Selby rail crash

The passenger train was an InterCity 225 operating as 1F23, the Great North Eastern Railway (GNER) 04:45 service from Newcastle to London King's Cross with 99 occupants onboard. It consisted of a leading Driving Van Trailer (DVT), nine Mark 4 coaches, and a trailing Class 91 locomotive. The InterCity 225 operates in a push-pull configuration; in normal operations, the DVT is the lead vehicle for southbound services such as this one, remotely controlling the pushing Class 91 locomotive at the rear.{{sfn|HSE|2002|pp=5, 24, 20}} The freight train was operating 6G34, the Freightliner 05:00 service from Immingham Docks to Eggborough power station. It consisted of a leading Class 66 locomotive, and sixteen fully laden coal wagons.{{sfn|HSE|2002|pp=27, 10}}

The car was a Land Rover Defender, which was towing a trailer loaded with a Renault Savanna estate car.{{sfn|HSE|2002|pp=9, 13}} It was being driven by 36-year-old Gary Hart on a {{convert|145|miles|abbr=on}} journey from his home in Strubby, Lincolnshire, which he left at 04:40, to his work in Wigan.{{cite news |date=6 March 2001 |title=First report on Selby train crash |url=https://www.theguardian.com/uk/2001/mar/06/selby.railtravel2 |access-date=24 August 2024 |work=The Guardian |issn=0261-3077}}{{cite news |date=13 December 2001 |title=Crash driver's marathon phone chats |work=BBC News |url=http://news.bbc.co.uk/2/hi/uk_news/england/1704519.stm |access-date=24 August 2024 }}

The accident occurred on a section of the East Coast Main Line. The line speed for this section is {{convert|125|mph|abbr=on}} and passes under the M62 motorway. In the southbound direction, there is a trailing set of points connecting a freight yard to the Up line.{{sfn|HSE|2002|p=9}}

{{Multiple image |align=left |direction=vertical |width=250px |image1=GNER train steams into Alnmouth Station - 07 June 2005.jpg |image2=66526 , North Wingfield (7649840470).jpg |alt1=An InterCity 225 train travelling towards the camera, entering the platform at Alnmouth railway station |alt2=A Class 66 locomotive hauling wagons towards the camera |footer=An InterCity 225 led by a Driving Van Trailer (top) and a Class 66 locomotive (bottom), similar to those involved in the crash}}

The accident sequence began at approximately 06:13 on 28 February 2001, when the car left the westbound carriageway of the motorway just before the bridge over the rail line. The vehicle travelled down an embankment and onto the southbound railway track.{{sfn|HSE|2002|pp=9–10}} After a failed attempt to reverse off the track, Hart exited the vehicle and called the emergency services using his mobile telephone. While he was on the phone, the Land Rover was hit by the InterCity 225.{{sfn|HSE|2002|p=10}} The sound of the train's horn and the collision with the car was captured on the call.{{cite news |last=Wainwright |first=Martin |date=30 November 2001 |title=999 call played at rail crash court |url=https://www.theguardian.com/uk/2001/nov/30/selby.railtravel |access-date=10 August 2024 |work=The Guardian |issn=0261-3077}}

