original vision for the site as a fully operating government flying school, dedicated to training pilots for the defence of the nation and the empire; as he expressed to the Legislative council over 20 years earlier on 18 May 1916, "that the government should establish a school or schools of flying, in preparation for the formation of an aviation corps for purposes of national defence."81

The Public Works Department began designing the Instruction Building as part of the implementation of the Cochrane plan in 1937. Drawings dated November 1937 were approved for the Air Board on 28 February

77 Martyn, 2010, p. 78. 78 Martyn, p. 78. 79 Wright, p. 26; Bentley & Conly, p. 18. 80 Wright, p. 29; Martyn p. 78 (check). 81 Quoted in Noble, p. 19. Conservation Plan Former Wigram Control Tower 2010 27

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 47

1938.82 The contract was let to J & W Jamieson on 4 May for £13,296.83 Completion was scheduled for 4 January 1939 but it became obvious early on that it was far behind schedule, a the monthly report on the development of aerodromes dated 1 September 1938 stated that by 26 August construction was still at an early stage: “excavation complete and steel erected. Footings – concrete poured, and boxing to dwarf walls two-thirds complete; concrete poured to one-third of same.” 84 By December, concrete had been only poured to first floor level. On 13 June 1939, five months after the building was expected to be completed the Public Works Department wrote to the contractor: “The progress of construction is very unsatisfactory and is causing serious inconvenience in the organisation of the expansion of this station.”85 It was not until 10 October 1939 that sufficient work had been completed for two rooms to be occupied, with the others available for occupation as soon as electricity supply could be given. On 13 December 1939 all rooms in the new Instructional building were occupied.86 The ground floor of the instructional building housed the firetender and armoury and training rooms occupied both the ground floor and the first floor; the third floor was reserved for the services of flight observation and control: the watch office, forecasting and wireless transmission as well as a camera obscura room.87

In addition to a accommodating an enlarged training school for the RNZAF, in 1938 Wigram expanded to include the Christchurch Territorial Squadron after recruitment began in April. Squadron Leader G Stedman (Chief Instructor for the Canterbury Aero Club) was appointed Commanding Officer and by November the strength was 14 officers and 78 airmen and they were equipped with old-fashioned ex-RAF "Baffins", the first of which arrived in September. In February 1939, the Squadron received its first permanent maintenance staff – two NCOS four fitters and four riggers. In March that year the first basic training camp was held. Flying training was carried out over four days and six days were spent on drilling and other ground instruction.88

While Cochrane had seen Wigram as the primary air force station, in 1937 it was decided to develop two new stations – at Whenuapai, near Hobsonville, and at Ohakea in the Manawatu – to house Cochrane's planned two squadrons of medium-range bombers, while a year later Woodbourne, near Blenheim, was established for a regular squadron.89 While the Whenuapai station saw the construction of a watch tower in a similarly moderne style, to accommodate bombers, the hangar design at Ohakea were dramatically different to those constructed at Wigram. The hangars at Ohakea were constructed in 1938-39 using huge two-hinged arches in reinforced concrete. Designed in 1937 by C W O Turner, Chief Designing Engineer in

82 Public Works Department Plans for Instructional Building, Flight School, Wigram, 1937, CALW, CH 166, folder 58, item 1 and item 3, AC 4785 (PWD 97245) Instruction Building, Wigram Flight School, RNZAF, National Archives, Christchurch. 83 Gareth Wright, NZHPT Proposal for Historic Place, Control Tower/RNZAF Support Group HQ, Wigram, undated [1995], HPT-12003-030, NZHPT Southern Regional Office, Christchurch. 84 Gareth Wright, NZHPT Proposal for Historic Place, Control Tower/RNZAF Support Group HQ, Wigram, undated [1995], HPT-12003-030, NZHPT Southern Regional Office, Christchurch. Wigram Monthly Report 1 September 1938, held CAXP, CH 150, box 564, item 43/2, RNZAF Wigram Aerodrome Reports 1934-1940, National Archives. 85 Letter from PWD to Jamiesons, 13 June 1939, held in CAXP, CH150, box 581, item 43/9/35, Wigram Aerodrome Instructional Building, Chief Grounds Instructor and Control Tower, National Archives, Christchurch. 86 Wigram monthly reports dated 10 October 1939 and 13 December 1939, held in CAXP, CH 150, box 564, item 43/2, RNZAF Wigram Aerodrome Reports 1934-1940, National Archives, Christchurch. 87 Public Works Department Plans for Instructional Building, Flight School, Wigram, 1937, CALW, CH 166, folder 58, item 1 and item 3, AC 4785 (PWD 97245) Instruction Building, Wigram Flight School, RNZAF, National Archives, Christchurch. 88 "Wigram" unattributed and undated article from the Canterbury Progress League Archive, Wigram Airfield Christchurch: a collection of articles, Christchurch Public Library, ANZC, unpaginated. 89 Oxford Companion to New Zealand Military History, OUP, 2000, p. 2. Conservation Plan Former Wigram Control Tower 2010 28

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 48 the Public Works Department, the innovative design was adopted for several other defence bases, such as Whenuapai in New Zealand and Karachi and Hyderabad overseas.90

5.8. Wigram during wartime: beyond the No. 1 Service Flying Training School (1939-1945)

Discussions at the Pacific Defence Conference between New Zealand, the United Kingdom and Australia held in Wellington in April 1939 resolved how the three nations would accelerate and expand their response to the threat of imminent war against Japan in the Pacific and Germany in Europe. New Zealand proposed to train annually 700 pilots and 730 observers and air-gunners for the RAF and the RNZAF.

"To do this it would be necessary to have one ground training school, three elementary flying training schools, one observers' and air-gunners' school, and one flying instructors' school. While the preliminary work was being done for the setting up of the organisation, the Chief of Air Staff proposed to carry out an immediate expansion to increase New Zealand's contribution to the RAF and to hasten the training of pilots for the war training scheme. He suggested that all pilots destined for the RAF should be fully trained in New Zealand. This included the sixty per annum which New Zealand was already training, and the 150 to 160 men who were being selected and despatched for training with the RAF under the short-service scheme. Further, he proposed to train sixty pilots a year for employment in the RNZAF. This involved expanding the Service Flying Training School (SFTS) at Wigram to produce 140 pilots a year and the opening of a new SFTS at Woodbourne to produce another 140. The expansion was to be completed by December 1940. These proposals were accepted by the government and the new expansion programme started in June 1939."91

Wigram was to be the No.1 Service Training School, with other flying schools spread throughout New Zealand. After attending Elementary Flying Schools established at former Aero club aerodromes across the country, those who were successful attended further training at either Woodbourne (from 1942 training in single engine planes), Wigram (from 1942 training in multi-engine planes) or went to Canada under the Empire Air Training Scheme. Courses involved alternate lectures and flying each day, and further flying during hours of darkness. The full programme included advanced training, high and low level bombing, beam approach training, night navigation exercises, photo reconnaissance and formation flying.92

Wigram's role as the senior station and key training hub of the RNAF meant that during the war it expanded to provide training for other necessary, complementary roles to that of pilot. The No.2 Technical Training Depot opened in September 1939 to train instrument makers and repairers, armourers and fitter armourers. On 15 October 1939 an Administration Training School opened at Wigram to train clerks and equipment assistants. The School of Engineering at Canterbury College trained wireless operators and wireless electrical mechanics until the Electrical and Wireless School opened at Wigram in January 1940.93 "Of

90 IPENZ Engineering Heritage, URL: http://www.ipenz.org.nz/Heritage/itemdetail.cfm?itemid=118 Accessed 21 June 2010. 91Squadron Leader JMS Ross "Royal New Zealand Air Force", Historical Publications Branch, Wellington, 1955, New Zealand Electronic Text Centre, URL: http://www.nzetc.org/tm/scholarly/tei-WH2AirF-c3-3.html Accessed 18 June 2010. 92 RC Barnett, Fifty years on: course 52A, Wigram 1944, RC Barnett, Gore, 1995, pp. 29, 31. 93 Squadron Leader JMS Ross "Royal New Zealand Air Force", Historical Publications Branch, Wellington, 1955, New Zealand Electronic Text Centre, URL http://www.nzetc.org/tm/scholarly/tei-WH2AirF-c4-1.html Accessed 18 June 2010. Conservation Plan Former Wigram Control Tower 2010 29

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 49

12,612 pilots, airgunners, wireless operators, navigators, bomb aimers and observers fully or partly trained during the war, the great majority of them at some stage of their training passed through Wigram."94

Other significant events during the war included the arrival of the second female member of personnel at Wigram, an unknown librarian who began work on 28 February 1941 (the first woman to work at Wigram was the nursing sister). More significant developments occurred at the end of June and beginning of July 1941 when 164 Women's Auxiliary Air Force (WAAF) personnel were enlisted to release male personnel for overseas service.95

The Christchurch Territorial Squadron had been mobilised at Wigram from 4 September 1939 and amongst their responsibilities was the execution of "regular patrols off the coast of Canterbury, escorting convoys and challenging stray ships entering the area." The Squadron was absorbed into the New Zealand General Reconnaissance Squadron at Whenuapai in March 1940 and patrol duty fell on the Flying Training School. The Schools two sections took different roles, the Intermediate Training Squadron carried out the reconnaissance and the Advanced Training Squadron provided a striking force if needed.96

Collection: Ngai Tahu archives

After the bombing of Pearl Harbour by the Japanese on 7 December 1941 new war contingency plans come into action. At Wigram, aircraft were immediately dispersed around the airfield and special guards and patrols were mounted. Defence works began on 11 December 1941. Machine gun pits, slit trenches and other defensive trenches were dug, the water tower was sandbagged and manned as the best vantage point on the Station, additional watches were constructed and kept on the roof of the Instructional building. Many buildings, including the Instructional Building were camouflaged. Additional land was purchased south of the airfield for the construction of four dispersal hangars.97

94 "Wigram" unattributed and undated article from the Canterbury Progress League Archive, Wigram Airfield Christchurch: a collection of articles, Christchurch Public Library, ANZC, unpaginated. 95 Harrison, p. 18. 96 Harrison, pp. 18-19. 97 Harrison, pp. 20-21. Conservation Plan Former Wigram Control Tower 2010 30

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 50

During its wartime operations the buildings and facilities at Wigram expanded greatly, beginning with the construction of extra accommodation and training buildings. A church was constructed on station and the first service held there on 16 August 1942.98 Alterations were made to the Instructional Building in late 1942- early 1943 when it was taken over as station Headquarters. A further expansion of the airfield occurred in early 1944, with the purchase of 200 acres on the eastern boundary; a further 7 acres west of hangar 7 were used for dispersing aircraft.99

As the victory in war seemed likely after significant gains for the Allies in 1943 and 1944, the need to provide attrition aircrew to Europe diminished and the New Zealand government began to prune and consolidating its flying schools. The No.2 Service Flying Training School at Woodbourne closed and aircraft returned to Wigram in August 1944. Ground and technical training also had a steady reduction in numbers from July 1944. 100

The first full break in operations at Wigram occurred on VE Day when, after a parade, a short service of thanksgiving and an address, all flying was cancelled and work ceased from 2pm on 8 May until 8am on 11 May 1945. The station was stood down again on 15 August 1945 when the final announcement of surrender was made and ended the Pacific theatre of WW2. With the end of nearly six years of intense activity during WWII, Wigram moved into a "care and maintenance period."101

5.9. Post-War reorganisation: Wigram 1945-1949

During the immediate post-war period, the Wigram Station went into a holding pattern as the RNZAF was reorganised for peacetime work around its four pre-war Stations, with Woodbourne in a caretaker role. The Service Flying Training School at Wigram ceased on 24 November 1945, when flying training restructured to refresher courses under the Central Flying School (CFS) at Wigram in the latter part of 1945.102 Under these reduced operations, the Central Flying School and only three junior instructors and 11 aircraft. In addition, Wigram became home to a new Air Navigation School using six aircraft and in March 1946, one of two recruit depots for recruits into the Interim Air Force. With so few aircraft actively engaged at Wigram and with her greatly expanded pre-war and wartime hangars, the Station was also used as a storage depot for unused aircraft.103 Despite this state of affairs, a significant development in air traffic control saw a new control cab added to the roof of the instructional building in 1945.

On 18 April 1946 Wigram was visited by a jet engine aircraft for the first time: the RNZAF‟s new Meteor NZ6001, with over 12,000 people visiting Wigram for an aerobatic display on 28 April. During its visit to Wigram, three instructors undertook conversion training in the Meteor.104

98 Harrison, pp. 21-22. 99 Harrison, p. 22. 100 Squadron Leader JMS Ross "Royal New Zealand Air Force", Historical Publications Branch, Wellington, 1955, New Zealand Electronic Text Centre, URL: http://www.nzetc.org/tm/scholarly/tei-WH2AirF-c18-3.html Accessed 18 June 2010. Harrison, p. 22. 101 Harrison, pp. 22-23. 102 "Wigram" unattributed and undated article from the Canterbury Progress League Archive, Wigram Airfield Christchurch: a collection of articles, Christchurch Public Library, ANZC, unpaginated. Harrison, p. 23 103 Harrison, p. 23. 104 Harrison, p. 24. Conservation Plan Former Wigram Control Tower 2010 31

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 51

In 1947, the post-war situation of the RNZAF was settled, with a plan to establish five regular and five territorial squadrons, with strong long-range bomber capability.105 As a result, it was decided to re- introduce flying training and ground trade training. The No.1 Flying Training School (FTS) was established at Wigram, training new instructors and preparing aircraft for the new intake. In November, the Instrument Flying School moved to Wigram from Whenuapai and the No2 Technical Training School at Wigram was expanded to take a maximum of 72 trainees a year. The first WAAF recruit course completed its training on 17 March 1948. On 1 June 1948, the Station was re-organised into three wings: Administration, Flying and Technical. The Flying Wing was composed of three parts: (1) No1 FTS for ab-initio (from the beginning) training for cadets; (2) Advanced Flying School in three divisions – CFS, Instrument Flying School and Multi- engine Conversion Flight; (3) Air Navigation School. In the Technical wing, the Electrical and Wireless School expanded its activities include a cookery school. In September 1948 the No.3 (Canterbury) Territorial Squadron was established at Wigram, with refresher courses for pilots and navigators. All units of Wigram‟s training schools embraced those undergoing advanced training under Compulsory Military Training, which was made mandatory under the Military Training Act of 1949.106

In addition to training and running refresher courses, Wigram was home to a few other activities. From 1946- 48, the Air Navigation School at Wigram was involved to a mysterious, secret task, called The Canterbury Project, rumoured to be about testing radio waves under certain meteorological conditions. The reserve Air Sea Rescue Hudson was based at Wigram from early 1947.

5.10. Wigram in the 1950s: growth and new collaboration

In the early 1950s there was insufficient interest in joining the RNZAF and training schools at Wigram were under-quota for the first year of the decade. The RNZAF rain a large-scale campaign to attract experienced RAF technical personnel and WAAF. By 1952, these made up nearly 25 percent of the airmen and about half the airwomen of the RNZAF.107 In August 1950, after the outbreak of the Korean War, the New Zealand government announced a major re-equipment of the RNZAF, including de Havilland Devon trainers, the first of which arrived at Wigram on 28 March 1952. The Devons were not retired until 1980.108 In June 1952, the Canterbury Territorial Squadron took delivery of its North American Mustangs, based in no.4 Hangar.109

1952 was a poor decade for flight safety. The RNZAF‟s worst New Zealand air accident occurred over Wigram when two Devons collided, killing seven station personnel on 15 October that year. The Territorial Squad also suffered a loss that year when Flying Officer VC Duckmanton crashed a Mustang into Lyttelton Harbour on 27 September.110

105 Wright, 1998, p. 124. 106 Harrison, pp. 24-26. 107 Harrison, p. 26; Martyn, pp. 188-190. 108 Martyn, p. 192; Harrison, p. 28, Wright, 1998, p. 126. 109 Harrison, pp. 28, 30. 110 Martyn, p. 195; Harrison, p. 28. Conservation Plan Former Wigram Control Tower 2010 32

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 52 and the radio-training of Compulsory Military trainees. The shuffling of various functions saw hangars 4 and 5 dedicated to aircraft servicing by the Technical Wing during 1955.111 Wigram farewelled the No.3 Canterbury Territorial Squadron when it was disbanded on 31 July 1957.112 In 1959 the No3 Technical Training School moved from Taieri to Wigram, in accommodation alongside the Wigram Fire Station. The Ground Training Wing (GTW) came into being due to the increase in trade and recruit training at Wigram. The RNZAF Medical School transferred from Ohakea and joined the GTW in Hangar 7.113 In 1954 the WAAF was renamed the Women‟s Royal New Zealand Air Force (WRNZAF).

Another new development was the use of Wigram as the New Zealand base for the United States Antarctic Polar Squadron under „Operation DEEPFREEZE‟ in 1955. Connections and collaborations with the United States Navy Squadron VXE-6 in their Antarctic operations continued to the end of the decade, when they shifted to Harewood in 1960.114

An RNZAF Antarctic Flight was formed at Wigram on 1 May 1956 under command of Squadron Leader John R Claydon and equipped with an Auster and a de Havilland Beaver light aircraft. It was to assist Edmund Hillary‟s New Zealand party‟s operations in the Ross Sea Dependency area during the summers of 1956-57 and 1957-58. On 3 January 1958, Hillary‟s party became the first overland expedition to reach the South Pole since those of Amundsen (1911) and Scott (1912). The aircraft returned to Wigram in March 1958 and were not deployed again until the 1959-60 season, when the Beaver crashed on the Beadmore Glacier without loss of life; the remains are still there.115

Wigram‟s connection to motor racing had begun the previous decade, when a “standing quarter” club meeting was held there in 1948. The first motor race at Wigram was held in 1949 after the Canterbury Car Club was granted special permission by the Minister of Defence to run the race at the Station. Wigram was selected because using its perimeter tracks for a public road race posed no problems regarding road closure; it drew 25-30,000 spectators and a second race was held again the following year. The Motor Racing Club took over proceedings in 1951 and initiated the 100 mile Lady Wigram Trophy, which was held at Wigram nearly every year from 1951-1994.116

5.11. Wigram in the 1960s: consolidation from Station to Base

111 Harrison, p. 30. 112 Harrison, p. 30, Bentley & Conly, p. 185. 113 Harrison, pp. 33-34. 114 Harrison, p.p. 30-32. 115 Martyn, p. 200; Harrison, p. 32; Wright, 1998, p. 139. 116 The only four exceptions were due to re-sealing or rescheduling. Murray McFadden, Wigram Motor Racing, 1949- 1994: the history of the Motor Racing Club, The MRC, Christchurch, 1996, pp. 7-13. 117 Martyn, p. 202. 118 See Martyn, pp. 206. Conservation Plan Former Wigram Control Tower 2010 33

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 53

Group was formed in September 1965, with Headquarters in Auckland. In February 1966, Training Group (re-titled Support Group in June 1972) was formed at Wigram to control and administer all recruit, officer, flying and technical training in the RNZAF. All remaining Wellington administration was purely policy- focused. The Training Support Headquarters were located in the former Instructional Building at Wigram.119

The acquisition of new aircraft made fresh demands on training, with the imminent arrival of the Lockheed Orions in late 1966 with their advanced technology resulting in the introduction of a new aircrew trade: air electronics operator (AEOP). The first seven operators graduated at Wigram in November 1965.120 Other training changes at Wigram during the decade included multi-engine training in Devon aircraft from July 1961 and the regular training of Malaysian pilots (two per course) and technical personnel from 1961. Change was signalled in November 1969 when an Airtourer came to Wigram for trials as an elementary trainer communications aircraft.121

Other events of note in the decade included the formation of the Wigram Gliding Club in 1961; by 1962 it had 50 members; the hosting of the Silver Jubilee for women‟s entry into the service in April 1962; the first visit to Wigram by an RNZAF Hercules on 11 May 1965 and the commemoration of the 50th year of flying at Wigram with a public open day on 5 November 1967. An officially named aerobatic-formation team was formed in April 1967 for the anniversary celebrations; the Red Checkers performed regularly until 1973.122

From 1 February 1966, as with all other RNZAF Stations in New Zealand, Wigram was renamed RNZAF Base Wigram, a switch from the British to the American naming tradition.123

5.12. Wigram in the 1970s: Helicopters, History and Initial Training

The decade at Wigram began with change, as last Army pilot to be trained on Harvards graduated at Wigram on 8 May 1970. On 23 May that year, two of the first four Airtourers ordered arrived at the Base for the new Royal New Zealand Navy and Army pilot training scheme. In June, three Sioux Helicopters arrived to join Pilot Training squadron, forming the Rotary Flight. This was responsible for the conversion training of RNZN, Army and RNZAF pilots onto helicopters.

