Glenfield Road Corridor Management Plan

Glenfield Road
Corridor Management Plan 2015
Prepared for Auckland Transport

Prepared by Jacobs
Glenfield Road Corridor Management Plan

Project no:
IZ036400
Document title:
CMP
Document No.:
Revision:
Date:
10 August 2015
Client name:
Auckland Transport
Client no:
111-15-281-PS
Project manager:
Jeremy Hosking
Author:
Nic Grgec
File name:

:\ZBIFA\Projects\ZB01674\Deliverables (issued)\Reports\
Glenfield Road Corridor Management Plan Final 2015.docx
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Document history and status

Revision
Date
Description
By
Review
Approved
19/06/2015
Draft for comment
NG
JH
JH
10/08/2015
Final
NG
JH
JH
Copyright 2015 Jacobs New Zealand Limited. The concepts and information contained in this document are the property of Jacobs. Use or copying
of this document in whole or in part without the written permission of Jacobs constitutes an infringement of copyright.
Limitation: This report has been prepared on behalf of, and for the exclusive use of Jacobs Client, and is subject to, and issued in accordance with, the
provisions of the contract between Jacobs and the Client. Jacobs accepts no liability or responsibility whatsoever for, or in respect of, any use of, or
reliance upon, this report by any third party.
Table of Contents
1
Introduction 7
1.1
Study process
1.2
Corridor sections
1.3
Current and future transport network
11
1.3.1
General vehicles
11
1.3.2 Pedestrians
12
1.3.3 Cycling
14
1.3.4
Public transport
15
1.3.5
Neighbouring projects
16
1.4
Current and future land use
17
Problems 19
Ideal future state 24

Preferred corridor theme
4.1
Section 1: Bentley Avenue to Kaipatiki Road
26
4.2
Section 2: Kaipatiki Road to Downing Street
30
4.3
Section 3: Downing Street to High Road
32
4.4
Section 4: High Road to Coronation Road
34
4.5
Section 5: Eskdale Reserve
36
4.6
Section 6: Eskdale Reserve to Pupuke Road
38
4.7
Section 7: Birkenhead Avenue
42
25
4.8 Summary
45
4.8.1 Pedestrians
45
4.8.2
46
Place and urban amenity
4.8.3 Cycling
46
4.8.4
Public transport
47
4.8.5
General vehicles
48
Implementation plan 49
5.1 Pedestrians
49
5.2 Cycling
49
5.3
Public transport
50
5.4
Glenfield Town Centre
50
5.5
General vehicles
50
Appendices
Appendix A - Land use and transport file note
Appendix B - Problem definition file note
Appendix C - Options, priorities and points of tension file note
Important note about your report

The sole purpose of this report and the associated services performed by Jacobs is to provide
a Corridor Management Plan in accordance with the scope of services set out in the contract
between Jacobs and the Client. That scope of services, as described in this report, was
developed with the Client.
In preparing this report, Jacobs has relied upon, and presumed accurate, any information
(or confirmation of the absence thereof) provided by the Client and/or from other sources.
Except as otherwise stated in the report, Jacobs has not attempted to verify the accuracy or
completeness of any such information. If the information is subsequently determined to be
false, inaccurate or incomplete then it is possible that our observations and conclusions as
expressed in this report may change.
Jacobs derived the data in this report from information sourced from the Client (if any) and/
or available in the public domain at the time or times outlined in this report. The passage
of time, manifestation of latent conditions or impacts of future events may require further
examination of the project and subsequent data analysis, and re-evaluation of the data,
findings, observations and conclusions expressed in this report. Jacobs has prepared this
report in accordance with the usual care and thoroughness of the consulting profession,
for the sole purpose described above and by reference to applicable standards, guidelines,
procedures and practices at the date of issue of this report. For the reasons outlined above,
however, no other warranty or guarantee, whether expressed or implied, is made as to the
data, observations and findings expressed in this report, to the extent permitted by law.
This report should be read in full and no excerpts are to be taken as representative of the
findings. No responsibility is accepted by Jacobs for use of any part of this report in any other
context.
This report has been prepared on behalf of, and for the exclusive use of, Jacobss Client, and is
subject to, and issued in accordance with, the provisions of the contract between Jacobs and
the Client. Jacobs accepts no liability or responsibility whatsoever for, or in respect of, any use
of, or reliance upon, this report by any third party
List of figures
Figure 1.1 : Glenfield Road corridor location
Figure 1.2 : Glenfield Road CMP process
Figure 1.3 : Corridor sections
Figure 1.4 : General vehicles - classification, traffic volumes and crashes
11
Figure 1.5 : Kaipatiki Local Board Connections Network
12
Figure 1.6 : Glenfield Road pedestrian issues and constraints
13
Figure 1.7 : Glenfield Road cycling issues and constraints
14
Figure 1.8 : Glenfield Road bus issues and constraints
15
Figure 1.9 : Neighbouring projects
16
Figure 1.10 : Proposed Auckland Unitary Plan land use zoning
18
Figure 2.1 : Parking access road adjacent Mc Donalds
19
Figure 2.2 : Glenfield Road between Bentley Ave and Kaipatiki Road (looking south)
21
Figure 4.1 : Glenfield Town Centre - exisitng layout
26
Figure 4.2 : Section 1 - preferred option
28
Figure 4.3 : Section 1 - existing cross section looking north
29
Figure 4.4 : Section 1 - preferred cross section looking north
29
31
31
33
33
Figure 4.9 : Roberts Road / Glenfield Road - southbound bus priority
34
35
35
Figure 4.12 : Coronation Road / Glenfield Road bus and cycle priority
36
37
37
39
39
Figure 4.17 : Eskdale Road / Glenfield Road - Southbound bus priority
40
Figure 4.18 : Glenfield Road / Pupuke Road intersection - southbound bus priority
41
Figure 4.19 : Section 7 - eastern footpath and grass berm looking north
42
43
43
Figure 4.22 : Birkenhead Ave / Onewa Road intersection priorities
44
Figure 4.23 : Preferred corridor theme - walking
45
Figure 4.24 : Preferred corridor theme - cycling
46
Figure 4.25 : Preferred corridor theme - public transport
47
Figure 4.26 : Preferred corridor theme - general vehicles
48
Figure 5.1 : Implementation plan
51
Executive Summary
The Glenfield Road corridor is one of the main north-south arterials

on the North Shore which runs parallel to State Highway 1 between
Glenfield Town Centre and Birkenhead Town Centre. The future upgrade
of the Glenfield corridor will complete the wider north-south corridor
from Albany to Birkenhead, providing a key link on the North Shore for
the future movement of people and goods.
The Glenfield Road Corridor Management Plan sets the long-term vision
for the corridor. In the future the corridor will form part of the Auckland
Cycle Network, Frequent Transport Network and the Kaiptiki Local
Board Network Plan. Under the Proposed Auckland Unitary Plan there is
potential for considerable change within the Glenfield Road/Birkenhead
catchment, with growth in the number of dwellings expected to occur at
a gradual rate over time.
The existing environment along the corridor has been identified as poor
for pedestrians with limited crossing opportunities and discontinuous
footpaths of varying quality. In particular around the Glenfield Town
Centre the environment is dominated by vehicle movements and
provides poorly for pedestrians. The vision for the corridor includes new
and improved footpaths and pedestrian crossings along the majority of
the corridor and a greater pedestrian focus in the Glenfield Town Centre.
Outside of the Glenfield Town Centre, pedestrian and streetscape
improvements are proposed to give Glenfield Road a look and feel
which is consistent with a typical Auckland arterial road. Improving the
pedestrian environment and streetscape will support an enhanced
interface with the places along Glenfield Road.
The Glenfield Road corridor currently lacks cycling facilities along the
majority of its length although it has been identified as part of the
Auckland Cycle Network. The existing environment is challenging for
cyclists with a number of pinch points and steep gradients along the
corridor. The vision for cycling in the corridor includes new cycle facilities
along the entire length in both directions to cater for less confident
cyclists. These facilities will complete a missing link in the cycle network,
and will connect the local town centres, schools and community facilities.
The vision for public transport in the corridor includes a new
southbound bus lane along the entire length to improve bus travel time
reliability. Land purchase is likely to be required at the Pupuke Road
/ Glenfield Road intersection in order to provide bus priority through
the intersection. An upgrade of the Birkenhead Ave / Onewa Road
intersection is also proposed to resolve the specific operational issue
at the intersection. The locations of the existing bus stops should be
reviewed with the aim of rationalising stops and increasing the size of
passenger catchments.
General vehicles have generally been given a low priority throughout

the corridor in order to prioritise other modes. In some locations this has
resulted in a reduction in general vehicle capacity and removal of onstreet parking
In the short to medium term low-cost pedestrian and cycling
improvements have been identified which, when implemented, would
have immediate benefits. The most significant change in the corridor is
likely to occur when bus travel time issues worsen and there is a greater
demand for bus priority. Implementation of the proposed southbound
bus lane may have significant impacts on the corridor, particularly in the
south where road widening and re-grading are likely to be required.
Introduction
A Corridor Management Plan (CMP) is an important tool for planning and
implementing transport improvements for a corridor and is based on an
integrated assessment of both the transport and land uses within the
corridor. Auckland Transport is responsible for developing and reviewing
CMPs for arterial roads in the Auckland region.
Jacobs has been commissioned by Auckland Transport to develop
the Corridor Management Plan (CMP) for the Glenfield Road corridor.
The corridor is located on the North Shore of Auckland and includes
Figure 1.1: Glenfield Road corridor location
1
the sections of Glenfield Road and Birkenhead Road between Bentley
Avenue and Onewa Road (shown in red in Figure 1.1). The total length of
the corridor is in the order of 3.5 km and does not include the section of
Glenfield Road north of Bentley Ave as this has recently been upgraded.
Introduction
continued
Sector 1.1 Study process

Auckland Transport has developed the Corridor Management Plan
Guidelines and Simplified Procedure October 2012 version 2. The
methodology used to undertake the Glenfield Road CMP has been based
on this guideline however variations have been made during Milestones
5 and 6. The approach taken has resulted in a reduction of workshops
during these later stages, in favour of a single drop-in session where
options were tabled and discussed.
The existing and future transport and land use contexts for the
corridor (refer Appendix A)
The identified problems and the ideal future state defined by the
technical stakeholders (refer Appendix B)
The options, identified priorities and points of tension along the

corridor (refer Appendix C)
The study process undertaken for the Glenfield Road CMP is presented
in the flowchart in Figure 1.2. A number of file notes have been prepared
throughout the project to capture the outcomes of each of the CMP
steps. These include discussion on:
The following CMP collates and summarises the work to date and
presents the preferred long-term strategic vision for the corridor.
An implementation plan which includes short, medium and longterm projects to achieve this vision is presented. These projects will
subsequently be put forward for inclusion in the Auckland Regional Land
Transport Programme or may be implemented via other channels. The
CMP also provides strategic guidance to other projects not included in
the implementation plan.
Figure 1.2: Glenfield Road CMP process
Introduction
continued
Sector 1.2 Corridor sections

During the Milestone 2 technical stakeholder workshop, the Glenfield Road
Corridor was divided into seven distinct sections. The sections were divided
based on the adjacent land uses and form of the road. Sections have been
outlined in Figure 1.3 and are described in Table 1.1.
RD
SUNNYFIEL
ME
LO
T
E
ID
CHIVA
EY
RL
W
AV
E
EY
AVE
E
AV
RD
EL
FI
ST
E
AV
Y CR ES
D
AV
E
N
EA
EIG
W
IE
HR
RAYMO ND TCE
RD
KAURI
GLEN
W PL
GLADSTONE
RD
ONEWA RD
HI
NE
S T MO
A
200
400
IRFAX AVE
V IE W
DR
Figure 1.3: Corridor
sections
BARLO
ZION RD
RD
PARK AVE
BIRK E NHEAD AVE
WARATAH ST
PL
ROSEBERRY
D
KE R
600 Meters
FA
CO
TILDE
N
HI
LL
PA
RK
IN
GL
RD
N
A
C
O
LYDIA AVE
TC E
AORAN G I
RD
E
AV
AY
SW
W
VIE
I
LV
R AL
TUI GLE N
ST
M AIN
N
TO
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U
PU P
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MO ORE ST
BAN
AV E
PA
AI
PASS
BY
PL
AC
IS
VERBENA RD
S
L L CRE
C IT
Y
UR
HB
HIG
WE
AY
VE
BY A
EN
N
TO
AL
Eskdale Reserve to
Pupuke Road
Section 7
AN
O
C
Section 6
Birkenhead Avenue
E
AV
L
EL
PL
MC D O
RD
EN
RC
EL
AW
AN
ST
N
LY
VE
N A
TE
BAT
NT
U
VE
RECREATION DR
BAL
T
HILLC R E S
AV
GL
E
ION P
OR
SP E E
RR
CHELS EA
D
R
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Y
MON
A
GRE
T
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MOKOIA RD
N RD
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EL
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NAT IO
RD
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EL
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VANDELEUR AVE
ST
FI
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L
HIWIHAU P
N TO
A IN
DOM
Section 5
VE
ST
N
LE
BR U
RD
Eskdale Reserve
N
LET O
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T
UR
O
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C AS T
ER
LM
HE
AR
BEAT R I C
EN
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AGI N
DR
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DR
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Section 3
Section 4RD
DA
LP
D OWNIN G
RT to
High RRoad
O BE
Coronation Road
ES
K
CE
EL
TW
AR
H RD
Downing Street to
ST
High Road
LRY R
D
ED
G
N
PL
COU RT
EN
WR
AR
AC
PE
BE
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DIN PL
GE
AN
ST
M
TA
R
ES S A D
NT
CO
SEA
VIE
BR
AV
E
RD
EF
O
Section 2
Kaipatiki Avenue to
Downing Street
SE
LL
DR
CA
HI
L
MAYFIE D RD
OE
L
D CRES
KAIPAT IKI RD
AN
DI
RD
Bentley Avenue to
Kaipatiki Avenue
DR
EAL
RD
AV E
Section
1
N
N
EE
LI N
KA
SA
RO
U
AN
Introduction
continued
Table 1.1 Section description
Section
10
Description
The section of Glenfield Road from Bentley Avenue to Kaipatiki Road passes through the Glenfield Town Centre with a mixture of
retail and small businesses either side of the corridor. The Westfield Shopping Mall is a significant land use which fronts this section of
the corridor. There is an on road cycle lane southbound.
The Kaipatiki Road to Downing Street section is a continuation of the town centre however it has less active retail and business
frontages, and currently primarily caters for vehicle movements at the Kaipatiki Road and Downing Street intersections. Currently
there is some provision for cyclists on and off road.
The Downing Street to High Road section is largely characterised by the Oruamo Reserve and a steep uphill section of Glenfield
Road (southbound) which currently has a wide carriageway with a crawler lane and no footpath on the eastern side.
The High Road to Coronation Road section is largely characterised by a steep downhill section of Glenfield Road (southbound) which
sits above some property boundary levels and below others. Access roads either side of Glenfield Road provide access to these
properties.
The Coronation Road to Eskdale Road section is largely characterised by a fairly straight section of road with a gradual downhill
slope in the southbound direction. The Eskdale Reserve is adjacent to the corridor on the west side and a residential neighbourhood
borders the corridor to the east. There is no footpath along the majority of the western side on the road.
This section connects the two signalised intersections at Eskdale Road and Pupuke Road. Some of the residential properties on the
western side are situated below the road level and at the Pupuke Road intersection some properties are above the road level. The
retaining walls on the western side of the road are a significant constraint for future options along this section.
The Birkenhead Avenue section is largely characterised by residential properties on both sides of the road with many private
driveways having access from Glenfield Road. Birkenhead Domain and playing fields are located on the west side of the corridor. At
the southern end of this section, the corridor intersects with Onewa Road and Birkenhead Town Centre is located to the south of the
intersection. The land adjacent to the corridor between Pupuke Road and Onewa Road is zoned for terrace housing and apartment
buildings in the Proposed Auckland Unitary Plan.
Introduction
SUNNYFIEL
AV
E
EY
RL
W
AV
E
RD
H
DR
CO
GL
ST
AV
T
UR
LE
I
NF
EL
R
D
Northcote
College
TILDE
N
ONEWA RD
HI
NE
FAI R
ADT
15,014 (4.5% HCV)
(2014)
ST
E
C
O
RAL
EIG
HR
D
AVE
H UKA R D
M AIN
Birkenhead
Primary
IEW
L RD
BAL
Y
YB
IE
E AV
C HE L SE
A VIE
W DR
BARLO
400
Meters
W P600
L
E
IT T A V
200
CO LON I A
RD
B
IG H
Kauri Glen
Reserve
VALLEY R D
UR
P OR R
S
PA
MOKOIA RD
ZION RD
AN
ADT
19,998 (3.0% HCV)
(2014)
PARK AVE
HI
LL
PA
R
K
D
R
AN
ROSEBERRY
ADT
11,612 (3.1% HCV)
(2015)
AV
ADT
17,726 (2.5% HCV)
(2015)
RD
PL
ST
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WARATA H ST
E
AV
Secondary Arterial
TC E
Clearway
RECREATION DR
GLADSTONE RD
IP
W
VIE
RD
AORANG I
Primary Arterial/
Overdimension
Vehicle Route
Birkenhead War
Memorial Park
Y
CIT
BIRKENHEA D AVE
W
A
Sites with >10 crashes

in last 5 years
TO
AL
LYDIA AVE
ADT
21,370 (3% HCV)
(2014)
PUP
TUI GLE N
UK E
K ST
VE
BAN
ADT
1,961 (1.4% HCV)
(2014)
ST
MOORE
RD
AV
E
S
GL
I
CRES
TO
IA
Willow Park
School
AY
SW
IN
LL
WE
LV
SY
S
CE
AC
MC D O
ST
ADT
1,698 (1.5% HCV)
(2014)
PL
PL
FAX AVE
P
Y CR ES
AVE
VERBENA RD
BY
S
TON T
EL
P
M
HOB
E
VANDELEUR AV
T LE
O
C
GRE
T
ADT
10,302 (1.9% HCV)
(2014)
D
AN
AY
SP E E
LL
AW
E
AV
ADT
21,046 (3.0% HCV)
(2014)
EN
AW N
EL
TR
N
LY
RD
ADT
7,685 (2.5% HCV)
(2015)
AN
ST
N PL
ST
PO
HIG
S
ER
RD
CH
AR
McFetridge
Park
LM
NTO
CAS
RD
ADT
8,311 (2.4% HCV)
(2015)
Eskdale
Reserve
D
BR
EL
M AYFI D RD
E AL
OE
L
D D
R
HE
AT
H
FOR
TH
E
WI
RD
E D
RD
E
BEAT R I C
OODC OT
AG I N
ADT
470 (1.3% HCV)
(2012)
VE
BRU
RD
K
PAR
AIN
DOM
O RT
S RD
ERT
ADT
7,263 (2.1% HCV)
(2012)
DA
L
Marlborough
School
ADT
841 (3.6% HCV)
(2014)
!
ROB
ES
K
AV
ADT
4,586 (4.5% HCV)
(2012)
Figure 1.4: General vehicles - classification, traffic volumes and crashes
11
ED
G
LL
E
RI
RD
Windy Ridge
School
The corridor provides access between the

western North Shore suburbs and the City
Centre and between these suburbs and Albany
(an Emergent Centre). It also plays an important
role in providing a parallel and back-up route
to State Highway 1. Its function will remain
important as a supporting arterial for regional
as well as local traffic. With significant work
being undertaken to improve the Albany to
Glenfield corridor, this section of Glenfield
Road/Birkenhead Ave will have the potential to
further unlock and realise transport benefits.
LRY R
D
ST
PL
COU RT
EN
RD
D
R
E
C
U
MA
PL
R C EL
LE
AN
ST
E
ER
Glenfield
Intermediate
TW
PEACH RD
ADT
2,893 (1.3% HCV)
(2014)
AH
SE
AV
IE
ADT
10,485
(2009)
YA
VE
AR
R
ES S A D
NT
TLE
TAM
CO
BE
N
IA
CHIVA
Glenfield
Primary
GEDIN PL
SE
CA
ME
LO
T
GL
HI
L LSIDE
D
R
D CRES
ADT
10,580 (3.4% HCV)
Glenfield
Kaipatiki
(2015)
College
Reserve
PL
EN
Glenfield Road forms a key north-south

regional arterial in the Auckland North Shore
road network. The corridor is classified as a
Primary Arterial Road in the Draft Integrated
Transport Plan (refer Figure 1.4). It is also
identified as a Cycle Connector on the
Auckland Cycle Network (refer Figure 1.7) and
part of the Frequent Transport Network (FTN) in
the Regional Public Transport Plan .
Currently Glenfield Road has a two hour, twoway peak volume in the order of 2,200 vehicles
which is forecast to increase to in the order of
3,000 vehicles by 2036. The corridor generally
has one lane in each direction with short
stretches of flush median, on-street parking and
clearways. In the five years from 2009 to 2013, 1
fatal and in the order of 60 injury crashes have
occurred along the corridor, with the majority
occurring at intersections. The crash history
for the corridor is discussed in greater detail in
Section 2.2 of Appendix B.
GL A D
AV E
KAIPAT IKI RD
As part of the CMP process, a background

investigation into the existing and future
transport environment within the Glenfield
Road corridor was undertaken. A file note
discussing the investigation is provided in
Appendix A and summarised below.
1.3.1 General vehicles
N
EE
ND
AL I
KA
NU
MA
RD
ROS
Sector 1.3 Current and

future transport network
Y S AVE
continued
Introduction
continued
1.3.2 Pedestrians
The footpaths along the corridor vary in width and are discontinuous
over some sections (refer Figure 1.6). Along the length of the corridor
there are six signalised crossings and three pedestrian refuge crossings
with long stretches without any crossing facilities. A number of
pedestrian crashes have occurred in close proximity to bus stops in
locations with no crossing facilities.
Figure 1.5: Kaipatiki Local Board Connections Network
12
The Kaiptiki Local Board has developed a network plan which proposes
a number of walking and cycling connections within and between local
parks, open spaces and reserves within the local board area (refer Figure
1.5). This is discussed further in Section 4.3 of Appendix A.
Introduction
continued
ORD
U NNYFIELD
RO
AD
BE
W
!"
DRI
VE
KI
Kaipatiki
Reserve
EL
OT
PL A
"
W
NT
LE
EF
EW
RU
RO
O RTH
O
R
AD
AD
AD
ET
POWRIE STREET
LA
ELD RO
AD
GL ENFI
E
ZION ROAD
AD
RV
IC
SE
Kauri Glen
Reserve
L EN
Northcote
College
ON EWA RO AD
A X AV
EN UE
E
AV E NU
ROSE
PARK AVENUE
LE
HU KA RO A
AN
UE
HI
LL
PA
RK
OR
DE
T IL N AV
EN
S
LI
IN
G
RO
A
EL
UE
UE
ROAD
E
AV
N
AY
W
TO
AL
E
AV
Figure 1.6: Glenfield Road pedestrian issues and constraints
ROA
KAURI G
BAR LOW P L 600 Meters

400
A CE
R O AD
Birkenhead
Primary
ET
S
CE
ET
RE
VIEW D RIV E
Y
RY B PA SS
BU
RE
AC
MO KO
IA
AY
AW
AN
AN
EB
UE
W
"
W"
GH
HI
U KE
RO
"
W
No Crossing
200
PU P
ACE
AORA NGI PL
RR
BE
ST
TUI GLE N
"
W
Signalised Crossing
A
SE
EL
ESCENT
CR
EET
AVE
StudyCorridor
LL
Challenging pedestrian
crossing of side road
VI
YL
Willow Park
School
E
OR
MO
R
K ST
"
W
NU
Birkenhead War
Memorial Park
R
VE
Signalised
Crossings
VE
BAN
"
W
TR
E
UE
E
DO W
MC
"
W
AD
RO
Pedestrian Refuge
Crossings
RA
"
W
E
NU
N
OU
E
AV
EN
AT T
TB
MON
A
"
W
E RO AD
OG
IN G S
T REE T
N
AVE
STREET
No Footpath
Walkway
CE
"
W
ESKDAL
WN
LY
ND
EN
CH
R
"
W
DO
U
N
Y P
WN
ELA
TR
D
N ROA
"
W
E
AV
W
"
W"
O AD
NAT IO
ST
BY
Bus Stops
CORO
Small section of
bus stop / footpath
HOB
STREE
T
DR
OA
"
W
Eskdale
Reserve
ON
T LE T
NF
OA
R
LD
E
TR
ROA
A IN
DOM
"
W
I EL
IHAU P LA C
K
PAR
D
Incomplete
A
RO
A
crossing
V EL M
across
Westfield Rd
FAIRF
McFetridge
Park
FI E
G LE N
UR
CO
IN
IG
AG
RO
AD
OA
TS R
BER
HIW
VERBENA ROAD
"
W
GL
E
WIT
H
RO
VE
VE
RI
"
W
Pedestrian crashes
resulting in injury
ROA
O ODCO
TE
AD
AVENUE
E UR
D EL
VAN
CA S
M AIN
I
DR
"
W
"
W
E
NU
KA AV E
IS
E R PAT
E QU
IK
Marlborough
IR
O
AD
School
AD
O
R
S
ER
H
C
AR
CH
UE
EN
AV
E
AV
RI
LE
E
ER
RO
ST
OR
H
UG
"
W
AV
IE
W
S TR E E T
D O W NING
"
W
EL
TW
AR
"
W
Small section of
bus stop / footpath
BAL
CE
ROAD
ST R E
RO
13
RL B
MA
Windy Ridge
School
ED
G
U
LRY R
O AD
H
AC
W
PO
VE
AH
CO
RI
ESSA D
NT
AN
ST
M
TA
SE
W
AI
PA
Glenfield
Primary
AV
EN
CHIVA
RO
Glenfield
Intermediate
Glenfield
College
CRESCENT
IP
AT
I
AM
KA
A
AN
DI
"
W
PE
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D RI
AD
E
ID
N
MA
RO
A
UK
HILLS
VE
"
W
AD
Introduction
continued
D
R
RD
DOWNING
CO
RD
AN
BIRKENHEAD AVE
E RD
RD
E
AV
BR
RD
EW
VI
N
A
CE
O
RAL
EIGH
RD
RAYMOND TCE
RD
Kauri Glen
Reserve
ONEWA RD
FAIR
HI
NE
M
ST
AVE
IEW
EAV
General lack of cycle

provision at intersection.
VALLEY R D
HUKA R
Northcote
College
GLADSTONE RD
GLEN RD
Y BYPA SS
UR
HB
HIG
ZION RD
KAURI
ROSEBERRY
ST
Y CRES
VERBENA RD
E
AV
TC E
PL
AIN
RD
TO
AL
LYDIA AVE
W
VIE
AORAN G I
BAL
M
A
EB
Willow Park
School
TUI GLE N
Document Path: I:\ZBIFA\Projects\ZB01674\Technical (controlled)\Spatial\MXD\CMP_Cycle1.mxd
P
M
CO

Birkenhead
Primary
RD
COLON IAL
DR
E
POR R
IT T AV
ST
MAHARA AVE
ST
A VIE
W
I
LV
SY
N
TO
MOORE ST
UK
PUP
CIT
Figure 1.7: Glenfield Road cycling issues and constraints
14
L CRES
K
BAN
AV E
Cycle Lane (on-road)
BARLO
400
Meters
W P600
L
WARATAH ST
E
Cyclist crashes resulting
in injury
AV
Cycle Connector
MOKOIA RD (ACN)
E
AV
Narrow receiving lane.
!
Steep uphill approach with
narrow lane widths.
CHELSE
DR
RD
HI
GH
D
EN
Birkenhead War
Memorial Park
Cycle Pinch Points
EN
ATT
TB
UN
O
M
Left turn lane is developed 200m north of

Pupuke Rd. Cyclists are forced to straddle
lane line and are passed on both sides.
RO G
RD
S
AY
AW
E
AN
ST
AV
EN
ND
LY
AVE
RD
PL
L
WE
MCD O
INGLIS ST
ION P
OR
Right turning lane developed

reducing space for cyclists in
south bound direction.
GRE
TE
L

RR
VE
200
RD
D
EL
FI
BY
HOB
VANDELEUR AVE
RD
RD
N
NATIO
CORO
CH AVE
M O NAR
SP E E
Eskdale
Reserve
I LL
KH
PAR
Narrowed lane width in southbound

direction and development of turning
lane with reduced shoulder.
Y
WN
E LA
TR
RD
AIN
DOM
AL
E
RS
Weaving vehicles are a problem

for cyclists approaching intersection
in southbound direction.
Multiple lanes with reduced

widths and weaving of vehicles
into left turn lane.
Shared Path
E
CH
OODCOT DR
E
N
LE
G
L
HIWIHAU P
N PL
NTO
BRU

ON ST
LET
C AST
PA
RS AVE
UE
PARK AVE
W
ITH
E
Narrowing lanes approaching roundabout

require cyclists to claim the lane.
W
AI
EQ
CH
LM
VE
DR
LE
AN
ST
E
ER
AH
S RD
ERT
ROB
ES
KD
E
AV
Marlborough
Dual lanes southbound on Glenfield
Rd AR
McFetridge
School
with narrow lane width and no shoulder.
Park
RD
Windy Ridge
School
RLB
H
UG
O
OR
E
AV
MA
Wide intersection with

no allocation of space
for cyclists.
RD
ST
L
EL
TAM
SE
AV
IE
W
RD
Town centre environment with

traffic movements ( i.e. speed/merging/
parking) not conducive to cycling.
No bike parking facilities.

