Initial report from investigators

Excerpts from the report from RAIB issued 26 February 2007

3. The current focus of the RAIB’s investigation relates to the condition of the Lambrigg 2B points at the site of the derailment. Indications are that these points were the immediate cause of the derailment. No evidence has been found to date that indicates the driving of train, the condition of train or the signalling control system contributed to the accident.

12. The line speed in the area of the derailment is 95mph and the plain line track consists of continuously welded rail laid on concrete sleepers. Lambrigg crossover consists of 113lb vertical rail, and it was laid in 1986. It is of a design commonly installed between the 1970s and early 2000s.
13. At the time of this report, the RAIB has not been able to locate evidence of the last use of the Lambrigg 2B points.
14. Network Rail report there are no outstanding faults logged for the points at Lambrigg on Network Rail’s fault management system – the record system intowhich inspection staff enter information. The RAIB have yet to examine the related records.

27. Investigation of the lock and stretcher bars in the facing points at Lambrigg crossover showed that one of three stretcher bar was missing, and bolts that secured the lock bar and another stretcher bar were not in place – some of these bolts and the associated nuts and washers were found in the ballast, but others were not. However, the RAIB search of the area has not been completed. There is no evidence that the bolts had been wrenched free. Two of the stretcher bars were fractured; in one case the nature of the fracture surface indicates that it may have been consequential to the derailment. In the other case, the fracture surface indicates that it may have predated the derailment. The latter will be confirmed by further analysis.


There was therefore no complete stretcher bar in place between the switch rails immediately before the derailment. The left hand switch rail was free to move across close to the left hand stock rail whilst the right hand switch rail remained, correctly, against the right hand stock rail.

36. The RAIB has carried out a preliminary review of the recent maintenance of the points at Lambrigg based upon documents provided by Network Rail.
37. This review indicates that all recently scheduled tests of the points took place on the Network Rail scheduled dates. The RAIB will further review when visual inspections were carried out. There is evidence that the last scheduled visual inspection on Sunday 18 February did not take place. The RAIB will carry out further investigation into the content of these tests and inspections.
38. Network Rail’s New Measurement Train ran over the site on Wednesday 21 February. This train records the geometry of the track and also takes a video record of the track. The RAIB is currently in the process of reviewing these records.

Text from BBC website 26 February 2007

Investigators have found one of three stretcher bars was not in position, one had nuts and bolts missing and two were fractured.

The bars join the moving rails, keeping them a set distance apart.

One of the stretcher bars was possibly fractured before Friday night's West Coast Main Line crash and one possibly after, the Rail Accident Investigation Branch (RAIB) said in its report.

It also said there was no evidence the bolts had been "wrenched free" and indications were that the points "were the immediate cause of the derailment".

Network Rail chief executive John Armitt said his organisation was "devastated" by the report and he offered an "unreserved apology".