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Level Crossing Removal Project

The Level Crossing Removal Project (LXRP) is an infrastructure program initiated by the Government of Victoria, Australia, in 2015 to eliminate 110 rail-road level crossings in metropolitan Melbourne by 2030, primarily through grade separation methods such as rail elevation or trenching, to mitigate safety risks and traffic delays at these intersections.^[1]^[2] As of August 2025, the project has removed 87 crossings, surpassing interim targets including 85 by the end of 2025, with works involving the construction of new elevated rail structures, lowered rail sections, and rebuilt stations across multiple lines.^[3]^[4] These removals have demonstrably enhanced rail safety by preventing vehicle-train collisions, reduced average crossing delays from minutes to seconds where boom gates previously operated, and freed up equivalent to 31 Melbourne Cricket Ground-sized areas of public open space beneath elevated tracks.^[2]^[1] The initiative, managed by the Level Crossing Removal Authority until its integration into broader transport bodies, prioritizes empirical safety outcomes—level crossings account for a disproportionate share of rail incidents despite comprising few intersections—and capacity gains allowing more frequent services without signal conflicts.^[1] However, it has encountered criticisms regarding escalated costs exceeding initial estimates to around $15-20 billion, design choices that temporarily disrupt communities or alter local access patterns, and instances of resident opposition to specific precinct plans perceived as dividing neighborhoods.^[5]^[6]^[7]

Origins and Rationale

Project Objectives

The Level Crossing Removal Project (LXRP) was established with three core objectives: to provide improved productivity through more reliable and efficient transport networks, better connected, liveable, and thriving communities, and safer communities.^[8] These aims address longstanding issues in Melbourne's rail system, where level crossings contribute to frequent delays, safety hazards, and urban fragmentation, with data from 2005–2014 recording 149 incidents and 38 fatalities across the initial 50 targeted sites.^[8] A primary focus is enhancing safety by eliminating collision risks at congested intersections, where boom gates often close for over 20 minutes during peak hours at more than half of the sites, prompting risky driver behaviors and endangering pedestrians and cyclists.^[8] The project targets the removal of 110 such crossings across metropolitan Melbourne by 2030, prioritizing those deemed most dangerous based on incident rates and traffic volumes.^[2] To boost productivity and network efficiency, the LXRP seeks to reduce road and rail delays, enabling higher train frequencies—such as increasing from 18 to 24 services per peak hour on lines like Cranbourne-Pakenham—and supporting complementary upgrades like the Metro Tunnel to accommodate projected demand growth of over 100% in rail capacity within 20 years.^[8] This includes quantifiable benefits like $956 million in road travel reliability gains and $1 billion in journey time improvements, calculated at a 4% discount rate.^[8] Community connectivity objectives emphasize urban renewal by freeing up land beneath elevated rail sections for public spaces, improving access to 32 activity centers, and facilitating higher-density development near stations to support employment clusters and reduce sprawl, while integrating pedestrian, cycling, and bus facilities for seamless multimodal transport.^[8] These efforts aim to foster economic activity, with examples like enhanced station precincts projected to enable 10–20% employment growth in affected areas.^[8]

Initial Planning and Commitments

The Level Crossing Removal Project originated from a pledge made by the Australian Labor Party (ALP), led by Daniel Andrews, during the November 2014 Victorian state election campaign to remove 50 dangerous and congested rail level crossings across Melbourne's metropolitan rail network as part of the broader "Project 10,000" infrastructure platform.^[9]^[10] This commitment targeted an initial selection of 40 crossings identified under Project 10,000, with an additional 10 added shortly thereafter to reach the total of 50.^[9] Following the ALP's election victory, the Victorian Government formalized the initiative through the 2015-16 state budget, allocating $2.4 billion specifically for the removals, marking one of the largest single investments in rail safety infrastructure in the state's history.^[11] To oversee planning and delivery, the Level Crossing Removal Authority (LXRA) was established in May 2015 as a dedicated statutory body, assuming responsibility from VicRoads for program management, including site assessments, engineering feasibility studies, and stakeholder consultations.^[9]^[11] Initial planning emphasized prioritizing crossings based on safety risks, such as collision history and near-miss data, alongside traffic volumes and urban density, with the original timeline committing to complete all 50 removals by 2022 to alleviate boom gate delays averaging up to 10 minutes per crossing during peak hours.^[9] Early commitments included integrating removals with complementary rail upgrades, such as track duplications and station reconstructions, while adhering to methods like rail elevation or grade separation to minimize long-term disruptions, though detailed designs for individual sites were deferred pending environmental and planning approvals.^[9] The program's foundational documents projected creation of additional public open spaces beneath elevated structures, though quantitative targets for such benefits were not specified in the initial phase.^[9]

Governance and Financing

Organizational Framework

The Level Crossing Removal Project (LXRP) is administered through the LXRP project office within the Victorian Infrastructure Delivery Authority (VIDA), a statutory body created by the Victorian Government in April 2024 to deliver major transport and health infrastructure projects valued at over $100 billion. VIDA's Rail Projects office holds primary responsibility for LXRP execution, integrating efforts with operational partners like Metro Trains Melbourne and regulatory bodies such as Rail Projects Victoria.^[12] The delivery framework utilizes a collaborative program alliance model, established as the core mechanism for project rollout since inception. This involves four main alliances—Northern, Southern, Western, and Metropolitan—assembled via competitive tenders with private sector consortia comprising constructors (e.g., Lendlease, Acciona), engineering firms (e.g., WSP), and rail service providers. These alliances manage discrete packages of work, such as the Southern Program Alliance's removal of seven crossings on the Frankston line, promoting shared risks, incentives tied to performance metrics, and streamlined decision-making over traditional contracting.^[13]^[14]^[15] Governance flows from VIDA to the Department of Transport and Planning, which provides policy direction and budgetary oversight under Victoria's Big Build initiative. The LXRP team, led by specialized program directors, handles cross-alliance coordination, stakeholder consultations with local councils, and compliance with environmental and safety standards, while independent audits from the Victorian Auditor-General's Office evaluate program management efficacy. This structure supports the phased removal of 110 metropolitan level crossings by 2030, with over 80 completed as of late 2024.^[16]^[9]