R
ESS A D
NT
CO
RD
CE
U
L
M
A R EL P
C
FAX AVE
H
AC
PE
Glenfield
Intermediate
TW
AR
CH
DIN PL
GE
SE
A
AN
DI
CHIVA
LRY
Glenfield
Primary
W
AV
ER
LE
Kaipatiki
Reserve
CA
ME
LO
TP
AV
E
Glenfield
College
KA
IPA
TIK
I
DR
FOR
D
HE
PL
EN
GL
The corridor will provide an important

connection for local cycle trips between the
town centres, schools and community facilities
discussed in Section 3 of Appendix A. It may
also provide a commuter connection to the
City Centre once the proposed SkyPath is
constructed across the Auckland Harbour
Bridge. As discussed in Section 3.1.2 of
Appendix B, the number of people making this
trip is likely to be limited given the length of
trip.
L
MAYFIE D RD
No cycle facilities over this section

with conflict at multiple access points.
AT
H
RD
RD
KA
D
N
LI
NU
MA
The Glenfield Road corridor is situated on a

ridgeline which generally slopes down from
north to south. The roads either side of the
corridor are steep and provide few viable
alternatives for cyclists. The corridor is classified
as a Cycle Connector in the Auckland Cycle
Network however the majority of the corridor
does not have any cycle facilities (refer Figure
1.7).
A
ROS
1.3.3 Cycling
Introduction
SUNNYFIEL
AV
E
EY
RL
W
AV
E
BE
D OWN IN
"
EY
E
AV
H
UG
RI
CH
U
EQ
RD
H
HIG
GL
EL
R
RAYMOND TCE
"
Kauri Glen
Reserve
WARATA H ST
""
ZION RD
Existing poor bus LOS on

approach to intersection
in AM & PM peaks
PARK AVE
Northcote
College
ONEWA RD
D
H UKA R
ST
AVE
IEW
E AV
HI
NE
FAI R
ROSEBERRY
E
C
O
RAL
EIG
HR
D
FAX AVE
D
R
AN
RD
IE
GLADSTONE RD
M AIN
RD
VALLEY R D
BAL
TC E
PL
L RD
W
VIE
Birkenhead
Primary
CO LON I A
DR
E
IT T A V
C HE L SE
A VIE
W
BARLO
400
Meters
W P600
L
P OR R
200
CIT Y
AORANG I
Left turn from Birkenhead Ave

and right turn from Hinemoa St
constrained by queues on
Onewa Road
MOKOIA RD
RD
RECREATION DR
MAHA RA AVE
"
AV
AN
LYDIA AVE
UK E
PUP
VE
Birkenhead War
Memorial Park
MOORE ST
TUI GLE N
ST
P
Y CR ES
PA
RK
GL
I
VERBENA RD
S
LL CRE
K ST
Bus Stop
ST
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WE
BAN
"
TO
AL
Existing poor bus LOS on

approach to intersection
in AM & PM peaks
"
N
E
PL
G
RO
TO
IA
Willow Park
School
EL
MC D O
"
P
M
LV
SY
AY
SW
IN
D
LR
HIL
O
C
PL
S
CE
AC
ST
D
AN
AVE
S
TON T
LL
AY
BY
"
E
AV
GRE
T
" SP E E
"
V
N A
A
H
HOB
E
VANDELEUR AV
TE
RC
Eskdale
Reserve
DA
L
M ON
B AT
NT
U
AW
ION P
OR
EN
AW N
EL
TR
"
N
LY
"
RD
AN
ST
AIN
DOM
E
AV
IP
BR
AV
I
NF
RD
Study Corridor
W
A
N RD
NAT IO
LE
N PL
L
HIW IHAU P
NTO
K
PAR
"
RD
ST
CORO
No seating or
shelter provided
VE
IM
S RD
ERT
BRU
ES
K
T LE
S
ER
LM
HE
T
T S
"
CAS
CH
RD
E
BEAT R I C
EN
UR
CO
IN
AR
ROB
RD
McFetridge
Park
School
E
FI
BL
AG
Bus stop has poor visibility

of approaching buses
"
Windy Ridge
School
TH
VE
RD
PL
COU RT
EN
RD
E D
ST Marlborough
LD
LE
E
ER
OODC OT
OR
E
AV
S
ER
N
LI
OR
ST
Bus layover
AV
AH
LRY R
D
ED
G
AV E
G ST
RL
MA
"
"
SE
AV
IE
TL
"
Figure 1.8: Glenfield Road bus issues and constraints
15
D
R
E
C
U
MA
PL
R C EL
LL
H RD
Glenfield
Intermediate
Bus layover in town centre
PO
R
ES S A D
NT
AN
ST
TAM
CO
AC
PE
TW
GEDIN PL
SE
DR
EL
M AYFI D RD
E AL
OE
L
D D
R
""
"
CHIVA
Glenfield
Primary
IA
AR
KA
IPA
FOR
HE
AT
H
TH
E
CA
ME
LO
T
RD
KI
TI
"
WI
Kaipatiki
Reserve
HI
L LSIDE
RD
Glenfield
College
"
D
R
D CRES
Difficulty accomodating two buses

at bus stop outside McDonalds
PL
EN
The existing bus services and frequencies are

discussed further in Section 2.5 of Appendix
A. The future bus network which is being
consulted on is discussed in Section 4.4 of
Appendix A.
The Birkenhead Ferry terminal is located south
of the corridor on Hinemoa Street which
connects to Birkenhead Ave. The Glenfield
Road corridor provides a connection between
the local North Shore suburbs and the ferry
terminal, with a number of park and ride spaces
located at the terminal. The available traffic
data for the Onewa Road / Birkenhead Ave
intersection (refer to Section 11.1.1 of Appendix
C) suggests there is demand for the park and
ride services coming from the Glenfield Road
corridor catchment.
GL A D
AV E
GL
N
EE
ND
AL I
KA
NU
MA
There are 14 bus services which currently

operate on the Glenfield Road corridor with
15 25 buses per peak hour on any one section
in the peak direction. The new public transport
network proposed by AT for the North Shore
is currently being publicly consulted upon.
Once implemented in 2017, the new network
will simplify the existing network and reduce
the number of services on Glenfield Road. The
currently proposed network indicates that
there will be 6 services operating on Glenfield
Road with 10 20 buses per peak hour in the
peak direction. There is currently some informal
park and ride, with people parking close to
some bus stops along Glenfield Road.
RD
ROS
1.3.4 Public transport
Y S AVE
continued
Introduction
continued
1.3.5 Neighbouring projects

Figure 1.9 shows the projects to the north and south
of the corridor which have recently been completed
or have been planned in the future. This includes the
following CMPs:

Tawa Drive, Albany Expressway and Greville Road

(TAG) CMP, AECOM, July 2013
Oteha Valley Road CMP, AECOM, December 2014
Onewa Road CMP, Flow, September 2014
The upgrade of Albany Highway from Schnapper Rock

Road to SH17 is currently under construction and will
include road widening to allow for general traffic lanes,
transit lanes, on and off road cycle facilities and wider
footpaths. The upgrade of the southern section of
Albany Highway is currently at investigation stage. It
will include road widening to allow for intersection, bus,
pedestrian and cycling improvements.
Immediately north of the Glenfield Road CMP study
area, upgrades have more recently been completed on
Glenfield Road between Bentley Avenue and Sunset
Road. The upgrades have resulted in increased traffic
capacity and improved pedestrian and cycle safety
including the provision of on road cycle lanes.
Two existing projects to upgrade the Roberts Road
and Coronation Road intersections with Glenfield Road
are proposed by Auckland Transport. The aim of the
upgrades is to address a number of identified safety
issues at the intersections. The design and consultation
for these upgrades is ongoing. The upgrades are
discussed further Section 4.5.3 and 4.5.4 of Appendix A.
A new PM peak westbound T3 lane has recently been
implemented on Onewa Road between Church Street
and Birkenhead Ave. A shared path on the southern
side of Onewa Road has also been implemented over
the same length. These were recommendations made
by the Onewa Road CMP.
Cycle facility improvements are currently underway as
part of the Northcote safe cycle route. The project is
5.2 kilometres of walking and cycling improvements
along Northcote Road, Lake Road and Queen Street
from the Taharoto Road/Northcote Road intersection
(near Smales Farm) to Northcote Point Ferry Terminal.
The Glenfield Road corridor and Northcote safe cycle
route will both form part of the future cycle network,
supporting access to schools, workplaces and recreation
in the area. They may also provide a connection to the
proposed SkyPath across the Auckland Harbour Bridge.
Figure 1.9: Neighbouring projects
16
Introduction
continued
1.4
Current and future land use
As part of the CMP process, a background investigation into the existing

and future land use within the Glenfield Road corridor was undertaken.
A file note discussing the investigation is provided in Appendix A and
summarised below.
The Glenfield Road/Birkenhead Ave corridor falls within the Kaiptiki
Local Board area. The Glenfield Town Centre is located at the northern
end of the corridor and the Birkenhead Town Centre is located south
of the corridor. The majority of the corridor is fronted by residential
properties with the exception of a significant length on the western
side which is fronted by Eskdale Reserve and Birkenhead War Memorial
Recreational Reserve.
The Oruamo Reserve fronts the eastern side of Section 2 and is bordered
by High Road and Glenfield Road.
As explained in Section 3 of Appendix A, there are a number of schools
and community facilities in close proximity to the corridor which make
use of the Glenfield Road corridor.
Glenfield Town Centre is located between Bentley Avenue and Downing
Street. It consists of retail and small businesses, as well as containing a
large Westfield Shopping Mall which has a multi-storey parking building
with approximately 1,500 parking spaces. The town centre is currently
vehicle dominated with multiple traffic lanes and on-street parking
between the Bentley Ave and Kaipatiki Road signalised intersections.
The Proposed Auckland Unitary Plan land use zoning alongside the
Glenfield Road corridor is shown in Figure 1.10. The majority of the land
use fronting the corridor is zoned as Mixed Housing Urban with higher
density residential zoning at the northern and southern ends of the
corridor, around the town centres.
A capacity for growth study was undertaken for the corridor (refer
to Section 5.5 of Appendix A). The study highlighted that, under the
Proposed Auckland Unitary Plan, there is potential for a 20% increase
in dwellings with infill and a potential 89% increase in dwellings
with redevelopment. The study concluded that growth is likely to
increase somewhere between these two figures at a gradual rate with
considerable change possible within the Glenfield Road/Birkenhead
catchment.
A proposal is currently underway to construct a community
environmental centre in the Eskdale Reserve (refer to Section 5.4 of
Appendix A). The project has been developed by Project Kaipatiki and is
seeking funding from the Kaiptiki Local Board and other sources. The
project is still in the planning phase and is yet to be approved by the
Local Board, Auckland Council and Auckland Transport.
17
Introduction
continued
VE
HILLS
D RI
RO
AD
EL
BE
OT
PL A
C
NT
LE
AV
EN
WIT
H
ROAD
RU
B
AD
ST R E E
RS
H
IG
H
O ODCO
TE
VE
RI
AR
McFetridge
Park
AD
V EL M
RO
E
TR
ET
NAT IO
D
N ROA
LA
GL ENFI
N
OU
EN
AT T
TB
E
AV
E
NU
UE
VE
UE
UE
E
UE
Y
RY B PA SS
BU
AD
Kauri Glen
Reserve
ZION ROAD
Northcote
College
ON EWA RO AD
HU KA RO A
D
Birkenhead
Primary
Figure 1.10: Proposed Auckland Unitary Plan land use zoning
200
400
A X AV
EN UE
BIRKENHEAD AVENUE
E
AV E NU
ROSE
R O AD
E
AV
ROAD
Public Open Space - Sport and

Active Recreation
W
A VIE D RIV E
SE
Public Open
EL Space - Comm unity
AR LOW
B
LA CE
Public Open Space - Civic PSpaces
MO KO
IA
GH
HI
ROA
KAURI G
ET
RE
Public Open Space - Informal

Recreation
TO
AL
L EN
LACE
AORA NGI P
Light Industry
Public Open Space - Conservation
ET
600 Meters
FAIRF
LE
RO
A
RO
Heavy Industry
RE
TUI GLE N
Business Park
U KE
PARK AVENUE
HI
LL
PA
RK
OR
PU P
EET
NU
ST
AY
W
Birkenhead War
Memorial Park
RR
BE
AD
R
K ST
ESCENT
CR
DE
T IL N AV
EN
S
LI
AD
RO
LL
E
OR
MO
BAN
General Business
S
CE
IN
G
E
DO W
MC
AVE
Mixed Use
AC
UE
City Centre
N
AVE
C
Town Centre
VI
YL
Willow Park
School
BY
STREET
OG
Local Centre
CH
R
E
AV
MON
A
HOB
R
N ST EET
TR
E
AN
EB
ELD RO
AD
CE
Y P
WN
ELA
TR
U
N
ROA
AY
AW
AN
E
AV
IHAU P LA C
LY
ND
EN
ST
ROA
A IN
DOM
Neighbourhood Centre
ER
HIW
K
PAR
Mixed Housing Suburban

A
Mixed Housing
RRUrban
VE
Terrace Housing and Apartment
Buildings
CORO
Eskdale
Reserve
Single House
O AD
Special Purpose
ROA
Marlborough
School
UR
CO
IN
R
RT S
Study Corridor
M AIN
E
NU
AG
RO
AD
E
ROB
UNITARY PLAN ENVIRONMENT
ST
E
AV
AD
RO
VE
AD
AVENUE
E UR
D EL
VAN
VERBENA ROAD
E
E QU
CH
UE
EN
AV
OR
H
UG
E
AV
S TR E E T
I
DR
RO
TO
CA ST LE
BAL
RO
O RTH
D O W NING
RL B
MA
RI
LE
E
ER
AV
IE
W
Windy Ridge
School
18
EW
AD
EL
TW
AR
H
AC
W
PO
VE
AH
CO
RI
ESSA D
NT
AN
ST
M
TA
SE
W
AI
PA
O
R
CE
LRY R
O AD
ED
G
U
PE
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Glenfield
Primary
EF
Kaipatiki
Reserve
OR
D
DRI
VE
KI
CHIVA
RO
Glenfield
Intermediate
Glenfield
College
CRESCENT
IP
AT
I
AM
KA
A
AN
DI
U NNYFIELD
A
UK
E
ID
N
MA
D
OA
Problems
An investigation into the existing problems within the

Glenfield Road corridor was undertaken. A file note capturing
the investigation is provided in Appendix B. The problems
identified by the various technical stakeholder groups have been
summarised below for each mode, and the specific problems
associated with each section of the corridor are summarised in
Table 2.1.
Pedestrian network
The problems identified with the pedestrian network are captured in
Figure 1.6 and include the following:

Cross connectivity and connection. There are long stretches of the

corridor without any crossing facilities. Uncontrolled crossing of
the corridor is difficult and unsafe at times given the volume and
speed of traffic in the corridor. A number of pedestrian crashes have
occurred in close proximity to bus stops in locations with no crossing
facilities.
Pedestrian longitudinal continuity. There is poor continuity for

pedestrians wishing to walk north-south along the corridor.
Pedestrian crossing facilities at a number of side roads are
substandard, and there are stretches of the corridor without
footpaths, as highlighted in Figure 1.6.
Pedestrian environment around Glenfield Town Centre. The

pedestrian environment in the town centre is poor. It is difficult for
pedestrians to cross Glenfield Road in the town centre, although
many people cross midblock using the existing central median. The
pedestrian longitudinal continuity on the west side is poor, as shown
in Figure 2.2. The access road adjacent the Mc Donalds is difficult to
cross and the footpath is set back from the carriageway (Figure 2.1).
Pedestrian surveys have been undertaken at the Bentley Ave, Kaipatiki

Road, Roberts Road and Onewa Road intersections with the Glenfield
Road corridor. The surveys show that the busiest pedestrian activity is
near the Glenfield Town Centre and the Onewa Road intersection which
includes a significant portion of children pedestrians. The results of the
surveys are discussed in Section 2.2 of Appendix B.
Figure 2.1 Parking access road adjacent Mc Donalds
19
Problems
continued
Cycling network
General vehicle network
The problems identified with the cycling network are captured in Figure
1.7 and include the following:
The problems identified with the general vehicle network predominantly

relate to safety. The sites with more than 10 crashes in the five year
period from 2009 to 2013 are illustrated in Figure 1.4. As discussed in
Section 1.3 above, two existing projects to upgrade the Roberts Road
and Coronation Road intersections with Glenfield Road are proposed to
address safety at the intersections.
A combination of lack of cycle facilities, continuity along the route,

and no alternative routes are contributing to suppressed cyclist
demand, particularly less confident cyclists and school children.
As shown in Figure 1.7, there are few existing cycle facilities in the
corridor and there are several cycle conflict points along the corridor
which present difficulty for cyclists.
Lack of side road connections and crossing points means Glenfield

Road creates a sense of severance in the cycle network. Glenfield
Road is located on a ridgeline and there are few alternative routes for
cycling due to the topography either side of the corridor.
Public transport network

The problems identified with the public transport network are captured
in Figure 1.8 and include the following:

Travel time and reliability on the corridor is an issue. Delay and

reliability needs to be targeted in specific locations where congestion
occurs. The travel times for buses in the corridor vary throughout the
day as general traffic volumes vary. In particular, at the Pupuke Road
and Onewa Road intersections buses are held up by general traffic.
Bus travel time reliability will worsen as traffic volumes increase in the
future.
Bus stop locations, facilities and crossing points could be improved

to improve access and user experience. Bus stops are generally
spaced at 400 m along the corridor however some stops do not
have crossing facilities nearby. As shown in Figure 1.6, a number of
pedestrian crashes have occurred in close proximity to some of the
bus stops. There is a lack of shelter and seating at some of the bus
stops along the corridor.
Specific problem at the Birkenhead Avenue / Onewa Road

intersection. As explained in Section 4.2.3 of Appendix B, during the
AM peak, general vehicle queues on Onewa Road extend back to
the Onewa Road / Birkenhead Ave intersection. The queued vehicles
block buses turning into the transit lane on Onewa Road and can
result in delays for buses.
20
Problems
continued

The problems identified with place and urban amenity predominantly
relate to the environment in the Glenfield Town Centre including:

The place function within the Glenfield Town Centre is dominated

by vehicle movements through the area; parking and bus stabling
create an inhospitable environment for pedestrians. The current
environment in the town centre is shown in Figure 2.2.
Connections between the town centre and Westfield Mall are poor
with little interaction between the two areas. There are multiple
vehicle accesses to the Westfield Mall but few which provide for other
modes. The nature of access to the mall provides an inhospitable
environment for pedestrians and promotes car trips.
Figure 2.2 Glenfield Road between Bentley Ave and Kaipatiki Road (looking south)
21
Outside of the Glenfield Town Centre the problems associated with place
and urban amenity are closely linked to the problems in the pedestrian
network. For example, the majority of the corridor has narrow footpaths
with grass berms. This is not consistent with the typical look and feel
of an arterial road and does not allow for street furniture, lighting and
landscaping appropriate for an arterial road. Improving the pedestrian
network will support an enhanced interface with the places along
Glenfield Road.
Problems
continued
Table 2.1 Identified problems by corridor section
Section
Problem / issue
Section 1
a) The place function within the Glenfield Town Centre is dominated by vehicle movements through the area
b) The pedestrian environment in the town centre is poor
c) Connections between the town centre and Westfield Mall are poor for pedestrians
d) It is difficult and unsafe for pedestrians to cross Glenfield Road midblock
e) The pedestrian longitudinal continuity on the west side is poor
f) The access road adjacent the Mc Donalds is difficult to cross
g) No cycle provision northbound
h) No cycle provision at intersections
i) Pedestrian crossings are missing at the Bentley Ave intersection and in places across the Westfield access
j) Bus stops/layovers on the eastern side adversely affect amenity
k) The bus stop on the western side is short and can be difficult for two buses to access at the same time
Section 2
a) In the last five years there have been cycle and pedestrian crashes at the Downing Street and Kaipatiki Road
intersections with Glenfield Road
b) Cycle facilities are incomplete and inconsistent
c) No cycle provision at the Downing and Kaipatiki intersections with Glenfield Road
d) The side road intersection of Peach Road has poor pedestrian crossing provision
e) Footpaths are narrow and of a low standard
Section 3
a) Dual lanes southbound with no shoulder alongside the Oruamo Domain create a poor environment for cyclists with no
specific cycle facilities
b) There is no footpath on the eastern side of Glenfield Road and pedestrians travelling north-south must detour along
High Road or through Oruamo Domain
c) There are no pedestrian crossing facilities on this section
d) The side road intersections of High Road and Glenfield Road have poor pedestrian crossing provision
e) Footpaths are narrow and of a low standard
Section 4
a) The side road intersections of Capilano Place, Roberts Road and Park Road have poor pedestrian crossing provision
b) There are a number of safety issues at the Roberts Road intersection for pedestrians, cyclists and general vehicles.
c) There are no pedestrian crossing facilities on this section
d) The southbound bus stop near Roberts Road has poor visibility of approaching buses
e) Pedestrian longitudinal connectivity on the western side of the corridor is poor
f) Footpaths are narrow and of a low standard
g) There is no cycle provision on this section
22
Problems
continued
Section 5
a) There is no footpath on the western side of the corridor adjacent to Eskdale Reserve nor on the eastern side adjacent to
217-227 Glenfield Road
b) There are a number of safety issues at the Coronation Road intersection for pedestrians, cyclists and general vehicles.
c) The side road intersection of Coronation Road has poor pedestrian crossing provision
d) There is no cycle provision on this section
Section 6
a) Footpaths are narrow and of a low standard

b) Only two of three intersection arms at the Eskdale Road signalised intersection include pedestrian crossings
c) It is difficult and unsafe for pedestrians to cross Glenfield Road midblock because there are no crossing facilities. A
pedestrian crash has occurred close to the bus stops on this section
d) The side roads of Park Hill Road and Moore street which connect to this section of Glenfield Road lack footpaths on
both sides of the road
e) There is no footpath on the western side of Glenfield Road at the Pupuke Road intersection. Pedestrians travelling
north-south must use the steep access road
f) Pedestrian crossing provision at the Pupuke Road intersection is poor. A pedestrian crash has occurred at this
intersection
g) No provision for cyclists at the Eskdale Road and Pupuke Road intersections or in the midblock
h) Multiple turn lanes on the approaches to the Eskdale Road and Pupuke Road intersections create a challenging
environment for cyclists
i) Steep gradients northbound through the Pupuke Road intersection are challenging for cyclists
j) Southbound buses are delayed in the AM and PM peaks at the Pupuke Road intersection
k) No shelter or seating is provided at the bus stops on this section
l) The intersection of Moore Street and Glenfield Road has had a number of crashes
Section 7
a) Footpaths are narrow and of a low standard

b) It is difficult and unsafe for pedestrians to cross Glenfield Road midblock because there is only one crossing facility. A
number of pedestrian crashes have occurred close to the bus stops on this section
c) The side roads of Recreation Drive, Ian Marwick Place and Zion Road which connect to this section of Glenfield Road
lack footpaths on both sides of the road
d) No provision for cyclists at the Onewa Road intersection or in the midblock between Pupuke Road and Onewa Road
e) Southbound buses are delayed in the AM and PM peaks at the Onewa Road intersection
f) Buses turning left, from Birkenhead Ave into the T3 lane on Onewa Road, are blocked by general vehicles queued on
Onewa Road. This can result in delays for buses
23
Ideal future state
The ideal future state sets the long-term vision for the Glenfield
Road corridor. This has been defined with reference to Auckland
Transport and Auckland Council strategies and policies and
through input from the technical stakeholder groups. The ideal
future state is captured in a file note in Appendix B and defined
below:
Pedestrian network

Well connected pedestrian network which encourages walking for

short trips
Pedestrian facilities which encourage use of public transport

through safer and more frequent crossings and enhanced walking
environments
A safer, easier and more convenient environment for all which follows
Universal Design principles.
Enhanced pedestrian environment in and around the Glenfield Town

Centre which raises the priority of walking over other modes
Widening of footpaths where they are sub-standard in width.
The Glenfield Town Centre provides a permeable urban environment

with good connection between various land parcels and active street
frontage.
Provide safer and more attractive pedestrian facilities to enhance the

interface between Glenfield Road and the places along the corridor,
such as nearby local centres, schools, community facilities, parks and
reserves that support community life.

Glenfield Road is safe and increasingly free of injury crashes
Road space currently allocated to parking within the Glenfield Town

Centre is rationalised and suitable alternatives are provided.
Road space currently allocated to parking along the corridor is

reassigned to improve the movement of people and goods via all
modes, in line with ATs Parking Strategy Document 2015, Policy 4A:
Parking on Arterial Roads.
Glenfield Road is maintained as an over-dimension route.
Cycling network

Capitalise on opportunities for cycling in the short and medium term.

Implement low cost quick win projects and incorporate cycle facilities
into other projects on the corridor.
Provide separated cycling facilities for the entire length of the

Glenfield Road corridor. The type of facility is intended to be attractive
and safe for all types of users to encourage more trips to work, school
and recreation. Well connected and integrated cycle provision along
the corridor that support the greater cycle network.
Public Transport network

The Glenfield Road corridor provides reliable and competitive travel

time for buses compared with general traffic
Improved access to bus services through enhancement of the stop

environment and connectivity of surrounding pedestrian facilities

Shift of focus from the through traffic function to the access/place

function in the Glenfield Town Centre
When entering the Glenfield Town Centre, vehicles naturally slow in

response to the differing environment they are faced with.
Pedestrian movements are prioritised above other modes in the

Glenfield Town Centre.
24
A number of options for the Glenfield Road corridor were developed

to address the identified problems and provide for the ideal future
state defined by the technical stakeholders. In some locations along
the corridor, points of tension were identified around the future
prioritisation of space and the ideal future states for each mode. The
preferred corridor theme, presented below, has been chosen based
on an assessment of the options developed. Overall it represents a
pragmatic solution which aims to balance the identified priorities and
optimise the long-term strategic outcome for the corridor.
The technical note in Appendix C discusses the options developed
and the conflicting priorities. As part of the assessment, rankings
(High, Medium and Low) were assigned to the options to give an
indication of the priority that they provide to pedestrians, cyclists,
buses and general vehicles. This priority is relative to the existing
situation, and relative to the other modes for the section being
considered. The preferred option for each of the corridor sections is
discussed below and summarised in Section 4.8.
25

continued
4.1 Section 1: Bentley Avenue to

Kaipatiki Road
Currently the layout of the corridor through the town
centre has a strong focus on maximising efficient
movement of vehicles which has created a poor
pedestrian environment. The existing layout and cross
section through the town centre are shown in Figure
4.3 and Figure 4.1.
Figure 4.1 Glenfield Town Centre - exisitng layout
26

continued
The preferred option (shown in Figure 4.2 and Figure 4.4) aims to shift
the focus of this section from vehicle movement to enhancing the place
function, in line with the technical stakeholder desires to create a more
pedestrian friendly environment. To achieve this shift and improve
the pedestrian environment, the following elements are considered
necessary for this section of the corridor:
The future transport and land use outcomes for the town centre are
closely linked, with the success of one dependent on the success of the
other. A strategic vision for the town centre and an associated town
centre plan should be prepared to guide the future development of the
town centre. This should include a full investigation into the transport
issues identified above.
Reduce traffic volumes
Reduce traffic speed
Provide crossings across Glenfield Road and adjacent driveways
Increase footpath widths and provide more public space with more
street furniture and landscaping
Opportunities to enhance the streetscape and transport environment

through adjacent land-use changes should be explored. Equally, the
potential commercial benefits that an improved and integrated transport
environment may bring to adjacent businesses should also be explored.
To ensure a high quality and integrated transport and land use outcome
for the town centre will require a collaborative approach between
Auckland Council, Auckland Transport, Kaiptiki Local Board and private
land owners.
The preferred option gives lower priority to the movement of general

vehicles than the existing situation with either shortening of the right
turn bays or removal of traffic lanes. Given that Glenfield Road will
remain a Regional Arterial in the future, and that there are few alternative
routes for vehicles travelling north-south and east-west through the
area, some vehicle capacity must be maintained. Shared space options
were considered for this section of Glenfield Road (refer to Appendix C).
These were discounted because they would significantly reduce vehicle
capacity and likely result in adverse traffic effects in the wider North
Shore network.
Compared to the shared space options, the preferred option was given
a lower pedestrian priority (Medium vs. High). However compared
to the existing situation, the preferred option provides a significant
improvement for pedestrians. It aims to reduce traffic volumes and
speeds, and improve the ability for pedestrians to cross midblock and at
intersections.
The preferred option would see on-street parking in the public road
reserve removed or relocated but access to parking on private land
retained. This will facilitate improved movement of people and goods via
all modes which aligns with ATs Parking Strategy. In the preferred option,
cycling is also given a higher priority than it is currently, with provision
northbound and southbound through the town centre to connect to
existing facilities north of Bentley Ave and south of Kaipatiki Road.
As discussed in Section 5.1.1 of Appendix C, a concept to reduce traffic
volumes between Bentley Ave and Kaipatiki Road is proposed by
encouraging an alternative route between Kaipatiki Road and Downing
Street. This concept may have flow-on effects outside of the CMP area.
A further investigation to understand the potential for reducing traffic
volumes and the associated consequences will need to be undertaken.
Consultation with the land owners in the town centre to understand
future development plans and opportunities to improve pedestrian
access should form part of this investigation.
27
As well as considering the long-term strategic direction for the town

centre, a number of short/medium-term opportunities have been
identified for the town centre. These include:

Improving pedestrian crossing provision of the access road adjacent

to the Mc Donalds (refer Figure 2.1). This could include improved
pram crossings with tactile ground surface indicators and wider,
gentler ramps. Narrowing of the access road could also be considered
however may have implications for drainage and parking.
Advanced cycle stop boxes at the signalised intersections
Renew and repaint existing cycle facilities
A zebra crossing on the left-turn slip lanes into and out of the
Westfield Mall
Cycle parking in the town centre
The minor improvements to the Bentley Ave and Kaipatiki Road

signalised intersections listed in the Pre-optimisation Report
discussed in Appendix B. These improvements are mostly repainting
lines, readjusting signs, relocating poles and minor adjustments to
kerbs.
Additional pedestrian crossing facilities at the Glenfield Road

signalised intersections with Bentley Ave and Downing Street.
These improvements will not necessarily require significant changes

to on-street parking, vehicle accesses and general vehicle capacity and
could be implemented relatively easily in the short/medium term. A
midblock pedestrian crossing between Bentley Ave and Kaipatiki Road
could also be considered in the short/medium term, however may
require changes to the parking access on the western side of the corridor.

continued
Figure 4.2 Section 1 - Preferred option
28
parking on private
property
parking on private
property
4.4m
Angle parking removed where

possible providing additional space
Figure 4.4 Section 1 - Preferred cross section looking north
footpath
Figure 4.3 Section 1 - Existing cross section looking north
footpath
boundary
boundary

