Question: What was considered to be the bread-and-butter business of Bear Stearns?

Answer: investment banking

That model has underpinned the basic private equity deal ever since. While at Bear Stearns, Mr. Kohlberg became the mentor of two promising Wall Street types, the cousins Mr. Kravis and Mr. Roberts, who quickly took to this form of deal-making. <hl> But others at the firm began to grumble about the three spending too much time away from bread-and-butter business of the firm, investment banking . <hl> After an attempt to form a leveraged-buyout group within Bear Stearns was rejected, the three men struck out on their own. With the help of eight investors, including Mr. Kravis’s father and Mr. Kohlberg’s $5 million nest egg, they set up Kohlberg Kravis Roberts & Company in Midtown Manhattan. Though the early years of the firm were sometimes lean, K.K.R.’s business model proved alluring, prompting a growing stream of competitors eager to reap huge profits from deals made with borrowed money.

That model has underpinned the basic private equity deal ever since. While at Bear Stearns, Mr. Kohlberg became the mentor of two promising Wall Street types, the cousins Mr. Kravis and Mr. Roberts, who quickly took to this form of deal-making. But others at the firm began to grumble about the three spending too much time away from bread-and-butter business of the firm, <hl> investment banking <hl>. After an attempt to form a leveraged-buyout group within Bear Stearns was rejected, the three men struck out on their own. With the help of eight investors, including Mr. Kravis’s father and Mr. Kohlberg’s $5 million nest egg, they set up Kohlberg Kravis Roberts & Company in Midtown Manhattan. Though the early years of the firm were sometimes lean, K.K.R.’s business model proved alluring, prompting a growing stream of competitors eager to reap huge profits from deals made with borrowed money.

But others at the firm began to grumble about the three spending too much time away from bread-and-butter business of the firm, <hl> investment banking <hl> .


Question: What group did Mr. Kohlberg, Mr. Kravis and Mr. Roberts attempt to form within Bear Stearns?

That model has underpinned the basic private equity deal ever since. While at Bear Stearns, Mr. Kohlberg became the mentor of two promising Wall Street types, the cousins Mr. Kravis and Mr. Roberts, who quickly took to this form of deal-making. But others at the firm began to grumble about the three spending too much time away from bread-and-butter business of the firm, investment banking. After an attempt to form a leveraged-buyout group within Bear Stearns was rejected, the three men struck out on their own. With the help of eight investors, including Mr. Kravis’s father and Mr. Kohlberg’s $5 million nest egg, they set up Kohlberg Kravis Roberts & Company in Midtown Manhattan. Though the early years of the firm were sometimes lean, K.K.R.’s business model proved alluring, prompting a growing stream of competitors eager to reap huge profits from deals made with borrowed money.

Answer: a leveraged-buyout group

That model has underpinned the basic private equity deal ever since. While at Bear Stearns, Mr. Kohlberg became the mentor of two promising Wall Street types, the cousins Mr. Kravis and Mr. Roberts, who quickly took to this form of deal-making. But others at the firm began to grumble about the three spending too much time away from bread-and-butter business of the firm, investment banking. <hl> After an attempt to form a leveraged-buyout group within Bear Stearns was rejected, the three men struck out on their own. <hl> With the help of eight investors, including Mr. Kravis’s father and Mr. Kohlberg’s $5 million nest egg, they set up Kohlberg Kravis Roberts & Company in Midtown Manhattan. Though the early years of the firm were sometimes lean, K.K.R.’s business model proved alluring, prompting a growing stream of competitors eager to reap huge profits from deals made with borrowed money.

That model has underpinned the basic private equity deal ever since. While at Bear Stearns, Mr. Kohlberg became the mentor of two promising Wall Street types, the cousins Mr. Kravis and Mr. Roberts, who quickly took to this form of deal-making. But others at the firm began to grumble about the three spending too much time away from bread-and-butter business of the firm, investment banking. After an attempt to form <hl> a leveraged-buyout group <hl> within Bear Stearns was rejected, the three men struck out on their own. With the help of eight investors, including Mr. Kravis’s father and Mr. Kohlberg’s $5 million nest egg, they set up Kohlberg Kravis Roberts & Company in Midtown Manhattan. Though the early years of the firm were sometimes lean, K.K.R.’s business model proved alluring, prompting a growing stream of competitors eager to reap huge profits from deals made with borrowed money.


Question: How many investors did Mr. Kohlberg, Mr. Kravis and Mr. Roberts help set up their new venture?

Answer: eight

That model has underpinned the basic private equity deal ever since. While at Bear Stearns, Mr. Kohlberg became the mentor of two promising Wall Street types, the cousins Mr. Kravis and Mr. Roberts, who quickly took to this form of deal-making. But others at the firm began to grumble about the three spending too much time away from bread-and-butter business of the firm, investment banking. After an attempt to form a leveraged-buyout group within Bear Stearns was rejected, the three men struck out on their own. <hl> With the help of eight investors, including Mr. Kravis’s father and Mr. Kohlberg’s $5 million nest egg, they set up Kohlberg Kravis Roberts & Company in Midtown Manhattan. <hl> Though the early years of the firm were sometimes lean, K.K.R.’s business model proved alluring, prompting a growing stream of competitors eager to reap huge profits from deals made with borrowed money.

That model has underpinned the basic private equity deal ever since. While at Bear Stearns, Mr. Kohlberg became the mentor of two promising Wall Street types, the cousins Mr. Kravis and Mr. Roberts, who quickly took to this form of deal-making. But others at the firm began to grumble about the three spending too much time away from bread-and-butter business of the firm, investment banking. After an attempt to form a leveraged-buyout group within Bear Stearns was rejected, the three men struck out on their own. With the help of <hl> eight <hl> investors, including Mr. Kravis’s father and Mr. Kohlberg’s $5 million nest egg, they set up Kohlberg Kravis Roberts & Company in Midtown Manhattan. Though the early years of the firm were sometimes lean, K.K.R.’s business model proved alluring, prompting a growing stream of competitors eager to reap huge profits from deals made with borrowed money.


Question: When did Mr. Kohlberg form Kohlberg & Company?

Unable to come to an agreement on a role at the firm where he served as senior founding partner, Mr. Kohlberg left to form his own investment firm, Kohlberg & Company, in 1987, with his son James as co-founder. (James Kohlberg is a board member of The New York Times Company.) “We must all insist on ethical behavior or we will kill the golden goose,” Mr. Kohlberg said at his last investor conference at K.K.R. Kohlberg & Company has raised $5 billion from investors since its inception, having struck $10 billion worth of deals in its own right.

Answer: 1987

<hl> Unable to come to an agreement on a role at the firm where he served as senior founding partner, Mr. Kohlberg left to form his own investment firm, Kohlberg & Company, in 1987 , with his son James as co-founder. <hl> (James Kohlberg is a board member of The New York Times Company.) “We must all insist on ethical behavior or we will kill the golden goose,” Mr. Kohlberg said at his last investor conference at K.K.R. Kohlberg & Company has raised $5 billion from investors since its inception, having struck $10 billion worth of deals in its own right.

Unable to come to an agreement on a role at the firm where he served as senior founding partner, Mr. Kohlberg left to form his own investment firm, Kohlberg & Company, in <hl> 1987 <hl>, with his son James as co-founder. (James Kohlberg is a board member of The New York Times Company.) “We must all insist on ethical behavior or we will kill the golden goose,” Mr. Kohlberg said at his last investor conference at K.K.R. Kohlberg & Company has raised $5 billion from investors since its inception, having struck $10 billion worth of deals in its own right.

Unable to come to an agreement on a role at the firm where he served as senior founding partner, Mr. Kohlberg left to form his own investment firm, Kohlberg & Company, in <hl> 1987 <hl> , with his son James as co-founder.


Question: Who was the co-founder of Kohlberg & Company with Mr. Kohlberg?

Answer: his son James

<hl> Unable to come to an agreement on a role at the firm where he served as senior founding partner, Mr. Kohlberg left to form his own investment firm, Kohlberg & Company, in 1987, with his son James as co-founder. <hl> (James Kohlberg is a board member of The New York Times Company.) “We must all insist on ethical behavior or we will kill the golden goose,” Mr. Kohlberg said at his last investor conference at K.K.R. Kohlberg & Company has raised $5 billion from investors since its inception, having struck $10 billion worth of deals in its own right.

Unable to come to an agreement on a role at the firm where he served as senior founding partner, Mr. Kohlberg left to form his own investment firm, Kohlberg & Company, in 1987, with <hl> his son James <hl> as co-founder. (James Kohlberg is a board member of The New York Times Company.) “We must all insist on ethical behavior or we will kill the golden goose,” Mr. Kohlberg said at his last investor conference at K.K.R. Kohlberg & Company has raised $5 billion from investors since its inception, having struck $10 billion worth of deals in its own right.


Question: How much money has K.K.R. Kohlberg & Company raised from investors?

Answer: $5 billion

Unable to come to an agreement on a role at the firm where he served as senior founding partner, Mr. Kohlberg left to form his own investment firm, Kohlberg & Company, in 1987, with his son James as co-founder. (James Kohlberg is a board member of The New York Times Company.) <hl> “We must all insist on ethical behavior or we will kill the golden goose,” Mr. Kohlberg said at his last investor conference at K.K.R. Kohlberg & Company has raised $5 billion from investors since its inception, having struck $10 billion worth of deals in its own right. <hl>

Unable to come to an agreement on a role at the firm where he served as senior founding partner, Mr. Kohlberg left to form his own investment firm, Kohlberg & Company, in 1987, with his son James as co-founder. (James Kohlberg is a board member of The New York Times Company.) “We must all insist on ethical behavior or we will kill the golden goose,” Mr. Kohlberg said at his last investor conference at K.K.R. Kohlberg & Company has raised <hl> $5 billion <hl> from investors since its inception, having struck $10 billion worth of deals in its own right.


Question: Who is a board member of the New York Times Company?

