| Control type | Visual levels & moving parts | Gap + evidence |
|---|---|---|
| School zone warning signage |
Current — WPPE
Nothing installed
→
DE MUTCD Minimum
S1-1 sign (FYG)
→
Optimal (evidence-based)
S1-1 sign
Active beacon
Speed feedback
Overhead sign
Needs →
Zone designation first (Title 21 §4169)
DelDOT (Elkton Rd / SR 279)
City of Newark (local streets)
Written engineering request
|
Zone not designated → S1-1 Standard cannot activate. WPPE is below the floor, not just below best practice. Overhead signing warranted given Elkton Rd volumes (28,734 AADT) and speeds. DE MUTCD Rev 3 §7B; FHWA Pedestrian Safety Guide |
| School speed limit |
Current — WPPE
No speed zone
→
DE MUTCD Minimum
20 mph sign assembly
→
Optimal (evidence-based)
20 mph zone
Flashing beacon
Speed feedback sign
Speed camera
Needs →
Zone designation (Title 21 §4169)
DelDOT Traffic Engineering
City of Newark (pre-approved speed camera on WPP)
Speed study / engineering order
|
No speed zone → 20 mph Standard inoperative. Observed speeds reportedly exceed posted 25 mph. Dynamic speed feedback reduces mean speeds 3–5 mph. Speed camera pre-approved by City for WPP corridor. DE MUTCD Rev 3 §7B; FHWA Speed Feedback Studies; NCHRP 500 |
| Advance crossing warning |
Current — WPPE
No crosswalks established
→
DE MUTCD Minimum
S1-1 + AHEAD plaque
Both directions
→
Optimal (evidence-based)
S1-1 + AHEAD
RRFB
In-street sign
Needs →
Crosswalk establishment (engineering study)
City of Newark (local streets)
DelDOT (Elkton / SR 279)
Pedestrian count (WPPE community can conduct)
|
No crosswalks → advance assembly Standard inoperative. RRFB achieves 98%+ driver yield vs. 18% at uncontrolled marked crosswalk alone. PHB achieves 97%+. Fitzpatrick et al. 2010 (RRFB); FHWA PHB Studies |
| At-crossing warning |
Current — WPPE
Nothing
→
DE MUTCD Minimum
S1-1 + arrow plaque
→
Optimal (evidence-based)
S1-1 + arrow
Ladder crosswalk
RRFB
In-street sign
Needs →
Crosswalk establishment
City of Newark / DelDOT
Pavement marking contract
|
Ladder marking alone raises driver yield ~40% vs. no marking. Combined with RRFB: 98%+. High-visibility crosswalk reduces pedestrian crash risk 45% at multilane sites. FHWA Crosswalk Marking Study; Zegeer et al. 2002 |
| Bus driveway warning (Location 4) |
Current — WPPE
No sign, no marking, no beacon
→
DE MUTCD Minimum
S3-1 bus stop ahead
S3-1-DE (DE only)
→
Optimal (evidence-based)
S3-1 + S3-1-DE
Driveway beacon
Yield marking
Parking prohibit
Needs →
DelDOT Traffic (S3-1-DE 3-step process)
City of Newark (parking ordinance)
Written request to DelDOT Traffic
Casho Mill geometry doc as supporting evidence
|
May 1, 2026 bus incident: driver missed entrance, backed into traffic. No warning assembly present. Funeral home parking blocks sight distance to the driveway approach. DE MUTCD Rev 3 §7B.13; Newark Post 2026-05-01; NCHRP 674 |
| Crosswalk markings |
Current — WPPE
None
→
DE MUTCD Minimum
Crosswalk markings
Stop line
→
Optimal (evidence-based)
Ladder crosswalk
Stop line (setback)
Colored apron
Needs →
Engineering study (WPPE community count data satisfies)
City of Newark / DelDOT
Pavement marking contract
|
Guidance — not mandatory on its own, but all four triggering conditions are met at WPPE. Engineering study requirement can be satisfied by pedestrian count data the WPPE community can collect at zero cost. DE MUTCD Rev 3 §3B.18; Zegeer et al.; FHWA HV Crosswalk Study |
| Parking prohibitions |
Current — WPPE
None at Loc 2 or Loc 4
→
DE MUTCD Minimum
NO PARKING visibility zone
School days sign
→
Optimal (evidence-based)
NO PARKING SCHOOL DAYS
Curb extension
Painted curb
Needs →
City of Newark (parking ordinance authority)
City Council / Traffic Committee motion
Funeral home notification (time-restricted, school days only)
|
Sight-line obstruction at Location 4 (funeral home parking) and Location 2 (side street) directly contributes to hazard. Time-restricted school-days-only prohibition minimizes resident/business impact. DE MUTCD Rev 3 §7C.02 ¶03, §7B.17; NACTO USDG |
| Flashing beacon at crossing |
Current — WPPE
None
→
DE MUTCD Minimum (Rev 3)
Standard flashing beacon
→
Optimal — after DE adopts 11th ed.
RRFB
PHB (higher volume)
Needs →
DelDOT Traffic (beacon approval on state roads)
Pedestrian count study (40 ped/hr threshold)
3 of 4 DE 7B.18 conditions likely already met
Anticipate 11th ed. adoption — request RRFB-ready infra now
|
Standard flashing beacon: ~55% yield. RRFB: 98%+. PHB: 97%+. Uncontrolled crosswalk alone: 18%. The pedestrian count is the only missing data point for the 7B.18 warrant. DE MUTCD Rev 3 §7B.18; Fitzpatrick et al. 2010; FHWA PHB research |
| Crossing guard |
Current — WPPE
None at any location
→
DE MUTCD Minimum
Trained guard
ANSI apparel
STOP paddle
→
Optimal (evidence-based)
Guard + ANSI apparel
Lighted paddle
Signal coordination
ADA pushbutton
Needs →
Christina SD (primary employer)
City of Newark (Title 14 authority)
Gap study documentation (removes discretionary defense)
ADA accessible pushbutton if guard at signal
|
Adult crossing guard reduces pedestrian conflicts 50–80% during supervised periods. Gap study (pedestrian count + vehicle gap analysis) removes Christina SD's discretionary defense for non-deployment. DE MUTCD Rev 3 §7D; PEDSAFE; NHTSA School Bus Safety |
| Signal at school crossing |
Current — WPPE
No signal at school crossing
→
DE MUTCD Minimum
Signal (if warrant met)
Ped signal heads
→
Optimal (evidence-based)
Signal + ped heads
Countdown displays
APS
LPI
Needs →
Pedestrian count (20 children threshold for 4C.06)
DelDOT (signal system / SR 279)
300 ft exclusion at Loc 4 — argue progressive movement exception
Even if signal blocked: 4C.06 ¶03 requires alternatives
|
LPI increases pedestrian safety by giving walkers a head start before conflicting vehicles. APS provides non-visual crossing info. 300 ft exclusion at Location 4 must be addressed — but DelDOT cannot refuse signal AND all alternatives. DE MUTCD Rev 3 §4C.06; FHWA APS Guide; FHWA LPI Research |