2.1m
protected cycle
1.7m
raised traffic island
3.0m
traffic lane
3.1m
traffic lane
3.0m
traffic lane
3.1m
traffic lane
30m road reserve
0.8m
raised median
30m road reserve
6m raised median with turn bays
3.1m
right turn lane
3.0m
3.0m
3.0m
traffic lane
3.0m
traffic lane
2.1m
protected cycle
3.3m
bus stop/parking lane
4.5m
footpath
4.5m
footpath
boundary
boundary
29

continued
4.2 Section 2: Kaipatiki Road to Downing

Street
The priority for place on this section is not as great as Section 1, primarily
due to the lack of active retail and business frontages, particularly along
the eastern side. Consequently the need to reduce traffic volumes and
speeds, provide more pedestrian crossings and increase footpath widths
is not as great as in Section 1. However this section is one of the main
entrances to the town centre and will need to provide a gateway to the
town centre. A typical existing cross section is shown in Figure 4.5.
The preferred option for Section 2, shown in Figure 4.2 and Figure 4.6, is
preferred for the following reasons:

Cycle facilities separated from traffic and pedestrians are provided in

both directions to cater for less confident cyclists.
The width of the existing footpath on the western side could be

increased by paving the large grass berm. The berm on the eastern
side is narrower and slopes down towards the Westfield Mall. The
footpath on the eastern side is likely to have a lower demand as
this side of the corridor has no active frontages. To increase the
paved width of footpath on the eastern side may require retaining
structures depending on the extent of widening and the slope of the
berm. This may be justified if the demand for the footpath on this
side increases.
General traffic capacity is retained to offset the loss in Section 1. Two

lanes in both directions allow space for stacking at the Kaipatiki Road
and Downing Street intersections, and a flush median is provided for
right turning movements into Peach Road and the Westfield Mall.
At the Downing Street intersection the preferred option is to improve

pedestrian crossing facilities, and connect the proposed cycling facilities
north and south of the intersection. The existing northbound bus
stop currently located at the Downing Street intersection is in close
proximity to the stop in the town centre. As shown in Figure 4.2, it may be
appropriate to move this stop further north and combine it with the stop
for the town centre. This would allow greater width for pedestrians and
cyclists on the western side.
30
7.0m
footpath & grass verge
2.1m
protected
cycle lane
5.4m
boundary
boundary

3.2m
traffic lanes
6.7m
traffic lanes
3.0m
traffic lanes
30.0m road reserve
2.5m
flush
median
30.0m road reserve
2.8m
flush
median
3.0m
traffic lanes
3.2m
traffic lanes
6.5m
traffic lanes
2.1m
protected
cycle lane
1.5m
cycle lane
5.5m
5.5m
boundary
boundary
31

continued
4.3 Section 3: Downing Street to High Road

The Downing Street to High Road section is largely characterised by
the Oruamo Reserve and a steep section of Glenfield Road which
currently has a wide carriageway with a crawler lane and no footpath
on the eastern side. A typical existing cross section is shown in Figure
4.7. As discussed in Section 7 of Appendix C, the road reserve extends
approximately 14 metres into Oruamo Reserve.
The preferred option for Section 3, shown in Figure 4.8, is preferred for the
following reasons:

A cycle facility separated from traffic is provided uphill (southbound)

to cater for less confident cyclists travelling slowly uphill. A standard
cycle lane is provided in the northbound, downhill direction as the
speed differential between cyclists and vehicles will be less. Over this
corridor section an alternative route, with low traffic volumes and
speeds, is available to the west of Glenfield Road for less confident
cyclists to use.
Bus operation in the southbound direction has been recognised as an

existing issue, particularly in the AM peak. This will likely get worse in
the future as traffic volumes and congestion on the corridor increase.
Southbound bus travel time reliability is improved with the provision
of a bus lane.
Existing on-street parking is removed along this section to facilitate

the movement of people and goods via all modes. This aligns with
ATs Parking Strategy. Figure 4.27 shows the locations where parking
is removed.
32
On this section conflict primarily exists between bus priority and

providing a footpath along the eastern side of the corridor adjacent to the
Oruamo Reserve. The preferred option provides a southbound bus lane in
lieu of an eastern footpath given that demand for a footpath adjacent to
the reserve is likely to be low. North-south pedestrian connectivity on the
eastern side of the corridor is instead provided via High Road and through
Oruamo Reserve.
An option was considered which widened into Oruamo Reserve in order
to maintain a southbound bus lane while also providing separated cycle
lanes in both directions, and a footpath on the eastern side. As discussed
in Section 7 of Appendix C, this option was discounted because of the
effect on Oruamo Reserve and the likely extensive costs associated with
widening.
As highlighted in Figure 4.23, a new pedestrian crossing is proposed
on this section near the bus stops at the High Road intersection at the
top of the hill. This will provide pedestrians travelling north-south with
an alternative option to the path through Oruamo Reserve. Pedestrian
crossing improvements to the side road crossings of Glenfield Road and
High Road are also proposed to facilitate the north-south movement of
pedestrians. This is discussed in Section 4.8.
33
boundary
1.5m
cycle lane
3.2m
traffic lane
3.0m
footpath & berm
3.0m
footpath & berm
6.0m
traffic lane
3.0m
traffic lane
3.2m
bus lane
30m road reserve
7.0m
traffic lane
30.0m road reserve
3.5m
traffic lane
2.1m
protected cycle lane
3.5m
crawler
Oruamo Reserve within road reserve (approx. 14m)
Oruamo Reserve within road reserve (approx. 14m)
continued
boundary

continued
4.4 Section 4: High Road to Coronation

Road
The High Road to Coronation Road section is largely characterised
by a steep downhill section southbound with steep topography
either side of the road. Parallel access roads enable access to adjacent
properties given the topography constraints. A typical existing cross
section is shown in Figure 4.10
The preferred option for Section 4, shown in Figure 4.11, is preferred
for the following reasons:

A cycle facility separated from traffic is provided uphill

(northbound) to cater for less confident cyclists travelling slowly
uphill. In the downhill direction (southbound) cyclists bypass the
Roberts Road intersection via the existing access road. The access
road has low traffic volumes and speeds, and though not on road,
is considered direct enough to attract confident cyclists as well as
less confident cyclists. A southbound bus lane caters for confident
cyclists who wish to travel on road.
Bus operation in the southbound direction has been recognised

as an existing issue, particularly in the AM peak. This will likely
get worse in the future as traffic volumes and congestion on
the corridor increase. Southbound bus travel time reliability is
improved with the provision of a bus lane.
A footpath is provided on the western side, alongside the

existing carriageway where there currently is no footpath. The
access road on the western side is difficult for pedestrians to
access due to the topography of the corridor in this location.
The provision of a western footpath improves the longitudinal
continuity for pedestrians by removing the need to use the access
road. Improved pedestrian crossing provision at the Park Road /
Glenfield Road intersection is proposed to accompany the new
footpath.
Existing on-street parking is removed along this section to

facilitate the movement of people and goods via all modes. This
aligns with ATs Parking Strategy. Figure 4.26 shows the locations
where parking is removed.
Similar to Section 3, conflict primarily exists between bus priority

and providing footpaths adjacent to the road on both sides. On the
eastern side, the preferred option provides north-south pedestrian
connectivity via the adjacent access road. As shown in Figure 4.11, all
users would share the access road. This is considered acceptable given
the low traffic volumes and speeds, however options to separate users
on the access road could be considered during further investigation.
The proposed upgrade of the Roberts Road intersection will need
to allow for the identified priorities through the intersection for the
preferred option as illustrated in Figure 4.9. As highlighted in Figure
1.6 and Section 2.2.1 of Appendix B, there has been a pedestrian crash
in the vicinity of the Roberts Road intersection. The proposed upgrade
of the intersection will need to consider the best location and form of
a crossing facility to improve pedestrian and cyclist safety.
34
Figure 4.9 Roberts Road / Glenfield Road - southbound bus priority
35
2.5m
grass verge
4.5m
property access road
2.5m
grass verge
2.3m
footpath
2.1m
protected
cycle lane
7.0m
traffic lane with on street parking
30.0m road reserve
3.2m
traffic lane
30.0m road reserve
3.2m
traffic lane
3.2m
bus lane
7.0m
9.0m
9.0m
boundary
boundary
4.5m
continued

continued
4.5 Section 5: Eskdale Reserve

The Eskdale Reserve is adjacent to the corridor on the
west side of this section and residential properties front
the corridor on the east. A typical existing cross section is
shown in Figure 4.13.
The preferred option for Section 5, shown in Figure 4.14, is

Cycle facilities separated from traffic are provided in

both directions to cater for less confident cyclists.
A footpath is provided on the western side where there

currently is no footpath. A footpath would connect
a number of existing and proposed walking tracks
within and around Eskdale Reserve. The proposed
Community Environmental Centre in Eskdale Reserve
(refer Section 1.4) would also increase the demand
for a footpath on this side of the road. The grass verge
on the western side of the corridor currently extends
beyond the existing road reserve into Eskdale Reserve.
There may be an opportunity to widen the road
reserve on this side to allow a wider footpath than that
shown in Figure 4.14. This is within the park and would
require consultation with Auckland Council.
A footpath on the eastern side of at least 1.8m is

provided. This would require retaining structures in
places.
Bus operation in the southbound direction has been

recognised as an existing issue, particularly in the AM
peak. This will likely get worse in the future as traffic
volumes and congestion on the corridor increase.
Southbound bus travel time reliability is improved with
the provision of a bus lane.
Existing on-street parking is removed along this section

to facilitate the movement of people and goods via all
modes. This aligns with ATs Parking Strategy. Figure
4.26 shows the locations where parking is removed.
In order to provide space for cycle facilities and a

southbound bus lane, the existing flush median and onstreet parallel parking is removed as shown in Figure 4.26.
Reallocating the flush median and parking space to other
modes is considered appropriate and consistent with the
rest of the corridor.
The proposed upgrade of the Coronation Road intersection
will need to allow for the identified priorities through the
intersection for the preferred option as illustrated in Figure
4.12. This includes improved pedestrian crossing provision
on all intersection arms, southbound bus priority and
provision for cyclists northbound and southbound.
36
Figure 4.12 Coronation Road / Glenfield Road bus and cycle priority
3.0m
unformed verge
4.7m
traffic lane
Eskdale
reserve
2.1m
protected
cycle lane
3.2m
traffic lane
2.1m
footpath
swale
boundary
37
3.2m
traffic lane
2.5m
flush median
25m road reserve
3.5m
bus lane
25m road reserve
6.0m
traffic lane with on street
parking
2.1m
protected
cycle lane
footpath width varies

(min. 1.8m)
1.2m
footpath
Note: Widening footpath will

require retaining walls in some
locations
grass verge width and

slope vary
7.6m
grass verge (varies)
boundary
boundary
Eskdale
reserve
continued
boundary

continued
4.6 Section 6: Eskdale Reserve to Pupuke

Road
This section connects the two signalised intersections at Eskdale Road
and Pupuke Road. Some of the residential properties on the western side
are situated below the road level and at the Pupuke Road intersection
some properties are above the road level. The retaining walls on the
western side of the road are a significant constraint for future options
along this section. A typical existing cross section is shown in Figure 4.15.
The cross section is taken between Moore Street and McDowell Crescent
where a large retaining wall constrains the width of the corridor.
The preferred option for Section 6, shown in Figure 4.16, is preferred for
the following reasons:

Cycle facilities separated from traffic are provided in both directions

to cater for less confident cyclists.
Footpath widths are increased on both sides by removing the

existing grass berms. In locations where the width of corridor is
constrained by the large retaining wall, a cantilever footpath could be
provided. Further investigation and design should consider a number
of options to allow for the facilities in Figure 4.16. Alternatives to
providing a cantilever footpath would be to purchase property on
the eastern side or to consider widening the retaining wall when
renewal is required.
Bus operation in the southbound direction has been recognised

as an existing issue, particularly in the AM peak. This will likely get
worse in the future as traffic volumes and congestion on the corridor
increase. A southbound bus lane is provided to improve bus travel
time reliability on the approach to the Pupuke Road intersection.

the movement of people and goods via all modes. This aligns with
ATs Parking Strategy. Figure 4.26 shows the locations where parking
is removed.
The main conflict on this section is between bus and cycle priority,
particularly in the locations constrained by the existing retaining walls
such as at the Pupuke Road intersection. The cantilever footpath solution
illustrated in Figure 4.16 reduces this conflict, allowing high priority for
pedestrians and cyclists while providing some bus priority.
38
39

3.0m
traffic lane
2.1m
protected
cycle lane
20.5m road reserve
3.0m
traffic lane
3.2m
bus lane
2.1m
protected
5.5m
footpath
width varies
3.5m
footpath and grass berm
continued
footpath width varies (min.3.0m)

cantilever footpath from retaining wall
20.5m road reserve
5.5m
1.5m
footpath
boundary
boundary
4.5m
grass berm and retaining wall

continued
At the Eskdale Road intersection the preferred option is to improve

pedestrian crossing facilities and provide a connection between the
proposed bus and cycling facilities north and south of the intersection.
The identified priorities through the intersection for the preferred option
are illustrated in Figure 4.17.
Figure 4.17 Eskdale Road / Glenfield Road - Southbound bus priority
40

continued
The southbound approach to the Pupuke Road intersection has been

identified as one of the worst sections along the corridor for bus
operation (refer to Section 4.2.1 of Appendix B). The identified priorities
through the intersection for the preferred option are illustrated in Figure
4.18. To provide bus priority through the Pupuke Road / Glenfield Road
intersection will likely require land take.
Figure 4.18 shows northbound cyclists using the access road on the
western side. This increases the space for the upgrade of the Pupuke
Figure 4.18 Glenfield Road / Pupuke Road intersection - southbound bus priority
41
Road intersection and allows cyclists to bypass the signals. The steep
grade of the access road will be challenging for some cyclists. Therefore
if sufficient land is acquired for the intersection upgrade, a northbound
facility on road with a more manageable grade could potentially be
provided. A southbound cycle facility, including a connection into
Pupuke Road, could also be provided. This should be considered during
further investigation and design of the intersection.

continued
4.7 Section 7: Birkenhead Avenue

The Birkenhead Avenue section is largely characterised by residential
properties on both sides of the road with many private driveways
having access from Glenfield Road. Birkenhead Domain and playing
fields are located on the west side of the corridor. This section of the
corridor has the greatest potential for residential intensification, as
indicated by the zoning in the Proposed Auckland Unitary Plan (refer to
Figure 1.10 in Section 1.4).
A typical existing cross section is shown in Figure 4.20. The cross
section is taken between Zion Road and Ian Marwick Place where the
residential properties on the eastern side are situated below the road
level as shown in Figure 4.19.
The preferred option for Section 7, shown in Figure 4.21, is preferred for
the following reasons:

Cycle facilities separated from traffic are provided on both sides of

the road to cater for less confident cyclists.
A southbound bus lane is provided to improve bus travel time

reliability on the approach to the Onewa Road intersection which
has been identified as one of the worst sections along the corridor
for bus operation (refer to Section 4.2.1 of Appendix B).
Footpath widths are increased by removing the existing grass

berm. This section of the corridor has the greatest potential for
intensification and therefore will likely have the greatest demand
for wider footpaths in the future.

the movement of people and goods via all modes. This aligns
with ATs Parking Strategy. Figure 4.26 shows the locations where
parking is removed.
As discussed in Section 11 of Appendix C, widening the existing

carriageway to the east will require the road to be re-graded from
boundary to boundary, with adjustments or upgrades to the existing
stormwater system, in order to retain access to existing properties on
the eastern side and avoid flooding issues. As highlighted in Section 5
and shown in the implementation plan, the cost of this upgrade is likely
to be substantial.
42
Figure 4.19 Section 7 - Eastern footpath and grass berm looking north
43
boundary
2.1m
protected
cycle lane
3.1m
footpath
existing
road level
3.0m
traffic lane
5.5m
20.5m road reserve
3.0m
traffic lane
20.5m road reserve
3.2m
bus lane
5.5m
grass berm
width &
slope vary
Note: Carriageway widening and

regrade is required to accommodate
additional lanes
2.1m
protected
cycle lane
3.3m
grass verge
2.5m
footpath
2.5m
footpath
boundary
boundary
3.7m
footpath & grass berm
continued
boundary

continued
The priorities at the Birkenhead Ave / Onewa

Road intersection are illustrated in Figure 4.22 and
discussed in Section 11.1.1 of Appendix C. This
includes adjustments to the intersection layout to
resolve the existing bus operational issue (refer to
Section 2) and bus priority for specific movements.
Cycle connections to the proposed shared path on
Onewa Road are also proposed.
Improvements to the pedestrian environment,
amenity and crossing provision at the intersection
should also be considered. This may include
enhanced footpaths, street lighting, planting
and street furniture, and better integration of the
public open space on the north-western corner of
the intersection (refer to the zoning in Figure 1.10).
Pedestrian crossing provision could be improved
with removal of one or more left turn slip lanes.
A reduction in intersection capacity for general
vehicles at the Birkenhead Ave / Onewa Road
intersection will likely be required to improve
priority for buses, pedestrians and cyclists. As
discussed in Section 11.1.1 of Appendix C, the
Onewa Road CMP considered the effect of
removing all of the left-turn slip lanes at the
intersection. Further investigation and design is
required to understand the implications of an
intersection upgrade, including the resulting wider
traffic effects.
Figure 4.22 Birkenhead Ave / Onewa Road intersection priorities
44
continued
4.8 Summary
RD
POWRIE ST
P
Y CRES
TILDEN
AV
E
BIRKENHEAD AVE
BR
FAIR
HUKA R
PARK AVE
CO
RD
AN
ST
AVE
IEW
EAV
FAX AVE
HI
GH
HI
LL
IN
GL
IS
ST
SUNNYFIEL
DR
L
MAYFIE D RD
AV
E
Y
W
AV
ER
LE
GL
PA
RK
VERBENA RD
EAL
Y S AVE
T
S
OE
L
KA
IPA
TIK
I
DR
AT
H
HE
FOR
D
W
ITH
E
ROSEBERRY
Northcote
College
GLADSTONE RD
AIN
RD
RD
EW
VI
AN
E
C
O
RAL
EIGH
RD
RD
VALLEY R D
E
AV
Kauri Glen
Reserve
ONEWA RD
LYDIA AVE
BAL
M
S
AY
AW
E
AN
ST
AV
EN
ND
LY
Figure 4.23 Preferred corridor theme - walking
RD
GLEN
Y BYPA SS
UR
HB
HIG
HI
NE
M
RD
RAYMOND TCE
KAURI
ZION RD
PL
W
"
RD
W
"
Birkenhead
Primary
RD
COLON IAL
A VIE
W DR
BARLO
400
Meters
W P600
L
TC E
AORAN G I
MOKOIA RD
CHELSE
W
VIE
W
"
MAHARA AVE
No Crossing
WARATAH ST
E
AV
Signalised Crossing
LM
VE
RD
UKE
PUP
CIT
I
LV
SY
N
TO
AY
W
SS
CE
AC
StudyCorridor
Signalised
Crossings
W
"
RECREATION DR
Walkway
200
N
GL E
Birkenhead War
Memorial Park
PL
Willow Park
School
TUI GLE N
ER
V
Improved
side road
crossing
P
M
CO
E
AV
W "
"
W
WNING S
MOORE ST
ST
AV E
EN
DO
TO
AL
K
BAN
RO G
Pedestrians on Access
Road R
MC
W
W"
"
RD
RD
PL
CRES
E LL
D OW
AV
E
McFetridge
Park
D
N
LA
EL
ST
BEN
TLE
Y
E
TT
BA
RC
GRE
TE
L
D
R
Reduced traffic
volumes & speeds
and improved
crossing facilities
through town centre
New footpath may

require retaining wall
SP E E
W
"
VE"
LINZ and
Eagle Technology
W
NA
UNT
MO
NA
O
LE
C AST
ION P
OR
Future Bus
S Stops
TON T
RD
E
AV
E
RD
BEAT R IC IELD
F
ST
W
"
RD
New Shared Path
E
AV
M
EI
ST
W
"
Y
WN
E LA
TR
O RT
L
EL
H
EN
T
UR
O
AL
E
W
"
RD
Eskdale
Reserve
New Footpath
PA
WH
"
C
AR
RS
NATION
CORO
D
EL
FI
AIN
DOM
ST Marlborough
LRDD
School
W
W "
"
K RD
PAR
Pedestrian Crossing
Points
W
AI
E
FI
BL
OODCOT DR
E
TW
AR
CH
KA ER S
U
EQ IPAT
CH
IK
I
NG
LI
W
"
E
AV
C
AGI N
"
W
W
"
E
AV
N
LE
G
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RD
H
UG
O
OR
ST
E
POR R
IT T AV
RLB
MA
AVE
45
RIE
The form of new or improved crossing facilities in the

corridor will need to be considered during further
investigation and design. The general locations of
recommended crossings are illustrated in Figure 4.23.
W
"
AVE
RD
CE
U
L
M
A R EL P
C
RD
ED
ST
BY
HOB
Changes to lighting, street furniture and

landscaping
DOWNING
W
PO
BE
NT
LE
Y
RD
S RD
ERT
ROB
ES
KD
Glenfield
Intermediate
W
"
W
"
L
HIWIHAU P
Signs and paint markings
RD
Realignment and / or re-grading footpaths on

Glenfield Road either side of the side road
LE
AN
ST
H
AC
PE
A
AN
DI
CHIVAL
RY
Glenfield
Primary
PL
COURT
EN
RD
VANDELEUR AVE
Improved pram crossings with tactile ground

surface indicators for the visually impaired
W
"
CA
ME
LO
TP
Path through
Oruamo Domain
N PL
NTO
BRU
Provision of median refuges or kerb build outs
R
ESS A D
NT
CO
Windy Ridge
School
ST
Kaipatiki
Reserve
DR
Narrowing of the side road
Glenfield
College
E
ER
AH
D
R
DIN PL
GE
SE
TAM
Realignment and re-grading of the side road
D CRES
SE
AV
IE
W
In some locations a footpath will be provided where

there currently is no footpath. In other locations,
existing footpaths will be renewed and widened.
Consideration should also be given to improved street
furniture, lighting and landscaping where possible.
Existing footpaths can generally be widened by
paving over the existing grass berms, however in some
locations adjustments to kerb lines and installation of
retaining structures may be required.
PL
EN
GL
The preferred pedestrian corridor theme for Glenfield

Road is summarised in Figure 4.23. New footpaths
are proposed along the majority of the corridor. New
pedestrian crossings are provided across Glenfield
Road to improve access to the places and bus stops
along the corridor.
AVE
GLA D
D
N
LI
4.8.1 Pedestrians
The Glenfield Road intersections with Downing

Street, Coronation Road, Eskdale Road, Pupuke Road
and Onewa Road will need to provide for improved
crossing provision. A number of minor side road
intersections were also identified in Figure 1.6 as being
challenging for pedestrians to cross. One or more of
the following may be required to improve pedestrian
crossing provision and facilitate the north-south
movement of pedestrians at these intersections:
N
EE
RD
A
ROS
N
MA
A
UK
The preferred long-term strategic vision for the

corridor is discussed above and has been presented by
mode on the following maps for walking (Figure 4.23),
cycling (Figure 4.24), public transport (Figure 4.25) and
general vehicles (Figure 4.26).
continued
SUNNYFIEL
CA
ME
LO
T
W
AV
ER
L
E
AV
CH
H
GL
P
Y CR ES
AV
E
D
R
AN
RD
Kauri Glen
Reserve
RD
ZION RD
Northcote
College
ONEWA RD
0
ST
200
400
600 Meters
AVE
IEW
HI
NE
E AV
H UKA R D
E
C
O
RAL
EIG
HR
D
FAX AVE
BI R KENHEAD AVE
ROSEBERRY
IE
RAYMOND TCE
PARK AVE
TILDE
N
PA
RK
HI
IN
LL
GL
I
VERBENA RD
RD
GLADSTONE RD
M AIN
AV
AN
VALLEY R D
BAL
IA
GLEN
L RD
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AY
TC E
Birkenhead
Primary
CO LON I A
W PL
E
R IT T A V
BARLO
P OR
C HE L SE
A VIE
W DR
RD
KAURI
ST
MOKOIA RD
LYDIA AVE
W
VIE
PL
Cyclists on Access Road
LV
SY
AY
SW
Y
CIT
AORANG I
IP
MAHARA AVE
W
A
TO
S
CE
AC
UK E
PUP
WARATA H ST
New Shared Path
PL
ST
MOORE
RECREATION DR
E
AV
AW
Birkenhead War
Memorial Park
New Cycle Lane
P
M
VE
Existing Cycle Lane
D
AN
O
C
TUI GLE N
E
AV
N
E
LL
TO
AL
CRES
E LL
RD
G
RO
PL
ST
Figure 4.24 Preferred corridor theme - cycling
EL
K
BAN
VE
EN
V
N A
Willow Park
School
MC D O
ST
TE
B AT
NT
U
RC
GRE
T
AVE
S
TON T
SP E E
ION P
OR
M ON
N
LY
WN
E LA
TR
AN
ST
RD
BY
T LE
BR
RD
AV
ST
ST
T
UR
EL
AIN
Eskdale
Reserve
HOB
E
VANDELEUR AV
DA
L
LM
IM
CO
I
NF
RD
ES
K
RD
NATI ON
CORO
LE
N PL
L
HIW IHAU P
NTO
K
PAR
DOM
CAS
CH
RD
VE
HE
AR
S
ER
E
BEAT R I C
EN
E D
McFetridge
Park
School
E
FI
BL
RD
ST Marlborough
LD
N
LI
AG I N
HIG
E
AV
S
ER
BRU
The preferred cycling corridor theme for Glenfield

Road is summarised in Figure 4.24. New cycle
facilities are provided along the entire length of the
corridor in both directions to cater for less confident
cyclists. These facilities complete a missing link of the
proposed ACN, and will connect to the facilities north
and south of the corridor as well as the town centres,
schools and community facilities located within the
area.
U
EQ
FAI R
S RD
ERT
RD
RI
RD
ROB
TH
AV
H
UG
Windy Ridge
School
OR
LL
ST
OODC OT
O
RLB
PL
COU RT
EN
RD
DR
AV E
G ST
MA
ST
TH
E
WI
EY
TW
D OWN IN
TL
D
R
E
C
U
MA
PL
R C EL
LRY R
D
ED
G
LE
E
ER
Glenfield
Intermediate
AR
H RD
AH
SE
AV
IE
AC
BE
PO
ES S A
NT
AN
ST
TAM
CO
DR
PE
CHIVA
Glenfield
Primary
IA
AV
E
Kaipatiki
Reserve
EY
KA
IPA
TIK
I
Glenfield
College
FOR
D D
R
GEDIN PL
SE
4.8.3 Cycling
46
EL
M AYFI D RD
E AL
OE
L
D CRES
HI
L LSIDE
RD
HE
AT
H
AV E
D
R
PL
EN
Outside of the Glenfield Town Centre, pedestrian

and streetscape improvements are proposed to give
Glenfield Road a look and feel which is consistent
with a typical Auckland arterial road. Improving the
pedestrian environment and streetscape will support
an enhanced interface with the places along Glenfield
Road.
The form of cycle facility treatment, including the

form of protection, will need to be decided during
further investigation and design. In some locations,
particularly south of Eskdale Road, the corridor is
narrower and the topography varies. These factors
may influence the form of facility provided, however
the intention is that separated cycle lanes are
provided along the length of the corridor.
GL A D
ND
AL I
GL
N
EE
ROS
KA
NU
MA
RD
The problems identified with place and urban

amenity in the corridor predominantly relate to
the environment in the Glenfield Town Centre. As
discussed in section 4.1 above, the proposed theme
for the Glenfield Town Centre is to significantly
improve the pedestrian environment, with a
reduction in priority for general vehicles and greater
focus on enhancing the Town Centres place function.
Y S AVE
4.8.2 Place and urban amenity
continued
SUNNYFIEL
RL
H
UG
E
AV
U
EQ
RD
H
GL
Y CR ES
AV
E
D
R
BIRKENHEAD AVE
ROSEBERRY
Kauri Glen
Reserve
RD
ZION RD
Y BYPA SS
PARK AVE
TILDE
N
PA
RK
HI
IN
LL
GL
I
VERBENA RD
AN
Northcote
College
ONEWA RD
ST
200
400
600 Meters
AVE
IEW
HI
NE
E AV
H UKA R D
GLADSTONE RD
RD
RD
VALLEY R D
M AIN
GLEN
BAL
IE
RAYMOND TCE
KAURI
Document Path: I:\ZBIFA\Projects\ZB01674\Technical (c ontrolled)\Spatial\MXD\CMP_Preferred_bus.mxd
TC E
PL
R
BU
AY
RD
E
C
O
RAL
EIG
HR
D
LYDIA AVE
W
VIE
AORANG I
DR
L RD
W PL
GH
AV
AN
AY
SW
Y
CIT
S
CE
AC
UK E
PUP
Birkenhead
Primary
CO LON I A
BARLO
E
P OR R
IT T A V
C HE L SE
A VIE
W
HI
TO
IA
ST
MOORE
TUI GLE N
MOKOIA RD
AW
S
LL CRE
K ST
MAHARA AVE
Bus Lane
PA
LV
SY
WARATA H ST
W
AI
P
M
PL
TO
AL
RECREATION DR
ST
WE
Birkenhead War
Memorial Park
E
AV
D
AN
PL
BAN
LL
O
C
E
AV
AVE
VE
VE
Figure 4.25 Preferred corridor theme - public transport
47
EL
BY
N
E
EN
RD
G
RO
V
N A
Willow Park
School
MC D O
TE
RC
GRET
ST
B AT
NT
U
SP E E
ION P
OR
M ON
N
LY
D
AW N
EL
TR
AN
ST
HOB
E
VANDELEUR AV
S
TON T
RD
AV
ST
RD
Eskdale
Reserve
R
ST
T
UR
EL
RD
AIN
DOM
RD
I
NF
N PL
L
HIW IHAU P
NTO
K
PAR
DA
L
LM
IM
CO
LE
BRU
ES
K
T LE
S
ER
NATI ON
CORO
S RD
ERT
CAS
CH
VE
HE
AR
RD
E
BEAT R I C
EN
McFetridge
Park
School
E
FI
BL
E D
AG I N
HIG
ST Marlborough
LD
FAX AVE
RD
ROB
RD
E
AV
S
ER
N
LI
Windy Ridge
School
FAI R
RI
CH
PL
COU RT
EN
RD
O RT
ST
OODC OT
AV
R
LBO
LE
E
ER
DR
EY
AV E
ST
R
MA
LL
D OWN IN G
EY
H RD
TL
TW
AC
AH
SE
AV
IE
LRY R
D
ED
G
D
R
E
C
U
MA
PL
R C EL
AR
WI
TH
E
W
AV
E
BE
PO
R
ES S A D
NT
AN
ST
TAM
CO
Glenfield
Intermediate
PE
GEDIN PL
SE
CHIVA
Glenfield
Primary
AV
E
Kaipatiki
Reserve
CA
ME
LO
T
IA
ST
Glenfield
College
BR
EL
M AYFI D RD
E AL
OE
L
KA
IPA
TIK
I
D D
R
FOR
HE
AT
H
D
R
D CRES
NPL
LE
HI
L LSIDE
RD
GL A D
AV E
ND
AL I
N
EE
ROS
KA
NU
MA
RD
The preferred public transport corridor theme for

