metrorail wiehle station area development: comstock's concept and reston's proposed planning...

8/14/2019 Metrorail Wiehle Station Area Development: Comstock's Concept and Reston's Proposed Planning Principles

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Metrorail Wiehle Station Area Development:Comstocks Concept and Restons Proposed Planning Principles

Terry Maynard February 3, 2010

Summary

This paper examines a few of the core principle ideas proposed by several Reston citizensgroups and applies those principles to the first major new development proposal for

Reston, the Comstock Wiehle Station Area proposal. The results are discouraging,especially since this first developmenteven under the more limiting current Comprehensive Planfalls far short of what Restonians believe is needed to maintain

Restons high quality of life. The design is conventional and bland, like many other such commercial

development blocks in the Washington area. It is not innovative or world-class.

The TOD mixed-use development of the site is entirely appropriate, but it appearsto exceed its authorized FAR 2.5 density, probably in the range of FAR 4 to FAR5 , when the nearly million square feet of above ground parking is counted.

In no serious sense does the proposal meet the countys requirement of 20% openspacemuch less Restonians demands for 25% or higherother than pavement and parking lots along with an undeveloped ravine. It does not meet Restoniansneeds for open space and natural areas.

The transportation impact analysis shows that, even with full implementation of the required improvements and Comstocks additional offers and traffic demand management (TDM) program, traffic will worsen at the corner of Wiehle and Sunset Hills. This is inconsistent with Restonians needs for the concurrent or

prior development of infrastructure to maintain or improve public services. Comstock limits its commitment to environmental sensitivity to meeting only

LEED Silver or LEED Certified environmental standards in its development, and offers a financial arrangement as an alternative to meeting those requirements.

Restonians demand a minimum LEED Silver standard, and prefer going for theGold.

The proposal covers only the two blocks owned by Comstock. The dozen other property owners in this quadrant near the Metro station could each propose their own isolated, incompatible development plan in the absence of a comprehensiveapproach to Reston planning. As a planned community, Restons development and re-development planning should reflect a holistic approach to its impact on

Restons quality of life.

We can hope the Reston Association P&Z Committeewhich has limited authority in theapproval processand the County considers these shortcomings as the applicationmoves through the review process. Moreover, we can hope that the lessons from thisdevelopment proposal will temper the drive for increasing density (FAR, DUAs, etc.) in

Reston development; strengthen standards for infrastructure, open space, and sustainable development; and lead to a more thoughtful community-wide approach to


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development planning and implementation. That hope rests in the hands of the Reston Master Plan Special Study Task Force.

Restons citizens must work to see that their clear and consistent principles areestablished and implemented. Otherwise, the quality of life reflected in Restons

innovative architecture, integration of extensive open space and natural areas, provisionof park and recreational amenities, sensitivity to environmental impact, and other uniqueand attractive characteristics will erode block by block, development by development,neighborhood by neighborhood over the next generation.

Introduction

For a third time next week, Comstock will present to RAs Planning & ZoningCommittee its conceptual development plan (CDP) and proffer for two properties near the planned Wiehle Station of the Metrorail extension to Dulles airport. The meeting is a

7PM, Monday, February 8, at RA headquarters. Block 1 is largely the site of the currentcounty Park N Ride; the small northern portion of the current parking lot is Block 7 and not discussed here. Block 2 comprises two buildings Comstock already has on SunsetHills Drive nearby. This article looks almost exclusively at the Block 1 development,which will be Metros gateway to Reston when it is built.

ComstockComstock s proposal includes two sites nears proposal includes two sites nearthe Wiehle Metro Station.the Wiehle Metro Station.


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Block 1 will be the first point of access to Metro in Reston and the last station on the linefor several years. The county has a requirement to build 2,300 parking spaces there

before the Metro station opens in 2013 and is obligated under its own Transit Oriented Development (TOD) policy and agreement with Metropolitan Washington AirportsAuthority, which is overseeing the Metro extension, to build a high density, multi-use

development on the site. The development is being pursued under the currentComprehensive Plan and related zoning ordinance, which authorizes building density of FAR 2.5, and building heights up to 205 above ground level. The plan also has other requirements regarding open space, parking, etc., which impinge on development of the

property.

