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

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Sectional Map Amendment (Branch Avenue Corridor Sector Plan) established policies and zoning to encourage mixed-use TOD within a half-mile radius of the Metrorail station. The plan recommended an urban mix of uses integrated with new office building within walking distance of the Naylor Road Metro Station. Specifically, the plan designated Naylor Road Station a Regional Center. Regional Centers are locations for regionally marketed retail destinations, office and employment areas, higher education facilities, and possibly sports and recreational complexes serving Prince George’s County. High-density residential may be an option if the needed public facilities and services can be provided. Regional Centers feature high transit access. The plan recommended that Naylor Road Station employ the Mixed-Use Transportation- Oriented Zone. However, as noted in M-NCPPC’s 2009 Countywide Master Plan of Transportation, retrofitting Prince George’s County Metrorail station areas in the Developed Tier (such as Naylor Road) into TOD communities has been a challenge. Many of these stations are isolated from nearby communities, as they were constructed alongside major transportation infrastructure like railroads or highways. For example, Suitland Parkway acts as a barrier between the Naylor Road station and communities to the north and west. In addition, the large amount of non-developable land surrounding the station—Suitland Parkway, Oxon Run Stream Valley Park, and Lincoln Memorial Cemetery—limit the development potential of the immediate Naylor Road Station area. Support at the state level arrived in 2010, when Governor O’Malley formally designated the Naylor Road Station, among other locations throughout the state, as a TOD site. This designation ensures that State resources can assist in the development of plans and construction of projects at Naylor Road Station, including street improvements such as traffic calming measures and sidewalks installation and repair. Similar support from the U.S. Department of Housing and Urban Development (HUD) arrived in 2010 when the Department issued an $800,000 Sustainable Community Challenge Grant to M-NCPPC to prepare a corridor action plan for redevelopment and improved transportation connectivity along the Green Line between Southern Avenue Station and Branch Avenue Station. M-NCPPC will complete this study, the Metro Green Line Corridor Action Plan, in 2013. Recent planning at the regional level supports Naylor Road’s transformation into a TOD center by emphasizing and prioritizing nonmotorized station access. For example, Metro’s Metrorail Bicycle & Pedestrian Access Improvements Study (2010) identified strategies to enhance bicycle and pedestrian access and connectivity in and around Metrorail stations. Metro categorized stations into one of nine typologies that vary by land use, adjacent transportation network, site layout, and mode split. Each station typology is paired with specific recommendations that may be applied to other stations that exhibit similar characteristics. For example, the study concluded that some of the primary issues for Naylor Road Station, as well as other stations that share comparable features, include barriers to cycling throughout the nearby communities and ensuring that future TOD is designed to encourage Metrorail ridership. The Metropolitan Washington Council of Governments (MWCOG) carried this station typology forward into its Metrorail Station Access Alternatives Study (2012), which examined how to maximize passenger access to Metrorail stations by 2040 under different scenarios. In MWCOG’s study, Naylor Road Station, noted for its long-term potential for high-density TOD or planned unit development Naylor Road Metro Station Area Access and Capacity Study | 2
(PUD), served as one of five case studies. The study found that Naylor Road Station could benefit from implementing targeted bus service improvements, satellite parking, and neighborhood bus service. More detailed planning and design work continues at the state and county levels as well. In support of the Branch Avenue Corridor Sector Plan’s call for improved pedestrian links to transit, Maryland State Highway Administration (SHA) initiated the MD 5 (Branch Avenue) and MD 637 (Naylor Road) Streetscape Improvements study (SHA Streetscape Project) to improve safety, multimodal access, and streetscape aesthetics along the periphery of Naylor Road Station. SHA’s selected streetscape alternative, which is anticipated to enter construction in 2014, includes sidewalks on both sides of Branch Avenue, landscaped medians on Branch Avenue and Naylor Road, bicycle lanes on Branch Avenue and Naylor Road, on-street parking on Naylor Road, “Share the Road” signage, and ADA (Americans with Disabilities Act) intersection improvements. The Naylor Road Metro Station Area Accessibility Study (M-NCPPC Accessibility Study), completed by M-NCPPC in 2011, similarly developed bicycle and pedestrian recommendations around the station, including traffic calming, new striping, new or widened sidewalks, new signage, and new or modified signals. This study, funded through a grant provided by M-NCPPC’s Transportation/Land Use Connections (TLC) Program, focused on low-cost, short-term bicycle and pedestrian access improvements within 1/2-mile of Naylor Road Station. 3 | Introduction
Page 1: NAYLOR ROAD Metro Station Area Acce
Page 5 and 6: Contents Executive Summary Project
Page 7 and 8: Figures Figure ES-1: Naylor Road St
Page 9 and 10: Tables Table ES-1: Access and Egres
Page 13 and 14: Executive Summary Project Purpose T
Page 15 and 16: shared between these two facilities
Page 17 and 18: With the transformation of the Nayl
Page 19 and 20: TOD-Based Recommendations In order
Page 21: Table ES-7: Opportunities and Const
Page 27 and 28: Existing Station Area Characteristi
Page 29 and 30: outes. Vehicle access is shared bet
Page 31 and 32: The Naylor Road Station area and th
Page 33 and 34: to require a pedestrian-friendly en
Page 35 and 36: Sidewalks Sidewalk coverage of vary
Page 37 and 38: The Oxon Run Drive entrance also ex
Page 39 and 40: Crossings Multistory residential to
Page 41 and 42: pedestrian signals, and sidewalks,
Page 43 and 44: the morning and afternoon peak peri
Page 45 and 46: The current eight bus bays are unde
Page 47 and 48: southbound Branch Avenue bus stop a
Page 49 and 50: Crash data, summarized in Table 9 a
Page 51 and 52: Park & Ride Naylor Road Station’s
Page 53: Strengths, Weaknesses, Opportunitie
Page 56 and 57: The core area is where the highest
Page 58 and 59: guidelines are in place to encourag
Page 60 and 61: estimates a 35-percent increase in
Page 63 and 64: Future Station Access Needs The Nay
Page 65 and 66: Comprehensive Sidewalk Coverage Lar
Page 67 and 68: Bus Stop Access and Amenities Some
Page 69 and 70: 12 percent Kiss & Ride mode share f
Page 71 and 72: and escalators) and horizontal (e.g
Page 73 and 74: Station Recommendations Station acc
Page 75 and 76:
Figure 47: Pedestrian and Bicycle R
Page 77 and 78:
Not all recommendations will be add
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Nearby Branch Avenue bus stops lack
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Park & Ride Recommendations relatin
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there is no other more convenient l
Page 85 and 86:
Metro customers would quickly inund
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Figure 56: Potential Shared-Use Sat
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Multiple examples of satellite lots
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(Kiss & Ride) and at one of Vienna
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Outcome A: Shift Parking Option A1:
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Location Considerations for Access
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Table 31: Opportunities and Constra
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Appendix 2: Nationwide Examples of
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Appendix 3: 2040 Ridership and Mode
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Table A-6: Average Peak Hour Bus Pa
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Appendix 6: 2040 Shuttle Demand Thi
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Appendix 8: Emergency Egress To mee
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Table A-16: NFPA 130 Preliminary An
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Table A-19: NFPA 130 Complete Analy
Page 114 and 115:
Table A-23: NFPA 130 Complete Analy
Page 116:
Please consider the environment bef
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