A little more info to help explain.......and I've listened to the tapes, spoken to the ATCT supervisor on duty and was part of the "action" on the day.
First, and as you can imagine, the controller was VERY busy and kept her cool with at least two go-arounds in quick succession and a major incident developing. Also, being a dynamic situation, there is the inevitable stepping on transmissions.
By the time anyone could get a word in edgewise, both controller and pilots KNEW there was a fire, no question. Therefore, there was little point in taking up valuable R/T time with the obvious. In fact, the pilots did eventually call for fire services and the controller confirmed on the way. You are not going to get a picture perfect or textbook response every time to an emergency situation. They both did exceptional, in my opinion.
Cannot say for sure what the third pilot was saying/doing in the cabin prior to evacuation but in any event, one uses CRM (Crew Resource Management or whatever your airline calls it). An extra set of eyes and comms is always good.
The evacuation command would come at the end of the engine fire checklist, once it's established the fire is not out. That's why there's a "longish " gap.
The sequence of actions in any abnormal situation during the start of the takeoff roll is:
1. Stop aircraft.
2. Assess the situation.
3. Do the necessary drills per the checklist and verify all complete.
4. Make the evac decision - if required.
5. Make the PA call.
And get out using nearest exit........
Hopefully, this explains any or all gaps in R/T and what some have described as a long time to evacuate the aircraft. The crew were also VERY busy!
The almost indecipherable transmission near the end is the airport operations vehicle requesting approval to enter the runway. Like police and other emergency services vehicles, they all have vehicle call signs, big numbers on the side and roof and a full iComm radio set up with ATC and aircraft plus a lot more!