Pictures courtesy of Khaosod

Structural engineers have identified several irregularities at a construction site after a crane collapsed onto a passenger train in Sikhiu district, while confirming that the primary cause has not yet been determined. The incident has disrupted rail services and prompted a safety inspection before recovery work could begin. Officials said the findings remain preliminary and further analysis is required.

The collapse occurred along a section of railway where construction is taking place above active tracks due to land constraints set by the State Railway of Thailand. A passenger train was struck by the falling crane and sliding beam. Italian-Thai Development Public Company Limited is responsible for the construction work at the site.

On January 17, 2026, Mr Chuleart Jitjueajun, vice president of the Structural Engineers Association of Thailand, led a team to inspect the area. The inspection was conducted before the company proceeded with plans to remove the collapsed crane and beam from the railway tracks. Mr Chuleart said the visit aimed to examine potential civil engineering issues and identify factors that may have contributed to the collapse.

Engineers reported that the site had been partially cleared and access was granted by the landowner without obstruction. Preliminary findings indicated several elements lacked sufficient stability or strength, although officials stressed this did not yet allow for a definitive conclusion. The inspection focused on the failure of the PT bars, prestressed steel, used to support the large structure during the construction.

PT bars are designed primarily to withstand tensile forces, but some at the site showed signs of shear failure. Such failures can occur when lateral forces exceed design expectations. Inspectors also found that each support point had only two PT bars installed, while four are typically recommended to improve resistance to tensile and compressive forces.

Mr Chuleart said further analysis was needed to determine whether design calculations adequately accounted for real-world forces during construction. He added that other factors, including supervisory oversight, machinery malfunction or equipment deterioration, could not be ruled out. He also noted that Thailand currently lacks strict, legally enforced standards for construction machinery inspections, with most guidelines remaining advisory.

Khoasod reported that officials said removal of the crane parts is expected to take up to three days. Investigations will continue as authorities assess safety measures for construction near operational rail lines.

Key Takeaways

• Engineers identified stability and strength concerns but have not confirmed the primary cause.

• PT bars showed signs of shear failure, with fewer supports installed than typically recommended.

• Crane removal is expected to take up to three days as investigations continue.

Original Story

Multiple-deaths-after-crane-collapses-onto-passenger-train

  

Adapted by ASEAN Now from Khaosod 2026-01-18

 

 

1 hour ago, Georgealbert said:

The inspection focused on the failure of the PT bars, prestressed steel, used to support the large structure during the construction.

First thing that springs to my mind is where are these PT bars from. Imported from China or made in a Chinese owned steel mill in Thailand perhaps?

1 hour ago, dinsdale said:

First thing that springs to my mind is where are these PT bars from. Imported from China or made in a Chinese owned steel mill in Thailand perhaps?

And why only two PT bars instead of four as recommended?

36 minutes ago, Hawaiian said:

And why only two PT bars instead of four as recommended?

Cost cutting.

13 minutes ago, dinsdale said:

Cost cutting.

Of course, money trumps safety.

9 minutes ago, Hawaiian said:

Of course, money trumps safety.

All part of the corruption. Keep in mind that this is part of the Chinese Belt and Road Initiative even though China was very quick to come out and say "not our fault" (paraphrasing). One has to wonder how much more "cost cutting" is happening.

41 minutes ago, dinsdale said:

1 hour ago, Hawaiian said:

And why only two PT bars instead of four as recommended?

Cost cutting.

Pocket filling.

Charge for four, but use only two.

4 hours ago, Georgealbert said:

The collapse occurred along a section of railway where construction is taking place above active tracks due to land constraints set by the State Railway of Thailand.

Anyone else think it's a bad idea to run cranes above people? Or more accurately, to allow people to be under a working crane.

36 minutes ago, impulse said:

Anyone else think it's a bad idea to run cranes above people? Or more accurately, to allow people to be under a working crane.

Was there any risk management undertaken. this is public money being spent why was there no goverment oversight on site.

Considering all the road project collapses, building collapses, sinkholes large and small, and so on.... these are so frequent as to be considered 'regularities'.... perhaps a job that was done to good spec, good materials, construction tech, etc are the 'irregularities'

4 hours ago, Hawaiian said:

And why only two PT bars instead of four as recommended?

"He also noted that Thailand currently lacks strict, legally enforced standards for construction machinery inspections, with most guidelines remaining advisory."

This statement is concerning. Perhaps 4 PT bars are advised, but not compulsory.

Regardless of all the speculation about the engineering aspects of the disaster at this time, there is one simple fact - the crane should not have been operating while the train was passing underneath!

