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

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Figure 29: Naylor Road (left), Suitland Parkway (right), and Branch Avenue (bottom) Source: Andrew Bossi (Creative Commons) Figure 30: Average Annual Daily Traffic near Naylor Road Station Average Annual Daily Traffic 60,000 50,000 40,000 30,000 20,000 10,000 0 2008 2009 2010 Naylor Road Branch Avenue (South of Naylor Road) Branch Avenue (DC Line) Source: SHA Suitland Parkway is owned and operated by NPS and classified as an urban expressway/freeway. It primarily serves trips passing through the project area, with access points at both Naylor Road (at-grade intersection) and Branch Avenue (grade-separated interchange). Suitland Parkway is a barrier to a connected network of local roads. A large portion of traffic between the District and the County uses the at-grade Naylor Road intersection because Southern Avenue is discontinuous between Naylor Road and Branch Avenue. The break in Southern Avenue forces traffic into Prince George’s County and increases congestion near Naylor Road Station. The system of residential streets serving the station area is haphazard and disconnected. Figure 30 shows that Branch Avenue’s annual average daily traffic (AADT) volumes vary considerably between Naylor Road and the District line, as much of Branch Avenue’s traffic likely turns onto Suitland Parkway or Naylor Road, and to a lesser extent into Naylor Road Station and nearby shopping and restaurants. Naylor Road Metro Station Area Access and Capacity Study | 26
Crash data, summarized in Table 9 and provided by SHA as recorded by police reports, reveals that Branch Avenue experiences more collisions than Naylor Road. While some of these collisions may be attributed higher traffic volumes on Branch Avenue, the crash rate (i.e. typically the number of crashes per million or 100 million vehicle miles traveled, or VMT) appears comparatively high to Naylor Road. For year 2008—the only year available for comparison as AADT data is from 2008 to 2010 and crash data is from 2006 to 2008—Branch Avenue’s total crash rate (420 crashes per 100 million VMT) is more than two times Naylor Road’s rate (201 crashes per 100 million VMT), as Table 9: Crash Data Crash Type 2006 2007 2008 Total Branch Avenue (Curtis Drive to Suitland Parkway) Fatal 0 0 0 0 Injury 21 19 20 60 Property 19 33 15 67 Total 40 52 35 127 Naylor Road (Metrorail tracks to Branch Avenue) Fatal 0 0 0 0 Injury 3 3 4 10 Property 6 4 2 12 Total 9 7 6 22 Source: SHA calculated using the Federal Highway Administration’s (FHWA) formula (Appendix 9). Total collisions dropped on Branch Avenue and Naylor Road between 2006 and 2008, though Branch Avenue property crashes increased greatly in 2007 before dropping in 2008. In contrast to SHA ranking Prince George’s County first in Maryland in 2008 traffic fatalities, no roadway fatalities occurred between 2006 and 2008 near Naylor Road Station. Kiss & Ride The Naylor Road Station Kiss & Ride lot includes a taxi stand, 13 A-spaces (15-minute temporary parking at all times), 42 short-term metered spaces (free 15-minute parking during peak periods), four Zipcar spaces, four handicap spaces, and 10 motorcycle spaces. During the afternoon peak period, when the greatest incidence of motorists waiting to pick up rail passengers typically takes place, 55 temporary parking spaces are available (13 A-spaces and 42 short-term metered spaces). Handicap, motorcycle, and Zipcar spaces, as well as the taxi stand, are omitted from any analysis of Kiss & Ride capacity, as they are not available to most motorists picking up passengers. Field observations conducted during the afternoon peak period at Naylor Road Station in August 2011 showed that the average dwell time for vehicles in the Kiss & Ride is approximately 2.7 minutes. Rounding this figure up to three minutes and adding a 30-second buffer between vehicles using the same space yields a capacity of one vehicle per space every 3.5 minutes, or 17 vehicles per hour for each space. Factored by the 55 available spaces, that results in an overall Kiss & Ride capacity of approximately 935 vehicles per hour. Considering that the station ridership estimates that the maximum daily Kiss & Ride pickups are approximately 505 (see Table 4), there is ample capacity to accommodate all users in the Kiss & Ride lot (Figure 32). Even if all 505 maximum daily pickups occurred in a single hour, the Naylor Road Kiss & Ride would only require approximately 30 temporary parking spaces to accommodate demand. Nevertheless, during field observations congestion was observed to be a problem. The congestion stemmed from motorists waiting for passengers in areas other than marked spaces, which illustrates that may people picking up passengers prefer to queue rather than pull into a parking space. This problem is particularly acute in the curved lane immediately adjacent to the crosswalk closest to the station entrance (Figure 33). Congestion in this spot is particularly problematic as it can back up to the entrance of the Kiss & Ride lot. 27 | Existing Station Area Characteristics
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 24 and 25: Sectional Map Amendment (Branch Ave
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: southbound Branch Avenue bus stop 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
Page 79 and 80: Nearby Branch Avenue bus stops lack
Page 81 and 82: Park & Ride Recommendations relatin
Page 83 and 84: there is no other more convenient l
Page 85 and 86: Metro customers would quickly inund
Page 87 and 88: Figure 56: Potential Shared-Use Sat
Page 89 and 90: Multiple examples of satellite lots
Page 91 and 92: (Kiss & Ride) and at one of Vienna
Page 93 and 94: Outcome A: Shift Parking Option A1:
Page 95 and 96: Location Considerations for Access
Page 97: Table 31: Opportunities and Constra
Page 100 and 101:
Appendix 2: Nationwide Examples of
Page 102 and 103:
Appendix 3: 2040 Ridership and Mode
Page 104 and 105:
Table A-6: Average Peak Hour Bus Pa
Page 106 and 107:
Appendix 6: 2040 Shuttle Demand Thi
Page 108 and 109:
Appendix 8: Emergency Egress To mee
Page 110 and 111:
Table A-16: NFPA 130 Preliminary An
Page 112 and 113:
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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