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Media Statement – 20/4/2026
The Criminally Liable In 2021 LRT Collision Must Be Charged in Court and Convicted Before Court Can Order Convicted to Compensate Victims
MADPET (Malaysians Against Death Penalty and Torture) calls for all, companies and individuals, who were criminally liable for the 24/5/2021 LRT collision of 2 trains on the same track that injured the 213 passengers, 47 severely, to be charged, tried and possibly convicted. Same call for the 2024 LRT accident that caused 1 death.
Only after being convicted in Court, can the Court/Judge order the convicted to pay compensation to the victims pursuant to section 426 Criminal Procedure Code.
On 15/4/2026, Attorney-General Dusuki Mokhtar has ordered all deputy public prosecutors to apply for the courts to order compensation for the victims of crimes, including those killed by drivers driving under the influence. With reference to Section 426 CPC, he said that “That order can be made on top of a sentence, for the purpose of compensating the aggrieved party. (FMT, 15/4/2026). This compensation order must be paid to the victims, and cannot be extinguished by any in default prison sentence [s. 426(2)]
Court Can Only Order CONVICTED, NOT the Compounded, To Pay Victims Compensation
However, if the alleged accused is not convicted in Court, or escapes being charged by a Compound Offer, then the criminal courts cannot order the convicted to pay victims for their suffering or loss.
MADPET is thus disappointed that a compound was offered to Rapid Rail Sdn Bhd, and as soon as the offer is accepted, and Rapid Rail Sdn Bhd pays, they cannot anymore be charged in court for the same offence – so there will be no trial or conviction, and thus the victims will not be able to get any remedy in the criminal courts.
On 11/4/2026, it was reported that the Land Public Transport Agency (APAD) offered Rapid Rail Sdn Bhd a compound offer of RM100,000, which was accepted.
Sec. 235 Land Public Transport Act 2010(LPTA) says that the Director General of Land Public Transport or any land public transport officer, amongst others, can make ‘…a written offer to the person suspected to have committed the offence to compound the offence upon payment to the person making the offer to compound of an amount of money not exceeding fifty per centum of the amount of maximum fine…’
The offence was Sec 101(10) offence concerning operator’s license, and if Rapid Rail was charged and tried ‘….shall, on conviction, be liable to a fine not exceeding five hundred thousand ringgit or to imprisonment for a term not exceeding three years or to both…’ (NST, 11/4/2026) Thus, the compound offer could be as high as RM250,000, but why was Rapid Rail asked to pay Compound of only RM100,000?
Not the first time for Rapid Rail to be compounded, rather than be charged, tried and convicted in Court.
In the 12/12/12, 2024 incident, where there was one fatality and three injuries to Rapid Rail staff members, Rapid Rail also was not charged but offered a compound of RM100,000. That incident involved a brake system failure of a shunting machine operated by Rapid Rail, which led to a collision with a Speeder 3 machine. Again, no charge but compounded for RM100,000. (Star, 27/2/2026)
Section 235(4) Land Public Transport Act 2010 states ‘Where an offence has been compounded under subsection (2), no prosecution shall be instituted in respect of the offence against the person to whom the offer to compound was made…’
Some media reports referred to it as a ‘fine’, which can be misleading – but it was not court sentence to pay a fine after conviction.
COMPOUND never to be offered for crimes that caused injuries/death
'You Pay So Much, We Stop Investigations and You Will Not Be Charged in Court' – that is briefly what a COMPOUND is, and thus the power to offer compound is open to the possibility of abuse. Compounds may be permissible for small offences – like not wearing mask during Covid, littering, ect.
But it should not be allowed for serious crimes like LRT, motor vehicle or industrial accidents especially where there are victims, injured or even killed. For such cases, the perpetrator should be charged in Court, where the accused can plead guilty or claim trial, and be sentenced justly by Courts – and this also will open to Court the ability to order the convicted to pay compensation to victims.
The amount of compound offer is an administrative decision – not a Court’s decision. For the 2021 LRT accident, that caused injuries to about 213 – the compound offer was RM100,000 (about RM450 per victim) which is absurd and it is the State, not the victims, that get the monies.
However, if Rapid Rail Sdn Bhd was charged in Court for just ONE charge under section 101, tried and then convicted – the court could have sentenced the company by imposing ‘a fine not exceeding five hundred thousand ringgit or to imprisonment for a term not exceeding three years or to both’, and then the court could also order Rapid Rail Sdn Bhd to pay each of that 213 victims compensation, and this would have been more just.
There is still doubts, as to whether there are still ongoing investigations that may see other ‘…person who at the time of the commission of the offence was a director, chief executive officer, chief operating officer, manager, secretary or other similar officer of the body corporate...’ being charged in the near future.
Sec. 242(1) LPTA, says that ‘If a body corporate commits an offence under this Act, any person who at the time of the commission of the offence was a director, chief executive officer, chief operating officer, manager, secretary or other similar officer of the body corporate or was purporting to act in any such capacity or was in any manner or to any extent responsible for the management of any of the affairs of the body corporate or was assisting in such management- (a) may be charged severally or jointly in the same proceedings with the body corporate…’
LRT Accidents – Ministry of Transport may be criminally liable too?
In this case, it seems that the investigation was conducted by the Ministry of Transport, where oddly a most important element was left out in the investigation, i.e. the determination of persons who may be criminally liable for that LRT accident.
In fact, in the Media Release, twice it stated, ‘This report is not for the purpose of apportioning blame nor liability on any party.' (See Ministry of Transport Media Release, 24/5/2021).
