A few months ago Auckland Transport finally started talking about the need to replace level crossings on the Western Line – something I think will become glaringly obvious in a few months once the City Rail Link opens, especially when frequencies increase, likely early next year.
The discussion was mainly in the form of a short survey, which I understand was mainly about starting to raise the awareness of the need to replace the crossings.
While we don’t yet know what is proposed for each crossing, we do know that AT currently don’t expect to start removing these crossings until the early to mid-2030s, and that they plan to start with removing the crossings on the Inner West – between Maungawhau and Mt Albert – first followed in the future by the crossings further out on the Western Line.
AT have recently updated their website with new details about the Western Line level crossings, including both some of the feedback from that survey and some of the challenges with removing each crossing that they’ve already identified – which alone helps to shape up what the solutions might be.
Inner West
As noted, the Inner West crossings include the six crossings from Maungawhau to just past Mt Albert.
While most of the people who responded said they preferred to keep the crossing as is, AT say:
This section of the Western Line carries the most train passengers, as it is closest to the city centre, so it is important that it works well and that safety and rail reliability is improved as train services increase in the future.
They also say:
Generally low numbers of drivers, cyclists and pedestrians use George Street to travel between Dominion Road and New North Road, and to get to and from businesses and homes in the area. The crossing is in a physically constrained area so potential solutions may be complex and expensive.
And, regarding the challenges:
Steep gradients on George Street mean that a road overbridge would require long ramps, which could affect nearby properties and driveways. The short length of George Street and its steep gradient mean a road trench is not feasible here.
The rail line at this location sits very close to other major rail structures such as the CRL tunnels and Dominion Road overbridge, which means it is very difficult to change track levels.
This would likely suggest that the focus here will be on closing the crossing and perhaps looking at how to make alternative routes more viable. The real long-term solution here is the removal of the Dominion Rd flyover and replacing it with a normal intersection – this would both enable the movement that George St currently provides and frees up land for more development close to the city.
It seems clear that AT plan to grade-separate the crossing here, given the road’s role in the wider transport network. Especially as they note it’s used by a number of bus routes, and that it’s also used as a diversion route when events are on at Eden Park. They also say:
We are also investigating quick, low-cost improvements at Morningside Drive to improve traffic flow.
As well as noting strong support for separating the crossing, a couple of points that stood out to me:
- there is a strong connection to the train station, with approximately 75% of users accessing it via this crossing compared to other entry points, highlighting its critical role in station access
- there is some openness to relocating the crossing, provided it delivers better overall outcomes.
That last point is interesting. I’ve suggested before that perhaps the crossing should be realigned to a new four-way intersection with Inwood St – along with adding stabling for trains, to better support major events.
Asquith Ave, Rossgrove Tce and Baldwin Ave Station
These three crossings are rightly being treated together, given how close they all are. But they’re the first place where AT are going to have an interesting challenge on their hands, as they say:
The surrounding area is mostly residential, so large changes to the road or rail environment could result in visual, noise and property impacts.
Raising road levels in this area could affect natural flood paths, potentially displacing flood water and creating wider impacts beyond the immediate site.
It seems a strong part of the feedback was about maintaining local access, including east-west access via Rossgrove Tce, and so any potential closures are likely to get a lot of push back from the community.
One interesting bit of data AT share is:
We know from HOP card data that a high proportion of station users at Baldwin are children, secondary or tertiary students (around 45%), highlighting the importance of safe and reliable walking access for everyday school travel.
AT talk a lot about this route being important for local connections and also carrying a large amount of traffic, which means there would be wider impacts on already busy nearby streets if the crossing were to close. They also note that it’s unlikely that there could be changes to the vertical levels of the rail corridor due to the nearby stations and potential future rail connections (Avondale to Southdown Line).
The crossing carries high volumes of through traffic, meaning any disruption or diversion can have wider impacts on surrounding roads, particularly New North Road and Carrington Road, which are important connections.
Traffic numbers are expected to experience increase as nearby development progresses which will place extra pressure on the crossing and surrounding road network in the future.
Changes to the vertical levels of the rail corridor at this location could affect nearby stations and future rail connections.
Outer West – Avondale to Henderson
AT have now divided the Outer West up into two sections: Avondale to Henderson, and Henderson to Swanson. Perhaps they should have left the Outer West moniker on the last section, and the Avondale to Henderson part could have been called the Midwest?
