Reston Spring

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Reston Spring
Showing posts with label Commentary. Show all posts
Showing posts with label Commentary. Show all posts

Wednesday, October 23, 2013

Commentary: Draft Plan Jeopardizes Urban Reston, John Lovaas, Reston Connection, October 23, 2013

An overflow crowd at the Joint Community Forum last Thursday, Oct. 17 at the Reston Association learned the outlines of the draft Reston Master Plan for the Dulles Rail Corridor. The sobering assessment by community representatives on the Master Plan Task Force which began its work four years ago left the audience with many unanswered questions and concerns about the quality of planned growth for 40,000 more people and 60,000 more jobs in the corridor.
Six themes dominated the assessment and dialogue during the evening. . .
Click here for the rest of this commentary.

Sunday, September 1, 2013

Column: County Rushing “Dysfunctional” Master Plan?, John Lovaas, Connection Newspapers, August 30, 2013

A bit over four years ago, the Hunter Mill District supervisor announced the formation of a community Task force to prepare a new Reston Master Plan to shape Reston, complete with rail service, for a generation. The supervisor said it was a vital mission, top priority, to be completed during 2010. Then, she left the room—and the planning process. Fast forward—the train is about to arrive and the task force has yet to complete even the first half of its work—the comprehensive plan for three new rail station areas. Part two will treat the rest of the community. Why the task force is three years behind schedule is a matter of opinion.  . . .
. . . the best analytical work for the task force has been produced by our own volunteer Reston Citizens Association. While having only one seat on the task force, RCA volunteers (over 60 in total) working as the Reston 2020 Committee of the RCA have produced and presented more than a dozen well-researched analytical contributions for the new plan and its implementation. . . .
. . . At its last meeting, the task force commented on the latest staff draft Master Plan. It was not well received. Disappointment was expressed with the overall quality and lack of attention to excellence in design and architecture. RCA went much further. While commending the work of task force members for reaching some difficult compromises including “densities, mixes [of uses], RCA concluded that in the draft the “goals and constraints … have been utterly destroyed.”. . . .
. . . Is the county really going to try to ram through such a disappointing product, one that will guide Reston development for a generation? Find out at the next public task force meeting, Sept. 10 at 7 p.m. at the Community Center in Lake Anne. . . . 
Click here for the rest of this commentary.  

Monday, January 28, 2013

Reston 2020 commentary on the draft documents on the RTF agenda for January 29, 2013



On Tuesday, January 29, 2013, the Reston Task Force that is planning the future of Reston’s new Metrorail station areas will discuss the two draft documents made broadly available by Reston Patch in its link to their posting on the RCA Reston 2020 blog.

The first document is a set of performance standards that developers would be expected to achieve in proposals to build around Reston’s three Metrorail stations.  It outlines three standards levels:  a basic performance level that all developers must meet, an elevated standards level to reach the higher end of the approved development range, and “bonus” density beyond the permitted development range for developers who provide exceptional contributions to the community.

The second document, a statement regarding development intensity drafted by two land use attorneys on the task force, says that Scenario G—the development scenario that considers traffic impacts—and maybe even Scenario E—the 20-year scenario derived from the task force’s station area sub-committee reports—may not permit enough density to encourage redevelopment around the station areas.  It adds that “even Scenario E may need additional density ‘carrots’ to provide the desired amenities and infrastructure.” 

This will be the first opportunity for either the full task force or the Reston public to review these documents in their current form.  Task Force Chairman Patty Nicoson told the writing group that no vote is planned on these documents at this Task Force meeting, but the task force may vote on them at the next task force meeting. 

RCA’s Reston 2020 Committee believes the performance standards document is headed in the right direction, but needs to be more specific and comprehensive.  In particular, we question the role of “bonus” density and, if it is part of the report, it should be extremely explicit and demanding of the development community.  The performance standards must also be more specific and demanding, especially on the issues of schools, parks, and recreation in the station areas.  To date, the development community has sought to push most of these vital infrastructure features—if they are developed—beyond the station areas, creating a burden for the rest of the Reston community both physically and financially.  That would be a particularly unsatisfactory outcome. 

