Lord Cullen has made 89 recommendations

In addition, Lord Cullen also recommended in a previous report in March, the introduction of the Train Protection Warning System (by 2004) and the European Train Control System (by 2008).

Such systems are designed to override driver control in the event of signals passed at danger (Spads).

Observers such as Carol Bell, are sceptical about such recommendations. Ms Bell, who was a survivor of the 1997 Southall rail crash in which seven people died, doubts the privatised rail companies are willing to spend the millions of pounds needed to implement these recommendations.

She points to Lord Cullen's proposal for train warning systems, which although it imposes an absolute timetable for installation, also suggests there should be consultation over that timetable.

Action plan

"The Health and Safety Commission helped draw up an action plan with the train operating companies immediately after the Southall report being published," says Ms Bell, who is deputy-chair of Safe Trains Action Group (Stag).

The notorious signal 109

"But even now I'm still getting of a revised action plan. They're still arguing about it."

Certainly, some changes have already been put into practice in the aftermath of Ladbroke Grove. Thames Trains has improved its driver training programme and there are plans to widen access to training using computer simulation.

It has also issued drivers with dedicated route maps to replace the sort of hand-written route guides that driver Michael Hodder was using when he passed though a signal at danger.

The signal in question, SN 109, was notoriously difficult to read amid the complex layout of track and signal gantries on the approach to Paddington station.

Signal improvements

There have been improvements on this front as well, says Archie Roberts of the Scottish Rail Passengers Committee, who was called to give evidence to the Cullen inquiry.

Newly-qualified driver Michael Hodder was in control of the Thames Train

Some awkwardly sited signals have been adjusted, relocated or fixed with backing plates to make them easier to read against bright sunshine.

Mr Roberts also emphasised the need for a national standard on driver training, something which the Association of Train Operating Companies is committed to investigating.

The introduction of aeroplane-style safety cards by some operators, including Great Western Trains, is welcomed by both Mr Roberts and Ms Bell and they want all other companies to follow suit.

However, Ms Bell is dubious about more costly improvements such as safety lighting and a national two-way radio communication system. In April 1999 Railtrack cancelled plans to introduce a new cellular radio system called Dart (Digital Advanced Radio for trains).

"Things like emergency lighting just aren't going to happen. The cost of fitting it and taking trains out of service is just too prohibitive for these commercial companies," says Ms Bell.

Crash worthiness

She is similarly doubtful about Lord Cullen's recommendation to improve the crash worthiness of rolling stock, which would demand significant investment to make carriages physically more robust.

Yet public attitudes to safety are changing and she hopes this will have a knock-on effect on rail companies.

"I think the effect of Hatfield will in time make safety better. I don't think that Southall or even Ladbroke Grove did much really, but after Hatfield the public just said this cannot go on any longer."

The worry is that the turmoil wrought by Hatfield on the whole network has cost Railtrack so much money it may not be able to afford many of Lord Cullen's latest recommendations.