By Eva Rendina
RMIT Journalism
Maribyrnong Council has backed resident concerns about the Yarraville Level Crossing Removal Project calling for a halt to the project until several issues are resolved.
The Anderson Street level crossing is one of five crossings being replaced in Melbourne’s inner west, aiming to make the Werribee line level-crossing free. It’s also a matter of public safety, as the crossing has seen one fatality and four serious injuries since 2006, and 26 near misses since 2016.
Under the LXRP’s current plan Anderson Street, central to Yarraville village, will be closed to traffic turning the area near the station into a “pedestrian-friendly community plaza”.
The plan includes two crossing points; an elevator and stairs at Anderson Street, and an underpass ramp further away from the village centre at Murray Street, but official maps show the crossing closer to Goulburn Street, another block away.
The LXRP plan requires the demolition of at least two buildings, occupied by Dad & Dave’s and Wee Jeanie on Anderson Street. Another two nearby buildings owned by Vic Track may also be impacted. A Birmingham Street home, close to the underpass crossing, is also set to be compulsorily acquired and demolished. The build will also remove two large elm trees.
For many decades an underpass existed at Anderson Street but was removed in the 1990s. Why LXRP has chosen to build an elevator and stairs this time, rather than rebuild an underpass isn’t entirely clear.
Community opposition to the plan is strong with residents forming a group and website called ‘LXRAY, Anderson Street Champions’.
They say that an underpass ramp at Anderson Street is better for accessibility, arguing that a lift, which can only carry a few people at one time, will create extensive wait times in peak hours.
The LXRAY team has acquired an independent review of the plans which assesses LXRP’s design against the Disability Discrimination Act 1992 and the Disability Standards for Accessible Public Transport 2002 (DSAPT).
Their report found that while the lift design complies with the DSAPT, it is not “fit-for-purpose given the location and anticipated pedestrian volume.”
It also strongly recommends a ramp at Anderson Street as the Goulburn/Murray Street ramp option adds 370 metres to a crossing journey, or nearly one kilometre if it’s a return crossing.
The report concludes that alternative designs offered by residents had “a clear advantage over the LXRP plan through direct, well-connected ramp and stair access aligned to pedestrian desire lines at Anderson St, with no interference to station platforms.”
Residents also point to a report by economic consultant Tim Nott which states that the village would lose an estimated $10 million in sales per year if the current removal plans go ahead. In 2025 the turnover of Yarraville village was estimated at $83 million.
The residents say the heritage aspect of the village will also be destroyed by the demolition of historical buildings.
At its last meeting Maribyrnong Council requested that works on the removal project be paused. It wants VIDA Rail to: release all concept design options assessments and supporting technical analysis to Council and the community; undertake transparent consultation with Council and the community; and provide a comprehensive response outlining the basis for decisions made to remove the at-grade pedestrian crossing.
Council also called for designs which include an at-grade pedestrian crossing and stairs underpass at Anderson Street and explain why Yarravile’s LXRP was tacked on to the Spotswood Project instead of being declared a stand-alone project.
In response to a comprehensive list of questions put forward by The Westsider, the LXRP has said that their design complies with accessibility requirements and that they have consulted with the community to minimise impacts to “property, businesses, heritage infrastructure and trees.”
The LXRP has not revealed the budget for the project, saying that the cost will be made available once the contract is awarded, and that the project will be delivered in the same package as the Hudsons Road, Spotswood level crossing removal.
The LXRP also did not disclose why the underpass at the Goulburn/Murray Street could not be moved to avoid the demolition of 23-25 Birmingham Street.
LXRAY’s website and designs can be found at lxray.com.au
Quotes attributable to a Level Crossing Removal Project spokesperson
“The Anderson Street level crossing is one of Melbourne’s most dangerous, with one fatality and four serious injuries since 2006, and 26 near misses involving trains, pedestrians and vehicles since 2016, which is why we’re getting rid of it.”
“Getting rid of this crossing will boost safety in the area, while two accessible rail underpasses will keep locals connected to public transport and an enhanced vibrant pedestrian-friendly Yarraville Village precinct, where they will be able to enjoy more open space.”
BACKGROUND
Early designs have been released for the closure of the dangerous Anderson Street level crossing, shaped by community feedback and providing locals with two accessible underpasses to keep locals connected on both sides of the rail line.
The underpass at Anderson Street will feature stairs and lifts for people with prams, mobility aids and wheelchairs, while a second underpass with stairs and an accessible ramp will be located about 100 metres north of Anderson Street, near Murray Street and the station car park east of the rail line.
The Level Crossing Removal Project has undertaken extensive technical engineering investigations to develop a design that responds to community consultation and balances and minimises impacts to property, businesses, heritage infrastructure and trees, while retaining Yarraville Village’s vibrant atmosphere.
A number of options for safe pedestrian and bicycle access across the rail line were considered.
Building a ramp at Anderson Street would have greater impact on local properties, businesses, heritage features and trees due to space constraints in the narrow rail corridor, with homes and businesses directly abutting Anderson Street and Yarraville Station.
The design complies with relevant accessibility requirements. To include ramps on either side of the rail corridor at Anderson Street, they would need to be approximately 70 metres long to meet accessibility requirements, taking up a large amount of space, impacting nearby infrastructure and requiring property acquisition.
An underpass design with stairs and lifts requires less space, is safer and more open, and provides opportunities to enhance the village precinct with more open space and better urban design outcomes.
This includes transforming Anderson Street into a pedestrian-friendly community plaza east of the rail line to create more open space for outdoor dining, with vehicle access maintained through the bus interchange west of the rail line to ensure cars and buses can move safely around the area.
The project team has extensively consulted with Yarraville locals and traders, including two rounds of public drop-in information sessions, invitation-only sessions with traders and residents near the level crossing, and in-person surveys. The second underpass north of the station has been included in direct response to community feedback and gives cyclists and pedestrians another option to cross the rail line, not just at Anderson Street.
Community consultation is ongoing, with locals invited to have their say on the designs or make a planning submission at Engage Victoria by 11.59pm Sunday 5 July.
While the location of the second underpass requires compulsory acquisition of one residential property, this is a decision that is not taken lightly. The project team will continue to work with property owners throughout the acquisition and compensation process.
The project was assessed against the Ministerial guidelines for environmental effects under the Environment Effects Act 1978 and did not meet any criteria for an Environment Effects Statement.
The Yarraville project will be delivered in the same package as the Hudsons Road, Spotswood level crossing removal project, with the cost to be made available once the contract is awarded.