On the other hand, the draft statement on intensity of use is nothing less than an effort by the development community to garner additional potential development around the Reston Parkway and Wiehle Metro stations, plain and simple.  In fact, the overall density that would be permitted in the two scenarios is set at about 65 million gross square feet—roughly a doubling of current development in the study area.  The difference is that Scenario G spreads more of that density to the Herndon-Monroe station area and shifts the mix of uses toward residential development by about ten percent. 

The changes in the development distribution and mix the County staff has proposed in Scenario G are expected to markedly reduce the growth of traffic gridlock in Reston forecast under Scenario E.  Under Scenario E, Reston drivers could expect evening rush hour delays of three to four minutes at the intersections of Reston Parkway and Wiehle with Sunset Hills Drive and Sunrise Valley Drive, according to the County’s detailed traffic impact analysis.  We hope that  the County’s traffic impact analysis will show these rush hour delays can be cut in half at least under Scenario G. 

Another reason for the shift of some density to Herndon-Monroe is that the County is exploring the potential for public-private partnerships for mixed-use transit-oriented development of the station area on its property around its parking garage.  From the County’s perspective, revenues from such development would help offset the costs experienced in building the Silver Line.  It could also reduce Metrorail-related needed increases in County property taxes.

For the development community, however, it’s simply a matter of who wins and who loses.  Developers and their attorneys with interests around the Reston Parkway and Wiehle stations don’t like the possibility of losing potential development opportunities to the Herndon-Monroe area.   These task force members are pushing hard to retain the traffic-clogging Scenario E—and even pressing for the opportunity of higher densities around these stations.  Yet, until this draft statement proposed otherwise, the overall development density proposed in Scenario E had been generally accepted by the task force’s Reston station area development community. 

Developers and their attorneys have repeatedly claimed that a shift to Scenario G is ‘the (traffic) tail wagging the dog.’  Nonetheless, traffic congestion on Reston’s main north-south arteries is a serious problem in Reston now, much less in the future.  Restonians identified it as Reston’s second-most important community issue (after broader development issues) in Reston 2020’s recent online community survey.  All Restonians live with congestion on these arteries every day, especially Reston Parkway and Wiehle Avenue.  Moreover, the planning experience at Tysons accentuates the importance of traffic impact in Reston planning.  Traffic impacts were a key driver for restricting office building construction as well as massively increased bus service and sharp cutbacks in allowable office parking at Tysons, especially nearest the station, according to a County official deeply engaged in that process.  Not surprisingly, the analyses at Tysons also indicated that station area residential construction either has no impact or actually reduces congestion while office construction drives up congestion.

At the same time the development community is arguing that they should be permitted to develop the density proposed by Scenario E or more, they are also arguing that the County’s traffic impact analysis—based on 83% of the Scenario’s development potential—is based on future market demand that is way too high for the 2030 horizon.  So, on the one hand, they say they won’t need the development levels laid out in Scenario E (or even Scenario G) by 2030, but they want the authority to develop much more than Scenario E proposes.  They have not even tried to reconcile the contradiction in those two positions.  Looking longer term, they also choose to ignore that, whatever the market demand in 2030, Reston and surrounding areas will continue to grow and, at some point, local traffic on our key north-south connectors will substantially exceed that tested by the County even with the addition of new corridor crossings. 

The County’s transportation experts are in the midst of modeling the projected traffic impacts of Scenario G.  The results of that effort are expected in March.  To pre-empt results that will likely demonstrate the traffic impact benefits of Scenario G to their loss, the  development community is rushing to have this draft statement approved by the task force to pre-empt those results.   The results  will almost certainly undermine any argument for Scenario E-type development and may even challenge the development potential under Scenario G.  The rush to judgment in this draft statement is pre-mature and wrongheaded, yet typical of the way much of the development community has approached the Reston planning process.  They have shown little interest in integrating new development into the Reston community in a way that preserves Reston’s quality of life, much less protecting what is so unique here. 

I encourage all Reston residents to attend Tuesday’s task force meeting to see and hear for themselves what the task force is doing.  If you want to be heard, there is an opportunity at the beginning of each meeting for the public to offer brief statements to the task force.  And, of course, RCA’s Reston 2020 Committee welcomes your participation in sustaining and improving Reston’s quality of life through excellence in community planning. 


