Calls for rail industry to see the light after long-awaited report reveals lighting makes trains easier to see

A long-awaited report has determined what rail safety campaigners have been saying for more than two decades — that lighting makes trains easier to see, and national lighting requirements for trains need overhauled. The findings have put the nation’s multi-billion-dollar rail industry in the spotlight after years of campaigning by families whose loved ones have been killed by trains — including four from regional and rural WA — who say better lighting should be made law. The Monash Institute of Rail Technology recently handed down its report into train lighting trials in WA and Victoria, with the 115-page document delving into the results and making nine recommendations for government and industry to consider . The report — titled Assessment of Trials to Improve Train Conspicuousness Approaching Passive Level Crossings — was compiled by the Institute on behalf of the Office of the National Rail Safety Regulator. Two of Australia’s biggest rail companies, Aurizon and Pacific National, agreed last year to trial lighting on their trains in response to the national campaign aimed at reducing the number of people killed at level crossings. The push has been spearheaded by a group of 12 families who have lost family in rail crossing accidents, including four from regional WA — the Jensen, Broad, Smith and Dempster families — who have spent more than 20 years fighting for better lighting on trains. Up for assessment was the impact of additional locomotive lighting on the visibility of trains, using what the ONSR said was “world-first” technology to measure the ambient background and luminance of a locomotive when fitted with additional lighting. The report’s overarching finding was that “fundamentally... additional lighting on trains, specifically additional beacon lighting, does improve their visibility”. It also determined there were no significant differences between LED and sealed headlights, unless the conditions were misty and in that situation it improved visibility by a huge 360 per cent. The third major finding was that the effect of beacon lights was significant when the level crossing angle was obtuse, and when the road user was in close range to the level crossing. It also highlighted the importance of clean lights on visibility. Importantly, the ONRSR said it was “not necessary” for more trials to be carried out to “pursue reform” on train lighting. It also recommended an upcoming review of the rules that govern lighting on trains — AS 7531 Lighting and Visibility — should include headlight type, colour and luminous intensity requirements. The report also revealed the National Transport Commission was “exploring mechanisms” for a process to mandate a series of national transport standards, with the ONRSR planning to “nominate a revised and improved” standard based on the report’s findings. The report has been welcomed by the 12 families leading the campaign, who believe the national standard governing the requirements for lighting and rolling stock visibility — AS 7531 Lighting and Visibility — need to be overhauled urgently to save lives. “Reform in relation to this standard is where ONRSR sees best opportunity to concentrate efforts for continued and definitive progress on this issue,” the ONRSR spokesman said. In a joint statement, the 12 families called on the ONRSR to “immediately implement” all of the report recommendations. “The report found that additional lighting on trains, specifically additional beacon lighting, does improve their visibility,” it said. “It also found that a beacon light’s effect is significant when the level crossing is obtuse and when the road user is in close range to the level crossing. “We are calling on rail operators to upgrade their frontal and side visibility to the highest standard and improve side visibility and livery on all freight and passenger trains as a matter of urgency.” The group noted that passenger trains were not included in the study, but called on passenger rail operators to upgrade visibility. While they welcomed the review of AS 7531, the group’s statement urged the ONRSR to mandate new requirements “immediately”. “ONRSR needs to set sufficiently high minimum standards and set higher standards for high use, high risk or new rolling stock,” they said. “However, ONRSR should require visibility to be improved on all trains immediately.” “AS7531 is completely inadequate for high-risk rail operations and must be strengthened to reflect the rigorous lighting standards already in place in all other hazardous industries.” More broadly, the group said rail operators had “not managed as safely and well as they should”. “Their information, research processes and technical capabilities are inadequate,” the statement said. “It is high time rail operators accepted that they operate businesses that create serious risks to the general public. “They have a responsibility to mitigate these risks by doing all they can to ensure their locomotives and rolling stock are clearly illuminated at all times for rural road users that interact with their businesses.” After the report was released in mid-March, campaigners took part in an online discussion chaired by acting National Rail Safety Regulator Peter Doggett on March 31. Federal Infrastructure Minister Catherine King has pledged to meet Ms Jensen and National Farmers Federation CEO Tony Mahar. WA Transport Minister Rita Saffioti has agreed to a meeting on May 25. It is understood National Cabinet has agreed to consider mandating a small number of standards while considering the upgrade to the national standards, but State and Territory Transport Ministers will need to agree on this topic before it progresses in the short-term.