There are strict regulations, and this tragedy suggests a catastrophic failure in adhering to them.

While specific Thai regulations would be in the Building Control Act and directives from the Department of Public Works and Town & Country Planning, the universal safety principles (which Thailand's laws are based on) are clear:

1. Traffic Control & Exclusion Zones: Construction permits for work near railways (especially elevated ones) mandate the creation of a complete exclusion zone or protected area beneath and around the crane's swing radius. All rail traffic must be stopped when any lifting operation is planned that brings the load or boom over the tracks. Cranes should not be in a position to swing over live tracks during operation.

2. Rail Authority Coordination (Critical): The construction company is legally required to coordinate closely with the State Railway of Thailand (SRT) or the BTS operator. This involves submitting detailed work plans, schedules, and safety protocols. Work over or near the tracks typically requires a scheduled "possession" or "blockage" of the rail line, where train service is temporarily halted.

3. Permits for Oversailing: Any part of a crane or its load that "oversails" (protrudes over) a public railway requires specific permits and risk assessments.

4. Method Statements & Risk Assessments: The construction company must provide detailed documents on how crane operations will be conducted safely, specifically identifying the hazard of nearby rail lines and outlining the measures to eliminate risk (like scheduling work outside train hours or implementing full stoppages).

What likely went wrong in this case (based on initial reports):

· The crane was not actively lifting at the moment of collapse; it was "slewing" (rotating) in an unloaded state to move to a new position.

9

· Safety protocols likely failed at multiple levels:

· The crane may have been positioned too close to the track with its boom aligned over it, even while "idle."

· A critical mechanical failure (in the slewing ring, boom structure, or a wire rope) occurred during this routine movement.

· The required exclusion zone (a clear area where the boom could fall) was either not established or was fatally encroached upon by the railway.

· Coordination with BTS to halt trains during all crane movements (not just lifts) may have been inadequate or violated.

In short: Regulations exist to prevent this exact scenario. The investigation must focus on whether these regulations were flawed, or more likely, were ignored, inadequately implemented, or bypassed by the construction company and supervising authorities.

The fundamental rule is: you do not operate a crane where its failure could impact a live railway line without first stopping the trains!

I bet we're all really looking forward to Chinese built atomic power stations.

15 minutes ago, cooked said:

I bet we're all really looking forward to Chinese built atomic power stations.

And who is the first to volunteer to a deep dive in the submarines that are on order LOL.

Likely a repeat of what caused the government building to collapse--a combination of things but mostly criminal cost-cutting.

On 1/18/2026 at 5:12 AM, dinsdale said:

First thing that springs to my mind is where are these PT bars from. Imported from China or made in a Chinese owned steel mill in Thailand perhaps?

First thing that springs to my mind, are poor maintenance of equipment, over-loading, untrained personnel.

On 1/18/2026 at 7:01 AM, dinsdale said:

Cost cutting.

Nothing fatal, though this reminds me of a street in my area that was completely full of holes. The road was renovated, but about half of it remained holes. With the concrete saved, one of those involved could certainly build a house.

It is very likely that the company is deep into the pockets of many senators and nothing major will happen as a result of this investigation. The real question is where were these engineers prior to these accidents, and why weren't they being utilized as part of safety protocols?

On 1/18/2026 at 8:54 AM, impulse said:

Anyone else think it's a bad idea to run cranes above people? Or more accurately, to allow people to be under a working crane.

As a (lapsed) certificated banksman/slinger, nobody is supposed to be underneath any suspended load during crane operations. Standard procedures also include having a recorded lifting plan that has been discussed and agreed by all parties prior to the operation.

The excellent post earlier by @Jim Waldron summarises what specific safety protocols should have been in place. It also offers a realistic opinion on what was the root cause, be it a lapse in, or wilful violation of these protocols, an operational scenario that wasn't addressed by these protocols, or an unexpected mechanical failure.

On 1/18/2026 at 6:24 AM, Hawaiian said:

And why only two PT bars instead of four as recommended?

Install two, get free eggroll!

23 hours ago, Jim Waldron said:

Regardless of all the speculation about the engineering aspects of the disaster at this time, there is one simple fact - the crane should not have been operating while the train was passing underneath!

There are strict regulations, and this tragedy suggests a catastrophic failure in adhering to them.

While specific Thai regulations would be in the Building Control Act and directives from the Department of Public Works and Town & Country Planning, the universal safety principles (which Thailand's laws are based on) are clear:

1. Traffic Control & Exclusion Zones: Construction permits for work near railways (especially elevated ones) mandate the creation of a complete exclusion zone or protected area beneath and around the crane's swing radius. All rail traffic must be stopped when any lifting operation is planned that brings the load or boom over the tracks. Cranes should not be in a position to swing over live tracks during operation.