Terry Maynard
Reston Citizens Association Board of Directors
RCA Representative to the Reston Task Force
Co-Chair, RCA Reston 2020 Committee

Wednesday, May 30, 2012

Opinion: In economic forecasting, caveat emptor, Barbara Hollingsworth, Washington Examiner, May 22, 2012

This opinion piece looks at the questionable record of GMU's Center for Regional Analysis in looking at the region's economic future.  In the middle of the article, it says,

Yet in a May 9 paper titled "The Impact of Metrorail on Loudoun County's Economic Future," Fuller confidently predicts Loudoun County will miss out on $72.2 billion in economic development between 2020 and 2030 if supervisors don't approve Phase 2 of the Silver Line by July 4.
Not everyone shares Fuller's rosy outlook on the project. One former Federal Transit Administration economist believes the Metrorail extension will "do little for economic development, either at the airport or in the county, since relatively few people will ride it."
And in a white paper for the Reston Citizens Association, which favors the Metrorail extension, retired federal economist Terry Maynard warned that "skyrocketing tolls [on the Dulles Toll Road] will limit or possibly even reverse the projected economic growth along the Dulles Corridor stimulated by the Silver Line."
Maynard maintains Fuller's study is based on wild economic assumptions compared with those found in his own group's 2011 workforce housing study. "All the benefits [in both build and no-build scenarios] are exaggerated upwards by about two-thirds," he says.
In a phone interview with The Washington Examiner, Fuller said he "can't be blamed for the forecast" because "I didn't do the forecast." Fuller says he relied in his study on work done by Global Insight, a private forecasting firm, for the Metropolitan Washington Council of Governments. But like all crystal ball readers, Global Insight does not have a perfect track record. "They didn't call the recession right," Fuller admitted. . . .
Click here for the rest of this Examiner opinion piece.

Too many times GMU CRA has leaned to the wishes of its key financial source, the region's development community--especially "The 2030 Group", in making its forecasts, only to be caught short later when it tries to do some serious economic analysis--such as its workforce study last October.  While pushing the blame off on its contractor, IHS Global Insight, GMU CRA is the entity that publishes the results and apparently doesn't vet those results, accepting the accolades when their right and blaming Global Insight when they're wrong.

Not much integrity there.

Wednesday, May 16, 2012

Column: Blame Game with the Silver Line, John Lovaas, Connection Newspapers, May 16, 2012

After waiting 50 years for the rail link down the median reserved for it from Dulles Airport to Falls Church, construction finally began. Many actually believed it would be a reality shortly. Now, it is less certain. The same parties who delayed the project for many years are at it again, engaged in finger pointing, blocking Phase 2. In fact, the only thing being competently done is the Phase 1 construction, which is on schedule and on budget—thanks to the Metropolitan Washington Airports Authority (MWAA). . . .
Now, the main focus of inaction is on Phase 2, the part from Wiehle Avenue almost to the Airport. Now, we have a fight going on among Fairfax County, Loudoun County, the Commonwealth of Virginia, and the Feds to avoid paying reasonably proportional (to benefits) shares of the cost. As my friend Terry Maynard of the Reston Citizens Association recently pointed out in an excellent white paper and open letter to U.S. Transportation Secretary Ray Lahood, the cost of Phase 2 is being dropped squarely on Restonians and other toll road users—a 75 percent of the $2.8 billion estimated Phase 2 price. Toll road users will see the current $2.25 one-way toll double in the next year, "triple by 2018 and continue spiraling upward to $18.75 in 2048." Terry argues this is grossly unfair. It may be. But, this kind of pricing could serve as a strong incentive to get folks out of their cars and onto to the train, a more effective congestion reducer. . . .

 Click here for the rest of this John Lovaas commentary.

Wednesday, February 29, 2012

Commentary: For the Reston P&Z Committee--Planning Development in Reston TOD Areas, Bill Penniman, February 27, 2012

February 27, 2012


To: Reston Planning & Zoning Committee
From: William Penniman
Re: Planning & Zoning Principles in an Era of TOD

As many of you know, for the past two years, I have been actively engaged in the Reston Master Plan Special Study Task Force, including co-chairing the Wiehle (Reston East) Subcommittee and serving on the Steering and Vision Committees.