Glenfield Road is summarised in Figure 4.25. A
southbound bus lane is proposed along the majority
of the corridor. The exception to this is through
the town centre where dedicated bus lanes are
not considered a priority. Land purchase is likely to
be required at the Pupuke Road / Glenfield Road
intersection in order to provide bus priority through
the intersection. An upgrade of the Birkenhead Ave /
Onewa Road intersection is also proposed to resolve
the specific operational issue discussed in section 2.
Y S AVE
4.8.4 Public transport
continued
Glenfield
College
NA
DR
EL
M AYFI D RD
W
AV
ER
L
TH
E
AV E
H
UG
E
AV
Marlborough
School
RD
H
HIG
GL
EL
AV
E
W
VIE
TC E
HI
NE
ST
NA
LE
BI R KENHEAD AVE
ROSEBERRY
PARK AVE
200
400
600 Meters
AVE
IE W
RD
HUKA R D
RD
ONEWA RD
E AV
M AIN
Northcote
College
VALLEY R D
BAL
GLADSTONE RD
GLEN RD
ZION RD
Birkenhead
Primary
CO LON I A L
W PL
E
I T T AV
BARLO
POR R
CHEL S E
A V IE
W DR
RAYMOND TCE
KAURI
MOKOIA RD
Kauri Glen
Reserve
PL
Parking Removed
IE
Existing Clearway
Removed
AORANG I
MAHARA AVE
IP
RD
FA X AVE
LL
HI
PA
RK
TILDE
N
S
GL
I
IN
D
LYDIA AVE
RD
AN
C
O
RAL
EIG
HR
D
AY
Y
CIT
AV
UK E
PUP
WARATA H ST
E
AV
MOORE ST
Birkenhead War
Memorial Park
SS
CE
AC
S
LL CRE
TUI GLE N
AN
WE
K ST
IA
BAN
C O RO
VE
TO
TO
AL
RD
Existing Clearway
Removed
P
M
LV
SY
PL
MC D O
ST
O
C
PL
FAI R
AVE
S
TON T
D
AN
Willow Park
School
BY
VERBENA RD
GRE
T
LL
ST
Y CR ES
AY
RC
HOB
E
VANDELEUR AV
DA
L
V
N A
SP E E
Eskdale
Reserve
TE
E
AV
M ON
B AT
NT
U
EN
AW
ION P
OR
N
LY
AW N
EL
TR
RD
AN
ST
AIN
DOM
RECREATION DR
W
A
BR
AV
RD
N PL
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RD
ST
ST
EL
K
PAR
L
HIWIHAU P
NTO
IM
T
UR
I
NF
BRU
ES
K
VE
RD
NATI ON
CORO
T LE
S
ER
McFetridge
Park
LM
HE
CO
S RD
ERT
Flush Median
Removed
CAS
CH
RD
E
BEAT R I C
EN
AR
LE
ROB
RD
VE
BL
Windy Ridge
School
TH
E
AV
OR
AG I N
ED
PL
COU RT
EN
RD
OR
LL
OODC OT
RI
RD
RY R
D
TW
WI
LE
RL
MA
Figure 4.26 Preferred corridor theme - general vehicles
48
ED
G
NT
Crawler Lane
Removed
ST
CH IVAL
Primary
G ST
ST
Intersection upgrades at the Glenfield Road

intersections with Roberts Road and Coronation
Road have been proposed to improve safety. The
future upgrades proposed by this CMP will also
need to consider safety of general vehicles as well
as the other modes.
D OWN IN
It is important that future upgrades to cater for

other modes do not prevent Glenfield Road from
serving overdimensioned vehicles. This is an
important consideration for further investigation
and design.
H RD
LE
SE
AV
IE
At the Glenfield Road intersections with

Downing Street, Coronation Street, Eskdale
Road, Pupuke Road and Onewa Road where
improved pedestrian, cycling and bus priority
is provided.
Outside of the Glenfield Town Centre, existing

on-street parking along the corridor is removed to
facilitate the movement of people and goods via
all modes. This aligns with ATs Parking Strategy.
In some places, there is existing parking demand,
in other places there is less likely to be resistance
to removing parking. In the Glenfield Town
Centre, parking will be rationalised and potentially
relocated in order to service the local businesses.
AC
BE
PO
R
ES S A D
NT
AN
ST
CO
AR
In the Glenfield Town Centre (Section 1)
Reduction in general
capacity and speed through
townGlenfield
centre.
D
R
E
C
U
MA
PL
R C EL
PE
E
ER
CA
ME
LO
T
Glenfield
vehicle
Intermediate
AV
E
Kaipatiki
Reserve
GEDIN PL
SE
On Section 5 with the removal of the flush

median
SUNNYFIEL
IA
D
EY
KA
IPA
TIK
I
D D
R
AH
E AL
OE
L
D CRES
PL
EN
On Section 3 with the removal of a

southbound traffic lane
AV E
GLA D
FOR
HE
AT
H
N
EE
TAM
GL
RD
KA
NU
MA
The preferred general vehicle corridor theme

for Glenfield Road is summarised in Figure 4.26.
General vehicles have generally been given a
low priority throughout the corridor in order to
prioritise other modes. In some locations this has
resulted in a reduction in general vehicle capacity,
including:
Y S AVE
4.8.5 General vehicles
Implementation plan
The implementation plan is shown Figure 5.1

The implementation plan has generally been structured and
grouped by mode.
5.1
Pedestrians
A number of pedestrian improvements along the corridor have been

identified. These include new footpaths where currently there are none,
and crossings at intersections and in the midblock. As the land-use
intensity adjacent to the corridor increases in line with the Proposed
Auckland Unitary Plan, there will be a greater demand for improved
pedestrian facilities. The southern section of the corridor has the greatest
potential for intensification and therefore will likely have the greatest
demand for pedestrian facilities in the future.
Existing footpaths in some locations can potentially be renewed and
widened without significant changes to infrastructure along the corridor,
and without compromising the long-term vision. This could be achieved
by paving the existing grass berms and replacing existing broken and
uneven footpaths to provide a consistent treatment along the length of
the corridor. These are treatments which could be implemented in the
short term and would have immediate benefits for existing pedestrians in
the corridor.
Widening of footpaths in some locations may require more substantial
investment in retaining structures, stormwater drainage or relocation of
services. Depending on the availability of funding, footpath upgrades in
these locations may be undertaken in the medium to long term.
The demand for additional footpaths on the side roads with only one
footpath will also increase as the adjacent land use is redeveloped over
time. However currently these streets are generally quiet and pedestrians
are able to easily cross to use the footpath on the other side. Additional
footpaths on side streets are therefore included as a medium to long
term project.
Some of the treatments identified in section 4.8.1 to improve pedestrian
crossing provision at the side roads are minor, whereas others are more
significant. The minor, low-cost improvements could be implemented
in the short term, whereas the more significant changes may need to
be undertaken when benefits can be demonstrated and the long-term
vision is implemented.
Urban amenity and the streetscape design along the corridor should be
improved as the pedestrian facilities are upgraded. This could include
new street furniture, landscaping and lighting.
In some locations along the corridor existing demand for midblock
pedestrian crossings of Glenfield Road indicates the need for a crossing in
the short term, particularly close to bus stops. For example the pedestrian
surveys and the crash history indicate the need for a crossing south of the
Roberts Road intersection. The implementation of midblock crossings in
the short term in these locations would have immediate safety benefits
for pedestrians. The form of a crossing facility may need to change over
time as the full long-term vision is implemented.
49
5.2
5
Cycling
The section of the corridor, from Downing Street to Eskdale Road, has
been identified as a section where low-cost, cycling facilities could be
implemented in the short term, with minimal effect on road drainage
and on-street parking. South of Eskdale Road the corridor is narrower, the
topography varies, and there is more on-street parking. Low-cost, short
term cycle facilities south of Eskdale Road will likely require the removal of
on-street parking, and potentially a reduction in general vehicle capacity
at the Glenfield Road intersections with Eskdale Road and Pupuke Road.
Provision of cycle facilities in the short term on these sections of the
corridor would have immediate benefits, as currently there are no
dedicated cycle facilities over this length. The long-term vision for the
corridor is to implement protected cycle lanes in both directions along
the corridor. In the short term an alternative form of facility could be
implemented as a step towards the long-term vision, particularly in
locations where the corridor is constrained. This could include shared
paths and implementation of no-stopping lines to reallocate existing
parking for cycle facilities.
The implementation of new cycle facilities north of Downing Street
is dependent on resolving a number of other transport and land use
factors, and is likely to be linked to the upgrade of the Glenfield Town
Centre. However as indicated in Section 4.1, short term options such
as providing advanced stop boxes at the signalised intersection and
repainting the existing cycle facilities could be undertaken. The existing
shared path between Peach Road and Kaipatiki Road could be widened
in the short term by paving the existing grass berm.
Along the rest of the corridor, at existing signalised intersections, cycle
advance stop boxes and lead in lanes could be considered in the shortterm, whether or not cycle facilities are provided along the rest of the
corridor.
Implementation plan
continued
5.3
Public transport
The long-term strategic vision for the corridor includes a southbound

bus lane along the corridor between Downing Street and Onewa Road.
The existing bus reliability issues along the corridor are likely to be
similar when the new bus network is implemented in 2017. However at
a later date, bus travel time reliability is expected to worsen as a result of
increases in general vehicle volumes in the corridor. This, coupled with
increased demand for public transport, will trigger the need for bus
priority in the corridor.
Bus priority along the southern section from Eskdale Road to Onewa
Road is likely to be needed earlier than along the northern section. The
approaches to the Pupuke Road and Onewa Road intersections are two
locations where buses currently experience delay during the AM and PM
peaks. Priority treatments at each of these intersections will improve bus
travel time reliability during the peaks and may postpone the need for
implementation of a bus lane in the midblock.
In the short term, north of Eskdale Road, the existing parking and flush
medians could be retained whilst still providing for cyclists. At a later date,
these will likely need to be removed to provide a southbound bus lane
in response to a reduction in level of service for buses, or an increase in
public transport demand along the corridor. South of Eskdale Road, the
full cross section including carriageway widening and re-grading should
be implemented when the southbound bus lane is required.
Clearways, transit lanes or peak-hour bus lanes could be implemented
as a step towards providing a permanent southbound bus lane. It
is recommended that a productivity assessment for the corridor
be undertaken to understand the potential benefits of providing
clearways, transit lanes or peak-hour bus lanes. This assessment
should be undertaken once the new bus network is implemented and
operational, to capture the changes associated with the network. Further
investigation into the bus travel time reliability issues in the corridor
should be undertaken at the same time to supplement the productivity
assessment. This should consider the potential for short-term, low-cost
options to improve bus reliability such as bus advances at intersections.
Prior to the implementation of the new bus network, the locations of the
existing bus stops should be reviewed with the aim of rationalising stops
and increasing the size of passenger catchments. In conjunction with this,
improvements such as providing seating and shelter at bus stops should
be implemented where there is currently a deficiency.
5.4
The upgrade of the Glenfield Town Centre discussed in Section 4.1, will
require significant planning and investigation. An overall vision and an
associated town centre plan should be developed to guide the future
development of the town centre. As discussed above, a collaborative
approach between Auckland Council, Auckland Transport, Kaiptiki Local
Board and private land owners will be needed to ensure a high quality
outcome.
The capital cost of the town centre upgrade, which meets the ideal
future state of the town centre, is likely to be significant. Initial planning,
investigation and consultation could be undertaken in the short to
medium term with the view to undertaking the upgrade in the long term
as benefits can be demonstrated and funding becomes available.
A number of low-cost improvements for the town centre were identified
in Section 4.1. These improvements could be implemented in the short
term while the investigation of the full town centre upgrade is being
undertaken. The improvements will not necessarily require significant
changes to on-street parking, vehicle accesses and general vehicle
capacity.
5.5
General vehicles
As the corridor is upgraded over time and the facilities for pedestrians,
cyclists and public transport are implemented, on-street parking will be
removed and in some locations general vehicle capacity may be reduced.
As discussed above, clearways may be an option to retain some on-street
parking during off peak before full time bus lanes are implemented. A
staged approach to on-street parking removal is likely to lessen the effect
on adjacent land use, and assist with managing expectations for parking,
particularly as intensification occurs.
There are two existing projects to upgrade the Roberts Road and
Coronation Road intersections with Glenfield Road, which are currently
in design stage. The design of the two intersections will need to allow
for the priorities identified in Sections 4.4 and 4.5 above, as well as
addressing the existing safety issues. The upgrades of the intersections
are expected to be implemented in the short term.
50
Implementation plan
continued
Figure 5.1 Implementation plan
Short
Package
Number
Identifier
Component
Key Benefit to
BCR Likelihood Cost Est
Medium
15/16
16/17
17/18
18/19
Long
19/20
20/21
Investigation /
design
Construction
OUTSIDE LTP
21/22
22/23
23/24
Design
Construction
24/25
25-30
Active mode Active mode

Provision of cycle facilities on Glenfield Road
between Downing Street and Eskdale Road. This
could include a mixture of on-road and off-road
facilities. Reallocation of existing parking for cycle
facilities could be considered. Advanced stop
boxes could be provided at existing signalised
intersections
Provision of cycle facilities on Glenfield Road
between Eskdale Road and Onewa Road. This
could include a mixture of on-road and off-road
facilities. Reallocation of existing parking for cycle
facilities could be considered. Advanced stop
boxes could be provided at existing signalised
intersections
Currently there are no cycle facilities on this section. A

combination of lack of facilities, continuity along the route,
and no alternative routes are contributing to suppressed
cyclist demand, particularly less confident cyclists and
school children
Local Board funding is also available for walking and cycling
projects in the area.
Currently there are no cycle facilities on this section. A
combination of lack of facilities, continuity along the route,
and no alternative routes are contributing to suppressed
cyclist demand, particularly less confident cyclists and
school children
Local Board funding is also available for walking and cycling
projects in the area.
2.1 Roberts Road / Glenfield Road

intersection upgrade
Existing project to address safety issues
As well as improving safety, the design of this upgrade

should allow for the long-term strategic vision for the
corridor. This includes northbound cycle priority,
improvements to pedestrian crossings and bus stops and
southbound bus priority
$50,000
(additional
design cost for
existing project)
Design
Construction
2.2 Coronation Road / Glenfield Road

Existing project to address safety issues
As well as improving safety, the design of this upgrade

should allow for the long-term strategic vision for the
corridor. This includes cycle priority, improved pedestrian
crossings and southbound bus priority
$50,000
(additional
design cost for
existing project)
Design
Construction
2.3 Eskdale Road / Glenfield Road

Intersection upgrade to provide southbound bus

An upgrade will be required to achieve the long-term
priority and cycle facilities through the intersection strategic vision for the corridor.
1,000,000
2.4 Pupuke Road / Glenfield Road

Intersection upgrade to provide southbound bus

The southbound approach to the Pupuke Road intersection
priority and cycle facilities through the intersection has been identified as one of the worst sections along the
corridor for bus operation. Upgrade may require land take. If
sufficient land is acquired, there is potential to also provide
for southbound cyclists at the intersection with a connection
into Pupuke Road.
2,800,000
1.2 Eskdale Road to Onewa Road
Rational/Objective
Cycle Improvements
1.1 Downing Street to Eskdale Road
Project Description
Addresses
Deficiency
Intersection upgrades
Safety
Southbound bus priority
PT
900,000
Investigation /
design /
construction
Construction
300,000
Investigation /
design
Investigation /
design /
construction
Construction
Safety
Investigation
Design
Construction
PT
3.1 Onewa Road / Birkenhead Ave

Intersection upgrade to address specific

operational issues for buses turning into Onewa
Road
Queues on Onewa Road prevent buses from turning into

the T3 lane during the peak periods which can result in
significant delay for buses
1,100,000
3.2 Southbound bus lane Pupuke to

Onewa
Implementation of a southbound bus lane between

the Glenfield Road / Pupuke Road and Birkenhead
Ave / Onewa Road intersections. Includes
widening and re-grading of existing carriageway
The level of service for buses along the corridor is likely to

reduce in the future as general traffic volumes increase.
Increases in demand for public transport will further justify
the need for a southbound bus lane
5,800,000
Investigation
Design
Construction
3.3 Southbound bus lane Eskdale to

Pupuke
Implementation of a southbound bus lane between The southbound approach to the Pupuke Road intersection
the Glenfield Road / Eskdale Road and Glenfield has been identified as one of the worst sections along the
Road / Pupuke Road intersections
corridor for bus operation. An upgrade may require land
take. If sufficient land is acquired, there is potential to also
provide for southbound cyclists at the intersection with a
connection into Pupuke Road.
2,700,000
Investigation
Design
Construction
3.4 Southbound bus lane Downing to

Eskdale
Implementation of a southbound bus lane between The level of service for buses along the corridor is likely to
the Glenfield Road / Downing Street and Glenfield reduce in the future as general traffic volumes increase.
Road / Eskdale Road intersections
Increases in demand for public transport will further justify
the need for a southbound bus lane
400,000
Investigation
Design
Construction
Investigation
51
Implementation plan
continued
Short
Package
Number
Identifier
Component
Rational/Objective
4.1 Town Centre upgrade
Upgrade to improve pedestrian amenity and place

function of town centre
Glenfield Town Centre is dominated by vehicle movements

through the area creating an inhospitable environment for
pedestrians. Connections between Glenfield Road and the
adjacent land use are also poor
10,400,000
4.2 Short term improvements
Minor low-cost pedestrian and cycle improvements

in the town centre. This could include improving
pedestrian crossing provision of the access road
adjacent to the Mc Donalds, advanced cycle stop
boxes, zebra crossings of slip lanes, cycle parking,
minor renewal works at the Kaipatiki Road and
Bentley ave signalised intersections, midblock
pedestrian crossing and additional pedestrian
crossings at the signalised intersections with
Bentley Ave and Downing Street.
The planning, consultation, investigation and design of a

complete upgrade of the town centre will likely take several
years. Several "quick wins" have been identified and could be
implemented prior to a complete town centre upgrade
100,000
Investigation /
design /
construction
Investigation /
design /
construction
Cost Est
15/16
16/17
Pedestrian crossing improvements along the

corridor at the intersections with Peach Road, High
Road, Capilano Place, Roberts Road, Park Road
and Coronation Road to improve pedestrian
crossing along the corridor
These side roads have been identified as having poor

pedestrian crossing provision. Higher intensity land use
resulting from the PAUP will increase pedestrian volumes and
the need for these improvements
700,000
Investigation /
design
Construction
1,900,000
500,000
17/18
18/19
Long
19/20
20/21
21/22
OUTSIDE LTP
22/23
23/24
24/25
25-30
Town Centre Town Centre
Pedestrian improvements
5.1 Improved crossing facilities on side
roads
BCR Likelihood
Medium
Project Description
Town Centre Upgrade
Key Benefit to
Addresses
Deficiency
Investigation
Investigation
Design
Design
Construction
Construction
Investigation
Design
Construction
Investigation
Design
Construction
Active mode Active mode
Some side roads do not have footpaths on both sides of the

5.2 Provision of footpaths on side roads Footpath construction on Eskdale Road, Park Hill
Road, Moore Street, Recreation Drive, Ian Marwick road. Higher intensity land use resulting from the PAUP will
Place and Zion Road
increases pedestrian volumes along the corridor
5.3 Bus stop rationalisation and
pedestrian crossing facilities
Rationalisation of bus stops in conjunction with

improved midblock pedestrian crossing provision
along the corridor
There are long stretches of the corridor without any crossing

facilities. A number of pedestrian crashes have occurred in
close proximity to bus stops in locations with no crossing
facilities.
5.4 Downing Street to High Road

footpath renewal and widening
Renewal of existing footpaths including widening by Existing footpaths in some locations can potentially be
paving grass berms. Improved pavement surface
renewed and widened without significant changes to
finish
infrastructure along the corridor.
600,000
5.5 High Road to Coronation Road

finish
900,000
Investigation /
design
Construction
5.6 Coronation Road to Eskdale Road

Footpath construction along Glenfield Road

between Coronation Road and Eskdale Road
adjcent to Eskdale Reserve. Includes retaining
structures on eastern side
1,400,000
Investigation /
design
Construction
5.7 Eskdale Road to Pupuke Road

finish
700,000
Investigation
Design
Construction
5.8 Pupuke Road to Onewa Road

finish
900,000
Investigation
Design
Construction
5.9 Streetscape and urban amenity

improvements Downing Street to
Onewa Road
Upgrade of streetscape of Glenfield Road outside of The current streetscape and general urban amenity of
the Glenfield Town Centre including new
Glenfield Road is poor and inconsistent with typical arterial
carriageway and footpath lighting, landscaping and roads
street furniture
2,500,000
Investigation
Design
Construction
There currently is no footpath on the western side or on the

eastern side for a short section. A footpath would connect a
number of existing and proposed walking tracks within and
around Eskdale Reserve. The proposed Community
Environmental Centre in Eskdale Reserve would also
increase the demand for footpaths on this section.
Investigation /
design
Investigation /
design
Investigation/
design /
construction
Construction
52
Appendix A
Land use and transport file note
File Note
Date
10 August 2015
Project No
ZB01674
Subject
Glenfield Road Corridor Management Plan Background Information
1.
Introduction
Jacobs has been commissioned by Auckland Transport to undertake a Corridor Management

Plan (CMP) for the Glenfield Road/Birkenhead Ave corridor. The CMP study encompasses the
corridor from the intersection of Birkenhead Ave and Onewa Road in the south to the intersection
of Glenfield Road and Bentley Ave in the north. The corridor is shown in Figure 1-1 below.
Figure 1-1: Glenfield Road/Birkenhead Avenue Corridor

Jacobs is a trademark of Jacobs Engineering Group Inc.
Filename: Transport and Land Use Context v4.docx
Document no.:
File Note
2.
Existing transport network
2.1
Road Classification and function
Glenfield Road (red line in Figure 1-1) forms a key north-south arterial in the Auckland North
Shore road network. The CMP project scope includes Birkenhead Avenue and Glenfield Road
between the Birkenhead Avenue / Onewa Road intersection in the south and the Glenfield Road /
Bentley Avenue intersection in the north.
Birkenhead Avenue and Glenfield Road are both classified as a Primary Arterial Road in the Draft
Integrated Transport Plan1. Birkenhead Avenue and Glenfield Road are also both identified as a
cycle connector on the Auckland Cycle Network (ACN) and part of the Frequent Transport
Network (FTN) in the bus network.
Figure 2.1 shows the projects to the north and south of the corridor which have recently been
completed or have been planned in the future. This includes the following CMPs:
Tawa Drive, Albany Expressway and Greville Road (TAG) CMP, AECOM, July 2013
Oteha Valley Road CMP, AECOM, December 2014
Onewa Road CMP, Flow, September 2014
A CMP was completed in 2010 by GHD for Albany Highway from Schnapper Rock Road to SH17.
The upgrade of this section of Albany Highway is currently under construction and will include
road widening to allow for general traffic lanes, transit lanes, on and off road cycle facilities and
wider footpaths.
The upgrade of the southern section of Albany Highway from Upper Harbour Highway to Sunset
Road is currently at detailed design stage. It will include road widening to allow for intersection,
bus, pedestrian and cycling improvements.
Immediately north of the Glenfield Road CMP study area, an upgrade has recently been
completed on Glenfield Road between Bentley Avenue and Sunset Road. The upgrade focused
on provision of on road cycle lanes.
Auckland Transport, 2013. Integrated Transport Programme

Document no.:
File Note
Figure 2.1 : Neighbouring projects
2.2
Crash history
The New Zealand Transport Agencys Crash Analysis System (CAS) was used to examine the
crash history of the Glenfield corridor between 2009 and 2013. The locations of the crashes
during this period are illustrated in Figure 2.2. In total over the five year period, there were 194
crashes along the corridor with 1 fatal and 4 serious injury crashes.
As shown in Table 2-1, there were 10 reported crashes involving pedestrians and 3 involving
cyclists. In 2009 a pedestrian was killed when hit by a car on Glenfield Road near the Downing
Street intersection while crossing the road heedless of traffic. All of the 10 pedestrian accidents
involved a pedestrian being hit while crossing the road.

Document no.:
File Note
Table 2-1 : Injury crashes

Crash type
Fatal
Severe Injury
Minor Injury
Total crashes
Pedestrian
10
Cyclist
Vehicle
46
181
Total
57
194
Approximately 70% of all crashes in the corridor occurred at an intersection (132 crashes). Half of
the pedestrian accidents occurred at intersections. The distribution of the intersection crashes is
provided in Table 2-2.
Table 2-2 : Crashes at intersections
Intersection
Fatal
Severe
Injury
Minor
Injury
Total Injury
crashes
Total
Bentley Ave
18
Kaipatiki Road
32
Peach Road
Downing Street
High Road
Roberts Road
10
Coronation Road
24
Speedy Crescent
Eskdale Road
Park Hill Road
McDowell Crescent
Moore Street
12
Coroglen Ave
Pupuke Road
The Bentley Ave, Kaipatiki Road and Coronation Road intersections have had the greatest
number of crashes in the five year period from 2009 2013.
It can be seen that the Glenfield Road intersections with Bentley Ave, Kaipatiki Road, Downing
Street and Pupuke Road have all had, on average, at least one injury crash per year in the five
year period from 2009 2013.
The Coronation Road intersection has had, on average, five crashes a year in the five year period
from 2009 2013 including one serious and 2 minor injury crashes.

Document no.:
File Note
Figure 2.2 : Crash locations

Document no.:
File Note
2.3
Walking facilities
Footpaths of varying widths (from approximately 1.5m 3m) follow the Glenfield Road/Birkenhead
Ave corridor over the majority of its length. Exceptions include, adjacent to the Eskdale Reserve
where the footpath is discontinued, and at points along the corridor where retaining walls create
residential vehicle traffic access lanes that merge with pedestrian traffic.
The map shown in Figure 2.3 highlights the issues and constraints for pedestrians in the area.
This includes the location of the pedestrians crashes discussed above.

Document no.:
File Note
Figure 2.3 : Issues and constraints for pedestrians

Document no.:
File Note
2.3.1
Crossing facilities
Two types of crossing facilities are provided along the length of the corridor. These include
signalised pedestrian crossings at intersections, and mid-block pedestrian refuges. Figure 2.3
highlights the location and type of crossing facilities provided throughout the corridor. While not
included in Figure 2.3, it should be noted that pram crossings are also an important element to
providing universal access and a quality pedestrian environment within the corridor.
2.4
Cycling
A cycle lane is currently provided for in the northern part of the corridor between Bentley Ave and
Downing Street on the southbound direction only. Along the rest of the corridor, no cycling
facilities are provided.
No facilities such as advanced stop boxes and hand rails are provided at intersections within the
study corridor.
2.5
Public Transport
A number of buses make use of the Glenfield Road/Birkenhead Ave corridor. Existing bus service
numbers and their frequencies are shown below in Table 2-3. The frequencies of most routes vary
throughout the day, both within peak periods and outside of these.
Table 2-3: Glenfield Road/Birkenhead Ave existing bus service characteristics
Routes
Route Description
Section of corridor
used
Peak hour
frequency
Midday
frequency
951
Wairau Rd to
University
Full length of corridor
15
953
Windy Ridge to
Midtown
20
955
Bayview to Midtown
10
30
957
Birkenhead Wharf to
Albany Stn via Glfd Rd
30
30
958
Constellation Station to
Midtown via Glfd Rd
10
30
905
Glfd to Takpuna via

Unsworth
30
30
913
Glfd to Takapuna via

Windy Ridge

to Pupuke Rd
60
60
915
Bayview to Takapuna

to Downing St
30
30
911

Northcote

to Coronation Rd
30
30
945

Marlborough
30
30

Document no.:
File Note
Routes
Route Description
Section of corridor
Peak hour
Midday
used
frequency
frequency
945x

Marlborough Express
15
952
Glfd to Midtown via

Northcote

to Coronation Rd
30
560
Glenfield to Massey
University
30
60
555
Highbury to Albany Stn
Pupuke Rd to Onewa
Rd
30
60
Three of the services operate over the full length of Glenfield Road/Birkenhead Ave corridor,
being the 954, 955 and 957 services. The other services operate over smaller sections of
Glenfield Road and Birkenhead Ave, with the 560, 915 and 945 services only operating north of
Kaipatiki Road , 911, 913, 952 and 90 operating through the mid-section of the corridor (between
Pupuke Road and Kaipatiki Road), and the 555 service only operating south of Pupuke Road.
2.6
General traffic
2.6.1
Traffic volumes
Existing traffic count information for the corridor has been extracted from the Auckland Transport
traffic count database. Counts in a number of locations have been displayed on Figure 2-4 and
include the proportion of heavy vehicles where available. Traffic counts on key connecting roads
have also been extracted for information.
Traffic volumes around the Glenfield Road / Moore Street intersection are the highest of the data
obtained with around 21,000 vehicles per day. The speed limit along the corridor is 50 kph.

