(Using a) model, the study team developed three distinct options for development and transportation infrastructure in and around the Herndon-Monroe Station area. First, projects and activities planned through current planning efforts conducted by local and regional governments and the Commonwealth of Virginia are investigated en-masse, and used here as the control alternative. In comparison with that option of maintaining and implementing the current baseline plans, two additional alternatives posit increases in the density of development and also a more focused use of transportation-related infrastructure to facilitate Transit-Oriented Development.
The first such option – dubbed by the study team as the Maximum Development Option – projects the changes in land use and the number of vehicular trips generated by establishing a Floor-to-Area Ratio (FAR) of 2.5 for retail and commercial buildings and an average of 30 residential dwelling units per acre, in order to encourage more dense development near the Herndon-Monroe Station. Meanwhile, the second alternative – termed the Mid-Range Development Option – factors similar changes under a less-dense scenario of 0.9 FAR and 7-12 residential dwelling units per acre. These projections offer concise visions for two different ways of utilizing land near the Station that offer a stark contrast to those anticipated in current plans. Additionally, a detailed re-invisioning of transportation infrastructure is offered by the study team that applies to both options.
Lastly, based on the research conducted on the background of the Herndon area and concept of Transit-Oriented Development, and integrating the group’s original work on land use data, forecast projections and the development of alternatives, this study presents a set of four issue areas that are crucial to leveraging the opportunity of the Herndon-Monroe Station:
1) Identify a Vision for the Herndon-Monroe Station
Finding: No uniform vision has been adopted for the surrounding community, incorporating existing land use characteristics.
Recommendation: It is recommended to the localities and Metro, to maximize the opportunity of the rail investment through establishment of a vision with increased density in development and improved communication between stakeholders.
2) Establish a Continuous Transit, Bicycle and Pedestrian Network
Finding: The transit, pedestrian, and bike network is discontinuous with minimal infrastructure and a low level of service.
Recommendation: Improved amenities for other transportation modes are recommended with priority over vehicles.
3) Limit Parking Availability
Finding: Parking is a major feature of transportation and parking needs will change with construction of the Herndon-Monroe Metro station.
Recommendation: The building of additional parking structures is recommended at the station site; however, parking should be limited to encourage an increase to walking, biking and economic development.
4) Utilize Zoning and Proffering Mechanisms to Reduce Roadway Network Impacts
Finding: The existing road network does not provide for alternative route selection to reach destinations and congestion occurs during peak periods in the area.
Recommendation: Increased density of development will increase demand on surrounding roadways. Additional infrastructure, in addition to ITS is recommended.
A New Sunrise at the HerndonMonroe Station
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