Budget Allocation and Expenditures

The Level Crossing Removal Project was initially budgeted at $6.9 billion for the removal of 50 metropolitan level crossings by 2022, as revised in the 2017-18 Victorian State Budget following the release of detailed business case estimates. This figure encompassed capital expenditures for grade separations, associated station rebuilds, and network upgrades, with a focus on the first 20 sites allocated approximately $3 billion in escalated costs. Funding was drawn primarily from Victorian state government sources, including general revenue and hypothecated proceeds from the 2016 Port of Melbourne lease, which generated initial upfront payments directed toward infrastructure initiatives like the project.^[8] Project scope expansions announced in subsequent budgets increased the target to 85 crossings by 2025, raising the total estimated investment (TEI) for that phase to $8.75 billion. Additional commitments included $2.5 billion in 2021 for 10 further removals and closures by the end of 2025. The overall program, now targeting 110 removals by 2030, has an estimated total cost exceeding $14.8 billion as of mid-2020 assessments, incorporating risk provisions of $2.16 billion (with $1.28 billion released by then). Annual allocations continued, with $1.5 billion provided in the 2024-25 state budget and another $1.5 billion in 2025-26 for ongoing works, reflecting phased delivery through works packages managed by the Level Crossing Removal Authority.^[17]^[18]^[5] Expenditures reached $6.2 billion by June 2020, representing about 42% of the then-$14.8 billion funding envelope, with the project forecasted to remain within budget despite pressures from rising labor and material costs. By 2025, with 85 crossings removed, cumulative spending aligned with the $8.75 billion TEI for that milestone, supported by contracts awarded to delivery partners such as alliances handling packages worth up to $10 billion in capital works through 2025. Victorian Auditor-General reports indicated no major overruns, attributing cost management to bundled site packaging that yielded savings of around $400 million through economies of scale, though sensitivity analyses highlighted vulnerability to P90 cost scenarios reducing net present value.^[18]^[19]^[8]

Engineering Approaches

Removal Techniques

The Level Crossing Removal Project employs grade separation as the core engineering technique to eliminate at-grade rail-road intersections, fundamentally altering the vertical alignment of either the railway or roadway to prevent conflicts.^[2] This approach contrasts with less invasive measures like enhanced signaling or barriers, prioritizing permanent physical separation to enhance safety, reduce delays, and accommodate increased train frequencies.^[20] Site-specific factors, including topography, urban density, groundwater levels, heritage constraints, and property impacts, determine the chosen method, with designs assessed by multidisciplinary engineering teams. Rail elevation, where tracks are raised on viaducts, bridges, or embankments to pass over roads, is the predominant technique, applied in over half of removals due to its compatibility with flood-prone or densely built areas.^[21] Construction typically involves sequential track slewing—temporarily diverting rail traffic—followed by precast segment installation for viaducts, minimizing disruption; for instance, the Preston rail bridge elevated the Mernda line over multiple roads by late 2022, creating 2.5 hectares of new public space beneath.^[21] This method integrates noise barriers, pedestrian underpasses, and landscaping, as seen in the Upfield line's Bell Street viaduct, which spans heritage stations while preserving access.^[20] Elevation avoids extensive excavation but requires taller structures, sometimes up to 10-15 meters, to clear road clearances and future-proof for electrification.^[20] Track lowering submerges rail corridors into open cuttings or tunnels beneath roads, bridging roadways overhead, and suits flatter terrains or sites with high water tables where elevation might exacerbate flooding risks.^[20] On the Frankston line, stations like Bonbeach and Chelsea were lowered by up to 8 meters starting in 2020, involving mass excavation of over 500,000 cubic meters of spoil per site, groundwater management via dewatering, and reconstruction with retaining walls and lowered platforms.^[22] This technique reclaims surface space for roads or parks but demands rigorous geotechnical assessments to mitigate settlement and vibration issues in adjacent buildings.^[20] In select suburban or rural-adjacent cases, road elevation via bridges over unchanged rail tracks is adopted to minimize rail disruptions, as at Diggers Rest on the Sunbury line, where dual road bridges span the tracks to remove crossings at Old Calder Highway and Watsons Road.^[23] Hybrid elements, such as partial closures or diversions, supplement these during construction, with rail under-road designs occasionally rejected for excessive property acquisitions—up to 20 homes and 40 businesses in some Upfield proposals.^[20] Overall, these techniques have eliminated 87 crossings by October 2025, with engineering innovations like modular precasting accelerating delivery across Melbourne's network.^[2]

