reston transportation funding plan: public meeting summary and advisory group feedback: nov. 21,...

County of Fairfax, Virginia

Reston Transportation Funding Plan

Reston Network Analysis Advisory Group Meeting

November 21, 2016

Tom Biesiadny, Janet Nguyen, Ken Kanownik

Fairfax County Department of Transportation

Department of Transportation

1

Public Meeting Summary and Advisory Group Feedback

*This presentation was prepared by Fairfax County Department of Transportation staff.

It has not been endorsed by the Board of Supervisors.


Agenda

• Public Meeting – November 7, 2016

• Summary of all Feedback from Community

Meetings, Stakeholder Meetings, and from

the Advisory Group

• Reston Network Analysis – Update

• Additional Funding Analysis

• Next Steps/Schedule


2


Public Meeting November 7, 2016

Staff held a public meeting on November 7, 2016 to provide

updated information and to solicit feedback on the

development of the Reston Network Analysis and Reston

Transportation Funding Plan.

• Network Analysis

– Tier 3: Large Scale Mitigations, Results

• Reston Transportation Funding Plan

– Coordination with Reston Network Analysis Advisory Group

– Development of the Funding Plan

– Funding Scenarios


3



Feedback received:

• A community member raised a concern about the curve in Sunrise Valley Drive at

Hitchcock Court. VDOT recently installed sharp curve (arrows) signage on eastbound

SVD before curve but the community member is still concerned about safety and the

lack of shoulder/barrier.

• FCDOT will send a team to go review the site and will schedule a time to meet

with the community in the field.

• There was misconception/confusion about the area of the proposed service district.

People thought that the district may apply to all of Reston and not just the Reston

Transit Station Areas (TSAs): Wiehle-Reston East, Reston Town Center, and

Herndon TSAs.

• Proposed scenarios that include a Service District will only apply to properties

located within the boundaries of the Reston TSAs.


4



5

Only properties within the Reston

TSAs (brown line) would be subject

to any proposed Service District.



Feedback received:

• A community member commented that Reston is not Tysons. What was the basis for

using the Tysons Transportation Funding Plan in Reston?

• The Tysons Transportation Funding Plan served as a template or starting point

for development of the Reston Transportation Funding Plan. While staff

recognizes that there are differences between Reston and Tysons, the basis for

the long range transportation plans for urban areas in Fairfax County will share

similar basic foundations to transportation planning. Staff does not want to

create a situation where the transportation funding plan would create a

competitive advantage or disadvantage to any area in the County.

• Ultimately, the Reston Transportation Funding Plan is being developed to fit

the needs of the Reston TSAs and will be different in several areas from the

Tysons Transportation Funding Plan.


6



Feedback received:

• Community members had several questions (clarifications) on the funding plan:

– Does Tysons have a funding plan? Yes.

– What is the public share and the private share?

– The public/private share in the Tysons Transportation Funding Plan is 56%

public and 44% private.

– It is anticipated that the public/private share of the Reston Transportation

Funding Plan will be 53% public and 47% private.


7



Feedback received:• There was a misconception that residents are paying for developers to build roads on

private property. Who will own and maintain roads built by developers?

• All roads paid for by revenues in the funding plan will be for public use, be dedicated

as a public street, and be accepted by VDOT maintenance.

• Under the proposed allocation framework:

– Roadway Improvements are a Responsibility of Public Revenues: Public

revenues are those revenues allocated by the County for use on transportation

projects Countywide and include funding from Federal, State, Regional, and Local

sources.

– Intersection Improvements and the Grid Network are a Responsibility of Private

Revenues: In-kind contributions, road fund contributions, and service district

collections are considered private revenues. These are revenues generated in the

Reston Transit Station Areas (Reston TSAs): Wiehle-Reston East, Reston Town

Center, and Herndon TSAs and used exclusively for projects in the Reston TSAs.

– Although Service District collections would be considered private revenues for

the purpose of the funding plan, these revenues would be funding public

streets.


8


Public Meeting November 7, 2016Feedback received:

• There was concern about developers building the expected in-kind contributions for

less than the estimated total and whether corners would be cut for cost savings.

• The total cost of the in-kind contributions to the Grid Network, is calculated

using VDOT unit costs and is a planning level estimate. If a developer can

construct a section of the Grid Network at a lower cost, it has no negative

impact on the funding plan, just as if a Roadway project, to be funded with

public funds, is completed for less than the total project estimate. A privately

constructed Grid Network segment would be inspected by County and State

inspectors, meet the required design guidelines, and ultimately be dedicated as

a public street.


9


Public Meeting November 7, 2016Feedback received:

• Developments that create more traffic impact should pay for more of the

improvements.

• Each development is subject to a traffic impact analysis (TIA). Each

development must accommodate the impacts from their TIA in their

site plan (construct improvements to mitigate traffic impacts).

Additionally, a Road Fund would address the scale of a development

by having developers contribute on a per dwelling unit or per square

foot basis.


10


Summary of Feedback from All Community Meetings

• Reston should not be compared to Tysons.

• If a development is profitable, developers should pay for all

transportation costs associated with development.