The No.3 Squadron Detachment was established in 1970 and based at Wigram to support Army Units in the South Island using two Iroquois helicopters, which arrived in July 1970. However, it was their actions in Search and Rescue and civil aid for which the unit became widely known.124

In June 1973 the RNZAF celebrated the 50th anniversary of the formation of the NZPAF with two events at Wigram. 14 June a dedication was held for a memorial Harvard which was mounted on a plinth at the Base entrance and on 16 June a large open day and air display was held at Wigram.125

119 Martyn, p. 206; Harrison, p. 39. 120 Martyn, pp. 205-6. 121 Harrison, pp, 35, 40. 122 Harrison, pp. 37-40. Martyn, p. 213. 123 Harrison, pp. 39-40; Martyn, p. 206. 124 Harrison, p. 41. 125 Harrison, p. 42. Conservation Plan Former Wigram Control Tower 2010 34

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 54

In 1974-5 a new control cab was designed by the Ministry of Works and Development to replace the vintage 1945 model on the roof of the Support Group HQ (former instructional building).

Major changes took place in training at Wigram in the mid-1970s. All recruit training was shifted from Wigram to Woodbourne in 1976, except for Initial Officer Training. The Ground Training Wing was disbanded, and Initial Officer Training took place under the Command Training School within Flying Training Wing in refurbished and relocated buildings next to hangar 7. On 14 June 1977 17 Harvards completed a final fly-past over Wigram to mark the end of 36 years of service in training thousands of RNZAF pilots. They were replaced by the New Zealand-made Aerospace CT-4B Airtrainer, which began to replace the Harvards from July 1976.126 Multi-engine training had ceased at Wigram in August 1975, when the last pilots‟ Wings presentation was held at the Base. From this point, only the first part of pilot training would take place at Wigram, all advanced and armament training to wings standard would be carried out at Ohakea on Strikemasters. Pilots selected for transport duties would undertake multi-engine conversion with the squadron to which they were posted. The Wigram fleet of Devons was reduced from 14 to 6 aircraft.127

Women personnel at Wigram experienced a major alteration in their status when the WRNZAF was integrated into the RNZAF on 29 July 1977 (along with their Navy and Army sisters‟ integration into their respective services.) From their date, women gained equal status, pay, terms and conditions and access to all trades except that of aircrew.128

In 1975, steps were taken to start a collection that would form the basis of a possible RNZAF Historical Centre at Wigram. Spare rooms and hangar space in Hangar 7 allowed for the storage of historic aircraft from 1976 and the new Historic Flight was established within CFS on 31 July 1979. On 9 and 10 September 1978, Wigram hosted 60,000 people who visited to commemorate he 50th anniversary of Sir Charles Kingsford Smith‟s crossing of the Tasman.129

In 1978, the Mechanical Transport servicing section took over Hangar 5, meaning for the first time since before WWII, mechanics and fitters were able to enjoy a proper environment for servicing vehicles.130

5.13. Wigram in the 1980s: Fokker Friendships, Female pilots and the Air Force Museum

On 31 August 1981 the last of the Devons made its final flight. For over 30 years the type had served as a communications aircraft and as a signals and navigation trainer at Wigram. The Wigram aircraft were replaced with three ex-Air New Zealand Fokker Friendships in 1980, which were primarily dedicated to navigation training but were also used for medical evacuations around the South Island and to the Chathams, economic zone surveillance and as communications aircraft for Wigram based personnel.131

126 Martyn, pp. 211-213; Harrison, p. 41-42. 127 Martyn, p. 214; Harrison, pp. 42, 43. 128 Martyn, p. 212; Harrison, p. 43. 129 Harrison, p. 43. 130 Harrison, p. 44. 131 Martyn, p. 214; Harrison, p. 44. Conservation Plan Former Wigram Control Tower 2010 35

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 55

Throughout the 1980s, operations at Wigram proceeded in a largely unhindered fashion. The Directorate of Manning was moved to Wigram in 1988, joined by staff of the Air Force recruiting office. As a result, new buildings were constructed and occupied and refurbishment took place.132 1989 – additions/alteration to Support Group HQ building.

In 1981, the Commanding Officer at Wigram encouraged a new approach to open days and the „Wings and Wheels‟ day was initiated that year, with motoring activity in the morning and a flying display in the afternoon. It was very successful, with the Air Force share of funds going towards the new museum building. By the end of 1984 the museum concept and a location of hangar 1 had been agreed. Work on the new museum building began in late 1985 and the Air Force celebrated the official opening of the museum on the 50th anniversary of the existence of the Royal New Zealand Air Force: 1 April 1987.

1980s saw the most significant improvement for women in the Air Force since the establishment of the WAAF. On 7 September 1987, Angela M Dickinson reported for pilot training at Wigram; she was awarded her wings one year later as the RNZAF‟s first female pilot. Dickinson, however, was only permitted to engage in non-combat flying roles.133

The beginning of the end for RNZAF Base Wigram was unknowingly signalled with the Lange Government's 1988 review of the Defence force, the “Resource Management Review”, colloquially known as the “Quigley Report” after its author, former politician Derek Quigley. This called for the rationalisation of defence assets, including real estate and Bases.134

5.14 Wigram 1990-1995: the final years of Wigram Air Force Base

In 1991 the Government‟s defence policy was outlined in the White Paper Defence of New Zealand, a rethinking of policy informed by the Quigley Report and which reflected the ending Cold War and the Defence Act of 1990. Part of the policy included closer relations and co-operation with Australia. Alongside other forms of co-operation, in October 1992 it was announced that from the beginning of 1994, all navigator training and air electronic training would be conducted at Royal Australian Air Force Base East Sale in Victoria. The Navigation and Telecommunications Training Squadron at Wigram was disbanded. The Friendships and Airtourers used in navigation training were sold.135

This was merely the beginning. After several months of rumour since the beginning of the decade, in March 1993 it was announced that Wigram would close. This created a substantial shock due to the position the base held in service tradition. From its purchase in 1923 Wigram was the RNZAF's main training base with pilot training one of its principal activities for 70 years. Under the aegis of Project RECAST, flying training moved to Ohakea, all ground trade and command training to Woodbourne, command facilities to Auckland and Wigram‟s assets sold. The final Flying Training Wing parade was held at Wigram on 16 June

132 Harrison, pp. 44-45. 133 Marytn, p. 213. 134 Harrison, p. 47. Derek Quigley, Wikipedia, URL: http://en.wikipedia.org/wiki/Derek_Quigley Accessed 21 June 2010. 135 Harrison, p. 47-48. Wright, 1998, pp. 169, 173. Conservation Plan Former Wigram Control Tower 2010 36

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 56

1993 followed by a flypast of aircraft representing RNZAF flying training: a Tiger Moth, a Harvard, Airtrainer and Macchi. 136

From 1993-1995, Wigram still housed two technical training schools which trained photographers, avionics technicians, cooks, librarians and administrators amongst other trades. From May 1995, a new Air Command Headquarters amalgamating Operations Group and Support Group was established at Whenuapai. No.2 and No.3 Technical Training School had completed their move to Woodbourne by August. Initial officer training and physical education instructor training remained at Wigram until they moved to Woodbourne near Blenheim after the base's closure in 1995.137

Wigram‟s final Wings and Wheels open day was held on 19 February 1995 and attended by 22,000. On 30 March 1995 Vicki Buck, the Mayor of Christchurch, reviewed the last Wigram Charter Parade and the Base Commander formally returned the Charter of the City, originally presented to the RNZAF at Wigram in 1957. Wigram formally closed on 14 September 1995: a formal closure parade was held, the Queen‟s colour paraded and the base ensign lowered for the final time. A final ball was held on base that evening. For the final three months of the year a few personnel remained on base until the final departure on 31 December 1995.138

5 Wigram Airfield, 1996-1997

A 1996 press release by the government, Ngai Tahu and the Christchurch City Council (CCC) announced that Ngai Tahu had signed an agreement that gave them an option to buy the Crown land for disposal at Wigram. The statement proposed an agreement with the CCC to lease most land for use as an airfield, with some land (the Museum and the parcel of Wigram bequest land) remaining in the Government's hands.139

In late 1997, 250ha of former RNZAF Base Wigram was transferred to Ngai Tahu as part of the treaty settlement process.140

During this time, Wigram continued to operate as an airfield for largely civilian purposes.

5.16. Ngai Tahu and the creation of Wigram Park, 1998-2010

On 20 January 1998, the original CAC land (then Lot 1 of DP 77069) was officially transferred from Her Majesty the Queen to Ngai Tahu via Ngai Tahu Property's subsidiary, Wigram Aerodrome Ltd.141

The Christchurch City Council put forward two plan variations during this period that allowed Ngai Tahu to start developing the land: the first in 1998 with regard to the Wigram Special Purpose Zone in order to deal

136 Harrison, p. 48; Wright, 1998, p. 188; Angelo, 1994, unpaginated. 137 Harrison, p.p. 48-49; Angelo, 1994, unpaginated. 138 Harrison, p. 50; Wright, 1998, pp. 189-9. 139 Wigram Air Base – heritage – Christchurch City Libraries. URL: http://christchurchcitylibraries.com/Heritage/Places/Public/WigramAirBase/ Accessed 6 April 2010. 140 Wigram Timeline 1995-2003, NZHPT, Wigram file, Southern Regional Office, Christchurch. 141 CT 44B/318, Land Information NZ. Copy held CCC Wigram Heritage File, Christchurch City Council. Conservation Plan Former Wigram Control Tower 2010 37

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 57 with post Defence Force Uses. A number of Wigram buildings were included in the City Plan Heritage List as individual items, including the hangars and the former Control Tower Building. That year, Ngai Tahu begin to develop housing on the base proper, making use of the existing infrastructure, modernising on base and off-base housing for sale, demolishing or removing timber barracks and the no.2 Officers Mess. No.1 Officers' Mess was renovated and opened as a conference centre called 'Wigram Manor'. In 2000, CCC put forward a second plan variation to the Wigram Special Purpose Zone, this removed the formal defense designation and associated height restrictions from all of the former base except the land occupied by the Museum. 142 This allowed Ngai Tahu to plan and develop the residential development 'Wigram Village' on the former Air Force Base with 'Wigram Park' and 'Wigram Skies' being planned for post-airfield closure (?)

Air traffic control functions remained in the former instructional building from 1939 until 28 February 2009 when Wigram closed as an airfield. Until this date, Wigram Aerodrome maintained its operational aviation character, with several aviation businesses using its facilities. These included Pionair Private Aircharter, Christchurch Parachute School and Christchurch Flying School, all located in the Control Tower. Three Air Training Corps units, and a Cadet Corps unit also occupied a building within the aerodrome.143

5.17. Name changes over time for 'Wigram' ?-1916: Carr's Farm 1916-23: Sockburn Aerodrome 1923-37: Wigram Aerodrome 1937-66: RNZAF Station, Wigram 1966-95: RNZAF Base, Wigram 1995-2008/9: Wigram Aerodrome 2009- : Wigram Village/Wigram Park/Wigram Skies

5.19. History of site ownership

DATE Ownership CT/DP Reference -1916 Carr Family CT unknown; rural sections 913, 1223, 1273, 1924 and part of 1198 1916-1923 Canterbury (NZ) Aviation CT unknown; rural sections Company 913, 1223, 1273, 1924 and part of 1198 1923-1995 His Majesty the King/Her CT unknown; rural sections Majesty the Queen 913, 1223, 1273, 1924 and part of 1198 20 January 1998 Wigram Aerodrome Ltd CT 44B/318; Lot 1 DP 77069 11 November 1999 Wigram Aerodrome Ltd CT 46C/331; Lot 1 81646 30 May 2001 Wigram Aerodrome Ltd CT 5198; Lot 1 DP 301176 15 May 2002 Wigram Aerodrome Ltd CT 26526; Lot 3 DP 306799

142 Wigram Timeline 1995-2003, NZHPT, Wigram file, Southern Regional Office, Christchurch. 143 Wigram Aerodrome, Wikipedia, URL: http://en.wikipedia.org/wiki/Wigram_Aerodrome Accessed 21 June 2010. Conservation Plan Former Wigram Control Tower 2010 38

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 58

6.0. Chronology of significant events

DATE EVENT 22 August 1916 Henry Wigram holds meeting that results in the formation of the Canterbury Aviation Company 20 September 1916 Canterbury Aviation Company (CAC) formed October 1916 Canterbury Aviation Company buys land at Sockburn 1917 French bi-planes arrive 7 May 1917 First flight from Sockburn June 1917 CAC flying school opens at Sockburn 17 July 1917 CAC takes a 10-year lease on neighbouring farm land to extend the property Early 1918 CAC purchases a further 18 acres 10 December 1918 Aviation Act 1918 passed 26 December 1918 CAC entertains a crowd of 3000 at Sockburn Aerodrome with an exhibition of aerobatics, air races and passenger joyrides to generate income 1919 By 1919 CAC had trained 182 pilots for WWI 1 February 1919 CAC instructor Cecil Hill killed in plane crash during aerobatic display 19 March 1919 Colonel AV Bettington arrives in New Zealand to advise on the future of military aviation in NZ 1920 Two hangars are constructed at Sockburn at government expense to house the six aircraft the government pays the CAC to store and maintain 17 May 1920 Since November 1918 the CAC had recorded a loss of £9,479, 2s, 8d 25 August 1920 first plane crossing of Cook Strait made by CAC pilots Captain Dickson, Haslett and Moore 31 January 1921 CAC operates the first scheduled airmail and passenger service in New Zealand, between Christchurch, Ashburton and Timaru Late 1921 Refresher courses for ex-airmen begin at CAC to provide air reserves March 1923 Government agrees to take over the CAC June 1923 Government officially take over the CAC and runs the airbase under a military umbrella. Sockburn is renamed 'Wigram Aerodrome' February 1924 Open day with static and flying displays attended by a large crowd – some pay for joyrides in military aircraft 14 June 1923 NZ Permanent Air Force formed; Wigram is its first base 1925 Government purchases 167 acres at Hobsonville for a combined

Conservation Plan Former Wigram Control Tower 2010 39

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 59

land and seaplane base December 1925 Gladys Sandford becomes the first woman in NZ to achieve a NZ 'A' pilots licence 1926 Henry Wigram knighted for his services to aviation New planes arrive – 6 Avro 504s and 2 Bristol Flyers 17 March 1926 NZPAF Bristol Fighter crashes in Christchurch, killing two and seriously injuring a third 1928 Kingsford Smith completes the first trans-Tasman flight, from Sydney to Christchurch, touching down at Wigram. 1929 Hobsonville established 1932 Wigram donates a further 81 acres to the site. He also donates £2,500 to the Government for an aeroplane. 1934 NZ Permanent airforce renamed Royal New Zealand Air Force Wigram site expanded Sir Henry Wigram dies at his home in Park Terrace, Christchurch 1938 Number 3 (territorial) squadron established. The first squadron based at Wigram 1939-45 No. 3 squadron leaves for WWII Flying training continues at Wigram during the war Post-1945 No. 3 Squadron disbanded; Wigram now largely dedicated to training 1951 Lady Wigram Trophy (car race) first held at Wigram March 1993 Closure of Wigram airbase in 1995 announced

Conservation Plan Former Wigram Control Tower 2010 40

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 60

7.0. Comparative Analysis – Control Tower

When the RNZAF went under its greatest period of expansion in 1937 on the advice of Wing Commander Cochrane, the two existing stations, Wigram and Hobsonville, and the two new stations, Whenuapai and Ohakea, all underwent extensive development or establishment in the form of buildings and runways.144 This is the stage at which Wigram's Instructional building was planned, designed and constructed. The difference, of course, between Wigram and these stations is that Wigram was primarily dedicated to training pilots and in 1937 only Wigram required an instructional building of this particular type. In 1937 Hobsonville "was converted to a stores and repair base and also became a training school for ground personnel."145 A similarly designed watch tower was constructed at Whenuapai, although it was on a much smaller scale.

Whenuapai Airbase control Tower Image 1952 collection Auckland Museum.

144 L Clifton, Aerodrome Services Branch of the Public Works Department: History of the Branch's War Work (1939-1945), Internal Affairs Department, September 1947, reissued by RNZAF Historical Records, January 1983,. 145 Squadron Leader JMS Ross "Royal New Zealand Air Force", Historical Publications Branch, Wellington, 1955, New Zealand Electronic Text Centre, URL: http://www.nzetc.org/tm/scholarly/tei-WH2AirF-c3-2.html#name-021602-mention Accessed 22 June 2010. Conservation Plan Former Wigram Control Tower 2010 41

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 61

8.0. Understanding the place: physical evidence

8.1. Context and setting

The former Instructional Building later Wigram Station Headquarters, then the Control Tower building, is situated on the western margin of the airfield at the end of Corsair Drive, between hangar 3 (now part of the Air Force Museum) and hangar 4. The aerodrome was developed on the SW side of Christchurch in what was then primarily a rural area – probably because of the firm free-draining nature of the ground. In the intervening period, Christchurch city has expanded to partially surround the base. This process has accelerated in recent years with substantial housing development on the former base itself and industrial development on the NE margins of the airfield

During the years of the RNZAF's occupation the area was effectively a complete self-contained township alongside the airfield. It provided all facilities necessary for the residents. Although many of these items have gone the sense of what is now "Wigram Village" or "Wigram Park" remains as a distinct community.146

In its current context, the former Instructional building‟s key physical and architectural relationships are with what remains of the airstrips and also with the hangars that flank the building. The relationship with the hangars is not only due to physical proximity but also, and crucially, because of the cohesive architectural style and original function of the buildings as an expression of the former RNZAF base. All are constructed in reinforced concrete, steel and glass and make use of Moderne design and detailing, albeit with the hangars having a more functional, minimal expression of the style. In the wider context, architectural or aesthetic relationships still exist with other buildings on site, including the former officer‟s mess and quarters (now Wigram Manor) and some of the original 1930s base housing with Moderne or Art Deco detailing.

8.2 Former Control Tower Building - Physical Description

The former Control Tower building is a three-storey block with a shaped, roughly rectangular footprint in a Moderne style, with a super-structure in the distinctive cut-jewel form of an air traffic control cab raised on a centrally placed square podium (containing plant) on the otherwise flat roof. The building has two principal elevations on the long side: the main elevation faces southeast onto the airfield, the secondary elevation faces northwest to the access road.

Each elevation was carefully designed to give the impression of a symmetrical appearance and embellished with the restrained, geometric, streamlined decorative relief particular to the Moderne style and with simple steel window treatments. Both elevations are centrally organised with the southeast elevation having a centrally placed, fully glazed vertical bay window above the main entrance that slices through the first and second floors. Despite this prominent, vertical feature, the elevation has an over-all horizontal emphasis created by the stepped arrangement of the three storeys and the projected, moulded concrete coping to the walls and a tubular steel handrail on the roof. Only the south half (left-hand facing

146 Pam Wilson and Gareth Wright, Proposal for registration for Wigram historic area, Sockburn, Christchurch, 2004, p. 4. Wigram file, HPT, Christchurch. Conservation Plan Former Wigram Control Tower 2010 42

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 62 the elevation) of this façade has the original external circular staircase and horizontal triple banding on the recessed wall of the second floor. The end of that recessed wall and the whole of the projecting central ground floor section have curved end walls. The centrally-placed entrance on the southeast elevation is through a pair of timber-framed doors under a projecting canopy and flanked by a pair of Moderne styled columns with decorative Egyptian capitals and relief moulding on the bases. There are two decks on the first and second floors of the southeast elevation. Each deck is sheltered by the extension of the wall below to windowsill height, which is capped by a projected concrete coping without any further railing.

The northwest elevation has a more vertical treatment with a slightly projecting central section containing long, narrow vertical bands of stepped, projecting moulding flanked with triangular, projecting glazing. 'Reed' moulding fills the wall plane between the pair of centrally placed vertical windows above the central door. At the sides of the central, projecting section horizontal bands of decorative moulding are set into the wall above the triangular glazing. The central entrance is protected by a projecting canopy and flanked by a pair of light-relief vertical mouldings on either side.

The side elevations have a functional, plain yet consistent treatment and are dominated by fire escapes.

Most window details are consistent across the whole of the exterior of the building. All the windows on the ground floor are protected by long, projected bands of moulding, forming 'eyebrows' above them. Windowsills on the exterior are either in long bands across sets of windows or at the base of each window. Other than this, the steel-framed windows are set straight into the concrete walls without any further framing devices.

