FWIW it's not just the railroads that are like that. Much of it *is* driven by laws, regs, and rules developed because of things like the Orland wreck mentioned. Perhaps it's overboard, but probably not by much, and the modern view is "safety" over anything else (would you prefer some other way in a society with out-of-work lawyers?).

Another example: about a week ago there was a derailment on the Sacramento light rail system. It did cause a little damage, and there were some minor injuries. No word on what caused it, but it happened at a crossover (trailing point; train on the straight line). Can you pick a trailing point switch? Anyway ... happened at about 0720. At lunchtime, the investigation appeared to be mostly over and work was going on to clear the derailed car, fix the track, and replace the signal that was knocked down. The line reopened at about 1420. So in the RT case I'd say the investigation (including, since it's transit, taking statements from all and sundry on a rush-hour train) probably took 3-4 hours, then 2-3 to clean up the mess and get another inspection. I suspect that Amtrak had to check on and get a statement from everbody on the train, too, before it could move. Do you (generically) want your tax money paying to settle lawsuits, assuming shortcuts, that could have been avoided or defended if shortcuts had not been taken? On top of the debatably high subsidy already provided to run the long-distance train? Thought not...

Bottom Line: the Amtrak derailment was pretty minor. Nobody got hurt. The train got back in service with <5 hour delay (with a bit already made by the time it got to Sacramento per the status report) - which is worse than average for the Starlate but not unheard of even without a derailment. Amtrak probably just grabbed another P in Oakland (they've been using them on quite a few Capitol and SJ trains), stuck it on, and got the train out as fast as could be done (within the rules, rememeber). In all, not bad as derailments go.