Station Rebuilds and Infrastructure Upgrades

The Level Crossing Removal Project has rebuilt or constructed approximately 48 railway stations as of 2024, adapting them to the grade-separated rail configurations resulting from crossing removals.^[6] These rebuilds prioritize passenger safety, capacity, and accessibility while minimizing disruption to existing rail operations, often involving temporary relocations or closures during construction.^[1] Stations are redesigned to align with either elevated rail viaducts or lowered rail trenches, depending on site-specific geotechnical, urban, and cost factors.^[24] In cases where rail lines are elevated to pass over roads, stations feature raised island platforms supported by viaducts, with access provided via multi-level concourses connected by stairs, lifts, and occasionally escalators. This approach, used in packages like Caulfield to Dandenong, has rebuilt stations such as Carnegie (opened April 2022), Clayton (opened March 2023), and Noble Park (opened June 2023), incorporating longer platforms to accommodate high-capacity metro trains and sheltered waiting areas.^[25] Elevated designs also enable the creation of public open spaces beneath the structures, enhancing urban connectivity. Examples on the Mernda line, including Reservoir (opened 2022) and Bell (opened 2021), demonstrate integration of modern facades with landscaping to reduce visual impact. Where rail is lowered into trenches to pass under roads, stations are reconstructed at grade or below, utilizing cut-and-cover methods with reinforced concrete retaining walls for stability. This technique appears in the Frankston line removals, such as at Bonbeach (opened November 2021) and Chelsea (opened November 2021), where platforms were extended and fitted with new canopies and lighting to improve dwell times and passenger flow. Lowered stations often include enhanced drainage systems to manage groundwater risks in Melbourne's variable soils.^[26] Across both types, infrastructure upgrades standardize features for Disability Discrimination Act compliance, including fully accessible lifts, tactile paving, and hearing loops at all rebuilt stations.^[27] Platforms are typically lengthened to 160-180 meters to support future train consists, with upgraded signalling interfaces for high-frequency services. Heritage elements are preserved where feasible, as at Moreland (Coburg line, opened 2022), where the original 1880s building was repositioned adjacent to the new elevated structure. Additional enhancements encompass expanded bike parking, CCTV surveillance, and retail kiosks to boost patronage. These rebuilds are complemented by broader network upgrades, such as track duplication (e.g., 8 km between Dandenong and Cranbourne, completed 2022) and power supply reinforcements to enable turn-up-and-go services on targeted lines.^[1] Overall, the stations contribute to a projected doubling of peak-hour train frequencies on upgraded corridors by reducing maintenance downtime and improving reliability.^[28]

Design and Urban Integration

The Level Crossing Removal Project (LXRP) employs design strategies guided by the 2024 Urban Design Framework, which establishes eight principles—including identity, connectivity, accessibility, and sustainability—to ensure infrastructure enhancements foster vibrant, integrated urban precincts rather than isolated transport solutions.^[29] This non-prescriptive framework, reviewed by an Urban Design Advisory Panel at project milestones, aligns removals with broader urban renewal objectives, such as Plan Melbourne's 20-minute neighbourhood model, prioritizing multi-modal connectivity and community reconnection over rote engineering.^[30] Designs emphasize minimizing disruption while maximizing placemaking, with elevated rail structures (sky rails) and lowered trenches engineered to reduce visual bulk through sustainable materials and contextual adaptations.^[29] Urban integration focuses on transforming removed crossing sites into accessible public realms that enhance pedestrian and cyclist flows, with precincts designed for daylight penetration, shade provision, and diverse amenities to support local activity.^[29] For instance, elevated rail sections create undercroft spaces repurposed as recreational areas, such as the open space at Carnegie station featuring table tennis and basketball facilities, which reconnect severed communities and promote health and wellbeing.^[31] Station rebuilds incorporate universal access, safety lighting, and wayfinding to integrate seamlessly with surrounding land uses, as seen in Bell station's reconnection of divided neighbourhoods via improved linkages.^[29] These elements address precinct-specific challenges, like heritage retention at Mentone station through elevated decks that preserve historic structures while enabling new public activation.^[29] Landscape architecture within LXRP prioritizes biodiversity enhancement and climate resilience, with guidelines mandating tree retention where feasible, resilient native plantings, and increased canopy cover to mitigate urban heat islands.^[29] Water-sensitive urban design features, such as bioretention basins in station car parks, manage stormwater runoff while contributing to green infrastructure.^[32] Sustainability extends to energy-efficient station buildings and material choices that reduce long-term environmental impacts, exemplified by the Mernda line extension's integration of greenery buffers along elevated tracks.^[29] Indigenous design principles, developed in consultation with Registered Aboriginal Parties like the Wurundjeri Woi-wurrung and Bunurong, incorporate cultural elements to celebrate Traditional Owners and foster inclusive placemaking across precincts.^[33]

Environmental and Heritage Aspects

Tree Removal and Green Space Changes

The Level Crossing Removal Project has necessitated the removal of numerous trees across construction sites to facilitate track elevation, lowering, or trenching, with impacts varying by location due to site-specific engineering requirements. For instance, at Glen Huntly, trees along Derby Crescent, Leamington Crescent, Station Place, Dorothy Avenue, Royal Avenue, and Queens Avenue were identified for removal to enable trenching works, as these were deemed essential for safe construction access and stability.^[34] Similarly, in Beaconsfield, vegetation management accompanies the road bridge construction over rail lines, prioritizing minimal disturbance while clearing necessary areas.^[35] Community opposition has arisen in cases like Queens Avenue, where over 250 mature trees faced removal, contributing to local concerns over declining urban canopy cover in Glen Eira.^[36] Official guidelines emphasize retaining trees where feasible and removing only those directly impeding works, such as within trench walls or under future structures.^[37] Mitigation efforts include replanting with native species adapted to local conditions, which require less maintenance and support biodiversity, as outlined in project vegetation factsheets.^[38] However, post-construction outcomes have included failures, such as at Moreland (now Coburg) station, where dozens of newly planted trees and shrubs died in 2021 due to factors like poor establishment or environmental stress following elevation works.^[39] The project incorporates woody meadow plantings and guidelines for weed control around retained or new trees to enhance ecological resilience.^[40] No comprehensive tally of total trees removed across the 110 sites exists in public records, but site-specific removals underscore trade-offs between infrastructure safety gains and immediate vegetation loss. In parallel, the project has generated new green spaces by repurposing areas beneath elevated rail lines and around rebuilt stations, offsetting some canopy reductions with accessible public realms. At Clayton station, recreational areas under the elevated tracks include landscaped zones with grass and plantings, transforming former rail corridors into community assets.^[31] The Toorak Road removal created over 6,000 m² of public open space with activity zones, tree plantings, and pedestrian links.^[41] Preston's removals integrated native ground plantings and civic green zones to form ecological networks, monitored for establishment with regular watering.^[42] These enhancements, part of broader urban design, aim to reconnect fragmented spaces and boost local biodiversity, though long-term canopy recovery depends on replanting survival rates.^[43] Sustainability reporting highlights reduced environmental footprints through such integrations, prioritizing native habitats over exotic species.^[44]

