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I am not necessarily convinced that adding a yellow phase to grade crossings would solve the problem.  It might not produce any improvement.  I would not conclude that it would make it worse.  The problem it would be trying to correct would be drivers perceiving the entire 20 seconds as a warning “yellow light.”  So adding another 10 seconds of an actual yellow light warning might just create a 30 second “yellow light” in the minds of the drivers that it is trying to reach.  It seems apparent that drivers tend to assess the train danger in deciding how to react to the warning system, whereas, with highway traffic lights, they just take the traffic for what it is and follow the commands of the lights. My main motivation for bringing this up is how it applies to quiet zones.   This is because quiet zones purport to measure and quantify risk and how safety features affect that risk.  There are worksheets for this, but I have not yet studied them.  But in any case, quiet zone analysis has to account for the risk involved with drivers trying to beat the train, and balance that risk with the removal of the train horn.  So I am thinking about that.    A quiet zone seems to assume that insurmountable gates eliminate the need for the horn.  I wonder if they have thought that completely through.
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