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Specific implementation timelines are not defined in this study. However, TOD-based
recommendations rely on the implementation of the mixed-use vision for the station and
are therefore generally considered long-term recommendations. Existing station area
recommendations, on the other hand, are not dependent upon TOD and can thus be
implemented at any point in the near term or long term. Implementing many of the station area
recommendations will involve coordination between Metro and various local, regional, and
federal agencies, private developers, and members of the community. Recommendations are not
constrained by implementation costs.
Existing Station Area Recommendations
Existing station area recommendations, shown in Table 24, were devised in response to observed
deficiencies that result from the present configuration of Naylor Road Station’s facilities and
the existing conditions of its surroundings. A few of these recommendations will remain
relevant only until the station area is redeveloped, at which point the existing facilities will be
removed and reconfigured. Most existing station area recommendations will stay relevant after
station area redevelopment because the need will remain after the introduction of TOD or they
address a nearby need beyond Metro property. Existing station area recommendations can be
implemented independently of each other, but some recommendations may be more effective if
implemented in concert.
Pedestrian and Bicycle
Improving the Naylor Road Station area’s walking and cycling environment is a critical step
toward realizing its mixed-use, transit-oriented vision. Many of the station area’s pedestrian
and bicycle deficiencies can be addressed before TOD is implemented. This study’s existing
station area pedestrian and bicycle recommendations (Table 25) are designed to improve safety,
convenience, and accessibility. These recommendations, which are mapped in Figure 47, are
the result of station observations performed during this study as well as findings presented in
previously completed and ongoing station area improvement plans.
As noted in Table 25, some of these recommendations require more detailed operational and
safety analyses to conclude overall feasibility. Implementing any of these recommendations will
require coordination between Metro and local, regional, and federal partners, including NPS,
Maryland Department of Transportation (MDOT), SHA, M-NCPPC, Prince George’s County
Department of Public Works and Transportation (DPW&T), and DDOT.
For example, recommendations 1, 2, 4, 5, 9, 10, and 12 in Table 25 highlight improvements
proposed by the SHA Streetscape Project—currently in the design phase and planned to begin
construction in 2014, if funding is identified—and supported by foundation laid by the Branch
Avenue Corridor Sector Plan. The SHA Streetscape Project is expected to improve crossing
safety, widen or add sidewalks to a 6.5- to 10-foot width, and add bicycle facilities on Naylor
Road south of Suitland Parkway and on Branch Avenue south of the Naylor Road Station access
point (see Figure 48 for proposed cross sections). The SHA Streetscape Project also plans to
improve access along observed pedestrian desire lines with a ramp and sidewalk on Naylor
Road at the northwest corner of the Park & Ride, and sidewalks on both sides of the Park & Ride
entryway between the roundabout and the Park & Ride payment booths.
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