By this memorandum, I offer my views on several key issues which your committee should consider whenever it assesses proposals for major new buildings in Reston. It is an expression of my personal views as a Reston resident, but my views are the product of more than two years of discussion and analysis as part of the Task Force process. It is not a comment on a specific project, but on a host of proposals you are likely to see in the future.

Regardless of how the P&Z Committee may have reviewed proposals in the past, it is important that, going forward, all proposals be viewed within a Transit-Oriented Development (TOD) planning framework to the maximum extent possible. Successful TOD is critical to the future of Reston and to the community’s investment in the transit system. Absent very special benefits or other unique considerations, proposals for large commercial or residential developments that detract or diverge from TOD should be rejected or delayed to the extent permitted by law.
Briefly summarized, the guiding principles for new building projects in Reston should include:

Major development should be concentrated close to the new transit stations with height and density generally tapering off as one moves away from the station. The greatest densities should be within ¼ mile and next greatest within ½ mile. Concentrating new development within the TOD areas is important to mitigating traffic, to encouraging pedestrian activity, and to creating centers of commercial, cultural and social activities which will make each of the station areas attractive to prospective employers and residents, as well as to other Reston residents.

Residential development should be mixed with other uses throughout the new transit station areas. The Wiehle Subcommittee recommended that development closest to the station and north of Sunrise Valley Drive be permitted (broadly speaking) to reach 60:40 office:residential closest to the station, transitioning to 40:60 outside ¼ mile, with 25:75 office:residential in the Isaac Newton Square area. The Town Center Subcommittee recommended that there be a 50:50 split of residential and commercial development on a square-footage basis throughout the ½ mile TOD area. Proposals with higher percentages of residential would be welcome by both committees.

It is important to focus large-scale development within a half mile from the Metro stations at least until the stations have been open for a reasonable period of time (perhaps until 2030 or beyond). Allowing large developments outside the TOD areas before the TOD areas have developed could sap commercial and residential demand, thereby delaying TOD development. That would hurt Reston. Thus, outside the TOD areas, large-scale development should be restrained. However, if exceptions are made due to special circumstances, even those projects should be expected to support TOD and community goals with proffers such as linked streetscapes, bus service to the stations, community amenities (e.g., publicly-accessible recreation), traffic-mitigation plans, etc.

Developers should be required to achieve the minimum residential goals either by themselves or by coordinating their plans with other developers within the TOD area. If a builder cannot achieve a balanced mix of residential/nonresidential by itself or with others, then the default should be to build residential.

Only high-quality, high-density projects should be approved within the TOD areas. Effective TOD and maximum transit usage will not be achieved if land near the stations is tied up with low-density projects, which will occupy the space for 50 years or more. A tall, “urban” profile with commercial and cultural attractions is highly desired near the stations. Weak projects or even the perception that weak projects will be approved will discourage investment in high-quality projects. Town Center has been successful in part because high quality was required and that, in turn, attracted more high-quality projects.

TOD project proponents should be required to contribute to a unified streetscape with wide sidewalks and “complete” streets. Coherent and attractive streetscapes, sidewalks and trails cannot be achieved unless all builders contribute. Builders should also contribute to meeting the public open-space and recreational needs of the community, including parks and trails, as well as to meeting the community’s cultural, educational and affordable-housing needs. Diverse restaurants and retail are needed near each station. The Task Force’s Vision, Wiehle and Town Center Subcommittees have recommended guidance on the types of architecture, open spaces and streetscapes that are needed in the TOD areas. The three reports (available online) contain similar themes, and their recommendations largely overlap.

Except for Lake Anne Village Center, which has a unique importance to Reston and has already gotten approval for new development, increased density at the village centers should have a lower priority than development near the station areas at least until the station areas have had an ample opportunity to develop effective TOD.

In sum, the P&Z Committee should adhere to a big-picture plan for Reston. It should be firm and patient in insisting that, for the foreseeable future, major new development must be high-quality, mixed-use TOD, with a coherent form, unified streetscape, and ample proffers to meet Reston’s evolving needs. The Committee will inevitably get many requests for exceptions (“this project is different or special”), but the P&Z Committee should do what it can to focus major development near the stations and to resist inconsistent proposals, at least absent exceptional circumstances and benefits.