This was most ODD, as in such investigations, it is crucial to determine whether anyone was at fault, by reason of action/omission, and also whether such persons and/or any companies may be criminally liable. The investigation revealed system failure, the malfunctions, SOP non-compliance, etc. - and thus it is ODD that no one has yet to be found to be criminally liable? Was it a failure of law enforcement and inspection, a responsibility of the Ministry of Transport too?
Remember, the Ministry of Transport (MOT) is also duty bound to approve and inspect regularly the LRT to ensure it is in compliance with standards, and is always SAFE for public usage. Section 105, for example, says, ‘After a railway has been opened, the railway shall be inspected by a person appointed by the Director General of Land Public Transport in such manner and at such intervals as may be set out in the regulations made…’
Thus, in the LRT accident, the Ministry itself could be implicated, and/or be criminally liable if it did anything wrong in approval and/or inspection duties – thus best, that Ministry not be involved right from investigations, and the determination of who has criminal liability for the LRT accident?
In this case, it seems the investigation and finally the compound offer to the suspected perpetrator was all made by entities under the Minister of Transport, and the question that should be asked is whether the investigation and the decision to prosecute (or offer a Compound) should have been independent, without the involvement of the Ministry of Transport or entities under the said Ministry.
Need for Independent Investigation and Prosecution
MADPET is of the view that when the police, MACC or in this case the Ministry of Transport, may be criminally liable, it is best that some other investigates it independently – if not, there is a risk of a ‘FLAWED’ investigation maybe even attempt to ‘eliminate’ the liability of the police, MACC or the MOT itself.
It was this rationale that led to promotion of the idea that we need an INDEPENDENT body, not linked in any way to the entity or Ministry involved – hence the Independent Police Complaints and Misconduct Commission (IPCMC). In the LRT accident case, we are still in doubt whether the Ministry of Transport was in any way criminally liable for the accident?
What happened to the other investigations by police, Human Resource Ministry?
Even in the LRT accidents, we wonder why we have not heard the report of the Ministry of Human Resources, who would have conducted their own independent investigation as it is also an Industrial Accident. It should also be investigated under Labor laws like the Occupational Safety and Health Act 1994.
As there were serious injuries to the victims, and even death in the 2024 LRT accident, should there also not have been an investigation by the police for murder, etc.? Penal Code offences like Negligent conduct with respect to any machinery in the possession or under the charge of the offender (s.287), Causing grievous hurt (s.338) and even MURDER is appropriate since the 2024 accident resulted in death and injuries.
It would be ODD if the Public Prosecutor comes and says MURDER is only possible in road accidents, but not LRT or railway accidents. Interestingly, we did not hear much from the Public Prosecutor, the Human Resource Ministry and/or the police on what was the outcome of their investigations with regards these 2 LRT accidents on 2021 and 2024. Are investigations still not complete? Will others be charged soon?
No Preferential Treatment For ‘Law Breakers’ By Reason Company Owned By Government?
Rapid Rail Sdn Bhd is a wholly-owned subsidiary of Prasarana Malaysia Berhad, a government-owned company under the Minister of Finance (Incorporated). Malaysia must not do anything that will raise any suggestions or perception that special treatment have been accorded to government owned companies.
So, the question we should ask why was the driver, the person responsible for the equipment’s that failed, the Directors, etc. not charged.
In Grece, a similar train accident, and we see 36 charged in Court
In comparison, we look at a similar train collision in Greek in 2023, where 36 persons have now been charged in court. 33 face the charge of felony of endangering transport safety, an offense that can carry a sentence of life imprisonment. Other charges include involuntary manslaughter and bodily harm by negligence. (Euractiv/AFP Mar 24, 2026)
MADPET calls on the Public Prosecutor to immediately charge persons who are criminally liable for the 2021 LRT accident that caused injury to about 231, and the 2024 LRT accident that left 1 dead and 2 injured. A corporate entity’s liability for a crime means there must be actions/omission of some human persons, done intentionally or negligently, and thus JUSTICE demands that all these persons must be charged and tried in an OPEN Court.
Restorative justice also focusses on repairing the harm done to victims, and ensuring that the offenders take responsibility for their actions.
In this case, the investigations revealed, amongst others, Vehicle On-Board Communication (VOBC) system failure (not once but twice), that both the hostler(driver) and OCC’s train controller had overlooked and missed critical procedures, and Train 81 was prematurely made to depart KLCC station towards Kampung Baru station without the proper verification that Train 40 had been safely reset and re-entered into automated train operation (ATO) mode. (See MOT Media Release 10/6/2021). Surely human persons, and maybe even the suppliers of the VOBC and ATO may also be criminally liable and thus should be charged in court.
Shocking Denial of Liability and Shifting Blame on Passengers?
It was most disturbing that in an earlier media report, Prasarana Malaysia Bhd (Prasarana) and Rapid Rail Sdn Bhd (Rapid Rail) allegedly denied negligence and asserted such claims must be proven with strong evidence. They suggested that victims may be partially or entirely responsible for their injuries sustained during the Kelana Jaya LRT crash that occurred in May 2021… “Failing to stand or sit at the locations designated for passengers, failing to hold the straphangers provided by the defendants, with negligence and/or purposely caused and/or allowed themselves to experience the injuries to which they have claimed,” the statement of defence read….’ (Vibes, 29/5/2023).
