DPR Commission V Highlights Signalling Issues Following KRL and KA Anggrek Collision

The Chairman of Commission V of the Indonesian House of Representatives (DPR RI), Lasarus, has highlighted issues regarding railway signalling following the collision between the KA Anggrek (formerly KA Argo Bromo Anggrek) and a KRL commuter train at Bekasi Timur Station. Lasarus stated that the responsibility for railway signalling lies with the Ministry of Transport (Kemenhub).

During an initial evaluation meeting regarding the accident, Lasarus raised concerns about the lack of integration within the signalling system on a single track. “During the evaluation meeting for this train accident, which my colleagues may remember, I questioned the signalling. It is strange that within a single track sequence, the signals are not integrated,” said Laslagus.

He noted that there was no connection between the accident site and the area one kilometre behind it. He argued that in the event of a collision, the entire railway system should automatically trigger a warning. “Ideally, when a collision occurs on one track, the brakes should automatically turn red across the entire railway system. I previously stated that according to the KNKT (National Transportation Safety Committee) findings, the signalling system is not integrated,” he added.

Lasarus mentioned that he has provided recommendations to the Minister of Transport, Dudy Purwagandhi, and the President Director of PT KAI, suggesting a separation of authority. He requested that railway infrastructure management be handled solely by PT KAI. “I suggested yesterday that PT KAI, as the operator, should simply take over. Those from the Ministry of Transport should act only as regulators and not interfere with the infrastructure at KAI. This is also an issue,” he said.

Lasarus noted that the procurement of signalling systems has historically been handled by the Ministry of Transport, making it the Ministry’s responsibility. “The Ministry of Transport is the one procuring these signals, not KAI. This is a Ministry project; therefore, the Ministry is responsible,” he stated.

Previously, the National Transportation Safety Committee (KNKT) released its investigation results regarding the fatal accident between the KA Anggrek and the KRL at Bekasi Timur Station, which resulted in 16 deaths. The KNKT outlined several findings and contributing factors, ranging from microphone issues to scratches on the locomotive windshield.

The KNKT report included 60 specific findings. These included discrepancies between actual train movements and the Train Service Schedule (GAPEKA). The KNKT found that KRL KA 5068A departed from Bekasi Station 8 minutes and 32 seconds late, while KA Anggrek (KA 4B) departed 3 minutes and 17 seconds earlier than scheduled.

Furthermore, there were discrepancies in the time references used across various communication types, including the Jakarta Daop 1 Train Control Centre, locomotive loggers, signalling system loggers, and CCTV systems. The KNKT also identified communication failures, noting that information regarding the KRL being held at Bekasi Timur Station due to crowds following a separate accident with an electric taxi was not communicated to the South PPKP officers.

The KNKT also noted that the driver of KA 5568A contacted the South PPKP via individual calls rather than emergency calls, and that noise pollution from various operational systems at the South PPKP hindered communication. Additionally, the locomotive’s polycarbonate windshield was found to have numerous wiper scratches and swirl marks, causing light from the headlights to scatter significantly into the cabin. Finally, the KNKT found that the driver of KA Anggrek had not received training for emergency braking scenarios and that there were no procedures for emergency braking at high speeds on curved tracks.