ComstockComstock s Block 1 site will link five highs Block 1 site will link five high --riserisebuildings with Wiehle Metro Station.buildings with Wiehle Metro Station.

Residential Hotel

O f f i c e

Office Office

The property under development is likely to be the firstpotentially precedent setting Metrorail-driven, high density, mixed-use development along the Dulles corridor. It may

be valuable to look at what is being proposed in the context of some of the common ideasin the variety of proposals presented to the Reston planning task force communitymeeting on planning principles for Reston.

Innovative Architecture

All of the proposals for Restons planning principles called for high architecturalstandards in developing or redeveloping Reston.

The Kaplan-Rando Citizens Master Plan called for world class design.


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ARCHs issue bulletin on planning principles sought to promote innovativearchitectural designs for the Reston Metro stationsThese are critical gatewaysinto this community and they should reflect that uniqueness.

RCAs Reston 2020 Committee proposal calls for excellence in planning, design,and architecture. Reston must continue to be held to the highest standards of

excellence and innovation in future development. The County strawman says to Respect and build upon Restons tradition of

fostering natural and structural beauty by . . . encouraging innovative and high-quality site design and architecture.

A look at Comstocks mid-January plans, illustrative drawings, and draft guidelinessuggests that what will be built at Wiehle Station will be conventional, bland, rectangular

blocks. The plat itself is essentially rectangular, narrowing slightly on the west side asthe street widens. Four of the five buildings proposed are rectangular blocks withrectangular windows and the fifth building will be H-shaped with the same sharp rightangles and rectangular windows. The small plaza in the middle will also be rectangular

and the brick pattern in it will be the same. Even the planter boxes in which the smalltrees will be placed on the plaza are shown as square. Except for the traffic circles on the plaza, there is not a rounded edge in the project, not a curved surface or a soaringroofline.

This view, from the south, is what people on the This view, from the south, is what people on thetoll road and at the Wiehle Metro Station will see.toll road and at the Wiehle Metro Station will see.

This view highlights the four levels of underground Metro parking and the sixlevels of above ground parking for the businesses and residents on site. Theunderground parking also includes a bus terminal and a kiss n ride drop-off.

UNDERGROUND PARKINGABOVE GROUND PARKING WIEHLE AVENUE

EAST


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From the outside, the development looks like an isolated fort with the six stories of aboveground parking serving as walls around virtually the entire complex and the five

buildings standing like turrets above. There is the Dulles corridor moat on the south side penetrated only by the bridge to Metro and larger gate openings on the north for vehicles.There are only two ground-level openings for pedestrians and bicyclists. The block is

totally disconnected from any of the surrounding properties, including Comstocks planned office building on Block 7 across the 6-lane boulevard to the north. WiehleAvenue provides an eight-lane barrier to the east and the west flank shows eight floors of

parking virtually abutting the property line. Except for the glass, the buildings are as brown, beige, and gray as the plaza itself. The site looks like hundreds of other commercial projects in the Washington area, most of them in Crystal City or Rosslyn only much taller and with much more visible parking. It is not consistent with a notion of architectural innovation or excellence in my opinion. Welcome to Fort Comstock!

The plaza itself is largely two traffic circles and access to the boulevard north of thedevelopment site. Metro riders would use the escalators, stairs, or elevators in the middle

of the plaza to access the bus terminal and parking. The whole plaza is about the samesize as Lake Annes Washington Plaza. Imagine what Washington Plaza would look likewith a traffic circle around the fountain on one side and in front of the church on the other with a road leading out to the north parking lot.

The development The development s central plaza includes accesss central plaza includes accessto the bus and parking below, a walkway aroundto the bus and parking below, a walkway around

the edge, and a road for retail access.the edge, and a road for retail access.


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Higher Density Near Metro

The Reston citizen proposals for planning principles generally acknowledged thatdevelopment along the Dulles corridor should be more intense than elsewhere in Reston,especially in the immediate area of the Metro stations. Reston 2020 acknowledged that

higher than planned density in close proximity to mass transit facilities and commercialcenters may be desirable. Kaplan and Rando proposed limiting density to FAR 2.0 atMetro stations--sliding to 1.5 elsewhere in the corridor--50 dwelling units per acre, yetallowing unlimited height or 22 story maximums in places along the Dulles corridor.