After striking the Land Rover, the leading bogie of the DVT derailed, but the train stayed upright. The set of trailing points from the freight yard then deflected it into the path of the oncoming freight train.{{cite news|url=https://www.yorkshirepost.co.uk/news/respects-paid-anniversary-great-heck-crash-1803064|title=Respects paid on anniversary of Great Heck crash|date=28 February 2016|work=The Yorkshire Post|accessdate=19 May 2020|archive-date=11 January 2021|archive-url=https://web.archive.org/web/20210111235948/https://www.yorkshirepost.co.uk/news/respects-paid-anniversary-great-heck-crash-1803064|url-status=live}} The freight train and the InterCity 225 collided approximately {{convert|642|m|order=flip}} from the InterCity 225's impact with the Land Rover, resulting in the near-total destruction of the DVT and moderate to severe damage to all nine of the InterCity 225's coaches. Most of the coaches overturned and came to rest down an embankment to the east side of the track, in a field adjacent to the railway line just south of another bridge.{{sfn|HSE|2002|pp=11, 15}} The trailing locomotive of the InterCity 225 was derailed but remained upright and suffered only minor damage. The freight locomotive lost its bogies after impact, with debris from the DVT jammed underneath, rupturing its fuel tank.{{sfn|HSE|2002|p=15}} It overturned onto its left side, coming to rest in the garden of a house next to the line, north of the bridge. The first nine wagons following it were derailed and damaged to varying extents.{{sfn|HSE|2002|pp=27-28}} Two wagons that left the line with the freight locomotive flattened a caravan and garage on the grounds of the house all three came to rest in, but stopped short of striking the house itself.{{cite news |date=28 February 2021 |title=Selby rail crash: Disaster remembered 20 years on |work=BBC News |url=https://www.bbc.com/news/uk-england-york-north-yorkshire-56085631 |access-date=27 May 2022}}

Ten people were killed, including both train drivers, and 82 were injured, all as a result of the collision between the freight train and the InterCity 225.{{sfn|HSE|2002|pp=5,30}} Survivors of the crash included a train driver who was travelling in the cab of the freight train, supervising the experienced driver who was learning a new route.{{cite news |last=Carter |first=Helen |date=10 September 2003 |title=Trapped driver tells of crash ordeal |url=https://www.theguardian.com/uk/2003/sep/10/selby.railtravel |access-date=25 August 2024 |work=The Guardian |issn=0261-3077}}

Her Majesty's Railway Inspectorate, part of the Health and Safety Executive (HSE), was notified of the crash at 06:55, and four inspectors arrived at the scene at 09:24. Another four inspectors arrived shortly thereafter. The HSE released an interim report on 6 March 2001. It was conducted with the assistance of several entities, including GNER and Freightliner, the operators of the trains; Railtrack, the owner of the railway infrastructure; both South and North Yorkshire Police, the British Transport Police, and the Highways Agency.{{cite journal |date=1 October 2001 |title=UK Health & Safety Executive publishes interim report into Selby rail crash |url=https://www.emerald.com/insight/content/doi/10.1108/dpm.2001.07310dab.002/full/html |access-date=18 August 2024 |journal=Disaster Prevention and Management |volume=10 |issue=4 |doi=10.1108/dpm.2001.07310dab.002 |issn=0965-3562|url-access=subscription }} Investigators recovered the data recorder of the freight locomotive, but the InterCity 225 had not yet been fitted with one under GNER's rolling programme of installation.{{sfn|HSE|2001|p=6}}

The HSE released their final report into the accident on 4 December 2002.{{cite news |last=Wainwright |first=Martin |date=5 December 2002 |title=Rail crash inquiry calls for monitors |url=https://www.theguardian.com/uk/2002/dec/05/selby.railtravel |access-date=24 August 2024 |work=The Guardian |issn=0261-3077}} It stated that no defects were found with any of the railway infrastructure that could have contributed to the outcome of the crash, and that the motorway complied with the standards at the time.{{sfn|HSE|2002|p=7}}

At the time of the impact with the car, the InterCity 225 was estimated to have been travelling at a speed of {{convert|120|mph|abbr=on}} to {{convert|125|mph|abbr=on}}. After the initial collision, the train then slowed to an estimated speed of {{convert|88|mph|abbr=on}} prior to the impact with the freight train, which was estimated to have been travelling at {{convert|54|mph|abbr=on}}. With an estimated closing speed of {{convert|142|mph|abbr=on}}, the collision between the trains is the highest-speed railway incident that has occurred in the UK.{{sfn|HSE|2002|pp=10, 34}}