Commentary: State Shirks Transportation Responsibility, Reston Connection, February 29, 2012

By Sharon Bulova, Chairman of the Board, and
 Jeff McKay, Lee District Supervisor and
Transportation Committee Chairman

Maybe we should rename our County The Bank of Last Resort.  At our Board of Supervisors
retreat in early February, board members and staff discussed the tools available to local government to narrow the chasm between growing needs and shrinking resources. As the state and federal governments continue to slash programs and funds to localities, the needs in areas like human services, education, public safety, and transportation continue to grow.
Fairfax County is at ground zero in all these areas. We’re home to a growing population of
seniors in need of basic services; our top notch schools are growing fast; and our first responders keep our community safe despite being asked to do more with less.

The current debate over transportation responsibilities is instructive. The Commonwealth
of Virginia has primary transportation responsibilities that go back to the years of the Great
Depression when the state took on all public road maintenance and construction for all counties except for Arlington and Henrico. In recent years, we’ve seen the fraying of this traditional responsibility and core function of state government as the state’s failure to act has left many of our most well-traveled roads in deplorable condition. Saying, “Can’t afford it anymore, it’s your problem” seems to be the General Assembly’s solution. That’s not reasonable and it’s certainly not responsible governance. 

The current proposals in the General Assembly are either devolution-lite or the camel’s nose under the tent.  Either way, they amount to an abdication of the state’s moral and legal responsibility to maintain our roads.  Any effort by the state that does not result in a longterm dedicated revenue stream is a decision to sidestep our transportation challenges.  Fairfax County should not be forced to choose between its citizens’ important needs simply because the state government is looking to take the easy way out.  And keep in mind — as Fairfax County’s fortunes go, so goes the Commonwealth.  Our economic vitality supports and funds the rest of the state.  A crumbling transportation infrastructure here will ultimately show up on the wrong side of the ledger downstate.

As elected leaders, we have the responsibility to listen and respond to the needs of our
constituents.  Time after time we hear that transportation is one of our residents’ top concerns
and key to our economic fortunes.  Fairfax County has a creative and solutions-oriented
local government.  We believe that our transportation problems can be solved.  Identifying
a dedicated transportation revenue stream is the first and most important step in finding
that solution and we ask that the Governor and the General Assembly meet their responsibility
and identify that stream.

Tuesday, September 20, 2011

Commentary: Accenture’s Departure: Harbinger of Future Reston TOD Office Markets? Terry Maynard, September 20, 2011


I was surprised by the recently announced departure of Accenture’s headquarters from Reston Town Center, but maybe I shouldn’t have been.  Accenture is among the world’s leading management consultant firms in the high technology “knowledge” industry.  More than most firms, it focuses on future trends and best practices in cost-effective and productive management in technology companies. 

As its decision to leave Reston Town Center suggests, Accenture apparently practices what it preaches.

One of the trends that Accenture’s headquarters was noted for in Reston was not assigning office space to its new employees.  As Jeff Clabaugh reports in the Washington Business Journal (WBJ), “Accenture has been ‘office hoteling’ for the last several years, meaning workers don’t have assigned office space anymore.  Instead, employees, many of whom spend much of their time off-site with clients or working from home, share space in Reston, using a reservation-based system for use of office space.”  These employees remain connected to Accenture through their laptop computer and access to Accenture’s private network.  In my view, this practice had at least two positive effects from Accenture’s perspective:  It keeps Accenture’s employees in close contact with the company’s clients, and it reduces the amount of space Accenture needed to lease for its headquarters—and, therefore, business expenses.   With computing and networking technology improving steadily, I doubt there are many down sides to this space management strategy. 

As it turns out, Accenture has been downsizing its Reston headquarters staff anyway, according to WBJ, and with its move to Arlington’s Ballston Metrorail station area, cutting its rental space roughly in half from nearly 200,000SF to 100,000SF.  “’Because of the virtual nature of our office environment, we no longer need the amount of space we have in Reston,’ said Accenture spokesperson Kate Shenk,” reports WBJ.  

It may also be true that Accenture is positioning itself for leaner times as the federal government tries to cut its spending, especially in defense-related spending—a mainstay of the Washington area office market and Accenture’s local client base.   Besides the downsizing, the move gives Accenture immediate access to Metrorail for its employees enabling them to commute to Accenture’s headquarters and visit Accenture’s clients easily and inexpensively.   And I can’t help but believe that, in the end, Accenture will pay no more rent per square foot—and possibly less—than it is now paying in Town Center in these exceptionally competitive times for commercial leasing.

