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Are you sure you are not exaggerating?  I don’t steer the discussion that way all the time.  I only steer the discussion that way if I feel there is something there to see.  And this is a conversation, so others can steer it back if they want to.    I don’t know if the agencies ask lots of questions because they are trying to justify their existence or not.  But the reason they give for asking all the questions is to discover how future crashes might be averted.  Why can’t we do the same thing?  We are only engaging in informal discussion.  We are not a trier of facts here.  In the case of the Nevada crash, I did conclude that the crossing warning was not long enough when you consider the speed of approach.  But it is only my opinion.  If that is found to be true, does that excuse the driver?  Will it cause the crossing to be changed?  The state of Nevada must have had the same question about the crossing because they went out after the crash and investigated five or six of their crossings on the highest speed roads to see if the warning was long enough considering the road speed. In the case of the Texas crash, the part I find most interesting is the question of who will be blamed.  So I am not just going to put blinders on and say the railroad is always right and the driver is always wrong.  I don’t think this one is going to play out with that kind of clarity.  I questioned the performance of the quiet zone.  People here apparently thought I was taking blame off of the truck driver by blaming the quiet zone.  Probably some of those same people have themselves criticized quiet zones as being something unsafe that is foisted upon the industry. So we can say quiet zones cause crashes, but we can’t blame a quiet zone for a crash because that lets the driver off the hook.
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