The HSE report considered the crashworthiness of the trains. The InterCity 225 had 99 occupants at the time, out of a total seating capacity of 544. The DVT suffered major damage, which included the cab being separated from the underframe. This was due to it being more lightweight, and having a lower ride height than the freight locomotive it collided with.{{sfn|HSE|2002|p=22}} 45 of the 52 seriously injured passengers, and all eight fatalities, were travelling in the first five coaches. These coaches were noted for having the most damage, with their survival space reduced due to several impacts. Overall, the report noted that the coaches performed well in the crash, considering the high speeds involved.{{sfn|HSE|2002|p=24}}

The front and right side of the freight locomotive suffered heavy damage as a result of the impact with the DVT. Though the locomotive's body had a robust construction, which meant it only suffered relatively minor structural damage compared to the other vehicles involved in the accident, its design meant that it did not have any energy absorbing features. The report added "Its design does not appear to complement the crashworthy considerations that guide the construction of passenger vehicles that use the same rail network." Some freight wagons impacted the passenger train's coaches, causing extensive damage. This was partially due to the angular design of the wagons, which was also noted in the Southall rail crash investigation.{{sfn|HSE|2002|pp=28–29}}

Overall, the HSE report recommended that further research be conducted on how derailments occur and how the vehicles behave during them. This research should consider several factors, such as vehicle construction and safety features such as obstacle deflectors and bogie retention. It raised concerns relating to the design of freight trains as a whole, and mentioned that future designs should include features such as energy absorption functionality and bogie retention. It also stated that freight vehicles should avoid aggressive corners at possible interfaces with passenger trains in the event of a crash. Tripwires similar to those already used close to airport runways were mentioned as potentially warranting further research. These could detect the incursion of a road vehicle onto railway property, and interface with different train control systems. Although this may not help when a train is already close to the incident, it could provide an early warning to the incursion in other cases.{{sfn|HSE|2002|pp=37–38}}

In response to the crash, the Health and Safety Commission (HSC) and Highways Agency (HA) created working groups to look into the risk of incursions onto railway property.{{sfn|DfT|2003|p=1}} The HSC reviewed previous incidents of road vehicles entering railway property other than at level crossings, and the HA reviewed the use of safety barriers on the nearside of major roads.{{sfn|HSC|2002|pp=5-6}}{{sfn|HA|2002|loc=chpt. 1}} Both groups published their reports on 25 February 2002.{{sfn|DfT|2003|p=1}}

The HSC identified that of the ~50 vehicles that incur onto railway property each year, ~5 are hit by a train. The working group stated that they expected a derailment to occur every one to two years, and that around one in a hundred of these derailments would then involve a collision with another train. They calculated that a similar event on the scale of the Selby rail crash would occur every 300–400 years. This resulted in a risk of ~0.1 deaths per year for occupants in trains, and ~0.4 deaths per year for occupants in road vehicles.{{sfn|HSC|2002|pp=8-11}}

The HSC working group compared the ~0.5 deaths per year previously calculated to the ~600 deaths per year in accidents where road vehicles leave the carriageway in general, and the ~20 deaths per year in general rail accidents. The working group concluded that the risk was tiny in comparison to other road risks, and small in comparison to other rail risks. They stated that considerations should still be made to reduce the rail risk, but that these should not outweigh other projects tackling higher risks to road and rail.{{sfn|HSC|2002|pp=12-14}}

Several methods of reducing risk were considered by the HSC working group. These included publicity campaigns to educate drivers, and tackling vandalism and careless behaviour. The report also included methods for reducing the severity of incursions onto railway property. These included measures in preventing incursions from reaching a point where a line is obstructed, preventing trains from hitting vehicles on the line, and reducing the severity of train collisions if they did occur.{{sfn|HSC|2002|pp=24-29,35}} Overall, the report made recommendations including enabling and carrying out risk assessments; appropriately responding to those risk assessments; and implementing improvements where necessary.{{sfn|HSC|2002|pp=33-36}}