The key question:  Is this is an anomaly or an indication of a long-term office market trend? 

I would submit that Accenture’s move is a harbinger of the high-technology office market of at least the first-half of the 21st Century—and that’s what we have and will continue to have in the Dulles “technology corridor.”   Its key features will likely be:
  • Major increases in the use of the “virtual office” concept to cut costs.
  • Fast, easy, and reliable access anytime to key business clients, partners, and others
  • Recognition of the changing demographics and related living preferences of employees.
These trends reflect acknowledgement at the corporate level of what has been occurring incrementally in the nation’s workforce for over a decade. 

While Accenture speaks in terms of a virtual office for its employees, the corporate virtual office is the logical extension of an ongoing trend to make greater use of independent contractors who work from their homes or elsewhere when needed.   Again, there are cost reductions for the corporation in most circumstances while giving it access to the right expertise at the right time without apparent long-term employment commitments.  And it gives the expert independent contractor greater flexibility to do what s/he wants and the time and place of his/her choosing without corporate bureaucratic hassles, often while earning more than as an employee, even with greater job uncertainty. 

A legitimate counterpoint to this argument is the highly classified nature of much of the high-technology work that occurs around Washington that, by regulation and even common sense, must take place in tightly secured facilities.  Things get stolen from homes, and laptops are lost on subways and buses.  Still, steps are being made—albeit glacially—to allow a greater range of classified work to be conducted from home, as I have personally experienced.  And the greater use of securely encrypted laptop computers and phones, secure networks, and high-level home physical security systems will facilitate this trend in the future.   And those who must go to an office to work usually go to government-owned facilities of the nation’s security departments and agencies—their client’s spaces— not to commercial office space, even space with upgraded security.  Still, it is unlikely that the most highly classified defense and intelligence work will be allowed to be conducted outside a secure facility for decades. 

Getting up close and personal with a company’s clients has become a mantra for the high-technology service industry, and business results have demonstrated the validity of the mantra.  If a company wants to win the next big contract, it has to be intimately familiar with its prospective client’s needs and recognized not only as a company that provides exceptional products and services for reasonable prices, but one with which the client has a close—almost personal—trusting relationship.  Part of being close to your client is, well, literally being close to your client’s decision makers with a physical presence as well as regular digital contact.  So why should companies rent space in the outer Washington suburbs—even ones with a technology bent, decent transportation, and smart people—when they can be closer and have the same technology, transportation, and personnel environment, such as in Ballston?  Even if a company’s defense clientele has been BRAC-eted, most companies are probably closer to Ft. Belvoir from a time perspective in Arlington than in the Dulles Corridor (except possibly at Tysons)—and Metrorail won’t help.

Finally, the nature of households and their dwelling preferences are changing.  Increasingly, families and households are smaller—1, 2, or 3 people—with an acceptance if not a preference for higher density housing such as high-rise condos and apartments.   The key demand of people living in these environments is that they have easy walking access to all their key household needs—markets, restaurants, pharmacies, other shopping, cultural and recreational facilities, and open space—and they have reliable, clean, safe, frequent public transportation to the places they need to go beyond their immediate walkable area.   These are the essential characteristics of a transit-oriented development (TOD) area.  

These characteristics stand in contrast to the 3, 4, 5, and more person households and families that have grown ever farther out in the suburbs since WWII who will drive substantial distances to meet their needs.   While the argument has been made that those now satisfied with their high-density living will soon seek a lower density suburban lifestyle, recent demographic trends simply do not support that view.  Census data shows that households are becoming smaller than they were a decade or more ago at just about every decennial age bracket—and there is no substantial evidence that trend will reverse itself.   And for those who do wish to move from a high-density to a lower density residential climate, the stock of suburban low-density homes appears large enough that few new suburban homes will be needed anytime soon.   If there becomes a shortage homes, it will more likely occur in high-density TOD residential neighborhoods over the next decade or two at least. 

So what?