A key reason for the ordinariness of the Comstock design are the various constraints and demands the County has on the site under the current Comprehensive Plan, including thetradeoff between height and FAR. The sites FAR is relatively high at FAR 2.5. Incomparison, Arlingtons Metro corridor averages FAR 1.31, according to a 2005 DPZanalysis, and Rosslynthe highest density areaaverages FAR 1.78, reaching 3.4 at theMetro station. At the same time, the 205 maximum height for the Comstock site limits

building height, resulting in a large building footprint and much less on-site open space.While data on height constraints along the Arlington Metro corridor are not at hand, some buildings in Rosslyn clearly exceed 200 in height.

From the west, the complex rises up to 205From the west, the complex rises up to 205 aboveabovethe plaza and the underground parking is exposed.the plaza and the underground parking is exposed.

SOUTH

Another reason the concept is less exciting is the large parking requirement. First, of course, the County requires that the site include 2,300 underground parking spaces, a


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Kiss N Ride drop-off/pickup area, and a bus terminal to serve Metro passengers. Under the current County plan, it also requires that the developer provide 3,357 additional

parking spaces to serve the offices, residences, hotel, and retail that will be part of thedevelopment. All told, that requires about 2.1 million gross square feet (GSF)ten fulllevels--of parking, drop-off, and terminal space on this roughly 220,000 SF site. The

amazing part is that Comstock was able to incorporate so much of the parking belowground and hide (if less successfully) the above ground portions in the lower floors of thesites buildings. To meet the requirements of the Kaplan-Rando planning principles

proposal, all the parking would have to be undergrounda massive undertaking.

That said, I have to question the FAR calculation for this site. Having reviewed the mid-January 2010 documentation, I believe the design concept substantially exceeds theCountys maximum allowable FAR 2.5 because it does not appear to include the aboveground parking. By ruler measurement and calculation, I suspect the real FAR valuefor the site is at least FAR 4.0 and may exceed FAR 5.0 given the need for some .5-1.0million GSF of parking above ground in addition to the potential use application

figures of 979,000 GSF (and excluding the 61,000 GSF bonus for workforce housing).In short, above ground parking may double the above ground development and FAR for this site.

This brings to mind two ideas: If the County would allow, for example, a 300 height limit by specific waiver

with no additional FAR, the building designs could have a significantly smaller footprint, possibly allowing more variation in height and include curved or other innovative designs. This would create more plaza open space and have morevisual appeal without adding to density. Indeed, a core tradeoff here appears to

be allowing greater height to gain greater open space while maintaining current

density as measured in FAR and dwelling units per acre. Given that there is no realistic way to bury the massive parkingwhich isgenuinely neededmoving the plaza area up one floor above the ground levelwould enable creation of a pedestrian-only plaza while still allowing easy accessto the hotel and other retail spaces and lowering the perceived parking garagewall around the site. Additional escalators and elevators would be useful inmaking visitors access to these amenities more convenient. Moreover, the higher

plaza level would better enable bridging the site to adjoining developments over wide, busy, and dangerous roads.

Open Space & Natural Areas

Restonians love their open space, especially their natural areas. They were a cornerstoneof Bob Simons plan incorporating 1,200 acres of natural areas administered by RestonAssociation. All the proposed planning principles called for the preservation and expansion of open space, especially natural areas.

ARCH said, Restons open space and recreational amenities are vital toRestons quality of life.


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RCAs Reston 2020 said, Ample open space is an important determinant increating Restons high quality-of-life. . . at least 25% of all future developed and re-developed land must be reserved for open space.

The Kaplan-Rando proposal called for 33-1/3% open space (currently 50%under RCIG covenants) with 20% as soil bedded in the earth with native

vegetation. Parkland will be provided for residents on site by developer. The County strawman would only go so far as to say, (p)reserving existing open

space to the extent possible, and ensuring that high-quality green and openspace are incorporated into new development.