Preservation of Railway Heritage

The Level Crossing Removal Project (LXRP) addresses railway heritage preservation by retaining, restoring, and integrating heritage-listed structures into redesigned stations and infrastructure, in compliance with Victorian heritage regulations. Heritage Victoria permits are obtained for works affecting listed sites, ensuring minimal alteration to significant fabric while enabling safety upgrades. This approach balances modernization with cultural retention, particularly for interwar-era stations featuring Edwardian or Art Deco elements common on Melbourne's suburban lines.^[45]^[46] At Moreland station on the Upfield line, the heritage-listed 1928 building was preserved in situ and integrated into the elevated station precinct completed in 2023, with restoration including refurbished signals and repurposing for community use alongside new platforms. The design maintains the original footprint, avoiding demolition despite the rail elevation over Bell and Moreland streets.^[45]^[47] Mentone station's heritage-listed structure, dating to 1883 with later additions, was retained and elevated as a heritage deck and gardens spanning the lowered rail trench following the Balcombe Road crossing removal in 2021, creating 540 square meters of public space while preserving the building's facade and gardens, including five mature listed trees.^[48]^[49] In the Caulfield to Dandenong corridor, a heritage-listed waiting shelter at one station was dismantled, stored, and re-purposed post-removal works commencing in 2016, exemplifying adaptive reuse to retain architectural details amid trench lowering. Mont Albert station underwent restoration of its interwar heritage building as part of Lilydale line upgrades, announced progressing in August 2023.^[50]^[46] Cheltenham and broader Mentone precincts preserved multiple heritage station buildings and features during three crossing removals completed by 2024, with protective measures for fabric integrity during construction. Such efforts extend to ancillary elements like signals and trees, though some precincts faced ancillary impacts such as garden modifications, offset by compensatory landscaping.^[49]

Crossing Closures and Alternatives

The Level Crossing Removal Project primarily eliminates at-grade railway crossings through grade separation, where rail or road infrastructure is elevated or lowered to prevent intersections, thereby closing the original crossing and replacing it with separated pathways such as road underpasses or rail bridges.^[2] This approach has been applied to the majority of the 110 targeted crossings, with rail elevation (creating road underpasses) used extensively to maintain traffic flow while enhancing safety and reducing congestion.^[2] For lower-volume crossings, outright permanent closure to vehicles is implemented, supplemented by pedestrian and cyclist underpasses or reliance on nearby parallel roads for detours.^[51] In closure scenarios, such as at Anderson Street in Yarraville, the crossing is shuttered to vehicular traffic, directing drivers to alternatives like Somerville Road or Francis Street, which provide access across the rail corridor with minimal additional distance.^[51] A new barrier-free pedestrian underpass facilitates community connectivity on foot or by bike, addressing the needs of approximately 2,500 daily vehicles previously affected by frequent boom gate activations.^[51] Similar measures apply at Station Street in Officer, where closure integrates with broader line upgrades, prioritizing rail reliability over at-grade road access.^[52] During construction phases leading to permanent closure or separation, temporary road shutdowns are enforced, with designated detour routes mapped to nearby arterials, such as Hammond Road and Cheltenham Road for Webster Street in Dandenong.^[53] These detours aim to sustain traffic volumes while works proceed, often over 18-24 months per site, including short rail possession periods for infrastructure reconfiguration.^[54] Pedestrian diversions may involve temporary footbridges or path realignments, ensuring access without compromising safety.^[55] Overall, these alternatives have supported the removal of 87 crossings as of late 2025, contributing to boom-gate-free corridors on multiple lines.^[2]

Implementation Progress

Completed Removals to 2025

By October 2025, the Level Crossing Removal Project had eliminated 87 dangerous and congested level crossings across Melbourne's suburban rail network, surpassing the government's target of 85 removals by the end of the year.^[2] ^[4] This milestone included the 85th removal at Beaconsfield on the Pakenham Line, where a new road bridge replaced the crossing on March 24, 2025.^[4] The additional two completions in the following months advanced the overall program toward its 2030 goal of 110 removals.^[2] Significant progress rendered six entire train lines free of level crossings: the Cranbourne, Pakenham, Lilydale, Sunbury, Werribee, and Frankston lines.^[2] For instance, the Frankston Line saw 11 crossings removed, incorporating techniques such as rail elevation at sites like Carnegie and Chelsea, alongside station rebuilds and lowered tracks at Bonbeach. Similarly, the Cranbourne-Pakenham corridor, prioritized for high patronage, eliminated multiple crossings through coordinated infrastructure upgrades, including viaducts and underpasses. These completions involved over 18 kilometers of new track laid in some packages and created substantial public open spaces equivalent to 31 Melbourne Cricket Grounds.^[2] Removals on other lines, such as the Mernda and Upfield, featured elevated rail structures at locations including Reservoir and Coburg, integrating heritage elements where applicable and enhancing urban connectivity. The project's pace, initially set for 75 removals by 2025, accelerated through phased contracts and alliances, with early completions like those on the South Yarra and Caulfield lines paving the way for corridor-wide transformations.^[56] Each removal typically combined rail elevation or grade separation with road realignments, reducing near-miss incidents and boom gate downtimes reported prior to intervention.^[1]

