Victoria Park-Canning Level Crossing Removal

Removing level crossings has significant community benefits, from making it safer for people and vehicles to travel in the area and reducing traffic congestion to revitalising communities by unlocking land for increased public open space.

Elevating the rail was determined to be the best option as it: 

• completely removes sections of rail from the ground level to significantly improve pedestrian, cyclist and motorist connections seamlessly and safely across the rail corridor; 
• creates opportunities for new public spaces that can be used for a variety of civic purposes;
• brings stations in line with modern public transport facilities that better meet passenger needs and cater for future growth; and
• allows a number of level crossings to be removed as one cost-effective package. 

Lowering the rail would mean it would sit in a trench with limited ‘capped’ covers to allow connections, and significant fencing along the open areas of the line. This would maintain the rail as a physical and visual barrier that could divide and disrupt the local community during construction and operation.

Covering significant parts of a lowered rail considerably increases construction costs, particularly if it is to allow even limited development of one to two storeys above. It increases long-term operational costs as there are a range of additional of safety systems that must be in place. Based on this, lowering the rail does not provide the best value for money.

Some parts of the project, such as the elevated rail, rail alignment, height and station locations are fixed because of technical and operational requirements, and most importantly, to ensure safety. 

There will be opportunities for community and stakeholders to have input into other important parts of the project, such as landscaping and community amenities once the contract is awarded. 

The elevated rail will be between five and seven metres high from ground level with the piers (columns) and superstructures (where the train sits) combined into a single structure to minimise its width and depth.

The design of the piers and superstructures will complement the landscape design and station architecture, provide for safe and active public spaces and mitigate noise impacts.

Existing trees within the project area will be retained wherever possible, however some will need to be removed as part of the works. The project aims to increase the total number of trees within the rail corridor with new planting. 

The elevated rail creates land for public use and landscaping. Following construction, there will be new landscaping including trees, low shrubs, ground covers and lawn. 

Elevating the rail completely eliminates the current noise from warning bells and train horns at level crossings. The impacts of vibration from passing trains can be improved through the design of the elevated rail structures.

With the rail at grade, train noise currently travels directly to surrounding buildings. Elevating the rail will change how noise is dissipated.

As design concepts progress, investigations will continue on the level and type of noise and vibration which can be expected, and mitigation methods will be explored to identify how impacts can be minimised.

Different types of screening will be investigated as part of the detailed station designs, which will help prevent overlooking into nearby properties.

Initial shade studies have shown properties facing the corridor along Bank Street are likely to experience shade in the early morning in winter, while properties along Rutland Avenue are likely to experience shade in the very late afternoon in summer. Shade studies will continue as the design progresses.

Designs are being considered for a ground-level pedestrian and cycle shared path along the rail corridor, except the busy Welshpool Road crossing, which will be a bridge.

An uninterrupted shared path would require further elevated options at road crossings, which would mean either additional large bridge structures on sections of the path, or long trenches and underpasses. This would have a range of visual impacts (for example additional columns and embankments), poor connectivity to local cycle and pedestrian routes, and potential safety risks (such as for emergency access). 

Options are being considered for traffic signals and traffic calming measures at other road crossings to provide for safe and convenient crossing points.

Welshpool Station will close due to low patronage and the need to return the rail to ground-level under Leach Highway road bridge. Oats Street and Queens Park stations are being rebuilt and will provide improved passenger facilities.

The exact date of the closure of Welshpool Station has not yet been confirmed, however it will not be closed until works begin.

There will be additional parking at neighbouring stations, and also a review of the bus network that will take place about 12-18 months before the project is complete to consider all options for passengers. The 67 parking bays from Welshpool Station are proposed to be relocated to Oats Street and Queens Park stations.

We are undertaking studies and stakeholder engagement (including with local government authorities) to understand how the traffic will flow when the project is finished, to help inform the treatment options of surrounding intersections (e.g. traffic lights, roundabouts), where these are needed.

We’re also investigating ways to calm traffic on streets near the new public space and upgraded stations to ensure these are pedestrian friendly. 

The design of roads and intersections is an important part of the project to ensure that streets are safe and accessible for pedestrians, cyclists and people with disabilities.