The HA working group reviewed historical data for road vehicles leaving the carriageway towards the nearside, using police-submitted accident reports. These reports were only completed where injuries occurred, and the working group found that non-fatal accidents were under-reported to the police. From the data, they found that such accidents only accounted for 5% of all road accidents, but for 11% of annual road fatalities.{{sfn|HA|2002|loc=chpt. 2}} They calculated that around 0.4 vehicles a year would leave a major road to the nearside, and reach a rail line without being stopped by either a safety barrier or hazard. They found that unprotected nearside road hazards carry a higher economic risk than the hazard associated with a vehicle reaching a rail line, mainly due to the much lower likelihood of the latter occurring.{{sfn|HA|2002|loc=chpt. 3}}

The HA working group found no risk assessment process in place for providing safety barriers at specific sites. A standard did exist for where to place safety barriers. This standard was risk assessed at the design stage.{{sfn|HA|2002|loc=chpt. 3}} Overall, the HA working group found that the existing standards for the provision of safety barriers were sufficient, but made recommendations including further research to protect against collisions with nearside hazards; further developing risk assessments for providing safety barriers; and improving the collection of accident data, including accidents without any injuries.{{sfn|HA|2002|loc=chpt. 6}}

The Department for Transport (DfT) released a report in February 2003 outlining steps to manage the risk of future railway incursions by road vehicles, in response to the recommendations in the HSC and HA reports.{{sfn|DfT|2003|p=1}} It stated that all sites where vehicles could enter railway property, such as at bridges and parallel roads (but excluding level crossings) should be given a risk score. Forms and detailed criteria for different types of carriageways, and example cases for specific sites were included, and a mitigation spreadsheet was provided to choose cost-effective methods of reducing risks at identified sites. The spreadsheet calculates the cost-effectiveness of each option, but the report noted that engineers should still use their judgement on the suitability of the options at each site.{{sfn|DfT|2003|pp=3–5,10}} The DfT has since updated the report in September 2020 with improved guidance for risk assessing a road vehicle striking a bridge, and debris subsequently landing on the railway.{{cite web |date=11 September 2020 |title=Managing accidental rail obstructions by road vehicles (TAL 06/03) |url=https://www.gov.uk/government/publications/managing-accidental-rail-obstructions-by-road-vehicles-tal-0603#full-publication-update-history |access-date=23 March 2025 |website=gov.uk }}

An increase in the score by two points doubles the risk. For example, a score of 90 has around a million times greater risk compared with a score of 50.{{sfn|DfT|2003|p=17}} Mitigations should be considered for sites with a score above 90, and the practicality of mitigations should be considered for scores between 70 and 90.{{sfn|RAIB|2014|p=14}}

{{notelist|group=dft_table}}

The Rail Accident Investigation Branch (RAIB) referenced the DfT report in its report into a road vehicle incursion onto railway property in Aspatria, Cumbria in October 2013. In this incident, an unattended vehicle from a side road rolled down a hill, crossed a main road, and broke through a wooden fence surrounding the railway. The vehicle then rolled down a cutting and stopped across two tracks.{{sfn|RAIB|2014|p=7}} The RAIB report stated that the DfT report did not take into account how the risk of an incursion from a runaway vehicle travelling downhill from a side road would be combined with the risk from the neighbouring main road. This could lead to the risk at some sites being underestimated.{{sfn|RAIB|2014|p=17}} It made a recommendation to the DfT to review and amend its report to make sure that this risk is considered.{{sfn|RAIB|2014|p=23}} The DfT reported that it had implemented actions in response to this recommendation.{{sfn|RAIB|2018|p=2}} It updated the report in July 2017 to include guidance for risk assessing side roads joining neighbouring roads to the railway.