2. Rail Authority Coordination (Critical): The construction company is legally required to coordinate closely with the State Railway of Thailand (SRT) or the BTS operator. This involves submitting detailed work plans, schedules, and safety protocols. Work over or near the tracks typically requires a scheduled "possession" or "blockage" of the rail line, where train service is temporarily halted.

3. Permits for Oversailing: Any part of a crane or its load that "oversails" (protrudes over) a public railway requires specific permits and risk assessments.

4. Method Statements & Risk Assessments: The construction company must provide detailed documents on how crane operations will be conducted safely, specifically identifying the hazard of nearby rail lines and outlining the measures to eliminate risk (like scheduling work outside train hours or implementing full stoppages).

What likely went wrong in this case (based on initial reports):

· The crane was not actively lifting at the moment of collapse; it was "slewing" (rotating) in an unloaded state to move to a new position.

9

· Safety protocols likely failed at multiple levels:

· The crane may have been positioned too close to the track with its boom aligned over it, even while "idle."

· A critical mechanical failure (in the slewing ring, boom structure, or a wire rope) occurred during this routine movement.

· The required exclusion zone (a clear area where the boom could fall) was either not established or was fatally encroached upon by the railway.

· Coordination with BTS to halt trains during all crane movements (not just lifts) may have been inadequate or violated.

In short: Regulations exist to prevent this exact scenario. The investigation must focus on whether these regulations were flawed, or more likely, were ignored, inadequately implemented, or bypassed by the construction company and supervising authorities.

The fundamental rule is: you do not operate a crane where its failure could impact a live railway line without first stopping the trains!

You are correct in all you say. However, the real problem is enforcement, fragmentation of responsibility, and safety culture, not the absence of rules.

This is where Thailand differs sharply from Western countries.

a) Enforcement is inconsistent and often reactive

• Inspections are limited

• Paper compliance often substitutes for real compliance

• Enforcement ramps up after fatalities, then fades

b) Fragmented responsibility

Projects often involve:

• Main contractor

• Subcontractor

• Sub-subcontractor

• Consulting engineer

• Government authority

• Rail operator

This creates:

• Blurred accountability

• “Not my responsibility” gaps

• Safety assumptions rather than verification

c) Safety culture is compliance-driven, not risk-driven
In many Thai projects:

• Risk assessments are documents, not tools

• Method statements are submitted but not rigorously enforced

• Workers follow instructions, not hazard logic

• Stopping work is culturally difficult

This is a cultural issue, not an intelligence issue.

d) Economic pressure dominates safety decisions

• Tight schedules

• Penalties for delay

• Informal expectations to “make it work”

• Reluctance to halt trains due to public disruption

This leads to risk being tolerated rather than eliminated.

Sadly, I expect that there will be the usual temporary safety crackdowns, more public statements, internal reviews, possibly fines or prosecutions... and then a quiet continuation of existing practices.

13 minutes ago, IsaanT said:

You are correct in all you say. However, the real problem is enforcement, fragmentation of responsibility, and safety culture, not the absence of rules.

This is where Thailand differs sharply from Western countries.

a) Enforcement is inconsistent and often reactive

• Inspections are limited

• Paper compliance often substitutes for real compliance

• Enforcement ramps up after fatalities, then fades

b) Fragmented responsibility

Projects often involve:

• Main contractor

• Subcontractor

• Sub-subcontractor

• Consulting engineer

• Government authority

• Rail operator

This creates:

• Blurred accountability

• “Not my responsibility” gaps

• Safety assumptions rather than verification

c) Safety culture is compliance-driven, not risk-driven
In many Thai projects:

• Risk assessments are documents, not tools

• Method statements are submitted but not rigorously enforced

• Workers follow instructions, not hazard logic

• Stopping work is culturally difficult

This is a cultural issue, not an intelligence issue.

d) Economic pressure dominates safety decisions

• Tight schedules

• Penalties for delay

• Informal expectations to “make it work”

• Reluctance to halt trains due to public disruption

This leads to risk being tolerated rather than eliminated.

Sadly, I expect that there will be the usual temporary safety crackdowns, more public statements, internal reviews, possibly fines or prosecutions... and then a quiet continuation of existing practices.

very good post but i think you have forgoten a major downfall on all of these projects and that is corupption from the top to the bottom

19 minutes ago, IsaanT said:

You are correct in all you say. However, the real problem is enforcement, fragmentation of responsibility, and safety culture, not the absence of rules.