As with around Baldwin Ave, the crossings at the Avondale Train Station, St Jude St, Chalmers St and St Georges Rd are being treated together, and it seems clear some of these crossings will close:
Due to how close the crossings are to each other, it is likely that there will trade-off decisions about which crossings remain open or are closed.
Avondale Station is one of the busier peak-period stations on the Western Line, and AT say most are accessing it via Crayford St:
- train tag-on data shows around 71% of station users enter or exit via this crossing, highlighting its critical role as a walking and cycling connection into the station
- around 27% of station users are children, secondary or tertiary students, reinforcing the importance of safe, accessible and reliable crossing conditions for everyday school travel.
A big challenge here is St Jude St, which provides an important road connection between Gt North and New North Roads, and as such is one of the busier road crossings in Auckland. However, it is also a steep street which AT note could limit potential solutions.
For both Chalmers St and St Georges Rd, AT talk about them being more about local traffic and how the way the angle of the rail line intersects with the road creates additional challenges with any crossings.
This is another crossing that AT seem to be saying will be grade-separated, especially with the comment about Olympic Park:
Changes to ground levels could displace flood water, creating environmental risks and potential contamination issues within an established light‑industrial area.
Portage Road functions as a freight route, meaning heavy vehicles frequently use this crossing. If traffic is diverted, nearby local streets would likely need significant upgrades to safely accommodate increased volumes.
Olympic Park, located to the east of Portage Road, relies on vehicle access from Portage Road, and this must be maintained for everyday use and events.
The feedback also showed strong support for separation.
This is another crossing that there’s likely a good chance AT will seek to close, but with grade separation for pedestrians and people on bikes, with AT saying:
Fruitvale Road is a primary walking route in AT’s future network plans and is closely tied to access to Fruitvale Road Station.
It carries relatively low volumes of local traffic accessing Great North Road, West Coast Road and Titirangi Road, but plays a big role for people walking and cycling.
This is reinforced with these comments:
Steep gradients on Fruitvale Road and flood-sensitive land limits how much the road or rail levels can be changed without wider impacts on properties.
Larger infrastructure changes, such as road overbridges or trenches, would come at a high-cost relative to the small number of users who would benefit. This is particularly true given the residential setting and nearby alternatives.
There are already grade separated road and rail crossings nearby at West Coast Road and Titirangi Road, which accommodate most cross-railway movements in the area. This reduces the need for Fruitvale Road to carry larger traffic volumes.
Glenview Rd is another challenging crossing with high traffic volumes, which also provides access to a station and has a lot of geometric constraints.
West Coast Road is located just 50 metres south of the crossing, which can lead to traffic queuing from the West Coast Road and Glenview Road intersection. The close proximity of this intersection to the rail line makes options such as overbridges or trenches difficult to build due to geometric constraints.
Glen Eden Station is located directly beside the crossing, further increasing the complexity of any changes.
There are also several key land uses nearby, including an apartment building, fire station, school and cemetery. Access to and from these locations must also be considered.
AT say they had strong support for separation here too, and it’s likely any solution is going to be very costly. They include some interesting stats about the station:
We know from HOP card data that:
- Glen Eden has the highest peak-period station activity of the Western Line stations analysed, reinforcing the importance of this crossing for daily station access and movement through the town centre
- around 25% of Glen Eden station users are children, secondary or tertiary students, highlighting the importance of safe and reliable access for students and young people.
Sherrybrooke Pl is one of two crossings on the Western line that are the sole point of access for a small number of residents.
The rail crossing is the only legal access available for Sherrybrooke Place. Removing the crossing would require a new access route or result in significant impacts on nearby properties.
The crossing runs alongside Waikumete Stream, near Parrs Park, by an area identified as Open Space Conservation Zone and Significant Environmental Area. These zones limit where changes can be made and add environmental considerations.
The road network sits close to the rail corridor on both sides, which limits options for grade separation.
Bruce McLaren Rd is another crossing that is likely to be grade-separated due to the important connection it provides:
Bruce McLaren Road is a priority freight route, meaning any restrictions or closure would have significant impacts on business access and servicing.
Redirecting freight traffic could shift heavy vehicles onto nearby residential streets, creating safety, noise and amenity issues. It could also require upgrades to surrounding intersections.
This crossing is also close to the priority urban development area of Henderson, so future options need to consider how best to integrate with planned growth and redevelopment.
The rail corridor in this area is already constrained by nearby stations and the existing stabling yard, limiting the potential for a rail viaduct or trench. There are also plans to expand the stabling yard, which will require additional space.
While visual impacts may be less sensitive in this industrial area, construction complexity and disruption to the transport network remain important considerations.