Ongoing and Planned Removals

As of October 2025, the Level Crossing Removal Project (LXRP) has several sites under active construction or in advanced planning stages, contributing to the goal of eliminating 110 metropolitan level crossings by 2030.^[1] Construction focuses on road over rail or under rail solutions, rail elevation or lowering, and associated station upgrades, with disruptions managed through staged works and temporary traffic measures.^[2] In Melbourne's west and north-west, works are progressing on multiple crossings along the expanded Regional Rail Link corridor. At Diggers Rest, two level crossings at Old Calder Highway and Watsons Road are being removed via new road bridges, with the bridges scheduled to open and crossings eliminated in 2025, improving safety for approximately 6,300 daily vehicles.^[57] In Melton, four crossings at Coburns Road, Exford Road, Ferris Road, and Hopkins Road are under removal, involving rail lowering and road bridges, with site works including utility relocations and embankment modifications ongoing as of August 2025.^[58] Newport's Maddox Road and Champion Road crossings on the Werribee line are in construction following design release in November 2024, featuring elevated rail structures to separate road and train traffic while minimizing local impacts.^[59] On the Upfield line, eight crossings in Brunswick and Parkville, including Park Street, are slated for removal by 2030 through rail trenching and new station builds at northern and southern Brunswick sites, addressing chronic congestion in dense urban areas.^[60] Further planned removals include the Anderson Street crossing in Yarraville, set for closure with a pedestrian underpass by 2030 to enhance pedestrian safety without full rail elevation.^[51] Additional works on lines such as Lilydale (e.g., Croydon, Ringwood, Ringwood East) and Frankston involve phased removals post-2025, building on the project's acceleration beyond the initial 75-crossing target.^[61]^[62] These efforts prioritize high-traffic sites, with progress tracked via community updates to balance construction timelines against operational rail demands.^[2]

Associated Station Developments

The Level Crossing Removal Project incorporates extensive station rebuilds and new constructions to align with rail elevation or trenching, enhancing passenger safety, accessibility, and integration with surrounding urban environments. As of 2024, 47 stations had been rebuilt, with plans extending to approximately 51 across Melbourne's network, including upgrades to platforms, concourses, and amenities such as lifts, escalators, and real-time information systems.^[63]^[26] These developments prioritize compliance with the Disability Discrimination Act, featuring step-free access and universal design principles, while incorporating sustainable elements like solar panels and rainwater harvesting where feasible.^[1] Key examples include the Mernda Rail Extension, which added three new stations—Hawkstowe, Middle Gorge, and Mernda—opened in August 2018, with 8 km of new track and facilities for increased patronage on the extended line.^[1] On the Cranbourne Line, the new Merinda Park Station opened in February 2022 as part of track duplication efforts, providing expanded platforms and parking to support higher train frequencies.^[1] Rebuilds often preserve heritage elements, as seen at Moreland Station, where the historic building was integrated into an elevated structure completed in 2021, maintaining architectural features alongside modern myki readers and sheltered waiting areas.^[2] Ongoing developments target lines like Upfield, with new stations planned for Brunswick North and South to open by 2030, featuring relocated platforms under elevated tracks and enhanced connectivity to local transport hubs.^[60] Similarly, the Lilydale and Mooroolbark stations are being elevated, with upgrades including wider platforms, improved lighting, and adjacent public realms to reduce dwell times and boost capacity.^[64] Lowered stations, such as Bonbeach and Chelsea on the Frankston Line, involve trenched rail corridors with rebuilt entrances for better flood resilience and pedestrian flow, completed between 2020 and 2021.^[1] These upgrades collectively aim to handle projected patronage growth, with evidence from early completions showing increased daily users at sites like Carnegie, where a modern elevated station opened in 2018 with integrated community spaces beneath the structure.^[2]

Measured Impacts

Safety and Reliability Outcomes

The Level Crossing Removal Project has yielded measurable safety improvements by eliminating collision risks at grade-separated sites. As of 2023, with 87 of 110 targeted level crossings removed, the program has prevented an estimated 112 crashes and near misses annually across Victoria's rail network, avoiding hundreds of serious incidents since inception in 2015.^[3] Pre-removal data underscores the hazards addressed: the Main Road crossing in St Albans recorded two fatalities and over 60 near misses in the decade prior to its 2016 elimination, while Furlong Road in the same suburb saw three fatalities. Along the Caulfield to Dandenong corridor, over 120 accidents and near misses occurred between 2013 and 2017, including 32 at Heatherton Road, 26 at Clayton Road, and 21 at Grange Road; Union Road in Surrey Hills alone had two deaths in 2016.^[3]^[65]^[66] A 2022 peer-reviewed analysis of 41 removed crossings versus matched controls, using data from Victoria's Suicide Register (2008–2021), documented a 68% reduction in railway suicides within 500 meters of intervention sites (relative risk 0.32, 95% CI 0.11–0.74) and 61% within 1,000 meters (relative risk 0.39, 95% CI 0.21–0.68), with no displacement to untreated sites.^[67] Reliability outcomes stem primarily from minimized disruptions due to fewer incidents, enabling consistent train operations without the cascading delays from collisions or emergency responses at former crossings. Entire corridors, including the Sunbury and Lilydale lines, are now boom-gate free, supporting enhanced capacity and punctuality by reducing vulnerability to road-rail conflicts, though network-wide on-time performance metrics remain influenced by broader factors like signaling upgrades.^[3]^[68]

Traffic Flow and Economic Effects

The removal of level crossings has directly reduced road traffic delays caused by boom gate closures. For instance, at Webster Street in Dandenong, the project eliminates more than 60 minutes of boom gate downtime during the morning peak period, saving travel time for up to 10,000 drivers each weekday.^[69] Similarly, removals in the City of Greater Dandenong across eight crossings eliminate 5.6 hours of morning peak boom gate downtime, enhancing overall traffic flow.^[70] These interventions improve road reliability for approximately 1 million daily vehicles affected by level crossings, reducing variability in travel times.^[71] Post-removal outcomes at sites like Robinsons Road in Deer Park confirm reduced travel times and smoother traffic movement, with enhanced local connections for vehicles.^[72] At Calder Park Drive, the elimination of the crossing has improved regional traffic flow, facilitating the closure of the adjacent Holden Road crossing and benefiting over 10,000 vehicles daily.^[73] Such changes address pre-existing congestion where crossings like those on the Pakenham line handled 63,000 vehicles per weekday, now with fewer interruptions.^[74] Economically, the project generates benefits primarily through travel time savings and reduced vehicle operating costs, though the standalone benefit-cost ratio (BCR) is 0.78 at a 7% discount rate, indicating costs exceed quantifiable benefits without wider considerations.^[71] At a lower 4% discount rate, the BCR rises to 1.34, with projected long-term real GSP growth of $275 million by 2065.^[71] Completion of individual removals has increased nearby house values by an average of 9%, with uplifts diminishing by distance from the site, reflecting improved accessibility and reduced hazards.^[75] Studies confirm significant price rises in both house and unit markets post-removal, supporting urban development opportunities under freed-up rail corridors.^[76] Construction phases have created up to 1,750 jobs annually in early years, contributing short-term GSP boosts of $200-300 million per year.^[71]