Answer: James Kohlberg

Unable to come to an agreement on a role at the firm where he served as senior founding partner, Mr. Kohlberg left to form his own investment firm, Kohlberg & Company, in 1987, with his son James as co-founder. <hl> ( James Kohlberg is a board member of The New York Times Company.) <hl> “We must all insist on ethical behavior or we will kill the golden goose,” Mr. Kohlberg said at his last investor conference at K.K.R. Kohlberg & Company has raised $5 billion from investors since its inception, having struck $10 billion worth of deals in its own right.

Unable to come to an agreement on a role at the firm where he served as senior founding partner, Mr. Kohlberg left to form his own investment firm, Kohlberg & Company, in 1987, with his son James as co-founder. (<hl> James Kohlberg <hl> is a board member of The New York Times Company.) “We must all insist on ethical behavior or we will kill the golden goose,” Mr. Kohlberg said at his last investor conference at K.K.R. Kohlberg & Company has raised $5 billion from investors since its inception, having struck $10 billion worth of deals in its own right.

( <hl> James Kohlberg <hl> is a board member of The New York Times Company.)


Question: What is the value of the deals K.K.R. Kohlberg & Company has struck?

Answer: $10 billion

Unable to come to an agreement on a role at the firm where he served as senior founding partner, Mr. Kohlberg left to form his own investment firm, Kohlberg & Company, in 1987, with his son James as co-founder. (James Kohlberg is a board member of The New York Times Company.) <hl> “We must all insist on ethical behavior or we will kill the golden goose,” Mr. Kohlberg said at his last investor conference at K.K.R. Kohlberg & Company has raised $5 billion from investors since its inception, having struck $10 billion worth of deals in its own right. <hl>

Unable to come to an agreement on a role at the firm where he served as senior founding partner, Mr. Kohlberg left to form his own investment firm, Kohlberg & Company, in 1987, with his son James as co-founder. (James Kohlberg is a board member of The New York Times Company.) “We must all insist on ethical behavior or we will kill the golden goose,” Mr. Kohlberg said at his last investor conference at K.K.R. Kohlberg & Company has raised $5 billion from investors since its inception, having struck <hl> $10 billion <hl> worth of deals in its own right.


Question: When did Jerome Kohlberg retire?

Upon his retirement from Kohlberg & Company in 1994, Jerome Kohlberg focused in large part on philanthropy, including efforts to provide education for veterans of the wars in Iraq and Afghanistan. He also supported efforts to overhaul campaign finance laws, lending his backing to the McCain-Feingold legislation that passed in 2002. “Jerry was a real visionary, having played an important role in developing the private equity model in the 1960’s, and he was a true mentor to George Roberts and me,” Mr. Kravis said in a statement. “Henry and I are proud that our firm’s name is Kohlberg Kravis Roberts,” Mr. Roberts said. “Jerry will be missed and remembered by many.” In addition to his son James, Mr. Kohlberg is survived by his wife, Nancy; three other children, Karen, Pamela and Andrew; 12 grandchildren; and three great-grandchildren.

Answer: 1994

<hl> Upon his retirement from Kohlberg & Company in 1994 , Jerome Kohlberg focused in large part on philanthropy, including efforts to provide education for veterans of the wars in Iraq and Afghanistan. <hl> He also supported efforts to overhaul campaign finance laws, lending his backing to the McCain-Feingold legislation that passed in 2002. “Jerry was a real visionary, having played an important role in developing the private equity model in the 1960’s, and he was a true mentor to George Roberts and me,” Mr. Kravis said in a statement. “Henry and I are proud that our firm’s name is Kohlberg Kravis Roberts,” Mr. Roberts said. “Jerry will be missed and remembered by many.” In addition to his son James, Mr. Kohlberg is survived by his wife, Nancy; three other children, Karen, Pamela and Andrew; 12 grandchildren; and three great-grandchildren.

Upon his retirement from Kohlberg & Company in <hl> 1994 <hl>, Jerome Kohlberg focused in large part on philanthropy, including efforts to provide education for veterans of the wars in Iraq and Afghanistan. He also supported efforts to overhaul campaign finance laws, lending his backing to the McCain-Feingold legislation that passed in 2002. “Jerry was a real visionary, having played an important role in developing the private equity model in the 1960’s, and he was a true mentor to George Roberts and me,” Mr. Kravis said in a statement. “Henry and I are proud that our firm’s name is Kohlberg Kravis Roberts,” Mr. Roberts said. “Jerry will be missed and remembered by many.” In addition to his son James, Mr. Kohlberg is survived by his wife, Nancy; three other children, Karen, Pamela and Andrew; 12 grandchildren; and three great-grandchildren.

Upon his retirement from Kohlberg & Company in <hl> 1994 <hl> , Jerome Kohlberg focused in large part on philanthropy, including efforts to provide education for veterans of the wars in Iraq and Afghanistan.


Question: What types of laws did Jerome Kohlberg support efforts to overhaul?

Answer: campaign finance laws

Upon his retirement from Kohlberg & Company in 1994, Jerome Kohlberg focused in large part on philanthropy, including efforts to provide education for veterans of the wars in Iraq and Afghanistan. <hl> He also supported efforts to overhaul campaign finance laws , lending his backing to the McCain-Feingold legislation that passed in 2002. <hl> “Jerry was a real visionary, having played an important role in developing the private equity model in the 1960’s, and he was a true mentor to George Roberts and me,” Mr. Kravis said in a statement. “Henry and I are proud that our firm’s name is Kohlberg Kravis Roberts,” Mr. Roberts said. “Jerry will be missed and remembered by many.” In addition to his son James, Mr. Kohlberg is survived by his wife, Nancy; three other children, Karen, Pamela and Andrew; 12 grandchildren; and three great-grandchildren.

Upon his retirement from Kohlberg & Company in 1994, Jerome Kohlberg focused in large part on philanthropy, including efforts to provide education for veterans of the wars in Iraq and Afghanistan. He also supported efforts to overhaul <hl> campaign finance laws <hl>, lending his backing to the McCain-Feingold legislation that passed in 2002. “Jerry was a real visionary, having played an important role in developing the private equity model in the 1960’s, and he was a true mentor to George Roberts and me,” Mr. Kravis said in a statement. “Henry and I are proud that our firm’s name is Kohlberg Kravis Roberts,” Mr. Roberts said. “Jerry will be missed and remembered by many.” In addition to his son James, Mr. Kohlberg is survived by his wife, Nancy; three other children, Karen, Pamela and Andrew; 12 grandchildren; and three great-grandchildren.

He also supported efforts to overhaul <hl> campaign finance laws <hl> , lending his backing to the McCain-Feingold legislation that passed in 2002.


Question: What did Jerome Kohlberg focus on after retirement?

Answer: philanthropy

<hl> Upon his retirement from Kohlberg & Company in 1994, Jerome Kohlberg focused in large part on philanthropy , including efforts to provide education for veterans of the wars in Iraq and Afghanistan. <hl> He also supported efforts to overhaul campaign finance laws, lending his backing to the McCain-Feingold legislation that passed in 2002. “Jerry was a real visionary, having played an important role in developing the private equity model in the 1960’s, and he was a true mentor to George Roberts and me,” Mr. Kravis said in a statement. “Henry and I are proud that our firm’s name is Kohlberg Kravis Roberts,” Mr. Roberts said. “Jerry will be missed and remembered by many.” In addition to his son James, Mr. Kohlberg is survived by his wife, Nancy; three other children, Karen, Pamela and Andrew; 12 grandchildren; and three great-grandchildren.

Upon his retirement from Kohlberg & Company in 1994, Jerome Kohlberg focused in large part on <hl> philanthropy <hl>, including efforts to provide education for veterans of the wars in Iraq and Afghanistan. He also supported efforts to overhaul campaign finance laws, lending his backing to the McCain-Feingold legislation that passed in 2002. “Jerry was a real visionary, having played an important role in developing the private equity model in the 1960’s, and he was a true mentor to George Roberts and me,” Mr. Kravis said in a statement. “Henry and I are proud that our firm’s name is Kohlberg Kravis Roberts,” Mr. Roberts said. “Jerry will be missed and remembered by many.” In addition to his son James, Mr. Kohlberg is survived by his wife, Nancy; three other children, Karen, Pamela and Andrew; 12 grandchildren; and three great-grandchildren.

Upon his retirement from Kohlberg & Company in 1994, Jerome Kohlberg focused in large part on <hl> philanthropy <hl> , including efforts to provide education for veterans of the wars in Iraq and Afghanistan.


Question: What law did Jerome Kohlberg back?

Answer: McCain-Feingold

Upon his retirement from Kohlberg & Company in 1994, Jerome Kohlberg focused in large part on philanthropy, including efforts to provide education for veterans of the wars in Iraq and Afghanistan. <hl> He also supported efforts to overhaul campaign finance laws, lending his backing to the McCain-Feingold legislation that passed in 2002 <hl> . “Jerry was a real visionary, having played an important role in developing the private equity model in the 1960’s, and he was a true mentor to George Roberts and me,” Mr. Kravis said in a statement. “Henry and I are proud that our firm’s name is Kohlberg Kravis Roberts,” Mr. Roberts said. “Jerry will be missed and remembered by many.” In addition to his son James, Mr. Kohlberg is survived by his wife, Nancy; three other children, Karen, Pamela and Andrew; 12 grandchildren; and three great-grandchildren.

Upon his retirement from Kohlberg & Company in 1994, Jerome Kohlberg focused in large part on philanthropy, including efforts to provide education for veterans of the wars in Iraq and Afghanistan. He also supported efforts to overhaul campaign finance laws, lending his backing to the <hl> McCain-Feingold <hl> legislation that passed in 2002. “Jerry was a real visionary, having played an important role in developing the private equity model in the 1960’s, and he was a true mentor to George Roberts and me,” Mr. Kravis said in a statement. “Henry and I are proud that our firm’s name is Kohlberg Kravis Roberts,” Mr. Roberts said. “Jerry will be missed and remembered by many.” In addition to his son James, Mr. Kohlberg is survived by his wife, Nancy; three other children, Karen, Pamela and Andrew; 12 grandchildren; and three great-grandchildren.