Circulation on the ground floor is biaxial, with centrally placed entrances creating the main (northwest- southeast) axis through the building, bisected perpendicularly by a corridor, although the careful symmetrical planning of the original design of the main hall has been disrupted by later alterations. On each floor this central corridor running northeast-southwest gives access to offices, storerooms and toilets on either side. Vertical circulation is via an asymmetrically placed staircase on the northwest side of the building, just south of the entrance, this provides internal access to all the upper floors, including the air traffic control cab addition on the roof. Alternative access to the roof is provided by an external, circular stair on the south side of the southeast elevation climbing from the second storey deck created by the stepped-backed form of the elevation.

Notable features of the interior include the cast-concrete staircase with its wrought iron balustrade, the moulded plaster ceilings (hidden behind later dropped ceilings in most rooms) and the decorative incisions in the plastered walls at dado and skirting heights, visible in many rooms and the staircase, possibly hidden behind later timber or board linings in other rooms. Some original doors and fanlights are extant on the second floor (on the east side of the south landing); this landing also features the original 'Korkaid' flooring.

8.3 Former Control Tower Building – materials and construction

The former Control Tower Building is constructed from reinforced concrete with a plaster finish on both exterior and interior walls. Steel framed windows, both sash and casement, are set plainly into the concrete

Conservation Plan Former Wigram Control Tower 2010 43

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 63 walls with several featuring the original Georgian wired glass. Many of the decorative Moderne details are finished in plaster, including the geometric, stylised Egyptian capitals and the surface of the columns at the southeast entrance, the „reed‟ ribbing and projected mouldings above and framing the northwest entrance. Moderne streamlining continues on interior wall plastered finishes, where V-joints mark skirting and dado height. This detailing continues on the staircase, which has a larger zig-zagging V-joint formed in its cast concrete. Original ceilings (hidden behind later dropped ceilings) were also plastered, with a curved, streamlined design; the plaster finish also coated and „rounded‟ all visible column and beam junctions, which emphasises the nature of the reinforced concrete construction. Some original steel picture rails remain on the second floor.

The main entrance doors are in timber and glass on both the principal elevations and are largely glazed with narrow horizontal timber transoms forming a geometric division of the door, the brass kick plates and some original brass hardware remains. The fanlights above with their central chevron patterns have been replaced with vertical timber boarding. Most of the original heart rimu and totara timber fittings and joinery have been removed, with extant examples on the second floor. Also in the southern corridor on the second floor are remains of the original floor coverings: brown marbled “Korkaid” flooring with a chocolate border.147

The main stairs are cast in-situ concrete with a wrought iron balustrade of a geometric design capped with a totara handrail. The extension of the stair from the second floor up to the Control Cab carefully echoes but does not precisely replicate the original design.

The podium of the Control Cab is constructed from timber, glass and vertical corrugated galvanised steel. On the interior the staircase leading up to the landing outside the control cab is lined with vertical timber boarding, otherwise non-glazed walls are painted particleboard or similar.

8.4 Type, Form and Style: the architecture of the Former Control Tower Building

The former Control Tower was designed originally as an Instructional Building by the Architectural Division of the Public Works Department in a restrained yet decided manner according to the Moderne style of the 1930s. Part of the broad family of works known as Art Deco (not restricted to architecture but embracing all kinds of designed objects, including jewellery, fashion, automobiles, ceramics and furniture), the Moderne style was established in the United States in the late 1920s and was adopted all over the world as an expression of the modern age. “Art Deco is the name given to the „modern‟ but not Modernist, twentieth-century style that came to worldwide prominence in the inter-war years… whose purpose was decorative.”148 While the name „Art Deco‟ is recognised as the umbrella term to describe this style, „Moderne‟ is widely accepted as a predominately architectural branch of the Art Deco family that displayed Art Deco decorative tendencies and aspects of avant-garde Modernism but would have been rejected by serious Modernist architects of the day for its non-functionalist, decorative concerns and absence of moral intent. Moderne buildings typically incorporate some Deco ornamental features and

147 Correspondence from Government Architect Mair, 18 November 1938. Wigram Aerodrome Instructional Building Chief Grounds Instructor and Control Tower, 1938-1940. CAXP-2954-CH 150-box 581-43/9/35-pt1, National Archives, Christchurch. 148 Charlotte Benton and Tim Benton “The Style and the Age” in Art Deco 1910-1939, Ed by Charlotte Benton, Tim Benton and Ghislaine Wood, London, V&A Publications, 2003, pp. 13, 22. Conservation Plan Former Wigram Control Tower 2010 44

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 64 decorative details but also frankly express their modern steel or concrete structure in generous expanses of plain wall surfaces and large windows.149

The former Wigram Instructional building has many of the distinguishing features used by Moderne architects: Beaux Art symmetry and axial planning, stepped massing (somewhat disrupted by the 1989 addition), plain plastered (stucco) surfaces, steel windows, horizontal banding and coping, "reed" patterned surfaces, projecting and receding forms, the geometric, linear design of wrought iron stair balustrades, the plastered interior walls with their dado and skirting inscisions, some curved wall and ceiling surfaces and one remaining external circular staircase (whose partner was removed 1989).

It is often thought that the RAF provided a model for the design of RNZAF buildings in the 1930s. There certainly was a close exchange and relationship with the RAF, especially via Wing Commander Cochrane from 1937, and some influence certainly comes from RAF models of architectural design for Air Force bases, which was pertinent at the time as the RAF underwent concurrent expansion in the 1930s. However, as a result of consulting the Royal Fine Arts Commission and three distinguished architects of the day, from 1932 RAF architecture was organised according to a typologically-ordered hierarchy of styles with Neo- Georgian deemed suitable for domestic buildings and more modern style for technical buildings. During the 1934-39 expansion period all elevational treatment was subject to review and approval by the Royal Fine Arts Commission. Some watch towers or instructional buildings were produced in a simplified Art Deco/Moderne style (eg that of RAF Station Rissington). However, until 1936 all were, like Little Rissington's instructional/watch tower, constructed from framed brick, not reinforced concrete. It was not until 1938 and the appointment of PM Stratton as architectural advisor to the Directorate of Works and Buildings that increased use was made of flat roofs and Art Deco characteristics.150

The watch and chief instructor's office for Service Flying Training Schools at Little Rissington is, like Wigram's, a symmetrical composition with a flat roof. It is distinctly different to Wigram, however, as it features a central three-storey tower flanked by projecting two storey wings. Despite its construction in brick, it is also in a more Modernist style, with long, horizontal bands of windows rather than the recessed horizontally grouped sets of vertical windows used at Wigram.

A greater influence on the architectural style of the Instructional Building may have come from the home of the Moderne style – the USA – via the influence of the Works Progress Administration (WPA) under the New Deal. Although no documentary evidence has yet been found to support this, Government Architect Mair had studied and worked in the United States at the beginning of the century and may have kept up- to-date with developments there, especially as regards the use and treatment of reinforced concrete. The USA was where the Moderne or Streamlined Moderne style was originated and refined and the government was also making use of Moderne styled buildings on aerodromes and air force stations in the 1930s. Compared to Art Deco designs of the 1920s, WPA Moderne structures reflect a greater use of conservative and classical elements and have a distinct monumental feel to them associated with the use of reinforced concrete. Elements of this utilitarian style, which lasted until World War II, include classical

149 Benton & Benton, pp. 20-21. William Curtis, Modern Architecture since 1900, London, Phaidon, 1996, p. 291. 150 RAF Bicester Conservation Area Appraisal, October 2008. URL: http://www.cherwell.gov.uk/media/pdf/b/4/RAF_Bicester_Conservation_Area_Appraisal_(October_2008)_-_lr.pdf Accessed 21 June 2010. Gareth Wright, notes made from Paul Francis, Military Airfield Architecture: from airships to the jet age, Patrick Stephens/Haynes, Somerset, 1996, held in NZHPT Wigram file, Southern Regional Office, Christchurch. Conservation Plan Former Wigram Control Tower 2010 45

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 65 balanced and symmetrical form and windows arranged as vertical recessed panels with wall surfaces sheathed in smooth, flat stone or stucco, all features used at Wigram.151 Mair's office produced several other Moderne styled buildings around this time, including the Lower Hutt Post Office in High Street (1940), and he certainly looked to the USA for models for his Spanish-Mission styled and Moderne inflected Blue Baths in Rotorua of 1931-33.

The Control Tower building at Wigram may betray influence from both Britain and the United States but in many ways it is a synthesis of styles, planning and design that is particular to New Zealand in the 1930s. The instructional building contained many functions that were not included in RAF instructional buildings and/or watch towers before 1937, including the fire tender and meteorological functions. In fact, watch tower functions of this type were startlingly new to the RAF itself in 1937, leaving the New Zealand architects free to interpret these needs for themselves. The inclusion of these functions at Wigram alongside construction in reinforced concrete and their own particular take on the Moderne style created a unique design at Wigram. This is particularly visible in the prominence given to the expression of the vertical bay window, the exterior decks on the first and second floors and the external circular stair giving access to the roof from the pilots and watch officer's rooms. It was clearly also important to Mair that the Instructional building spoke of its modernity to a mid-1930s audience that was beginning to readily associate flight, that most modern of twentieth century phenomena, with Moderne and Art Deco buildings.

The former Control Tower Building under Construction 1937-38 collection Ngai Tahu Archives

151 http://www.fullertonheritage.org/Resources/archstyles/pwawpa.htm Accessed 15 June 2010. Conservation Plan Former Wigram Control Tower 2010 46

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 66

9.0. Alterations to the Former Control Tower Building

Alterations to the instructional building began within a few years of its completion. In 1942 the building was taken over as Station Headquarters, although it continued to function as a training facility, several changes were made to its interior on the ground and first floors. A new Link Trainer Building had been constructed on site the previous year, allowing the Link Trainer room on the first floor to be partitioned to allow for an office for the Commanding Officer. The Chief Ground Instructor and Navigation Officer responsible for navigational training were moved into a lecture block created from a dormitory in October 1942. This allowed for other minor alterations in the form of partitions to existing offices and training rooms and allowed for other senior officers, including a WAAF supervisor, to occupy the building. The WAAF supervisor's room involved an extension of the first floor over the double height space of the parachute drying room. The third floor remained dedicated to meteorological and watch functions and the complicated vertical arrangement of the AML training rooms on the ground and first floor also remained unchanged. The commanding officer wrote to the Public Works Department about the changes in December 1942 and the work was undertaken by N Caldwell.152

In 1945 at the end of the war the latest development in air traffic control methodology found expression in the addition of a control cab on the roof. It was a simple structure placed directly on the roof and the cab was accessed via the external spiral stairs from the second floor and then up an external stair from the roof. Construction began in January 1945.153Other alterations occurred to the building during the 1950s and 60s, including changes to the layout of the control cab and various offices in the building. It was probably during this time that the firetender garage was replaced with offices and the garage door replaced with windows to match the existing ones. However, the next known major alteration occurred in 1975 when the 1945 control cab was replaced and the whole building re-roofed.

In these 1974-75 plans, prepared by the Christchurch branch of the Architectural division of the Ministry of Works and Development (MoW&D), the whole building was re-roofed with Dunline sheeting. This covered the hatch in the roof of the third floor that had supplied an image to the camera obscura room below in the original design. New fire escape stairs to the first and second floor levels were also added on the side elevations. The major alteration to the interior in this modification of the building was the extension of the staircase up through the roof to give internal access to the new control cab. Painstaking effort was made to match the cast concrete stairs and wrought iron balustrade to the original 1937 design. The complex form of the control cab itself was created using a rectangular hollow section steel frame engineered by the Civil Engineering division of the MoW&D.154

The next major alteration to the building occurred in 1989 when Beca, Carter, Hollings & Ferner Ltd designed a major extension on the second floor in 1989. This involved extending the building on either side

152 Harrison, p. 22; Lester, Appendix D, pp. 3-4; Proposed drawing dated 11 November 1941, CH 166, Folder 58, Instructional Building, Wigram, National Archives, Christchurch. See letters and memos dated 31 October 1942 and 8 & 23 December 1942, CAXP, CH 150, box 581, 43/9/35, National Archives, Christchurch. 153 Harrison, p. ; Lester, Appendix D, p. 6; see also 'existing floor plan' , Sheet A1, MoW&D plan for reroofing and a new control cab, 1974, copy in CCC Wigram Heritage File, Christchurch City Council. 154 MoW&D plans for Reroofing HQ Building and replacing Control Cab, Wigram 1974-75, CALW, CH 166, 56, AC 5279, National Archives, Christchurch. Conservation Plan Former Wigram Control Tower 2010 47

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 67 of the second floor deck to provide new office space. These alterations required the demolition of the northern external spiral staircase and hence a disruption to the careful symmetry of the Moderne exterior fairly well maintained until this date. However, care was taken to match the window size and rhythm to the original design. The changes also resulted in alterations to the interior fittings on the second floor to accommodate new wall linings.155

Other alterations to the interior fabric have taken place since the departure of the RNZAF from the Base in 1995, including new wall and ceiling linings, new signage and a new bar top formed from an aeroplane wing in a room on the ground floor. At some point the original fanlights with their chevron patterns above the main entrance doors have been replaced with timber boarding. New downpipes have been introduced alongside original ones and alterations have also been made to the garden on the principal entrance.

9.1. Chronology of Modifications to the Former Control Tower Building

Date Modification Author/Source 1942 Alterations to Interior to Proposed drawing dated 11 accommodate functions of November 1942, National Station Headquarters, Archives; Harrison. including Commanding Officer 1945 Addition of a centrally- Lester; Harrison; photographic placed Control Cab on the record from c. 1952 roof c1955 firetender garage replaced Based on research evidence with offices and the garage only door replaced with windows to match the existing ones September 1957 Unknown Plans in Air Force Museum collection (CCC file note) 1964 Alterations to operations Plans in National room Archives/note in CCC File 1965 Sound-proofing of CO's office Plans in National Archives/note in CCC File 1966 Unknown alterations Plans in National Archives/note in CCC File 1974-75 Reroofing and new Control Ministry of Works and Cab Development – National Archives 1989 Extension on second floor Beca Carter Hollings & Ferner Ltd; Newspaper clipping,

155Beca Carter Hollings & Ferner Ltd plas for SGHQ extension, Base Wigram, 1989, held by Ngai Tahu Property, Christchurch. Conservation Plan Former Wigram Control Tower 2010 48

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 68

Museum From 1996 Interior modifications – new Observed on site visit; partitions, new linings probably undertaken to accommodate new tenants post-Base closure

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 69

10.0 Assessment of heritage fabric and form/elements

The following assessment of fabric, form and context, both photographic and descriptive, of all spaces internal and external, is an assessment of the built heritage significance and values through an onsite inspection and through examination of available archival documentation.

An assessment criteria of: High, being fabric or elements considered to make an essential and fundamental contribution to the overall significance of the place; Moderate, fabric or elements making an important contribution to overall significance; Some, makes a moderate to minor contribution to the overall significance of the place; and Neutral, fabric or elements that have no heritage significance and Intrusive - fabric that detracts from overall significance, has been used to evaluate significance of the fabric, elements and spaces.

10.1. Assessment Criteria

High Fabric or elements considered to make an essential and fundamental contribution to the overall significance of the place and should be retained in any proposed change. Any intervention into the fabric or elements identified as being of high significance must be undertaken in accordance with the ICOMOS New Zealand Charter for the Conservation of Places of Cultural Heritage Value.

Moderate Fabric or elements making an important contribution to overall significance and should be retained where possible and practicable. Any intervention into the fabric or elements identified as being of moderate significance should be undertaken in accordance with the ICOMOS New Zealand Charter for the Conservation of Places of Cultural Heritage Value

Some Makes a moderate to minor contribution to the overall significance of the place. Any intervention into the fabric or elements identified as being of some significance should be undertaken in accordance with the ICOMOS New Zealand Charter for the Conservation of Places of Cultural Heritage Value

Intrusive Accretions that detract from the overall significance or that obscure fabric of greater heritage value

Neutral Fabric or elements that have no heritage significance

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 70

10.2. Fabric Table:

OF Original Fabric

LF Later Fabric

RF Replicated or replacement fabric

Wigram site in 1962 note Control Tower, labelled as Headquarters.

Image: RNZAF Base Wigram 1916-1995: End of an Era p.36

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 71

10.3. Plans: Wilkie Bruce Architects 2010: see Appendix Two (note these plans have been scanned and may now not be to scale)

Ground Floor:

First Floor

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 72

Second floor

Roof and Control Tower Cab

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 73

10.4. Exterior:

10.4.1. Principal facade facing south east 2010:

Additional ends to the north east and south east ends were undertaken in 1889. The control tower cab was installed in 1974-75. c1955 Fire-tender garage replaced with offices and the garage door replaced with windows to match the existing. Image above 1937-38 plans J T Mair Public Works Architectural Department National Archives collection

Details: principal entrance, 1974-75 control tower cab and the remaining original roof staircase.

First control tower cab 1945 now replaced by existing 1974-75 cab.

Conservation Plan Former Wigram Control Tower 2010 54

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 74 south east façade - General: Overall rating: (OF) High all contributing structural and architectural elements of levels Contributing elements: of the original 1937-38 External fenestration, entrance porch, central semicircular construction glass detail, remaining original stair case

Ground floor windows, joinery (OF) High

Contributing elements: All original fenestration and entry doors

Ground floor windows, joinery (LF) Some c 1955 to south west end Makes a moderate to minor contribution to the overall replacing original fire-tender significance as it is part of the refurbishment of the building doors form its original use as instructional building to Station Headquarters from 1942.

First Floor Overall rating: (OF) High All original fenestration and detail

Second Floor Overall rating: (OF) High

Contributing elements: original fenestration, detail and remaining original stair case

Second Floor : 1989 additions (LF) Intrusive to the S/W and S/E ends These additions obscure the reading of the original form and symmetry

Control tower cab 1974-74 (LF) Moderate While a later addition it makes an important contribution to overall significance in understanding the use and changes in aviation practice

Principal Entry Porch Overall rating: (OF) High

Contributing elements: Form. Pillars, steps, canopy and doors and door hardware

(LF) Intrusive Infill of fan light, original entry tiles replaced

Original entry porch planned sidelights appear to have not been built see 1937-38 plan detail above

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 75

10.4.2. North West elevation:

North west façade - General: Overall rating: (OF) High all contributing structural and architectural elements of levels Contributing elements: of the original 1937-38 External fenestration, entrance porch, stair and service well construction fenestration and entry porch form and doors

Entry porch (OF) High Steps, architectural side detail, doors and door hardware and canopy

Entry porch tiles (LF) Intrusive original entry porch tiles replaced

Infill of fan light detail above (LF) Intrusive entry door

N/E and N/W single entry doors (LF) Intrusive

Ground floor windows, joinery, (OF) High: All original fenestration, and hardware

First Floor Overall rating: (OF) High

All original fenestration and detail

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 76

Second Floor Overall rating: (OF) High

original fenestration and detail Second Floor: 1989 additions to (LF) Intrusive the N/W and N/E ends These additions obscure the reading of the original form and symmetry

Control tower cab 1974-74 (LF) Moderate While a later addition it makes an important contribution to overall significance in understanding the use and changes in aviation practice

Service housing over service (LF) Intrusive duct well

Control; Tower 1974-75 plans detail (collection: National Archives)

1937-38 original plans detail of central area of N/W facade image detail: central area and Control Tower 2010

Original entry porch tile detail (left) fanlight detail middle and (right)later infill over detail

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 77

10.4.3. Southern and Northern facades:

Southern facade 1989 addition Northern facade 1989 addition

Southern facade Ground floor (OF and LF) Overall rating moderate – general form is of considerable significance but fenestration and original doors removed c1955 to allow alterations to workshop and fire tender area.

First Floor Overall rating: (OF) High

original fenestration and detail Second Floor : 1989 additions (LF) Intrusive to the S/W and S/E ends These additions obscure the reading of the original form and symmetry

Fire escapes (LF) Intrusive

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 78

11.0. Interior: 11.1. Ground Floor Below as designed 1937-38.

Below 1942 alterations

Below – plans as existing 2010

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 79

Ground Floor Office G07 looking through to G08 and hallway Note lowered ceilings and later partitions

Ground Floor Office G09 note evidence of original beams in office GO1 and G02 former fire tender and workshop area.

Ground Floor lobby note lowered ceilings and later lobby partitions Door to service room - detail right Ground floor (OF and LF) Overall interior rating moderate – considerable alteration; partitions have been added over time. general form and original (OF) High fabric such as doors, fenestration detail and hardware and door hardware Ground floor lobby Overall rating: (OF and LF) moderate entry doors and stair and (OF) High service door and area General office areas (OF) Overall rating moderate

Lowered ceilings (LF) Intrusive note: original beams and detail appear to be intact under lowered ceiling and exposed in some areas.

