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Here is a crossing safety problem that has the traffic community particularly concerned:   <o:p></o:p> At night, when no trains are approaching or present, signalized and non-signalized crossings look the same to an approaching motorist.  Why should that be considered a problem?  After all, a driver is supposed to comply with either type of crossing.   <o:p></o:p> The answer is that drivers adjust their caution to match each of the two crossing types, and if they don’t know which type they are approaching, they might mistakenly apply their reduced caution reaction for a signalized crossing to a non-signalized crossing.  This is a fatal flaw that has been recognized by traffic and safety experts, and they are seeking a solution that will clearly distinguish the two types of crossings to drivers.     <o:p></o:p> It is a well-known, fundamental human reaction to be less careful of a hazard if that hazard is protected by some type of safety device.  And it is unreasonable to expect otherwise even if a person is told to be as careful with or without the safety device.   <o:p></o:p> People naturally rely on a safety device because intuitively, that seems to be the point.  I speculate that only a small portion of drivers feel any need to look for trains when approaching a signalized crossing when the signals are not activated.  Operation lifesaver tells us that the signals cannot fail, so why should a driver conclude that he or she should look for trains in anticipation of a signal failure?  <o:p></o:p> Furthermore, there are signalized crossings with limited sight lines, on high-speed roads.  To properly yield, a driver must anticipate the speed of a possible train.  A driver has no way of knowing the speed at which trains might approach.  So a driver must anticipate the highest possible train speed, perhaps as much as 80mph or higher.  To properly yield to these limited sight crossings, a driver would have to stop and look both ways.  Your average highway patrol officer would ticket a driver for stopping on a 60mph highway for an un-activated signalized grade crossing.   <o:p></o:p> So, overall, it is a given, and in many cases, necessary that drivers rely on the signals at signalized crossings.  However, at non-signalized crossings, a driver is expected to, and generally realizes, that his or her full attention must be directed to look for trains before crossing since there is no other protection.     <o:p></o:p> Here is the problem:  When approaching a grade crossing at night, unless it is an activated signalized crossing, the only visual indicator of the crossing is the crossbuck.  Therefore, the driver has no way of knowing whether the crossing is signalized or not, since both types of crossings only display the crossbuck.  So a driver is quite likely to approach the crossbuck of a non-signalized crossing with the same limited sense of precaution as when approaching a signalized crossing.
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