Question: When was the McCain-Feingold legislation passed?

Answer: 2002

Upon his retirement from Kohlberg & Company in 1994, Jerome Kohlberg focused in large part on philanthropy, including efforts to provide education for veterans of the wars in Iraq and Afghanistan. <hl> He also supported efforts to overhaul campaign finance laws, lending his backing to the McCain-Feingold legislation that passed in 2002 . <hl> “Jerry was a real visionary, having played an important role in developing the private equity model in the 1960’s, and he was a true mentor to George Roberts and me,” Mr. Kravis said in a statement. “Henry and I are proud that our firm’s name is Kohlberg Kravis Roberts,” Mr. Roberts said. “Jerry will be missed and remembered by many.” In addition to his son James, Mr. Kohlberg is survived by his wife, Nancy; three other children, Karen, Pamela and Andrew; 12 grandchildren; and three great-grandchildren.

Upon his retirement from Kohlberg & Company in 1994, Jerome Kohlberg focused in large part on philanthropy, including efforts to provide education for veterans of the wars in Iraq and Afghanistan. He also supported efforts to overhaul campaign finance laws, lending his backing to the McCain-Feingold legislation that passed in <hl> 2002 <hl>. “Jerry was a real visionary, having played an important role in developing the private equity model in the 1960’s, and he was a true mentor to George Roberts and me,” Mr. Kravis said in a statement. “Henry and I are proud that our firm’s name is Kohlberg Kravis Roberts,” Mr. Roberts said. “Jerry will be missed and remembered by many.” In addition to his son James, Mr. Kohlberg is survived by his wife, Nancy; three other children, Karen, Pamela and Andrew; 12 grandchildren; and three great-grandchildren.

He also supported efforts to overhaul campaign finance laws, lending his backing to the McCain-Feingold legislation that passed in <hl> 2002 <hl> .


Question: What task might be difficult for the parents of first-generation students?

“For a lot of first-generation students, it’s very hard for parents to understand how to help their child prepare for college expenses,” said Basti Lopez, who emigrated with her parents from Mexico as a child and graduated from Irvine in May. She had started at Santa Ana College, a two-year college, before applying to four-year colleges as a junior transfer. She was admitted to Berkeley, Irvine and Santa Cruz and chose Irvine, both because of the financial-aid package and because it was closer to home. She is now back working at Santa Ana, helping students with the transfer process, and she’s studying for the law-school admission exam, hoping to become an immigration lawyer.

Answer: how to help their child prepare for college expenses

<hl> “For a lot of first-generation students, it’s very hard for parents to understand how to help their child prepare for college expenses ,” said Basti Lopez, who emigrated with her parents from Mexico as a child and graduated from Irvine in May. <hl> She had started at Santa Ana College, a two-year college, before applying to four-year colleges as a junior transfer. She was admitted to Berkeley, Irvine and Santa Cruz and chose Irvine, both because of the financial-aid package and because it was closer to home. She is now back working at Santa Ana, helping students with the transfer process, and she’s studying for the law-school admission exam, hoping to become an immigration lawyer.

“For a lot of first-generation students, it’s very hard for parents to understand <hl> how to help their child prepare for college expenses <hl>,” said Basti Lopez, who emigrated with her parents from Mexico as a child and graduated from Irvine in May. She had started at Santa Ana College, a two-year college, before applying to four-year colleges as a junior transfer. She was admitted to Berkeley, Irvine and Santa Cruz and chose Irvine, both because of the financial-aid package and because it was closer to home. She is now back working at Santa Ana, helping students with the transfer process, and she’s studying for the law-school admission exam, hoping to become an immigration lawyer.

“For a lot of first-generation students, it’s very hard for parents to understand <hl> how to help their child prepare for college expenses <hl> ,” said Basti Lopez, who emigrated with her parents from Mexico as a child and graduated from Irvine in May.


Question: Who graduated from Irvine after immigrating from Mexico as a youth?

Answer: Basti Lopez

<hl> “For a lot of first-generation students, it’s very hard for parents to understand how to help their child prepare for college expenses,” said Basti Lopez , who emigrated with her parents from Mexico as a child and graduated from Irvine in May. <hl> She had started at Santa Ana College, a two-year college, before applying to four-year colleges as a junior transfer. She was admitted to Berkeley, Irvine and Santa Cruz and chose Irvine, both because of the financial-aid package and because it was closer to home. She is now back working at Santa Ana, helping students with the transfer process, and she’s studying for the law-school admission exam, hoping to become an immigration lawyer.

“For a lot of first-generation students, it’s very hard for parents to understand how to help their child prepare for college expenses,” said <hl> Basti Lopez <hl>, who emigrated with her parents from Mexico as a child and graduated from Irvine in May. She had started at Santa Ana College, a two-year college, before applying to four-year colleges as a junior transfer. She was admitted to Berkeley, Irvine and Santa Cruz and chose Irvine, both because of the financial-aid package and because it was closer to home. She is now back working at Santa Ana, helping students with the transfer process, and she’s studying for the law-school admission exam, hoping to become an immigration lawyer.

“For a lot of first-generation students, it’s very hard for parents to understand how to help their child prepare for college expenses,” said <hl> Basti Lopez <hl> , who emigrated with her parents from Mexico as a child and graduated from Irvine in May.


Question: Where did Basti Lopez first began attending college?

Answer: Santa Ana College

“For a lot of first-generation students, it’s very hard for parents to understand how to help their child prepare for college expenses,” said Basti Lopez, who emigrated with her parents from Mexico as a child and graduated from Irvine in May. <hl> She had started at Santa Ana College , a two-year college, before applying to four-year colleges as a junior transfer. <hl> She was admitted to Berkeley, Irvine and Santa Cruz and chose Irvine, both because of the financial-aid package and because it was closer to home. She is now back working at Santa Ana, helping students with the transfer process, and she’s studying for the law-school admission exam, hoping to become an immigration lawyer.

“For a lot of first-generation students, it’s very hard for parents to understand how to help their child prepare for college expenses,” said Basti Lopez, who emigrated with her parents from Mexico as a child and graduated from Irvine in May. She had started at <hl> Santa Ana College <hl>, a two-year college, before applying to four-year colleges as a junior transfer. She was admitted to Berkeley, Irvine and Santa Cruz and chose Irvine, both because of the financial-aid package and because it was closer to home. She is now back working at Santa Ana, helping students with the transfer process, and she’s studying for the law-school admission exam, hoping to become an immigration lawyer.

She had started at <hl> Santa Ana College <hl> , a two-year college, before applying to four-year colleges as a junior transfer.


Question: Why did Basti Lopez decide to attend Irvine over other schools?

Answer: because of the financial-aid package and because it was closer to home

“For a lot of first-generation students, it’s very hard for parents to understand how to help their child prepare for college expenses,” said Basti Lopez, who emigrated with her parents from Mexico as a child and graduated from Irvine in May. She had started at Santa Ana College, a two-year college, before applying to four-year colleges as a junior transfer. <hl> She was admitted to Berkeley, Irvine and Santa Cruz and chose Irvine, both because of the financial-aid package and because it was closer to home . <hl> She is now back working at Santa Ana, helping students with the transfer process, and she’s studying for the law-school admission exam, hoping to become an immigration lawyer.

“For a lot of first-generation students, it’s very hard for parents to understand how to help their child prepare for college expenses,” said Basti Lopez, who emigrated with her parents from Mexico as a child and graduated from Irvine in May. She had started at Santa Ana College, a two-year college, before applying to four-year colleges as a junior transfer. She was admitted to Berkeley, Irvine and Santa Cruz and chose Irvine, both <hl> because of the financial-aid package and because it was closer to home <hl>. She is now back working at Santa Ana, helping students with the transfer process, and she’s studying for the law-school admission exam, hoping to become an immigration lawyer.

She was admitted to Berkeley, Irvine and Santa Cruz and chose Irvine, both <hl> because of the financial-aid package and because it was closer to home <hl> .


Question: What is Basti Lopez currently studying for?

Answer: the law-school admission exam

“For a lot of first-generation students, it’s very hard for parents to understand how to help their child prepare for college expenses,” said Basti Lopez, who emigrated with her parents from Mexico as a child and graduated from Irvine in May. She had started at Santa Ana College, a two-year college, before applying to four-year colleges as a junior transfer. She was admitted to Berkeley, Irvine and Santa Cruz and chose Irvine, both because of the financial-aid package and because it was closer to home. <hl> She is now back working at Santa Ana, helping students with the transfer process, and she’s studying for the law-school admission exam , hoping to become an immigration lawyer. <hl>

“For a lot of first-generation students, it’s very hard for parents to understand how to help their child prepare for college expenses,” said Basti Lopez, who emigrated with her parents from Mexico as a child and graduated from Irvine in May. She had started at Santa Ana College, a two-year college, before applying to four-year colleges as a junior transfer. She was admitted to Berkeley, Irvine and Santa Cruz and chose Irvine, both because of the financial-aid package and because it was closer to home. She is now back working at Santa Ana, helping students with the transfer process, and she’s studying for <hl> the law-school admission exam <hl>, hoping to become an immigration lawyer.

She is now back working at Santa Ana, helping students with the transfer process, and she’s studying for <hl> the law-school admission exam <hl> , hoping to become an immigration lawyer.


Question: Which college's student body has more pupils with Pell grants than all the ivy league schools put together?

Students like Ms. Lopez are one reason that Irvine’s student body includes more students with Pell grants than all eight colleges of the Ivy League combined. It’s true that the California colleges have a built-in advantage: the many high-performing students from immigrant families who live there. But that’s hardly the only reason for the economic diversity. The University of California’s aggressive steps to recruit, admit, enroll and support low-income students are also crucial. “It takes a lot of systematic effort,” Mr. Gillman, the Irvine chancellor, said. And yet American society seems to be making less of this broad effort than it once did.