Health and Community Consequences

Construction activities associated with the Level Crossing Removal Project (LXRP) have generated noise, dust, and vibration, potentially affecting residents' health through sleep disturbance, stress, and respiratory irritation from airborne particulates. The Environment Protection Authority Victoria oversees monitoring of dust levels across project sites, employing real-time sensors and mitigation strategies such as water suppression and enclosure of work areas to minimize human health risks.^[77] Vibration from piling and excavation has prompted community reports of structural concerns and discomfort in nearby homes, with project factsheets outlining pre- and post-works assessments to implement barriers or scheduling adjustments where exceedances occur.^[78] Operational changes post-removal, particularly elevated rail structures, have altered noise propagation patterns, with wheel-rail interactions and braking contributing to persistent community exposure levels that can exceed 55-70 decibels in adjacent residential areas, potentially linked to cardiovascular strain and annoyance over time.^[79] Environmental Effects Statements for specific corridors, such as Edithvale and Bonbeach, assert that grade separations prevent adverse health effects from collisions, though independent evaluations highlight a lack of comprehensive public health modeling for indirect outcomes like altered active transport patterns.^[80] A 2021 analysis of Upfield line removals emphasized untapped health gains from reduced traffic severance, including potential increases in walking and cycling that could lower obesity and mental health burdens, but criticized the absence of integrated health impact assessments in project planning.^[81] Community-level consequences include diminished spatial barriers from removed crossings, fostering greater local connectivity and access to services, which a 2023 study quantified as reversing prior severance effects on land use and mobility in Melbourne suburbs.^[43] However, construction phases have temporarily exacerbated isolation for vulnerable groups, such as the elderly, through road closures and detours, while post-completion green spaces under viaducts—exemplified at Clayton—enhance recreational opportunities and social cohesion. A peer-reviewed pre-post analysis of 12 removal sites found a statistically significant decline in railway suicides, attributing it to eliminated trespass points and improved fencing, yielding broader mental health benefits by curtailing fatal incidents averaging 1-2 per site annually pre-intervention.^[67] These outcomes underscore causal links between infrastructure reconfiguration and reduced morbidity, though longitudinal data on equity in benefits across socioeconomic demographics remains limited.

Controversies and Critiques

Cost Efficiency and Overruns

The Level Crossing Removal Project (LXRP) began with an initial cost estimate of $5–6 billion in 2015 for removing 50 crossings, which rose to $7.6 billion in the subsequent business case due to refined scoping and design considerations.^[9] By July 2017, the estimated total had increased to $8.3 billion, reflecting a 38% overrun from the original figure, driven primarily by scope expansions in packages like Caulfield to Dandenong and unforeseen site complexities.^[9] Forecast overruns at that stage totaled $306 million, with $302.9 million attributed to the Caulfield to Dandenong package alone, stemming from community-driven design changes, poor ground conditions, and shifts to more expensive options such as rail-under-road configurations that added up to $100 million per site.^[9] In 2018, the program expanded to 75 sites without a comprehensive business case for the additional removals, elevating the total estimated cost from $8 billion to $14.8 billion.^[18] By June 2020, $6.2 billion had been expended, with the project tracking within the revised $14.8 billion envelope after releasing $1.28 billion in risk provisions to cover escalations, though $879 million in contingencies remained.^[18] Further expansions to 110 sites by 2030, announced progressively through 2022, have pushed cumulative commitments toward $15.3 billion as of 2023, with recent batches like 25 additional removals budgeted at $6.5 billion.^[82] ^[83] These increases reflect not only scope growth but also broader construction inflation and procurement challenges, as evidenced by statewide infrastructure blowouts exceeding $12.7 billion since late 2023.^[84] Cost efficiency has been critiqued in independent audits, with the 2015 benefit-cost ratio calculated at 0.78 using a 7% discount rate—below the threshold for strong economic justification—and rising marginally to 0.9 when incorporating unverified wider benefits, a methodology not endorsed by the Department of Treasury and Finance.^[9] Site selection did not consistently prioritize the most congested or hazardous crossings, potentially diluting returns on investment.^[9] Per-crossing costs vary significantly, with rail-over options often cheaper than road-under alternatives, yet the program's packaging approach has yielded mixed efficiencies, prompting recommendations for better benchmarking and high-value high-risk compliance.^[9] ^[85] By 2025, ongoing allocations of $1.5 billion underscore sustained fiscal pressures, with debates highlighting trade-offs against alternative public investments like housing.^[5] ^[86]

Opportunity Costs and Prioritization

The allocation of approximately $15.3 billion to the Level Crossing Removal Project (LXRP), predominantly focused on Melbourne's metropolitan rail network, has raised concerns regarding forgone investments in regional infrastructure, where level crossings persist without equivalent removal programs and transport connectivity remains underdeveloped.^[82] Critics, including rural MPs, contend that these funds could have supported duplicating underutilized regional lines or enhancing freight corridors, potentially yielding higher statewide economic returns through improved goods movement and rural access, as opposed to concentrating expenditures on urban grade separations that primarily benefit commuters within the greater Melbourne area.^[82] Prioritization within the LXRP has been guided more by completed preparatory assessments and design feasibility than by rigorous benefit-cost analyses of safety risks or traffic volumes, leading to selections that may not maximize net societal gains; for instance, the Victorian Auditor-General's 2017 report identified that the Level Crossing Removal Authority advanced 50 initial removals based on existing groundwork rather than comprehensive evaluations of crossing-specific hazards or delay impacts.^[9] This approach contributed to opportunity costs in capacity enhancements, as the program's emphasis on structural removals has proceeded without concurrent track duplications or signaling upgrades on many lines, perpetuating bottlenecks that limit train frequencies and reliability despite reduced crossing-related delays.^[9] By 2025, escalating total costs—revised upward from an initial $8 billion to $14.8 billion across phases—have strained Victoria's budget, prompting debates over trade-offs with non-transport priorities such as health and housing; government deliberations have weighed an additional $5.4 billion for LXRP completion against funding for 20,000 social housing units, underscoring how the project's scale diverts resources from addressing acute shortages in essential services amid rising state debt.^[87] Independent audits have highlighted these risks, noting that accelerated delivery timelines prioritized political timelines over value-for-money assessments, potentially undervaluing alternatives like targeted safety retrofits (e.g., upgraded barriers) that could achieve similar risk reductions at lower expense.^[87]

