. . . Dulles Corridor vacancies are one of the factors keeping vacancy rates in the region up. By the midway point of 2010, the Washington office market had a vacancy rate of 12.8 percent, fourth lowest in the nation but up from the year before, according to Delta Associates, a research firm. Comparatively, vacancy rates in Reston and Herndon ranged between 15 and 18 percent in the second quarter. . . .
Reston Citizens Association (RCA)
Resolution for the Desirability of a Broad Based, Independent
Planning and Zoning Committee
For Greater Reston
1. Whereas the Reston Planning & Zoning Committee (PandZ) has been a vital part of this community since its creation by Reston citizens in 1968; and
2. Whereas the PandZ was organized as part of this Reston Citizens Association, which is the only community organization representing all residents and businesses in Reston; and
3. Whereas the RCA was founded by citizens to protect our planned community’s founding principles; and
4. Whereas the PandZ was instituted to be the voice of the community in reviewing all new development proposals in order to assure their consistency with the founding principles before they went to Fairfax County for final decisions; and
5. Whereas, in 2004, the PandZ chose to become independent and now is a self-appointed group seeking to continue the tradition without attachment to an organization genuinely representing the community as a whole; and
6. Whereas, with the coming of Metrorail to Reston with significant new development to follow, the work of PandZ will once again become especially critical in shaping Reston’s future look; and
7. Whereas the RCA has observed with regret that many in the Reston community view PandZ as having lost its institutional legitimacy as the community’s voice;
Be It Resolved:
1. That RCA believes that the current arrangement of self-selection of committee members by PandZ is not satisfactory because it lacks broad community legitimacy; and
2. That PandZ should be directly sponsored by broadly representative community organizations that would ensure continuing and unbiased service to the community by assuring that PandZ is not placed in a position where it could be subjected to political pressure or by conflicting institutional objectives; and
3. That the PandZ should be sponsored by organizations that represent all residents & businesses within greater Reston who should be served by the PandZ; and
4. That the Reston Citizens Association is prepared to collaborate with the PandZ and other elements in the community to explore alternatives so that PandZ can function effectively in an institutional framework representative of all Reston residents and continue to be an independent voice for them in future development.
By Roger K. Lewis
Saturday, August 28, 2010; E03
If you are a middle-class family with school-age children interested in urban rather than suburban living, and if you prefer an apartment rather than a house, then your chances of finding a dwelling that meets your needs are practically zero.
Whether located in a city or suburb, few apartments built today are sufficiently commodious for traditional families. Even if big enough, apartments in desirable locations typically are unaffordable. Moreover, concern about the quality of public education -- and the cost of private schools -- further deters young families from considering urban-style living.
Does this mean that cities and city-like environments are destined to be largely child-free? Architects know how to design apartment environments suitable for families with children, but rarely are they asked to undertake such designs.
Housing demand and the products offered by builders continue to be determined by socioeconomic and geographic pressures, not by design aspirations. Real-world behavior and reliable statistics confirm that middle-class families with kids want single-family homes in suburbs and exurbs with presumably better public schools and with more house and land for the money. Unsubsidized apartments built today are almost exclusively designed for and marketed to people without school-age children.
Dear Mr. De La Fe,
On behalf of the Fairfax Coalition for Smarter Growth, I would like to express our strong opposition to any JBG proposal for redevelopment of the Fairways Apartments in Reston that disrupts the surrounding existing neighborhoods, adds traffic congestion to North Shore Drive, is not true “transit oriented development”, and results in loss of affordable housing in the community of Reston. I understand there have been modifications to the original JBG proposal which was harshly criticized by County staff, Reston Association and the Reston Citizens Association. Absent a radical change to the JBG proposal that fully addresses all our concerns outlined in a July 23, 2010 letter to Supervisor Hudgins (see below), we urge and expect the Planning Commission to reject JBG’s proposal.
The concerns we voiced to Supervisor Hudgins in July were the following:
1. Loss of affordable housing. Even if JBG provides 12% affordable housing units in the new development, this will amount to a net loss of approximately 230 affordable housing units.
2. Increased traffic on North Shore Drive and Temporary Road. The JBG proposal would almost triple the amount of parking spaces at Fairways (520 to 1500). One can extrapolate, therefore, an attendant rush hour increase in traffic in the area which, as you are aware, includes an elementary school, numerous medium density clusters, churches and even a small County office presence.
