criticised. However, this is standard procedure when regulating trains to minimise overall delay; there was no reason for the signaller to expect that the HST driver would not stop at the red signal protecting the crossover. At the time there was no requirement for the signaller to have been informed that the HST was in service with its AWS isolated. The Rail Safety and Standards Board rulebook was revised to cover this: "Driver.....if you become aware that the AWS has become defective when it is required to be in operation, you must.....tell the signaller" A public inquiry into the incident was formally opened on 24 February 1998, with Professor John Uff appointed to chair by the Health and Safety Commission with the consent of the Secretary of State for Environment, Transport and the Regions. The report was published on 24 February 2000 with 93 recommendations to improve rail safety. The key point identified in the report was that drivers had become increasingly reliant on AWS with single-manning and high speeds, and that it was no longer acceptable to run trains at full speed if the equipment was inoperative. The rulebook was changed, so that if AWS is isolated the train may only run at high speed with a competent person accompanying the driver in the cab. This person must have full knowledge of the route and know how to stop the train: "If a competent person is provided....proceed at normal permissible speed to the location where the train can be dealt with. During poor visibility, the train speed must not exceed 40 mph (65 km/h)" or "If a competent person is not provided...proceed at a speed not exceeding 40 mph (65 km/h), or any lower permissible speed that may apply, to the location where a competent person is available or to the location where the train can be dealt with" Among survivors in the two most severely stricken coaches in front of the buffet car were Richard George, then managing director of GWT, who played a valuable role in establishing calm, and four injured members of staff in the buffet car, who quickly organised help for passengers. After the completion of the inquiry, power car 43173 was scrapped at a remote site, MoD Shoeburyness. As of 2021, power car 43163, which sustained minor damage in the accident, is in service with Abellio ScotRail, having been transferred to the fleet in