Men‟s and women‟s ablution (LF) Neutral while in original area for ablutions these areas areas have been considerably altered over time.

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 80

11.2. Stair well and service well:

Ground floor plan detail service well view from ground floor through three levels

Stair well from ground floor hand rail detail stair well fenestration

Stairs between first and second levels stair to control cabinet area stair riser detail Stair well and stair case (OF) High ground to second level

Stair well to control tower (LF) moderate

Service well duct (OF) High ground to second level

Stair well and service well duct (OF) High fenestration

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 81

11.3. First Floor: Below as designed 1937-38.

1942 alterations

2010 as existing

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 82

First Floor

Offices F11 and F12 office window detail 1937-38

Office F13 detail lowered ceiling Office F10 view on principal facade

First floor fenestration hardware detail

Office F08 later doors and external opening First floor (OF and LF) Overall interior rating high – while partitions have been added over time this floor retains much of its original form and layout. general form and original fabric such as doors, (OF) High fenestration detail and hardware and door hardware and original light switches Lobby/stair well area and service area including (OF) High fenestration General office areas (OF) Overall rating moderate

External doors Office F08 (LF) Intrusive

Lowered ceilings and later (LF) Intrusive note: original beams and detail appear to be partitions intact under lowered ceiling and exposed in some areas. Offices F11 and F12 (OF) High – these remain in the most original condition with original detail – the door opening between F12 and F13 appears to be sealed in the partition wall

Men‟s and women‟s ablution (LF) Neutral - while in original area for ablutions these areas areas have been considerably altered over time.

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 83

11.4. Second Floor

Office S12 1989 addition lobby are 1937-38 form note lowered ceiling Office S10 original fenestration

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 84

Second floor 1937-38 window hardware S10; c1989 and 1937-38 light switches in lobby; 1989 fenestration note lamson tube outlet in corner S12. Possibly part of the 1942 use as Station Headquarters but incorporated into 1989 alteration.

Possible lamson tube outlets. Office S05 and Office S01 1989 addition

Second floor external elements of 1937-38 design service duct area

Ablutions area in original clerks office plan 2010 1937-38 plan tearoom refurbished but in original tearoom area

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 85

Second floor (OF and LF) Overall interior rating moderate – 189 additions to each end, considerable office partition alteration original fabric such as doors, (OF) High fenestration detail and hardware and door hardware and original light switches

Lobby/stair well area and service duct area including (OF) High fenestration

Lowered ceilings (LF) Intrusive

Lansom tubing N/D (LF)some

General office areas (OF) Overall rating moderate

Lowered ceilings (LF) Intrusive note: original beams and detail appear to be intact under lowered ceiling and exposed in some areas.

Later partitions (LF) Intrusive

1989 additions to south west (LF) Intrusive and south east ends These additions obscure the reading of the original form and symmetry

External door to balcony, (OF) High original stairs and balcony at south west end ablution area in original clerks (LF) Intrusive office

Tearoom (Original Form) Overall rating moderate

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 86

11.5. Control Tower cab and roof:

1937-1938

1942 first control tower cab

1974

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 87

1989 Roof form facing north east and south west; 1938 roof and stairs; cage over 1938 service well duct; junction of stairwell housing extension to principal facade

Control tower cab interior north west south west

Internal stairs to cab 1942 1974 timber detail roof entry 1974 1938 external roof stair detail Roof form and general form (OF to LF ) Overall rating moderate and detail

Control Tower cab 1974 (LF) some – moderate

Interior (LF)Neutral 1937-38 stair on south west (OF) High end, stairs, baluster and detail 1989 roofs to additions to south (LF) Intrusive west and south east ends These additions obscure the reading of the original form and symmetry of the roof detail

Cage over service well duct (LF)Neutral

Stairwell housing over later (LF)Neutral stairway extension 1974 roof security railings (LF)Neutral

Wiring, vents, membrane (LF)Neutral roofing, piping, ducts drainage External vent to lansom tube (LF) some

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 88

12.0. Summary Statement of Significance Summary of Significance: as the birth place of land-based military and civil aviation in NZ; the birthplace of the RNZAF and as a stylistically and functionally coherent precinct of airforce buildings of 30s and 40s.156

Statement of historical significance or value: "The former RNZAF Base Wigram is significant as NZ's first airfield, the birthplace of land-based military and civil aviation in this country – and consequently the site of many aviation 'firsts'. The nominated structures commemorate two important and distinct eras: the pioneering WWI and immediate post WWI period of Sir Henry Wigram and the Canterbury Aviation Company; and the expansion period leading into WWII when the modern RNZAF was born. Despite some demolition, Wigram remains the most significant and comprehensive example of an air force abase of this later phase. Of the other of NZ's current and former air force bases; none have places registered by NZHPT, and few have district plan listings. Ohakea (1938) currently the chief RNZAF base, is being researched as part of the NZHPT's central region's registration project. Hobsonville (1927) has structures scheduled in the Waitakere District Plan. Neither Whenuapai – currently schedulated for closure – and Woodbourne (both set up in anticipation of WWII), nor any of the many smaller ancillary bases such as Taieri (closed 1959) have any identified heritage items."157

Statement of architectural; archaeological; scientific; technological; aesthetic significance or value: "The nominated structures of the former RNZAF Base Wigram have (apart from the former CAC Barracks) architectural and aesthetic significance as a stylistically and chronologically homogenous group of predominantly Art Deco/Moderne inflected military buildings of the late 1930s. The structures have tech sig in their scale, extensive use of reinforced concrete, and employment of new technology – such as the cantilever doors of Hangers four and five.

Wigram is notable in that the overall layout of the base, the building forms, operational systems etc were all based on the RAF model."158

Social; spiritual; traditional ; cultural sig or value: "The former RNZAF base Wigram has spiritual sig as the home of military aviation in NZ and the former site of the majority of air force training. Consequently the former base is the spiritual home of the RNZAF, a place with which all personnel had a special relationship. More specifically, the base is the site where the majority of NZ pilots who fought in the First and Second World Wars received their training, and hence commemorates the many who made the supreme sacrifice.

The former RNZAF Base Wigram has cultural and social sig as the central site of military aviation in NZ for nearly eighty years. In air force culture, the forces of tradition and custom assume great significance. They act to instil an esprit-de-corps and the hierarchical nature of the service – both necessary for optimal functioning of the military command system. The design, spatial arrangement and use of structures and places at Wigram reflected and reinforced the traditions, customs, beliefs and practises (sic) of the RNZAF.

156 Pam Wilson and Gareth Wright, Proposal for registration for Wigram historic area, Sockburn, Christchurch, 2004, p. 1. Wigram file, HPT, Christchurch. 157 Pam Wilson and Gareth Wright, Proposal for registration for Wigram historic area, Sockburn, Christchurch, 2004, p. 5. Wigram file, HPT, Christchurch. 158 Pam Wilson and Gareth Wright, Proposal for registration for Wigram historic area, Sockburn, Christchurch, 2004, p. 5. Wigram file, HPT, Christchurch. Conservation Plan Former Wigram Control Tower 2010 69

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 89

These were originally derived from those of the RAF, but evolved a separate identity within the RNZAF. The role of Wigram in fostering the cultural ethos of the RNZAF was particularly important, given its formative training functions. The former RNZAF Base Wigram thus formed a distinctive community within Christchurch and New Zealand."159

The Minister of Defence, the Hon. D S Thompson, inspecting a guard of honour at Wigram on 28 July 1962. The former Control Tower, then known as the Headquarters, is in the background. Image: RNZAF Base Wigram 1916-1995: End of an Era p.39

159 Pam Wilson and Gareth Wright, Proposal for registration for Wigram historic area, Sockburn, Christchurch, 2004, p. 5-6. Wigram file, HPT, Christchurch. Conservation Plan Former Wigram Control Tower 2010 70

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13.0. Conservation Principles and Policies:

The purpose of this Building Conservation Plan for the former Wigram Control Tower Building is to establish a guide with principles and policies which take account of all relevant constraints and requirements, including legislation and regulatory matters, which affect the building as outlined in Section 4.

The principles and polices in this building conservation plan should also be recognised by the territorial authority and heritage bodies as a guide upon which consents that affect the building‟s heritage values may be considered.

The development of this Building Conservation Plan is in this instance been commissioned by Ngai Tahu Property Development Ltd (the owners) to meet the requirements of a condition consent by the Christchurch City Council for the subdivision of the former Wigram Airfield and to also assist the owners to conserve the heritage values of the building in any future proposed refurbishment and/or upgrade of the building‟s facilities to establish new and viable economic tenancies. A condition report and remedial maintenance schedule has been undertaken by Fulton Ross Architects as part of the conservation plan process and this comments on the physical condition and structural integrity of the place as appropriate. The condition report and remedial maintenance schedule has been based on a thorough visual inspection only. Future planning fro new uses is being undertaken by Wilkie+Bruce Architects.

Any future development, change and deferred maintenance work, should have regard to the assessment of heritage values of the place and the principles and policies outlined in the conservation plan. The building is in generally sound condition though it currently suffers in some areas from deferred maintenance. It is however, accepted that modern functionality including the supply of technical services, and upgraded ablution and kitchen standards may be considered in order to meet future tenant requirements.

The following general principles and policies have been developed from an understanding of the building‟s cultural and social history, its cultural and spiritual significance; it‟s architectural, aesthetic and technological significance, its contextual significance, and takes regard of the building‟s present condition and possible future use. These general principles and policies also take regard of the assessment of the building‟s heritage values as set out in the relevant sections of this report. The principles and policies in this section should guide the conservation of the building, any proposed change or development.

13.1. Key principle: As a general principle, do as much as necessary, and as little as possible in order to maintain the functionality of the building without diminishing the intactness of the remaining original heritage fabric and values

The exterior of the building remains in relatively original form though noting that the later additions at the upper level on N/E and S/W ends in 1989 have removed the ability to read the original intended symmetry

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 91 of design and detail. A considerable number of internal changes have taken place and some deferred maintenance is apparent and this is outlined in the condition report.

13.2. The preservation and maintenance of the intrinsic character of the building.

Reinstatement should be considered in any proposed change to areas that have been altered in the past and where clear plans and records exist of the original. Any work on all elements should be undertaken with care. In particular all elements and original and contributing fabric identified in this plan as having heritage significance should be carried out using only trades people experienced in working on heritage buildings. Any replacement of fabric should only be undertaken where it has ceased to function properly or is considered structurally unsound and should be replaced on a like for like basis.

13.3. That all decisions that affect the building are informed by sound conservation practice and principles including those outlined in the ICOMOS NZ Charter. (App.1).

13.4. That any future development must take regard of the heritage matters within the City Plan and the matters for heritage protection under the RMA.

13.5. That future work does not diminish the authenticity of the original fabric or heritage values – this may include application for dispensation to be considered in some RMA or Building Act requirements.

13.6. That this building conservation plan is reviewed regularly within a time scale not greater than ten years.

13.7. That a copy of this building conservation plan be placed with the Christchurch City Council and New Zealand Historic Places Trust to assist in any decision making with regard to any proposed change to the former Control Tower Building.

13.8. The CCC should be consulted with respect to the development of any plans for proposed change to the fabric of the former Control Tower Building taking account of the specific City Plan Heritage Rules and RMA requirements for this building. The building is not registered by the NZHPT and the Council will consult with the NZHPT with regard to any consent applications for change.

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14.0 . Policies

Policy 1. Any work carried out on parts of high or moderate fabric of heritage significance should be in accordance with the ICOMOS New Zealand Charter (1993) for the Conservation of Places of Cultural Heritage Value.

The ICOMOS New Zealand Charter identifies the following eight conservation processes:

1. Non-intervention (not carrying out any conservation work) 2. Maintenance (the protective care of an historic place) 3. Stabilisation (the arrest of the processes of decay) 4. Repair (the making good of decayed or damaged material) 5. Restoration (returning a place as nearly as possible to a known earlier state by reassembly, reinstatement and/or the removal of extraneous additions) 6. Reconstruction (the introduction of new material to replace that which has been lost and can only be carried out where sufficient evidence is available and the need is essential). 7. Adaptation (modifying the place to suit it to a compatible use, involving the least possible loss of cultural heritage value) 8. Interpretation (making the heritage values of the structure accessible).

Policy 2. Proposed change should retain cultural heritage significance and value and respects existing fabric and form - the evidence it provides is of considerable heritage value

While all periods of change add to an understanding of the historical, social and architectural understanding of the former Wigram Control Tower Building some change, such as the 1989 additions has removed the ability to read the original architectural intent and aesthetic of the upper level of the building. However some areas of change both internal and externally reflect the change of use over time of the building from an Instructional l Building to Station Headquarters to a Control Tower and Administration building, Any proposed future change to allow new and viable uses for the building should be undertaken in a manner that retains where possible and practicable all cultural heritage significance and value respect existing fabric and form.

Existing significant fabric and form should be retained in its original form and position; noting that original fabric is a significant part of the historical make-up and therefore where appropriate should also retain the patina of age.

Thus any proposed change should consider the following principles:  The need to balance meeting present and future needs to allow the building to remain and function viably - it is accepted that some work may be necessary to ensure the continuing viability of the place.

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 To avoid, where possible and practicable, any work that removes or conceals evidence of the form or plan or reduces technological evidence or aspects of the early life of the building such as the staircases.  To undertake work that may reveal original elements such as the removal of later suspended ceilings.  Materials and workmanship should be of a standard comparable with that of the original building  All conservation work should be undertaken by conservation professionals with proven experience of the techniques and materials used in the conservation of original fabric.

The general principles in the following publications by the New Zealand Historic Places Trust may be of assistance.  Guideline 5: Guidelines for Altering Heritage Buildings (2005) by Chris Cochran outlines how a significance assessment can guide how certain elevations or rooms are particularly important and should not be altered, while later additions can be completely demolished without loss of heritage value;  Guideline 6: Earthquake Strengthening, by Lou Robinson and Ian Bowman Sets out the key issues for the structural evaluation of heritage buildings and provides information about strengthening buildings whilst at the same time respecting their heritage fabric.  Guideline 7: Fire Safety, (2000) by Carol Caldwell and Hamish MacLennan which gives expert advice on protecting buildings and the people who use them from fire, without compromising the buildings‟ heritage value;  Guideline 8 : Making Heritage Buildings Accessible, by Julia Gatley provides practical suggestions for making buildings accessible in ways that respect their heritage values.  Guideline 10 : Developing Heritage Buildings, by Sarah Holman Identifies the issues and recommends procedures for undertaking development projects

Policy 3. Change should not be based on conjecture but on evidence of a known earlier state

An understanding of the former Wigram Control Tower Building has been based on site visits, historical research, original plans and early photographs. Fulton Ross Architects have also prepared a building condition report and Wilkie + Bruce Architects have provided plans of the building in its current form.

Policy 4. Managing change: All change must be carefully considered and conceived in order that the original fabric form and design intent are not compromised. It is accepted that a balance between retaining heritage fabric, form and value may at times be required to meet current and future needs for the building to continue to function.

Future requirements will need to be carefully considered and conceived in order that the building and site‟s architectural and contextual values and aesthetic integrity are retained. It is accepted that some change may be necessary to ensure the continuing operational viability of the building.

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 Work that further conceals or reduces technological evidence should be avoided where possible and practicable.  It is acceptable to reconstruct elements where archival plans or photographic or documentation exist – no work should be undertaken based on conjecture.  Where possible and practicable original features hidden by change overtime such as original ceiling detail hidden by later suspended ceilings or beams and detail hidden by later partitions should be conserved and revealed.  No work should be carried out that alters or removes significant fabric other than where necessary to ensure continuing structural viability, and on occasion in conjunction with the principles and polices of the conservation plan, operational viability or where deterioration has occurred.

Policy 5. All change should be reversible or repeatable where possible and practicable

Whilst change may be desirable to prevent further deterioration to particular parts of the building, or to allow for a viable new use, it is important that where possible, any works should minimise risks to the original heritage fabric and form, and most significantly should only be undertaken if necessary and within the parameters, guidelines and policies of this conservation plan to ensure the ongoing use of the building.

Conservation intervention and new works should also allow for the possibility of future conservation action where possible. This is likely to involve the ability for works to be able to be undone so that original heritage fabric can either be revealed, or more informed conservation practices undertaken due to advances in the understanding and techniques of heritage restoration.

Policy 6. Maintenance: A regular programme of maintenance should be developed and implemented as a means of preserving fabric. This shall include formation of:  A risk mitigation schedule in accordance with the Building Condition Report;  identifying any ‘at risk’ areas identified in the Building Condition Report;  A cyclic maintenance schedule which outlines and implements works to prevent any further deterioration to any ‘at risk’ areas indentified in the risk mitigation schedule. The necessity for cyclic maintenance works, and the techniques to achieve such, to prevent the further deterioration of areas identified in the risk mitigation schedule, are supported by, and balanced against, the other policies above and principles as outlined in Section 13 of this Conservation Plan.

In conjunction it the preparation of this Conservation Plan a Building Condition Report has been developed. Ideally this should be worked into a cyclical maintenance plan in order to implement a long term strategic maintenance programme. Remedial maintenance must be undertaken on a regular basis in order to prevent any or further deterioration of the heritage fabric. The issues outlined in the condition report and remedial maintenance schedule may require temporary protection measures in the interim until the full conservation and refurbishment plans are developed and implemented.

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Policy 7. New and future work/alterations

Considerable alteration has taken place over time as the building‟s use and subsequent needs have changed. Some change has now become an integral part of the understanding of the building‟s social history. Thus it is important before future work is undertaken, that a Temporary Protection Plan is in place in order that not only existing fabric is protected but any fabric revealed through alteration that adds value to the understanding of the place can be well recorded and/or conserved. Any such discoveries should be well documented and measured against the findings of this report.

 In contrast to repairs/change, as described above, any new work undertaken to the building should be undeniably new, yet sympathetic in form and material to the existing place.  Any new work that replicates or reinstates a known former element should be date stamped to identify it from original fabric.  New work should be reversible wherever practical and possible. This means original and/or significant fabric should remain insitu and be able to be recovered at a later date.  If original or significant fabric is required to be removed the action should allow for reinstatement where possible and practicable.  A Temporary Protection Plan (TPP) (App. 8) should be prepared prior to the proposed future alterations and conservation work being undertaken with particular regard to areas deemed of high significance.

Policy 8. Conservation processes and other activities involving intervention should be recorded.

 Original fabric removed should be numbered or documented, appropriately stored and carefully recorded by photograph, plan and inventory.

 All change must be recorded; recording change to listed heritage buildings is specified as a requirement within the Christchurch City Plan (Section 10, 1.3.5) which states that all areas of change are to be recorded .

Policy 9. This conservation plan should be periodically reviewed and amended as necessary.

New information may be discovered that may have a bearing on conservation of the building and statements within this conservation plan. In these cases, it would be appropriate to modify the plan to take account of these new developments and it is recommended that the plan be reviewed at five yearly intervals.

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15. Bibliography

Angelo, Thérèse, "Sorting the fact from the fiction: the history of Wigram and the 'gift' land", Wigram Airfield Christchurch: a collection of articles, Christchurch Public Library, ANZC, unpaginated.

Bentley, Geoffrey & Maurice Conly, Portrait of an air force: the Royal New Zealand Air Force 1937-1987, Grantham House, Wellington, 1987

Benton, Charlotte, Tim Benton & Ghislaine Wood (Eds), Art Deco 1910-1939, London, V&A Publications, 2003

Christchurch Public Library, 'Christchurch Place Names', http://library.christchurch.org.nz/Heritage/PlaceNames/ChristchurchPlaceNames.pdf Accessed 1 June 2010

Curtis, William, Modern Architecture since 1900, London, Phaidon, 1996

[Harrison, Paul] RNZAF Base Wigram 1916 to 1995: the end of an era, RNZAF, Wellington, 1995.

McCarthy, D, 'Stakes Bonanza for Christchurch Club' 24 July, The Press, http://findarticles.com/p/articles/mi_8033/is_20070724/ai_n43534209/ Accessed 1 June 2010

Mosley, M, Illustrated Guide to Christchurch and Neighbourhood, JT Smith & Co, 1885, New Zealand Texts Collection http://www.nzetc.org/tm/scholarly/tei-MosIllu-t1-body1-d7-d16.html Accessed 1 June 2010

Noble LM, Sir Henry Wigram: pioneer of New Zealand aviation, Whitcombe & Tombs, Christchurch, 1952.

Ogilvie, Gordon, 'Wigram, Henry Francis 1857 - 1934'. Dictionary of New Zealand Biography, updated 22 June 2007, URL: http://www.dnzb.govt.nz/ Accessed 17 May 2010.