3. Disruption of stable neighborhoods. One of the key County objectives in redevelopment of portions of the County is the protection of stable neighborhoods. Superimposing a high density development in the midst of medium density neighborhoods far from retail and transit runs counter to this objective. This proposed development is much more suited for a high density area around one of the future metro stations.
4. Absence of rail transit and support retail infrastructure. The proposed development will be over a mile from the future metro station at Reston Parkway. It is approximately ½ mile to the nearest retail establishments; this will not be a walkable community. Bus headways along North Shore Drive range from 30 to 60 minutes depending on the time of day. This low level of transit service virtually guarantees people will use personal vehicles to run errands, travel to the Town Center or go to other appointments. The additional traffic will result in traffic jams and an increase in air pollution in the area.
Thank you for your attention to this issue which is of great importance to Reston and its citizens.
Sincerely,
Diane Blust
President, Fairfax Coalition for Smarter Growth
12132 Quorn Lane, Reston 20191
Attachment: Full copy of July 23, 2010 letter to Supervisor Hudgins
The Fairfax County Times article last week on the forecast of "exponential growth" in Reston omits reference to what Reston residents and businesses regard as acceptable goals and development densities for our community ("Exponential growth expected for Reston in next 40 years," (Aug.4). . . .
By Kali Schumitz
Fairfax County Times
Thursday, August 19, 2010
Fairfax County needs to add more sports fields, indoor gyms and skate parks over the next decade to serve its population, according to a county Park Authority report.
The county also has more golf courses and equestrian facilities than it needs, according to the assessment, which compared the number of existing facilities with standards set in 2004 for how many facilities were needed relative to population.
Park Authority officials are nearing the end of a planning process that will help guide park development for the next 10 years. The draft report, "Great Parks, Great Communities," is open for public comment until the fall.
August 12, 2010
Dear Ms. Stillson:
Thank you for your letter regarding your offer to form or participate in a group that could promote an additional crossing of the Toll Road as well as your efforts to inquire about possible federal funding.
Our office has been in touch with Rep. Jim Moran's office regarding additional federal funding for this alignment and a copy of your letter has been forwarded to his staff. While you may not be aware, Rep. Moran has been instrumental in obtaining much of the $3.1 million needed for a pedestrian crossing at Trap Road that has been considered a priority for safety and to connect with other non-motorized facilities. There is a feeling that this project needs to be completed before additional federal funding can be requested.
The Wiehle Avenue Station Access Management Plan (RMAG) study (chapters 2 and 4) addresses a Toll Road crossing at Soapstone Drive to include a dedicated bus lane. RMAG recommendations have become county transportation priorities and staff is currently seeking all possible funding sources. The RMAG recommendations note the importance of this connection in reducing congestion and providing necessary access to the station. While an RMAG status report is a regular part of the quarterly HMD TAC meetings, we will be asking for a separate report on the Soapstone Drive Connector for the November meeting to address you rinterest in the issue. Of course the HMD TAC meetings are open to the public and you are encouraged to attend or send an RCA representative.
Copies of your letter have been forwarded to appropriate county staff and to Rep. Moran's office. Should you need additional information, please let us know.
Sincerely,
Catherine M. Hudgins
CMH/mlp
About 20 observers—4 from host RA, the rest split developers and residents.
Briefing on terms—By Right and Zoning, Faheem Darab of DPZ.
Faheem clarified meaning of “by-right” zoning, which in the case of Wiehle (and RCIG?) meant the maximum F.A.R., building heights and open space that land owner is entitled without having to go through rezoning or any public hearings if new development proposal is within those limits. At Wiehle, there is also provision for higher F.A. R.s and building heights when rail comes.
This led to lively discussion of the obvious need to rezone what is basically all currently industrial at Wiehle. Committee, showing signs of exhaustion, wondered if this isn’t for the full TF or some other body—not them to address? Faheem suggested that it would help the county and the process if they made recommendations. What then should be the designation, one of the planned P zoning categories—PDH, PDC, PRM, or what most of Reston was created to be, PRC (Planned Residential Community). Back and forth, but weight in discussion tilted toward PRC, but it was left for future discussion and no conclusions were reached.
Discussion: Form and mix of development in Wiehle TOD
The co-chairs distributed respective handouts for discussion. Bill Penniman handed out a piece titled “Overview of DRAFT Wiehle Station Recommendations, consisting of a summary of “Principal Themes and Objectives” which includes some fuzzy guidance using terms like “in general”, “generally” and “reasonable” where definition will vary by user.