This was shocking, and in such cases, compound should never have been offered, and an OPEN trial would have been best to determine the truth. An acceptance of a compound offer is NOT an admission of guilt – thus the victims will still have to prove in court that Rapid Rail was negligent before the victims can be compensated – an onerous task for lay victims.
However, if Rapid Rail and/or Prasarana, together with criminally liable human persons had been charged and tried, and possibly convicted, Malaysians will also know the TRUTH whether it was an ‘Act of God’ or an act of negligence by the company and/or some human person. Once convicted, Court can order the convicted to compensate all VICTIMS.
MADPET calls upon the Malaysian government, the Prime Minister and Finance Minister Anwar Ibrahim, to act fast to ensure that all victims of these LRT accidents are justly compensated.
MADPET also calls for the abolition of the availability of compounds for crimes, where there are victims of crime, in this case passengers injured in the LRT collision, and also serious crimes like corruption, money laundering and abuse of power.
Failure to charge and try offenders of law also means an absence of conviction and sentences, and as such there be no deterrence. Would the 2024 accident happen, if there was a speedy OPEN trial and conviction for the 2021 LRT accident?
Charles Hector
For and on behalf of MADPET (Malaysians Against Death Penalty and Torture)
Rapid Rail fined RM100,000 over 2021 LRT crash
KUALA LUMPUR: Rapid Rail Sdn Bhd has been fined RM100,000 for the 2021 Light Rail Transit (LRT) collision that left 65 passengers injured.
The Land Public Transport Agency (Apad) said the penalty follows investigation findings into maintenance shortcomings by the operator.
The incident occurred on May 24, 2021, between the KLCC and Kampung Baru stations.
Apad said Rapid Rail failed to ensure critical track components were in proper working condition.
"As a licensed operator, Rapid Rail failed to ensure the rail alignment was safe for operations, leading to the incident. This resulted in the inability to operate the train safely, causing the accident," Apad said in a statement.
The offence falls under Section 101(10) of the Land Public Transport Act, which mandates enforcement action against operators failing to meet safety requirements.
The agency said safety remains its highest priority, and the fine serves as a reminder to all rail operators to adhere to technical maintenance standards and ensure adequate personnel training.
"The decision to impose the compound also takes into account public interest and the principle of accountability in preserving the integrity of the nation's rail transport system," the agency said.
Former transport minister Datuk Seri Dr Wee Ka Siong previously said technical faults and a loss of communication between a train hostler and the operations control centre were among the factors behind the crash.
In 2023, eight victims filed a civil lawsuit against Rapid Rail and Prasarana alleging negligence.NST, 11/4/2026
Apad fines Rapid Rail RM100,000 over Subang depot accident
KUALA LUMPUR: The Land Public Transport Agency (Apad), through the Transport Ministry, has fined Rapid Rail Sdn Bhd RM100,000 over an accident at the Subang Depot in 2024.
Apad, in a statement on Friday (Feb 27), said that the action was taken for an offence under Section 101(7)(e) of the Land Public Transport Act 2010 (Act 715) due to non-compliance with maintenance guidelines set by the manufacturer.
According to Apad, the incident at 3.36am on Dec 12, 2024, involved a brake system failure of a shunting machine operated by Rapid Rail, which led to a collision with a Speeder 3 machine.
"The accident resulted in one fatality and three injuries to Rapid Rail staff members, in addition to serious damage to the Grinder, Speeder 3 and Shunting machines, with estimated losses totalling RM574,550.00.
The investigation found that Rapid Rail, as the licensed operator, failed to ensure the rail alignment and machinery were in a safe condition for operation, thereby committing an offence under Section 101(7)(e) of Act 715," the statement said.
Apad added that under Section 101(10) of the same act, if convicted, the guilty party could face a fine not exceeding RM500,000, imprisonment for up to three years, or both.
Consequently, the agency emphasised that the safety of land public transport operations is of the highest priority and cannot be compromised under any circumstances.
According to Apad, this enforcement action serves not only as a measure of legal compliance but also as a stern reminder to all rail service operators to always ensure maintenance is carried out according to established technical standards and that adequate training is provided to the staff involved.
"The decision to maintain this compound also takes into account public interest and the principle of accountability in ensuring the integrity of the country's rail transport system continues to be preserved.
"Apad remains committed to strengthening monitoring and enforcement activities to ensure every operator fully complies with legal requirements, operational needs, and established safety standards," the statement added. – Bernama, Star, 27/2/2026
We weren’t negligent: Prasarana, Rapid Rail in LRT crash defence
Plaintiffs at fault for injuries, failed to adhere to passenger safety protocols, both claim
Published on 29 May 2023 8:27PM
JOHOR BARU – Prasarana Malaysia Bhd (Prasarana) and Rapid Rail Sdn Bhd (Rapid Rail) have suggested that victims may be partially or entirely responsible for their injuries sustained during the Kelana Jaya LRT crash that occurred in May 2021.
Named as defendants in a suit filed by eight plaintiffs at the Kuala Lumpur High Court, Prasarana and Rapid Rail only briefly admitted that a crash did occur.
However, although the plaintiffs claimed that the crash occurred because of Prasarana and Rapid Rail’s negligence, both companies denied the allegations and asserted such claims must be proven with strong evidence.
In addition to denying negligence on their part, both companies also suggested that the plaintiffs sustained injuries after failing to stand or sit at the appropriate place in the train, not holding the straphangers, and allowing themselves to be injured.