Wilson, Pam & Gareth Wright, 'Proposal for registration for Wigram historic area, Sockburn, Christchurch,' 2004. Wigram file, NZHPT, Christchurch.

1918/9 CAC pamplet quoted From Wigram paper (unattributed): The position is changed, and from now onwards it is the intention of the Directors to accept private pupils and provide instruction which will enable them not only to learn to fly their machines, but to attend to their upkeep and repair minor damages. It may be confidently assumed that there is a great future in front of aviation in New Zealand… there will spring up a number of passenger services, each employing its aerial and mechanical staff, and residents in the country will want their own 'planes, bringing them within an hour or two of their city.

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BUILDING CONSERVATION PLAN AND CONDITION REPORT WIGRAM HANGARS 4 AND 5

DRAFT

July 2010

Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 1

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CONTENTS

Section one: Building Conservation Plan:

1. Introduction and Overview………………………………………… p.4 2. Executive Summary …………………………………………………. p.7 3. Summary of conservation principles ……………………………. p.9 4. Legislation …………………………………………………………….. p.9 5. Understanding the Place Documentary evidence ...………... p.14 6. Chronology of significant events ...... p.46 7. Understanding the Place Physical evidence …………………. p.48 8. Comparative Analysis ...... p.54 9. Summary statement of significance ...... p.55 10. Assessment of Heritage Fabric and form ...... p.57 11. Conservation principles and policies...... p.67 12. Bibliography ...... p.73

Appendices:

Appendix One: ICOMOS (NZ) Charter

Appendix Two: Plans (a) current (b) historical

Appendix Three: Certificates of Title and Deposit Plan

Appendix Four: Site Plan

Appendix Five: zone map and aerial images

Appendix Six: Archaeological Report

Appendix Seven: Temporary Protection Planning Information

Section two: Building Condition Report: Fulton Ross Architects

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Section one: Building Conservation Plan

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1. Introduction and Overview

1.1. This building conservation plan and building condition report was commissioned by Alan Grove, Development Manager, Ngai Tahu Property Ltd Christchurch, to assist with the decision making process for the adaptive reuse of the former Wigram Air Base Hangars 4 and 5. The Conservation Plan is a condition of consent for the Stage 6 subdivision Resource Consent issued in 2007. The conservation plan and building condition report have been prepared by William Fulton of Fulton Ross Architects Christchurch and Dr Jessica Halliday and Jenny May of Heritage Management Services, Christchurch.

1.2. Overview:

Hangar 4 and 5 only are the subject of this conservation plan – a separate conservation plan has been developed for the former Control Tower building.

These items are not registered by the New Zealand Historic Places Trust Pouhere Taonga (NZHPT).

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Originally known as hangers 1 and 2, were built 1934-36, and were considered the first buildings of the rearmament programme of the then Permanent Airforce and symbolize the junction in the development of the RNZAF. Built of reinforced concrete and designed by the Public Works department they are in a functional Moderne style and relate architecturally to the Control Tower to the south-east. Placed on the perimeter of the now decommissioned airfield and adjacent to the Control Tower built in 1939, they have always held considerable site prominence. The Control Tower building was built originally as the Instructional building and was designed by the Architectural Division of the Public Works Department in a restrained Moderne style a design that clearly relates stylistically to the hangars 4 and 5 .

On 20 January 1998, the original CAC land (then Lot 1 of DP 77069) was officially transferred from the Crown to Ngai Tahu via Ngai Tahu Property's subsidiary, Wigram Aerodrome Ltd.1 The Christchurch City Council put forward two plan variations during this period that allowed Ngai Tahu to start developing the land: the first in 1998 added rules to the Wigram Special Purpose Zone in order to deal with post Defence Force Uses. Despite the change of ownership Air traffic control functions remained in the Control Tower building until 28 February 2009 when Wigram closed as an airfield.

The hangars have been used for vehicle storage and certification and are currently used by the contractors for the Ngai Tahu Wigram Skies residential development.

Contractors machinery occupying Hangar 4 2010

Car storage Hangars 4 and 5 2010

1 CT 44B/318, Land Information NZ. Copy held CCC Wigram Heritage File, Christchurch City Council. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 5

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1.3. Property details: Owner: Wigram Aerodrome Ltd a subsidiary of Ngai Tahu Property Ltd

Physical Address: Springs Road Legal description: Lot 1 DP77069 Zone: L3

1.4. Owner/Operator Requirements:

1.4.1 The statement below has been provided by the client, Ngāi Tahu Property Ltd, to outline their requirements for the future use of Hangars 4 and 5.

1.4.2. Introduction

1.4.3. Utilisation

During the last 12 or so years of WAL‟s involvement with these buildings at Wigram, WAL has administered and managed over 200 tenants undertaking a variety of activities. The main ones have been set out in a schedule provided previously. Within the Control Tower these have typically included uses as offices, training facilities and residential accommodation. In respect of Hangars 4 and 5 typical uses included aircraft and helicopter hangar, storage and distribution of various machinery, vehicle certification and multiple general passive storage tenants.

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1.4.4. The Future The future uses of these two large concrete hangars must again be sustainable in the long- term. There will undoubtedly be some very large conversion costs for any future use and therefore the selection of operator and tenure under which the building operates is crucial. The buildings will be located in a predominantly residential area and must complement rather than detract from this new setting. Previous uses such as storage and distribution using heavy machinery with the associated multiple traffic movements are less than ideal within this environment and as the area slowly changes we would anticipate more focus on perhaps sports and leisure facilities, training and passive long-term storage. Whatever the outcome in the end, Ngāi Tahu Property Ltd will undoubtedly be investing a great deal into the future of these buildings and it is essential that every option available at the outset be fully explored and not limited at this point in time.

1.4.5. Owner/Operators’ Objectives

1. Establish a commercially sustainable future for all three buildings.

2. Honour the part each of the buildings has played in Wigram‟s history to date.

3. Turn to the future and ensure that the buildings continue to play an active part in attracting people to live in the new community at Wigram Skies.

4. Provide exceptional facilities which become a hub of activity at Wigram Skies based around sustainable, long term uses.

5. Explore all tenure options in the best interests of the buildings themselves.

2. Executive Summary:

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effects of change on the architectural, historical and social, technological, cultural, archaeological and context significance.

This conservation plan therefore addresses the following:  The heritage significance of the place through the documentary, and physical evidence.  An assessment, both photographic and documentary of the heritage values and significance of the physical fabric of hangars 4 and 5.  A condition report that documents the current state of hangars 4 and 5.  Policies with regard to the matters pertaining to the purpose of conservation.

2.3. As noted above Hangars 4 and 5 are Group 3 heritage building in Appendix, Part 10, Vol 3 of the City Plan. It is not registered as an Historic Place by the New Zealand Historic Places Trust Pouhere Taonga (NZHPT). The building conservation plan outlines in brief the legislation in place with respect to heritage matters for items protected at this level. The details and rules of any legislation must be considered in any future work to be undertaken.

2.5. A condition Report for hangars 4 and 5 has been prepared by Fulton Ross Architects and forms Section Two of this conservation plan

2.6. Acknowledgements

The sources of archival photographs and plans are as noted below each image. The contemporary colour photographs were taken by professional Photographer John McCombe, Dr Jessica Halliday and Fulton Ross Architects in 2010.

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3. Summary of conservation principles and policies:

4. Legislation

4.1. Current legislation provides measures for any future management and development of places of cultural heritage value and significance. Before any future change or conservation of hangars 4 and 5 are considered, careful consideration of all areas of applicable current legislation and of best practice heritage management guidelines must be considered to ensure that the heritage values are appropriately respected and protected.

4.2. Regard to this should include, but not be limited to:

Though there is no statutory or regulatory requirement, consideration should also be given to:

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 The ICOMOS (NZ) Charter for the conservation of places of cultural heritage value (1993)

4.3. Historic Places Act (HPA)

4.3.1. The NZHPT does not register the former hangars 4 and 5 and the extensive ground works undertaken over time to the immediate setting and at the time of construction in 1934-5 severely limits the potential for pre1900 archaeological remains. An Archaeological Report has been undertaken and is attached in Appendix 6 .

4.4. Christchurch City Council City Plan:

4.4.1. The hangars 4 and 5 are Group 3 heritage buildings listed in Appendix one, Section 10, Volume III of the Christchurch City Council‟s City Plan. They are therefore subject to the matters outlined in the City Plan for Group 3 heritage items and is subject to a resource consent process for any work undertaken to the built heritage fabric.

4.4.2. The City Plan notes in 1.3.2 Group 3 and Group 4 Buildings, places and objects (Listed in Appendix 1)

1.3.2 Group 3 and Group 4 Buildings, places and objects

(a) Community standard Any demolition of a Group 3 or Group 4 building, place or object shall be a discretionary activity.

(b) Development standard Any alteration or removal of a Group 3 building, place or object, or any removal of a Group 4 building, place or object shall be a discretionary activity, with the exercise of the Council's discretion limited to matters concerning the heritage values of a protected building, place or object. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 10

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• Historical and Social Significance

• Cultural and Spiritual Significance

• Architectural and Artistic Significance

• Group and Setting Significance

• Landmark Significance

• Archaeological Significance

• Technology and Craftsmanship Significance

This conservation plan has taken the criteria into consideration in determining its methodology for assessing the heritage values and significance of Hangars 4 and 5.

4.5. Resource Management Act 1991 (RMA)

4.5.2. RMA Section 6 outlines matters of national importance noting that in achieving the purposes of the Act all persons must recognize and provide for:

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2 http://www.building.govt.nz Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 12

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4.7. City Plan Zone

Image: City Plan planning maps map 45B (see Appendix 5)

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5. Understanding the Place documentary evidence: Site History

Wigram site and airfield prior to work commencing – hangars 4 and 5 marked Image: Google Earth 2009

Wigram site and airfield under construction for Wigram Skies development 2010 - hangars 4 and 5 Image Ngahi Tahu Property Development

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5.1. Māori History

The former Wigram airfield site lies within the South-West area of Christchurch and has a history of early Māori occupation. Ngāi Tahu, and before them Ngāti Mamoe and Waitaha, maintained both permanent and temporary habitation sites - the waterways and rivers provided rich mahinga kai areas.3 Māori used this network of springs, waterways, swamps, grasslands and lowland podocarp forests that once covered Christchurch, to gather natural resources and harvest food. The swampy flatlands of the present day site of Christchurch were abundant with food and the rivers – the Ōtākaro / Avon River and Heathcote River/Ōpawaho provided principal food sources. It is noted in the Ngai Tahu tribal records up to 1880 what the type and breeds of food taken along these areas. For example inaka, tuna, parera (grey duck), putakitaki (paradise duck) and the areas also included potato and turnip cultivation such as the gardens at Ōpawaho .4

Image: Southwest Christchurch Area Plan Part C The Plan p.477

3 City Council Southwest Christchurch Area Plan April 2009 p.18 4 Rawiri Te Marie Tau, Puaari: Canterbury Provincial Council Buildings, June 1994. p.8 5 Canterbury Park Draft Management Plan 2010 .9.6 p.70 6 Rawiri Te Marie Tau, Puaari: Canterbury Provincial Council Buildings, June 1994. p.8 7 http://resources.ccc.govt.nz/files/SWAP2009FinalDocumentLR-southwest.pdf April 2009 Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 15

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The Moari heritage associated with the Wigram site is reflected in the logo for the development. The documentation for the Wigram Skies development notes that the “… raukura (feather) depicted in the company‟s logo draws reference to the vast Canterbury skyline and the long association Wigram has had with flight. In particular, the various forms within the raukura acknowledge the cultural significance of this area to local Māori heritage by referencing a number of local wāhi tapu and wāhi taonga The heru is suggestive of a traditional comb (heru) used to adorn the topknots of high ranking people. The three koru figures represent three significant wāhi tapu associated with the Wigram Skies landscape: Ō-Te- Ika-i-te-”. ¹8 Ana, Ō-Tū-Matua and Mānuka.

The South West Area Plan and the Christchurch Libraries Te Kouka Whenua note that there were a number of early settlements in the area :

9 9 http://www.wigramskies.co.nz/wigram-past-and-future/te-heru-o-kahukura 10 http://christchurchcitylibraries.com/TiKoukaWhenua/Manuka/ Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 16

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5.2 Early European History

Prior to purchase by the Canterbury (NZ) Aviation Company in 1916, the 106 acres created by rural sections 913, 1223, 1273, 1924 and part of 1198 formed Carr's farm.11 This is the land on which Hangars 4 and 5 sit. This area on the southwest outskirts of Christchurch was generally known as Plumpton Park, after the neighbouring trotting club. Plumpton Park Club began its existence as a hare coursing club with greyhounds but as that failed to flourish it became a trotting club in 1891. Wigram bought the Plumpton Park club (then known as Canterbury Park Club) land in 1931, gifted it to the government for use by the Air Force in 1932 and it now forms part of the land on which the Air Force Museum lies.12

5.3 Sir Henry Wigram and the Canterbury Aviation Company (1916-1923)

The transformation of the farm into an airfield and, subsequently, the site's pivotal role in the development of aviation in New Zealand was driven by the vision and determination of one man, Sir Henry Wigram (1857-1923). With little or no government support, in fact, in the face of a great deal of political apathy, Wigram established a private flying school that became the cradle of civil and military aviation in New Zealand.

Image: Sir Henry Wigram, 1857-1934. Collection Christchurch Libraries

11 Thérèse Angelo, "Sorting the fact from the fiction: the history of Wigram and the 'gift' land", Wigram Airfield Christchurch: a collection of articles, Christchurch Public Library, ANZC, unpaginated. See also, letter to the Christchurch City Manager from NZHPT, 3 December 1996, CCC Wigram Heritage File, Christchurch City Council and Memo on file regarding Wigram Costs, CH 150, 43/1/1 Wigram Costs, 1930- 1946, National Archives, Christchurch. 12 Noble, Wigram bio, p. 29; Christchurch Public Library, 'Christchurch Place Names', http://library.christchurch.org.nz/Heritage/PlaceNames/ChristchurchPlaceNames.pdf Accessed 1 June 2010; M Mosley, Illustrated Guide to Christchurch and Neighbourhood, JT Smith and Co, 1885, New Zealand Texts Collection, http://www.nzetc.org/tm/scholarly/tei-MosIllu-t1-body1-d7-d16.html Accessed 1 June 2010; Ron Bisman A Salute to trotting: a history of harness racing in New Zealand. 13 Gordon Ogilvie, 'Wigram, Henry Francis 1857 - 1934'. Dictionary of New Zealand Biography, updated 22 June 2007, URL: http://www.dnzb.govt.nz/ Accessed 17 May 2010. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 17

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The first meeting of the Greater Christchurch Council [8 Apr. 1903] Mayor Henry Francis Wigram (1857- 1934), the first Mayor of greater Christchurch, is in the chair. The meeting was held at the City Council chambers and was attended by the mayors and councillors of the city and suburban councils. Sydenham and St Albans were the first suburbs to amalgamate with the city. CCL PhotoCD 7, IMG0021

Wigram's presiding passion, however, was aviation. He visited England in late 1908, when the new science and recreation of aviation was receiving wide publicity.15 At this point aviation was very much in its infancy: the Wright Brothers had achieved powered flight only five years earlier, on 17 December 1903, and it was not until the following year, on 25 July 1909, that Louis Bleriot made his famous flight across the English Channel.16 New Zealand had its own pioneers, including farmer/amateur-engineer Richard Pearse (1877-1953), actively devising aircraft from 1900, Bertram Ogilvie, who started making aircraft from 1907, Bert Pither, who flew his home- built monoplane at Oreti Beach at Invercargill on 5 July 1910 and Arthur Schaef, who trialled his home-built 'New Zealand Vogel' in 1911.17 It was when aviation was in this nascent state that Wigram, during a debate in the Legislative Council in 1909, first proposed the New Zealand government consider the possibilities of aerial defence: "We have always been in the forefront

14 Oglive 15 Oglive. 16 LM Noble, Sir Henry Wigram: pioneer of New Zealand aviation, Whitcombe and Tombs, Christchurch, 1952, p. 8. 17 Matthew Wright, Wings over New Zealand: a social history of New Zealand aviation, XXXX. 'Replica plane to recreate historic flight', The Press, 17 June 2010, A14. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 18

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of progress, and I ask whether we should not now take up the matter of aerial navigation".18 This daring suggestion fell on deaf ears and it was not until 1912 that the first New Zealander soldier was sent to Britain to receive training "in infantry work with a course of aviation."19

Wigram, however, could not be deterred from advocating New Zealand's engagement with civil and military aviation. He had been particularly captivated and encouraged by his first sight of an aeroplane in flight during a visit to England in 1913. Motivated by the desire to support the Royal Flying Corps (RFC) after the outbreak of war in 1914 and heartened by the establishment of Leo and Vivian Walsh's New Zealand Flying School (for seaplanes) at Kohimarama in 1915, he introduced a motion into the Legislative Council on 18 May 1916, "that the government should establish a school or schools of flying, in preparation for the formation of an aviation corps for purposes of national defence."23 The government's position, however, remained unchanged, believing that the establishment of schools was "not a practical necessity [and]… unlikely to be of immediate advantage…"24 The Minister of Defence James Allen, however, "privately informed Wigram that while the government was not prepared to establish a South Island school on its own account, it had no objection to its being undertaken by private enterprise."25 It was with this attitude that New Zealand became the only Commonwealth country where private companies were exclusively responsible for the training of RFC pilots.26

18 Noble, p. 12. 19 Noble, p. 13. 20 Geoffrey Bentley and Maurice Conly, Portrait of an air force: the Royal New Zealand Air Force 1937-1987, Grantham House, Wellington, 1987, p. 2. 21 Bentley and Conly, p. 2. 22 Noble, pp. 3, 13. 23 Quoted in Noble, p. 19. 24 Noble, p. 20. 25 Noble, p. 21. 26 Bentley and Conly, p. 3. 27 Noble, p. 22. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 19

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Zealand's first land-plane flying school. At this meeting the formation of the Canterbury (NZ) Aviation Company (CAC) was proposed and a provisional board of directors elected. This civilian company was registered on 20 September 1916, and its stated objectives were "to establish a school or schools of aviation in Canterbury or elsewhere in New Zealand; to provide a tuition fleet, flying grounds, appliances and equipment including plant and machinery for repairing and possibly later on, building aeroplanes; to train aviators for the Royal Flying Corps (RFC) of Great Britain and, after the war, for the defence of the Dominion and for every other purpose to which aviation is applicable."28

Early in 1917 the War Office informed the CAC that they had received official recognition from the RFC. This meant that all those who received their pilots certificates from the CAC would be offered commissions with the RFC, a refund of £75 towards their tuition fees (which were set at £100) and that the RFC would send an officer to assist the school. All this was on the condition that the school would only train those who were willing and eligible for service.33 In June 1917 the CAC admitted its first six pupils, around about the time that Wigram became the first passenger on a flight from Sockburn.34In less than eight weeks these first students graduated and received their pilot's certificates, based on a mere 4-6 hours flying time. One of the first pupils was JC (Bert) Mercer, who became the assistant instructor at the CAC, and in 1934 went on to found Air Travel (NZ) Ltd and become a pioneer of West Coast routes. Ernest Taniwha Sutherland became the first Maori pilot when he qualified at Sockburn in 1917; he went on to serve an air observer with the RAF during the last months of the war.35

28 A pamphlet published by the company on its formation in September quoted in Harrison, RNZAF Base Wigram 1916-1995, p. 4. 29 Coleridge had become operational only one year earlier, in 1915. Noble, pp. 27-28; 41. 30 Noble, p. 28. 31 Noble, pp, 25, 33, 42. 32 Noble, pp. 27-30. 33 Noble, pp. 31, 34. 34 Noble p. 35. 35 Martyn, p. 52. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 20

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The CAC after WWI: convincing the government to form a NZ Air Force After Armistice, the CAC had to reposition itself for survival during peacetime. A pamphlet issued by the CAC in late 1918 envisaged a future where private individuals would embrace the aeroplane in the same way in which they were beginning to use motorcars. 37 Despite planning to focus on private pupils and the maintenance and storage of aircraft, revenue was expected to fall and the company expected to recoup income from joyrides and exhibitions. This began almost immediately and on 26 December 1918 the Sockburn Aerodrome entertained a crowd of 3000 with an exhibition of aerobatics, air races and passenger joyrides.38 The CAC was dealt a blow on 1 February 1919 when Cecil Hill died in a crash during an aerobatic display over Riccarton Racecourse; this event marked the gradual decline of the company, as with the loss of its chief pilot and without suitable aircraft to support commercial operations beyond joyrides and exhibitions, its future became increasingly uncertain.