Answer: Irvine’s

<hl> Students like Ms. Lopez are one reason that Irvine’s student body includes more students with Pell grants than all eight colleges of the Ivy League combined. <hl> It’s true that the California colleges have a built-in advantage: the many high-performing students from immigrant families who live there. But that’s hardly the only reason for the economic diversity. The University of California’s aggressive steps to recruit, admit, enroll and support low-income students are also crucial. “It takes a lot of systematic effort,” Mr. Gillman, the Irvine chancellor, said. And yet American society seems to be making less of this broad effort than it once did.

Students like Ms. Lopez are one reason that <hl> Irvine’s <hl> student body includes more students with Pell grants than all eight colleges of the Ivy League combined. It’s true that the California colleges have a built-in advantage: the many high-performing students from immigrant families who live there. But that’s hardly the only reason for the economic diversity. The University of California’s aggressive steps to recruit, admit, enroll and support low-income students are also crucial. “It takes a lot of systematic effort,” Mr. Gillman, the Irvine chancellor, said. And yet American society seems to be making less of this broad effort than it once did.


Question: What is a big advantage that schools in California possess?

Answer: University of California

Students like Ms. Lopez are one reason that Irvine’s student body includes more students with Pell grants than all eight colleges of the Ivy League combined. It’s true that the California colleges have a built-in advantage: the many high-performing students from immigrant families who live there. But that’s hardly the only reason for the economic diversity. <hl> The University of California ’s aggressive steps to recruit, admit, enroll and support low-income students are also crucial. <hl> “It takes a lot of systematic effort,” Mr. Gillman, the Irvine chancellor, said. And yet American society seems to be making less of this broad effort than it once did.

Students like Ms. Lopez are one reason that Irvine’s student body includes more students with Pell grants than all eight colleges of the Ivy League combined. It’s true that the California colleges have a built-in advantage: the many high-performing students from immigrant families who live there. But that’s hardly the only reason for the economic diversity. The <hl> University of California <hl>’s aggressive steps to recruit, admit, enroll and support low-income students are also crucial. “It takes a lot of systematic effort,” Mr. Gillman, the Irvine chancellor, said. And yet American society seems to be making less of this broad effort than it once did.

The <hl> University of California <hl> ’s aggressive steps to recruit, admit, enroll and support low-income students are also crucial.


Question: Who has the University of California been aggressive in pursuing?

Answer: low-income students

Students like Ms. Lopez are one reason that Irvine’s student body includes more students with Pell grants than all eight colleges of the Ivy League combined. It’s true that the California colleges have a built-in advantage: the many high-performing students from immigrant families who live there. But that’s hardly the only reason for the economic diversity. <hl> The University of California’s aggressive steps to recruit, admit, enroll and support low-income students are also crucial. <hl> “It takes a lot of systematic effort,” Mr. Gillman, the Irvine chancellor, said. And yet American society seems to be making less of this broad effort than it once did.

Students like Ms. Lopez are one reason that Irvine’s student body includes more students with Pell grants than all eight colleges of the Ivy League combined. It’s true that the California colleges have a built-in advantage: the many high-performing students from immigrant families who live there. But that’s hardly the only reason for the economic diversity. The University of California’s aggressive steps to recruit, admit, enroll and support <hl> low-income students <hl> are also crucial. “It takes a lot of systematic effort,” Mr. Gillman, the Irvine chancellor, said. And yet American society seems to be making less of this broad effort than it once did.


Question: What is the name of the chancellor for Irvine?

Answer: Mr. Gillman

Students like Ms. Lopez are one reason that Irvine’s student body includes more students with Pell grants than all eight colleges of the Ivy League combined. It’s true that the California colleges have a built-in advantage: the many high-performing students from immigrant families who live there. But that’s hardly the only reason for the economic diversity. The University of California’s aggressive steps to recruit, admit, enroll and support low-income students are also crucial. <hl> “It takes a lot of systematic effort,” Mr. Gillman , the Irvine chancellor, said. <hl> And yet American society seems to be making less of this broad effort than it once did.

Students like Ms. Lopez are one reason that Irvine’s student body includes more students with Pell grants than all eight colleges of the Ivy League combined. It’s true that the California colleges have a built-in advantage: the many high-performing students from immigrant families who live there. But that’s hardly the only reason for the economic diversity. The University of California’s aggressive steps to recruit, admit, enroll and support low-income students are also crucial. “It takes a lot of systematic effort,” <hl> Mr. Gillman <hl>, the Irvine chancellor, said. And yet American society seems to be making less of this broad effort than it once did.

“It takes a lot of systematic effort,” <hl> Mr. Gillman <hl> , the Irvine chancellor, said.


Question: How many Ivy League colleges are there?

Answer: eight

<hl> Students like Ms. Lopez are one reason that Irvine’s student body includes more students with Pell grants than all eight colleges of the Ivy League combined. <hl> It’s true that the California colleges have a built-in advantage: the many high-performing students from immigrant families who live there. But that’s hardly the only reason for the economic diversity. The University of California’s aggressive steps to recruit, admit, enroll and support low-income students are also crucial. “It takes a lot of systematic effort,” Mr. Gillman, the Irvine chancellor, said. And yet American society seems to be making less of this broad effort than it once did.

Students like Ms. Lopez are one reason that Irvine’s student body includes more students with Pell grants than all <hl> eight <hl> colleges of the Ivy League combined. It’s true that the California colleges have a built-in advantage: the many high-performing students from immigrant families who live there. But that’s hardly the only reason for the economic diversity. The University of California’s aggressive steps to recruit, admit, enroll and support low-income students are also crucial. “It takes a lot of systematic effort,” Mr. Gillman, the Irvine chancellor, said. And yet American society seems to be making less of this broad effort than it once did.


Question: Is state funding in California going up or down?

California, rather than making another push to bring college to the masses, is taking small steps in reverse. With state funding declining, the University of California has been enrolling fewer in-state students (even as the population keeps growing) and a greater number of affluent students from other countries and states. Outside California, the educational gap between rich and poor is much wider – and not narrowing very rapidly. All the while, a college education remains the most reliable ticket to the middle class and beyond. The unemployment rate for college graduates is only 2.7 percent, and the pay gap between college graduates and everyone else is near a record high. College obviously can’t solve all of the economy’s problems, but there is a reason that nearly all families that can comfortably send their children to college do so. For families that aren’t as comfortable, some colleges are doing much more to help than others.

Answer: the University of California

California, rather than making another push to bring college to the masses, is taking small steps in reverse. <hl> With state funding declining, the University of California has been enrolling fewer in-state students (even as the population keeps growing) and a greater number of affluent students from other countries and states. <hl> Outside California, the educational gap between rich and poor is much wider – and not narrowing very rapidly. All the while, a college education remains the most reliable ticket to the middle class and beyond. The unemployment rate for college graduates is only 2.7 percent, and the pay gap between college graduates and everyone else is near a record high. College obviously can’t solve all of the economy’s problems, but there is a reason that nearly all families that can comfortably send their children to college do so. For families that aren’t as comfortable, some colleges are doing much more to help than others.

California, rather than making another push to bring college to the masses, is taking small steps in reverse. With state funding declining, <hl> the University of California <hl> has been enrolling fewer in-state students (even as the population keeps growing) and a greater number of affluent students from other countries and states. Outside California, the educational gap between rich and poor is much wider – and not narrowing very rapidly. All the while, a college education remains the most reliable ticket to the middle class and beyond. The unemployment rate for college graduates is only 2.7 percent, and the pay gap between college graduates and everyone else is near a record high. College obviously can’t solve all of the economy’s problems, but there is a reason that nearly all families that can comfortably send their children to college do so. For families that aren’t as comfortable, some colleges are doing much more to help than others.


Question: What kind of students has the University of California been accepting fewer of?

Answer: in-state students

California, rather than making another push to bring college to the masses, is taking small steps in reverse. <hl> With state funding declining, the University of California has been enrolling fewer in-state students (even as the population keeps growing) and a greater number of affluent students from other countries and states. <hl> Outside California, the educational gap between rich and poor is much wider – and not narrowing very rapidly. All the while, a college education remains the most reliable ticket to the middle class and beyond. The unemployment rate for college graduates is only 2.7 percent, and the pay gap between college graduates and everyone else is near a record high. College obviously can’t solve all of the economy’s problems, but there is a reason that nearly all families that can comfortably send their children to college do so. For families that aren’t as comfortable, some colleges are doing much more to help than others.

California, rather than making another push to bring college to the masses, is taking small steps in reverse. With state funding declining, the University of California has been enrolling fewer <hl> in-state students <hl> (even as the population keeps growing) and a greater number of affluent students from other countries and states. Outside California, the educational gap between rich and poor is much wider – and not narrowing very rapidly. All the while, a college education remains the most reliable ticket to the middle class and beyond. The unemployment rate for college graduates is only 2.7 percent, and the pay gap between college graduates and everyone else is near a record high. College obviously can’t solve all of the economy’s problems, but there is a reason that nearly all families that can comfortably send their children to college do so. For families that aren’t as comfortable, some colleges are doing much more to help than others.


Question: What type of education is likely to positively influence economic mobility and success?

Answer: college education

California, rather than making another push to bring college to the masses, is taking small steps in reverse. With state funding declining, the University of California has been enrolling fewer in-state students (even as the population keeps growing) and a greater number of affluent students from other countries and states. Outside California, the educational gap between rich and poor is much wider – and not narrowing very rapidly. <hl> All the while, a college education remains the most reliable ticket to the middle class and beyond. <hl> The unemployment rate for college graduates is only 2.7 percent, and the pay gap between college graduates and everyone else is near a record high. College obviously can’t solve all of the economy’s problems, but there is a reason that nearly all families that can comfortably send their children to college do so. For families that aren’t as comfortable, some colleges are doing much more to help than others.