Thai's don't believe in safety, safety of others even less, TIT.

On 1/18/2026 at 9:54 AM, impulse said:

Anyone else think it's a bad idea to run cranes above people? Or more accurately, to allow people to be under a working crane.

Yup, me! Where I work there are mandatory crane lifting and manoeuvring plans that mandate barriered "no entry" fatal zones that stop people from entering areas underneath working cranes. A pretty basic and simple requirement. It must be said that some companies still fail to adhere to their own plans, and people have died as a result (see link below). There will be consequences though, unlike in some other countries.

https://www.thestandard.com.hk/hong-kong-news/article/321582/One-dead-two-injured-as-gas-cylinders-fall-at-Tsuen-Wan-construction-site

https://www.thestandard.com.hk/hong-kong-news/article/321883/Labour-chief-vows-swift-probe-and-tough-action-on-recent-fatal-industrial-accidents

Corruption, a lack of interest in safety and a desire for cost cutting to enhance profits- a lethal combination that we have sadly seen on many instances in LOS

3 minutes ago, Divorce Lifeline said:

Corruption, a lack of interest in safety and a desire for cost cutting to enhance profits- a lethal combination that we have sadly seen on many instances in LOS

And many other places round the world. Think "Grenfell" and "Tai Po".

And where were these 'Engineers' and / or SafEty Officers before the collappse carrying out regular Safety Checks on such a Heavy Duty Project ? Counting Baht Notes out of Envelopes no doubt !

On 1/18/2026 at 6:24 AM, Hawaiian said:

And why only two PT bars instead of four as recommended?

la-zeeeeeeeeeeeeeeeee and cheaper ( and nobody was watching ! )

On 1/18/2026 at 11:03 AM, Jim Waldron said:

Regardless of all the speculation about the engineering aspects of the disaster at this time, there is one simple fact - the crane should not have been operating while the train was passing underneath!

There are strict regulations, and this tragedy suggests a catastrophic failure in adhering to them.

While specific Thai regulations would be in the Building Control Act and directives from the Department of Public Works and Town & Country Planning, the universal safety principles (which Thailand's laws are based on) are clear:

1. Traffic Control & Exclusion Zones: Construction permits for work near railways (especially elevated ones) mandate the creation of a complete exclusion zone or protected area beneath and around the crane's swing radius. All rail traffic must be stopped when any lifting operation is planned that brings the load or boom over the tracks. Cranes should not be in a position to swing over live tracks during operation.

2. Rail Authority Coordination (Critical): The construction company is legally required to coordinate closely with the State Railway of Thailand (SRT) or the BTS operator. This involves submitting detailed work plans, schedules, and safety protocols. Work over or near the tracks typically requires a scheduled "possession" or "blockage" of the rail line, where train service is temporarily halted.

3. Permits for Oversailing: Any part of a crane or its load that "oversails" (protrudes over) a public railway requires specific permits and risk assessments.

4. Method Statements & Risk Assessments: The construction company must provide detailed documents on how crane operations will be conducted safely, specifically identifying the hazard of nearby rail lines and outlining the measures to eliminate risk (like scheduling work outside train hours or implementing full stoppages).

What likely went wrong in this case (based on initial reports):

· The crane was not actively lifting at the moment of collapse; it was "slewing" (rotating) in an unloaded state to move to a new position.

9

· Safety protocols likely failed at multiple levels:

· The crane may have been positioned too close to the track with its boom aligned over it, even while "idle."

· A critical mechanical failure (in the slewing ring, boom structure, or a wire rope) occurred during this routine movement.

· The required exclusion zone (a clear area where the boom could fall) was either not established or was fatally encroached upon by the railway.

· Coordination with BTS to halt trains during all crane movements (not just lifts) may have been inadequate or violated.

In short: Regulations exist to prevent this exact scenario. The investigation must focus on whether these regulations were flawed, or more likely, were ignored, inadequately implemented, or bypassed by the construction company and supervising authorities.

The fundamental rule is: you do not operate a crane where its failure could impact a live railway line without first stopping the trains!

only 1 tiny problem ..... T.I.T.

On 1/18/2026 at 5:12 AM, dinsdale said:

First thing that springs to my mind is where are these PT bars from. Imported from China or made in a Chinese owned steel mill in Thailand perhaps?

I think that the first thing that should come to mind is that the engineers found only two such bars at support points instead of the normally recommended four!

Do you have some kind of fixation against Chinese made goods? Although there is no confirmation that the steel involved came from China anyway.