“Additionally and/or in the alternative, the defendants plead that the injuries suffered by the plaintiffs (which must be proven with concrete evidence) is caused wholly and/or in the alternative partially by the negligence of the plaintiffs in all material times.
“Failing to stand or sit at the locations designated for passengers, failing to hold the straphangers provided by the defendants, with negligence and/or purposely caused and/or allowed themselves to experience the injuries to which they have claimed,” the statement of defence read.
Both Prasarana and Rapid Rail have requested that the court strike out the statement of claim by the plaintiffs.
Responding to the companies’ denials, the plaintiffs said in their reply that they will present medical reports as evidence to support their claims that the injuries suffered were indeed caused by Prasarana and Rapid Rail’s negligence.
Additionally, the plaintiffs also refuted the defendants claims that they were negligent and brought upon the injuries onto themselves, given that Prasarana and Rapid Rail are responsible for their passengers’ safety.
“The plaintiffs deny the details of negligence pleaded by the defence because the accident happened during peak hours, and it is the responsibility of the defendants to ensure the plaintiffs’ safety,” the statement of reply said.
The suit was filed by Tengku Amalie Alauddin Shah, Marvena Jitol, Riezariel Haeqal, Rozita Che Rus, Ng Siow Nee, Siti Nuralliah Hashim, Nurul Athirah Mohd K. Jayabee and Muhammad Firdaus Bin Mohd Saleh on March 9.
All of the individuals were LRT passengers who claimed that they boarded the train at the KLCC station around 8pm on May 24, 2021.
All plaintiffs assert they were physically and mentally healthy prior to the accident.
In the suit, all eight individuals claimed physical injuries and other losses as a result of the crash.
Some of the injuries experienced by the victims included lacerations on the head, broken teeth, concussions, and depression, among others.
All plaintiffs are seeking both general and special damages from the court.
However, the total amount claimed against both companies has yet to be quantified, as the plaintiffs are seeking the court’s guidance on quantifying certain claims. – The Vibes, May 29, 2023
DPPs ordered to seek compensation for crime victims
The Criminal Procedure Code allows the courts to order convicts to pay costs of prosecution and compensation to victims or their next of kin.
Dusuki said Section 426 of the Criminal Procedure Code gives courts the authority to order convicts to make a payment of costs for prosecution and compensation to victims or their next of kin.
“That order can be made on top of a sentence, for the purpose of compensating the aggrieved party.
“This is to ensure that, in the appropriate cases, victims obtain adequate compensation under the law to uphold justice and in view of public interest,” he said, according to Berita Harian.
Section 426 states that the court must consider the nature of the offence, the injury or expenses sustained by the victim, the damage or loss of property suffered, the loss of income incurred by the victim, and the convict’s ability to pay compensation.
Dusuki said this meant that prosecutors would need to obtain additional information to fulfil the criteria for the court to order payment of compensation.
He acknowledged that seeking compensation was not a conventional practice of deputy public prosecutors and would not be possible in all cases.
“This department remains committed to ensuring that prosecutions are conducted independently, fairly, and with integrity, and that justice is upheld and the interests of the public and victims are preserved.” - FMT, 15/4/2026
Greece train tragedy trial adjourned amid courtroom chaos
Government Spokesperson Pavlos Marinakis told reporters that the hall had seating for over 460 people
A long-awaited trial into Greece’s worst train tragedy opened on Monday – only to be adjourned until April 1 amid chaotic scenes in a courtroom too small to handle the huge interest in the case, officials said.
Hundreds of people turned up for the trial into the 2023 train collision that left 57 dead, leading to complaints from lawyers that the venue was “insultingly” unsuitable and potentially violated fire safety regulations.
Amid angry booing from the public, presiding judge Georgia Stefanidou said: “The court is adjourned until April 1, owing to conditions that could cause fainting.”
The hall was so stifling that two lawyers formally complained to the fire department and demanded an immediate inspection.
Maria Karystianou, from the association of victims’ families, told reporters that relatives had been “packed like sardines”.
She said it was “an absolute disgrace”, noting that she and accident survivors had had to sit in the seats of the accused.
Government spokesman Pavlos Marinakis insisted that the venue chosen, a remodelled university lecture hall in the central city of Larissa, was one of the two biggest courtrooms in Greece.
Marinakis told reporters that the hall had seating for over 460 people and blamed the issue on a higher-than-expected number of observers.
Thirty-six people face charges and over 350 witnesses are due to be heard at the trial.
It is being conducted around 30 kilometres from the spot near Tempi, central Greece, where a freight train and a passenger train smashed into each other on February 28, 2023.
Among those to testify are survivors and family members of the victims, some of whom are believed to have burned to death after surviving the initial collision.
Most of the dead were students returning from a carnival weekend.
‘Burned alive’
Karystianou, a paediatrician who led the association of victims’ families for several years and now plans to launch a political party, said no investigation was carried out into how her daughter “burned alive”.
The accused include the station master on duty on the night of the accident, other railway officials and two Italian former employees of the trains’ parent company, Ferrovie dello Stato.
The two trains had run on the same track for more than 10 minutes without triggering an alarm.
The head-on collision exposed the parlous state of safety precautions in Greece’s railway network – despite European Union grants for their modernisation and repeated warnings from unions.
“This trial clearly demonstrates all the corruption of the Greek state, the corruption that killed our children,” Christos Vlahos, the parent of one victim, said outside court.
The trial is expected to last several years.
Thirty-three of the defendants face criminal charges and risk up to life in prison.
None of the accused are currently in jail, although some have served time in pre-trial detention.