California, rather than making another push to bring college to the masses, is taking small steps in reverse. With state funding declining, the University of California has been enrolling fewer in-state students (even as the population keeps growing) and a greater number of affluent students from other countries and states. Outside California, the educational gap between rich and poor is much wider – and not narrowing very rapidly. All the while, a <hl> college education <hl> remains the most reliable ticket to the middle class and beyond. The unemployment rate for college graduates is only 2.7 percent, and the pay gap between college graduates and everyone else is near a record high. College obviously can’t solve all of the economy’s problems, but there is a reason that nearly all families that can comfortably send their children to college do so. For families that aren’t as comfortable, some colleges are doing much more to help than others.


Question: What is the rate of unemployment for college graduates?

Answer: 2.7 percent

California, rather than making another push to bring college to the masses, is taking small steps in reverse. With state funding declining, the University of California has been enrolling fewer in-state students (even as the population keeps growing) and a greater number of affluent students from other countries and states. Outside California, the educational gap between rich and poor is much wider – and not narrowing very rapidly. All the while, a college education remains the most reliable ticket to the middle class and beyond. <hl> The unemployment rate for college graduates is only 2.7 percent , and the pay gap between college graduates and everyone else is near a record high. <hl> College obviously can’t solve all of the economy’s problems, but there is a reason that nearly all families that can comfortably send their children to college do so. For families that aren’t as comfortable, some colleges are doing much more to help than others.

California, rather than making another push to bring college to the masses, is taking small steps in reverse. With state funding declining, the University of California has been enrolling fewer in-state students (even as the population keeps growing) and a greater number of affluent students from other countries and states. Outside California, the educational gap between rich and poor is much wider – and not narrowing very rapidly. All the while, a college education remains the most reliable ticket to the middle class and beyond. The unemployment rate for college graduates is only <hl> 2.7 percent <hl>, and the pay gap between college graduates and everyone else is near a record high. College obviously can’t solve all of the economy’s problems, but there is a reason that nearly all families that can comfortably send their children to college do so. For families that aren’t as comfortable, some colleges are doing much more to help than others.

The unemployment rate for college graduates is only <hl> 2.7 percent <hl> , and the pay gap between college graduates and everyone else is near a record high.


Question: How does the educational gap between the poor and wealthy differ outside of California as compared to inside?

Answer: much wider

California, rather than making another push to bring college to the masses, is taking small steps in reverse. With state funding declining, the University of California has been enrolling fewer in-state students (even as the population keeps growing) and a greater number of affluent students from other countries and states. <hl> Outside California, the educational gap between rich and poor is much wider – and not narrowing very rapidly. <hl> All the while, a college education remains the most reliable ticket to the middle class and beyond. The unemployment rate for college graduates is only 2.7 percent, and the pay gap between college graduates and everyone else is near a record high. College obviously can’t solve all of the economy’s problems, but there is a reason that nearly all families that can comfortably send their children to college do so. For families that aren’t as comfortable, some colleges are doing much more to help than others.

California, rather than making another push to bring college to the masses, is taking small steps in reverse. With state funding declining, the University of California has been enrolling fewer in-state students (even as the population keeps growing) and a greater number of affluent students from other countries and states. Outside California, the educational gap between rich and poor is <hl> much wider <hl> – and not narrowing very rapidly. All the while, a college education remains the most reliable ticket to the middle class and beyond. The unemployment rate for college graduates is only 2.7 percent, and the pay gap between college graduates and everyone else is near a record high. College obviously can’t solve all of the economy’s problems, but there is a reason that nearly all families that can comfortably send their children to college do so. For families that aren’t as comfortable, some colleges are doing much more to help than others.


Question: Who is Mr. Ingrasselino?

Through the decades, Mr. Ingrasselino would respond as a police officer and chief to a number of tragedies at the crossing, where Midland Avenue intersects with New Jersey Transit tracks at a sharp angle through his Bergen County town. “It’s not even an accident waiting to happen,” said Mr. Ingrasselino, who retired in 2012. “It’s an accident that’s been happening, over and over. It’s ridiculous.” The grade crossing is, as it turns out, among the most dangerous in the country, according to a little-known metric devised by the Federal Railroad Administration called the “accident prediction value.” The measure takes into account certain physical characteristics of crossings and recent accidents.

Answer: a police officer and chief

<hl> Through the decades, Mr. Ingrasselino would respond as a police officer and chief to a number of tragedies at the crossing, where Midland Avenue intersects with New Jersey Transit tracks at a sharp angle through his Bergen County town. <hl> “It’s not even an accident waiting to happen,” said Mr. Ingrasselino, who retired in 2012. “It’s an accident that’s been happening, over and over. It’s ridiculous.” The grade crossing is, as it turns out, among the most dangerous in the country, according to a little-known metric devised by the Federal Railroad Administration called the “accident prediction value.” The measure takes into account certain physical characteristics of crossings and recent accidents.

Through the decades, Mr. Ingrasselino would respond as <hl> a police officer and chief <hl> to a number of tragedies at the crossing, where Midland Avenue intersects with New Jersey Transit tracks at a sharp angle through his Bergen County town. “It’s not even an accident waiting to happen,” said Mr. Ingrasselino, who retired in 2012. “It’s an accident that’s been happening, over and over. It’s ridiculous.” The grade crossing is, as it turns out, among the most dangerous in the country, according to a little-known metric devised by the Federal Railroad Administration called the “accident prediction value.” The measure takes into account certain physical characteristics of crossings and recent accidents.


Question: How frequently accident has been happening  according to Mr. Ingresselino?

Answer: over and over

Through the decades, Mr. Ingrasselino would respond as a police officer and chief to a number of tragedies at the crossing, where Midland Avenue intersects with New Jersey Transit tracks at a sharp angle through his Bergen County town. “It’s not even an accident waiting to happen,” said Mr. Ingrasselino, who retired in 2012. <hl> “It’s an accident that’s been happening, over and over . <hl> It’s ridiculous.” The grade crossing is, as it turns out, among the most dangerous in the country, according to a little-known metric devised by the Federal Railroad Administration called the “accident prediction value.” The measure takes into account certain physical characteristics of crossings and recent accidents.

Through the decades, Mr. Ingrasselino would respond as a police officer and chief to a number of tragedies at the crossing, where Midland Avenue intersects with New Jersey Transit tracks at a sharp angle through his Bergen County town. “It’s not even an accident waiting to happen,” said Mr. Ingrasselino, who retired in 2012. “It’s an accident that’s been happening, <hl> over and over <hl>. It’s ridiculous.” The grade crossing is, as it turns out, among the most dangerous in the country, according to a little-known metric devised by the Federal Railroad Administration called the “accident prediction value.” The measure takes into account certain physical characteristics of crossings and recent accidents.

“It’s an accident that’s been happening, <hl> over and over <hl> .


Question: When did Mr. Ingrasselino retired?

Answer: in 2012.

Through the decades, Mr. Ingrasselino would respond as a police officer and chief to a number of tragedies at the crossing, where Midland Avenue intersects with New Jersey Transit tracks at a sharp angle through his Bergen County town. <hl> “It’s not even an accident waiting to happen,” said Mr. Ingrasselino, who retired in 2012. “It’s an accident that’s been happening, over and over. <hl> It’s ridiculous.” The grade crossing is, as it turns out, among the most dangerous in the country, according to a little-known metric devised by the Federal Railroad Administration called the “accident prediction value.” The measure takes into account certain physical characteristics of crossings and recent accidents.

Through the decades, Mr. Ingrasselino would respond as a police officer and chief to a number of tragedies at the crossing, where Midland Avenue intersects with New Jersey Transit tracks at a sharp angle through his Bergen County town. “It’s not even an accident waiting to happen,” said Mr. Ingrasselino, who retired <hl> in 2012. <hl> “It’s an accident that’s been happening, over and over. It’s ridiculous.” The grade crossing is, as it turns out, among the most dangerous in the country, according to a little-known metric devised by the Federal Railroad Administration called the “accident prediction value.” The measure takes into account certain physical characteristics of crossings and recent accidents.


Question: How is considered the crossing according to  Mr. Ingresselino?

Answer: most dangerous in the country

Through the decades, Mr. Ingrasselino would respond as a police officer and chief to a number of tragedies at the crossing, where Midland Avenue intersects with New Jersey Transit tracks at a sharp angle through his Bergen County town. “It’s not even an accident waiting to happen,” said Mr. Ingrasselino, who retired in 2012. “It’s an accident that’s been happening, over and over. It’s ridiculous.” <hl> The grade crossing is, as it turns out, among the most dangerous in the country , according to a little-known metric devised by the Federal Railroad Administration called the “accident prediction value.” <hl> The measure takes into account certain physical characteristics of crossings and recent accidents.

Through the decades, Mr. Ingrasselino would respond as a police officer and chief to a number of tragedies at the crossing, where Midland Avenue intersects with New Jersey Transit tracks at a sharp angle through his Bergen County town. “It’s not even an accident waiting to happen,” said Mr. Ingrasselino, who retired in 2012. “It’s an accident that’s been happening, over and over. It’s ridiculous.” The grade crossing is, as it turns out, among the <hl> most dangerous in the country <hl>, according to a little-known metric devised by the Federal Railroad Administration called the “accident prediction value.” The measure takes into account certain physical characteristics of crossings and recent accidents.

The grade crossing is, as it turns out, among the <hl> most dangerous in the country <hl> , according to a little-known metric devised by the Federal Railroad Administration called the “accident prediction value.”


Question: What named was given to the crossing by the Federal Railroad Administration?

Answer: “accident prediction value.”

Through the decades, Mr. Ingrasselino would respond as a police officer and chief to a number of tragedies at the crossing, where Midland Avenue intersects with New Jersey Transit tracks at a sharp angle through his Bergen County town. “It’s not even an accident waiting to happen,” said Mr. Ingrasselino, who retired in 2012. “It’s an accident that’s been happening, over and over. It’s ridiculous.” <hl> The grade crossing is, as it turns out, among the most dangerous in the country, according to a little-known metric devised by the Federal Railroad Administration called the “accident prediction value.” The measure takes into account certain physical characteristics of crossings and recent accidents. <hl>

Through the decades, Mr. Ingrasselino would respond as a police officer and chief to a number of tragedies at the crossing, where Midland Avenue intersects with New Jersey Transit tracks at a sharp angle through his Bergen County town. “It’s not even an accident waiting to happen,” said Mr. Ingrasselino, who retired in 2012. “It’s an accident that’s been happening, over and over. It’s ridiculous.” The grade crossing is, as it turns out, among the most dangerous in the country, according to a little-known metric devised by the Federal Railroad Administration called the <hl> “accident prediction value.” <hl> The measure takes into account certain physical characteristics of crossings and recent accidents.


