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[quote user="Dragoman"] Bucyrus -- I believe that I understand the technical issues you have been trying to raise in this thread.  But I am not sure I understand your question, when you ask about "what a driver is supposed to do" when seeing a warning signal. Isn't any warning signal, by definition, supposed to warn of a hazard ahead?  And if so, isn't the driver supposed to be warned, and act appropriately (be more aware, slow down (if necessary). be prepared to take evasive action or stop (again, if necessary))? <div style="clear:both;"></div> [/quote]   Dragoman,  <o:p></o:p> Well that does seem logical when you look at that way, and it would be logical if the Federal D.O.T. had not set up specific zones intended to control traffic approaching the crossing.  Clearly the intent of the zones is not to expect drivers to be scanning the horizon in an attempt to find the red flashing lights of the crossing.   <o:p></o:p> If that were the case, it would be important to project the signal light as far as possible to provide the greatest possibility of attracting a driver’s attention to the hazard.  And drivers would be told that the flashing lights will alert them to the fact that a grade crossing is ahead, and a train is in hazardous proximity.  <o:p></o:p> But that is not what they tell drivers.  Instead, they set up advance warning RXR signs that are said to be the point where drivers are first informed that a grade crossing is ahead, and that drivers must take responsibility to look for it and look for trains and activated crossing signals.  The signs mark the beginning of the zones.  <o:p></o:p> From that point, a driver has all the information he or she needs in order to take action.  The RXR signs are visually obvious when a driver passes them, and the crossing signals will also be visually obvious from the location of the advance RXR signs and any point closer to the crossing.  So there is simply no need for a driver to be splitting hairs over what he or she might see on the horizon over a mile ahead.   <o:p></o:p> The intent of the system is to FIRST inform a driver that a crossing is ahead by the presence of the advance warning signs, and then SECOND, to have the driver look for trains and signals.  The intent is not to require drivers to first look for signals.  If that were the intent alone, then a driver approaching a crossing with un-activated signals might not realize the crossing is there until nearly arriving at it.  And if that were the case, a driver might get nearly to the crossing without looking for trains or activated signals.  <o:p></o:p> So the system relies on zones first and signals second.  That is probably why the state laws call for driver response to signals when they are clearly visible.  Once a driver is the first zone, the signals will be clearly visible.  Prior to the first zone, they may not be clearly visible.  There may be obstructions such as curves, or a driver might not recognize a signal that is far away when the driver does not realize there is a grade crossing ahead, and is therefore not concerned with the possibility of signals.   <o:p></o:p> Now it is easy to say that even though there are zones, if the signals are visible prior to the zones, an approaching driver has the obligation to see them and react.  But an informed driver will know that a reaction is not called for until reaching the first zone.  And that informed driver will know that the zones are properly sized for reacting and stopping.   <o:p></o:p> However, in the case of the Nevada crossing, the zones are too short.  They do not meet the D.O.T. specifications.  So a properly informed and lawful driver approaching the crossing while relying on the zones, will discover, only upon entering and traversing the zones, that they are too short, and may pose a problem getting stopped in time to avoid a collision with a train.  By then, it will be too late to do anything about it.
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