The project was funded by Auckland Council and the Government through the NZ Transport Agency at the expected construction cost of $35 million (approx).
2014 - Initial design process. 2015 - Public engagement and developed design. 2016 - 2018- Enabling works and construction. 2018 - Completion and opening during second quarter 2018.
A high-quality building with an architectural look and feel incorporating local and cultural history.
Sawtooth layout, similar to the Hamilton Transport Centre and Hamburg Central bus station in Germany, to provide higher operational efficiency and minimise land use.
Provides enhanced level of service, security and shelter required by passengers throughout the year and from early in the morning to late at night.
Roof planes running in north-south direction, designed to provide maximum amount of natural light.
Promoting intuitive orientation and way-finding.
Designed to enhance the sense of space.
Stormwater runoff from the bus bays and bus manoeuvring area will be treated through rain-gardens located within the station area, prior to discharge to the wetlands in Hayman Park.
Bus station access for passengers will be via Putney Way to provide easy access to the train station.
Bus bay roofs provided for passengers shelter will accommodate double-decker buses.
Proposed design images
Station bus bays
Station interior - view 1
Station interior - view 2
Station interior - view 3
Station external facade
Internal view of the passenger waiting area
Concept design of the sawtooth layout
Station at the corner of Davies Avenue and Putney Way
Station building looking from the Putney Way/Davies Avenue intersection
Overview of the station
Looking down at the station from the Manukau Civic Building
After several investigations, AT decided on the sawtooth design as it maximises the use of space and accommodates the maximum number of buses.
The majority of routes terminate or start from the bus station, rather than being through services, so buses will need to wait in the bays.
It is estimated that there will be at least a 5 to 10 minute gap between services to allow for:
Bus drivers to rest and use toilets.
Change bus drivers, if required.
Turn buses around safely.
Set up the bus for the next service.
Allow time for the late arrival of preceding service so that the next service is able to depart on schedule.
A standard parallel stop would require additional layover spaces so waiting buses do not impact on others needing to use the space. The saw-tooth layout eliminates this issue.
Buses will reverse out of the bays. The bus reversing area is sufficiently segregated from the bus entrance and exit lane, so reversing buses will not get in the way of buses entering or exiting the station. Bus drivers will also be trained in station operating protocols to keep delays to a minimum.
Sawtooth design is far safer for passengers as it removes the conflict between them and bus movements. Passengers will not be permitted to go into the bus reversing area; there will be fencing and signage to ensure they do not enter.
Passengers can get on and off buses from a kerbed boarding area.
Direction of the sawtooth bays enables use of the south side of the station area so that all buses can enter and exit in the same direction (bus doors are only on the left side). Having the sawtooth in the other direction would impact on or preclude the use of the valuable commercial parcel of land at the north-east corner of the site.
The central island design, used in Northern busway stations, would not suit the requirements for the southern region services. Having buses park parallel would mean the station required a larger footprint and would reduce the scope of any future development in the area.
Sawtooth-designed bus stations are in operation in Hamilton and Christchurch. The project team visited both of these bus stations to discuss the operational and safety issues with the operators. Both operators have expressed no safety or operational concerns with the sawtooth design and lessons from the visits have led to the optimisation of safety considerations in the Manukau design.
Canopy over Davies Avenue pedestrian crossing would provide continuous protection for pedestrians connecting the Manukau train station and the bus station.
Davies Avenue pedestrian crossing may be realigned to provide easy pedestrian access to the bus station from Manukau train station.
Bus station building would provide shelter for pedestrians walking along Putney Way (southern side).
Putney Way, between Davies Avenue and Osterley Way, will be upgraded on the southern side, as a key connector road between the bus station and Manukau city centre.
Footpaths will be widened to a minimum 4m on the southern side of the street. There will be further widening at various positions to provide space for street furniture and public waiting areas.
Stormwater management with rain gardens.
Better street lighting.
Bike parking racks and rubbish bins.
Image: Profile view of the Putney Way streetscape.
The station building has been designed with passive heating and cooling, so the temperature self-regulates - concrete floors hold the heat in winter and glazed ceiling panels will keep the building cool in summer.
LED lights installed throughout the station will consume less electricity and are cooler than incandescent lights, reducing the risk of combustion. They are also more resistant to breakage.
Water-sensitive stormwater design, including rain gardens, does not require electrical pumping (as opposed to proprietary filter systems).
Mechanical and electrical areas are temperature-regulated by a louvre system that allows fresh air in but keeps rain and direct sunshine out.
Grey water (drained water from sinks) will be treated for odour and recycled back to the building for toilet-flushing.
Mana whenua collaboration
The partnership with mana whenua has been an important component in the station development and AT has maintained a close working relationship with mana whenua groups, including Ngāti Tamaoho, Ngāti Paoa Trust, Te Ākitai Waiohua, Ngai Tai Ki Tāmaki, and Ngāti Te Ata.