Question: How many accidents since 1975?

The Midland crossing has been the site of 29 accidents since 1975, according to the railroad agency’s data. Two people have been killed and six more injured. The Metro-North Railroad crash last week, in which six people were killed when a train plowed into a sport-utility vehicle at a grade crossing in Westchester County, N.Y., cast renewed attention on the constantly lurking danger posed by the mixing of cars, trains and human nature at the tens of thousands of rail crossings across the country. Over the last week, reporters for The New York Times visited the 10 crossings that the railroad administration’s accident-prediction algorithm deems the most likely sites for crashes in New York, New Jersey and Connecticut — to examine their configurations and talk to people about the safety concerns.

Answer: 29

<hl> The Midland crossing has been the site of 29 accidents since 1975, according to the railroad agency’s data. <hl> Two people have been killed and six more injured. The Metro-North Railroad crash last week, in which six people were killed when a train plowed into a sport-utility vehicle at a grade crossing in Westchester County, N.Y., cast renewed attention on the constantly lurking danger posed by the mixing of cars, trains and human nature at the tens of thousands of rail crossings across the country. Over the last week, reporters for The New York Times visited the 10 crossings that the railroad administration’s accident-prediction algorithm deems the most likely sites for crashes in New York, New Jersey and Connecticut — to examine their configurations and talk to people about the safety concerns.

The Midland crossing has been the site of <hl> 29 <hl> accidents since 1975, according to the railroad agency’s data. Two people have been killed and six more injured. The Metro-North Railroad crash last week, in which six people were killed when a train plowed into a sport-utility vehicle at a grade crossing in Westchester County, N.Y., cast renewed attention on the constantly lurking danger posed by the mixing of cars, trains and human nature at the tens of thousands of rail crossings across the country. Over the last week, reporters for The New York Times visited the 10 crossings that the railroad administration’s accident-prediction algorithm deems the most likely sites for crashes in New York, New Jersey and Connecticut — to examine their configurations and talk to people about the safety concerns.


Question: Who confirmed the number of accidents?

Answer: the railroad agency’s data

<hl> The Midland crossing has been the site of 29 accidents since 1975, according to the railroad agency’s data . <hl> Two people have been killed and six more injured. The Metro-North Railroad crash last week, in which six people were killed when a train plowed into a sport-utility vehicle at a grade crossing in Westchester County, N.Y., cast renewed attention on the constantly lurking danger posed by the mixing of cars, trains and human nature at the tens of thousands of rail crossings across the country. Over the last week, reporters for The New York Times visited the 10 crossings that the railroad administration’s accident-prediction algorithm deems the most likely sites for crashes in New York, New Jersey and Connecticut — to examine their configurations and talk to people about the safety concerns.

The Midland crossing has been the site of 29 accidents since 1975, according to <hl> the railroad agency’s data <hl>. Two people have been killed and six more injured. The Metro-North Railroad crash last week, in which six people were killed when a train plowed into a sport-utility vehicle at a grade crossing in Westchester County, N.Y., cast renewed attention on the constantly lurking danger posed by the mixing of cars, trains and human nature at the tens of thousands of rail crossings across the country. Over the last week, reporters for The New York Times visited the 10 crossings that the railroad administration’s accident-prediction algorithm deems the most likely sites for crashes in New York, New Jersey and Connecticut — to examine their configurations and talk to people about the safety concerns.

The Midland crossing has been the site of 29 accidents since 1975, according to <hl> the railroad agency’s data <hl> .


Question: What mean of transformation crashed last night?

Answer: Metro-North Railroad

The Midland crossing has been the site of 29 accidents since 1975, according to the railroad agency’s data. Two people have been killed and six more injured. <hl> The Metro-North Railroad crash last week, in which six people were killed when a train plowed into a sport-utility vehicle at a grade crossing in Westchester County, N.Y., cast renewed attention on the constantly lurking danger posed by the mixing of cars, trains and human nature at the tens of thousands of rail crossings across the country. <hl> Over the last week, reporters for The New York Times visited the 10 crossings that the railroad administration’s accident-prediction algorithm deems the most likely sites for crashes in New York, New Jersey and Connecticut — to examine their configurations and talk to people about the safety concerns.

The Midland crossing has been the site of 29 accidents since 1975, according to the railroad agency’s data. Two people have been killed and six more injured. The <hl> Metro-North Railroad <hl> crash last week, in which six people were killed when a train plowed into a sport-utility vehicle at a grade crossing in Westchester County, N.Y., cast renewed attention on the constantly lurking danger posed by the mixing of cars, trains and human nature at the tens of thousands of rail crossings across the country. Over the last week, reporters for The New York Times visited the 10 crossings that the railroad administration’s accident-prediction algorithm deems the most likely sites for crashes in New York, New Jersey and Connecticut — to examine their configurations and talk to people about the safety concerns.


Question: How many people were killed when a train  plowed into a sport-utility?

Answer: six

The Midland crossing has been the site of 29 accidents since 1975, according to the railroad agency’s data. <hl> Two people have been killed and six more injured. <hl> The Metro-North Railroad crash last week, in which six people were killed when a train plowed into a sport-utility vehicle at a grade crossing in Westchester County, N.Y., cast renewed attention on the constantly lurking danger posed by the mixing of cars, trains and human nature at the tens of thousands of rail crossings across the country. Over the last week, reporters for The New York Times visited the 10 crossings that the railroad administration’s accident-prediction algorithm deems the most likely sites for crashes in New York, New Jersey and Connecticut — to examine their configurations and talk to people about the safety concerns.

The Midland crossing has been the site of 29 accidents since 1975, according to the railroad agency’s data. Two people have been killed and <hl> six <hl> more injured. The Metro-North Railroad crash last week, in which six people were killed when a train plowed into a sport-utility vehicle at a grade crossing in Westchester County, N.Y., cast renewed attention on the constantly lurking danger posed by the mixing of cars, trains and human nature at the tens of thousands of rail crossings across the country. Over the last week, reporters for The New York Times visited the 10 crossings that the railroad administration’s accident-prediction algorithm deems the most likely sites for crashes in New York, New Jersey and Connecticut — to examine their configurations and talk to people about the safety concerns.


Question: Who wants t examine  the configuration  these dangerous crossing in NY, NJ, and Connecticut?

Answer: reporters for The New York Times

The Midland crossing has been the site of 29 accidents since 1975, according to the railroad agency’s data. Two people have been killed and six more injured. The Metro-North Railroad crash last week, in which six people were killed when a train plowed into a sport-utility vehicle at a grade crossing in Westchester County, N.Y., cast renewed attention on the constantly lurking danger posed by the mixing of cars, trains and human nature at the tens of thousands of rail crossings across the country. <hl> Over the last week, reporters for The New York Times visited the 10 crossings that the railroad administration’s accident-prediction algorithm deems the most likely sites for crashes in New York, New Jersey and Connecticut — to examine their configurations and talk to people about the safety concerns. <hl>

The Midland crossing has been the site of 29 accidents since 1975, according to the railroad agency’s data. Two people have been killed and six more injured. The Metro-North Railroad crash last week, in which six people were killed when a train plowed into a sport-utility vehicle at a grade crossing in Westchester County, N.Y., cast renewed attention on the constantly lurking danger posed by the mixing of cars, trains and human nature at the tens of thousands of rail crossings across the country. Over the last week, <hl> reporters for The New York Times <hl> visited the 10 crossings that the railroad administration’s accident-prediction algorithm deems the most likely sites for crashes in New York, New Jersey and Connecticut — to examine their configurations and talk to people about the safety concerns.


Question: How many dangerous crossings are in New Jersey?

The metric is not a perfect measurement of danger. (The agency cautions that it does not take into account other factors, like local topography and traffic congestion.) But the 10 crossings, four in New Jersey and six on Long Island, examined by The Times are easily among the most hazardous in the country. Out of almost 130,000 public crossings in the nation, only 112 others have accident-prediction values as high as these 10. The Midland Avenue crossing currently has the eighth highest likelihood of a crash in the country.

Answer: four

The metric is not a perfect measurement of danger. (The agency cautions that it does not take into account other factors, like local topography and traffic congestion.) <hl> But the 10 crossings, four in New Jersey and six on Long Island, examined by The Times are easily among the most hazardous in the country. <hl> Out of almost 130,000 public crossings in the nation, only 112 others have accident-prediction values as high as these 10. The Midland Avenue crossing currently has the eighth highest likelihood of a crash in the country.

The metric is not a perfect measurement of danger. (The agency cautions that it does not take into account other factors, like local topography and traffic congestion.) But the 10 crossings, <hl> four <hl> in New Jersey and six on Long Island, examined by The Times are easily among the most hazardous in the country. Out of almost 130,000 public crossings in the nation, only 112 others have accident-prediction values as high as these 10. The Midland Avenue crossing currently has the eighth highest likelihood of a crash in the country.


Question: How many dangerous crossings are in Long Island?

Answer: six

The metric is not a perfect measurement of danger. (The agency cautions that it does not take into account other factors, like local topography and traffic congestion.) <hl> But the 10 crossings, four in New Jersey and six on Long Island, examined by The Times are easily among the most hazardous in the country. <hl> Out of almost 130,000 public crossings in the nation, only 112 others have accident-prediction values as high as these 10. The Midland Avenue crossing currently has the eighth highest likelihood of a crash in the country.

The metric is not a perfect measurement of danger. (The agency cautions that it does not take into account other factors, like local topography and traffic congestion.) But the 10 crossings, four in New Jersey and <hl> six <hl> on Long Island, examined by The Times are easily among the most hazardous in the country. Out of almost 130,000 public crossings in the nation, only 112 others have accident-prediction values as high as these 10. The Midland Avenue crossing currently has the eighth highest likelihood of a crash in the country.


