11 May 2018
Ben Ross
[FYI request #7575 email]
Dear Mr Ross
Local Government Official Information and Meetings Act 1987 (LGOIMA)
CAS-730982-S7X8S0
Thank you for your request for information dated 8 April 2018 in relation to the budget and
decision breakdown of the Manukau Bus Station (MBS).
Auckland Transport’s (AT’s) response to your request for information is as follows:
First Budget:
Quoting
Press release when Manukau bus station started "The Auckland Transport project,
which will cost $26 million to construct, is funded by the Government through the NZ
Transport Agency and Auckland Council."
AT project website
"The project is funded by Auckland Council and the Government through the
NZ Transport Agency at the expected construction cost of $35 million
(approx)."
AT press release from opening
"Mr Goff says the new $49 million station represents a significant investment in
a joined up public transport system for Auckland"
So why did the budget go from $26m at the announcement of the project in 2015-2016
to $49m at the end of the project?
The $26M noted back in 2015/2016 referred to the expected value of the construction contract
only. This was not a full project cost.
A summary below is provided to provide transparency over the many aspects of the project;
• $26M quoted in the 2015/2016 press releases reflected the value of the anticipated
head construction contract at the time of writing.
• $35M (approx.) quoted on the AT website includes the aforementioned head contract
in addition to all costs through design and consenting phases, resource consent and
building consent costs, internal staff time cost, IT costs (supply, installation and
20 Viaduct Harbour Ave, Auckland 1010
Private Bag 92250, Auckland 1142, New Zealand
09 355 3553, www.AT.govt.nz
commissioning of CCTV, VPID, VPRDs and Emergency Help Points) which are
contracted direct by AT, and other ancillary costs associated with a major project such
as the MBS.
• $13M was the value of the land.
$35M (approx.) quote on the AT website plus the land value of $13M gives a total project value
of $49M as quoted in the 2018 press release at the time of opening the Manukau Bus Station.
Decision and Design Questions:
1) Why was the saw tooth design chosen rather than the linear design when it was
known the station would need to serve through routes like the 33 Great South
Road bus, 361 Otara, Manukau, Manurewa Bus and the soon to be built and
operational Airport to Botany Bus Rapid Transit Line (Airport to Manukau as
stage 1 with the line going out to Botany later as announced by Minister
Twyford on 31 of March 2018 (see: https://voakl.net/2018/04/01/regional-rapid-
rail-and-the-southern-airport-line-a-virtual-go/ for more))
There was limited land available for the new station so to meet requirements for current
and future expansion of services the angled bus parking option was chosen as being
the only workable solution that provided sufficient bays for the number of urban routes
commencing and terminating at the MBS plus space for intercity bus stops and
minimising bus – pedestrian conflicts. The current arrangement does not preclude
bringing other routes or services into the station, meanwhile the present arrangement
focuses on cost efficient and customer centric bus operations.
2) How will busses that will be on the soon to be operational Airport to Botany
BRT Line be accommodated at the Manukau Bus Station?
The Airport to Botany Rapid Transit line via Manukau is part of a long-term plan. It will
be implemented in stages and details around delivery timing are still to be confirmed.
Auckland Transport is planning to have a dynamic bay allocation system in Manukau
within the next 2 years. The benefit of the Dynamic bay allocation system is that it will
increase the capacity of the bus station, and will allow a potential Airport to Botany Bus
Rapid Transit system to use the station.
2a) How will the Bus Station facilitate the incoming Airport to Botany BRT Line
AT does not know how the BRT will come into the station until the investigation comes
up with some options. The bus station in itself will have sufficient capacity for the
additional buses, as per the previous response.
3) Given the housing shortage in Auckland why was the Manukau Bus Station not
making use of a Transit Orientated Development opportunity and a developer
brought on board to build an apartment tower above the Manukau Bus Station?
• To bring other parties in at the time would have extended the investigation and
development process with subsequent delay getting the Eastern Network in
place.
• The development opportunities were not clear at the time.
20 Viaduct Harbour Ave, Auckland 1010
Private Bag 92250, Auckland 1142, New Zealand
09 355 3553, www.AT.govt.nz
• The transform Manukau plan undertaken by AC and Panuku Development
Auckland for Manukau has been an ongoing exercise for Council.
• Future proofing directly above the bus station was considered impractical due
to having no demand at the time from developers for the space. Foundation
costs are large and requirements were not able to be established without
understanding what the future development demands were. The MBS site has
not been identified as being most suitable for housing, commercial and
variations in use would have large impacts on design. It was decided to
prioritise AT’s mandate of providing a 1st class public transport service and
consider other development options once area transformation plans are
finalised.
4) According to the Auckland Transport consultation report from 2016 (measuring
the consultation taken in November 2015) most of the reactions to the design of
the bus station were negative or neutral. Why did those designs then proceed
rather than a redesign consistent with submissions?
The designers have taken into account the general nature of these comments and
incorporated them where practicable. Specifically;
• Sustainability measures include the use of raingardens and rain-water
retention tanks, LED lighting, the use of natural light and natural ventilation;
• The design of the operational area caters for double-decker buses.
• Some of the detailed design elements such as atmosphere, comfort, space,
retail availability, lighting, rubbish, and fences;
• Accessibility within and around the bus station particularly for hearing- and
visually-impaired passengers;
• Amenities within the bus station such as locations of Hop Card kiosks, ATMs,
WiFi, and toilet facilities; and
• Weather protection including extended canopy coverage
• Where relevant, comments are passed on to other programmes for attention.
5) 62% of submissions said cycling facilities needed to be improved. Why was this
not done and adequate cycle parking facilities provided for a bus station that is
meant to be the core part of the South Auckland Bus Network
Cycle parking needs were decided in consultation with Bike Auckland in line with the
current and future expected need. While limited cycle parking is provided at each end
of the building there is more than sufficient provision based on current observations. It
should also be noted that there is additional bike parking available at the MIT building.
Space has been made available to expand the provision for bicycle parking as and
when required.
The MBS is a building and bus network related project. Cycleway’s and further cycle
network initiatives are being undertaken by other AT programmes.
6)
Why was bus lanes not added on Manukau Station Road to facilitate ease of
bus movements to and from Manukau Station especially in the afternoon
peaks? AT do have a project to install bus priority measures on Manukau Station Road and
the intention was to have these in place in time for the opening of the bus station.
20 Viaduct Harbour Ave, Auckland 1010
Private Bag 92250, Auckland 1142, New Zealand
09 355 3553, www.AT.govt.nz
Unfortunately, the project has taken much longer to develop than originally anticipated
mainly due to anticipated impacts on general traffic and SH20. Due to constraints on
this corridor it would be necessary to remove a general traffic lane in each direction in
order to provide bus lanes. This is expected to increase queuing and delays on the
corridor that could impact on SH20 and the wider bus network. Therefore AT is taking
more time to undertake detailed modelling to better understand the likely impacts, and
to work with key stakeholders to ensure the impacts are appropriately managed.
Review Rights
We trust the above information has addressed the matters raised however, should you believe
that we have not responded appropriately to your request, you have the right in accordance
with section 27(3) of the LGOIMA to make a complaint to the Office of the Ombudsman to seek
an investigation and review in regard to this matter.
If you have any further queries, please contact Frans Pistorius on (09) 355 3553 during
business hours, quoting Local Government Official Information request number CAS-730982-
S7X8S0.
Yours sincerely
Jo Naylor
Customer Liaison Team Leader
20 Viaduct Harbour Ave, Auckland 1010
Private Bag 92250, Auckland 1142, New Zealand
09 355 3553, www.AT.govt.nz