The Comstock proposal claims to meet the Countys plan requirement of for 20% openspace. Their CDP shows that this open space is largely comprised of the roadways,

parking lot, and plaza it will build. The only natural area is a storm water drainageravine on the west side of its Block 2 site that is economically unbuildable and generallyinaccessible by foot. As for Block 1, besides the roadways, ruler measurements suggestthere is slightly more than 1,000 SF of pedestrian-usable open space comprising the

walkways on the north and east side of development and the edges of the plaza within thedevelopment. This is roughly the size of my small front lawn, yet it intends to servesome 900 residents, a couple of thousand workers, plus local shoppers and hotel guests.

No public parkland or recreational facilities are provided although private amenities for residents are proposed over the above ground parking adjoining the residential building.While these characteristics meet County requirements under the current ComprehensivePlan, they certainly do not meet Restonians needs.

Transportation

Fairfax County, like other localities, has a less than satisfactory record for providing

needed infrastructure as development proceeds. In part, it is constrained by Virginiacourt rulings that, generally speaking, allow development to proceed if it meets zoningrequirements whether or not the supporting infrastructure is available. The presentdifficult financial situation of the county and the state only makes the creation of publicinfrastructure more difficult, whether its schools, police and emergency services, water and sewerage service, andmost importantly in northern Virginianeeded road and other transportation capabilities. To some extent, these constraints may be mitigated bythe establishment of proffers whereby the developer either builds the needed infrastructure or pays the county so it can proceed. Nonetheless, the lag time between

private development and public infrastructure development is usually long and unsatisfactory.

Restonians generally want to prevent this situation from occurring, especially as major plans for local development and re-development move forward.

The Reston 2020 Committee, whose proposed principles focused onimplementation processes, states, The required expansion and/or modificationof all modes of transportation and infrastructure must be planned and funded inconcert with approved development projects, and must be completed concurrently with that development.


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Despite ComstockDespite Comstock s planned improvements, traffic at thes planned improvements, traffic at theSunset HillsSunset Hills --Wiehle intersection will worsen by 2015.Wiehle intersection will worsen by 2015.

Existing ConditionsExisting Conditions Morning PeakMorning Peak

LOS = DLOS = DDelay = 36.8Delay = 36.8

Evening PeakEvening PeakLOS = ELOS = EDelay = 59.4Delay = 59.4

Reflects the existing laneReflects the existing laneconfiguration as shown in TIA,configuration as shown in TIA,November 2, 2009.November 2, 2009.

TF 2015 ConditionsTF 2015 Conditions Morning PeakMorning Peak

LOS = DLOS = DDelay = 54.2Delay = 54.2

47% delay increase47% delay increase

Evening PeakEvening PeakLOS = FLOS = FDelay = 88.5Delay = 88.5

49% delay increase49% delay increase

Option #4: Includes RODOption #4: Includes RODimprovements and adding 2improvements and adding 2 ndnd leftleftturn bay on WB Sunset Hills Rd.turn bay on WB Sunset Hills Rd.

Source: Gorove/Slade Associates memo Reston Station Transportation ImprovementsWiehle Avenue & Sunset Hills Road, January 14, 2010

Overall Level of Service (LOS) & Delay at Peak AM/PM Rush HoursOverall Level of Service (LOS) & Delay at Peak AM/PM Rush Hours

Despite these traffic increases, in its latest proffer, Comstock presents a substantialTraffic Demand Management (TDM) to reduce the traffic impact of its developmentabove ground. The proffer states that the baseline morning and evening peak hour traffic

added by the development would be about 1,080 cars. This does not include theCountys 2,300 space underground parking ramp for Metro, the Kiss N Ride drop-off,and a bus terminal. These are likely to more or less double the baseline peak traffic hour number for the development area. Nonetheless, Comstock projects that, through its TDM

plan, it will achieve its goal of reducing traffic by about 245 vehicles in both the morningand evening rush hours. A rough eyeball suggests that this plan will cut traffic by 10-20% from the roughly 1,500-2,500 additional vehicles traveling there during the rushhours due to Metro facilities and the development above it.

