In this theoretical discussion over moving trains in life threatening scenarios I don't think you can compare the 180 at Welwyn North in the same way as a fatality or trapped individual under an 80x. By all reports, by the time the 180 stopped at the station, the train wasn't in full flame and there was no major risk to life or limb at the time of the evacuation. By the time I had got there and documented the event there was still smoke rising from the hatches between the bogies indicating something was still alight. Whilst a speed restriction was in place, it was some time after that a block was put in place so a full inspection and plan of action (with GWR representative present) was taken, which in this case was to isolate the last car and slowly run into the sidings at Welwyn Garden City to free up the line, however as can be seen, there is some evidence of some form of fire suppression being used given the white powder on the tracks, but I can't comment on this being as a result form the fire crews or any onboard fire control system.
Now I'm guessing (as I'm not in the industry) that if this had been a case where someone had fell / jumped and was trapped under a train, that the emergency services may have reacted differently, but then you can't just jump down on to a live running rail until it's safe to do so.... But I would suggest that taking into account line blocks etc it would be very frustrating for the emergency services to be standing around not able to move or lift a train until someone from the train manufactures arrived on site and gave permission, or was responsible for throwing a simple isolation switch (I'm probably over simplifying things here and its probably a lot more involved) . All I know is that if I were the parent and it was my son or daughter, that post inquest it was stated they had died at the scene as a result of this delay, and if they had been extracted and taken to hospital would have lived (or had a very high probability of doing so) then I for one would be holding someone liable, be that the manufacture, or the Minister who agreed to this clause as part of the negotiations.
This discussion has highlighted one other matter, and that is with all modern stock being complete units, transportation of failed components, either power units or coaches is so much more of a logistical nightmare. It's not as if you could easily separate the power car, then use a thunderbird loco to drag the train for the rest of the journey whilst the offending car or coach is placed on a road transporter. So the use of a sledge at a very much reduced speed is required to move the complete train, with a lot of disruption. I would have thought that the question of possible breakdown locations would have been discussed at the time of introduction, but if there is only one option and that is 400 mile North of the incident then that must be bad planning ?
I just want to close this post by just reiterating the point that I'm not in the industry, and thus not aware of the full procedures etc, but based opinions on what I've read here and what I witnessed at the incident at Welwyn North. If I have things out of context then I apologies in advance...
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