Cecil Hill takes Henry Wigram on the first dual flight at Wigram – painting by R M Conly. Image: RNZAF Base Wigram 1916-1995: End of an Era p.5

36 Harrison, p. 6. 37 "Wigram" unattributed and undated article from the Canterbury Progress League Archive, Wigram Airfield Christchurch: a collection of articles, Christchurch Public Library, ANZC, unpaginated 38 Noble, p. 54. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 21

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latest type, a loan to assist with Bettington's visit.39 During his seven months in New Zealand, Bettington spent time at Sockburn Aerodrome, where the aircraft were stored when not in use.

Socburn (later Wigram), Airfield in January 1918 showing hangars and accommodation at the rear. Image: RNZAF Base Wigram 1916-1995: End of an Era p.5

Bettington's initial report in June 1919 recommended that the government employ wartime pilots in seven squadrons with the necessary support, and that, in addition to forming other sea and land bases, they take over the CAC and the Sockburn Aerodrome as the nucleus and training centre of the new air force. His plan envisaged a force of 70 officers and 299 men by 1923 and a Territorial Air Force of 174 officers and 1,090 men by 1928.40 Bettington's report was considered far to ambitious and expensive by the Government and the Minister of Defence asked for an alternative at a reduced cost; Bettington's subsequent report slashed 3 squadrons and recommended land flying at Sockburn. Meanwhile, the British government offered to give New Zealand, alongside other Commonwealth nations, 100 aircraft from a large pool of war surplus machines. Despite Bettington's encouragement, the Government dithered over the offer, and it wasn't until six months later that they accepted 33 aircraft, including the four loaned 'Bettington' aircraft, although they had to settle for largely inferior machines, the better planes being snapped up by other members of the Commonwealth.41 Bettington's reduced recommendations were eclipsed by the collapse of the wartime coalition government, and even the temporary measures he proposed, including subsidising the two flying schools, were not given consideration, despite his warning to the Minister of Defence, Allen, that Sockburn might "languish and the directors decide to close it down."42

39 Bentley and Conly, 1987, p. 7. Martyn, p. 63. 40 Wright, p. 13; Noble, pp. 66-67; Bentley and conly, p. 7. 41 Wright, p. 13; Martyn, pp. 63, 65, Bentley and Conly p. 8. 42 Bettington letter to Allen, quoted in Wright, p. 13. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 22

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 119

43 Noble, p. 70. 44 Noble, p. 69; Bentley and Conly, pp. 8-9. Only two hangars were constructed (check?) 45 Wigram article. Bentley and Conly, pp. 7-8. 46 Noble, p. 130. 47 Noble, p. 70. 48 Noble, p. 85. 49 "Wigram" unattributed and undated article from the Canterbury Progress League Archive, Wigram Airfield Christchurch: a collection of articles, Christchurch Public Library, ANZC, unpaginated. 50 Quoted in Noble, p. 84. 51 Noble, pp. 86-87. Harrison, p. 7. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 23

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personnel, up-to-date machines, and properly equipped aerodromes and workshops."52 They considered that the subsidy approach had not ensured this, and so the refresher courses began at Sockburn in 1921; by 1923 40 officers had gone through the revision courses at a cost of £100 per pilot. 53 This measure, however was not sufficient to make a difference to the finances of the company and facing increased losses, Wigram took the opportunity to signal that he would be willing to offer Sockburn to the government for sale. He wrote to the Prime Minister on 17 October 1921, a memorandum to the government on 30 November that year and again to the Minister of Defence on 29 April 1922. All offers were declined.54 There were briefly, several alternative proposals to salvage the company. 50 acres of land was offered for sale in December 1921, although few sections sold and the land was withdrawn from sale in March 1922. Other ideas included a plan to amalgamate the three remaining aviation companies in New Zealand, and a scheme to move to Burnham Military Camp; neither strategy came to fruition. In March 1922 the aerodrome closed down for commercial operations.55

52 Noble, p. 87. 53 Wright, p. 14. "Wigram" unattributed and undated article from the Canterbury Progress League Archive, Wigram Airfield Christchurch: a collection of articles, Christchurch Public Library, ANZC, unpaginated. 54 Noble, pp. 88, 90, 93. 55 Noble, pp. 90, 93, 95; Harrison, p. 8; Wright, p. 14. 56 Noble, p. 97; Wright, p. 14. 57 Noble, pp. 97-98. 58 Noble, p. 99, Wright p. 14. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 24

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New Zeland, I will subscribe £10,000 as a free gift in reduction of the cost of the aerodrome to the Government… If, as I hope, you are inclined to consider my proposal, I should like to have an early reply so that the necessary agreements should be prepared and signed prior to my departure for England.59

5.4 The Establishment of an Air Force at Wigram Aerodrome (1923- 1932)

At the end of 1923, six months after its establishment, the New Zealand Permanent Air Force (NZPAF) was so small it was outnumbered by its fleet of 15 aircraft. It was composed of nine men: four officers, with one based in Wellington, and five airmen. "In 1924-5 Wigram was the sole home of the NZPAF and the first years saw liaison and scouting work with the Army Southern Command and the beginning of regular meteorological flights… Aerial surveys were carried out for local bodies and state departments, mails and supplies were flown in when floods or earthquakes disorganised normal transport…"61

59 Wigram quoted in Harrison, p. 9. 60 Noble, pp. 103-4; Harrison, pp. 9-10; Wright, p. 15. 61 "Wigram" unattributed and undated article from the Canterbury Progress League Archive, Wigram Airfield Christchurch: a collection of articles, Christchurch Public Library, ANZC, unpaginated. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 25

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Refresher course at Wigram Aerodrome, Christchurch, in front of an Avro 504K Image: Christchurch Libraries Photo CD 14 IMG0078

The refresher courses attracted the attention of interested civilians, who had unrestricted access to the site.62 Under strict budgetary restraints the NZPAF at Wigram also undertook "'remunerative civil flying' training, aerial surveying and photography on behalf of local bodies and the Public Works Department (PWD) and even gave joyrides."63 Notable amongst the civilian pilots trained at Wigram were Mrs Gladys Sandford, the first woman to achieve a New Zealand 'A' Licence (awarded in December 1925), and future Air Marshal Sir Andrew McKee.

The New Zealand air arm of defence: Avro 504K aeroplanes lined up outside hangars. C1926 Image: Christchurch Libraries Photo CD 5, IMG0070

62 Martyn, pp. 68-69. 63 Martyn, 2010, p. 67. 64 Martyn, 2010, pp. 70-71. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 26

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65 Martyn, 2010, p. 73. 66 Martyn, pp, 71-74. The Mau Movement http://en.wikipedia.org/wiki/Mau_movement#Black_Saturday.2C_1929 Accessed 3 June 2010. 67 Harrison, p. 12. 68 Wright, 2002, p.37. 69 Noble, p. Oglive; Wright, 2002, p. 23. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 27

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Charles Kingsford-Smith (1897-1935) made the first Tasman flight from Sydney to Christchurch, arriving at Wigram Aerodrom on 10 Sept. 1928. His aircraft is pictured on arrival. Christchurch Libraries CCL PhotoCD 17, IMG0015

5.5 The first expansion of the RNZAF (1933-36)

The new buildings erected at Wigram included two concrete hangars (now called hangars 4 and 5), a concrete workshop block, two large concrete stores, barracks and married quarters, in addition to an extension of the runway.74 All buildings were designed by the Public Works Department, with the hangar buildings given priority as they had to house the aircraft due for delivery in March 1935.

70 Quoted in Martyn, p. 74. 71 Bentley and Conly, p. 14; Wright, p. 20. 72 Martyn, p. 74 or 77; Bentley and Conly, p. 14. 73 Martyn, pp. 74, 77. 74 "Wigram" unattributed and undated article from the Canterbury Progress League Archive, Wigram Airfield Christchurch: a collection of articles, Christchurch Public Library, ANZC, unpaginated. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 28

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Wigram 1936 CCC Heritage Archives The reinforced concrete hangars were designed in 1934 and had a concrete floor with an area of 180x90 feet, a complex steel-trussed roof to span the large floor area and a lean-to annex attached for crew rooms, workshop and offices. Electronically operated tilting doors the full 180 foot width were constructed by Andersons Ltd of Christchurch and gave unimpeded access to the hangars from the airfield.75 Hangar 2 (now hangar 4) was constructed first, with the contract let to CS Luney on 12 November 1934 for £15,117, with foundations completed by 21 January 1935 and handover as from 12 January 1936, with the Air Force moving in their equipment immediately. The contract for hangar 1 (now hangar 5) was let to Luney for £14,580 in March 1935, with the construction complete a year later on 19 March 1936.76 Both hangars were late in completion (36 and 25 weeks respectively) and Luney was deducted a £700 penalty for Hangar 2 and a £500 penalty for Hangar 1. Luney blamed Andersons for the delay, claiming they were slow to manufacture and construct the steelwork. The PWD did not accept this explanation and it was requested that "....the contractor… be disciplined by not granting him any further contracts for some time." Luney's next successful Air Force tender was for the No.1 Officers Mess in 1939.77

They were the first significant buildings constructed at Wigram since 1920, the first hangars constructed in permanent materials and the largest hangars in the country at the time. Due to their size, scale, advanced technology and design hangars 4 and 5 have always been and remain the most voluble buildings at Wigram to speak of this decisive change in New Zealand‟s air defence policy.

75 See hangar plans, PWD 87834, 1934, Wigram Airforce Museum Research Collection. 76 Gareth Wright, NZHPT Proposal for Historic Place, Hangars 4 and 5, undated [1995], NZHPT Southern Regional Office, Christchurch; CCC Heritage file, No. 4 and 5 file, Christchurch City Council, Christchurch. National Archives, CH 150, CAXP Item 43/2, RNZAF Wigram Aerodrome Reports 1934-40. 77 Gareth Wright, NZHPT Proposal for Historic Place, Hangars 4 and 5, undated [1995], quoting PWD records, held NZHPT Southern Regional Office, Christchurch. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 29

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Image: RNZAF Base Wigram 1916-1995: End of an Era p.15

In 1936 four Avro 626s, advanced training machines, were added to the Wigram fleet and were put into service with A-flight of the Flying Training School. The Vilderbeestes proved to be obsolete by the time of their delivery, although they still “represented a quantum leap over anything previously fielded” and offered new opportunities for aerial mapping. “Mosaics were used for flood protection, a geological survey of the Southern Alps, an irrigation scheme in Central Otago, and road siting in Westland.”78

5.6 The rapid development of an independent Royal New Zealand Air Force (1937-1939)

78 Wright, pp. 21-22. 79 Martyn, pp. 77, 79; Wright, p. 26. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 30

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 New aerodromes  Two new operational squadrons  The purchase of aircraft 'of the latest type'  Revitalisation of the Territorial Force  The creation of Civil Reserve Pilots  The regular selection of New Zealanders for short-service commissions as pilots in the RAF  The defence of New Zealand territory, including outlying islands and territories  The protection of New Zealand trade routes  The defence of bases and lines of communication necessary for the operation of the main British forces in the Far East  The possible provision of air assistance for the defence of the United Kingdom and its communications80

The government's Air Defence expenditure tripled from the 1936-7 year to £377,000; the following year saw another huge increase to £936,000, which "allowed for an astonishing transformation of a service that for 13 years had existed hand to mouth."81 While this dramatic change in policy unfolded across cities, stations and aerodromes around New Zealand, the nucleus of the rejuvenated activities took hold at Wigram.

Cochrane suggested that initially all aircraft and personnel should be concentrated at Wigram to train the 100 officers and 900 men envisaged as a first step in his plan.82 Expansion could only happen incrementally and the school was reorganised to train 48 pilots a year from June 1937, this figure was later raised to 80. These pilots were destined for short service commissions in either RNZAF or RAF. Aircraft included four Vildebeestes, three Hawker Tomtits and three Avro 626 trainers. Twelve officers and 96 men manned the station under Squadron Leader EG Olson. A school for flight riggers was established at the railway workshops in Christchurch.83

80 Martyn, 2010, p. 78. 81 Martyn, p. 78. 82 Wright, p. 26; Bentley and Conly, p. 18. 83 Wright, p. 29; Martyn p. 78 (check). Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 31

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report and the most obvious expression of Wigram‟s greatly revitalised role as the training hub and national nucleus of an expanded RNZAF. It was also representative of the full realisation of Henry Wigram‟s original vision for the site as a fully operating government flying school, dedicated to training pilots for the defence of the nation and the empire; as he expressed to the Legislative council over 20 years earlier on 18 May 1916, "that the government should establish a school or schools of flying, in preparation for the formation of an aviation corps for purposes of national defence."84

Hangars 2 and 3 (originally 3 and 4) now part of the Air force Museum site. Image Ngai Tahu Property 2010

84 Quoted in Noble, p. 19. 85 "Wigram" unattributed and undated article from the Canterbury Progress League Archive, Wigram Airfield Christchurch: a collection of articles, Christchurch Public Library, ANZC, unpaginated. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 32

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RNZAF Wigram by 1938 – a major expansion followed this date. Hangars 4 and 5 in the background. Bently and Conly, Portrait of an Air Force p.20

While Cochrane had seen Wigram as the primary air force station, in 1937 it was decided to develop two new stations – at Whenuapai, near Hobsonville, and at Ohakea in the Manawatu – to house Cochrane's planned two squadrons of medium-range bombers, while a year later Woodbourne, near Blenheim, was established for a regular squadron.86 While the Whenuapai station saw the construction of a watch tower in a similarly moderne style, to accommodate bombers, the hangar design at Ohakea were dramatically different to those constructed at Wigram. The hangars at Ohakea were constructed in 1938-39 using huge two-hinged arches in reinforced concrete. Designed in 1937 by C W O Turner, Chief Designing Engineer in the Public Works Department, the innovative design was adopted for several other defence bases, such as Whenuapai in New Zealand and Karachi and Hyderabad overseas.87

5.7 Wigram during wartime: beyond the No. 1 Service Flying Training School (1939-1945)

86 Oxford Companion to New Zealand Military History, OUP, 2000, p. 2. 87 IPENZ Engineering Heritage, URL: http://www.ipenz.org.nz/Heritage/itemdetail.cfm?itemid=118 Accessed 21 June 2010. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 33

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and despatched for training with the RAF under the short-service scheme. Further, he proposed to train sixty pilots a year for employment in the RNZAF. This involved expanding the Service Flying Training School (SFTS) at Wigram to produce 140 pilots a year and the opening of a new SFTS at Woodbourne to produce another 140. The expansion was to be completed by December 1940. These proposals were accepted by the government and the new expansion programme started in June 1939."88

Wigram was to be the No.1 Service Training School, with other flying schools spread throughout New Zealand. After attending Elementary Flying Schools established at former Aero club aerodromes across the country, those who were successful attended further training at either Woodbourne (from 1942 training in single engine planes), Wigram (from 1942 training in multi- engine planes) or went to Canada under the Empire Air Training Scheme. Courses involved alternate lectures and flying each day, and further flying during hours of darkness. The full programme included advanced training, high and low level bombing, beam approach training, night navigation exercises, photo reconnaissance and formation flying.89

Trainees learning about formation flying (left) and F24 aerial camera operations (right). End of an Era p.21

88Squadron Leader JMS Ross "Royal New Zealand Air Force", Historical Publications Branch, Wellington, 1955, New Zealand Electronic Text Centre, URL: http://www.nzetc.org/tm/scholarly/tei-WH2AirF-c3-3.html Accessed 18 June 2010. 89 RC Barnett, Fifty years on: course 52A, Wigram 1944, RC Barnett, Gore, 1995, pp. 29, 31. 90 Squadron Leader JMS Ross "Royal New Zealand Air Force", Historical Publications Branch, Wellington, 1955, New Zealand Electronic Text Centre, URL http://www.nzetc.org/tm/scholarly/tei-WH2AirF-c4-1.html Accessed 18 June 2010. 91 "Wigram" unattributed and undated article from the Canterbury Progress League Archive, Wigram Airfield Christchurch: a collection of articles, Christchurch Public Library, ANZC, unpaginated. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 34

Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 131

Right: A group of WAAF recruits being drilled at Wigram Martyn, Swift to the Sky p. 190

After the bombing of Pearl Harbour by the Japanese on 7 December 1941 new war contingency plans come into action. At Wigram, aircraft were immediately dispersed around the airfield and special guards and patrols were mounted. Defence works began on 11 December 1941. Machine gun pits, slit trenches and other defensive trenches were dug, the water tower was sandbagged and manned as the best vantage point on the Station, additional watches were constructed and kept on the roof of the Instructional building. Many buildings, including hangars 4 and 5 were camouflaged. Additional land was purchased south of the airfield for the construction of four dispersal hangars.94

92 Harrison, p. 18. 93 Harrison, pp. 18-19. 94 Harrison, pp. 20-21. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 35

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Image: Hangars 4 and 5 and neighbouring buildings under camouflage. End of an Era p.21

During its wartime operations the buildings and facilities at Wigram expanded greatly, beginning with the construction of extra accommodation and training buildings. A church was constructed on station and the first service held there on 16 August 1942.95 A further expansion of the airfield occurred in early 1944, with the purchase of 200 acres on the eastern boundary; a further 7 acres west of hangar 7 were used for dispersing aircraft.96

The first full break in operations at Wigram occurred on VE Day when, after a parade, a short service of thanksgiving and an address, all flying was cancelled and work ceased from 2pm on 8 May until 8am on 11 May 1945. The station was stood down again on 15 August 1945 when the final announcement of a surrender was made and ended the Pacific theatre of WW2. With the end of nearly six years of intense activity during WWII, Wigram moved into a "care and maintenance period."98

5.8 Post-War reorganisation: Wigram 1945-1949

95 Harrison, pp. 21-22. 96 Harrison, p. 22. 97 Squadron Leader JMS Ross "Royal New Zealand Air Force", Historical Publications Branch, Wellington, 1955, New Zealand Electronic Text Centre, URL: http://www.nzetc.org/tm/scholarly/tei-WH2AirF-c18-3.html Accessed 18 June 2010. Harrison, p. 22. 98 Harrison, pp. 22-23. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 36

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During the immediate post-war period, the Wigram Station went into a holding pattern as the RNZAF was reorganised for peacetime work around its four pre-war Stations, with Woodbourne in a caretaker role. The Service Flying Training School at Wigram ceased on 24 November 1945, when flying training restructured to refresher courses under the Central Flying School (CFS) at Wigram in the latter part of 1945.99 Under these reduced operations, the Central Flying School and only three junior instructors and 11 aircraft. In addition, Wigram became home to a new Air Navigation School using six aircraft and in March 1946, one of two recruit depots for recruits into the Interim Air Force. With so few aircraft actively engaged at Wigram and with her greatly expanded pre-war and wartime hangars, the Station was also used as a storage depot for unused aircraft.100

In 1947, the post-war situation of the RNZAF was settled, with a plan to establish five regular and five territorial squadrons, with strong long-range bomber capability.102 As a result, it was decided to re-introduce flying training and ground trade training. The No.1 Flying Training School (FTS) was established at Wigram, training new instructors and preparing aircraft for the new intake. In November, the Instrument Flying School moved to Wigram from Whenuapai and the No2 Technical Training School at Wigram was expanded to take a maximum of 72 trainees a year. The first WAAF recruit course completed its training on 17 March 1948. On 1 June 1948, the Station was re-organised into three wings: Administration, Flying and Technical. The Flying Wing was composed of three parts: (1) No1 FTS for ab-initio (from the beginning) training for cadets; (2) Advanced Flying School in three divisions – CFS, Instrument Flying School and Multi- engine Conversion Flight; (3) Air Navigation School. In the Technical wing, the Electrical and Wireless School expanded its activities include a cookery school. In September 1948 the No.3 (Canterbury) Territorial Squadron was established at Wigram, with refresher courses for pilots and navigators. All units of Wigram‟s training schools embraced those undergoing advanced training under Compulsory Military Training, which was made mandatory under the Military Training Act of 1949.103

In addition to training and running refresher courses, Wigram was home to a few other activities. From 1946-48, the Air Navigation School at Wigram was involved to a mysterious, secret task, called The Canterbury Project, rumoured to be about testing radio waves under certain meteorological conditions. The reserve Air Sea Rescue Hudson was based at Wigram from early 1947.

