We know the bearing was on fire for 20+ miles before it derailed, and it passed through at least one hotbox detector in that condition without being detected. On average, such detectors are placed every 10-20 miles. The one in East Palestine spotted the problem but it was too late to prevent the derailment.
Maybe a start would be to adjust regulation such that detectors need to be placed with higher frequency. ECP is a nice idea, but that's a last ditch effort and not a generalized solution.
Do we know it was without being detected? I got the impression somewhere that it was ignored because they frequently are for a while due to lack of sidings of adequate length to stop in.
The length of the siding shouldn't prevent you from using it. It should just require the main track to be signalled stopped for other traffic in either direction while you are occupying it during the set out procedure. If the train is long enough, this could be quite a long time if you have to dump and then rebuild working pressure in the brake system.
There’s also the possibility that mechanical parts will seize up (especially in the case of overheated bearings) and will be unable to get moving again if you stop.
I mean, if attempted to apply the same logic to driving your car I would say you should have your license taken away.
They can always split the train and cart off the working cars to a siding, and then if need be drag the sparkler at low speed with little risk of derailment. Or worst, you bring in a crane and replace the bogie on a siding. Or any number of actions that don't start a statewide emergency. Talk about normalizing deviance in name of profits.
They won't spring for a system to apply the brakes on all cars at the same time. They sure aren't going to wire every axle up with sensors and network the whole train.
Maybe a start would be to adjust regulation such that detectors need to be placed with higher frequency. ECP is a nice idea, but that's a last ditch effort and not a generalized solution.