Document no.:
File Note
Figure 2-4: Issues and constraints for general traffic

Document no.:
10
File Note
2.6.2
Network operating performance
The Operations, Planning and Performance team in Auckland Transport have provided a
snapshot of the current network performance for public transport on the corridor for May 2014. At
this time, construction was complete on Glenfield Road north of the Glenfield Town centre.
In the AM peak congestion can be observed in the northbound direction after the Kaipatiki Road
intersection operating at LOS D. All other northbound traffic operates at LOS B in the AM peak
with no noticeable congestion. In the southbound direction, the approach to Glenfield Town
Centre through Kaipatiki Road is LOS F. Also in the southbound direction, delay through the town
centre onthe approach to Coronation Road intersection experiences some delay operating at LOS
D. The southbound approach to the Pupuke Road intersection also operates at LOS D.
In the PM peak, the southbound direction north of the Kaipatiki intersection experiences severe
congestion (LOS E/F). In the northbound direction, severe congestion can be observed north of
Downing Street. Congestion can be observed in northbound direction approaching the Coronation
Road intersection and in the southbound direction approaching Pupuke Road. Both these
sections operate at LOS D.
Figure 2-5: Network Operation: Level of Service in AM Peak (left) and PM Peak (right)

Document no.:
11
File Note
2.7
Freight
The Glenfield Road and Birkenhead Ave corridor is part of the NZ Transport Agency
overdimension vehicle route. From here, the overdimension route makes use of Onewa Road to
travel towards the Northern Motorway southbound, playing an important role in the movement of
over dimension freight.

Document no.:
12
File Note
3.
Existing land use and urban form
3.1
Kaip tiki Local Board
The Glenfield Road/Birkenhead Ave corridor falls within the Kaip tiki Local Board area. The
Kaip tiki Board is bounded by the Waitemata Harbour and the Northern Motorway to the East.
Auckland Council prepares a demographic report card for each local board within the region. The
report card provides a snap shot of the social demographics of the area. The Kaip tiki area is
described as follows:
In 2013, there were 28,428 households in Kaip tiki 6 per cent of the regional count.
The median household income was $78,600 slightly higher than the regional median
at $76,500.
3.2
Glenfield Town Centre is located between Bentley Avenue and Downing Street. It consists of
retail and small businesses, as well as containing a large Westfield Shopping Mall.
3.3
Birkenhead Domain and Birkenhead War Memorial Recreational Reserve
Birkenhead Domain and Birkenhead War Memorial Recreational Reserve are both large
recreational areas situated towards the southern end of the corridor.
Birkenhead Domain has a cemetery on the corner of Glenfield Road and Eskdale Roads that is
considered a Historical Heritage Extent of Place under the Proposed Auckland Unitary Plan.
Birkenhead War Memorial Recreational Reserve contains the Birkenhead Pool and Leisure
centre, as well as multiple sports fields. Both contain large areas of native bush with many popular
walking, running and cycle tracks.
Oruamu Domain is a steeply sloping park bordered by Glenfield Road and High Road. As was
noted in the Oruamu Domain Management Plan from 1995, the Oruamo Domain provides little
opportunity for interactionConstruction of a path would make the site more accessible to users.
3.4
Birkenhead Town Centre
Birkenhead Town Centre is located at the southern end of Birkenhead Avenue. It consists of
eateries and retail, as well as a NZRPG mall which includes Countdown Supermarket and The
Warehouse, amongst other shops; Birkenhead Kindergarten, Birkenhead Primary School, bowling
club, community library, churches. Hinemoa Street extends from Birkenhead Avenue and
provides access to the Birkenhead Ferry terminal at its southern end. Birkenhead Town Centre is
a key bus hub and is classified as an Intermediate interchange in the Regional Public Transport
Plan.
3.5
Schools
There are a number of schools located either side of the Glenfield Road corridor. The locations of
these are shown in Figure 3.1.

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File Note
Figure 3.1 : Schools
3.6
Social and Community Facilities
There are several social and community facilities on and in close proximity to the study area.
These include:
Glenfield Library
Glenfield Community Centre
Rec centre and skate rink
Police
Churches
Sports fields
Passive recreation/parks
Cemeteries
3.7
Utilities
We have reviewed the Auckland Council GIS platform to identify major services which have the
potential to affect the corridor. One major utility has been identified:

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File Note
Water: A water main is running along the northern portion of the corridor along Glenfield Road,
north of Moore Street (700 CLS). Retail services run alongside large sections of the corridor.
3.8
Protected Heritage
The majority of the buildings fronting onto Birkenhead Avenue at the southern end of the corridor
are historic and are subject to pre 1944 building demolition control rules. There are also protected
trees along this section of the corridor.
3.9
Hydrology
The Glenfield Road corridor I situated on a ridgeline and borders on a number of water
catchments. One of the aspirations of this storm water network plan is improved environmental
outcomes, which includes the implementation of Low Impact Design (LID) storm water
management, to detail peak flows and reduce contaminant runoff into local water bodies.
In response to aspirations, Auckland Council storm water is investigating the implementation of
rain gardens adjacent to the Eskdale reserve and alongside the Oruamo Domain.

Document no.:
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File Note
Glenfield
Road CMP
corridor
Figure 3-2: Water catchments in Kaipatiki

3.10
Stormwater
The two main goals for stormwater are to treat the carriageway runoff to ARC TP10 standards
and improve/provide attenuation to limit adverse effects downstream.
There are two Stormwater projects within the Glenfield Rd (Highbury Mall to Glenfield Mall)
Corridor Management Plan area. These have been outlined in Table 3-1.

Document no.:
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File Note
Table 3-1: Description of Proposed Works by Storm water, Auckland Council

Road
Segment
Proposed
Auckland
Transport
Options
Priority
Planned Storm water Works
Reference
Document
1.
Birkenhead
Ave
N/A
Upgrading the pipe and inlet

crossing Birkenhead Ave
141 Birkenhead
Ave Pipe Option
2.
394
Glenfield
Rd
N/A
Mitigate the flooding risk in 402,

404 Glenfield Rd by forming the
overland flow path and increasing
Options report for

flood plain
the catchpits capacity (Figure 3-3)
Figure 3-3: Overland flow path project in 394 Glenfield Rd

Document no.:
17
File Note

Document no.:
18
File Note
4.
Future transport
4.1
Integrated Transport Programme
Aucklands ITP sets out the 30 year investment programme to meet the transport priorities
outlined in the Auckland Plan across modes covering the responsibilities of all transport agencies.
In order to derive the greatest benefit from transport investment and to meet the transport targets
and outcomes for Auckland, a four-stage intervention process has been developed to enable the
ITP to prioritise the phasing of Aucklands 30 year transport programme. Figure 4.1 provides a
visual representation of the four stage intervention process.
Figure 4.1 : Intregrated Transport Programme Four Stage Intervention Process
The ITP identifies Glenfield Road as having the following functions:

Primary arterial road for general vehicles and freight
Frequent public transport network
Cycle connector
The corridor is described as having a Main PT emphasis
4.2
Regional Land Transport Programme (RLTP)
The RLTP is a plan how transport providers intend to respond to growth and other challenges
facing Auckland over the next ten years. It includes a ten year prioritised delivery programme of
transport services and activities for Auckland, and is the combined transport programmes of the
New Zealand Transport Agency (NZTA), AT and KiwiRail.
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File Note
The RLTP has the following Vision:

Reduced reliance on private vehicles. More people choose to walk and cycle for short trips.
Traffic congestion is managed at levels that balance the need for access against the ability to
fully provide for peak demands because of community impacts and cost considerations.
centres and corridors, linked by high frequency public transport services and walking and
cycling connections.
Street design supports pedestrian movement and improved social interaction and social
cohesion. Streets are places where people feel safe walking, cycling and using public
transport.
there has been an increase in the number of people walking and cycling.
The Objectives, outcomes and targets outlined in RLTP include:
Assisting economic development
Improvements in the provision of infrastructure and services that enhance transport efficiency
and lower the cost of transportation through:
better use of existing transport capacity
Assisting safety and personal security
minimising crashes, injuries and fatalities. creating places where people feel safe
walking, cycling and using public transport.
Improving access and mobility
modes such as cycling and walking, needing more active encouragement.
Outcomes: Improvement in walking and cycling mode share in urban areas,
improvement in residents perception of walking and cycling accessibility,
completion of 50% of the regional cycle network by 2016 and 100% by 2026.
Improved community connectedness.
Protecting and promoting public health
Improved street design, embodying good urban design principles, offers
opportunities to increase active transport choices by increasing safety through
natural surveillance and by reducing the speed of passing vehicles.
Transport can also provide benefits for mental well-being by providing safe and
enjoyable walking, cycling, driving and public transport use. The assisting safety
and personal security objective addresses this area.
reduced negative impacts of transport pollution on human health and
increased walking and cycling.
Integrate transport and land use supportive of the Auckland Regional Growth Strategy
(ARGS) and Auckland Regional Policy Statement (RPS)
successful development of these centres and corridor will require transport
infrastructure that is well designed and supports urban development, reduces
travel demand, and supports public transport and active modes.

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File Note
4.3
Walking and Cycling
4.3.1
Kaipatiki Connections Network Plan
The Kaipatiki Connections Network Plan (Figure 4-2) was developed by the Local Board in 2012
looking at expanding and enhancing the walking and cycling network for Kaipatiki. The plan has
not received funding; however, the local board has a limited amount of funding available for
transportation related projects and could choose to fund some of these improvements.
The plan proposes to implement a cycleway along the length of the Glenfield Road/Birkenhead
Avenue corridor, connecting with the already completed section to the north of Glenfield Road.
Important cross connections are identified in the between the following locations:
Eskdale Road and Speedy Crescent
Roberts Road and High Road
Downing Street and Peach Road

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File Note
Figure 4-2: Kaipatiki connections cycling network
Existing and proposed walking track connections have been identified in the Kaipatiki
Connections document. Existing walking tracks (Figure 4-3) can be observed in a number of
locations along the corridor including:
High Road through the Oruamo Domain
Between the Greenvalley Rise cul-de-sac and Glenfield Road
Extensive network within the Eskdale Reserve with limited connections to the Glenfield Road
frontage
Walkway connecting Glenfield Road to City View Terrace
Network of trails within the Birkenhead Domain
Currently no Walking school bus routes use or cross the corridor.
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File Note
Figure 4-3: Kaipatiki connections walking network
4.3.2
Auckland Cycle Network
The Proposed Auckland Cycle Network identifies Glenfield Road and Birkenhead Avenue as a
Cycle Connector (see Figure 4-4). Portions of the corridor are identified as proposed while
others are considered an existing Cycle Connector facility. The sections which are classified as
existing correspond to sections of the corridor which provide a shared bus/cycle lane.

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File Note
Figure 4-4: Auckland Cycle Network (source ITP, 2012)
4.3.3
Skypath and Seapath Proposals
The Skypath and Seapath proposals are planned to create a walking and cycling route across the
Auckland Harbour Bridge and adjacent to the Northern Motorway to Sulphur Beach Road/Shoal
Bay. While not having a direct effect on the corridor, the proposals will enable greater access for
cyclists and pedestrians from the City Centre to the North Shore.
4.4
Public transport
The Glenfield Road/Birkenhead Ave corridor currently provides for a large number of bus
services. The implementation of the Frequent Network is likely to rationalise these services
reducing the volume of buses on the corridor but continuing to provide for an increase demand on
the corridor. Initially fewer buses are likely to be required on the corridor during peak hours. The
FN relies on a level of interchange between services. Interchange around key points on the
corridor will increase in importance following changes to the network.

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File Note
4.4.1
Bus network changes
The Auckland Regional Public Transport Plan 2013 (RPTP) provides for a new network structure
for public transport in the Auckland region. The new network will provide a permanent network of
connected frequent services that supports Aucklands future growth. This will include maximising
access to rapid and frequent services from the urban area, encouraging mutually supportive land
use and public transport development policies and integrating public transport services with
parking policies.
The Auckland Frequent Service Network 2016 proposed by the 2013 RPTP is shown in Figure
4.5. The Frequent Network (services operating at least every 15 minutes, 7am-7pm, seven days a
week) will run along Glenfield Road and Birkenhead Ave with small route hubs operating at
Highbury Town Centre and Glenfield Town Centre.
A staged implementation of the new network structure is proposed, with three main stages
implemented over a three-year period, as follows:
Stage 1 (2015/16): South Auckland
Stage 2 (2017): North Auckland
Stage 3 (2016/17): Central, East and West Auckland
Figure 4.6 shows the proposed network on the North Shore which is currently being publicly
consulted upon. The new network proposes a number of services which run the length of the
corridor, connecting Glenfield Town Centre with Birkenhead Town Centre. Other proposed
services will join or leave Glenfield Road at the Kaipatiki Road, Roberts Road and Pupuke Road
intersections. The services which are proposed to operate on Glenfield Road are summarised in
Table 4-1.
Table 4-1: Proposed bus services
Routes
Route Description
Section of corridor
used
Peak frequency
(peak direction)
Midday headway
(each direction)
N8a
Constellation to
University via Glfd &
Onewa Rd
10
30
N8b
Bayview circuit to
University via Glfd &
Onewa Rd
10
30
N25
Birkenhead circuit to
Glfd, Taka, Ncote,
Highbury
Glenfield Town
Centre
15
30
N21b
Birkenhead wharf to
Smales Farm via
Highbury & Ncote
Pupuke Rd to Onewa
Rd
30
60
N49
Windy Ridge to
Constellation
Glenfield Town
Centre to Roberts Rd
30
60
N81
Windy Ridge to city
15

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Figure 4.5 : Auckland Frequent Network 2016 (RPTP 2013)

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26
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Figure 4.6 : North Shore bus network

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File Note
4.4.2
Onewa Road Corridor Management Plan
Flow Transportation Specialists have prepared a CMP for the Onewa Road corridor on behalf of
Auckland Transport. The corridor goes from Verrans Corner to SH1 and provides a main EastWest link on the North Shore. The Onewa Road CMP study area intersects Birkenhead Ave at the
southern end of the corridor. The major intersection of Onewa Road and Birkenhead Ave involves
large volumes of turning traffic.
The CMP identified the need for improved public transport links along the corridor. As part of this,
Transit (T3) lanes were proposed in the westbound direction to complement the eastbound T3
lanes that already exist. Work on implementation will begin in February 2015. A focus on
pedestrian and cycle facilities, especially in areas of high activity was also proposed with on-road
buffered cycle lanes along the corridor and improvements to pedestrian amenity at the
intersection of Onewa Road and Birkenhead Ave.
4.4.3
Albany Highway CMP
Albany Highway provides a regional arterial link through North Harbour and connects with the
Glenfield Road corridor at its southern end. The 2010 Albany Highway CMP by GHD looked at the
corridor and what could be done to improve transport facilities.
Doing nothing to the corridor was not considered to be an option with parts of the northern section
of the corridor already running at capacity, and the southern section to reach capacity by 2021
with predicted growth. To improve capacity implementing four lanes along the corridor length was
proposed, including transit (T3) lanes to increase public transport provision. High pedestrian
volumes with multiple schools and a university along the corridor have led to improved footpath
and crossing facilities being proposed, as well as segregated cycle path along its length.
4.4.4
North Shore City Bus priority
In 2009, Flow transportation specialists undertook a piece of work on bus priority in North Shore
City on behalf of the North Shore City Council. The work set out with the following vision:
to future proof the whole area of investigation to ensure that the appropriate
passenger transport priority measures and facilities are in place. By providing this, we
should be able to increase the number of PT users throughout the lower west side of the
North Shore.
The work used the ARCs APT model to access future conditions for bus services on a number of
key north shore corridors including Glenfield Road and the surrounding network.
Highbury Bypass, Birkenhead Avenue and Onewa Road intersection
Observations indicate that buses turning form Birkenhead Avenue into Onewa Road are caught in
southbound queues in the PM peak. This could be alleviated somewhat by extending the left turn
southbound lane. Bus priority could be provided on the northbound approach by marking the
kerbside through lane as a bus priority area combined with a clearway on Birkenhead Avenue. It
is understood that this is being investigated further in other studies.
Birkenhead Avenue (Onewa Road to Pupuke Road)
Based on the assessment, the following priority measures are recommended:

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File Note
A northbound priority lane be implemented on Birkenhead Road between Onewa Road

and Pupuke Road for the PM period by 2021-2031
A northbound priority lane for the AM peak between Onewa Road and Pupuke Road be
considered for 2031
A southbound priority lane be implemented on Birkenhead Road between Pupuke Road
and Onewa Road for the PM period by 2021-2031
A southbound priority lane for the AM peak between Pupuke Road and Onewa Road be
considered for 2031
Extension of the southbound left turn lane approach to the Birkenhead
Road/Onewa Road intersection by 2021-2031
Consideration of the northbound priority lane extending through the Pupuke Road
intersection into Glenfield Road for 2021-2031 as this would tie into proposed priority lane
on Glenfield Road.
Glenfield Road (Pupuke Road to Eskdale Road)
A northbound priority lane be implemented on Glenfield Road between Pupuke Road and
Eskdale Road for the PM period by 2021-2031. This could extend through the Pupuke
Road intersection, as previously noted.
Consideration of a southbound priority lane for the AM peak between Eskdale Road and
Pupuke Road for 2021-2031. This section is short and leads into the 250 m long left turn
lane south of Moore Street. Consideration would be needed regarding the most
appropriate treatment.
Glenfield Road (Eskdale Road to Coronation Road)
Based on the above assessment, priority measures for Glenfield Road between Eskale
Road and Coronation Road are recommended to include:
A northbound priority lane in the PM peak period by 2021-2031
Consideration of a northbound priority lane for the AM peak period post 2031
A southbound priority lane for the PM peak by 2021. Consideration would be needed as
to how to manage the movements at the Eskdale Road intersection, given the current
long right turn bay of some 200 m
Glenfield Road/Coronation Road Intersection
Based on the assessment, priority measures for the Glenfield Road/Coronation Road
intersection are recommended to include:
A priority lane for the southbound approach in the AM and PM peak periods for 20212031
A priority lane for the northbound approach in the PM peak period for 2021-2031
Glenfield Road - Coronation Road to Roberts Road
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File Note
Based on the assessment, priority measures for Glenfield Road between Roberts Road and
Coronation Road are recommended to include:
A southbound priority lane for the AM and PM peak periods, by 2021-2031
4.5
General traffic
4.5.1
Regional traffic modelling
Traffic modelling forecasts have been extracted from the Auckland Regional Transport model for
the Glenfield Road corridor. The location of screen lines is outlined in Figure 4-7.
Figure 4-7: Location of ART screen lines

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File Note
Figure 4-8: AM peak traffic forecast for Glenfield Road

The modelling indicates increasing traffic volumes between 2013 and 2036 with growth
deteriorating in the 2041 year. The population and employment demographics suggest the area
will experience modest increases in population and households with a small increase in
employment. Both are well below the average regional values.
Table 4-2: ART model summary of Glenfield Road corridor
Glenfield Road Corridor
Year
% change 33 years
Immediate Study Area

Feature
Area
2013
2026
2036
2046
Demographic
s
Population
Households
2774
9
8607
Employment
5774
3388
9
1197
4
6150
3626
3
1275
2
6383
3840
0
1359
1
6770
2200
2830
3097
2972
35%
103
137
146
147
43%
1056
6
658
1206
6
1131
1307
7
1249
1423
5
1445
35%
PT
Cars (Two-way volume - average of

points)
HCV (Two-way volume - average of
points)
Active modes (Daily average across all
zones)
Bus (Patronage - average of points)
120%
(AM 2 hour
Peak)
Bus Way / Rail (Patronage - average of

points)
N/A
N/A
N/A
N/A
Traffic
(AM 2 hour
Peak)

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Study
Area
38%
Auckland
Ave.
61%
58%
79%
17%
59%
89%
31
File Note
4.5.2
Pre optimisation report
In March 2014, Auckland Transport (AT) commissioned the Joint Transport Operations Centre
(JTOC) to undertake optimisation of 9 traffic signals along a section of the Glenfield Road
from Sunset Road to Downing Street. The optimisation report included an assessment of 3
intersections within the Glenfield Road CMP study area including:
Glenfield Road/Bentley Avenue
Gelnfield Road/Kaipatiki Road
Glenfield Road/Downing Street
A number of recommendations were made for each of the intersections relating to signage, road
marking and road surface. At the Glenfield Road/Bentley Avenue intersection, the main
recommendations include:
Right turn into Bentley Ave is filleting while ped 1 is still running.
The zebra crossing on the slip lane exiting Glenfield Road sits too close to the limit line.
The zebra crossing next to the shops does not have warning beacons.
There is no give way sign for the shops exit.
Install a no turn sign on the northern approach
At the Glenfield Road/Kaipatiki Road intersection, the main recommendations include:
There are no tactile pavers provided for any of the pedestrian crossing
Buses travelling north along Glenfield Road stop on the departure lane and cause the through
traffic to stop.
There is no cycle box in front of the right turn bay from Glenfield Road into Kaipatiki Road
The cycle lane on the departure lane of Glenfield Road (southbound) has not been painted
green
Investigate cycle lane options on Glenfield road northbound approach.
The NSAAT lines on Kaipatiki road need to be extended back to make good use of the
existing traffic lanes.
Consider installing a guard rail on this stretch of road to dissuade pedestrians from crossing
the road unsafely.
The Bus Stop on the departure lane of the northbound approach of Glenfield Road is too
close to the intersection. Re designs the position of the bus stop to allow safe lane
change/merge.
At the Glenfield Road/Downing Street intersection, the main recommendations include:

The cycle lane south bound on the departure lane on Glenfield Road needs to be painted
green to make it visible /distinguishable.
There is an exclusive pedestrian phase in operation at this intersection. It is recommended to
provide another pedestrian walk path on the northern side of the intersection
Hatching around splitter islands should be removed- kerb build outs are recommended.

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File Note
4.5.3
Coronation Drive Intersection Upgrade current project
The roundabout of Glenfield Road and Coronation Road has been identified as a safety issue.
Legacy North Shore City Council has previously engaged MWH Consultants in year 2009 to
undertake a scheme assessment design to improve the operation and safety of this roundabout.
Three options were developed including; 1. Signalisation of roundabout 2. Roundabout
improvement with land take 3. Roundabout improvement without land take.The recommended
option is the third option (Figure 4-9) which is effective and easier to implement.
The option looks to increase vehicle deflection, improve legibility between right turning and
through traffic on the Glenfield Northbound approach, and improve provision for pedestrian and
cyclists.
Figure 4-9: Glenfield Road/ Coronation Roundabout preferred option
4.5.4
Glenfield/ Roberts Road intersection safety report
PT2 was commissioned by Auckland Transport to undertake an investigation into the feasibility of
improving safety at the Glenfield / Roberts Rd intersection, specifically the right turn from Roberts
Road onto Glenfield Road. The investigation into crash history at the intersection indicates a
predominant crash trend relating to crossing / turning crashes involving vehicles entering or
exiting Roberts Road.
The recommended option involves realignment of the kerb returns on the north-west and southwest corners of the Glenfield / Roberts Road intersection. The key aspects of the preferred option
include (shown in Figure 4-10): Narrowing of the northbound lane and repositioning of the limit
lines. A second scheme has since been developed which is shown in Figure 4.11.

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File Note
Figure 4-10: Roberts Road / Glenfield Road intersection recommended option
Figure 4.11 : Roberts Road / Glenfield current intersection upgrade scheme

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File Note
4.5.5
Coronation / Archers Road intersection
The priority controlled intersection between Archers Road and Coronation Road was selected for
review as part of the AT Traffic Operations Proactive Workstream. The review highlighted the
following issues:
Long queues observed on Archers Road,
The busy traffic and high speed traffic on Coronation Road make it very challenging for
drivers exiting from Archers Road.
A steep slope on Archers Road means some vehicles struggle to cross at good pace to avoid
conflict.
Driver impatient due to long delays on Archers Road
Poor indication from vehicles turning left into Archers Road.
Intersection alignment and sight distance for vehicles on Archers Road.
Intersection concepts have been developed to address issues identified. A roundabout is the
preferred solution and is currently in the investigation and design phase.
4.5.6
Glenfield Road Town Centre Upgrade
A 2011 report was completed by Auckland Transport on the options for the upgrade for the
Glenfield Town Centre. As part of the assessment, various options for Glenfield Road as it passes
through the town centre are outlined, including initial design drawings. Problems around poor
pedestrian and cycle facilities, parking, safety, bus priority and general traffic flow were identified,
with opportunities for improvement identified.
As part of the project, a number of objectives were developed for the project to address:
Ref
Problem / opportunity topic
Objectives
3.1
Poor pedestrian environment
To improve safety and amenity for pedestrians
3.2
Poor cycle facilities
To provide safe facilities for cyclists and link in to the

wider cycle network
3.3
Queuing at right turn into
Retain a reasonable level of service for key arterial
Kaipatiki
movements through the town centre at peak times

i.e. Level of Service E or above by 2021
3.4
Safety issues at service lane exit
To improve safety at the service lane exit
3.5
Allocation of road space
To reallocate road space in a manner that

complements a town centre environment
3.6
Inefficient lane arrangements on
To optimise the layout of the Bentley Avenue
approach to Bentley
approach to Glenfield Road

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File Note
3.7
General look and feel of
To create a sense of place to alert drivers to a
change in land-use environment
3.8
Bus priority
To enhance southbound bus priority
3.9
Parking
To retain the current overall short-term public

parking supply for the town centre
A total of 9 options where developed as part of the study. Options were compared against the
problems and objectives outlined above and ranked. The report recommends Option 6 (Figure
4.12) to be taken forward to consultation.
In summary Options 6 includes:
Retention of southbound cycle lane
Provision of new northbound cycle lane
Closure of service lane
Signalised mid-block pedestrian crossing
Improved signal coordination and timings through town centre
More efficient lane arrangement on Bentley Avenue approach to Glenfield Road
New car park at 450 Glenfield Road, with signal controlled entry / exit
Removal of give-way left turn into Glenfield Mall
Landscaping
Larger pedestrian spaces
Retention of parking outside White Cross
As part of the investigation, traffic modelling was undertaken for the surrounding area with closure
of Easton Park Parade was tested as a potential option. The modelling indicated closure of
Easton Park Parade would have a significant effect on the Glenfield/Kaipatiki Road intersection
with additional demand which could not be accommodated.

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File Note
Figure 4.12 : Option 6 for Glenfield Town Centre

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File Note
5.
Future land use and urban form
5.1
Auckland Plan
The Auckland Plan vision is for Auckland to become the worlds most liveable city, a city that is
known for its cohesive resilient communities; productive high value economy; quality urban, rural
and natural environments; and excellent transport system. The vision is proposed to be achieved
by the six transformational shifts that Auckland must deliver, including move to outstanding
public transport within one network. The Plans strategic direction for transport is to create
better connections and accessibility within Auckland, across New Zealand and to the world.
Auckland Transports challenge is to meet travel demands, Auckland Plan outcomes and
targets associated with historical and forecast growth in population, employment, freight and to
ensure that transport networks are integrated with planned growth outlined in the Auckland Plan.
The following diagram shows the context of the Glenfield Road/Birkenhead Ave arterial corridor in
relation to the Auckland Plans network of urban centres and business areas. The action required
within the CMP process is to identify changes necessary to accommodate planned growth and
land use changes resulting from the Auckland Plan and the Unitary Plan.
The Glenfield Road/Birkenhead Ave corridor directly connects Highbury (23) with Glenfield (22).
Both are identified as Town Centres.
The Auckland Plan aims to manage population growth and to integrate the provision and
development of transport with identified growth areas. Provision of transport infrastructure and
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File Note
services is a key enabler and shaper of the future growth of Auckland set out in the
Plan. Commercial and residential developments need to be designed with all transport
modes in mind. In particular, high density, mixed-use development must be associated with
quality public transport services and infrastructure, commercial travel needs and measures
that encourage walking and cycling, while still providing for trips that are made by private vehicles.
5.2
Proposed Auckland Unitary Plan
The land zoning in the PAUP plan are represented in Table 5-1.
Table 5-1 : PAUP zones
Area
Main Zones
Main overlays
Glenfield
The main centre in this area

is focused around the
Westfield Glenfield Shopping
Centre.
Surrounding the town centre,
land has been zoned for
Terraced Housing and
Apartment Buildings.
Several special character overlays are

proposed which aim to protect
streetscape values;
There is an additional height
control over the Glenfield local
centre
Zoning for Mixed Housing

Urban tends to follow the
main Glenfield Road corridor,
with further away from the
corridor being zoned for a
combination of Mixed
Housing Suburban and
Single House.
Birkenhead
The main centre in this area

is the Highbury Town Centre,
focussed on Birkenhead Ave
and Mokoia Road.
The Terrace Housing and
Apartment Buildings zone is
located near the local centre
along Onewa Road,
Birkenhead Avenue and
Highbury Bypass.
Of the residential zones, the
Single House Zone applies in
the area of south of the
Highbury Town Centre.
There are areas of Light
Industry zone located at the
end of Colonial Road and on
Enterprise Street.

Document no.:
Air Quality Transport Corridor

Separation follows the Glenfield
Road corridor.
A few sites within Glenfield are
scheduled as historic heritage
Various trees are scheduled as
notable.
There is an additional height

control over the Highbury local
centre
A special character overlay is
present to the south of the town
centre
Air Quality Transport Corridor
Separation follows the Birkenhead
Ave and Onewa Road corridors.
A pre 1944 control over demolition
and removal covers parts of
Birkenhead along Onewa Road,
Birkenhead Avenue and Mokoia
Road, which are not controlled by
the special character overlay.
Various trees are scheduled as
notable.
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File Note
Figure 5-1: PAUP land use zoning

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File Note
5.3
Local Board Plans
The corridor is situated within the Kaipatiki Local Board. The Local Board Plan outlines the
strategic outcomes and priorities for the area and the activities the board wishes to undertake.
The local board plan forms part of the Auckland Council Long Term Plan.
An outline of relevant strategic priorities and projects has been outlined below:
Proud, positive communities that embrace diversity People with a sense of belonging, who are
connected to one another and are proud to live in Kaip tiki.
Green open spaces and environments A focus on protecting and enhancing our parks and
reserves. Enabling our people to enjoy the outdoors and stay active, while conserving and
growing our natural heritage.
Connected through a range of transport links, both within and beyond our area Allowing people
to move around Kaip tiki and beyond through walking and cycling connections, enhanced public
transport and an efficient road system.
Vibrant town and village centres and a thriving local economy Working to grow and develop the
town centres so they thrive, while protecting their unique personalities and heritage character
through quality design. Strengthening the economic importance of Kaip tiki to Auckland's
economy.
Community facilities, assets and services that are high quality, well managed and meet our
communities' needs Allowing our people to continue to enjoy our existing network of community
facilities and services which are easy to access and managed to a high standard.
5.4
Kaipatiki Community Environmental Centre
A proposal is currently underway to construct a community environmental centre in the Eskdale

Reserve. The project has been developed by Project Kaipatiki and is seeking funding from the
Kaipatiki Local Board and other sources. The project is still in the planning phase and is yet to be
approved by the local board, Auckland Council and Auckland Transport.
The facility is located in a grass field fronting Glenfield Road which is currently DOC land. The
proposal includes a small car park on site catering for 5 spaces for disabled and delivery vehicles.
Project Kaipatiki has suggested that the Glenfield Road frontage is upgraded to accommodate on
street parking. A pedestrian crossing and bus stop is proposed to help promote alternative travel
to the site. A pictorial concept is provided in Figure 5-2.