The head of the European Public Prosecutor’s Office, Laura Kovesi, said the collision could have been avoided if the signalling system had been modernised in time using EU funds.
Train workers staged a 24-hour strike on Monday, which their union called “an act of collective remembrance (and) protest”.
‘Blatant cover-up’
The accident – commonly known as the “Tempi crime” – sparked widespread anger that has never subsided.
Tens of thousands of people protested nationwide to mark the accident’s third anniversary last month.
The accused include the duty station master, Vassilios Samaras, as well as two station masters who left their posts before the end of their shift.
Managers and employees of rail network operator Hellenic Railways Organisation (OSE) are also on trial, alongside two senior transport ministry officials and two Italian executives from Hellenic Train, a subsidiary of the Italian state’s Ferrovie dello Stato.
No political official will be in the dock.
This has fuelled resentment of Prime Minister Kyriakos Mitsotakis’s conservative government, whose handling of the disaster is widely seen as disastrous.
Valuable evidence was lost when, just days after the collision, a bulldozer levelled the site.
Communist party leader Dimitris Koutsoumbas told reporters on Monday the investigation into the crash had been closed “hurriedly”, leaving “huge gaps” in the case.
He called it a “blatant cover-up”.
Two former ministers, including ex-transport minister Kostas Karamanlis were referred to justice by parliament but face only misdemeanour charges at present.
“There are people who should be here as defendants, such as Kostas Karamanlis, who killed our people,” Pavlos Aslanidis, whose 26-year-old son died, told reporters before the trial.
Despite the disaster, Mitsotakis comfortably won re-election just months later and went on to defeat two parliamentary votes of no-confidence on the issue.
(sma) - Euractiv/AFP Mar 24, 2026
Tempi Trial Starts After Three Years of Anger and Unanswered Questions
Larissa, Greece — Three years after the deadliest train crash in Greek history, which claimed the lives of 57 people, the long-awaited trial against those responsible began. Court proceedings were halted following their start after a horrid day of technical failures and adjourned to April 1.
The Tempi trial is expected to be one of the most significant trials
in post-dictatorship Greece, as the victims’ families seek justice and
political accountability. Their criticism has repeatedly sparked mass
protests across the country over the past years, as Unicorn Riot has consistently reported. On February 28, 2025, more than one million people demonstrated nationwide in what became the largest protest in Greece since World War II.
The case concerns a head-on collision between an intercity passenger train and a cargo train on the Athens–Thessaloniki line. The two trains were traveling on the same track for 12 minutes at speeds of 140 km/h and 100 km/h, respectively. Government officials initially attributed the disaster to a “human error.” However, it was soon revealed that along much of the Athens–Thessaloniki route, light signaling, remote management, traffic control, and communication systems were not operational, functioning only on a limited section of the line.
As a result, train engineers relied on radio communication with the
stationmaster to move between stations. The railway workers’ union had
previously warned about the poor state of the infrastructure. In the
aftermath, Greece’s minister of infrastructure and transport, Kostas
Karamanlis, resigned amid public pressure, and the railway line remained
closed for several months following the crash.
The train crash
tragedy, which the victims’ families describe as a crime, has evolved
into a fierce political conflict, marked by allegations of a cover-up
and accusations against the highest levels of government. Among those
criticized is Prime Minister Kyriakos Mitsotakis, who has been accused
of attempting to conceal aspects of the case, mishandling the crisis,
and failing to respond adequately to the victims’ demands for further
investigations.
Failed Start – Trial Adjourned to April 1
The big trial was set to start on Monday, March 23 in Larissa, the regional capital of Thessaly, which is where the stationmasters were responsible for coordinating the trains on the deadly night of February 28, 2023.
The location was criticized for being far away from the homes of the relatives whose request that it be moved either to Athens or Thessaloniki was rejected by the Supreme Court of Greece.
A conference center in the University of Thessaly was transformed into a courthouse specifically for this case. The justice ministry has claimed this to be the largest court room in Greece with around 450 seats. More than 1 million Euro are said to be invested for the transformation of the building.
For the trial that is estimated to last at least two years, 36 people are charged, around 250 lawyers are involved, and the files comprise around 60,000 pages.
Under the presence of large police forces, relatives of the deceased and survivors of the train crash arrived at the courthouse with the support of hundreds of protesters who came in buses from around Greece.
The day was marred with issues. Relatives and their lawyers criticized the lack of room and technical failures. Many relatives were forced to sit on the defendant’s dock and lawyers had no proper working desks. The microphones were not working and lights were flickering.
The presiding judge asked members of the media to leave the courtroom, citing legislation that prohibits the recording of image and sound inside courtrooms. Journalists refused to leave the room.
Zoe Konstantopoulou, lawyer for Panos Ruci who lost his son Dennis Ruci in the train crash, raised the issue of ensuring public transparency, with the judge responding that the matter would be revisited once the formal procedures are completed, allowing everyone the opportunity to speak.
Parliamentarian
and lawyer Zoe Konstantopoulou walks with relatives and lawyers
arriving at the courthouse. Panos Ruci, father of Tempi victim Dennis
Ruci, is seen walking with a hat on next to Giannis Maggos, father of
Vassilis Maggos, who died after being brutally beaten by Greek police in
2020. Photo contributed by Estela Valasi.Maria Karystianou, mother of the victim Martha Karystianou, called out, “Why does publicity frighten you?”
