{"id":540090,"date":"2026-07-23T09:32:21","date_gmt":"2026-07-23T09:32:21","guid":{"rendered":"https:\/\/www.newsbeep.com\/nz\/540090\/"},"modified":"2026-07-23T09:32:21","modified_gmt":"2026-07-23T09:32:21","slug":"western-line-level-crossing-early-challenges-and-feedback","status":"publish","type":"post","link":"https:\/\/www.newsbeep.com\/nz\/540090\/","title":{"rendered":"Western Line Level Crossing Early Challenges and Feedback"},"content":{"rendered":"

A few months ago Auckland Transport finally started talking about the need to replace level crossings on the Western Line<\/a> \u2013 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.<\/p>\n

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.<\/p>\n

While we don\u2019t yet know what is proposed for each crossing, we do know that AT currently don\u2019t 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 \u2013 between Maungawhau and Mt Albert \u2013 first followed in the future by the crossings further out on the Western Line.<\/p>\n

AT have recently updated their website with new details about the Western Line level crossings<\/a>, including both some of the feedback from that survey and some of the challenges with removing each crossing that they\u2019ve already identified \u2013 which alone helps to shape up what the solutions might be.<\/p>\n

Inner West<\/p>\n

As noted, the Inner West crossings<\/a> include the six crossings from Maungawhau to just past Mt Albert.<\/p>\n

\"\"<\/a><\/p>\n

George St<\/a><\/p>\n

While most of the people who responded said they preferred to keep the crossing as is, AT say:<\/p>\n

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.<\/p>\n

They also say:<\/p>\n

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.<\/p>\n

And, regarding the challenges:<\/p>\n

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.<\/p>\n

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.<\/p>\n

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 \u2013 this would both enable the movement that George St currently provides and frees up land for more development close to the city.<\/p>\n

Morningside Dr<\/a><\/p>\n

It seems clear that AT plan to grade-separate the crossing here, given the road\u2019s role in the wider transport network. Especially as they note it\u2019s used by a number of bus routes, and that it\u2019s also used as a diversion route when events are on at Eden Park. They also say:<\/p>\n

We are also investigating quick, low-cost improvements at Morningside Drive to improve traffic flow.<\/p>\n

As well as noting strong support for separating the crossing, a couple of points that stood out to me:<\/p>\n

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 accessthere is some openness to relocating the crossing, provided it delivers better overall outcomes.<\/p>\n

That last point is interesting. I\u2019ve suggested before<\/a> that perhaps the crossing should be realigned to a new four-way intersection with Inwood St \u2013 along with adding stabling for trains, to better support major events.<\/p>\n

\"\"<\/a><\/p>\n

Asquith Ave, Rossgrove Tce and Baldwin Ave Station<\/a><\/p>\n

These three crossings are rightly being treated together, given how close they all are. But they\u2019re the first place where AT are going to have an interesting challenge on their hands, as they say:<\/p>\n

The surrounding area is mostly residential, so large changes to the road or rail environment could result in visual, noise and property impacts.<\/p>\n

Raising road levels in this area could affect natural flood paths, potentially displacing flood water and creating wider impacts beyond the immediate site.<\/p>\n

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.<\/p>\n

One interesting bit of data AT share is:<\/p>\n

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.<\/p>\n

Woodward Rd<\/a><\/p>\n

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\u2019s 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).<\/p>\n

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.<\/p>\n

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.<\/p>\n

Changes to the vertical levels of the rail corridor at this location could affect nearby stations and future rail connections.<\/p>\n

Outer West \u2013 Avondale to Henderson<\/p>\n

AT have now divided the Outer West<\/a> 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?<\/p>\n

\"\"<\/a><\/p>\n

Avondale Crossings<\/a><\/p>\n

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:<\/p>\n

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.<\/p>\n

Avondale Station is one of the busier peak-period stations on the Western Line, and AT say most are accessing it via Crayford St:<\/p>\n

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 stationaround 27% of station users are children, secondary or tertiary students, reinforcing the importance of safe, accessible and reliable crossing conditions for everyday school travel.<\/p>\n

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.<\/p>\n

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.<\/p>\n

Portage Rd<\/a><\/p>\n

This is another crossing that AT seem to be saying will be grade-separated, especially with the comment about Olympic Park:<\/p>\n

Changes to ground levels could displace flood water, creating environmental risks and potential contamination issues within an established light\u2011industrial area.<\/p>\n

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.<\/p>\n

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.<\/p>\n

The feedback also showed strong support for separation.<\/p>\n

Fruitvale Rd<\/a><\/p>\n

This is another crossing that there\u2019s likely a good chance AT will seek to close, but with grade separation for pedestrians and people on bikes, with AT saying:<\/p>\n

Fruitvale Road is a primary walking route in AT\u2019s future network plans and is closely tied to access to Fruitvale Road Station.<\/p>\n

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.<\/p>\n

This is reinforced with these comments:<\/p>\n

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.<\/p>\n

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.<\/p>\n

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.<\/p>\n

Glenview Rd<\/a><\/p>\n

Glenview Rd is another challenging crossing with high traffic volumes, which also provides access to a station and has a lot of geometric constraints.<\/p>\n

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.<\/p>\n

Glen Eden Station is located directly beside the crossing, further increasing the complexity of any changes.<\/p>\n

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.<\/p>\n

AT say they had strong support for separation here too, and it\u2019s likely any solution is going to be very costly. They include some interesting stats about the station:<\/p>\n