99 "Wigram" unattributed and undated article from the Canterbury Progress League Archive, Wigram Airfield Christchurch: a collection of articles, Christchurch Public Library, ANZC, unpaginated. Harrison, p. 23 100 Harrison, p. 23. 101 Harrison, p. 24. 102 Wright, 1998, p. 124. 103 Harrison, pp. 24-26. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 37

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5.9 Wigram in the 1950s: growth and new collaboration

In the early 1950s there was insufficient interest in joining the RNZAF and training schools at Wigram were under-quota for the first year of the decade. The RNZAF rain a large-scale campaign to attract experienced RAF technical personnel and WAAF. By 1952, these made up nearly 25 percent of the airmen and about half the airwomen of the RNZAF.104 In August 1950, after the outbreak of the Korean War, the New Zealand government announced a major re-equipment of the RNZAF, including de Havilland Devon trainers, the first of which arrived at Wigram on 28 March 1952. The Devons were not retired until 1980.105 In June 1952, the Canterbury Territorial Squadron took delivery of its North American Mustangs, based in no.4 Hangar.106

Air Force Day March 19563 – the shadows of the Hangars visible in the upper ground of the image. End of an Era p.28

There were many new developments at Wigram during the decade, with several training functions transferring from other stations, including: the absorption of the Initial Training School for aircrew, which transferred from Taieri in November 1955; the transfer of the Aviation Medicine Unit from Ohakea to Wigram and the radio-training of Compulsory Military trainees. The shuffling of various functions saw hangars 4 and 5 dedicated to aircraft servicing by the Technical Wing during 1955.108 Wigram farewelled the No.3 Canterbury Territorial Squadron when it was disbanded on 31 July 1957.109 In 1959 the No3 Technical Training School moved from Taieri to Wigram, in accommodation alongside the Wigram Fire Station. The Ground Training Wing (GTW) came into being due to the increase in trade and recruit training at Wigram. The RNZAF Medical School transferred from Ohakea and joined the GTW in Hangar 7.110 In 1954 the WAAF was renamed the Women‟s Royal New Zealand Air Force (WRNZAF).

104 Harrison, p. 26; Martyn, pp. 188-190. 105 Martyn, p. 192; Harrison, p. 28, Wright, 1998, p. 126. 106 Harrison, pp. 28, 30. 107 Martyn, p. 195; Harrison, p. 28. 108 Harrison, p. 30. 109 Harrison, p. 30, Bentley and Conly, p. 185. 110 Harrison, pp. 33-34. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 38

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A Dakota part of Operation Deep Freeze in January 1956. End of an Era p.28

111 Harrison, p.p. 30-32. 112 Martyn, p. 200; Harrison, p. 32; Wright, 1998, p. 139. 113 The only four exceptions were due to re-sealing or rescheduling. Murray McFadden, Wigram Motor Racing, 1949-1994: the history of the Motor Racing Club, The MRC, Christchurch, 1996, pp. 7-13. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 39

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The 1960s saw major changes to New Zealand‟s defence organisation and to the RNZAF‟s fleet. In 1964, the Air Department, which had been responsible for both military and civil aviation, was replaced by a new Department for Civil Aviation and its military functions absorbed by a new Ministry of Defence, which combined the Army, Navy and Air Departments as distinct components.114 During the 1960s, various new aircraft were added to the RNZAF, with a resulting change in training and operation.115 To better organise and manage expanded training and operation, the RNZAF underwent administrative change. Operations Group was formed in September 1965, with Headquarters in Auckland. In February 1966, Training Group (re-titled Support Group in June 1972) was formed at Wigram to control and administer all recruit, officer, flying and technical training in the RNZAF. All remaining Wellington administration was purely policy-focused.116

The acquisition of new aircraft made fresh demands on training, with the imminent arrival of the Lockheed Orions in late 1966 with their advanced technology resulting in the introduction of a new aircrew trade: air electronics operator (AEOP). The first seven operators graduated at Wigram in November 1965.117 Other training changes at Wigram during the decade included multi-engine training in Devon aircraft from July 1961 and the regular training of Malaysian pilots (two per course) and technical personnel from 1961. Change was signalled in November 1969 when an Airtourer came to Wigram for trials as an elementary trainer communications aircraft.118

114 Martyn, p. 202. 115 See Martyn, pp. 206. 116 Martyn, p. 206; Harrison, p. 39. 117 Martyn, pp. 205-6. 118 Harrison, pp, 35, 40. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 40

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From 1 February 1966, as with all other RNZAF Stations in New Zealand, Wigram was renamed RNZAF Base Wigram, a switch from the British to the American naming tradition.120

5.11 Wigram in the 1970s: Helicopters, History and Initial Training

USN Helicopter over Wigram in End of an Era p.31 The decade at Wigram began with change, as last Army pilot to be trained on Harvards graduated at Wigram on 8 May 1970. On 23 May that year, two of the first four Airtourers ordered arrived at the Base for the new Royal New Zealand Navy and Army pilot training scheme. In June, three Sioux Helicopters arrived to join Pilot Training squadron, forming the Rotary Flight. This was responsible for the conversion training of RNZN, Army and RNZAF pilots onto helicopters.

In June 1973 the RNZAF celebrated the 50th anniversary of the formation of the NZPAF with two events at Wigram. 14 June a dedication was held for a memorial Harvard which was mounted

119 Harrison, pp. 37-40. Martyn, p. 213. 120 Harrison, pp. 39-40; Martyn, p. 206. 121 Harrison, p. 41. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 41

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on a plinth at the Base entrance and on 16 June a large open day and air display was held at Wigram.122

Major changes took place in training at Wigram in the mid-1970s. All recruit training was shifted from Wigram to Woodbourne in 1976, except for Initial Officer Training. The Ground Training Wing was disbanded, and Initial Officer Training took place under the Command Training School within Flying Training Wing in refurbished and relocated buildings next to hangar 7. On 14 June 1977 17 Harvards completed a final fly-past over Wigram to mark the end of 36 years of service in training thousands of RNZAF pilots. They were replaced by the New Zealand- made Aerospace CT-4B Airtrainer, which began to replace the Harvards from July 1976.123 Multi-engine training had ceased at Wigram in August 1975, when the last pilots‟ Wings presentation was held at the Base. From this point, only the first part of pilot training would take place at Wigram, all advanced and armament training to wings standard would be carried out at Ohakea on Strikemasters. Pilots selected for transport duties would undertake multi- engine conversion with the squadron to which they were posted. The Wigram fleet of Devons was reduced from 14 to 6 aircraft.124

5.12 Wigram in the 1980s: Fokker Friendships, Female pilots and the Air Force Museum

122 Harrison, p. 42. 123 Martyn, pp. 211-213; Harrison, p. 41-42. 124 Martyn, p. 214; Harrison, pp. 42, 43. 125 Martyn, p. 212; Harrison, p. 43. 126 Harrison, p. 43. 127 Harrison, p. 44. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 42

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around the South Island and to the Chathams, economic zone surveillance and as communications aircraft for Wigram based personnel.128

Throughout the 1980s, operations at Wigram proceeded in a largely unhindered fashion. The Directorate of Manning was moved to Wigram in 1988, joined by staff of the Air Force recruiting office. As a result, new buildings were constructed and occupied and refurbishment took place.129 1989 – additions/alteration to Support Group HQ building.

5.13 Wigram 1990-1995: the final years of Wigram Air Force Base

128 Martyn, p. 214; Harrison, p. 44. 129 Harrison, pp. 44-45. 130 Marytn, p. 213. 131 Harrison, p. 47. Derek Quigley, Wikipedia, URL: http://en.wikipedia.org/wiki/Derek_Quigley Accessed 21 June 2010. 132 Harrison, p. 47-48. Wright, 1998, pp. 169, 173. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 43

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5.14 Wigram Airfield, 1996-1997

In late 1997, 250ha of former RNZAF Base Wigram was transferred to Ngai Tahu as part of the treaty settlement process.137

During this time, Wigram continued to operate as an airfield for largely civilian purposes. (??)

5.15 Ngai Tahu and the creation of Wigram Park, 1998-2010

133 Harrison, p. 48; Wright, 1998, p. 188; Angelo, 1994, unpaginated. 134 Harrison, p.p. 48-49; Angelo, 1994, unpaginated. 135 Harrison, p. 50; Wright, 1998, pp. 189-9. 136 Wigram Air Base – heritage – Christchurch City Libraries. URL: http://christchurchcitylibraries.com/Heritage/Places/Public/WigramAirBase/ Accessed 6 April 2010. 137 Wigram Timeline 1995-2003, NZHPT, Wigram file, Southern Regional Office, Christchurch. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 44

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On 20 January 1998, the original CAC land (then Lot 1 of DP 77069) was officially transferred from Her Majesty the Queen to Ngai Tahu via Ngai Tahu Property's subsidiary, Wigram Aerodrome Ltd.138

The Christchurch City Council put forward two plan variations during this period that allowed Ngai Tahu to start developing the land: the first in 1998 adds rules to the Wigram Special Purpose Zone in order to deal with post Defence Force Uses. A number of Wigram buildings were included in the Heritage List as individual items, including the hangars and the Support Group HQ/former Instructional building. That year, Ngai Tahu begin to develop housing on the base proper, making use of the existing infrastructure, modernising on base and off-base housing for sale, demolishing or removing timber barracks and the no.2 Officers Mess. No.1 Officers' Mess was renovated and opened as a conference centre called 'Wigram Manor'. In 2000, CCC put forward a second plan variation to the Wigram Special Purpose Zone, this removed the formal defense designation and associated height restrictions from all of the former base except the land occupied by the Museum. 139 This allowed Ngai Tahu to plan and develop the residential development 'Wigram Village' on the former Air Force Base with 'Wigram Park' and 'Wigram Skies' being planned for post-airfield closure (?)

Air traffic control functions remained in the Control Tower building from 1939 until 28 February 2009 when Wigram closed as an airfield. Until this date, Wigram Aerodrome maintained its operational aviation character, with several aviation businesses using its facilities. These included Pionair Private Aircharter, Christchurch Parachute School and Christchurch Flying School, all located in the Control Tower. Three Air Training Corps units, and a Cadet Corps unit also occupied a building within the aerodrome.140

5.16 Names for 'Wigram'

?-1916: Carr's Farm 1916-23: Sockburn Aerodrome 1923-37: Wigram Aerodrome 1937-66: RNZAF Station, Wigram 1966-95: RNZAF Base, Wigram 1995-2008/9: Wigram Aerodrome 2009- : Wigram Village/Wigram Park/Wigram Skies

138 CT 44B/318, Land Information NZ. Copy held CCC Wigram Heritage File, Christchurch City Council. 139 Wigram Timeline 1995-2003, NZHPT, Wigram file, Southern Regional Office, Christchurch. 140 Wigram Aerodrome, Wikipedia, URL: http://en.wikipedia.org/wiki/Wigram_Aerodrome Accessed 21 June 2010. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 45

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5.17 History of site ownership

6.0 Chronology of significant events

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17 May 1920 Since November 1918 the CAC had recorded a loss of £9,479, 2s, 8d 25 August 1920 first plane crossing of Cook Strait made by CAC pilots Captain Dickson, Haslett and Moore 31 January 1921 CAC operates the first scheduled airmail and passenger service in New Zealand, between Christchurch, Ashburton and Timaru Late 1921 Refresher courses for ex-airmen begin at CAC to provide air reserves March 1923 Government agrees to take over the CAC June 1923 Government officially take over the CAC and runs the airbase under a military umbrella. Sockburn is renamed 'Wigram Aerodrome' February 1924 Open day with static and flying displays attended by a large crowd – some pay for joyrides in military aircraft 14 June 1923 NZ Permanent Air Force formed; Wigram is its first base 1925 Government purchases 167 acres at Hobsonville for a combined land and seaplane base December 1925 Gladys Sandford becomes the first woman in NZ to achieve a NZ 'A' pilots licence 1926 Henry Wigram knighted for his services to aviation New planes arrive – 6 Avro 504s and 2 Bristol Flyers 17 March 1926 NZPAF Bristol Fighter crashes in Christchurch, killing two and seriously injuring a third 1928 Kingsford Smith completes the first trans-Tasman flight, from Sydney to Christchurch, touching down at Wigram. 1929 Hobsonville established 1932 Wigram donates a further 81 acres to the site. He also donates £2,500 to the Government for an aeroplane. 1934 NZ Permanent airforce renamed Royal New Zealand Air Force Wigram site expanded Sir Henry Wigram dies at his home in Park Terrace, Christchurch 1938 Number 3 (territorial) squadron established. The first squadron based at Wigram 1939-45 No. 3 squadron leaves for WWII Flying training continues at Wigram during the war Post-1945 No. 3 Squadron disbanded; Wigram now largely dedicated to training 1951 Lady Wigram Trophy (car race) first held at Wigram March 1993 Closure of Wigram airbase in 1995 announced

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7.0 Understanding the place: physical evidence: Hangars 4 and 5

7.1 Context and setting

Hangars 4 and 5 are situated on the western margin of the airfield at the end of Corsair Drive, south of the Control Tower. The aerodrome was developed on the SW side of Christchurch in what was then primarily a rural area – probably because of the firm free-draining nature of the ground. In the intervening period, Christchurch city has expanded to partially surround the base. This process has accelerated in recent years with substantial housing development on the former base itself and industrial development on the NE margins of the airfield

In its current context, the hangars' key physical and architectural relationships are with what remains of the airstrips and aprons and also with the former Instructional building (Control Tower). The relationship with the Control Tower is not only due to physical proximity but also, and crucially, because of the cohesive architectural style and original function of the buildings as an expression of the former RNZAF base. All are constructed in reinforced concrete, steel and glass and make use of Moderne design and detailing, albeit with the hangars having a more functional, minimal expression of the style. In the wider context, architectural or aesthetic relationships still exist with other buildings on site, including the former officer‟s mess and quarters (now Wigram Manor) and some of the original 1930s base housing with Moderne or Art Deco detailing.

Hangars 4 and 5 left, control centre and Hangars 2 and 3 now part of the Wigram Museum right

141 Pam Wilson and Gareth Wright, Proposal for registration for Wigram historic area, Sockburn, Christchurch, 2004, p. 4. Wigram file, HPT, Christchurch. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 48

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7.2 Hangars 4 and 5 – physical description

Hangars 4 and 5 are mirror images of each other. Both are enormous rectangular single storey blocks in reinforced concrete with a main hangar area of 180x90 feet, an internal height (floor to underside of roof truss) of 26 feet, 3/8 inch, with an annex 22 feet wide. The main hangar area has a complex steel-trussed roof to span the large floor area with the resulting sawtoothed roof form covered in corrugated asbestos [not sure if replaced or not?]. The reinforced concrete lean-to shaped annex in Hangar 5 it is to the south; in Hangar 4 the annex is to the north. Each annex is divided into various rooms originally used for crew rooms, workshop and offices with some internal wall partitions in reinforced concrete and others in timber or board. The Annex roof is also formed from (simpler) steel trusses covered with corrugated iron.

South west elevation of Hangars 4 and 5 showing electronically-operated cantilever doors

On the south west elevation facing the airfield, nine electronically-operated cantilever doors 25 feet high and 20 feet wide run the full 180-foot width of the main hangar and provide unimpeded access for aircraft. These steel doors are set with steel framed, multi-paned windows that fill most of the door. Small wicket doors are set into each of the end doors for person-sized access from this elevation. On either side of the tilting doors are huge steel pylons faced with concrete massed in a vertical Moderne stepped form. These support both walls and the main roof trusses. In this south-southeast elevation the distinctive, projecting, stepped shape of the annex coping is most apparent.

On all elevations the walls rise above the line of the roof, disguising the sawtoothed form. The side elevations have a stepped form that steps down towards the rear in six bays. Louvres are Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 49

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set into the top of each front three bays nearest the airfield elevation in a recessed rectangular panel that follows the descending form of the sequence of bays, on the non-annex side elevation this panel forms the recessed bay for each of the large windows that dominate the elevation. In fact, all elevations, including the annex, feature large, multi-paned windows. On the rear elevation there are five bays with windows and a 60 foot wide gap filled with tall sliding doors.142

All exterior off the boxing concrete on the side elevations is directly painted, on the front and rear elevations the concrete has been plastered before being painted. On the interior of the main hangar space the bottom part of the off-the-boxing concrete has been painted, the upper sections are fairfaced. All interior partitions are painted. Each of the cantilever doors is painted with a number on the interior, some of these numbers are less distinct than others. In Hangar 4 the original light shades on the top of each of the tilting doors is still in place.

The annex in Hangar 5 has had a mezzanine floor inserted into some rooms, constructed from lightweight materials. Hangar 4 has a temporary division splitting the main hangar space in two width ways.

7.3 Hangars 4 and 5 – materials and construction

Both Hangars are constructed in reinforced concrete, plastered only on the front and rear elevations with all exterior surfaces painted. The other main materials used in the construction of the hangars are steel and glass, used for the main pylons, roof trusses, doors and windows. Hangar 4 was constructed first, with the contract let to CS Luney on 12 November 1934 for £15,117, with foundations completed by 21 January 1935 and handover as from 12 January 1936, with the Air Force moving in their equipment immediately. The contract for hangar 5 was let to Luney for £14,580 in March 1935, with the construction complete a year later on 19 March

142 See hangar plans, PWD 87834, 1934, Wigram Airforce Museum Research Collection. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 50

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1936.143 Luney was penalised for the late completion of the hangars. The roof trusses and the electronically operated tilting doors were manufactured by the engineering company Andersons Ltd of Christchurch and Lyttelton.

7.4 Type, Form and Style: the architecture of Hangars 4 and 5

Hangars 4 and 5 are the first hangars in New Zealand to be constructed in reinforced concrete and set the standard for this form of hangar. Versions of this type of hangar were constructed at Hobsonville (although Hanger 2 was only half the size) and again later at Wigram, although these later Wigram hangars did not feature the distinctive, innovative cantilever doors.

Hangars 4 and 5 on completion 1936 CCC Heritage Files

The form and design of the hangars is directly dictated by functional demands: storing and maintaining aircraft required a large internal space unimpeded by structural columns, hence the huge concrete encased steel pylons flanking the tilting doors and the complex roof form. For an Air Force building without ceremonial purpose and primarily functional, practical needs, the architecture of the hangars is largely treated in a utilitarian fashion. In this way the building, with its direct treatment of function and materials, especially the off-the-boxing concrete and exposed roof, foreshadows the concerns of modernist architects in the 1950s and 1960s. However, the treatment of the exterior elevations, with the Moderne influenced stepped elevation silhouettes and the stepped, projected massing of the concrete sheathed pylons, illustrates that it was important that this utilitarian building was given some recognisable architectural style. It was clearly important to Government Architect John Mair that the hangars spoke of their modernity to a mid-1930s audience that was beginning to readily

143 Gareth Wright, NZHPT Proposal for Historic Place, Hangars 4 and 5, undated [1995], NZHPT Southern Regional Office, Christchurch; CCC Heritage file, No. 4 and 5 file, Christchurch City Council, Christchurch. National Archives, CH 150, CAXP Item 43/2, RNZAF Wigram Aerodrome Reports 1934-40. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 51

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associate flight, that most modern of twentieth century phenomena, with Moderne and Art Deco buildings.

This approach to hangar design was readily recognised and imitated. The Union Airways (later National Airways Corporation) hangar at Taieri near Dunedin of 1936, although mostly constructed in corrugated iron, had a front elevation in concrete, with a stepped form and side annexes, styled in a Moderne fashion very similar to the Wigram hangars.

National Airways Corporation hangar at Taieri

It is often thought that the RAF provided a model for the design of RNZAF buildings in the 1930s. There certainly was a close exchange and relationship with the RAF and some influence certainly comes from RAF models of architectural design for Air Force bases, which was pertinent at the time as the RAF underwent a concurrent expansion in the 1930s. However, as a result of consulting the Royal Fine Arts Commission and three distinguished architects of the day, from 1932 RAF architecture was organised according to a typologically-ordered hierarchy of styles with Neo-Georgian deemed suitable for domestic buildings and more modern style for technical buildings. During the 1934-39 expansion period all elevational treatment was subject to review and approval by the Royal Fine Arts Commission. Nonetheless, none of the RAF hangars constructed in the early and mid-1930s are as stylistically concerned or technologically bold as the hangars at Wigram. The two influences on the PWD design for the Wigram hangars are RAF A-Type (initially designed in 1924) and C-Type hangars of the 1930s expansion period. While all used complex roof trusses to span areas far larger than that at Wigram, all the RAF hangars had short-end openings using sliding doors. Although this was still an huge opening of 120 feet, it was a different approach to that used at Wigram with the main and secondary openings, one cantilevered, along the long elevations. In addition, although the C-Type hangars used more monumental massing in reinforced concrete, none were as stylistically aware and cohesive as the Moderne-inflected hangars at Wigram.

