You mentioned that passengers believed that Engine #1 was hard to shut down. Looking at that damage on the top of the wing could explain that. The engine control signals are fed by databuses along the front edge of the forward wing spar and that damage ontop of the wing is right on the money for possibly damaging those wiring routes.
If they had been damaged then the engine would continue to run no matter what happens in the flight deck as the engine has its own dedicated generator to power the FADEC and the LP fuel valve would remain open.
Others have also expressed concern, in this thread. This is a major design flaw -- you must be able to shut down an engine either from the cockpit or, in extremis, from some kind of inspection hatch in the passenger cabin. It raises further questions about the integrity of other control and command functions that are transmitted via such data buses. The Trent is a reliable engine with a good service record -- but even the most reliable kit can fail so that possibly isn't the issue. I'm a huge admirer of the engineering by both Boeing and Airbus so no partisan attitude but this, if true, is a serious deficiency in design philosophy and will need to be corrected.