“They crammed us into a single room — conditions are suffocating, unacceptable in every respect. Why did they do this? The venue must be changed immediately. The trial must proceed as it should. The truth must come to light,” said Eleni Vasara, the mother of victim Agapi Tsaklidou. “The mockery and government deception continue. Three years on, and the deception is still ongoing.”
During a pause, Panos Ruci spoke after exiting the courtroom. He described the extremely difficult conditions inside, stressing that the trial has essentially not even begun.
Visibly frustrated, he said that under the current setup, proceedings cannot properly start, as people are packed tightly together with no space.
Panos Ruci standing outside the courthouse. His son Dennis Ruci died in the Tempi train crash and he led a successful hunger strike to exhume his son’s body for an independent autopsy. Photo contributed by Estela Valasi.After five hours marked by tension, heated exchanges and many pauses, the judge Georgia Stefanidou adjourned the trial to April 1 and promised to take measures for better conditions.
The Association of Relatives of the Tempi Victims, along with student unions, political organizations, and various collectives, called for a gathering to show solidarity for the victims and demand accountability from the courts.
Demonstrators created a powerful tribute to the victims outside the courthouse by painting the names of the Tempi victims on the ground using the same red color that has become a symbol of the movement for justice.
Activists write the names of Tempi victims in red paint outside the courthouse. Photo contributed by Estela Valasi.A large police presence was visible outside the courthouse with police in riot gear holding shields amid lines of police busses.
“They brought in ten riot police vans from the early hours of the morning,” said Giannis Skokas, President of the Larissa Labor Center. “This is their idea of ensuring the smooth conduct of the trial. We will continue to stand by the victims’ families until the very end, so that justice is served.”
Massive police presence to secure the courthouse from protests. Photo contributed by Estela Valasi.Estela Valasi, a photoreporter who was on site for Unicorn Riot, described the scene and their feelings with the following words: “Long hours of hardship and intense emotional strain for the families of the victims. Inadequate courtroom conditions and numerous interruptions of the proceedings. A large crowd of supporters from all over Greece, with banners and chants. An overwhelming police presence and riot police vehicles everywhere.
The slightly cloudy Monday carried all the grief and determination for justice felt by the relatives of the Tempi victims and survivors. Three years after the crime, the state apparatus remains unprepared to function with respect. I feel numb and admire the struggle they are waging against this shameful indifference.”
The Case File and Indictment
Last September, 80 relatives of the victims, accompanied by their lawyers, went to the prosecutor’s office of the Supreme Court of Greece to submit a memorandum requesting additional investigative actions.
According to their complaints, the initial investigation had been closed hastily by the appellate investigating judge, while the proposal of the Larissa prosecutor was issued through fast-track procedures without key evidence being examined.
Not part of the case files was the question of the explosion that triggered a fire, which according to the relatives and independent research resulted in more deaths. Independent investigations found traces of highly inflammable xylene and the relatives asked for an investigation of the contents of the cargo train. Safety regulations would be violated if it transported xylene.
The memorandum failed and the trial began with important individuals and companies either excluded from responsibility or facing lesser charges.
“This trial is starting late, and important defendants are missing, such as Karamanlis. There are no charges against Hellenic Train, and there are no charges regarding the children who were burned in the explosion” said Pavlos Aslanidis, the president of the Association of Victims’ Relatives of the Tempi disaster, as he made the rounds on Greek TV.
Among the 36 defendants are 11 executives from the Hellenic Railways
Organization, or OSE, 16 from its subsidiary ERGOSE, the CEO and the
technical director of Hellenic Train, the General Director of Transport
at the Ministry of Infrastructure and Transport, the head of the
directorate of rail transport, the former president of the regulatory
authority for railways (RAS), a 60-year-old station master on duty the
night of February 28, and two station masters from the afternoon shift
at Larissa Railway Station.
Of those charged, 33 face the felony
of endangering transport safety, an offense that can carry a sentence of
life imprisonment, along with a number of misdemeanor charges.
In contrast, the executives of Hellenic Train are being prosecuted only for misdemeanor offenses, despite evidence of responsibility both for the transport of hazardous materials and for fire safety in the trains, specifically regarding seats in the carriages where charred bodies were found.
Due to the complexities of the case, the judges will have a challenge navigating the complicated chain of responsibilities, stretching from operational errors up to systematic and administrative failures of the railway system which has been in crisis for years.
Since 2005, OSE has undergone an extensive privatization process. The
organization is responsible for managing the railway infrastructure,
while ERGOSE handles construction and modernization projects. Hellenic
Train operates the train services, renting access to the network from
OSE, and is a private company owned by the Italian state railway group
Ferrovie dello Stato Italiane. The RAS is formally independent and is
tasked with overseeing whether companies comply with regulations,
granting operating licenses, supervising safety, ensuring fair
competition in access to the network, and imposing sanctions or fines
when necessary.
A recent investigation published by Solomon, Reporters United and the Forensic Architecture Initiative Athens grouped the defendants into five categories:
1. Larissa station operators, which includes the station master working Feb. 28, 2023. The accusations range from mishandling the train control to inadequate staffing. The station master claims that because of his heavy workload and outdated communication system he failed to inform the driver of the inter-city train.
2. The OSE management, including ex-CEOs and board members. They are accused of mismanagement and failure to oversee the update of communication channels, safety systems and remote control, as well as having placed inexperienced station masters into critical positions. The OSE officials shift their responsibility to other organizations and the ministry of infrastructure and transport.