Hart was tried at Leeds Crown Court on ten counts of causing death by dangerous driving.{{cite news |date=28 November 2001 |title=Selby crash driver trial begins |url=http://news.bbc.co.uk/2/hi/uk_news/1680328.stm |website=BBC News |access-date=10 August 2024 }} He pleaded not guilty. The prosecution alleged that Hart had fallen asleep while driving, after having spent five hours the previous night on the phone to a woman he had met through an advert on an internet dating agency.{{cite news |date=28 November 2001 |title=Selby driver 'fell asleep' at the wheel |url=http://news.bbc.co.uk/2/hi/uk_news/england/1680492.stm |website=BBC News |access-date=10 August 2024 }} He had been on the phone call from 21:48 to 02:58, and sent text messages between 03:11 and 03:57. He did not get any sleep before leaving his house and starting his journey 90 minutes after the end of the phone call.{{cite news |last=Ward |first=David |date=14 December 2001 |title=Fast life of man who rarely slept |url=https://www.theguardian.com/uk/2001/dec/14/selby.railtravel4 |access-date=11 August 2024 |work=The Guardian |issn=0261-3077}} As part of their investigation, the police tried to replicate the drive, which was {{convert|65|miles|abbr=on}} in 70 minutes. With a police escort, and after going like a "bat out of hell", they completed the journey with two minutes to spare.{{cite news |last=Keely |first=Alistair |date=13 December 2001 |title=Investigation centred on Hart's Land Rover |url=https://www.theguardian.com/uk/2001/dec/13/selby.railtravel4 |access-date=11 August 2024 |work=The Guardian |issn=0261-3077}}

Hart denied the allegations, saying that he did not fall asleep while driving, and he would have pulled over if he was tired.{{cite news |date=5 December 2001 |title=Selby crash driver 'was not asleep' |url=http://news.bbc.co.uk/2/hi/uk_news/england/1693269.stm |website=BBC News |access-date=10 August 2024 }} He said that he could go 36 hours without sleep, and that he heard a loud bang before the car left the road, and thought it could have been a puncture.{{cite news |last=North |first=Ian Herbert |date=29 November 2001 |title=Selby crash driver 'fell asleep in car after talking through night to internet woman' |url=https://www.independent.co.uk/news/uk/home-news/selby-crash-driver-fell-asleep-in-car-after-talking-through-night-to-internet-woman-9227000.html |access-date=11 August 2024 |work=The Independent}} Hart initially told the police on the day of the crash that he had slept for two-and-a-half to three hours that night. However, he later said that he had not slept because he was "buzzing with excitement" ahead of planning to meet the woman later that day, and that he was in shock when he gave his initial account to the police.

Hart was found guilty on 13 December 2001.{{Cite news |last=Oliver |first=Mark |date=13 December 2001 |title=Motorist guilty of causing Selby train crash deaths |url=https://www.theguardian.com/uk/2001/dec/13/selby.railtravel1 |access-date=16 April 2025 |work=The Guardian |language=en-GB |issn=0261-3077}} On 11 January 2002, he was sentenced to five years in prison and given a five-year driving ban after the jury found that he had fallen asleep while driving.{{cite news |last=Oliver |first=Mark |date=11 January 2002 |title=Selby crash motorist receives five year sentence |url=https://www.theguardian.com/uk/2002/jan/11/selby.railtravel |access-date=10 August 2024 |work=The Guardian |issn=0261-3077}} He was released from prison in July 2004 after serving half of his sentence, which is normal practice in the United Kingdom for this kind of sentence.{{cite news|url=http://news.bbc.co.uk/2/hi/uk_news/england/3884897.stm|title=Selby crash driver's jail release|date=12 July 2004|work=BBC News|access-date=17 December 2019|archive-date=3 August 2019|archive-url=https://web.archive.org/web/20190803000006/http://news.bbc.co.uk/2/hi/uk_news/england/3884897.stm|url-status=live}}{{cite web |title=Determinate prison sentences – Sentencing |url=https://www.sentencingcouncil.org.uk/sentencing-and-the-council/types-of-sentence/determinate-prison-sentences/ |website=Sentencing Council |access-date=10 August 2024 }} An inquest into the deaths of the ten victims opened on 8 September 2003 in Harrogate.{{cite web |date=8 September 2003 |title=Inquest into Selby rail deaths |url=https://www.thenorthernecho.co.uk/news/7016631.inquest-selby-rail-deaths/ |access-date=24 August 2024 |website=The Northern Echo }} On 12 September 2003, the jury decided that all ten people who died in the accident were unlawfully killed.{{cite news |date=12 September 2003 |title=Selby victims 'unlawfully killed' |url=http://news.bbc.co.uk/1/hi/england/north_yorkshire/3103590.stm |access-date=24 August 2024 }}