Community Disruptions and Equity Issues

Construction activities under the Level Crossing Removal Project (LXRP) have generated notable disruptions to local communities, including noise, vibration, dust, traffic congestion, and temporary road and rail closures. Residents and businesses near removal sites, such as those on the Frankston line at Parkdale, have experienced environmental impacts from piling, excavation, and heavy machinery operations, with mitigation measures including work-hour restrictions and dust suppression outlined in site-specific fact sheets.^[77]^[88] Major rail occupations, required for track reconfiguration, have lasted up to 42 days historically and up to 83 days in planning, leading to bus replacements and altered commuter access, though only 3 of 48 such events were delayed as of 2017.^[9] These disruptions have prompted community complaints documented in local council meetings and resident groups, particularly regarding potholes, unsafe conditions, and health effects from prolonged exposure.^[89]^[90] Equity concerns arise from uneven construction burdens and limited tailored support for vulnerable populations, including low-income residents, the elderly, and those reliant on public transport. Planning documents for sites like Brunswick have been critiqued by resident networks for omitting analysis of equity and access, failing to address how disruptions disproportionately affect marginalized groups through reduced mobility and amenity loss during extended works.^[91] Site prioritization under the LXRP has not consistently aligned with objective danger or congestion metrics, potentially delaying removals in higher-risk areas serving diverse socioeconomic communities while accelerating others for political timelines, as noted in a 2017 audit.^[9] Voluntary acquisition schemes, such as the $17.26 million program in the City of Whittlesea and Darebin package, have provided some relief by allowing affected property owners to relocate, but broader socioeconomic modeling of displacement risks remains sparse.^[9] Post-construction, enhanced pedestrian access and open spaces aim to improve equity, yet interim shuttle services and diversions have strained accessibility for non-drivers in outer suburbs.^[92]

Diverse Perspectives

Political Evaluations

The Victorian Labor government, led by Premier Daniel Andrews, initiated the Level Crossing Removal Project as a signature 2014 election commitment to eliminate 50 of Melbourne's most hazardous and traffic-congested rail crossings within eight years, later expanding the scope to 110 removals by 2030. This initiative was presented as a proactive measure to avert collisions, alleviate chronic delays, and facilitate urban renewal through integrated public spaces beneath elevated tracks. Labor leaders emphasized the project's role in modernizing the rail network, with Andrews highlighting tangible progress, such as the removal of over 70 crossings by mid-decade, as evidence of effective governance prioritizing safety and connectivity over short-term fiscal constraints.^[93]^[94] In contrast, the Liberal-National Coalition has critiqued the program for its escalating expenditures, which surged 38% to $8.3 billion for the initial 50 removals by 2017, and subsequent overruns amid broader state debt accumulation. Opposition figures, including shadow transport ministers, contended that Labor's default to expensive rail elevations—often termed "skyrail"—disregarded more economical alternatives like road overpasses or underpasses, which prior Coalition administrations employed successfully in removing 13 crossings from 2010 to 2014. They argued such choices imposed unnecessary burdens on taxpayers and local communities, favoring political optics of grand infrastructure over pragmatic engineering solutions grounded in cost-benefit analysis.^[93]^[95] Liberal MPs have repeatedly decried insufficient consultation and disproportionate suburban impacts, as seen in 2022 when Bayside MP Brad Rowswell labeled the government's approach to a local crossing closure as detached from resident realities, exacerbating traffic and liveability issues without viable mitigations. Similar concerns arose in 2024 over the Progress Street crossing, where closure without replacement infrastructure was projected to generate local chaos, underscoring the Coalition's push for transparent evaluation of all grade-separation options to balance safety gains against fiscal and social costs. In eastern Melbourne suburbs, opposition voices warned of "mayhem" from unaddressed community objections to elevated structures scarring residential areas.^[96]^[97]^[98]