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Figure 5-2: Glenfield Road frontage to the community environmental centre

5.5
Capacity for Growth Study 2013
The Capacity for Growth Study monitors and reports on residential, business and rural land
availability in Auckland. Residential and business zoned parcels and rural zoned titles have been
assessed for their capacity to accommodate additional development under the provisions of the
PAUP. The Capacity for Growth Study is a quantitative assessment of capacity at a point in time,
based on the provisions of the PAUP. It measures whether each site has the potential for more
development under a selected set of rules.
Figure 5-3 provides a snap shot of the Auckland region from a land use capacity perspective.
From a regional level, the western north shore (Beach haven, Birkdale, Glenfield area) has a large
potential for residential infill and development under the PAUP rules.
Figure 5-4 provides a snapshot of development capacity within the Kaipatiki Local Board. The
yellow line outlines the CMP corridor. A significant portion of residential land in the vicinity of the
corridor has potential to increase in density. In addition, the Glenfield Town centre has been
identified as having capacity for further business land development. Looking at a wider area, the
Beach Haven and Birkdale areas have a significant potential for development. Increases in
development in this area will have a direct effect on the Glenfield Road corridor as the majority of
trips from these areas use portions of the corridor or cross over Glenfield Road.

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Figure 5-3: Parcels and titles identified as having capacity

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Figure 5-4: Land development capacity within Kaipatiki Local Board

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Appendix B
Problem definition file note
File Note
Date
10 August 2015
Project No
ZB01667
Subject
Glenfield Road CMP - Problem Definition
1.
Summary
The purpose of this paper is to set out the existing problems within the Glenfield Road corridor.
Each stakeholder group has provided a description of the ideal future state for the corridor in the
longer term. Together, the existing problems and ideal future state for each mode will form the
basis on which future corridor options and implementation plan are developed.
2.
Walking
2.1
Existing problems
Stakeholders have raised the following concerns regarding walking within the Glenfield Road
corridor:
Glenfield Town Centre has a poor pedestrian and traffic dominated environment. There
are a number of slip lanes throughout the town centre which create a vehicle dominant
environment and compromise pedestrian safety and accessibility.
Access to bus stops could be improved. There is potential for accidents in some places
where there is no crossing provision connecting bus stops, such as the midblock between
Bentley Ave and Kaipaitiki Road in the Glenfield town centre. With changes to bus
network it could be beneficial to move some stops.
There is poor pedestrian connectivity across and along the corridor. Glenfield Road cuts
the corridor in two halves, creating corridor severance for the adjacent communities.
Particular focus should be placed on improving the connections between greenways in
the area.
Currently footpaths along the corridor are sporadic. Some sections of footpath are in poor
condition or non-existent. Eskdale Reserve, for instance, has no footpath along its
frontage with Glenfield Road.
Pedestrian provision at many of the intersections throughout the corridor is suboptimal.

Traffic signal phasing has not been optimised for pedestrians, creating long wait times
which often lead to jaywalking. Some intersections, such as the Glenfield Road / Bentley
Ave intersection, do not provide pedestrian crossings on all legs, requiring pedestrians to
cross multiple times to cross Glenfield Road.
Steady traffic flow makes informal crossing difficult. There are also many dangerous
points to cross due to existing topography creating poor sight distance.
Access across the corridor at Roberts Road could be improved.
The Pupuke Road corner has poor east-west pedestrian connection and is constrained
by the retaining wall and cemetery confining the corridor.
It appears that there was some recent work along the eastern side of Birkenhead
Avenue.

Filename: ZB01667 Problem Definition v4.docx
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Entrance to the mall at the Glenfield Town Centre is inhospitable for pedestrians and car
dominated.
Footpath width and quality vary along the corridor. Some sections have narrow footpaths
with minimal separation to adjacent traffic lanes and poor surfacing.
Pedestrian and streetscape amenity along the corridor is lacking. There is a lack of street
trees and furniture and no place for people to linger.
The above problems raised by stakeholders can be summarised into three broad categories:
Cross connectivity and connection
Pedestrian longitudinal continuity
Pedestrian environment around Glenfield Town Centre
2.2
Issue investigation
The following section investigates the issues listed above associated with walking within the
corridor. To support this investigation, pedestrian surveys were undertaken along the Glenfield
Road corridor on Tuesday 10 March 2015.
Pedestrian and cyclists were counted at each of the four intersections along the Glenfield Road
corridor in the AM (07:00 09:00), Inter (12:00 14:00) and PM (14:30 19:00) peak periods.
Data was also collected on the direction travelled and a number of attributes of the pedestrians
and cyclists. Table 2.1 presents a summary of the data collected at the four intersections.
Of the intersections surveyed, pedestrian activity was highest at the Birkenhead Ave / Onewa
Road intersection and lowest at Glenfield Road / Roberts Road intersection. Across all four
intersections, 70% of pedestrians surveyed were adults and 25% were unaccompanied children.
At the Onewa Road intersection 45% of pedestrians were children.
Table 2.1 : Glenfield Road Pedestrian Data (10 March 2015)
Pedestrian
Classification
Bentley
Ave
Kaipatiki
Rd
Roberts Rd
Onewa Rd
Total
Adult
960
780
310
920
2,970
Accompanied
Child
80
60
10
110
270
Unaccompanied
Child
130
230
60
610
1,030
Elderly
40
20
10
20
90
Walking School
Bus
<5
<5
1,220
1,090
400
1,660
4,360
Total

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2.2.1
Along the length of the corridor there are six signalised crossings and three pedestrian refuge
crossings. The locations of these crossing provisions relative to the bus stops and pedestrian
accidents resulting in injury are shown in Figure 2-1.
As highlighted in the Transport and Land Use Context file note, there have been 10 pedestrian
accidents including 1 fatal and 9 minor injury crashes. Half of these occurred at intersections and
all have involved a pedestrian crossing the road.
Four of the five pedestrian crashes between Kaipatiki Road and Onewa Road have occurred near
bus stops where there are no pedestrian crossing provisions. This suggests that improved
pedestrian crossing facilities are needed at these locations.
Other accidents involving pedestrians crossing Glenfield Road and Birkenhead Ave include
vehicles running red lights at signalised intersections and pedestrians crossing heedless of traffic.
Roberts Road intersection
The pedestrian survey data shows that at the Roberts Road intersection during the AM peak,
most pedestrians travel east along Roberts Road on the southern side, turn right onto Glenfield
Road and travel south before crossing Glenfield Road. This is likely to be associated with demand
for the southbound bus services and the bus stop on the eastern side of Glenfield Road. There
has also been a minor injury crash involving a pedestrian crossing at this location and a vehicle
travelling southbound.
In the PM peak, the survey shows that most pedestrians travel south along Glenfield Road on the
western side before turning right onto Roberts Road to travel west along Roberts Road on the
northern side. This is likely to be associated with pedestrians alighting from northbound bus
services at the stop on the western side of Glenfield Road, north of Roberts Road. This shows
that there are some tidal pedestrian flows on the corridor associated with the commuter peaks.
Onewa Road intersection
The pedestrian surveys show that in the AM peak at the Birkenhead Ave / Onewa Road
intersection most pedestrians travel eastbound from the northern side of Highbury Bypass. Of the
intersections surveyed, this intersection had the greatest proportion of child pedestrians. The
eastbound AM peak movement is therefore likely to be a result of Northcote College and St
Marys School being located a few hundred metres east along Onewa Road.
This intersection has left-turn slip lanes on all four approaches. This means that pedestrians must
cross two slip lanes when crossing at the intersection.
During the PM peak most pedestrians travel southbound towards the Birkenhead Town Centre.
The most common movement was pedestrians on the southern side of Onewa Road turning left
onto Birkenhead Ave.

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Figure 2-1 : Issues and constraints for pedestrians

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Auckland Transport traffic counts show that Glenfield Road has a 5 day ADT of approximately
21,000 vpd and a peak hour volume of 1,600 vph (September, 2014). Roads with traffic volumes
of this order are typically difficult for pedestrians to cross without crossing provision.
There are two sections of Glenfield Road 1,200 m and 850 m long which do not have any
crossing facilities. As shown in Figure 2-1, these sections are between Downing Street and
Coronation Road and between Eskdale Road and Waratah Street.
1
The Pedestrian Planning and Design Guide illustrates that pedestrians will experience a mean
delay greater than 50 seconds and level of service F when crossing a road similar to Glenfield
Road (two-lane, two-way urban road) with no crossing provision, interrupted traffic flow and an
average peak hourly volume greater than 1,600 vph.
The signals at Pupuke Road do not provide a crossing across Glenfield Road as shown in Figure
2-2. The Bentley Ave, Downing Street and Eskdale Road signalised intersections only provide a
crossing across Glenfield Road on one intersection arm.
The geometry of the road, topography and retaining walls near the Roberts Road and Pupuke
Road intersections on Glenfield Road prevent pedestrians from being able to cross Glenfield
Road. It should be noted that the pedestrian issues discussed above are examples of deficiencies
in the corridor but should not be interpreted as an exhaustive list.
Pedestrian Planning and Design Guide, NZ Transport Agency, October 2009

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Figure 2-2 : Lack of crossing provision at Glenfield Road / Pupuke Road intersection
2.2.2
As well as poor pedestrian connectivity across Glenfield Road, there is also poor continuity for
pedestrians wishing to walk north-south along the corridor. Between the Glenfield town centre and
Onewa Road there is a 1,200 metre section of the corridor which lacks a continuous dedicated
footpath on one side of the road and a section of approximately 200 metres that lack continuous
footpaths on both sides. The sections along Glenfield Road that do not have footpaths are shown
in Figure 2-3.
Pedestrian crossing facilities at a number of side roads along the corridor are also substandard.
Some of the side roads are difficult to cross as a result of wide flared intersections. The locations
of these are shown in Figure 2-1. The width and quality of the footpaths along the corridor is also
varied.

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Figure 2-3 : Map of Glenfield Road showing sections with no footpath

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2.2.3
Glenfield Town Centre pedestrian environment
The issues associated with the pedestrian environment in Glenfield Town Centre are discussed in
section 5.
2.3
Ideal future state
The ideal future state of the network has been articulated through analysis of strategic
documentation applicable to the Glenfield Road corridor, comments and discussion between
technical stakeholder members.
The Auckland Plan sets a target that across all of Auckland by 2040, 45% of trips in the morning
peak are targeted to be non-car-based (walking, cycling or public transport) compared to 23% at
present. In order to achieve this, the ideal future state for the Glenfield Road corridor must include
the following:
2.4
Well connected pedestrian network which encourages walking for short trips
Pedestrian facilities which encourage use of public transport through safer and more
frequent crossings and enhanced walking environments
A safe pedestrian environment for children, elderly and the mobility impaired which
follows universal design principles and allows accessibility for all
Enhance pedestrian environment in and around the Glenfield Town Centre which
prioritises walking over other modes
Summary
When considering the pedestrian mode, it is important to consider both existing problems in the
network as well as an aspiration for the mode in the longer term. A summary of the problems and
ideal future state for the pedestrian mode is provided below.
1)
Problems in the
pedestrian network

Ideal future state of the

pedestrian network
1)
Well connected pedestrian network which encourages walking

for short trips
2)
Pedestrian facilities which encourage use of public transport

through safer and more frequent and optimised crossings and
enhanced walking environments/pedestrian amenity
3)
A safe pedestrian environment for children, elderly and the

mobility impaired
4)
Enhance pedestrian environment in and around the Glenfield

Town Centre to prioritise walking over other modes

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3.
Cycling
A problem definition exercise was undertaken as part of the first technical stakeholder workshop.
Stakeholders have raised the following concerns regarding cycling within the Glenfield Road
corridor:
Currently existing provision for cyclists along Glenfield Road and adjoining roads does
not align with the proposed Auckland Cycle Network (ACN)
Lack of alternative routes due to topography and road network.
Lack of continuity in the corridor itself with cycle lanes being provided to the north of the
study area and shared path (proposed/under construction) on Onewa Road.
Lack of facilities and unsafe environment is suppressing users. Monitoring point on

Coronation roundabout indicating decreasing users in recent times.
Not many school children are cycling to school as schools actively discourage cycle use.
Section between Roberts Road to Archers Road is particularly badly served due to lack
of safe crossing points.
Catch pit covers are not cycle friendly.
The route optimisation projects should look for opportunities for cycling.
Side road connections must be thought about as well as the corridor itself.
The intersection Roberts Road/Glenfield Road currently has a property access way which
cuts the corner. This provides an opportunity to get cyclists a separation from the
carriageway.
The above problems raised by stakeholders can be summarised into two broad categories:
1)
A combination of lack of cycle facilities, continuity along the route, and no alternative routes
are contributing to suppressed cyclist demand, particularly less confident cyclists and school
children
2)
Lack of side road connections and crossing points means Glenfield Road creates a sense of
severance in the cycle network
3.1
Issue investigation
The following section investigates the issues listed above associated with cycling within the
corridor. In conjunction with the pedestrian surveys described above, cycle surveys were also
th
completed on Tuesday 10 March 2015 along the Glenfield Road corridor.
The same four intersections were surveyed and similar count data was collected. In an attempt to
remove the effects of seasonality, the survey provider converted the peak counts to AADT using
Auckland Transports AADT formula.
Cycling activity was not nearly as high as the pedestrian activity observed as the cycling numbers
ranged from 50 cyclists per day at the Glenfield Road / Bentley Ave intersection to 60 cyclists per
day at the Birkenhead Ave / Onewa Ave intersection. Age data was not collected for cyclists.
At the Bentley Ave intersection most cyclists were travelling north away from the town centre,
throughout the day. At the Kaipatiki intersection most cyclists were travelling northbound in the
AM peak and southbound in the PM peak. At the Roberts Road intersection most cyclists were
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travelling northbound in the AM peak and southbound in the PM peak. At the Onewa Road
intersection cyclist numbers were relatively even in all directions across all peaks.
It is quite probable that many of the cyclists observed at the four different locations were the same
people since the surveys were completed at the same time along the length of the Glenfield Road
corridor.
3.1.1
Lack of facilities and inconsistency
A series of on road cycle lanes have been implemented to the north of the study area. The cycle
lanes extend between the Hogans Road intersection in the north, to the Downing Street
intersection in the South. Beyond this point cycle lanes are terminated and cyclists are forced to
merge with existing traffic. There is a short on and off-road section of cycleway in the northbound
direction on Glenfield Road between Peach Road and Kaipatiki Road.
Aside from the facilities noted above, there are currently no other cycle provisions along the
remainder of the corridor. There are also no cycle provisions on any of the east-west cycle routes
identified as cycle metros or connectors in the ACN. Figure 3.1 provides an overview of the ACN
in the study area and identifies the location of current cycle infrastructure as well. Crash locations
are also identified.
Through site observations and feedback from cycle representatives, a number of locations have
been identified as pinch points for existing cyclists using the corridor. These generally coincide
with narrowing of lanes around intersections on the corridor where cyclists movements conflict
with general vehicles movements. The locations of the pinch points are shown in Figure 3.2.

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Figure 3.1 : Existing cycle issues and constraints

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Figure 3.2 : Cycle conflict points

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3.1.2
Lack of alternative routes
The Glenfield Road corridor is currently positioned on a ridge line. Topography is generally
sloping away from the corridor as seen in Figure 3.4. The road layout in the study area is based
around Glenfield Road as the key north-south arterial with a number of east-west connections
scattered along the corridor.
Strava data has been used to assess existing cycle route choice along the corridor (Figure 3-3).
The Strava data is inherently biased towards more confident cyclists but provides a useful
snapshot of desire lines and routes. We have compared the Strava heat map to an assessment of
grade (Figure 3.4) on the surrounding road network. In general, preferred cycle routes avoid
sections of road with significant grade whenever possible. It is worth noting that grades along
Glenfield Road are primarily less than 5%, which is favourable to cycling. However, there are a
few instances of grades between 5-10% which creates a challenge for many potential cyclists.
The distance from Bentley Ave, along Glenfield Road to the City Centre via Onewa Road and the
Auckland Harbour Bridge is approximately 12 km. Once a connection is provided across the
harbour (either via the Skypath project or other) it will be possible to make this trip via bicycle.
According to the 2013 Census, between 10-15% of trips from the study area are destined for the
City Centre and currently all of these trips are being made either via private vehicle or public
transport. The average length of active mode trips recorded by the Census was 6.7 km in 2013 so
there is likely a limit to the number of people in the study area who would be willing to cycle to the
City Centre as their primary commute option. The corridor is likely however to provide for local
cycle trips within Glenfield and Birkenhead and may be used by ferry passengers boarding at the
Birkenhead Ferry Terminal.

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File Note
Figure 3-3: Strava heat map annual cycle counts

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File Note
Figure 3.4 : Grade assessment of road network

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File Note
3.2
Ideal future state
The ideal future state of the network has been articulated through analysis of strategic
documentation applicable to the Glenfield Road corridor, comments and discussion between
technical stakeholder members. The following ideal future states have been identified for the
corridor:
3.3
Capitalise on opportunities for cycling in the short and medium term. Implement low cost
quick win projects and incorporate cycle facilities into other projects on the corridor.
Provide cycling facilities for the entire length of the Glenfield Road corridor. A standard of
cycling facility within the Glenfield Road corridor that allows more vulnerable cyclists to
be able to use cycling as a safe and viable means of transport. Well connected and
integrated corridor cycle provisions that support the greater cycle network.
Summary
When considering the cycling mode, it is important to consider both existing problems in the
network as well as an aspiration for the mode in the longer term. A summary of the problems and
ideal future state for the cycling mode is provided below.
1)
A combination of lack of cycle facilities, continuity along the

route, and no alternative routes are contributing to suppressed
cyclist demand, particularly less confident cyclists and school
children
2)
Lack of side road connections and crossing points means

Glenfield Road creates a sense of severance in the cycle
network
1)
Capitalise on opportunities for cycling in the short and medium

term. Implement low cost quick win projects and incorporate
cycle facilities into other projects on the corridor.
2)
Provide cycling facilities for the entire length of the

Glenfield Road corridor. A standard of cycling facility within the
Glenfield Road corridor that allows more vulnerable cyclists to be
able to use cycling as a safe and viable means of transport. Well
connected and integrated corridor cycle provisions that support
the greater cycle network.
Problems in the cycling

network

cycling network

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File Note
4.
Public Transport
4.1
Existing problems
Stakeholders have raised the following concerns regarding public transport within the Glenfield
Road corridor:
Travel time and delay on the corridor is the major problem. There is a desire to tie in with
the eastbound transit lane provided on Onewa Road.
There is a particular issue at the Birkenhead Avenue/Onewa Road intersection with a

single left turn lane and congestion blocking back from Onewa Road. Tracking for buses
in this location is tight meaning they need to track into the right hand lane.
Currently public bus services lay up around the Glenfield town centre. When the new
network is implemented in 2017, this will not be an issue for public bus services.
However, it could be a continuing issue for school buses.
Pedestrian access and crossing is an issue at selected spots on the corridor. For
example, the pedestrian crossing across Glenfield Road between the bus stops in the
town centre has been identified by stakeholders for improvement.
Certain bus infrastructure on the corridor (bus stops) is considered substandard.
Route optimisation report (2014) has been completed for this route outlining deficiencies
however nothing has been implemented.
Stage fare boundaries are currently meaning first stop within fare boundary is
overcrowded.
Stop locations need to be rationalised. This is intended to take place after implementation
of the new network.
Variability is an important issue for the corridor. Time variability and reliability can be
costly to AT.
PT planning/operations do not expect priority to be maintained through town centres.
The above problems raised by stakeholders can be summarised into two broad categories:
1)
Travel time and reliability on the corridor is an issue. Delay and reliability needs to be
targeted in specific locations where congestion occurs.
2)
Bus stop locations, facilities and crossing points could be improved to access and experience
for users.
3)
Specific problem at the Birkenhead Avenue / Onewa Road intersection where buses are held
up by general vehicle queues from the transit lane and are delayed in reaching the transit
lane.
Bus fare boundaries are not considered a problem as integrated ticketing will resolve this problem
with the introduction of the new network in 2017. Equally, bus layovers will be reconfigured with
the implementation of the new network.

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File Note
4.2
Issue investigation
4.2.1
Bus travel time reliability
The transport systems team in Auckland Transport has provided a snapshot of the current
network travel time reliability for public transport on the corridor for May 2014. This is illustrated in
Figure 4-1 which shows the Level of Service (LOS) for all buses travelling along the corridor
based on GPS travel time data. At this time, construction was complete on Glenfield Road north
of the Glenfield Town centre.
In the AM peak, congestion can be observed in the northbound direction on the section north of
the Kaipatiki Road intersection which operates at LOS D. All other northbound traffic operates at
LOS B in the AM peak with no noticeable congestion. In the southbound direction, Glenfield Road
operates with LOS F on the approach to the town centre and the approach to Kaipatiki Road. Also
in the southbound direction, there is some delay on the approach to the Coronation Road
intersection which operates at LOS D. The southbound approach to the Pupuke Road intersection
also operates at LOS D.
In the PM peak, north of the Kaipatiki Road intersection experiences severe congestion (LOS E/F)
in both directions. In the northbound direction, severe congestion can be observed north of
Downing Street as well. Congestion can be observed in the northbound direction approaching the
Coronation Road intersection and in the southbound direction approaching Pupuke Road. Both of
these sections operate at LOS D.
There is currently bus priority treatment on Glenfield Road southbound at the Coronation Road
roundabout.

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File Note
Figure 4-1: Network Operation: Level of Service in AM Peak (left) and PM Peak (right)
Auckland Transports HOP data has been analysed to determine bus travel times and travel time
variability along the corridor throughout the day. The weekday journey times during March and
April 2015, for all bus services travelling along the corridor between Camelot Place in the north
and Onewa Road in the south are presented in Figure 4-2 and Figure 4-3 for northbound and
southbound directions respectively.
The median travel time in both northbound and southbound directions is approximately 10.5
minutes. In the northbound direction the travel times ranged from 6 to 25 minutes, corresponding
to an average travel speed of 10 kph to 39 kph. In the southbound direction the travel times
ranged from 5 to 30 minutes, corresponding to an average travel speed of 8 kph to 43 kph.
In the northbound direction, an increase in travel time can be observed in the PM peak period,
with a greater number of trips over 15 minutes and some over 20 minutes. In the southbound
direction, an increase in travel time can be observed in the AM peak period, with a greater
number of trips over 15 minutes. Outside of the peak times, the variance in travel time is not as
great.

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File Note
Figure 4-2: Northbound bus travel time on the corridor
Figure 4-3: Southbound bus travel time on the corridor

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File Note
The LOS plots in Figure 4-1 show that the southbound approach to the Pupuke Road intersection
operates with LOS D in both the AM and PM peaks. Additional HOP data for the southbound
direction through the Pupuke Road intersection has been analysed.
Figure 4.4 shows the weekday journey times during March and April 2015 for all bus services
travelling from the stop near Moore Street, 200 m north of the intersection, to the stop just south
of the intersection. The median travel time between these stops was 34 seconds. During the AM
and PM peaks, a greater number of these trips took over one minute with some taking over two
minutes.
Some variation in travel time through the Pupuke Road intersection is to be expected due to the
signal phasing, and the variable dwell times at each stop (passengers boarding and alighting).
However Figure 4.4 shows there is much greater variability during the AM and PM peaks which
corresponds to delay caused by increases in general vehicle traffic.
Figure 4.4 : Bus travel times - Pupuke Road intersection
The existing bus timetables for the services which operate on Glenfield Road have been
examined to ascertain how many buses travel on Glenfield Road during the peak. Some existing
services travel along the length of Glenfield Road while others travel only on parts of Glenfield
Road. The scheduled numbers of buses per hour on each section of the corridor during the AM
peak are presented in Table 4.1 (bus numbers are lower during the PM peak).
The Glenfield Town Centre currently carries the highest number of buses with 25 buses per hour
in the peak direction. In general, more scheduled services travel on the northern end of the
corridor than the southern end.

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File Note
Table 4.1 : Current bus services (excluding school buses)

AM Peak
Section
Section Description
Non-peak
direction
(buses/hr)
Peak direction
(buses/hr)
Both directions
(bus/hr)
25
14
39
Kaipatiki Rd to Downing St
22
10
32
Downing St to High Rd
22
30
High Rd to Coronation Rd
22
30
Eskdale Reserve
17
23
Eskdale Reserve to Pupuke Rd
17
23
Pupuke Rd to Onewa Rd
16
24
As discussed in the Transport and Land Use Context file note, AT is proposing to implement a
new bus network on the North Shore as part of the Regional Public Transport Plan. The new
network will be much more simplified with less services and a greater focus on interchange
between services.
The new network proposes a number of services which run the length of the corridor, connecting
Glenfield Town Centre with Birkenhead Town Centre. Other proposed services will join or leave
Glenfield Road at the Kaipatiki Road, Roberts Road and Pupuke Road intersections.
The proposed numbers of buses per hour under the new network on each section of the corridor
during the AM peak are presented in Table 4.2. It should be noted that the proposed network is
currently being consulted upon therefore routes and frequencies are subject to change.
The number of buses is generally consistent along the route with approximately one bus every
three to four minutes. Compared to the existing scheduled numbers of buses, the proposed
network generally has fewer buses on the northern end of the corridor but a similar number on the
southern end.

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File Note
Table 4.2 : Proposed bus services

AM Peak
Section
Section Description
Non-peak
direction
(buses/hr)
Peak direction
(buses/hr)
Both directions
(bus/hr)
12
10
22
Kaipatiki Rd to Downing St
18
10
28
Downing St to High Rd
18
10
28
High Rd to Coronation Rd
18
10
28
Eskdale Reserve
16
24
Eskdale Reserve to Pupuke Rd
16
24
Pupuke Rd to Onewa Rd
18
10
28
The existing bus reliability issues discussed above are likely to be similar when the new network
is implemented in 2017. However, at a later date in the future, the frequency of services in the
corridor will likely increase in response to the demand for public transport. This, coupled with
increases in general vehicles in the corridor, will create greater travel time reliability issues for
buses.
4.2.2
Access to bus stops
The ability for passengers to access bus stops has a strong influence on their willingness to use
the public transport system. A five minute (approximately 400 m) walk to and from a bus stop is
generally considered the maximum distance most passengers are willing walk to use public
transport. Ideally bus stops should not be spaced at intervals greater than 400 m along a bus
route, on the downstream side of intersections and close to major trip generators.
Passengers ability to access bus stops easily is strongly dependent on the provision of safe
crossing points. Lack of safe crossings can lead to pedestrians either not being able to cross in
time for their bus, or taking greater risks to cross which can result in accidents.
As discussed above, the existing bus stop locations in relation to crossing points and recorded
accidents are shown in Figure 2-1. The bus stops are generally spaced at 400 m intervals along
the corridor however some stops do not have crossing facilities nearby.
The provision of high quality waiting areas with seating and shelter improves passengers
experience and also encourages public transport use. The bus stop on the western side of
Glenfield Road between Moore Street and Pupuke Road is an example of a stop which does not
have any seating or shelter.
4.2.3
Birkenhead Avenue/Onewa Road intersection
Auckland Transports Metro team has recently looked at the Birkenhead Avenue/Onewa Road
intersection to identify any options to improve the performance from a public transport
perspective. Difficulties arise when vehicles are queued in the outside general vehicle lane on
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File Note
Onewa Road in the AM peak period. Buses turning onto Onewa road from either Birkenhead
Avenue north or Birkenhead Avenue south require both lanes to be free in order to track through
the intersection. Figure 4-5 outlines the movements which currently experience delay.
Figure 4-5: Birkenhead Avenue / Onewa Road intersection issues
Additional HOP data has been analysed to give an indication of the delay currently experienced
by bus services turning left from Birkenhead Ave into Onewa Road. Figure 4.6 shows the
weekday journey times during March and April 2015 for all bus services travelling from the stop
near Waratah Street to the stop 100 m east of the Onewa Road intersection.
The median travel time between the stops during March and April was 46 seconds. During the AM
peak period a greater number of these trips took over two minutes with some taking well over
three minutes. Out of the 41 weekdays (excluding public holidays) during March and April, 12
days had at least one bus service which took over three minutes to travel between the stops.
Some variation in travel time through the Onewa Road intersection is to be expected due to the
signal phasing, and the variable dwell times at each stop (passengers boarding and alighting).
However Figure 4.6 shows there is much greater variability during the AM and PM peaks which
corresponds to delay caused by increases in general vehicle traffic. This is particularly the case
when congestion on Onewa Road prevents buses turning left from Birkenhead Ave.

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File Note
Figure 4.6 : Bus travel times - Onewa Road intersection
The issues and constraints for buses in the corridor are summarised in Figure 4.7.