If the above is generally accurate, it suggests that the Dulles Corridor will need more residential development and less commercial office space development than it is currently planning.  The new Tysons Comprehensive Plan calls for 2/3 of developed space to be commercial office space and the balance—less hotels, retail, and other small categories—to be residential, a 2:1 office: residential space ratio.  And most of that residential space will be beyond the ½ mile perimeter from Tysons four Metrorail stations, and likely to discourage use of Metrorail.  Already the Tysons committee is wrestling with the massive infrastructure investment—especially transportation—that such an arrangement will create.  The Reston Task Force TOD area committees have come out with similar recommendations that would allow a more than doubling of the current density (gross square footage of development) in Reston’s TOD areas in less than 20 years and a 60:40 or 3:2 office:residential space ratio in Reston’s TOD areas, not much different than Tysons. 

Other issues aside (environmental impacts, traffic congestion, infrastructure costs, etc.), this planned mix of uses appears unrealistic if the business and residential trends outlined above are accurate.  The good news is that these plans do not mandate what will be built—the market will do that within the density constraints.  Still, once the new Comprehensive Plan becomes a County Zoning Ordinance as is the custom, the developers have a “by right” authority to build whatever is agreed to in the Plan, and that cannot be reduced in this “Dillon Rule” state.  Even now, JBG is arguing in Tysons that it intends to build an office complex under the old plan for Tysons rather than a mixed-use development as called for in the new one.  In general, by constraining residential development, key areas of the Dulles Corridor—including Reston--may miss important residential development market opportunities and could see investment in unoccupied and unprofitable office buildings. 

A secondary consequence of the current planning schemes for Tysons and Reston TOD areas is the impact on the nature of the supporting retail in each area.  As Reston Patch reports, Accenture’s departure from Reston Town Center will be on the area’s hotels and restaurants.   Indeed, hotels have their own county planning/zoning category and, thinking ahead a couple of decades, allocating density for too many hotel rooms to support a business environment that  will likely not exist reduces the efficacy of the plan and possibly means residents will not have access to retail services, etc., that they need.  While Reston Chamber of Commerce CEO “Mark Ingrao says Accenture’s departure from Reston in 2012 will have a minimal impact on the business community,” a continuing reduction in Reston Town Center office staffing or even departures to more desirable locations will definitely affect the nature and health of Reston’s business community.   

The core lesson from the Accenture headquarters departure experience appears to be that we need to re-think the mix of uses (and maybe the high densities) currently planned or being considered for the Dulles Corridor.  If Accenture is a harbinger of things to come,
  • We will need to see greater growth in residential space and less growth office space than currently envisioned at both Tysons and Reston and maybe points farther west. 
  • Moreover, we will have to re-think the needs of the many new residents in these areas, including the nature of the local retail shopping experience (relatively fewer business-oriented restaurants, more pharmacies and supermarkets, for example), their access to cultural and recreational facilities, and (especially in Reston) the availability of public open space—largely parks and natural areas—to sustain and enhance the quality of life experience in this premier planned community. 
In short, we must learn from the experiences of others and adapt our planning to the future as it is more likely to be rather than the one we are familiar with and, in some corners, hold dear.  Only in this way will Fairfax County be able to make the Dulles Corridor the economic powerhouse its leaders envision and its developers, employees, and residents will find worth investing in. 
 

Monday, July 18, 2011

Commentary: On RTF's lack of progress, Reston Patch, John Lovaas, July 17, 2011

In his latest Reston Patch commentary, John Lovaas takes aim at the lack of progress in the Reston Task Force's work. 
The Reston Master Plan Special Study Task Force, the RMPSSTF to its really close friends, is a gang of 25 appointed by Hunter Mill District Supervisor Catherine Hudgins.

Most urgent, Hudgins rightly told her charges, was Phase One—planning for the three train stations-to-be currently zoned industrial. Phase One was to be complete and approved by the Fairfax Board of Lords by Summer 2010.  Phase Two, the other 6,000 acres of Reston, was to be done by the end of 2010.  You know, before the redevelopment gang levels it “by right."

The Task Force moniker alone, RMPSSTF, should have tipped us that timeliness was not to be the modus operandi of the developer-dominated group.

Sure enough,  here we are in the second half of 2011 and the conclusion of Phase One is not even in sight. . . .
For the rest of his commentary, click here.