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at the beginning of the century and may have kept up-to-date with developments there, especially as regards the use and treatment of reinforced concrete. The USA was where the Moderne or Streamlined Moderne style was originated and refined and the government was also making use of Moderne styled buildings on aerodromes and air force stations in the 1930s. Compared to Art Deco designs of the 1920s, WPA Moderne structures have a distinct monumental feel to them associated with the use of reinforced concrete. Elements of this utilitarian style, which lasted until World War II, include classical balanced and symmetrical form and windows arranged as vertical recessed panels with wall surfaces sheathed in smooth, flat stone or stucco, all features used to an extent in the Wigram hangars.144 American hangars in civilian aerodromes (such as the Floyd Bennett Field, near Brooklyn NY) or military ones (such as at the Naval Air Service base in Alameda, CA) may have been an influence on the Government Architect's office. Mair's office produced several other Moderne styled buildings around this time, including the Lower Hutt Post Office in High Street (1940), and he certainly looked to the USA for models for his Spanish-Mission styled and Moderne inflected Blue Baths in Rotorua of 1931-33. Nonetheless, between the innovation of the cantilevered doors, the different orientation of the plan and the Moderne styling, the Wigram hangars, although influenced by the RAF and possibly American sources, were a local synthesis of international style and New Zealand design innovation and were particular to this place at this time. 145

7.5 Alterations to Hangars 4 and 5

Hangars 4 and 5 have seen only minor alterations since their construction in 1935-36. Most alterations have occurred in the partitioning and finishes in the offices, stores, workshops and spaces in the annexes in each Hangar. In 1969 alterations were made to the annex of Hangar 4 when offices and storerooms were reassigned.146 Similar alterations were made to Hangar 5 annex in 1974.147 In 1982 Hangars 4 and 5, along with Hangars 2 and 3 were subject to upgrading, including wall bracing of columns on the side and rear elevations.148

On 15 September 1995, resource consent was issued for the construction of a temporary workshop and office module in the rear of the main hangar space of Hangar 5 to assist the Alpine Deer Group carry out maintenance, repair and restoration of aircraft. This module was attached to the concrete floor and rear concrete walls of the hangar but has since been removed.149

144 http://www.fullertonheritage.org/Resources/archstyles/pwawpa.htm Accessed 15 June 2010. 145 RAF Bicester Conservation Area Appraisal, October 2008. URL: http://www.cherwell.gov.uk/media/pdf/b/4/RAF_Bicester_Conservation_Area_Appraisal_(October_2008)_- _lr.pdf Accessed 21 June 2010; RAF Hangar Types, http://www.airfieldinformationexchange.org/community/showthread.php?4119-Hangar-Types Accessed 22 June 2010. 146 Plans by RNZAF Directorate of Works dated 5 August 1969, held at RNZAF Museum. Notes for file in CCC Wigram Heritage File, Christchurch City Council. 147 Plans by RNZAF Directorate of Works dated 9 October 1974, held at RNZAF Museum. Notes for file in CCC Wigram Heritage File, Christchurch City Council. 148 Plans by Works Consultancy Services dated January 1982, held at RNZAF Museum. Notes for file in CCC Wigram Heritage File, Christchurch City Council. 149 Resource Consent application by Alpine Deer Group, ESU Files for Hangar 5, Wigram, Christchurch City Council. Notes for file in CCC Wigram Heritage File, Christchurch City Council. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 53

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At an unknown date, a mezzanine floor has been inserted into the annex of Hangar 5; also at an unknown date, the main space of Hangar 4 has been divided temporarily by a lightweight partition running the 90 feet between the cantilever doors and the rear elevation.

7.6 Chronology of modifications to Hangars 4 and 5

DATE Modification Author/Source 1969 Annex of Hangar 4 RNZAF HQ Directorate of Works/RNZAF Museum 1974 Annex of Hangar 5 RNZAF Directorate of Works/RNZAF Museum 1982 General Upgrading/strengthening Works Consultancy/RNZAF Museum 1995 Insertion of module in rear of Hangar 5 Alpine Deer Group/ESU files, CCC Unknown Insertion of mezzanine floor in Hangar 5 annex Site visit observation Unknown Temporary division of Hangar 4 Site visit observation (post-1995)

8. Comparative Analysis – Hangars When the hangars were designed and constructed in 1934-36 they were the first significant buildings constructed at Wigram since 1920, the first hangars constructed in permanent materials and the largest hangars in the country at the time. As Hobsonville was also under going development between 1934 and 1936 in anticipation of the arrival of their half of the Vildebeeste aircraft, his same architectural concept was also used to construct a smaller hangar at Hobsonville, being about half the size of those at Wigram,150 The Hobsonville hangar also made use of cantilevered doors, a design believed to be unique to New Zealand.151 Later another concrete hangar, this time the same size as those at Wigram, was constructed at Hobsonville to a similar design.

Hobsonville Hangar 1936 ref? P.52

150 Bee Dawson, Hobsonville: portrait of a seaplane station, Random House, Auckland, 2007, pp. 48-52. 151 Email from Matt Felgate, NZHPT to Jessica Halliday, 21 June 2010. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 54

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The next major development in hangar design in New Zealand occurred after the Cochrane Report of 1937. To accommodate large bombers, the hangar design at Ohakea were dramatically different to those constructed at Wigram. The hangars at Ohakea were constructed in 1938-39 using huge two-hinged arches in reinforced concrete. Designed in 1937 by C W O Turner, Chief Designing Engineer in the Public Works Department, the innovative design was adopted for several other defence bases, such as Whenuapai in New Zealand and Karachi and Hyderabad overseas.152

RNZAF Woodbourne 1941 RNZAF Whenuapai March 1942 Ref p.81 The design of Hangars 4 and 5 at Wigram and the similar hangars at Hobsonville is particular to that moment in the history of the RNZAF. At no other time was there such an attempt to create reinforced concrete hangars of this kind, with cantilever doors and with Moderne architectural dress. It is significant that the mid-1930s hangars were designed under the direction of the Government Architect, while the Whenuapai hangars, designed only three years later, were designed by the Chief Designing Engineer in the Public Works Department. The shift from architecturally-led design to engineer-led design was due to the particular function of the hangars (to house bombers and to be 'bomb-proof') and is apparent in the treatment of the form and style (or absence of a particular architectural style) of the different hangars. Hangars designed at the multitude of New Zealand air stations that were established during WWII were predominately constructed from timber and steel, for reasons of cost and expediency.153

9. Summary of Significance

The former RNZAF Base Wigram is significant as New Zealand's first airfield, the birthplace of land-based military and civil aviation in this country – and consequently the site of many aviation 'firsts'. The buildings commemorate two important and distinct eras: the pioneering WWI and immediate post WWI period of Sir Henry Wigram and the Canterbury Aviation Company; and the expansion period leading into WWII when the modern RNZAF was born. It has cultural spiritual significance as the central site of military aviation in NZ for nearly eighty years. It was the initial home of military aviation in New Zealand and the former site of the majority of air force training; it is the site where the majority of New Zealand pilots who fought in the First and Second World Wars received their training.

152 IPENZ Engineering Heritage, URL: http://www.ipenz.org.nz/Heritage/itemdetail.cfm?itemid=118 Accessed 21 June 2010. 153 L Clifton, Aerodrome Services Branch of the Public Works Department: History of the Branch's War Work (1939-1945), Internal Affairs Department, September 1947, reissued by RNZAF Historical Records, January 1983, p. 14. Heritage Management Services Conservation Plan for the Wigram Hangars 4and 5 55

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The Wigram hangars, 4 and 5 have architectural and aesthetic significance as part of a stylistically and chronologically homogenous group of predominantly Art Deco/Moderne inflected military buildings of the late 1930s. For Air Force buildings without ceremonial purpose and primarily functional, practical needs, the architecture of the hangars is largely treated in a utilitarian fashion. In this way the building, with its direct treatment of function and materials, especially the off-the-boxing concrete and exposed roof, foreshadows the concerns of modernist architects in the 1950s and 1960s. However, the treatment of the exterior elevations, with the Moderne influenced stepped elevation silhouettes and the stepped, projected massing of the concrete sheathed pylons, illustrates that it was important that these utilitarian buildings were given some recognisable architectural style. The structures have technical significance in their scale, extensive use of reinforced concrete, and employment of new technology in particular the cantilever doors of Hangers four and five.

In the current context, of the remaining elements of the former Wigram RNZAF Station the hangars' key physical and architectural relationships are with what remains of the airstrip aprons, hangars 2 and 3 and the former Instructional building (Control Tower). The relationship with the Control Tower is not only due to physical proximity but also, and crucially, because of the cohesive architectural style and original function of the buildings as an expression of the former RNZAF base.

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10. Assessment of heritage fabric and form/elements

Intrusive Accretions that detract from the overall significance or that obscure fabric of greater heritage value

Neutral Fabric or elements that have no heritage significance

10.1. Fabric Table:

OF Original Fabric

LF Later Fabric

RF Replicated or replacement fabric

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10.2. Plans: Fulton Ross Architects 2010: see Appendix Two (note these plans have been scanned and may now not be to scale)

Hangar 4

Hangar 5

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10.3. Hangar 4 Exterior:

South west and south east facades north east and north west facades

Cantilevered doors left and door mechanisms right of south east facade

South west facade fenestration left and office and storage annex (north east facade)

Exterior form and original fabric (OF) Overall rating High in particular the cantilevered doors, operating mechanisms and door hardware. fenestration and associated (OF) Overall rating High hardware

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10.4 Interior Hangar 4

Hangar 4 interior facing south west facing south east – admin/storage wing indicated by arrow.

Interior of administration and storage annexnote later partitions and joinery

Heater and switch board; hand basins and cylinder later stove and bench at south west end

Interior form including the (OF) Overall rating High administration and storage annex at the north east end fenestration and associated (OF) Overall rating High hardware

heaters, switch bard, hand basins Possible part of original fit out but no record of this appears in the original documentation rated as of Some significance later additions such as partition walls, stove, joinery, ablutions etc (LF) Intrusive

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10.5. Interior and Exterior roof elements Hangar 4

Exterior roofing hangar 4 Interior roof above and below

Exterior form including parapet (OF) Overall rating High and roof form of the administration/storage annex

Roofing fabric and associated Maintenance replacements overtime: neutral guttering and spouting

Internal steel roof trusses and (OF) Overall rating High roofing form later fabric such as lights and (LF) neutral metal baffles

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10.6 Hangar 5 exterior

Original 1934 Plans of Hangar 5 collection: National Archives

South east facade

Admin and storage annex south west facade

north west and north east elevations

Exterior form and original fabric in (OF) Overall rating High particular the cantilevered doors, operating mechanisms and door hardware. fenestration and associated (OF) Overall rating High hardware

Ramp alongside south west annex (LF) Intrusive facade

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10.7. Interior Hangar 5

Later mezzanine addition

Facing south west facing north east

annex stairs to mezzanine; mezzanine over original office space; later partitions and hand basins

General Interior form (OF) Overall rating High fenestration and associated (OF) Overall rating High internal hardware administration and storage annex LF) Overall rating neutral to intrusive at the south west end, original form much altered, later mezzanine addition and staircases, partitions

later hand basins replacing (LF) Overall rating intrusive original later shelving and joinery in annex (LF) Overall rating intrusive

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10.8 Interior and Exterior Roof Elements

Annex roof and parapet detail

roof and parapet detail

Exterior form including parapet (OF) Overall rating High and roof form of the administration/storage annex

Roofing fabric and associated Maintenance replacements overtime: neutral guttering and spouting

Internal steel roof trusses and (OF) Overall rating High roofing form later fabric such as lights (LF) neutral

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11. Conservation Principles and Policies:

11.0. The purpose of this Building Conservation Plan for the former Wigram Hangars 4 and 5 is to establish a guide with principles and policies which take account of all relevant constraints and requirements, including legislation and regulatory matters, which affect the building as outlined in Section 4.

The development of this Building Conservation Plan is in this instance been commissioned by Ngai Tahu Property Development Ltd (the owners) to meet the requirements of a condition consent by the Christchurch City Council for the subdivision of the former Wigram Airfield and to also assist the owners to conserve the heritage values of the building in any future proposed refurbishment and/or upgrade of the building‟s facilities to establish new and viable economic tenancies. A condition report, measured drawings and remedial maintenance schedule has been undertaken by Fulton Ross Architects as part of the conservation plan process and this comments on the physical condition and structural integrity of the place as appropriate. The condition report and remedial maintenance schedule has been based on a thorough visual inspection only.

The following general principles and policies have been developed from an understanding of the hangars cultural and social history, their cultural and spiritual significance; their architectural, aesthetic and technological significance; heir contextual significance, and takes regard of the hangars present condition. These general principles and policies take regard of the assessment of the hangars heritage values as set out in the relevant sections of this report. The principles and policies in this section should guide the conservation of the hangars and any proposed change or development.

11.1. Key principle: As a general principle, do as much as necessary, and as little as possible in order to maintain the functionality of the building without diminishing the intactness of the remaining original heritage fabric and values

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 163

The exterior of the hangars remain in remarkably original form and only a small number of internal changes have taken place in particular the mezzanine level to hangar 4. Some deferred maintenance is apparent and this is outlined in the condition report.

11.2. The preservation and maintenance of the intrinsic character of the building.

While reinstatement should be considered in any proposed change to areas that have been altered in the past as clear plans and records exist of the original it is understood that both hangars may require internal change in order to house viable new uses. However this should not preclude any work on all elements being undertaken with care to ensure the protection of original fabric and form. In particular all elements and original and contributing fabric identified in this plan as having heritage significance should be carried out using only trades people experienced in working on heritage buildings. Any replacement of fabric should only be undertaken where it has ceased to function properly or is considered structurally unsound and should be replaced on a like for like basis.

11.3. That all decisions that affect the building are informed by sound conservation practice and principles including those outlined in the ICOMOS NZ Charter. (App.1).

11.4. That any future development must take regard of the heritage matters within the City Plan and the matters for heritage protection under the RMA.

11.4. That future work does not diminish the authenticity of the original fabric or heritage values – this may include application for dispensation to be considered in some RMA or Building Act requirements.

11.5. That this building conservation plan is reviewed regularly within a time scale not greater than ten years.

11.6. That a copy of this building conservation plan be placed with the Christchurch City Council and New Zealand Historic Places Trust to assist in any decision making with regard to any proposed change to the former Wigram Hangars 4 and 5.

11.7. The CCC should be consulted with respect to the development of any plans for proposed change to the fabric of the former Wigram Hangars 4 and 5 taking account of the specific City Plan Heritage Rules and RMA requirements for this building. The hangars are not registered by the NZHPT however the Council will consult with the NZHPT with regard to any consent applications for change.

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 164

11.8. Policies

The ICOMOS New Zealand Charter identifies the following eight conservation processes:

Policy 2. Proposed change should retain cultural heritage significance and value and respect existing fabric and form - the evidence it provides is of considerable heritage value

While all the small amount of change to the hangars may add to the historical, social and architectural understanding of the former Wigram Hangars 4 and 5 some change, such as the addition of the mezzanine in hangar 5 for office and storage areas and the division of space in hangar 4, these changes to some degree have removed the ability to read the original design and functional intent of these spaces. It is accepted however that there will be further changes to the interior of the hangars for a viable new use; their use as hangars for the maintenance and storage of aircraft for an operational airfield has ceased and will not be reinstated given the full closure and subsequent subdivision of the airfield. Any proposed future change to allow new and viable uses for the hangars should where possible and practicable be undertaken in a manner that retains cultural heritage significance and value and respects their existing fabric and form. Original fabric is a significant part of the historical make-up and therefore where appropriate should also retain the patina of age.

Thus any proposed change should consider the following principles:

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 165

 The need to balance meeting present and future needs to allow the buildings to remain and function viably - as noted above it is accepted that some change may be necessary to ensure the continuing viability of the place.  To avoid, where possible and practicable, any work that removes or conceals evidence of the form or plan or reduces technological evidence or aspects such as the cantilevered doors and their mechanisms.  Materials and workmanship should be of a standard comparable with that of the original building  All conservation work should be undertaken by conservation professionals with proven experience of the techniques and materials used in the conservation of original fabric.

Policy 3. Change should not be based on conjecture but on evidence of a known earlier state

An understanding of the former hangars 4 and 5 has been based on site visits, historical research, original plans and early photographs. Fulton Ross Architects have also prepared a building condition report and provided measured drawings of Hangars 4 and 5 in their current form.

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 166

Future requirements will need to be carefully considered and conceived in order that the hangars and their site‟s architectural and contextual values and aesthetic integrity are retained as is practicable and achievable. As already noted it is accepted that some change may be necessary to ensure the continuing operational viability of the building.

 Work that further conceals or reduces technological evidence should be avoided where possible and practicable.  It is acceptable to reconstruct elements where archival plans or photographic or documentation exist – no work should be undertaken based on conjecture.  No work should be carried out that alters or removes significant fabric other than where necessary to ensure continuing structural viability, and on occasion in conjunction with the principles and polices of the conservation plan, operational viability or where deterioration has occurred.

Policy 5. All change should be reversible or repeatable where possible and practicable

Whilst change may be desirable to a) prevent deterioration to particular parts of the building, or b)to allow for a viable new use, it is important that where possible, any works should minimise risks to the original heritage fabric and form, and most significantly should only be undertaken if necessary and within the parameters, guidelines and policies of this conservation plan to ensure the ongoing use of the hangars.

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 167

schedule. The necessity for cyclic maintenance works, and the techniques to achieve such, to prevent the further deterioration of areas identified in the risk mitigation schedule, are supported by, and balanced against, the other policies above and principles as outlined in Section 13 of this Conservation Plan.

Policy 7. New and future work/alterations

It is important before future work is undertaken, that a Temporary Protection Plan is in place in order that not only existing fabric is protected but any fabric revealed through alteration that adds value to the understanding of the place can be well recorded and/or conserved. Any such discoveries should be well documented and measured against the findings of this report.

 In contrast to repairs/change, as described above, any new work undertaken to the building should be undeniably new, yet sympathetic in form and material to the existing place.  If required, any new work that replicates or reinstates a known former element should be date stamped to identify it from original fabric.  New work should be reversible wherever practical and possible. This means original and/or significant fabric should remain insitu and be able to be recovered at a later date.  If original or significant fabric is required to be removed the action should allow for reinstatement where possible and practicable.  A Temporary Protection Plan (TPP) (App. 7) should be prepared prior to the proposed future alterations and conservation work being undertaken with particular regard to areas deemed of high significance.

Policy 8. Conservation processes and other activities involving intervention should be recorded.

 Original fabric removed should be numbered or documented, appropriately stored and carefully recorded by photograph, plan and inventory.

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 168

Policy 9. This conservation plan should be periodically reviewed and amended as necessary.

It is possible that new information may be discovered which may have a bearing on conservation of the hangars and also some statements within this conservation plan. In these cases, it would be appropriate to modify the plan to take account of these new developments and it is recommended that the plan be reviewed at best at five yearly intervals and no more than a ten year interval.

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Evidence of Trevor Watt with appendices 840 Ngai Tahu Property page 169

12. Bibliography

Bentley, Geoffrey and Maurice Conly, Portrait of an air force: the Royal New Zealand Air Force 1937-1987, Grantham House, Wellington, 1987

Benton, Charlotte, Tim Benton and Ghislaine Wood (Eds), Art Deco 1910-1939, London, VandA Publications, 2003

Christchurch Public Library, 'Christchurch Place Names', http://library.christchurch.org.nz/Heritage/PlaceNames/ChristchurchPlaceNames.pdf Accessed 1 June 2010

Curtis, William, Modern Architecture since 1900, London, Phaidon, 1996

[Harrison, Paul] RNZAF Base Wigram 1916 to 1995: the end of an era, RNZAF, Wellington, 1995.

McCarthy, D, 'Stakes Bonanza for Christchurch Club' 24 July, The Press, http://findarticles.com/p/articles/mi_8033/is_20070724/ai_n43534209/ Accessed 1 June 2010

Mosley, M, Illustrated Guide to Christchurch and Neighbourhood, JT Smith and Co, 1885, New Zealand Texts Collection http://www.nzetc.org/tm/scholarly/tei-MosIllu-t1-body1-d7-d16.html Accessed 1 June 2010

Noble LM, Sir Henry Wigram: pioneer of New Zealand aviation, Whitcombe and Tombs, Christchurch, 1952.

Ogilvie, Gordon, 'Wigram, Henry Francis 1857 - 1934'. Dictionary of New Zealand Biography, updated 22 June 2007, URL: http://www.dnzb.govt.nz/ Accessed 17 May 2010.

Wilson, Pam and Gareth Wright, 'Proposal for registration for Wigram historic area, Sockburn, Christchurch,' 2004. Wigram file, NZHPT, Christchurch.

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