It then goes into suggested mixes and non-numerical F.A.R.s ranging from greatest density (F.A.R. A) to reduced density, level E. Bill also handed out 3 maps—one overlaid with a possible (strawman?) street grid which sent Heidi into a mini-panic—“OK for folks in this room, but probably not a good idea on the street” (the unworthy ones!), where it will no doubt be assumed to be the final and thus misused. How about labeling it strawman, I asked. Most seemed to think the map indeed was useful whether or not it went into final Comprehensive Plan. There was a parks overlay suggesting lots of small, middle size parks and two large athletic fields, and a third showing proposed higher density delineated areas at different radiuses from the station.
Co-chair Van Horn handed out his latest version of “Incentive Structures” by land bay, ordered from By-Right column to TOD Baseline FAR to Above Baseline FAR, the latter two listing what he thought were appropriate incentives at each level. Several folks objected to his inclusion of screened Structured parking as an Above Baseline Incentive for greater FAR. You have to see it to understand it, so I hope it is attached.
The discussion had barely begun on these documents when time ran out. They will be the subjects of next week’s meeting which should be a substantive and important one.
Notetaker: John Lovaas 8/11
--And discussion of Co-chair Andy Van Horn (JBG) “Aspirational Densities” introduced last week plus Co-Chair Bill Penniman Comments on JBG Proposal
Attending: Subcommittee members: Bill Penniman, Andy Van Horn, Art Murphy, Paul Thomas, Judy Pew, David Gill.
Speaking for Peter Lawrence was Mike Saale. He said PL was a family Corp. at Wiehle for the long haul. No specific plans yet, but interest is primarily commercial-office, less interested in residential.
-Art Murphy mentioned that PL had done a master plan for Isaac Newton area over 10 years ago and he’d like to see it.
-Joe Stowers said he’s written dissent on RTC subcommittee draft report re: residential – commercial balance. He believes Isaac Newton Sq. is prime for residential rather than office. He recommends 2:1 (residential to commercial or office) to achieve needed balance to reduce peak traffic trips.
Penniman presented his comments on JBG’s proposal of July 29. He noted that Wiehle now zoned 0.35 to 0.5 FAR. JBG proposal would allow By Right up to 1.0 to 2.5. The Task Force should not change by right FARs even if the comp plan recommends higher FARs. See JBG's and Bill Penniman's presentation here.
-Penniman offered presentation “Comments of JBG’s July 30 (last Wiehle Subcom meeting) “Wiehle Character Overview”. Copy of excellent presentation is attached. Some highlights:
-JBG Proposal would raise F.A.R.s 2 to 10 times current levels, up to 5.0 for several land units Recently approved Comstock project only 2.5; TC urban core is 2.0
-JBG would increase densities up to 1.5 miles from the station (way beyond TOD)
and shift focus to Wiehle Ave away from transit station.
-Current Comp Plan according to DPZ, would allow building to for an estimated
60,171 employees and residents (7.2 jobs to residents!) and 40,200 parking spaces.
-high JBG density option would yield total of 205,562 employees & residents and estimated 142,400 parking spaces. Some shocked looks among non-developers.
Penniman also different concept of what developers would be REQUIRED to do to achieve CP basic density in TOD environment—including high quality architecture, workforce housing, basic infrastructure improvements, mixed used development, etc (see attached presentation). He pointed out this is consistent with current FC Comp Plan requirements, unlike suggestions by JBG that many basic parts of any project would earn EXTRA density. Under Penniman formulation, Extra Density Incentives reserved for Special contributions, e.g.,--First movers in station area development, educational and cultural facilities; unique infrastructure such as toll road/rail crossings, indoor rec center); high-quality joint development with contributions.
Committee members Thomas and even JBG’s Andy Van Horn expressed support for Penniman concepts vice JBG proposal. Apparently Penniman changed the frame for coming discussions.
Note Takers: KKaplan/JLovaas
Some question estimates for population increase so far into future
by Holly Hobbs | Staff Writer
During the next 50 years, a monsoon of growth is expected to hit the Reston-Dulles corridor, brought on, in part, by Metrorail expansion in western Fairfax County.
Reston is predicted to triple in residential size by 2050, while employment is expected to almost double, according to a growth forecast created by George Mason University's Center for Regional Analysis. . . .
. . . On July 1, 2010, the company (Boston Properties) acquired the mortgage loan collateralized by a land parcel located in Reston, VA for approximately $20.3 million. . . . The 2.5 acre site, directly adjacent to the REIT's new developments in Reston Town Center, is zoned for 360 apartments. Linde said they may in fact develop additional apartments on this parcel in the very near future. . . .
