REPORT ON HERNDON METRORAIL STUDY NEIGHBORHOOD MEETING

Wednesday, November 17, 2010

Herndon Town Council Chambers

The meeting format was aimed at communicating with southeastern Herndon neighborhoods that
will be directly affected by the Herndon-Reston West Dulles Rail station. This was a good idea.
The meeting was well publicized. As many as 75 citizens showed up (along with a few politicos
and landowners). Why can’t we turn out such a crowd in Reston???

By and large, the meeting attendees were basically well aware of the Dulles Rail system, and
were basically supportive of new redevelopment in the station area in Herndon. They varied
considerably as to how much redevelopment they would accept.

Herndon study format – I’m astounded at the very limited scope of the Herndon ―planning‖
study. It focuses primarily upon urban form and design, and intersection traffic engineering.
Little reference was given to broader planning issues such as planning for a comprehensive
multi-modal transportation system. When asked why they made no reference to an internal
feeder bus system, the Herndon planning staff answered that that was not part of the scope of
their contract with their consultants. The ―transportation‖ elements of the ―plan‖ were simply
totally auto-dominant.

Two pre-conceived urban form and design options were offered to the audience. One with an
overall FAR of 2.5 within the entire ―red zone‖ – a substantial strip along both sides of the
western portion of Herndon Parkway. As an alternative, an overall FAR of 4.5 was offered for
the ―red zone‖. Tall, multi-story buildings were spaced out along Herndon Parkway as a
somewhat compressed version of a suburban office park. Urban connectivity was not really
considered. No time frames or timelines were assigned to proposals—presumably these were
visions of ―ultimate‖ development in the year 2100. Little attention has been given to the overall
competitive market potential of the Dulles Corridor.

These options were offered to an audience that had no basic planning orientation as to the
broader implications of what was involved, and were provided with virtually no background
information. The question was simply ―Which of these options do you prefer‖ offered cold to the
audience. The audience split with 40% preferring the higher density, 40 % preferring the FAR
2.5 option, and 20 % wanting less or no redevelopment, or were too confused to vote. I found the
vote surprising given the fact that the audience was coming to the vote cold. The vote might have
changed a bit if bulldozers had started up their engines in their area bringing out the rest of the
neighborhood.
Herndon planning staff – I found them to be naive and unprofessional. They frequently
resorted to broad, general statements of limited substance. They were unable to respond
effectively to any substantive question that was not covered by their script. When asked what the
two options generated in terms of new population and employees, answer: ―I don’t have that
information with me. I’ll have to get back to you.‖ This lack of preparation was repeated
frequently. Canned questions presented by the staff to the audience for their formal vote were
often naive or meaningless.

Design - In addition to giving no thought to the role of an internal feeder bus system, including
any tie with the Herndon ―Downtown‖, access to the station platform itself was not given serious
thought. The only assurance is said to be a narrow sidewalk leading from Herndon Parkway to
the bridge to the station platform to be provided by MWAA. The two density plans presented a
wider promenade in this location, with no thought given to how existing new office buildings
currently occupying this area would be moved to accommodate the promenade. No thought was
given to how buses, rail passenger drop-off and recover, pedestrians and bicyclists might have to
interact with each other and adjacent building uses. The Town Council has not even endorsed the
MWAA sidewalk as yet. Adjacent neighborhoods want pedestrian access to the station, but do
not want ―outsiders‖ to have access to their neighborhoods. I guess they will set up security
checkpoints in key locations to check neighborhood ID’s?

It should be noted that in this Herndon ―red zone‖, as in much of Reston, most of the buildings
have a remaining useful life probably considerably exceeding twenty additional years. Most are
profitably occupied today. Low rise, older buildings are located primarily outside the ―red zone‖.
Some infill development may be possible, but little wholesale redevelopment.

Among the glaring shortcomings –

 Very little recognition given to pedestrian and bicycle connectivity. No strategy for
implementing such ideas. No connectivity with other parts of Herndon or Reston.

 About 30% of the audience wanted rail transit park-and-ride on the Herndon side of the Toll
Road. About 40% wanted this parking only on the south side in the Fairfax garages. The
remaining 30% could not make up their minds on this subject.

 Can residents and commuters tolerate three auto turning lanes and restrictive access barriers at
a number of key locations along Herndon Parkway and Spring Street - Sunset Hills Road,
especially at the ramps entering Herndon from the Fairfax Parkway?

 There is no cohesive open space – public space plan.

 There is no realistic assessment of what will be required to implement and provide the public
amenities they seek.

 No planning has taken place with respect to meeting future needs for schools and other public
facilities and services resulting from redevelopment.
 ―What considerations have you given to lighting, security and access to the area by emergency
responders?’ Answer – ―None at this time.‖

 Are current Herndon zoning categories adequate to accommodate TOD development? No

answer.

 Planners seek to require retail uses in the mix. How can you require a merchant to locate in an
area that cannot sustain his business?

 How can they retain desirable low budget uses within newly redeveloped space?

 Sub-soil conditions basically preclude underground parking. Parking garages are proposed to
dominate the Dulles Highway frontage which commercial realtors would contend is the prime
space for highly visibility-conscious tenants. Parking garages should be subordinated to the
interior of each prime site to the extent possible, not emphasized in the prime visible locations.

 No thought given as yet to controlling bootleg parking in neighborhoods by employees and rail
commuters.

Regrettably, in general, Herndon’s transit station planning effort is currently amateurish and
inadequate.

Dave Edwards