3. ERGOSE officials who were responsible to put into practice the contract 717 (modernization of signalling and security infrastructure). They are being accused of failing to coordinate the success of contracts to install signaling and remote control. The consortium of companies got successive extensions without finishing their contract or being penalized.
4. Two officials from the Transport Ministry and one official of the control agency RAS are charged for the lack of legislative measures and proper supervision of the Greek railway system. The defendants argue that the ministry has no direct intervention power into the operation of OSE and ERGOSE, which function in autonomy. Ioanna Tsiparikou, the accused RAS official, states that the ministry did not do enough to control the situation.
5. Two officials from Hellenic Train are being charged for failure to install the GSM-R radio system on the trains. GSM-R (Global System for Mobile Communications – Railway) is a digital radio system functioning like a mobile network for trains which enables secure communication between train drivers, control centers, and signal operators, as well as the transmission of crucial data for control systems. It ensures fast and reliable information exchange, especially in emergency situations.
As the criminal trial is set to start on April 1, an administrative court granted a Tempi victim’s family €400,000 in damages while for the first time recognizing the Greek state’s responsibility in the deadly disaster.
Unicorn Riot will follow the trial and provide crucial developments along the way.
Cover photo contributed by Estela Valasi. - Unicorn Riot, 31/3/2026
Minister Wee: Overlooked SOPs led to Kelana Jaya LRT collision
According to the findings from the report, the empty ‘timed-out’ Train 40 experienced technical difficulties
by HARIZAH KAMEL / pic by BERNAMA
OVERLOOKING critical standard operating procedures (SOPs) has led to the Kelana Jaya light rail transit (LRT) collision on May 24, Transport Minister Datuk Seri Dr Wee Ka Siong said.
According to the findings from the report compiled by the Investigation Committee, the empty “timed-out” Train 40 experienced technical difficulties and the vehicle on-board communication (VOBC) system was halted on one of two of its VOBC systems at 6.26pm.
The standby VOBC then kicked in and in line with proper safety procedure, Train 40 then vacated passengers and remotely brought to the Lembah Subang depot via automated train operation (ATO) mode for the necessary maintenance.
However, at 8.13pm, the second VOBC on Train 40 halted and lost communication (time-out) with the Operations Controlled Centre (OCC) while en route to Lembah Subang depot.
As a failsafe system, when a train experiences time-out, it will come to a complete stop. Train 40 stopped between KLCC and Kampung Baru LRT stations.
During this time-out, the OCC was unable to detect and remotely control Train 40. A hostler (train driver) was then called to manually reset both VOBCs and drive Train 40 to the ‘re-enter’ point near Dang Wangi LRT station (after Kampung Baru station), in an attempt to return operation of Train 40 to ATO mode.
It was during the process of resetting both VOBCs and driving the Train 40 manually to the re-entry point, both the hostler and OCC’s train controller had over looked and missed critical procedures.
This inadvertently resulted in Train 40 being manually moved towards KLCC station instead of south-bound towards the designated re-entry point at Dang Wangi station.
At the same time, Train 81, with passengers on board and on the same track, was held back at KLCC LRT station and a protective manual route reservation (MRR) was implemented while Train 40’s situation was being resolved.
However, the MRR was lifted and Train 81 prematurely made to depart KLCC station towards Kampung Baru station without the proper verification that Train 40 had been safely reset and re-entered into ATO mode. This led to the collision between Train 40 and Train 81.
Investigation committee chairman Datuk Isham Ishak (picture) said from the findings, the committee found the maintenance conducted by Prasarana Malaysia Bhd is in order and according to the manual that they have already established.
“In terms of maintenance of the trains, we do not see any discrepancy or any anomaly. The trains are all well-kept and in order. It’s just that the SOPs were not followed thoroughly,” he said.
He also clarified that VOBC’s failure seldom happens but when it does, there must be a SOP where everyone must understand and follow.
Wee said the government views this incident seriously and has directed Ministry of Transport to strictly ensure that every effort is taken to review and revamp safety procedures and operating guidelines in Prasarana and Rapid Rail Sdn Bhd’s rail services and asset maintenance.
The Cabinet has accepted the Investigation Committee’s 23 recommendations for improvements which Prasarana and Rapid Rail should implement to achieve these systemic improvements expeditiously.
The recommendations consist of five short-term changes, 11 medium-term changes and seven long-term changes that would take more than six months to implement. - Malaysian Reserve, 11/6/2021
MEDIA RELEASE
MINISTER OF TRANSPORT MALAYSIA
24 MAY 2021
KELANA JAYA LRT COLLISION: MOT REPORT SUBMITTED TO CABINET WITH 23 RECOMMENDATIONS FOR SYSTEMIC IMPROVEMENTS
The Ministry of Transport has presented to the Cabinet on Wednesday, 9 June 2021, its report compiled by the Investigation Committee to examine the tragic accident which occurred on 24 May 2021 between the Kampung Baru and KLCC Light Rail Transit (LRT) stations on the Kelana Jaya line.
The Government views this incident seriously and has directed the Ministry to strictly ensure that every effort is taken to review and revamp safety procedures and operating guidelines in Prasarana Malaysia Berhad and Rapid Rail Sdn Bhd’s rail services and asset maintenance.
The Cabinet Meeting on 9 June 2021 has accepted the Investigation Committee’s 23 recommendations to achieve these systemic improvements expeditiously and the Ministry will audit the progress of these improvements periodically.