Question: How does the Times consider these crossings?

Answer: the most hazardous

The metric is not a perfect measurement of danger. (The agency cautions that it does not take into account other factors, like local topography and traffic congestion.) <hl> But the 10 crossings, four in New Jersey and six on Long Island, examined by The Times are easily among the most hazardous in the country. <hl> Out of almost 130,000 public crossings in the nation, only 112 others have accident-prediction values as high as these 10. The Midland Avenue crossing currently has the eighth highest likelihood of a crash in the country.

The metric is not a perfect measurement of danger. (The agency cautions that it does not take into account other factors, like local topography and traffic congestion.) But the 10 crossings, four in New Jersey and six on Long Island, examined by The Times are easily among <hl> the most hazardous <hl> in the country. Out of almost 130,000 public crossings in the nation, only 112 others have accident-prediction values as high as these 10. The Midland Avenue crossing currently has the eighth highest likelihood of a crash in the country.


Question: Who has the eighth highest likelihood of a crash?

Answer: The Midland Avenue

The metric is not a perfect measurement of danger. (The agency cautions that it does not take into account other factors, like local topography and traffic congestion.) But the 10 crossings, four in New Jersey and six on Long Island, examined by The Times are easily among the most hazardous in the country. Out of almost 130,000 public crossings in the nation, only 112 others have accident-prediction values as high as these 10. <hl> The Midland Avenue crossing currently has the eighth highest likelihood of a crash in the country. <hl>

The metric is not a perfect measurement of danger. (The agency cautions that it does not take into account other factors, like local topography and traffic congestion.) But the 10 crossings, four in New Jersey and six on Long Island, examined by The Times are easily among the most hazardous in the country. Out of almost 130,000 public crossings in the nation, only 112 others have accident-prediction values as high as these 10. <hl> The Midland Avenue <hl> crossing currently has the eighth highest likelihood of a crash in the country.


Question: where is the location with the highest accident prediction avenue?

The location with the highest accident prediction value in the country is in Ashdown, Ark. — a freight railroad crossing that has been the site of 19 accidents since 1975. There are no warning lights or gates at the crossing. The site of the Metro-North crash, a less traveled crossing in Valhalla, N.Y., where the last accident was a fatal collision in 1984, is rated nowhere near as dangerous but is still in the top fifth of the most potentially hazardous crossings in the New York City region. Several factors make the mix of trains and humans in the region more dangerous than elsewhere. Commuter trains travel through densely populated areas at speeds as high as 80 miles per hour. The freight trains that dominate the tracks in other parts of the country travel much slower through towns, often just 10 m.p.h. The commuter rail lines in the region bear more trains each day than many freight train crossings elsewhere see in a month. But some of the crossings The Times examined have problems that safety experts say can increase the chances of a collision, like roads and tracks meeting at harsh angles and traffic signals in proximity that, in heavy traffic, can contribute to drivers’ getting stuck on the tracks. Correcting Problems

Answer: Ashdown, Ark.

<hl> The location with the highest accident prediction value in the country is in Ashdown, Ark. — a freight railroad crossing that has been the site of 19 accidents since 1975. <hl> There are no warning lights or gates at the crossing. The site of the Metro-North crash, a less traveled crossing in Valhalla, N.Y., where the last accident was a fatal collision in 1984, is rated nowhere near as dangerous but is still in the top fifth of the most potentially hazardous crossings in the New York City region. Several factors make the mix of trains and humans in the region more dangerous than elsewhere. Commuter trains travel through densely populated areas at speeds as high as 80 miles per hour. The freight trains that dominate the tracks in other parts of the country travel much slower through towns, often just 10 m.p.h. The commuter rail lines in the region bear more trains each day than many freight train crossings elsewhere see in a month. But some of the crossings The Times examined have problems that safety experts say can increase the chances of a collision, like roads and tracks meeting at harsh angles and traffic signals in proximity that, in heavy traffic, can contribute to drivers’ getting stuck on the tracks. Correcting Problems

The location with the highest accident prediction value in the country is in <hl> Ashdown, Ark. <hl> — a freight railroad crossing that has been the site of 19 accidents since 1975. There are no warning lights or gates at the crossing. The site of the Metro-North crash, a less traveled crossing in Valhalla, N.Y., where the last accident was a fatal collision in 1984, is rated nowhere near as dangerous but is still in the top fifth of the most potentially hazardous crossings in the New York City region. Several factors make the mix of trains and humans in the region more dangerous than elsewhere. Commuter trains travel through densely populated areas at speeds as high as 80 miles per hour. The freight trains that dominate the tracks in other parts of the country travel much slower through towns, often just 10 m.p.h. The commuter rail lines in the region bear more trains each day than many freight train crossings elsewhere see in a month. But some of the crossings The Times examined have problems that safety experts say can increase the chances of a collision, like roads and tracks meeting at harsh angles and traffic signals in proximity that, in heavy traffic, can contribute to drivers’ getting stuck on the tracks. Correcting Problems


Question: Were happened the fatal accident in 1984?

Answer: Valhalla, N.Y

The location with the highest accident prediction value in the country is in Ashdown, Ark. — a freight railroad crossing that has been the site of 19 accidents since 1975. There are no warning lights or gates at the crossing. <hl> The site of the Metro-North crash, a less traveled crossing in Valhalla, N.Y ., where the last accident was a fatal collision in 1984, is rated nowhere near as dangerous but is still in the top fifth of the most potentially hazardous crossings in the New York City region. <hl> Several factors make the mix of trains and humans in the region more dangerous than elsewhere. Commuter trains travel through densely populated areas at speeds as high as 80 miles per hour. The freight trains that dominate the tracks in other parts of the country travel much slower through towns, often just 10 m.p.h. The commuter rail lines in the region bear more trains each day than many freight train crossings elsewhere see in a month. But some of the crossings The Times examined have problems that safety experts say can increase the chances of a collision, like roads and tracks meeting at harsh angles and traffic signals in proximity that, in heavy traffic, can contribute to drivers’ getting stuck on the tracks. Correcting Problems

The location with the highest accident prediction value in the country is in Ashdown, Ark. — a freight railroad crossing that has been the site of 19 accidents since 1975. There are no warning lights or gates at the crossing. The site of the Metro-North crash, a less traveled crossing in <hl> Valhalla, N.Y <hl>., where the last accident was a fatal collision in 1984, is rated nowhere near as dangerous but is still in the top fifth of the most potentially hazardous crossings in the New York City region. Several factors make the mix of trains and humans in the region more dangerous than elsewhere. Commuter trains travel through densely populated areas at speeds as high as 80 miles per hour. The freight trains that dominate the tracks in other parts of the country travel much slower through towns, often just 10 m.p.h. The commuter rail lines in the region bear more trains each day than many freight train crossings elsewhere see in a month. But some of the crossings The Times examined have problems that safety experts say can increase the chances of a collision, like roads and tracks meeting at harsh angles and traffic signals in proximity that, in heavy traffic, can contribute to drivers’ getting stuck on the tracks. Correcting Problems

The site of the Metro-North crash, a less traveled crossing in <hl> Valhalla, N.Y <hl> ., where the last accident was a fatal collision in 1984, is rated nowhere near as dangerous but is still in the top fifth of the most potentially hazardous crossings in the New York City region.


Question: How many accidents have happened in Ashdown since 1975?

Answer: 19

<hl> The location with the highest accident prediction value in the country is in Ashdown, Ark. — a freight railroad crossing that has been the site of 19 accidents since 1975. <hl> There are no warning lights or gates at the crossing. The site of the Metro-North crash, a less traveled crossing in Valhalla, N.Y., where the last accident was a fatal collision in 1984, is rated nowhere near as dangerous but is still in the top fifth of the most potentially hazardous crossings in the New York City region. Several factors make the mix of trains and humans in the region more dangerous than elsewhere. Commuter trains travel through densely populated areas at speeds as high as 80 miles per hour. The freight trains that dominate the tracks in other parts of the country travel much slower through towns, often just 10 m.p.h. The commuter rail lines in the region bear more trains each day than many freight train crossings elsewhere see in a month. But some of the crossings The Times examined have problems that safety experts say can increase the chances of a collision, like roads and tracks meeting at harsh angles and traffic signals in proximity that, in heavy traffic, can contribute to drivers’ getting stuck on the tracks. Correcting Problems

The location with the highest accident prediction value in the country is in Ashdown, Ark. — a freight railroad crossing that has been the site of <hl> 19 <hl> accidents since 1975. There are no warning lights or gates at the crossing. The site of the Metro-North crash, a less traveled crossing in Valhalla, N.Y., where the last accident was a fatal collision in 1984, is rated nowhere near as dangerous but is still in the top fifth of the most potentially hazardous crossings in the New York City region. Several factors make the mix of trains and humans in the region more dangerous than elsewhere. Commuter trains travel through densely populated areas at speeds as high as 80 miles per hour. The freight trains that dominate the tracks in other parts of the country travel much slower through towns, often just 10 m.p.h. The commuter rail lines in the region bear more trains each day than many freight train crossings elsewhere see in a month. But some of the crossings The Times examined have problems that safety experts say can increase the chances of a collision, like roads and tracks meeting at harsh angles and traffic signals in proximity that, in heavy traffic, can contribute to drivers’ getting stuck on the tracks. Correcting Problems


Question: What's the speed of trains that traveled trough those areas?

