Naylor Road Metro Station Area Access and Capacity - WMATA.com.

With the transformation of the Naylor Road
Station area from an automobile-oriented
transit center to a regional center of mixed-use
TOD, how people access the station will change
by 2040 (Table ES-2). The model estimates that
walk and bike access will grow significantly,
owing to the expected concentration of
mixed-use buildings at the station in the
future. While the model estimates a decline in
automobile access as a percent of daily mode
share, Park & Ride usage will remain high.
This study assumed that bus ridership will
grow similarly to Naylor Road Station’s total entries (35 percent during peak periods and eight
percent during off-peak periods) to ensure that adequate bus capacity is considered in future
redevelopment. Finally, this study assumes that planning for up to three shuttle trips per hour
during peak periods in 2040 is a reasonable, conservative assumption given the available data.
Future Station Access Needs
Realizing Naylor Road Station’s TOD vision will take years, and this redevelopment process is
just now beginning through completed or in-process planning studies tasked with improving
the station area and its multimodal access. This report uses information and findings from these
studies as well as additional station observations and analyses performed specifically for this
study to define station access deficiencies and opportunities for improvement—or more simply,
station access “needs.”
In addition, the study evaluated station capacity based on 2012 and estimated 2040 ridership
levels. Table ES-3 shows that existing platform-to-mezzanine elevator capacity does not meet
established standards, but that all other circulation
elements at the existing mezzanine meet the minimum
requirements for 2012 and estimated 2040 passenger loads.
Circulation
Element
Existing
This study also analyzed Naylor Road Station’s emergency
egress capacity under existing conditions as well as
estimated conditions in 2040 (Table ES-4). This analysis is
based on the requirements set by the NFPA 130 standards.
Evacuation time analysis is based on a worst-case-scenario
with peak-direction trains containing twice the typical
number of passengers to simulate a missed headway.
Metro uses these guidelines as design goals when
modifying station facilities to increase their emergency
safety capabilities. The analysis results show that Naylor
Road Station presently does not meet emergency egress
requirements for the afternoon peak period. However, as a
result of shorter headways by 2040, the station is expected
to meet all emergency egress standards in the future.
Table ES-2: 2040 Estimated Weekday Mode Share for Naylor
Road Station
Period
Park &
Ride
Kiss &
Ride Bus
Walk/
Bike Total
Weekday Mode Share Change from 2012 to 2040*
Peak Periods -3% -49% 35% 39% 35%
Off-Peak Periods 167% -75% 8% 294% 8%
All day 12% -56% 30% 92% 27%
Weekday Mode Share
2012 23% 12% 46% 19% 100%
2040 20% 4% 47% 29% 100%
* Rounded to the nearest whole number
Table ES-3: Station Capacity Analysis Results
Elements Required
2012 2040
Platform Escalators 2 2 2
Platform Elevators* 1 2 2
Faregate Aisles 4 2 2
Farecard Vendors 7 1 1
* While only one platform elevator per mezzanine is required
for ADA compliance, current practice by Metro is to provide two
platform elevators per mezzanine.
Table ES-4: Future Emergency Egress
NFPA
Measure (minutes)
Morning Peak
Time to clear platform
Standard
4.0
2012
3.6
2040
2.5
Time to point of safety 6.0 5.1 4.0
Afternoon Peak
Time to clear platform 4.0 5.2 3.4
Time to point of safety 6.0 6.7 4.9
ES-5 | Executive Summary