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File Note
Figure 4.7 : Issues and constraints for buses

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File Note
4.3
Ideal future state
The Auckland Plan identifies a range of targets relating to Transport for Auckland. Three of the
targets relate to enhancing public transport as a mode and include:
Double public transport from 70 million trips in 2012 to 140 million trips by 2022
Increase the proportion of trips made by public transport into the city centre during the
morning peak from 47%of all vehicular trips in 2011 to 70% by 2040
Increase the proportion of people living within walking distance of frequent public
transport stops from 14% to 32% by 2040.
The Auckland Plan and Auckland Regional Transport Plan set out strong strategic objectives of
improving travel time reliability and reducing delay on parts of the frequent network. They also
emphasize the need to increase accessibility to public transport services. The desired future
outcomes for the corridor align with this high level strategic direction as follows:
4.4
The Glenfield Road corridor provides reliable and competitive travel time for buses
compared with general traffic
Improved access to bus services through enhancement of the bus stop environment and
connectivity of surrounding pedestrian facilities
Summary
When considering the Public Transport mode, it is important to consider both existing problems in
the network as well as an aspiration for the mode in the longer term. A summary of the problems
and ideal future state for public transport are provided below.
1)
Problems in the Public
Transport network
Specific problem at the Birkenhead Avenue/Onewa Road

intersection where buses are held up by general vehicle
queues from the Transit lane and cannot reach the transit lane.
Travel time and reliability on the corridor and around Glenfield

Town Centre is an issue. Delay and reliability needs to be targeted in
specific locations where congestion occurs. This is likely to become
more of an issue over time.
2)

Bus stop locations, facilities and crossing points should be

improved to access and experience for users.
The Glenfield Road corridor provides reliable and competitive

travel time for buses compared with general traffic
Improved access to bus services through enhancement of the stop
environment and connectivity of surrounding pedestrian facilities

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File Note
5.
Place
5.1
Existing problems
Stakeholders have raised the following concerns regarding place (predominantly relating to
Glenfield Town Centre) within the Glenfield Road corridor.
Glenfield Town Centre has a poor pedestrian and traffic dominated environment. There
are a number of slip lanes throughout the town centre which create a vehicle dominant
environment and compromise pedestrian safety and comfort.
The existing look and feel of Glenfield Town Centre could be improved
Vehicles should be slowed down as they approach the town centre
Whilst the raised median in the town centre enables pedestrians to cross mid-block, it
may actually contribute to higher vehicle speeds through the town centre.
Council have bought land in the Glenfield Town Centre to offset parking that would be
lost as a result of previous proposals being implemented. This is located on the western
side of the road opposite Bentley Avenue.
A parking study has been undertaken in the Birkenhead Town Centre which looked at
parking on Birkenhead Avenue.
A piece of work has been done in the Glenfield Town Centre looking at ways to improve
the place function of the area. This work included recommending traffic calming and
transition zones.
School buses currently use Glenfield Town Centre as a bus hub. This is considered to
detract from the place function of the centre with multiple buses parked.
On Glenfield Road between Bentley Ave and Kaipatiki Road, there are issues with
crossing between the shops. There is potential for creating a slow speed environment.
Will Thresher had done some work looking at controlling vehicle speed and increasing
pedestrian permeability through Glenfield.
Potential for Bentley Avenue area to have low speed function with transition zones either
side.
Council has purchased land for widening the Kaipatiki Road intersection due to a
previous investigation. The right turning traffic queue on Kaipatiki Road blocks the
through traffic.
Historical work by John Stenberg and Sarah Lindsey investigated open space/plaza on
corner of Bentley Ave.

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File Note
The above problems raised by stakeholders refer mainly to the Glenfield Town Centre and can be
summarised into two broad categories:
1)
The place function within the Glenfield Town Centre is dominated by vehicle movements
through the area; parking and bus stabling create an inhospitable environment for
pedestrians.
2)
Connections between the town centre and Westfield Mall are poor with little interaction
between the two areas.
It should be noted that local businesses in Glenfield Town Centre have expressed a strong desire
to retain existing car parking numbers as they believe the parking is critical to their livelihood.
Local board members have reminded the project team of this local business preference.
Immediately south of the CMP corridor is the Birkenhead Town Centre. While the scope of the
CMP does not include the Birkenhead Town Centre, parking impacts and pedestrian demand
from the town centre have an effect on Birkenhead Ave north of the Onewa Road intersection.
5.2
Issue investigation
5.2.1
Glenfield Town Centre place function and pedestrian environment
Within every town centre, an inherent conflict exists between the movement and access functions.
In the Glenfield Town Centre, the existing situation is dominated by the movement function of the
road. In order to enhance the place and access function of Glenfield Town Centre, the balance
between place and movement must be restored to put much more emphasis on place. This would
suggest that the problems identified above relating to movement through the centre are not as
important and will be addressed as a lower priority to the public realm improvements.
Feedback from Auckland Transport Metro suggests bus priority through a town centre is not
considered necessary in most cases. Retention of some short term parking supply is not in itself a
problem but will be regarded as a key consideration when evaluating potential options for the
town centre.
Figure 5.1 to Figure 5.4 provide photos from Glenfield Road to illustrate the pedestrian
environment in the corridor. The photo of the Glenfield Road / Kaipatiki Road intersection
illustrates the lack of pedestrian priority across the slip lane into Westfield.
As shown in Figure 5.3, part of the footpath on the western side of Glenfield Road between
Kaipatiki Road and Bentley Ave is setback from the road reserve and is in private property. The
frontage over this section is dominated by parking which leads to poor pedestrian continuity along
this section.
The access road connecting Glenfield Road with the parking behind the McDonalds, shown in
Figure 5.4 creates an additional crossing for pedestrians. The access road is currently difficult for
pedestrians to cross, in particular the mobility disabled due to the grade and width of crossing and
misalignment of the pram crossings.

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File Note
Figure 5.1 : Glenfield Road / Kaipatiki Road intersection

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File Note
Figure 5.2 : Glenfield Road between Bentley Ave and Kaipatiki Road

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File Note
Figure 5.3 : Parking and footpath on private property

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File Note
Figure 5.4 : Parking access road adjacent Mc Donald's

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File Note
The pedestrian surveys show that across all three peak periods at the Glenfield Road / Bentley
Ave intersection, most pedestrians travel southbound towards the town centre. A similar trend is
seen at the Glenfield Road / Kaipatiki Road intersection, with most pedestrians travelling
northbound towards the town centre. This confirms that Glenfield Town Centre is a significant
pedestrian attraction.
The surveys show that in the AM peak, the most common movements at the Kaipatiki Road and
Bentley Ave intersections are eastbound and westbound respectively towards the town centre. In
the PM peak the reverse is true at the Bentley Ave intersection, whereas at the Kaipatiki Road
intersection the most common movement was from the Westfield car park turning right onto
Glenfield Road. This shows Kaipatiki Road and Bentley Ave are important pedestrian connections
to the town centre and that there is also demand for a connection with the mall.
The pedestrian counts showed that in Glenfield Town Centre 1,200 pedestrians crossed Glenfield
Road at either the Kaipatiki Road or Bentley Ave signalised crossings (both eastbound and
westbound directions and across all three periods). In comparison, the total number of
pedestrians informally crossing midblock between Kaipatiki Road and Bentley Ave was 600 (one
third of pedestrians crossing in the town centre). This suggests that some form of pedestrian
crossing provision midblock could be justified.
In March 2014, Auckland Transport (AT) commissioned the Joint Transport Operations Centre
(JTOC) to undertake optimisation of 9 traffic signals along a section of the Glenfield Road from
Sunset Road to Downing Street. The optimisation report included an assessment of 3
intersections within the Glenfield Road CMP study area including:
Glenfield Road/Kaipatiki Road
In general the optimisation measures recommended were aimed at improving pedestrian

conditions at the intersections. This is proposed through changes to pedestrian crossing facilities,
pedestrian safety measures and tactile paving.
5.2.2
Connections between Town Centre and Mall
The Westfield Mall occupies most of the land within the Glenfield Town Centre. The mall is
accessed by a number of entries and exits. One of the main access points to the mall forms part
of the Glenfield Road / Kaipatiki Road intersection and caters predominantly for vehicles. Further
access points are included on Bentley Avenue (service access) and from Downing Street. The
main access points are very car oriented, not providing for other modes.
Two alley ways are provided between Glenfield Road and the Westfield site. In the existing
situation, little way-finding is provided, the alley ways are narrow and do not comply with modern
CPTED principals and require customers to walk across a car park before entering the mall.

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File Note
Figure 5-5: Street view of Westfield access way
Overall the Westfield Mall faces away from Glenfield Road which creates a sense of separation
from the town centre area between Kaipatiki Road and Bentley Avenue. The nature of access to
the mall provides an inhospitable environment for pedestrians and promotes car trips.
5.3
Ideal future state
The Glenfield Town Centre, like many other town centres throughout Auckland, needs to balance
the place function and the movement function of the Glenfield Road corridor. The ideal future
state of the corridor will have the following characteristics:
5.4
Greater focus on the access function and reduced level of service for through traffic
function
When entering the Town centre, vehicles naturally slow in response to the differing
environment they are faced with.
Pedestrian movements are prioritised above other modes.
The Glenfield Town Centre provides a permeable urban environment with good
connection between various land parcels and active street frontage.
Summary
When considering the place function of Glenfield Town Centre, it is important to consider both
existing problems in the network as well as an aspiration for the mode in the longer term. A
summary of the problems and ideal future state for the town centre are provided below.

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File Note
Figure 5.6 : Glenfield Town Centre problem summary

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File Note
1)
The place function within the Glenfield Town Centre is

dominated by vehicle movements through the area, parking
and bus stabling leading to an inhospitable environment for
pedestrians.
2)
Connections between the town centre and Westfield Mall are

poor with little interaction between the two areas.
Problems with the


Greater focus on the access function and reduced level of service for
through traffic function
When entering the Town centre, vehicles naturally slow in response
to the differing environment they are faced with.
The Glenfield Town Centre provides a permeable urban
environment with good connection between various land parcels
and active street frontage.

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File Note
6.
General vehicles and freight
6.1
Existing problems
Stakeholders have raised the following concerns regarding general vehicle and freight traffic on
the Glenfield Road corridor.
Safety concerns at a number of intersections
Delay at the Glenfield Town Centre
Glenfield Road at High Road is dual lane with no shoulder. Dual lanes are provided due
to 15% gradient but increase vehicle speed.
The AT car park within the Glenfield centre has issues with vehicle circulation and
impacts on the neighbouring property
Dip in the vehicle entrance to the Glenfield Town Centre is uncomfortable for vehicles
entering and exiting.
Glenfield Road is a NZ Transport Agency over dimension freight route
Of the above concerns raised by stakeholders, only safety is considered to be a significant

problem on the Glenfield Road corridor.
The remaining issues are not considered problems in themselves. Brief commentary is provided
on each:
The bus network LOS maps discussed in section 4 also provide an indication of vehicle
delay in the corridor during the AM and PM peak commute.
Delay in a town centre is inevitable and considered a necessary compromise given the
place function of the Glenfield Town Centre.
Glenfield Road adjacent to High Road provides two lanes in the southbound direction.
The lack of shoulder and high speed of traffic creates a pinch point in the cycling network.
This problem has been discussed in Section 3.
Circulation issues within the Auckland Transport parking area and neighbouring property
are design issues which will be dealt with when developing the design of the car park
facility.
Glenfield Road is currently on the NZ Transport Agency over dimension route. NZ

Transport Agency has signalled the intention to retain Glenfield Road as an Over
Dimension Route for the foreseeable future. While not considered a problem, this will be
a key consideration when developing corridor options.
6.2
Issue investigation
6.2.1
Safety issues on corridor
A number of sites have been identified as having a safety issue on the corridor. These have been
identified in Figure 6-1.
Auckland Transports Road Safety and Road corridor operations have developed options to
address deficiencies at the following intersections:
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File Note
Glenfield Road/Coronation Drive
Glenfield Road/Roberts Road
Coronation Road/Archers Road
The JTOC pre optimisation report identified some minor upgrades which will increase safety at the
following intersections:
Glenfield Road/Kaipataki Road
The remaining intersections with more than ten crashes include Moore Street/Glenfield Road,
Pupuke Road/Glenfield Road, and Birkenhead Avenue/Onewa Road.

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File Note
Figure 6-1: Issues and constraints for general traffic

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File Note
6.3
Ideal future state
As a primary arterial road, Glenfield Roads overarching function relates to maintaining the
movement of people through the corridor. Opportunities exist to further optimise the people
movement function of Glenfield Road outside of the town centre. As noted in section 5, the
movement function of Glenfield Road is not a priority in the town centre. In fact, the movement
function should be significantly detuned to create a more conducive environment for walking in the
town centre.
The Auckland Draft Parking Discussion document sets out the strategy for parking on arterial
roads such as the Glenfield Road corridor. The parking strategy identifies a desire to reprioritise
road space for movement of people rather than provide for on street parking. This high level
strategy is considered appropriate for the majority of the Glenfield Road corridor in the longer term
and is reflected in the ideal future state being that:
6.4
Parking is removed from Glenfield road and space is reallocated for movement functions.
Road space currently allocated to parking within the Glenfield Centre is rationalised and
suitable alternatives are provided.
Glenfield Road is network optimised to achieve the best people movement function
Access to adjacent land use is retained

Summary
When considering the general vehicle mode, it is important to consider both existing problems in
the network as well as an aspiration for the mode in the longer term. A summary of the problems
and ideal future state for general vehicles and freight are provided below.
1)
Safety issues on the Glenfield Road corridor.
Problems with the

general vehicle network
general vehicle network
Road space currently allocated to parking within the Glenfield Centre

is rationalised and suitable alternatives are provided.

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Appendix C
Options, priorities and points of tension
Glenfield Road CMP Milestone 5 / 6
Glenfield Roa d CMP Milesto ne 5 / 6
Date
10 August 2015
Project No
IZ036400
Subject
Glenfield Road Corridor Management Plan Options, priorities and points of tension
A number of options for the Glenfield Road corridor have been developed to address the identified problems
and provide for the ideal future state defined by the technical stakeholders as outlined in Milestone 4. These
options are discussed together with the identified priorities and conflicts between them along the corridor.
1. Problems
The following corridor problems were identified by the various technical stakeholder groups as part of the
problem definition exercise:
Pedestrian network
Cycling network
A combination of lack of cycle facilities, continuity along the route, and no alternative routes are
contributing to suppressed cyclist demand, particularly less confident cyclists and school children
Lack of side road connections and crossing points means Glenfield Road creates a sense of severance in
the cycle network
Travel time and reliability on the corridor is an issue. Delay and reliability needs to be targeted in specific
locations where congestion occurs.
Bus stop locations, facilities and crossing points could be improved to access and experience for users.
Specific problem at the Birkenhead Avenue / Onewa Road intersection where buses are held up by general
vehicle queues from the transit lane and are delayed in reaching the transit lane.
The place function within the Glenfield Town Centre is dominated by vehicle movements through the area;
parking and bus stabling create an inhospitable environment for pedestrians.
Connections between the town centre and Westfield Mall are poor with little interaction between the two
areas.
Safety issues on the Glenfield Road corridor
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2. Ideal future state

In addition to the problem definition, the technical stakeholder groups were asked to define what the desired
future state of the Glenfield Road corridor would be in the long term:
Pedestrian network
Well connected pedestrian network which encourages walking for short trips
Pedestrian facilities which encourage use of public transport through safer and more frequent crossings
and enhanced walking environments
A safe pedestrian environment for children, elderly and the mobility impaired
Enhance pedestrian environment in and around the Glenfield Town Centre which prioritises walking over
other modes
Cycling network
Capitalise on opportunities for cycling in the short and medium term. Implement low cost quick win projects
and incorporate cycle facilities into other projects on the corridor.
Provide cycling facilities for the entire length of the Glenfield Road corridor. A standard of cycling facility
within the Glenfield Road corridor that allows more vulnerable cyclists to be able to use cycling as a safe
and viable means of transport. Well connected and integrated corridor cycle provisions that support the
greater cycle network.
The Glenfield Road corridor provides reliable and competitive travel time for buses compared with general
traffic
Improved access to bus services through enhancement of the stop environment and connectivity of
surrounding pedestrian facilities
Greater focus on the access function and reduced level of service for through traffic function
When entering the Town centre, vehicles naturally slow in response to the differing environment they are
faced with.
The Glenfield Town Centre provides a permeable urban environment with good connection between
various land parcels and active street frontage.
Road space currently allocated to parking within the Glenfield Centre is rationalised and suitable
alternatives are provided.
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3. Corridor sections
During the Milestone 2 technical stakeholder workshop, the Glenfield Road Corridor was divided into seven
distinct sections. The sections were divided based on the adjacent land uses and form of the road. Sections
have been outlined in Figure 3.1.
The options developed for each section are discussed below. Each option has been given rankings of High,
Medium or Low by mode to give an indication of the priority that the option provides to pedestrians, cyclists,
buses and general vehicles. (The priority rankings have been shown above each of the cross sections.) The
conflict that exists between the modes has been discussed for each section.
The options for each section have then been evaluated against the problems and ideal future state discussed
above. This has informed the identification of a preferred option for each section.
The options represent the long term vision for the corridor. An implementation plan will be presented in the
complete Corridor Management Plan which shows how this vision will be achieved over time.
Figure 3.1 : Corridor sections
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4. Pedestrian crossings and bus stop locations

A review of the existing pedestrian crossing and bus stop locations has been undertaken. Figure 4.1 shows a
potential arrangement of bus stops and crossing facilities along the corridor. Bus stops have been located to
maximise the passenger catchment, generally at 400 m intervals and where possible downstream of
intersections. Northbound and southbound stops have been paired where possible with pedestrian crossings in
close proximity.
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Figure 4.1 : Potential future pedestrian crossings and bus stop locations
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5. Section 1: Bentley Avenue to Kaipatiki Road

The section of Glenfield Road from Bentley Avenue to Kaipatiki Road passes through the Glenfield Town
Centre with a mixture of retail and small businesses either side of the corridor. The Westfield Shopping Mall is a
significant land use which fronts this section of the corridor.
The existing cross section of the road, shown in Figure 5.1, provides for two traffic lanes in northbound and
southbound directions separated by a raised median. At the Bentley Avenue and Kaipatiki Road intersections
long right turn bays develop. Bus stops and parking are also provided on both sides of the street with a number
of angle parks on the western side of the street, some of which are on private land. The Kaipatiki Road /
Glenfield Road intersection has a southbound cycle approach lane.
A plan view of the existing town centres is provided in Figure 5.2
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Figure 5.1 : Section 1 - Existing cross section
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Figure 5.2 : Glenfield Town Centre
The issues on this section of the corridor have been summarised in Figure 5.3. As discussed above, the main
issues are the poor pedestrian environment with poor pedestrian connectivity to the Westfield Shopping Mall.
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Figure 5.3 : Glenfield Town Centre problem summary
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5.1
Options
Currently the layout of the corridor through the town centre has a strong focus on maximising efficient
movement of vehicles which has created a poor pedestrian environment. The options discussed below aim to
shift the focus of this section, in varying degrees, from vehicle movement to enhancing the place function, in line
with the technical stakeholder desires to create a more pedestrian friendly environment.
To achieve this shift and improve the pedestrian environment, the following elements are considered necessary
for this section of the corridor:
Reduce traffic speed
Provide crossings across Glenfield Road and adjacent driveways
Increase footpath widths and provide more places to linger with more street furniture and landscaping
5.1.1
It needs to be recognised that Glenfield Road will still be classified as a regional arterial in the future and
therefore will still need to facilitate significant vehicle movements. The section of Glenfield Road between
Bentley Avenue and Kaipatiki Road caters for a combination of north-south and east-west regional traffic
movements.
The north-south movement is likely to originate from north of Glenfield (Bayview, Unsworth Heights and Albany)
and be destined for south of Glenfield (Northcote, Birkenhead and the City Centre). The east-west movement is
most likely to originate from Beach Haven and Birkdale and be destined for Wairau Valley, Milford and
Takapuna and vice versa.
As shown in Figure 5.4, the Glenfield Road corridor is the most direct north-south route in the area. The
alternative north- south routes via Birkdale, Northcote and SH1 are indirect and unlikely to provide for the northsouth movement. The Glenfield Road / Wairau Road intersection has also been recently upgraded to increase
the capacity for the north-south movement via Glenfield Road rather than Wairau Road and SH1. Therefore the
Glenfield Road corridor through the town centre will need to allow for this movement.
The recent upgrade of Glenfield Road, north of Bentley Ave provides two traffic lanes and a cycle lane in each
direction separated by a raised median. This design facilitates greater vehicle movement and currently differs to
the remainder of the corridor to the south which generally has one lane in each direction.
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Figure 5.4 : Alternative North-South routes
As shown in Figure 5.5, there are a number of east-west routes. Many of the routes which do not pass through
the town centre have been traffic-calmed in an attempt to discourage through traffic. Features such as raised
tables at side road intersections, restricted turning movements at intersections, heavy vehicle restrictions and a
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more local road design have been implemented on Easton Park Parade, Peach Road, Sunnyfield Crescent and
Hogans Road. As a consequence, the natural route for east-west traffic is towards the Kaipatiki Road / Glenfield
Road intersection.
Figure 5.5 : Alternative East-West routes
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One of the main east-west routes involves vehicles turning left from Kaipatiki Road into Glenfield Road and then
right into Bentley Ave.
SCATS data1 for the Bentley Avenue and Kaipatiki Road intersections with Glenfield Road has been assessed
to give an indication of the demand for the north-south and east-west movements through the town centre. The
data shows that the major movements at the Bentley Ave and Kaipatiki Road intersections are in a north-south
direction (approximately 75% and 50% of the total intersection movements respectively).
The data also shows that at the Kaipatiki Road intersection, approximately 25% of movements at the
intersection during the AM, IP and PM peaks are for movement B shown in Figure 5.6. At the Bentley Avenue
intersection approximately 15% of the total intersection movements are for movement A shown in Figure 5.6.
The movement data provided in Table 5.1 and Table 5.2 shows that, in the AM peak, 410 vehicles turn left from
Kaipatiki into Glenfield however only 100 vehicles turn right into Bentley. This suggests that in the AM peak
most people coming from Beach Haven and Birkdale via Kaipatiki Road are travelling north towards Albany
through the town centre. In the PM peak 230 vehicles turn left from Bentley into Glenfield and 360 vehicles turn
right into Kaipatiki. This suggests that the proportion of vehicles making the east-west movement is greater in
the PM peak.
Taken from the Glenfield Road Pre-Optimisation Report, JTOC, 18 June 2014
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Figure 5.6 : East-west movement through the town centre
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Table 5.1 : Turning flows between Kaipatiki Road and Glenfield Road
Peak
Left turn
Right turn
Kaipatiki to
Glenfield
Glenfield to
Kaipatiki
Total
intersection
movements
Sum
Proportion of
total movements
AM
410
180
590
2,200
27%
IP
170
170
340
1,500
22%
PM
220
360
580
2,500
23%
Table 5.2 : Turning flows between Bentley Ave and Glenfield Road
Peak
Right turn
Left turn
Glenfield to
Bentley
Bentley to
Glenfield
Total
intersection
movements
Sum
Proportion of
total movements
AM
100
80
180
2100
8%
IP
100
150
250
1500
16%
PM
100
230
330
2500
13%
One option to reduce traffic volumes between Kaipatiki Road and Bentley Ave is to encourage the east-west
movement via Downing Street rather than Bentley Ave. This could be done through removing the left turn slip
lane and providing two right turn lanes on the Kaipaitiki Road intersection arm as shown in Figure 5.12.
Removal of the left turn slip from Bentley Ave into Glenfield Road would also assist.
Currently the Downing Street / Bentley Ave intersection gives priority to Bentley Ave. An alternative treatment,
such as a roundabout, could be implemented to further encourage the use of Downing Street over Bentley Ave.
Downing Street currently carries in the order of 4,500 vpd (2012) between Glenfield Road and Bentley Ave. The
five day ADT on Bentley Ave between Chartwell Ave and Downing Street is 10,500 vpd (2009). The volume of
traffic on Bentley Ave between Glenfield Road and Downing Street is therefore likely to be in the order of 6,000
vpd.
Westfield Shopping Mall
The Westfield Shopping Mall has a significant amount of parking (in the order of 1,500 parking spaces) and is
likely to be a significant generator of private vehicle trips. The current vehicle accesses into the Westfield
Shopping Mall are shown in Figure 5.7. Some of these are used by businesses for delivery of goods and others
are used by patrons of the shopping mall to access the multi-storey parking building.
Pedestrian connectivity to the Westfield Shopping Mall is poor. In particular the frontage adjacent to the
Kaipatiki Road intersection is very vehicle dominated. The SCATS data indicates that during the AM and PM
peaks 90 and 230 vehicles respectively enter the Mall at this intersection, many turning left in.
Reducing the volume of vehicles accessing the mall at this intersection will allow for an improved pedestrian
environment. This would focus vehicle access to the mall on either Bentley Ave or Downing Street. This may in
turn affect the internal vehicle circulation of the mall car park and as such any changes to accesses into the
Westfield site would need to be discussed with the land owners.
Measures to reduce traffic volumes at the Kaipatiki Road access could include removing the slip lanes into and
out of the mall at this intersection and retaining the left turn slip from Glenfield Road into Bentley Ave. The two
right turn lanes on Kaipatiki discussed above would also assist.
Given that the Westfield site occupies a significant portion of the town centre, a collaborative approach with the
land owners will be essential to ensure a quality outcome for the town centre which improves pedestrian
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connection to the mall while maintaining necessary vehicle access. Although private vehicle travel is likely to
remain the choice of mode for the majority of the shopping mall patrons, improvements in bus services and
walking and cycle facilities in the Glenfield area have the potential to benefit the mall if integrated well with the
adjacent land use and reduce general vehicle traffic volumes. For example bus stopping facilities and shelter
could be integrated within the Westfield site.
Figure 5.7 : Westfield Shopping Mall vehicle accesses
5.1.2
Reduce traffic speeds
Reducing traffic speeds will assist with improving the environment in the town centre for pedestrians and
cyclists. Potential features which could be implemented through the town centre include:
Gateway treatments to signal to drivers that they are entering a different environment and should adjust
their speed accordingly
Landscaping on both sides of the road and in the central median to improve amenity and create side
friction and visual narrowing
Less and or narrower traffic lanes with wider footpaths
Alternative paving surfaces to reinforce the different environment
Rumble strips to provide some discomfort to drivers and remind them to slow down
Horizontal deflection with appropriate design to accommodate buses and emergency response vehicles
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Local speed limit reduction with appropriate signage

Increased pedestrian and cycle activity to create side friction
During peak periods, traffic congestion along this section results in lower traffic speeds. However during offpeak times this effect is not seen therefore it is still important to implement measures to reduce speeds.
A number of these concepts have been illustrated in Figure 5.8 to Figure 5.14 for each of the options.
5.1.3
Provide crossings
The distance between the two signalised crossings points at Bentley Avenue and Kaipatiki Road is in the order
of 140 m. This potentially results in a 140 m detour for pedestrians wishing to cross Glenfield Road. The issue is
further exacerbated by the fact that it is difficult for pedestrians to walk longitudinally to reach the signalised
crossings. In particular, the slip lane into the Westfield Mall, the access road adjacent Mc Donalds and the
setback footpath on the western side impede pedestrians.
The pedestrian surveys recently undertaken at the Bentley Avenue and Kaipatiki Road intersections have
highlighted that one third of pedestrians crossing in the town centre crossed informally between the
intersections. Currently the raised median between the intersections provides a form of pedestrian refuge.
However it is difficult for pedestrians, particular elderly or disabled, to reach the median due to the number of
traffic lanes to cross and the lack of dropped kerbs and landings on either side.
The options shown in Figure 5.8 to Figure 5.14 all provide a midblock pedestrian crossing. This may or may not
need to be signalised depending on the crossing distance and whether the traffic flow is interrupted or
uninterrupted on this section. In the shared space options, a flush kerb would be provided and pedestrians
would be free to cross anywhere between Bentley Ave and Kaipatiki Road.
Removal of slip lanes and narrowing of vehicle accesses will also enhance pedestrian level of service by
improving pedestrians ability to walk along the corridor.
5.1.4
Increase footpath widths
Typically wide footpaths are provided in areas such as town centres where the adjacent land use is likely to
generate high pedestrian volumes. Narrow footpaths with high pedestrian volumes lead to congestion on the
footpath and a reduced ability to move which provides a poor level of service for pedestrians. Wider footpaths
also provide more places to linger with more space for street furniture and landscaping to create a more
pleasant environment.
Through the Glenfield Town Centre footpath widths should be continuous and maximised where possible to
allow easy movement of pedestrians. In particular, the footpath on the western side of the town centre is narrow
in parts and set back from the road in others.
At the bus stops sufficient width should be provided to allow for a bus shelter and for passengers to wait clear of
pedestrians walking along the footpath. Shifting the bus stops north and south of the town centre, as shown in
Figure 5.10, would free up footpath space where the demand is greatest. However bus passengers may need to
walk further to access the stops and the northbound and southbound stops would not be paired.
A number of options have been developed for Section 1 to represent the above concepts. These include:
Bus facilities (Figure 5.8 and Figure 5.9)
Cycle facilities (Figure 5.10 and Figure 5.11)
Traffic calming (Figure 5.12)
Shared space 1 (Figure 5.13)
Shared space 2 (Figure 5.14)
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Figure 5.8 : Section 1 - Bus facilities
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Figure 5.9 : Section 1 - Bus facilities cross section
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Figure 5.10 : Section 1 - Cycle facilities
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Figure 5.11 : Section 1 - Cycle facilities cross section
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Figure 5.12 : Section 1 - Traffic calming
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Figure 5.13 : Section 1 - Shared space 1
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Figure 5.14 : Section 1 - Shared space 2
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5.2
Conflict and priority
In the present situation, conflict exists between the place function of Glenfield Town Centre and the movement
function of Glenfield Road which passes through the town centre. In particular, the movement of general
vehicles in all options has been given a lower priority than the existing situation with either shortening of the
right turn bays or removal of traffic lanes. The options presented above provide for a range of priority for the
movement and place functions.
At one end of the scale, the shared space options primarily provide for the place function with the greatest level
of service for pedestrians however this is at the expense of efficient movement of people along this section. The
significant reduction in capacity expected under these options is likely to create congestion upstream and
downstream of the town centre and divert traffic onto one of the alternative routes in Figure 5.4 and Figure 5.5.
Glenfield Road is an over dimensioned vehicle route which may compromise design elements of the shared
space options.
Feedback from Auckland Transport Metro suggests bus priority through a town centre is not considered
necessary in most cases and it is recognised that some delay through the town centre is inevitable. However
some conflict does exist between providing bus and cyclist priority as it may be necessary to move the bus
stops out of the town centre to provide a high quality, continuous cycle facility through the town centre. The bus
priority option, Figure 5.9, gives greater priority to buses but still allows for cyclists in a wide bus lane.
On-street parking has been given a low priority in the town centre and has been removed in all options where
possible to give priority to the other modes.
5.3
Preferred option
The priority for this section of the corridor has been identified as providing greater priority for pedestrians. In all
options pedestrians are given greater priority than the existing situation with improved pedestrian crossings
midblock and at intersections. The degree of priority provided is at the expense of moving vehicles and people
along the corridor.
Given that Glenfield Road will remain a Regional Arterial in the future, and that there are few alternative routes
for vehicles travelling north-south and east-west through the area, the preferred option is a combination of the
cycle facilities option and the traffic calming option. This retains some vehicle capacity however reduces traffic
volumes and speeds and improves the ability for pedestrians to cross.
As discussed above, reducing traffic volumes between Bentley Ave and Kaipatiki Road by encouraging
alternative routes may have flow-on effects outside of the CMP area. A further investigation to understand the
potential for reducing traffic volumes and the associated consequences will need to be undertaken. Consultation
with the Westfield site land owners to understand future development plans and opportunities to improve
pedestrian access should form part of this investigation.
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6. Section 2: Kaipatiki Avenue to Downing Street