Outer West – Henderson to Swanson
Auckland Transport suggest these crossings are likely to be dealt with later, as train volumes will take longer to reach the threshold for grade-separation. This also suggests AT don’t plan on delivering the frequency improvements the CRL enables past Henderson.
Much like Sherrybrooke Pl, this crossing is the sole point of access for a small number of homes as well as the Corban Estate Art Centre.
The surrounding area includes parks, streams and environmentally sensitive land, which limits where new connections can be made and adds to environmental constraints.
Larger changes to the road or rail environment, such as overbridges or trenches, could have significant impacts on nearby properties and the local streetscape, particularly in this quiet residential area.
This is a crossing I pass over multiple times a week as part of my commute. AT notes it “is an important link for people walking and cycling, providing easy access between platforms and from nearby neighbourhoods“.
The crossing is closely connected to the station layout and Park and Ride, so any changes would affect how people move between platforms and access the station.
While alternative access is available from Sturges Road, it involves longer walking distances, which may reduce convenience for some users.
Significant changes, such a bridge or underpass, would likely require additional land to accommodate ramps or bridges that meet accessibility requirements.
They also include these stats:
We know from HOP card data that:
- Sturges Road Station has one of the highest peak-period station activity levels of the Western Line stations analysed, reinforcing the importance of reliable pedestrian access to the station
- around 38% of station users are children, secondary or tertiary students, highlighting the importance of safe, direct and well-connected walking access for everyday school and education travel.
It’s not surprising the student numbers are so high, given the number of schools nearby.
While the crossings in the Henderson to Swanson section are likely to be delivered later, it’s possible AT might have to do Metcalfe sooner as it is now the busiest crossing for road traffic in the city – and probably the country. A new traffic count just a few months ago recorded almost 18,000 vehicles a day using this crossing on weekdays. That’s more than most of the highways the government want to replace with multi-billion dollar four-lane expressways.
Next to the level crossing is the Ranui Station, and a pedestrian crossing at the eastern end will also need to be addressed. AT say about 67% of people accessing the station do so via this crossing.
Metcalfe Road and Rānui Station are in a flood-sensitive area. This limits the ability to lower the road or rail line, such as building an underpass.
The road crossing is close to the station, so any changes need to consider station operations, platform access and passenger safety.
Because the road and station function together, improvements in one area may require changes in the other. This is important to maintain safe and convenient access for people walking and cycling.
Significant changes, such as building a bridge, would likely require additional land to accommodate ramps or bridges that meet accessibility requirements.
AT originally planned to close the pedestrian crossing at O’Neills Rd at the same time they closed a bunch of other pedestrian level crossings a few years ago. However there was a lot of community pushback about O’Neills, so it has been upgraded and left open for now. AT claim there are alternative walking routes, but they’re only viable if you consider a 1km+ detour a viable alternative.
The number of people using this crossing is low, and there are alternative walking routes available. This means major upgrades, such as a pedestrian overbridge, may provide limited benefit when compared to the cost and environmental impact.
However, community feedback has highlighted strong opposition to closing the crossing. Community concerns, especially around community severance, will be considered alongside funding constraints.
The final crossing on AT’s list is at Christian Rd – which is notable because this crossing, just west of Swanson Station, isn’t even on the electrified network and sees only two freight trains a day at best. However, it is on the list because AT say there is a future need for more train stabling near Swanson, so they’re investigating this crossing just in case it is eventually decides to put the stabling west of Swanson.
What else have you noticed about these locations, the local challenges, and has AT missed any key points for discussion?
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As I have been advocating for a programme of level crossing resolution for 23 years it is pleasing to see that the issue has at last moved from the back burner. But Council and Council have focussed on the southern line which will be fully grade separated (at least as far as Papakura) by 2032. So unless there is a new source of money work on the Western line remains completely unfunded except for investigation and design work. In Matt’s analysis of the early commentary from AT I have just a few brief comments. I attended several of the recent open days but was disappointed to learn nothing much new – the objective was to get the public thinking and to note any comments. I am pleased to see some thinking about linking closure of George Street (extremely tricky to grade separate) with replacement of the nearby Dominion Road interchange with a bog standard cross-roads intersection. I find it curious that Woodward road is considered close to the nearest rail station – it is about a kilometre SW of Mount Albert and even further from Avondale, so grade separation is in fact quite feasible. Jude Street is just too steep to consider grade separating so should be closed once a suitable new route can be found to link Great Noth Road West of the Avondale roundabout with New North Road. Sherrybrooke Road level crossing should also be closed and replaced with a new link road across the creek. I am looking forward to some actual proposals/options from AT so we can get into the details.