We know from HOP card data that:<\/p>\n

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 centrearound 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.<\/p>\n

Sherrybrooke Pl<\/a><\/p>\n

Sherrybrooke Pl is one of two crossings on the Western line that are the sole point of access for a small number of residents.<\/p>\n

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.<\/p>\n

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.<\/p>\n

The road network sits close to the rail corridor on both sides, which limits options for grade separation.<\/p>\n

Bruce McLaren Rd<\/a><\/p>\n

Bruce McLaren Rd is another crossing that is likely to be grade-separated due to the important connection it provides:<\/p>\n

Bruce McLaren Road is a priority freight route, meaning any restrictions or closure would have significant impacts on business access and servicing.<\/p>\n

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.<\/p>\n

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.<\/p>\n

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.<\/p>\n

While visual impacts may be less sensitive in this industrial area, construction complexity and disruption to the transport network remain important considerations.<\/p>\n

Outer West \u2013 Henderson to Swanson<\/p>\n

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\u2019t plan on delivering the frequency improvements the CRL enables past Henderson.<\/p>\n

\"\"<\/a><\/p>\n

Mt Lebanon Ln<\/a><\/p>\n

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.<\/p>\n

The surrounding area includes parks, streams and environmentally sensitive land, which limits where new connections can be made and adds to environmental constraints.<\/p>\n

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.<\/p>\n

Sturges Rd Station<\/a><\/p>\n

This is a crossing I pass over multiple times a week as part of my commute. AT notes it \u201cis an important link for people walking and cycling, providing easy access between platforms and from nearby neighbourhoods\u201c.<\/p>\n

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.<\/p>\n

While alternative access is available from Sturges Road, it involves longer walking distances, which may reduce convenience for some users.<\/p>\n

Significant changes, such a bridge or underpass, would likely require additional land to accommodate ramps or bridges that meet accessibility requirements.<\/p>\n

They also include these stats:<\/p>\n

We know from HOP card data that:<\/p>\n

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 stationaround 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.<\/p>\n

It\u2019s not surprising the student numbers are so high, given the number of schools nearby.<\/p>\n

Ranui Station and Metcalfe Rd<\/a><\/p>\n

While the crossings in the Henderson to Swanson section are likely to be delivered later, it\u2019s possible AT might have to do Metcalfe sooner as it is now the busiest crossing for road traffic in the city \u2013 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\u2019s more than most of the highways the government want to replace with multi-billion dollar four-lane expressways.<\/p>\n

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.<\/p>\n

Metcalfe Road and R\u0101nui Station are in a flood-sensitive area. This limits the ability to lower the road or rail line, such as building an underpass.<\/p>\n

The road crossing is close to the station, so any changes need to consider station operations, platform access and passenger safety.<\/p>\n

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.<\/p>\n

Significant changes, such as building a bridge, would likely require additional land to accommodate ramps or bridges that meet accessibility requirements.<\/p>\n

O\u2019Neills Rd<\/a><\/p>\n

AT originally planned to close the pedestrian crossing at O\u2019Neills Rd at the same time they closed a bunch of other pedestrian level crossings a few years ago.<\/a> However there was a lot of community pushback about O\u2019Neills, so it has been upgraded and left open for now. AT claim there are alternative walking routes, but they\u2019re only viable if you consider a 1km+ detour a viable alternative.<\/p>\n

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.<\/p>\n

However, community feedback has highlighted strong opposition to closing the crossing. Community concerns, especially around community severance, will be considered alongside funding constraints.<\/p>\n

Christian Rd<\/a><\/p>\n

The final crossing on AT\u2019s list is at Christian Rd \u2013 which is notable because this crossing, just west of Swanson Station, isn\u2019t 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\u2019re investigating this crossing just in case it is eventually decides to put the stabling west of Swanson.<\/p>\n

What else have you noticed about these locations, the local challenges, and has AT missed any key points for discussion?<\/p>\n

Share this<\/p>\n","protected":false},"excerpt":{"rendered":"A few months ago Auckland Transport finally started talking about the need to replace level crossings on the…\n","protected":false},"author":2,"featured_media":540091,"comment_status":"","ping_status":"","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[5],"tags":[138,266014,266015,111,139,69],"class_list":["post-540090","post","type-post","status-publish","format-standard","has-post-thumbnail","category-business","tag-business","tag-level-crossing","tag-level-crossing-removal","tag-new-zealand","tag-newzealand","tag-nz"],"_links":{"self":[{"href":"https:\/\/www.newsbeep.com\/nz\/wp-json\/wp\/v2\/posts\/540090","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.newsbeep.com\/nz\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.newsbeep.com\/nz\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.newsbeep.com\/nz\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/www.newsbeep.com\/nz\/wp-json\/wp\/v2\/comments?post=540090"}],"version-history":[{"count":0,"href":"https:\/\/www.newsbeep.com\/nz\/wp-json\/wp\/v2\/posts\/540090\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.newsbeep.com\/nz\/wp-json\/wp\/v2\/media\/540091"}],"wp:attachment":[{"href":"https:\/\/www.newsbeep.com\/nz\/wp-json\/wp\/v2\/media?parent=540090"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.newsbeep.com\/nz\/wp-json\/wp\/v2\/categories?post=540090"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.newsbeep.com\/nz\/wp-json\/wp\/v2\/tags?post=540090"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}