The Kaipatiki Avenue to Downing Street section is a continuation of the town centre however does not have any
active retail or business frontages and currently primarily caters for vehicle movements at the Kaipatiki Road
and Downing Street intersections. Currently there is some provision for cyclists on and off road. Figure 6-1
represents a typical cross section of the corridor over this section.
Figure 6-1: Section 2 - Existing cross section
6.1
Options
A number of options have been developed for Section 2. These include:

Figure 6.2 : Cycle facilities
Figure 6.3 : Bus lanes
Figure 6.4 : Southbound bus lane
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Figure 6.3 : Bus lanes
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6.1.1
Downing Street intersection
To improve pedestrian crossing ability at this intersection, a pedestrian crossing could be added to the northern
intersection arm and the left turn slip lanes could be removed. As discussed above, the reduction in vehicle
capacity over section 1 may increase the volume of traffic at this intersection, in particular the left turn from
Glenfield Road into Downing Street. Therefore it may be desirable to retain the left turn slip lane for this
movement.
6.1.2
Pedestrian crossings and bus stop locations
The revised pedestrian crossings and bus stop locations for this section are shown in Figure 4.1. The existing
northbound bus stop currently located at the Downing Street intersection is in close proximity to the stop in the
town centre, particularly if the stop in the town centre is moved further south as shown in Figure 5.10. It
therefore may be appropriate to remove this stop in order to allow greater width for pedestrians and cyclists.
6.2
The priority for place on this section is not as great as the previous section primarily due to the lack of active
retail and business frontages. However this section is one of the main entrances to the town centre and will
need to provide a gateway to the town centre. The potential for the frontage on the eastern side to change in the
future needs to be discussed with the Westfield site land owners as this may increase the priority for place over
this section.
Consequently the need to reduce traffic volumes and speeds, provide more pedestrian crossings and increase
footpath widths is not as great. The main conflict on this section is between general vehicle capacity at the two
signalised intersections and providing bus priority. Cycle priority can be accommodated in all three options.
A slower approach to the town centre by general vehicles and buses is desirable and a more efficient exit from
the town centre for buses is also desirable. The southbound bus option would therefore seem to be the most
appropriate option. However if Downing Street is to be encouraged as an alternative east-west route (refer
section 5.1) then it may be necessary to provide two general vehicle southbound lanes.
6.3
Preferred option
The priority for this section of the corridor has been identified as cycle priority. The cycle facilities option is
Cycle facilities separated from traffic are provided in both directions to cater for less confident cyclists
General traffic capacity is retained to offset the loss in section 1
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7. Section 3: Downing Street to High Road

The Downing Street to High Road section is largely characterised by the Oruamo Reserve and a steep uphill
section of Glenfield Road (southbound) which currently has a wide carriageway with a crawler lane and no
footpath on the eastern side. Figure 7-1 represents a typical cross section of the corridor over this section. The
width available between the western property boundary and the edge of Oruamo Reserve is approximately 16
m; however the road reserve extends a further 14 m into the Reserve as shown in Figure 7.2.
In the present situation, conflict exists between vehicular movement along Glenfield Road and walking and
cycling along and across the corridor. Vehicle movement is currently prioritised and relatively low priority is
given to pedestrians and cyclists throughout this section of the corridor. There are no dedicated cycle facilities
through this section of the corridor and the east side of the corridor adjacent to Oruamo Reserve does not have
a footpath.
The diagonal, flared intersections at High Street and Glenfield Road also present crossing challenges to
pedestrians travelling along the corridor. Bus priority does not currently exist and it has been identified as
important for the corridor. The western side is currently used for parking and bus layover.
Figure 7-1: Section 3 - Existing cross section
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Figure 7.2 : Section 3 road reserve - Proposed Auckland Unitary Plan GIS viewer
7.1
Options
A number of options have been developed for section 3 to deliver upon the ideal future state for the corridor.
The following options have been identified:
Figure 7.4 : Northbound bus lane
Figure 7.6 : Footpaths on both sides of the corridor
Figure 7.7 : Footpaths both sides with road widening
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Figure 7.4 : Northbound bus lane
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Figure 7.6 : Footpaths on both sides of the corridor
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Figure 7.7 : Footpaths both sides with road widening
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7.1.1
This section of Glenfield Road does not have any midblock pedestrian crossings. The revised pedestrian
crossings and bus stop locations for this section are shown in Figure 4.1. This includes additional midblock
crossing points in the vicinity of the bus stops at the top of the hill near the High Road intersection. Pedestrian
improvements to the diagonal, flared intersections at High Street and Glenfield Road are also recommended to
encourage walking along the corridor.
7.2
Of the options developed, conflict primarily exists between bus priority and providing a footpath along the
eastern side of the corridor adjacent to the Oruamo Reserve. The pedestrian demand however on the eastern
side is low due to no immediately adjacent land use and steep slope in Oruamo Reserve. Medium to high level
of cycling provision can be provided with all of the options.
The option shown in Figure 7.7 would require removal of several mature trees and open space within Oruamo
Reserve. Depending on the width of widening, a significant retaining structure is also likely to be required. The
additional benefit that this option provides for pedestrians and cyclists was not considered great enough to
justify the effect on Oruamo Reserve and the additional associated costs. An alternative could be to provide a
second path through the park, between Glenfield Road and High Road.
7.3
Preferred option
The priority for this section of the corridor has been identified as cycling and public transport. The Southbound
bus lane option is the preferred option for the following reasons:
Provides high level of safety and amenity for cycling
Provides medium level of service for public transport
Pedestrian provision is fairly low as no footpath is provided on the east side of corridor adjacent to Oruamo
Reserve but alternative pedestrian routes exist on both sides of corridor
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8. Section 4: High Road to Coronation Road

The High Road to Coronation Road section is largely characterised by a steep downhill section of Glenfield
Road (southbound) which sits above some property boundary levels and below others. Access roads either side
of Glenfield Road provide access to these properties. An indicative existing cross section (Figure 8.1) shows the
wide carriageway and the access roads either side of and below Glenfield Road.
cycling along and across the corridor, similar to Section 3. Vehicle movement is currently prioritised and
relatively low priority is given to pedestrians and cyclists throughout this section of the corridor. There are no
dedicated cycle facilities through this section of the corridor and both sides of the corridor are missing footpaths
at various points. Roberts Road, Park Road and Coronation Road all present challenging crossings to
pedestrians. Bus priority currently only exists over a short section through the Coronation Road intersection.
Figure 8.1 : Section 4 - existing cross section
8.1
Options
A number of options have been developed for Section 4. The following options have been investigated:
Figure 8.3 : Cycle lanes and footpaths
Figure 8.4 : Cyclists on access road
Figure 8.5 : Southobund bus lane with western footpath
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Figure 8.3 : Cycle lanes and footpaths
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Figure 8.4 : Cyclists on access road
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Figure 8.5 : Southobund bus lane with western footpath
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8.1.1
Glenfield Road / Roberts Road intersection options
The Roberts Road / Glenfield Road intersection provides the main traffic connection (to the south and east) for
the Windy Ridge residential catchment contained by Kaipatiki Road in the north and Eskdale Reserve in the
south. The alternative connection for this catchment is at the Peach Road / Glenfield Road intersection (as
shown in Figure 5.5). The proposed future bus network includes a peak period and local bus service which turns
into the Roberts Road intersection.
The intersection is positioned on a corner and a steep section of the corridor with a substantial retaining wall
opposite Roberts Road. Above the retaining wall an access road provides for a small number of houses. The
access road begins opposite Capilano Place, north of Roberts Road, and exits in the vicinity of the southbound
bus stop south of Roberts Road.
An intersection upgrade scheme is being proposed at the Roberts Road intersection to improve safety, reduce
delay for vehicles turning out of Roberts Road and improve pedestrian and cycle crossing ability. The scheme
currently being proposed is shown in Figure 8.6. A previously proposed upgrade is shown in Figure 8.7.
The proposed upgrade of the intersection will need to allow for the preferred option for this section of the
corridor. The priorities through the intersection for each of the above options are illustrated in Figure 8.8 to
Figure 8.10.
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Figure 8.6 : Roberts Road / Glenfield current intersection upgrade scheme
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Figure 8.7 : Previously proposed Roberts Road / Glenfield intersection scheme
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Figure 8.8 : Roberts Road / Glenfield Road - southbound bus priority
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Figure 8.9 : Roberts Road / Glenfield Road - cycle priority
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Figure 8.10 : Roberts Road / Glenfield Road - northbound cycle priority
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8.1.2
The revised pedestrian crossings and bus stop locations for this section are shown in Figure 4.1. The current
northbound and southbound bus stops on this section are located north and south of Roberts Road
respectively. The southbound bus stop is currently set back from the road edge and has poor visibility to
southbound buses.
The recent pedestrian surveys indicated demand for the bus stops was predominantly coming from Roberts
Road. A pedestrian crash also occurred in the vicinity of the southbound bus stop. Improved pedestrian
crossings of Roberts Road and Glenfield Road would therefore be beneficial to provide access to the bus stops.
As illustrated in the above figures, the southbound bus stop could be moved forward to the road edge to
improve visibility, remove the need for buses to pull into and out of a recessed bay and allow cyclists to travel
behind the bus shelter.
The property boundary on the north-west corner of the intersection is set back in the order of 8 18 m from the
existing carriageway edge. Currently a northbound bus stop and a number of vehicle accesses are located in
this area. The northbound bus stop could be moved south of the intersection to allow more space for any
upgrade of the intersection subject to further investigation and design of the upgrade.
8.2
Of the options developed, conflict primarily exists between providing bus priority and footpaths adjacent to the
road reserve as there is not enough space in the corridor to do both. A high level of cycle provision can be
provided with all of the options.
8.3
Preferred option
The priority for this section of the corridor has been identified as cycling and public transport. The Southbound
Bus Lane is the preferred option for the following reasons:
Provides high level of safety and amenity for cycling
Similar to Section 3, the preferred option does not provide footpaths adjacent to the corridor in both
directions as the adjacent access roads are considered to provide adequately for pedestrians
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9. Section 5: Eskdale Reserve

The Coronation Road to Eskdale Road section is largely characterised by a fairly straight section of road with a
gradual downhill slope in the southbound direction. The Eskdale Reserve is adjacent to the corridor on the west
side and a residential neighbourhood borders the corridor to the east. The existing cross section is shown in
Figure 9.1.
Other than the two sections through the town centre, the section along Eskdale Reserve is the only section with
a flush median. The flush median provides for turning movements into the residential properties on the eastern
side of the corridor as well as Speedy Crescent. It also provides space for the two informal crossing points
located in this section.
cycling along and across the corridor, similar to previous sections. Vehicle movement is currently prioritised and
dedicated cycle facilities through this section of the corridor and the west side of the corridor adjacent to
Eskdale Reserve does not have a footpath. Bus priority does not currently exist and it has been identified as
important for the corridor.
9.1
Options

Figure 9.3 : Shared path
Figure 9.4 : Bus facilities
Figure 9.5 : Southbound bus option
Figure 9.6 : Protected cycle lanes
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Figure 9.5 : Southbound bus option
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Figure 9.6 : Protected cycle lanes
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9.1.1
Coronation Road / Glenfield Road intersection
As discussed in the problem definition, an intersection upgrade scheme is being proposed at the Coronation
Road intersection to improve safety. The proposed scheme is shown in Figure 9.7.
Figure 9.7 : Coronation Road / Glenfield Road current intersection upgrade scheme
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9.1.2
The revised pedestrian crossings and bus stop locations for this section are shown in Figure 4.1. Currently this
section has two informal pedestrian crossings which align relatively well with two pairs of bus stops.
The southbound bus stop south of the Coronation Road intersection could be moved further south to allow more
space for the Coronation Road / Glenfield Road intersection upgrade, increase the bus stop capacity and
position the stop so that it does not conflict with driveways. Although moving the stop further south would move
it away from the catchment on Coronation Road it would be closer to the petrol station and provide access for
the proposed Community Environmental Centre in Eskdale Reserve.
A pedestrian crossing point could be provided to align with the walkway through to Greta Place as this is likely
to be a desire line to Eskdale Reserve, particularly in the future if the proposed community centre is built.
The northbound bus stop adjacent to the cemetery is approximately 250 m south of the bus stop at Speedy
Crescent and 90m north of the Eskdale Road intersection. There currently is no footpath north of the bus stop
and the Eskdale Road intersection is the closest crossing point. The stop could be moved closer to Park Hill
Road and McDowell Crescent where the demand is likely to be greater and so that it is paired with the
southbound stop.
9.2
Of the options developed, conflict primarily exists between providing bus priority and dedicated cycle facilities in
both directions. Improved pedestrian facilities can be provided with all but one of the options considered.
In order to provide space for cycle facilities and a southbound bus lane, the existing flush median and on-street
parallel parking is removed. The existing flush median provides space for vehicles turning into Speedy Crescent
and the properties on the eastern side of the corridor.
This section of the corridor has fewer side road and property accesses than the majority of the corridor yet it is
one of the few sections with a flush median. Therefore reallocating the flush median space to other modes is
considered appropriate and consistent with the remainder of the corridor. Removal of the flush median removes
space for informal crossing points, however an alternative form of pedestrian crossing facility could be
considered.
9.3
Preferred option
The priority for this section of the corridor has been identified as walking and cycling. The Protected Cycle
Lanes option is the preferred option for the following reasons:
Provides high level of safety and amenity for cyclists
Provides high level of safety and amenity for pedestrians
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10.
Section 6: Eskdale Reserve to Pupuke Road
This section connects the two signalised intersections at Eskdale Road and Pupuke Road. Some of the
residential properties on the western side are situated below the road level and at the Pupuke Road intersection
some properties are above the road level. The retaining walls on the western side of the road are a significant
constraint for future options along this section.
A typical cross section is provided in Figure 10.1. Narrow footpaths and on-street parallel parking are provided
on both sides of the street with a traffic lane in either direction.
cycling along and across the corridor, similar to previous sections. Vehicle movement is currently prioritised and
dedicated cycle facilities through this section of the corridor and the west side of the corridor does not have a
footpath for a short distance on each side of the Pupuke Road intersection. Bus priority does not currently exist
and it has been identified as important for the corridor.
10.1
Options

Figure 10.5 : Bus facilities southbound
Figure 10.6 : Cantilever footpath
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Figure 10.6 : Cantilever footpath
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10.1.1
Eskdale Road / Glenfield Road intersection
Eskdale Road is one of the main east-west routes connecting Beach Haven and Birkdale with SH1 and the city,
Northcote and Takapuna (refer Figure 5.5). The alternative east-west route is via Waipa Street and Highbury
Bypass (part of the Onewa Road CMP). The Birkenhead / Glenfield cemetery is on the north-western corner of
the intersection and fronts approximately 400 m of Eskdale Road as it approaches Glenfield Road.
Currently the Eskdale Road intersection is signalised with two northbound and southbound lanes on Glenfield
Road and left turn slip lanes from into and out of Eskdale Road. The slip lanes do not have pedestrian priority,
there is no signalised crossing on the southern approach and the crossing on the northern arm is skewed to
avoid a driveway. Pedestrian priority could be provided on the slip lanes or they could be removed and a new
crossing could be provided on the southern approach.
The options for priority through the intersections are shown in Figure 10.7 to Figure 10.9.
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Figure 10.7 : Eskdale Road / Glenfield Road - Bus priority
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Figure 10.8 : Eskdale Road / Glenfield Road - Cycle priority
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Figure 10.9 : Eskdale Road / Glenfield Road - Southbound bus priority
10.1.2
Pupuke Road / Glenfield Road intersection
Pupuke Road provides a connection between Northcote Town Centre and Glenfield Road (refer Figure 5.5).
The Pupuke Road / Glenfield Road intersection caters for some east-west regional movements from Beach
Haven and Birkdale to Northcote, Takapuna and SH1.
A retaining wall runs along the western side of the Pupuke Road intersection. On top of the retaining wall an
access road provides access to a small number of properties and Pompallier Cemetery. Currently the
intersection is constrained on the west side by the retaining wall and on the east side by property boundaries.
The options for priority through the Pupuke Road / Genfield Road intersection are illustrated in Figure 10.10 to
Figure 10.12. The southbound approach currently has a long left turn slip lane which makes it challenging for
cyclists to travel southbound through the intersection. In a northbound, uphill direction, the retaining wall also
creates an intimidating environment for cyclists.
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One potential option for cycle provision through the intersection is to divert northbound cyclists onto the access
road on the western side of the intersection. Although the access road is quite steep, traffic volumes and
speeds are low and northbound cyclists would not need to stop at the intersection, reducing their delay. Pupuke
Road is recognised as a Cycle Connector in the Auckland Cycle Network which suggests a connection between
Glenfield Road and Pupuke Road is desirable.
The only pedestrian crossing at this intersection is on the Pupuke Road approach. The provision of pedestrian
crossings across Glenfield Road is difficult due to the retaining wall. However a pedestrian crossing point could
be provided south of the intersection to connect the two bus stops in the vicinity of the existing walkway from
City View Terrace.
This intersection has been recognised as an issue for existing bus operation in the southbound direction in the
AM and PM peaks. The currently proposed future bus network has one service which joins the Glenfield Road
corridor at Pupuke Road. In order to provide bus priority through this intersection may require some land
purchase on the eastern side of the road as indicated in Figure 10.11.
The south-east corner of the intersection is zoned for terrace housing and apartment buildings in the Proposed
Auckland Unitary Plan. This has the potential to increase the volume of pedestrian, cycle and general vehicle
traffic in the vicinity of the intersection and may warrant wider footpaths at the intersection. This further supports
the case for land take but further investigation is required to justify the need for land take.
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Figure 10.10 : Glenfield Road / Pupuke Road intersection - cycle priority
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Figure 10.11 : Glenfield Road / Pupuke Road intersection - southbound bus priority
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Figure 10.12 : Glenfield Road / Pupuke Road intersection - bus priority
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10.1.3
The revised pedestrian crossings and bus stop locations for this section are shown in Figure 4.1. This section
currently has two southbound bus stops and one northbound. As discussed above, the northbound stop
currently north of Eskdale Road could be brought south to align with the southbound stop and cater for a greater
passenger catchment.
There has been a pedestrian crash in the vicinity of the other pair of stops on this section. A crossing point in
this location would improve access to the bus stops and pedestrian safety.
10.2
The main conflict on this section is between bus and cycle priority, particularly in the locations constrained by
the existing retaining walls such as at the Pupuke Road intersection. The southbound approach to the Pupuke
Road intersection has been identified as one of the worst sections along the corridor for bus operation. To
provide bus priority through the Pupuke Road / Glenfield Road intersection will likely require land take. If
sufficient land is acquired then there is the potential to also provide some southbound priority for cyclists.
10.3
Preferred option
The priority for this section of the corridor has been identified as southbound bus operation. The Bus Facilities
Southbound option is preferred for the following reasons:
Cycle facilities separated from traffic are provided in both directions to cater for less confident cyclists.
Footpath widths are increased on both sides by removing the existing grass berm, and providing a
cantilever footpath where the width of corridor is constrained by the large retaining wall. Further
investigation and design should consider a number of options to allow for the facilities in Figure 10.6. An
alternative to providing a cantilever footpath would be to purchase property on the eastern side.
Bus operation in the southbound direction has been recognised as an existing issue, particularly in the AM
peak. This will likely get worse in the future as traffic volumes and congestion on the corridor increase. A
southbound bus lane is provided to improve bus travel time reliability on the approach to the Pupuke Road
intersection.
The priority for pedestrians is considered low over this section however in the preferred option, the existing
footpath widths are retained and improved crossing facilities could be provided. Priority for general vehicles over
this section is considered low. One general traffic lane in each direction is retained however on-street parking is
removed.
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11.
Section 7: Birkenhead Avenue
The Birkenhead Avenue section is largely characterised by residential properties on both sides of the road with
many private driveways having access from Glenfield Road. Birkenhead Domain and playing fields are located
on the west side of the corridor. At the southern end of the section, the corridor intersects with Onewa Road and
Birkenhead Town Centre is located to the south of the intersection. The land adjacent to the corridor between
Pupuke Road and Onewa Road is zoned for terrace housing and apartment buildings in the Proposed Auckland
Unitary Plan.
At some locations along this section of the corridor, the residential properties on the eastern side are situated
below the road level. This is shown in Figure 11.2 and illustrated in the existing cross section in Figure 11.1.
Widening the existing carriageway to the east will steepen vehicle accesses on this side, and may lead to
flooding issues for some of the properties on the eastern side. Figure 11.2 shows that currently, stormwater is
captured via a drain between the footpath and grass berm which flows into a stormwater pit built into the grass
berm. The options presented below which widen the carriageway will likely require the road to be regarded from
boundary to boundary, with adjustments or upgrades to the existing stormwater system.
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Figure 11.2 : Section 7 - eastern footpath and grass berm
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11.1
Options

Figure 11.6 : Southbound bus lane with cycle facilities
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Figure 11.6 : Southbound bus lane with cycle facilities
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11.1.1
Onewa Road / Birkenhead Ave intersection
As highlighted in the problem definition, there are a number of bus operational issues at the Onewa Road /
Birkenhead Avenue intersection at the southern end of the corridor. The major issue is the inability of buses to
turn left and right into Onewa Road from Birkenhead Ave and Hinemoa Street respectively when eastbound
general vehicles are queued back to the intersection.
Onewa Road currently has a T3 transit lane eastbound. The Onewa Road CMP proposes to implement T3
transit lanes in both directions through the intersection in the future.
One concept to resolve the bus operational issues at this intersection is presented in Figure 11.7. The purpose
of the concept is to provide bus turning lanes which are shifted further west than the existing turning lanes. This
allows more space for buses to turn into Onewa Road when an eastbound queue is present. A consequence of
this realignment is that a through lane is removed from the Hinemoa approach.
It may also be necessary to remove some of the on-street parking on the Hinemoa Street approach to enable
enough queuing space so buses are not blocked from entering the dedicated right turn bus lane. Similarly the
dedicated bus lane on Birkenhead Ave could be made longer, by removing the existing grass berm, to ensure
buses can access it.
The intersection currently has left turn slip lanes on all four approaches. The recent pedestrian surveys
undertaken at the intersection suggest there is high demand for pedestrians crossing the northern intersection
arm. To facilitate this movement, the left turn slip lane into Birkenhead Avenue could be removed. The left turn
slip lanes from Hinemoa Street and from Onewa Road could also be removed to improve pedestrian crossing
level of service.
The parcel of land on the north-west corner of the intersection is classified as Public Open Space Informal
Recreation in the Proposed Auckland Unitary Plan. Enhancement of this area as a public open space in the
future may increase pedestrian activity at the corner of the intersection. This would further support removal of
the left turn slip lane into Birkenhead Ave to provide more space for pedestrians.
As part of the Onewa Road CMP, Flow Transportation Specialists undertook SIDRA modelling of the
intersection to test the effect of removing all of the left turn slip lanes. It was recommended that the need for all
of the slip lanes be reviewed and that some (or all) be removed.
The modelling showed that the existing intersection is at capacity in the AM and PM peaks.
The dominant movements in the AM peak (accounting for approximately 50% of all movements) are:
Through eastbound on Highbury Bypass to Onewa Road
Left from Highbury Bypass into Bikenhead Ave
Through from Birkenhead Ave to Hinemoa Street
The dominant movements in the PM peak (accounting for approximately 50% of all movements) are:
Through westbound on Onewa Road to Highbury Bypass
Right from Birkenhead Ave into Highbury Bypass
Through from Hinemoa Street into Birkenhead Ave
The dominant movements at the intersection are in the opposite directions in the AM and PM peaks. This gives
an indication of the commuting patterns in the area. The east-west through movements likely correspond to
people commuting to the city via SH1, the movement between Higbury Bypass and Birkenhead Ave likely
corresponds to people commuting to Albany and Glenfield Town Centre and the north-south through movement
may be demand for the Birkenhead Town Centre and Birkenhead ferry.
Document number
81
Figure 11.7 : Birkenhead Ave / Onewa Road Bus Priority
Document number
82
11.1.2
There have been a number of pedestrian crashes on this section of the corridor which has few pedestrian
crossing points. The revised pedestrian crossings and bus stop locations for this section are shown in Figure
4.1.
The two bus stops near Waratah Street could be moved closer to Zion Road with an additional crossing
between them. The southbound bus stop near the Pupuke Road intersection could be moved further south and
paired up with the northbound stop adjacent to Birkenhead War Memorial Park. A pedestrian crossing point to
improve access to these stops could be provided in the vicinity of the walkway connecting to City View Terrace.
11.2 Conflict and priority

Currently there is on-street parking on both sides of the street along stretches of this section. The parking
provides for the residential properties along the corridor as well as the Birkenhead Domain and Birkenhead War
Memorial park and playing fields.
In all of the above options general vehicles have been given a low priority with on-street parking removed to
give priority to other modes. To cater for some on-street parking demand, clearways could be implemented
instead of bus lanes in the options listed above. Currently there are two clearways on this section: one on the
northbound approach to the Pupuke Road intersection and the other in the southbound direction, south of
Waratah Street.
11.3
Preferred option
The priority for this section of the corridor has been identified as bus provision. The Southbound bus lane with
cycle facilities is the preferred option for the following reasons:
Cycle facilities separated from traffic are provided on both sides of the road to cater for less confident
cyclists.
A southbound bus lane is provided to improve bus travel time reliability on the approach to the Onewa
Road intersection which has been identified as one of the worst sections along the corridor for bus
operation
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12.
Summary
A summary of the priorities for each option is provided in Table 12.1. It can be seen that throughout the corridor
general vehicles have generally been given a low priority. The exceptions to this are where an option provides
more than one lane in each direction (e.g. section 1 and 2) and / or provides on-street parking (Section 3, 4, 5
and 6).
The table below demonstrates that many of the options considered give either high or medium priority to
cyclists. It also demonstrates that there generally is conflict between providing priority for pedestrians and
providing priority for buses (when one is high, the other is low).
Table 12.1 : Priority summary
The greatest points of tension of tension along the corridor are in the two northern sections where conflict exists
between the place and movement functions and in the southern two sections where bus priority conflicts with
cycle provision. Overall, when the preferred options for each of the sections are combined, a long term strategic
direction for the Glenfield Road corridor is created. The strategic direction balances the conflicting priorities and
responds to the ideal future state defined by the technical stakeholders.
In the Glenfield Town Centre increased emphasis has been placed on slowing and reducing traffic to create a
place that prioritises people over the movement of traffic. Public transport has been prioritised in the
southbound direction in most sections of the corridor to provide improved reliability for bus movements. No bus
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priority is provided in sections 1, 2 and 5. Cycling improvements have been proposed throughout the corridor
with dedicated facilities on most sections to attract the interested but concerned sector of the population to
start cycling. Pedestrian improvements have been proposed throughout the corridor to improve safety, comfort
and amenity of pedestrians travelling along and across Glenfield Road.
Document number
85

Glenfield Road Corridor Management Plan

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Glenfield Road

Corridor Management Plan 2015

Prepared for Auckland Transport

Glenfield Road Corridor Management Plan

Jacobs New Zealand Limited

Document history and status

Draft for comment

Current and future transport network

Current and future land use

Ideal future state 24

Preferred corridor theme

Section 1: Bentley Avenue to Kaipatiki Road

Section 2: Kaipatiki Road to Downing Street

Section 3: Downing Street to High Road

Section 4: High Road to Coronation Road

Section 5: Eskdale Reserve

Section 6: Eskdale Reserve to Pupuke Road

Section 7: Birkenhead Avenue

Place and urban amenity

Glenfield Town Centre

Important note about your report

Figure 1.2 : Glenfield Road CMP process

Figure 1.3 : Corridor sections

Figure 1.4 : General vehicles - classification, traffic volumes and crashes

Figure 1.5 : Kaipatiki Local Board Connections Network

Figure 1.6 : Glenfield Road pedestrian issues and constraints

Figure 1.7 : Glenfield Road cycling issues and constraints

Figure 1.8 : Glenfield Road bus issues and constraints

Figure 1.9 : Neighbouring projects

Figure 1.10 : Proposed Auckland Unitary Plan land use zoning

Figure 2.1 : Parking access road adjacent Mc Donalds

Figure 4.1 : Glenfield Town Centre - exisitng layout

Figure 4.2 : Section 1 - preferred option

Figure 4.3 : Section 1 - existing cross section looking north

Figure 4.4 : Section 1 - preferred cross section looking north

Figure 4.5 : Section 2 - existing cross section looking north

Figure 4.6 : Section 2 - preferred cross section looking north

Figure 4.7 : Section 3 - existing cross section looking north

Figure 4.8 : Section 3 - preferred cross section looking north

Figure 4.9 : Roberts Road / Glenfield Road - southbound bus priority

Figure 4.10 : Section 4 - existing cross section looking north

Figure 4.11 : Section 4 - preferred cross section looking north

Figure 4.13 : Section 5 - existing cross section looking north

Figure 4.14 : Section 5 - preferred cross section looking north

Figure 4.15 : Section 6 - existing cross section looking north

Figure 4.16 : Section 6 - preferred cross section looking north

Figure 4.17 : Eskdale Road / Glenfield Road - Southbound bus priority

Figure 4.20 : Section 7 - existing cross section looking north

Figure 4.21 : Section 7 - preferred cross section looking north

Figure 4.22 : Birkenhead Ave / Onewa Road intersection priorities

Figure 4.23 : Preferred corridor theme - walking

Figure 4.24 : Preferred corridor theme - cycling

Figure 4.25 : Preferred corridor theme - public transport

Figure 4.26 : Preferred corridor theme - general vehicles

Figure 5.1 : Implementation plan

The Glenfield Road corridor is one of the main north-south arterials