Specific implementation timelines are not defined in this study. However, TOD-based re<strong>com</strong>mendations rely on the implementation of the mixed-use vision for the station <strong>and</strong> are therefore generally considered long-term re<strong>com</strong>mendations. Existing station area re<strong>com</strong>mendations, on the other h<strong>and</strong>, are not dependent upon TOD <strong>and</strong> can thus be implemented at any point in the near term or long term. Implementing many of the station area re<strong>com</strong>mendations will involve coordination between <strong>Metro</strong> <strong>and</strong> various local, regional, <strong>and</strong> federal agencies, private developers, <strong>and</strong> members of the <strong>com</strong>munity. Re<strong>com</strong>mendations are not constrained by implementation costs. Existing <strong>Station</strong> <strong>Area</strong> Re<strong>com</strong>mendations Existing station area re<strong>com</strong>mendations, shown in Table 24, were devised in response to observed deficiencies that result from the present configuration of <strong>Naylor</strong> <strong>Road</strong> <strong>Station</strong>’s facilities <strong>and</strong> the existing conditions of its surroundings. A few of these re<strong>com</strong>mendations will remain relevant only until the station area is redeveloped, at which point the existing facilities will be removed <strong>and</strong> reconfigured. Most existing station area re<strong>com</strong>mendations will stay relevant after station area redevelopment because the need will remain after the introduction of TOD or they address a nearby need beyond <strong>Metro</strong> property. Existing station area re<strong>com</strong>mendations can be implemented independently of each other, but some re<strong>com</strong>mendations may be more effective if implemented in concert. Pedestrian <strong>and</strong> Bicycle Improving the <strong>Naylor</strong> <strong>Road</strong> <strong>Station</strong> area’s walking <strong>and</strong> cycling environment is a critical step toward realizing its mixed-use, transit-oriented vision. Many of the station area’s pedestrian <strong>and</strong> bicycle deficiencies can be addressed before TOD is implemented. This study’s existing station area pedestrian <strong>and</strong> bicycle re<strong>com</strong>mendations (Table 25) are designed to improve safety, convenience, <strong>and</strong> accessibility. These re<strong>com</strong>mendations, which are mapped in Figure 47, are the result of station observations performed during this study as well as findings presented in previously <strong>com</strong>pleted <strong>and</strong> ongoing station area improvement plans. As noted in Table 25, some of these re<strong>com</strong>mendations require more detailed operational <strong>and</strong> safety analyses to conclude overall feasibility. Implementing any of these re<strong>com</strong>mendations will require coordination between <strong>Metro</strong> <strong>and</strong> local, regional, <strong>and</strong> federal partners, including NPS, Maryl<strong>and</strong> Department of Transportation (MDOT), SHA, M-NCPPC, Prince George’s County Department of Public Works <strong>and</strong> Transportation (DPW&T), <strong>and</strong> DDOT. For example, re<strong>com</strong>mendations 1, 2, 4, 5, 9, 10, <strong>and</strong> 12 in Table 25 highlight improvements proposed by the SHA Streetscape Project—currently in the design phase <strong>and</strong> planned to begin construction in 2014, if funding is identified—<strong>and</strong> 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, <strong>and</strong> add bicycle facilities on <strong>Naylor</strong> <strong>Road</strong> south of Suitl<strong>and</strong> Parkway <strong>and</strong> on Branch Avenue south of the <strong>Naylor</strong> <strong>Road</strong> <strong>Station</strong> 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 <strong>and</strong> sidewalk on <strong>Naylor</strong> <strong>Road</strong> at the northwest corner of the Park & Ride, <strong>and</strong> sidewalks on both sides of the Park & Ride entryway between the roundabout <strong>and</strong> the Park & Ride payment booths. <strong>Naylor</strong> <strong>Road</strong> <strong>Metro</strong> <strong>Station</strong> <strong>Area</strong> <strong>Access</strong> <strong>and</strong> <strong>Capacity</strong> Study | 52
Figure 47: Pedestrian <strong>and</strong> Bicycle Re<strong>com</strong>mendations 20 19 2 9 Suitl<strong>and</strong> Pkwy 2 3 8 Southern Ave 19 1 2 5 1/4 mile 22 10 11 20 16 4 6 5 21 Branch Ave 13 15 14 Oxon Run Dr 17 14 Good Hope Ave 18 6 4 7 12 <strong>Naylor</strong> Rd 6 12 9 Rapid Flash Beacon Shared-Lane Markings <strong>and</strong> Signs Bicycle Lanes Shared-Use Path Sidewalk <strong>Station</strong> Entrance N 0 500’ Source: Google Earth (aerial) 53 | <strong>Station</strong> Re<strong>com</strong>mendations
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