In total, Hart's insurers, Fortis, who provided him with an unlimited liability third-party fire and theft policy, paid out £30 million as a result of the crash.{{cite web |last=Poole |first=Keith |date=12 April 2024 |title='Million-to-one' accident could leave £50m claim |url=https://www.standard.co.uk/hp/front/milliontoone-accident-could-leave-ps50m-claim-6335090.html |access-date=10 August 2024 |website=Evening Standard }}{{cite news |last=Clark |first=Andrew |date=10 November 2004 |title=All policyholders may foot bill for expected record insurance payout |url=https://www.theguardian.com/money/2004/nov/10/ufton.motorinsurance |access-date=10 August 2024 |work=The Guardian |issn=0261-3077}} In October 2003, Fortis was a party in a legal case in the High Court, to try to recover some of the funds it had paid out. They alleged that the safety barrier was too short, and in a statement said that if it had been longer, the crash would not have happened.{{cite news |title=Selby insurer's compensation claim |url=http://news.bbc.co.uk/1/hi/england/north_yorkshire/3170834.stm |accessdate=6 March 2017 |work=BBC News |date=7 October 2003 |archive-date=26 August 2007 |archive-url=https://web.archive.org/web/20070826062115/http://news.bbc.co.uk/1/hi/england/north_yorkshire/3170834.stm |url-status=live }} On 30 October 2003, the judge ruled that negligence on behalf of the Highways Agency had not been established, and that Hart was the precipitating cause of the accident.{{cite news |last=Wainwright |first=Martin |date=31 October 2003 |title=Selby crash driver's insurers lose claim for cash |url=https://www.theguardian.com/politics/2003/oct/31/uk.transport |access-date=10 August 2024 |work=The Guardian |issn=0261-3077}} Fortis held a reinsurance policy, so only had to pay the first £1.5 million themselves, with the remainder being paid by Munich Re, up to the threshold of their reinsurance policy.{{cite journal |date=23 May 2001 |title=Munich Re faces £31m bill for Selby rail crash |journal=Informa Insurance News 24 |url=https://www.i-law.com/ilaw/doc/view.htm?id=21140 }}

File:Memorial garden, Great Heck - geograph.org.uk - 434729.jpg travelling along the East Coast Main Line in the background]]

Freightliner named a locomotive "Driver Steve Dunn (George)" in memory of the freight train driver killed in the collision.{{cite magazine |last1=Marsden |first1=Colin |title=Freightliner honours Great Heck driver...and twins with Enron |magazine=The Railway Magazine |date=November 2001 |volume=147 |issue=1207|page=65 |publisher=IPC Media |location=London |issn=0033-8923}} GNER honoured the InterCity 225's driver, John Weddle, by naming a new driver-training school in his home city of Newcastle upon Tyne after him. On 10 July 2002, in a ceremony attended by members of his family, his 16-year-old daughter Stephanie unveiled a plaque dedicating the school to his memory.{{cite news |url=http://news.bbc.co.uk/1/hi/england/2119335.stm |title=Selby rail driver honoured |date=10 July 2002 |accessdate=4 March 2015 |work=BBC News |archive-date=30 July 2004 |archive-url=https://web.archive.org/web/20040730090355/http://news.bbc.co.uk/1/hi/england/2119335.stm |url-status=live }}