On the other hand, the Comstock proposal is also modest in providing opportunities toadvance alternative transportation arrangements. It includes:

Sidewalks (streetscapes) on three sides of Block 1 An offer to extend above grade pedestrian connections to owner west and north of Block 1, but no commitment to extend to the future building on Comstocks ownBlock 7. It makes no commitment to an above grade pedestrian connection acrossWiehle Avenue to the east.

A substantial number of bicycle racks based on the square footage of commercialand residential floor space above ground and some for the plaza area, but nocommitment to bicycle space linked to Metro usage.


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A taxi stand for two taxis on the plaza.

In trying to sum this up, Comstock is proffering both roadway improvements largelydictated by the binding ROD as well as a TDM program for its above ground development and rudimentary alternative transportation alternatives. The County does

not have a plan or funding (nor does the state) to maintain or improve traffic standards inthe area, and is contributing to the traffic impact by building a 2,300 underground garageto serve the Wiehle Metro Station. Indeed, the County has not yet acquired the additionalland needed to build the ROD roads within the development area as Comstock insists.All told, this will result in a substantial growth in rush hour traffic congestion in thevicinity for the developments businesses and residents as well as those who have longused these roads for toll road access or cross-town travel. This is inconsistent with thecitizens proposed planning principles as well as the County strawman.

Environmental Impact

Restonians love the natural environment and are quite proactive, as individuals and as acommunity, in trying to preserve and improve environmental conditions here. They areoften accused of being tree huggers, a label most wear with unabashed pride. Their

proposed planning principles support this thinking: Reston 2020 states, The quality of the development and re-development in

Reston must be of the highest caliber in terms of Leadership in Energy and Environmental Design (LEED) standards(and) compatibility with the naturalenvironment.

ARCH adds that Restons world-renowned and unique character rests in part onits encouragement of environmentally sensitive development,Accommodatingthese interests should remain important in defining the future growth of our

community. The Kaplan-Rando proposal calls for all new development and re-development

to meet the LEED Gold standard or its equivalent. Even the County strawman acknowledges the need to encourage

environmentally sensitive development.

The Comstock proposal does appear to include this kind of progressive environmentalthinking. Its most innovative proposal is substantial storm water management systemunder its proposed buildings. This will be an important addition because the current Park

N Ride lot is a solid impervious surface with no runoff management that pours excessivestorm water flows into the nearby drainage ravine, aggravating erosion and reducing

water quality. The proposed storm water management system will balance that flow,storing excess water during downpours and releasing it in a steady, less damaging way.

Nonetheless, Comstock proffers little in the way of meeting LEED standards. The keyfeatures of its offer follow:

An employee who is a LEED accredited professional will certify at both the timeof site plan review and the time of building plan review confirming that the itemson the list are expected to meet at least the minimum number of credits necessary


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planning only to maximize its own development opportunities and considering only itsimpact on the areas around it. The notion of a dozen Fort Comstocks in this quadrantalone defies the definition of the term planned community.

In Closing

This paper has examined a few of the core principle ideas proposed by several Restoncitizens groups and applies those principles to the first major new development proposalfor Reston, the Comstock Wiehle Station Area proposal. The results are discouraging,especially since this first developmenteven under the more limiting currentComprehensive Planfalls far short of what Restonians believe is needed to maintainRestons high quality of life.

We can hope the Reston Association P&Z Committeewhich has limited authority inthe approval processand the County considers these shortcomings as the applicationmoves through the review process. Moreover, we can hope that the lessons from this

development proposal will temper the drive for increasing density (FAR, DUAs, etc.) inReston development; strengthen standards for infrastructure, open space, and sustainabledevelopment; and lead to a more thoughtful community-wide approach to development

planning and implementation. That hope rests in the hands of the Reston Master PlanSpecial Study Task Force.

Restons citizens must work together to see that their clear and consistent principles areestablished and implemented to guide Restons future. Otherwise, the quality of lifereflected in Restons innovative architecture, integration of extensive open space and natural areas, provision of park and recreational amenities, sensitivity to environmentalimpact, and other unique and attractive characteristics will erode block by block,development by development, neighborhood by neighborhood over the next generation.

metrorail wiehle station area development: comstock's concept and reston's proposed planning...

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