Expert and Audit Assessments

The Victorian Auditor-General's Office (VAGO) conducted a 2017 audit of the Level Crossing Removal Program, concluding that while removals were progressing ahead of initial timelines—with 10 crossings eliminated by mid-2017 toward a target of 20 by 2018—the program's management exhibited significant deficiencies. Site selection and prioritization lacked transparency, favoring packaging for procurement efficiency over the most congested or dangerous locations, and procurement relied heavily on alliances with limited price competition, raising risks to value for money, as seen in packages like the North Eastern alliance.^[9] The audit highlighted a 38% cost escalation to $8.3 billion by July 2017, attributed to scope expansions and inadequate business cases, alongside insufficient KPIs for benefits realization, which prevented robust assessment of outcomes like punctuality improvements until at least 2022.^[9] Network integration risks were also noted, with Public Transport Victoria's capability gaps leading to estimated additional costs of $381.3 million for unresolved scope issues.^[9] VAGO issued recommendations to enhance business case adherence, document site selection criteria, develop specific KPIs, and strengthen network standards by July 2018, emphasizing the need for better risk mitigation in rail occupations and interface design optimizations.^[9] A 2020 follow-up audit assessed progress, finding seven of the ten 2017 recommendations fully addressed, one partially met, and two ongoing, with the program on track to remove 75 crossings by 2025 within a $14.8 billion budget for the expanded LXRP2 phase.^[87] Improvements included transparent site selection balancing safety, congestion, and network efficiency; refined benefits measurement via detailed KPIs and annual qualitative/quantitative monitoring reports; and procurement enhancements like benchmarking tools to control costs and incentivize savings.^[87] Persistent weaknesses encompassed the lack of a formal business case or cost-benefit analysis for LXRP2—despite its doubling of scope from the original 52 crossings—and incomplete governance for engineering standards and network integrity, potentially exposing ongoing delivery risks.^[87] Independent expert evaluations from engineering consultancies, such as AECOM and WSP, have underscored the program's technical achievements in grade separation, yielding safety gains through reduced collision risks and opportunities for urban renewal via elevated or trenched infrastructure that integrates green spaces and active transport links.^[99]^[24] Academic analyses, including pre-post studies on railway suicides, attribute localized declines in incidents to crossing eliminations, while broader health impact modeling highlights ancillary benefits like decreased community severance and increased physical activity from repurposed rail corridors.^[67]^[81] However, prioritization critiques from transport economists, such as those advocating quantitative optimization models, suggest that sequential delivery driven by alliance readiness rather than rigorous benefit-cost rankings may have suboptimal resource allocation, particularly as costs exceeded initial projections without updated economic validations.^[100]

Media and Public Sentiments

A 2016 ReachTEL poll commissioned by The Age found that 60 percent of Victorians supported the use of elevated "sky rail" structures to remove level crossings, reflecting early enthusiasm for the project's safety and congestion-reduction goals.^[101] Government-affiliated media releases and updates from Victoria's Big Build have emphasized milestones, such as the removal of 75 crossings by March 2024, portraying the initiative as transformative for urban mobility and accident prevention.^[2] However, media scrutiny has intensified on implementation flaws, with outlets reporting local outrage over designs that allegedly degrade neighborhood aesthetics and amenities; for instance, a December 2021 Herald Sun article detailed residents' calls for ombudsman intervention amid claims that removals were "destroying" community spaces.^[102] A February 2025 The Age report highlighted opposition to the Newport project, where even Labor MPs criticized plans for splitting inner-west communities, underscoring tensions between regional priorities and centralized decision-making.^[7] ABC coverage in 2017 questioned the selection process, noting that some of Melbourne's most hazardous crossings were overlooked in favor of politically motivated sites.^[93] Public sentiments, as captured in community consultations and independent surveys, reveal broad conceptual approval for eliminating rail-road conflicts but localized resistance to construction disruptions and elevated infrastructure; a 2023 government-commissioned study on the Caulfield-to-Dandenong corridor indicated representative support tempered by concerns over noise, visual intrusion, and equity in site choices.^[103] Online forums and resident groups have voiced frustration over perceived bullying by project staff, as investigated in a 2023 The Australian probe into executive conduct toward small businesses.^[104] Despite these critiques, sentiments in rail enthusiast communities often affirm the long-term reliability gains, with users crediting removals for fewer delays even amid fiscal debates.^[105] Overall, while the project's core objective garners sustained backing, media and public discourse increasingly probe its cost-benefit trade-offs and community-specific burdens.

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[93]
Dangerous level crossings being missed in Premier Daniel Andrews ...
Dec 13, 2017 · Removing 50 dangerous and congested level crossings was a major election campaign policy for Mr Andrews and Labor, and one that proved popular ...
[94]
Daniel Andrews has been praised and panned during near a ...
Sep 26, 2023 · Among the infrastructure announcements, the Andrews government's Level Crossing Removal Project has promised to remove 110 dangerous and ...
[95]
[PDF] Get Victoria Moving | Bicycle Network
The former Liberal Nationals Government built and funded 13 level crossing removals from 2010 to. 2014 and that work has continued under the current state ...
[96]
Liberal MP criticises Daniel Andrews Government as 'removed from ...
Nov 4, 2022 · Local Liberal MP Brad Rowswell criticised the Andrews Government for a lack of local consultation on the project and said it was indicative of ...Missing: criticism LXRP
[97]
Level crossing closure to create local traffic chaos - Liberal Victoria
Mar 28, 2024 · The level crossing in Progress Street will not be replaced with a road-over-rail or road-under-rail alternative but will be completely closed ...
[98]
Melbourne's leafy east set for level crossing removal mayhem
Aug 17, 2022 · “Instead, the Andrews Labor Government is ignoring their reasonable concerns, and leaving them to deal with the massive impacts of this ...
[99]
Levelling up our cities: Learnings from level crossing removals
Initially established as the Level Crossing Removal Authority in 2015, the aim of the program was to remove 75 of the most dangerous and congested level ...
[100]
Optimising the approach to level crossing removal prioritisation
Aug 11, 2023 · The project was the Metropolitan Rail Road Grade Separation Program and we were tasked with analysing the 177 rail road level crossings in ...
[101]
Sky rail gets strong backing from voters - The Age
Sep 4, 2016 · A new ReachTEL poll commissioned by The Age found 60 per cent of Victorians "support the use of sky rail to remove level crossings".
[102]
Furious locals push for action over level crossing removal - Herald Sun
Dec 21, 2021 · Outraged residents who say level-crossing removal projects are destroying amenities in their neighbourhoods want the Ombudsman to step in.
[103]
Community sentiment towards the Caulfield to Dandenong level ...
Oct 26, 2023 · The purpose of this research is to gather an independent, representative picture of the broader community sentiment towards the 9 level crossing removals.
[104]
Level crossing project staffer caught 'bullying' investigated
Feb 15, 2023 · The Victorian government says it is investigating after a senior Victorian Level Crossing Removal Project executive was caught bullying small business owners ...
[105]
75 Level Crossings Removals Milestone Achieved! - Reddit
Mar 26, 2024 · 211 votes, 46 comments. Nobody's ever a true fan of the government and their regular clusterf*cks, but for the rail crossing removals I do ...