Seventeen books of condolences were created and put out at GNER stations for the public to sign. These were damaged by a flood while in storage, but were later restored and put into a collection by the National Railway Museum.{{cite web |date=9 April 2016 |title=Selby rail disaster books of condolence are painstakingly restored, after being damaged by York floods |url=https://www.yorkpress.co.uk/news/14413796.selby-rail-disaster-books-of-condolence-are-painstakingly-restored-after-being-damaged-by-york-floods/ |access-date=7 September 2024 |website=York Press }} A stone memorial garden was created close to the crash site, with a plaque which was unveiled a year on from the crash, by the first person on scene after the accident.{{cite news |last=Wainwright |first=Martin |date=1 March 2002 |title=Memorial services held for Selby rail crash victims |url=https://www.theguardian.com/uk/2002/mar/01/selby.railtravel |access-date=24 August 2024 |work=The Guardian |issn=0261-3077}}

• List of rail accidents in the United Kingdom
• Nocton rail crash – in similar circumstances, a year to the day after the Selby rail crash
• Ufton Nervet rail crash – a car parked on a level crossing by a suicidal man was struck by an InterCity 125, killing seven people
• Polmont rail accident – a train propelled from the rear by a locomotive struck a cow on the railway
• Oxshott rail crash – a concrete mixer lorry fell from a bridge onto a train
• 2005 Glendale train crash – also involving a car on the track and collisions with other trains

{{reflist}}

• {{cite report |date=March 2001 |title=Train collision at Great Heck near Selby, 28 February 2001 – HSE interim report |url=https://www.railwaysarchive.co.uk/documents/HSE_HeckInt001.pdf |via=Railways Archive |access-date=25 August 2024 |publisher=Health and Safety Executive |ref={{harvid|HSE|2001}}}}
• {{cite report |date=February 2002 |title=The track obstruction by a road vehicle and subsequent train collisions at Great Heck 28 February 2001 |url=https://www.railwaysarchive.co.uk/documents/HSE_HeckRep001.pdf |via=Railways Archive |access-date=25 August 2024 |publisher=Health and Safety Executive |isbn=0-7176-2163-4 |ref={{harvid|HSE|2002}}}}
• {{cite report |date=February 2002 |title=Obstruction of the railway by road vehicles - Report of the Working Group set up by the Health and Safety Commission |url=https://www.railwaysarchive.co.uk/documents/HSC_Obstruction2002.pdf |via=Railways Archive |access-date=25 August 2024 |publisher=Health and Safety Commission |isbn=0-7176-2294-0 |ref={{harvid|HSC|2002}}}}
• {{cite report |date=February 2002 |title=Report of the Highways Agency Working Group to Review the Standards for the Provision of Nearside Safety Fences on Major Roads |url=http://www.highways.gov.uk/contracts/reports/review_safety_fences_feb_02/index.htlm |archive-url=https://web.archive.org/web/20020408081044/http://www.highways.gov.uk/contracts/reports/review_safety_fences_feb_02/index.htm |archive-date=8 April 2002 |url-status=dead |access-date=23 May 2025 |publisher=Highways Agency |ref={{harvid|HA|2002}}}}
• {{cite report |date=February 2003 |title=Managing the accidental obstruction of the railway by road vehicles |url=https://www.railwaysarchive.co.uk/documents/DfT_RoadObstruction2003.pdf |via=Railways Archive |access-date=23 March 2025 |publisher=Department for Transport |ref={{harvid|DfT|2003}}}}
• {{cite report |date=June 2014 |title=Road vehicle incursion onto the railway at Aspatria, Cumbria – 26 October 2013 |url=https://assets.publishing.service.gov.uk/media/547c8fa840f0b60241000153/R142014_140626_Aspatria.pdf |access-date=23 March 2025 |publisher=Rail Accident Investigation Branch |ref={{harvid|RAIB|2014}}}}
• {{cite report |date=17 April 2018 |title=Recommendation(s) Status: Road vehicle incursion onto the railway at Aspatria, Cumbria, 26 October 13 |url=https://assets.publishing.service.gov.uk/media/56a77a7ded915d1435000005/14_2014_Aspatria__Cumbria.pdf |access-date=23 March 2025 |publisher=Rail Accident Investigation Branch |ref={{harvid|RAIB|2018}}}}

{{2001 railway accidents}}

{{Railway accidents in the United Kingdom, 2000–present|state=collapsed}}

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