Answer: 80 miles per hour

The location with the highest accident prediction value in the country is in Ashdown, Ark. — a freight railroad crossing that has been the site of 19 accidents since 1975. There are no warning lights or gates at the crossing. The site of the Metro-North crash, a less traveled crossing in Valhalla, N.Y., where the last accident was a fatal collision in 1984, is rated nowhere near as dangerous but is still in the top fifth of the most potentially hazardous crossings in the New York City region. Several factors make the mix of trains and humans in the region more dangerous than elsewhere. <hl> Commuter trains travel through densely populated areas at speeds as high as 80 miles per hour . <hl> The freight trains that dominate the tracks in other parts of the country travel much slower through towns, often just 10 m.p.h. The commuter rail lines in the region bear more trains each day than many freight train crossings elsewhere see in a month. But some of the crossings The Times examined have problems that safety experts say can increase the chances of a collision, like roads and tracks meeting at harsh angles and traffic signals in proximity that, in heavy traffic, can contribute to drivers’ getting stuck on the tracks. Correcting Problems

The location with the highest accident prediction value in the country is in Ashdown, Ark. — a freight railroad crossing that has been the site of 19 accidents since 1975. There are no warning lights or gates at the crossing. The site of the Metro-North crash, a less traveled crossing in Valhalla, N.Y., where the last accident was a fatal collision in 1984, is rated nowhere near as dangerous but is still in the top fifth of the most potentially hazardous crossings in the New York City region. Several factors make the mix of trains and humans in the region more dangerous than elsewhere. Commuter trains travel through densely populated areas at speeds as high as <hl> 80 miles per hour <hl>. The freight trains that dominate the tracks in other parts of the country travel much slower through towns, often just 10 m.p.h. The commuter rail lines in the region bear more trains each day than many freight train crossings elsewhere see in a month. But some of the crossings The Times examined have problems that safety experts say can increase the chances of a collision, like roads and tracks meeting at harsh angles and traffic signals in proximity that, in heavy traffic, can contribute to drivers’ getting stuck on the tracks. Correcting Problems

Commuter trains travel through densely populated areas at speeds as high as <hl> 80 miles per hour <hl> .


Question: Who suggested some recommendations t reduce accidents?

Answer: safety experts

The location with the highest accident prediction value in the country is in Ashdown, Ark. — a freight railroad crossing that has been the site of 19 accidents since 1975. There are no warning lights or gates at the crossing. The site of the Metro-North crash, a less traveled crossing in Valhalla, N.Y., where the last accident was a fatal collision in 1984, is rated nowhere near as dangerous but is still in the top fifth of the most potentially hazardous crossings in the New York City region. Several factors make the mix of trains and humans in the region more dangerous than elsewhere. Commuter trains travel through densely populated areas at speeds as high as 80 miles per hour. The freight trains that dominate the tracks in other parts of the country travel much slower through towns, often just 10 m.p.h. The commuter rail lines in the region bear more trains each day than many freight train crossings elsewhere see in a month. <hl> But some of the crossings The Times examined have problems that safety experts say can increase the chances of a collision, like roads and tracks meeting at harsh angles and traffic signals in proximity that, in heavy traffic, can contribute to drivers’ getting stuck on the tracks. <hl> Correcting Problems

The location with the highest accident prediction value in the country is in Ashdown, Ark. — a freight railroad crossing that has been the site of 19 accidents since 1975. There are no warning lights or gates at the crossing. The site of the Metro-North crash, a less traveled crossing in Valhalla, N.Y., where the last accident was a fatal collision in 1984, is rated nowhere near as dangerous but is still in the top fifth of the most potentially hazardous crossings in the New York City region. Several factors make the mix of trains and humans in the region more dangerous than elsewhere. Commuter trains travel through densely populated areas at speeds as high as 80 miles per hour. The freight trains that dominate the tracks in other parts of the country travel much slower through towns, often just 10 m.p.h. The commuter rail lines in the region bear more trains each day than many freight train crossings elsewhere see in a month. But some of the crossings The Times examined have problems that <hl> safety experts <hl> say can increase the chances of a collision, like roads and tracks meeting at harsh angles and traffic signals in proximity that, in heavy traffic, can contribute to drivers’ getting stuck on the tracks. Correcting Problems


Question: Which is one of the less expensive safety measures?

The less expensive safety measures — automatic gates, lights, bells and signs — are largely in place in the New York region. A challenge is creating crossings that can overcome the lesser impulses of human nature in a part of the country where many people do not see patience as a virtue. In Brentwood, N.Y., on Monday, a couple on foot watched as the safety gate at the Washington Avenue crossing, one of the most dangerous in the region, lowered in front of them, its bells sounding and lights flashing. After one Long Island Rail Road train passed through, heading east, the man and woman ducked underneath the crossing gate. The man glanced toward the train receding in the distance and suddenly jumped back. “There’s another train coming!” he yelled.

Answer: automatic gates

<hl> The less expensive safety measures — automatic gates , lights, bells and signs — are largely in place in the New York region. <hl> A challenge is creating crossings that can overcome the lesser impulses of human nature in a part of the country where many people do not see patience as a virtue. In Brentwood, N.Y., on Monday, a couple on foot watched as the safety gate at the Washington Avenue crossing, one of the most dangerous in the region, lowered in front of them, its bells sounding and lights flashing. After one Long Island Rail Road train passed through, heading east, the man and woman ducked underneath the crossing gate. The man glanced toward the train receding in the distance and suddenly jumped back. “There’s another train coming!” he yelled.

The less expensive safety measures — <hl> automatic gates <hl>, lights, bells and signs — are largely in place in the New York region. A challenge is creating crossings that can overcome the lesser impulses of human nature in a part of the country where many people do not see patience as a virtue. In Brentwood, N.Y., on Monday, a couple on foot watched as the safety gate at the Washington Avenue crossing, one of the most dangerous in the region, lowered in front of them, its bells sounding and lights flashing. After one Long Island Rail Road train passed through, heading east, the man and woman ducked underneath the crossing gate. The man glanced toward the train receding in the distance and suddenly jumped back. “There’s another train coming!” he yelled.

The less expensive safety measures — <hl> automatic gates <hl> , lights, bells and signs — are largely in place in the New York region.


Question: What did the couple do when the  train passed through?

Answer: ducked underneath the crossing gate

The less expensive safety measures — automatic gates, lights, bells and signs — are largely in place in the New York region. A challenge is creating crossings that can overcome the lesser impulses of human nature in a part of the country where many people do not see patience as a virtue. In Brentwood, N.Y., on Monday, a couple on foot watched as the safety gate at the Washington Avenue crossing, one of the most dangerous in the region, lowered in front of them, its bells sounding and lights flashing. <hl> After one Long Island Rail Road train passed through, heading east, the man and woman ducked underneath the crossing gate . <hl> The man glanced toward the train receding in the distance and suddenly jumped back. “There’s another train coming!” he yelled.

The less expensive safety measures — automatic gates, lights, bells and signs — are largely in place in the New York region. A challenge is creating crossings that can overcome the lesser impulses of human nature in a part of the country where many people do not see patience as a virtue. In Brentwood, N.Y., on Monday, a couple on foot watched as the safety gate at the Washington Avenue crossing, one of the most dangerous in the region, lowered in front of them, its bells sounding and lights flashing. After one Long Island Rail Road train passed through, heading east, the man and woman <hl> ducked underneath the crossing gate <hl>. The man glanced toward the train receding in the distance and suddenly jumped back. “There’s another train coming!” he yelled.

After one Long Island Rail Road train passed through, heading east, the man and woman <hl> ducked underneath the crossing gate <hl> .


Question: Where did  a couple saw a crossing gate lowered in front of them?

Answer: Brentwood, N.Y

The less expensive safety measures — automatic gates, lights, bells and signs — are largely in place in the New York region. A challenge is creating crossings that can overcome the lesser impulses of human nature in a part of the country where many people do not see patience as a virtue. <hl> In Brentwood, N.Y ., on Monday, a couple on foot watched as the safety gate at the Washington Avenue crossing, one of the most dangerous in the region, lowered in front of them, its bells sounding and lights flashing. <hl> After one Long Island Rail Road train passed through, heading east, the man and woman ducked underneath the crossing gate. The man glanced toward the train receding in the distance and suddenly jumped back. “There’s another train coming!” he yelled.

The less expensive safety measures — automatic gates, lights, bells and signs — are largely in place in the New York region. A challenge is creating crossings that can overcome the lesser impulses of human nature in a part of the country where many people do not see patience as a virtue. In <hl> Brentwood, N.Y <hl>., on Monday, a couple on foot watched as the safety gate at the Washington Avenue crossing, one of the most dangerous in the region, lowered in front of them, its bells sounding and lights flashing. After one Long Island Rail Road train passed through, heading east, the man and woman ducked underneath the crossing gate. The man glanced toward the train receding in the distance and suddenly jumped back. “There’s another train coming!” he yelled.

In <hl> Brentwood, N.Y <hl> ., on Monday, a couple on foot watched as the safety gate at the Washington Avenue crossing, one of the most dangerous in the region, lowered in front of them, its bells sounding and lights flashing.


Question: What else did the man see when he was on the other side?

Answer: another train coming

“There’s another train coming !”

The less expensive safety measures — automatic gates, lights, bells and signs — are largely in place in the New York region. A challenge is creating crossings that can overcome the lesser impulses of human nature in a part of the country where many people do not see patience as a virtue. In Brentwood, N.Y., on Monday, a couple on foot watched as the safety gate at the Washington Avenue crossing, one of the most dangerous in the region, lowered in front of them, its bells sounding and lights flashing. After one Long Island Rail Road train passed through, heading east, the man and woman ducked underneath the crossing gate. The man glanced toward the train receding in the distance and suddenly jumped back. <hl> “There’s another train coming !” <hl> he yelled.

The less expensive safety measures — automatic gates, lights, bells and signs — are largely in place in the New York region. A challenge is creating crossings that can overcome the lesser impulses of human nature in a part of the country where many people do not see patience as a virtue. In Brentwood, N.Y., on Monday, a couple on foot watched as the safety gate at the Washington Avenue crossing, one of the most dangerous in the region, lowered in front of them, its bells sounding and lights flashing. After one Long Island Rail Road train passed through, heading east, the man and woman ducked underneath the crossing gate. The man glanced toward the train receding in the distance and suddenly jumped back. “There’s <hl> another train coming <hl>!” he yelled.

“There’s <hl> another train coming <hl> !”