I’m sceptical that there is a physically feasible, politically viable alternative to St Jude St.
Rosebank Rd is the easiest, but would funnel a large amount of traffic directly through the Avondale town center and bus interchange, Chalmers St is a quiet residential road with more or less the same geometry constraints, and that’s all there is as far as existing RoWs.
Maybe the right answer is upgrade Wolverton St somehow, but that’s enough of a detour that I’d be concerned about rat running and the political case.
I’d love to a skyrail solution here, but I think my money is on Avondale station + St Jude St getting trenched.
How deep is Waterview tunnel because a trench might clash
Yeah I think separate St Jude, and close Chalmers, St George once complete, add pedestrian crossings to those.
Also close Portage and improve alternatives via existing Veronica St crossing. There are already five vehicle crossings through New Lynn, there does not need to be another one, optimise the network instead.
Yes and when closing Portage look to tie in with Te Whau Pathway so that those on foot or bike retain a crossing.
Won’t be popular but probably going to need some sort of Melbourne style sky rail. How that will ever get past the powerful nimbys I have no idea.
Perth used the elevated line solution for the Armadale Line, eliminating several dangerous crossings.
The value of the work Matt L has done for Auckland Transport/Council now over many years is immense.
And they have got it for free.
Compared to the millions they have shelled out to consultants to recieve work of condiferably more variable quality.
Thanks Matt
Accelerating this programme, and tightening it (ie more closures and place upgrades, and fewer massive crossing structures, reducing cost and impacts) would be a very good platform for the next mayor to run on.
And yes – Inner West, Midwest, and Outer West.
Grade separations have been an elephant in the room for a very long time. I was involved in a series of studies for ONTRACK / ARTA / Auckland City Council around 2005. The fact that it has not been dealt with prior to the CRL opening is mind boggling. Pass the buck until it can’t be passed anymore seems to have been the strategy – amounting to over two decades of deferral, failure of process, and a lack of institutional follow-through. Does the estimated $3 billion cost include the cost of network closures once the work actually starts? It would be useful to see the cost relative to 2005 to understand the additional deferred costs the public will no doubt be asked to pay. Getting Auckland ONTRACK since 2005? Yeah Right.
As a declared “de-wheeler”, a person who believes that the wheel was the worst human invention, my opinion can be considered radical, extreme, and potentially overly conspiratorial.
Our trains are electric, so they do not emit toxic fumes into our lungs, or the upper atmosphere.
Electrifying our private motor vehicle fleet is a joke, we have cars constantly parked on our wharves, because we have always been the last dumping ground.
Our city is progressive, in that it seems to electrify our entire public transport network by 2030. For the climate sensitive among us, it feels like we are actually a city that believes in the future.
The CRL gives us a piece of infrastructure that every other city in the world already has, so opens up incredible potential for lowering carbon emissions from the day it is inaugurated.
How about we prioritise the trains, and the pedestrians, and the bikes, and the mobility scooters, mobility motorised chairs, wheelchairs, buses, ferries…OVER the car?
Howabout we do not upgrade any level crossings, just close them, put in a car parking facility withing five minutes walk, and provide a viable transport solution for the majority of our population?
The CRL must be used aggressively to decarbonise, we cannot sit on our hands and wait for our car obsession to recede, because our ports who that cars will continue to arrive here, whether we want to drive them or not.
I live in the Central City, I can access train stations, ferry stations, and bus stops. I can get to Maraetai if I really want to. Many others have proven that with time, public transport can get you anywhere. What the CRL will prove as that you can actually get somewhere faster than driving your own vehicle, so the time space continuum argument will become rail dominated.
I assume that AT is being wish washy about this because we do not need to invite any culture wars back into our city. We are moving towards a future that does not require car ownership, and sinking into a future that makes home ownership very difficult.
Let us stick on the bright side of that imagined future…no more driving in traffic, no more expensive parking, no more excessive fumes to breathe in while crossing the motorway to catch the Ellerslie train at 8.40am in the morning…
DeWheel and all will become apparent…we began walking out of Africa, and we still own those two legs, so instead of sitting in a comfortable seat, IN CONTROL of a little metal box with windows…getting fat…let’s move, like AT says…MIX YOUR GO. Like FIFA says…kids need sixty minutes of movement per day…sit in the middle carriage of the train, it is a jungle gym for kids, what more movement do they need?
bah humbug