In 1954, the State Government established a committee to look at the removal of level crossings at Clifton Hill, Elsternwick, Footscray, Moorabbin, and Newport.

[17] In June 2014, five months prior to the Victorian state election, VicRoads compiled a report of the most dangerous level crossings in Victoria and handed it to the Napthine Liberal-Nationals government.

[19] The sites of all 50 level crossing removals were progressively announced over the following two years after the election of the Andrews government in November 2014.

[20] In September 2016, the Port of Melbourne lease concluded, providing $9.7 billion for infrastructure, including funding for the remaining 30 level crossing removals to be completed by mid-2022.

[22] In the lead up to the 2018 state election, Victorian Premier Daniel Andrews pledged to remove a further 25 level crossings across Melbourne at a cost of $6.6 billion by 2025.

The locations of the additional removals were announced progressively over the course of 2018 through a new prioritisation framework based on safety, congestion, and proximity to emergency services.

[3] In July 2021, the State Government announced the removal of an additional ten level crossings and four closures by the end of 2025 at a cost of $2.5 billion.

[24] In October 2022, the government committed to removing an extra four level crossings on the Ballarat line between Caroline Springs and Melton stations by 2028.

These crossings are located at Old Calder Highway and Watsons Road, Diggers Rest, and Ruthven St, Macleod.

[33] The Level Crossing Removal Authority (LXRA) was formed in May 2015 as an administrative office of the then-new Department of Economic Development, Jobs, Transport and Resources to deliver the project.

The authority also delivered a new stabling facility north of Wyndham Vale station and train storage at Kananook.

[44][45] The Toorak Road level crossing removal topped the infrastructure category of the Australian Institute of Landscape Architects awards due to the design of the new public parkland, cycling paths, and open space.

[49] Dubbed "sky rail" by opponents and some media outlets, the LXRP spurred significant local opposition due to concerns over visual and noise impacts, and lack of consultation.

[50][55] The Caulfield to Dandenong level crossing removals created a large new section of open parkland, dubbed a "linear park".

[40] This included 22.5 hectares (56 acres) of new open space, sports courts, playgrounds, new walking and cycling trails, and expanded station forecourts.

[33] According to the government, this solution is required is due to the constrained site, significant heritage impacts that would arise from grade separation, and the relatively low level of car traffic on the roads.

Whilst controversial, these instances have usually only occurred due to the close proximity between existing stations, reducing the negative impact on users.

[82] This amalgamation has received criticism, with opponents highlighting how the increased distances from the two shopping centres on Union Road and Hamilton Street will negatively impact local mobility.

Journalist Benita Kolovos argued it was the quick rollout of the program and the visible, tangible benefits it delivered to communities that drove its electoral success.

"[85] The government's messaging on the project has focused on these localised benefits, public safety, and the prevalence of level crossings within Melbourne.

[76] Shadow Minister for Transport Infrastructure David Davis criticised the project for its cost, arguing that “without a comprehensive business case, there is simply no proper economic justification for the Level Crossing Removal Program".

[88] The Guardian Australia has called the program "transformational" and "suburb moulding" in comments about the Andrews government's infrastructure projects.

[96] Academics Ian Woodcock and John Stone have highlighted the benefits from the LXRP, including its urban design opportunities and how it has contributed to the revitalisation of public transportation in Melbourne.

[92] A report released in December 2017 by the Victorian Auditor-General's Office in the LXRP's original fifty level crossing removals found that the speed and cost of the project carried significant risks.

[98] The report criticised the Level Crossing Removal Authority for its haste in delivering the program, and found that the rapid pace of the project had contributed to a failure to properly assess the merits of each grade separation.

[98] Since these findings, the LXRP has developed and applied a transparent process to select sites for the additional level crossing removals.

In a follow-up 2020 report, the Auditor-General stated the new process has improved the project’s cost-effectiveness because it uses delivery efficiency as one of the criteria for site selection.

[101][102] At the same time, polling has found a majority of Victorians supported the use of elevated rail to remove level crossings.

These removals were completed on the Glen Waverley, Frankston, Sunbury, Belgrave, Lilydale, Upfield, Pakenham, Cranbourne, Werribee, Craigieburn, and Mernda lines by May 2022.

[3] These removals will occur on the Cranbourne, Pakenham, Upfield, Frankston, Mernda, Ballarat, Geelong, Sunbury, Belgrave, Lilydale and Barinsdale lines.