Image: Kites (manu tukutuku) commissioned from Te Ākitai Waiohua and being created by David Trubridge.
Regular hui have helped set clear narratives and priorities for structural design and cultural elements. During the concept stage, the combined iwi groups were asked to identify the relevant Te Aranga principles that should be incorporated in the bus station design.
Comprehensive use of natural timber finishes and inclusion of prominent iwi art features. Mana whenua were invited to submit designs and Te Ākitai Waiohua and Ngāti Tamaoho have been commissioned to create the pieces.
A net (kupenga) motif referencing Kaiwhare (guardian of the Manukau), designed by Amiria Puuia-Taylor, will be a feature of the glass façade.
Use of rain gardens for stormwater treatment and management championed by environmental officer Lucie Rutherfurd of Ngāti Tamaoho with strong support from all iwi. This initiative has been made a condition of the development consents and the gardens will provide an attractive landscape.
Passive temperature control methods and abundant native planting to improve the bus station environment.
Cycle facilities for the station will be thoroughly considered in the design and AT is investigating secure cycle parking facilities within the station building.
There is a also significant number of existing cycle parking facilities, currently underutilised, outside the Manukau Rail Station and along Davies Avenue.
Other cycle facilities improvements have been made recently on the western side along Davies Avenue, from Ronwood Avenue to Manukau Station Road. These include:
Advance cycle stop boxes.
A 5m-wide shared path.
While the east cycle access does not form part of this project, AT is continually looking at ways to improve Auckland's cycling amenities as budget permits.
In the wider southern region, cycling facilities include:
Cycle lanes on Puhinui Road and Noel Burnside Drive between Great South Road and Roscommon Road.
Cycle lanes on Browns Road between Great South Road and Roscommon Road.
The project would enhance pedestrian amenities within the site, incorporating the southern footpath on Putney Way. AT is also investigating the possibility of putting in at least 2 pedestrian crossings on Manukau Station Rd.
We are not looking to modify the intersection of Davies Ave and Putney Way.
In line with AT's regional parking strategy, park and ride facilities are not to be provided in city centres like Manukau. In addition, Manukau is primarily a destination station and there is evidence that demand is not present for a park and ride at the station.
Some parking spaces in the Civic building car parking area would be retained as an interim measure. The remainder of the area can be utilised for future development.
There are no plans to build parking bays for cars on Manukau Station Road.
Stage 1: Reconfigure southern carpark
Form new access.
Reconfigure carpark layout including median strips.
Reconfigure pedestrian access from Osterley Way and Davies Avenue.
Reconfigure infrastructure including lighting, stormwater, CCTV and payment facilities.
Stage 2: Enabling works
Civil utilities works.
Bulk-cut and fill earthworks.
Stage 3: Building and operational area construction
October to November 2015: Public engagement period.
November 2015 to January 2016: Developed design.
February to April 2016: Enabling works.
August 2016: Main construction commences.
October 2016: South Auckland New Network implemented; temporary bus stops on Putney Way and Davies Ave.
Early 2018: Completion and opening.
Changes during construction
Parking and access
There would be some loss of paid parking along Putney Way as a result of the development, however, there would be increased transport options available when the project is complete.
Access can continue to be made available along all existing roads though it may be restricted at times to accommodate construction vehicles.
What the new network means for Manukau
The new network for south Auckland means more frequent bus services, timetabled at least every 15 minutes from 7am to 7pm, 7 days a week:
Papakura to Manukau along Great South Road.
Manukau to Otahuhu along Great South Road.
These services would be supported by a network of connector routes timetabled at least every 30 minutes and some peak buses, eg:
Manukau to Onehunga via Papatoetoe, Auckland Airport and Mangere town centre.
Manukau to Otara and MIT.
Manukau to Botany town centre via Preston Road.
Weymouth to Manukau Station via Manurewa.
Wiri industrial area to Manukau Station.
Bus stop changes
There are 2 new bays on Davies Avenue, outside the MIT building that have been made permanent after the station's completion and can be used for through-routes (not those starting or terminating at the station).
The new Manukau bus station presents a great opportunity for an adjacent mixed residential and commercial development that makes the most of the proximity to major public transport routes.
The added convenience and amenity of being close to public transport would make it easy for people to live and work in the area.
Panuku Development Auckland (Panuku) is working with AT on initial planning of the development around the new bus station. Panuku will work with a private sector partner to deliver the mixed-use development.
There are 2 areas available for commercial and residential use that have the potential to deliver around 50,000m2 of mixed-use space that could potentially include at least 200 apartments.
Panuku is working closely with AT to ensure all elements of development, such as pedestrian and traffic flows, and stormwater run-off are well integrated with the new bus station.