The overarching goals of the Committee’s findings are to identify any gaps and to recommend systemic improvements to both Prasarana Malaysia Berhad and Rapid Rail Sdn Bhd, and its services. Particular attention was given to ensure that the entire rail service industry and infrastructure management keep public safety as a paramount concern. This report is not for the purpose of apportioning blame nor liability on any party.
RECOMMENDATIONS FOR IMPROVEMENTS
The Committee’s findings have culminated in an analysis of factors that led to the collision, and from this analysis, there are 23 distinct recommendations for improvements which Prasarana Malaysian Bhd and Rapid Rail Sdn Bhd should implement. There are 5 short term changes, 11 medium term changes, and 7 long term changes that would take more than six months to implement.
SHORT TERM IMPROVEMENTS (within 3 months)
1. Post two hostlers (drivers), with one acting as Safety and Compliance Officer, during manual train operation within tunnels.
2. Upgrade work tools for hostlers in carrying out their duties in low visibility environments (i.e. LRT tunnels).
3. Improve checklists used by hostlers and operation control centres (OCC) during manual operation and in critical situations.
4. Set up a Sighting Committee to perform audits on track markers.
5.
Report safety performance issues and improvements periodically to
Prasarana Malaysia Berhad and Rapid Rail Sdn Bhd senior management for
review and monitoring.
MEDIUM TERM IMPROVEMENTS (within 3 to 6 months)
6. Perform technical evaluation on SOPs used for manual operation within tunnels and undertake periodic audits.
7. Perform technical evaluations on communication systems to determine improvements needed, and undertake periodic audits.
8. Improve SOPs used in OCC, and undertake periodic audits.
9. Review all SOPs governing operations during Normal, Degraded, and Critical situations.
10. Improve management accountability towards all SOPs, Emergency Response Plans and Safety procedures.
11.
Improve communication plans for Prasarana Malaysia Berhad and Rapid
Rail Sdn Bhd SOPs to ensure they are understood by all levels of staff.
12. Review and revise operations rule book, OCC manuals, and hostler’s manual.
13.
Perform Job Safety Analysis on all personnel in Safety Critical
Positions for competencies and knowledge, and undertake periodic audits.
14. Improve SOPs for energisation and de-energisation of tracks during emergency or critical situations.
15. Perform technical evaluation and audit on all safety and emergency equipment.
16. Perform risk evaluation on communications equipment between hostler and OCC.
LONG TERM IMPROVEMENTS (6 months or longer)
17. Improve refresher courses and re-certification for all hostlers and OCC personnel, to maintain their competencies.
18. Review risk profiles of stanchions within train vestibules.
19. Perform simulations on all existing and revised SOPs.
20.
Perform Reliability, Availability, Maintainability and Safety (RAMS)
study on all Prasarana Malaysia Bhd and Rapid Rail Sdn Bhd assets and
systems.
21. Improve electronic train detection systems to ensure ‘time-out’ trains are detectable remotely.
22. Fortify Rail Enforcement Division of the Land Public Transport Agency (APAD) to regulate rail service and safety standards.
23. Install ‘hot button’ system to simplify OCC control over trains during critical situations.
FACTORS LEADING TO INCIDENT
In the report, the Cabinet has been informed of the sequence of events that led to the collision. Due to a combination
of technical faults, communication between the hostler/driver and the
operations control centre (OCC) in safely manning the empty ‘timed-out’
Train 40 and release of Train 81 were compromised prior to the incident.
Train 40 experienced technical difficulties and the Vehicle On-Board Communication (VOBC) system was halted on one of two of its VOBC systems at 6.26pm on 24 May 2021. The standby VOBC, as the standard redundant safety system of the LRT trains, then kicked in. In line with proper safety procedure, Train 40 was then vacated of passengers and remotely brought to the Lembah Subang depot via Automated Train Operation (ATO) mode for the necessary maintenance.
However, at 8.13pm, the second VOBC on Train 40 halted and lost communication (time-out) with the OCC while en route to Lembah Subang depot. As a failsafe system, when a train experiences time-out, it will come to a complete stop. Train 40 stopped between KLCC and Kampung Baru LRT stations.
During this time-out, the OCC was unable to detect and remotely control Train 40. A hostler was then called to manually reset both VOBCs and drive Train 40 to the ‘re-enter’ point near Dang Wangi LRT station (after Kampung Baru station), in an attempt to return operation of Train 40 to ATO mode.
During the process of resetting both VOBCs and driving the Train 40 manually to the re-enter point, both
the hostler and OCC’s train controller had overlooked and missed
critical procedures during this process. This inadvertently resulted in
Train 40 being manually moved towards KLCC station instead of south-bound towards the designated re-entry point at Dang Wangi station.
At the same time, Train 81, with passengers on board and on the same track, was held back at KLCC LRT station and a protective Manual Route Reservation(MRR) was implemented while Train 40’s situation was being resolved.
However, the MRR was lifted and Train 81 was prematurely made to depart KLCC station towards Kampung Baru station without the proper verification that Train 40 had been safely reset and re-entered into ATO mode. This led to the collision between Train 40 and Train 81.
CONCLUSION
To
reiterate, the findings of the Investigation Committee’s report aim to
introduce systemic changes that will prevent similar future incidents
and to repair confidence in the public transport services. It is not to apportion blame nor liability on any party.
The Government of Malaysia through the Ministry will continue to cooperate with Prasarana and all other public transport service providers to find ways to continuously improve safety and security for users and employees.
DATUK SERI IR. DR. WEE KA SIONG
MINISTER OF TRANSPORT MALAYSIA
10 JUNE 2021
-END-
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