• If a development is not profitable, the County and residents should

not be subsidizing the costs associated with development.

• There was concern about developers building the expected in-kind

contributions for less than the estimated total.

• Developments that create more traffic impact should pay for more of

the improvements.

• The revenues from homeowners should not be used to pay for

streets that benefit developers.


11


Summary of Feedback from All Stakeholder Meetings

• Those who develop early in the funding plan should not have to

contribute more to the funding plan than later developments.

• More emphasis should be placed on a service district rather than

road funds. Service districts are bondable and more reliable.

• The road fund contribution for commercial property proposed in

several of the scenarios is too high, and will make it difficult to

develop commercial property in the Reston TSAs.

• Are all of the improvements in the Reston Transportation Funding

Plan needed?

• Want to make sure that early developers are treated fairly as

opposed to later developers.


12


Feedback from Advisory Group

The Advisory Group created a written document that provided the

group’s high level feedback on the proposed Reston Transportation

Funding Plan on September 26, 2016.

• Agreement on public/private allocation framework.

– Roadway Improvements to be paid by public funding.

– Intersection Improvements to be paid by private funding.

– Grid Network to be paid by private funding.

• The tax district option is unrealistic and could be removed from

further consideration for the funding plan.

• The Advisory Group is most interested in funding options that

include both proffer (road fund) and service district revenue streams.


13


Feedback from Advisory Group Cont.

• The Advisory Group team recognizes that transportation is but one

of many important development objectives under the comprehensive

plan update that must be funded.

• There is agreement that there should be a sunset provision that

terminates the Road Fund and service tax district when all the

projects for which they were intended have been funded.

• The Advisory Group directed staff to pursue all further analysis on

options 8, 10, and 11.


14


*Represents the reduction of hours traveled during the AM and PM peak hours for the Reston TSAs with the project constructed compared to if the project was

not constructed.


15

Improvements DescriptionDaily Peak Hours

Saved 2016Daily Peak Hours

Saved 2050

Grid of Streets Construct an enhanced grid of streets to increase connectivity 1,216 4,817

Town CenterConstruct a Town Center Parkway Underpass (4 lanes) from Town Center Parkway and Sunset Hills Road to Sunrise Valley Drive west of Edmund Halley Drive

374 1,322

FCP/HOVImprove Fairfax County Parkway - 6 lanes with High Occupancy Vehicle (HOV) lane(s)

299 851

SoapstoneConstruct a Soapstone Overpass (3 lanes) across the Dulles Toll Road (DAAR) from Sunset Hills Road to Sunrise Valley Drive approximately at Soapstone Drive

300 600

Sunset HillsWiden Sunset Hills Road – 6 lanes from Wiehle Ave to Fairfax County Pkwy, and 4 lanes from Wiehle Ave to Hunter Mill Road

257 478

Fox Mill Improve Fox Mill Road - 4 lanes from Reston Parkway to Monroe Street 0 714

South LakesConstruct an South Lakes Overpass (4 lanes ) across the DAAR from Sunset Hills Road to Sunrise Valley Drive, approximately at South Lakes Drive

240 462

FCP/SRVInstall a grade-separated interchange at Fairfax County Parkway and Sunrise Valley Drive

184 514

Reston Pkwy Improve Reston Parkway - 6 lanes from South Lakes Drive to the DAAR 82 313

West Ox Improve West Ox Road - 4 lanes from Lawyers Road to Centreville Road -28 253

Monroe Improve Monroe Street - 4 lanes from West Ox Road to the Town of Herndon 27 154

Pinecrest Extend Pinecrest Road from South Lakes Drive to Sunrise Valley Drive 2 118

Reston Project Benefits



16

Funding Scenarios Proposed to meet $350M Private Share

Balance

Contribution Rates and Related Shortfall

Road Fund Tax/Service District over Reston TSAs

Residential/DU Commercial/SF

Other Funding Needed to

meet $350M ($M)

Tax District

Rate

Service District

Rate

Tax/Service District

Contribution to

$350M (%)

Scenario 1: Tysons residential rates $2,571 $18.34 $0 N/A N/A 0%

Scenario 2: Tysons commercial rates $4,627 $12.63 $0 N/A N/A 0%

Scenario 3: Rates proportional to development in Reston TSAs

$7,058 $5.88 $0 N/A N/A0%

Scenario 4: Tysons rates and Service District over Reston TSAs

$2,571 $12.63 $79 N/A 0.01222%

Scenario 5: Tysons rates and Tax District over Reston TSAs

$2,571 $12.63 $79 0.025 N/A22%

Scenario 6: Tysons Rates and Service District over Reston &TSAs

$2,571 $12.63 $79 0.025 or 0.01222%

Scenario 7: Tysons Rates and Service District over Small Tax District 5

$2,571 $12.63 $79 0.025 or 0.01222%

Scenario 8: General adjustment from Tysons rates, -11%

$2,288 $11.24 $108 0.035 or 0.01731%

Scenario 9: Specific adjustments from Tysons rates, +15% residential, -19% commercial

$2,957 $10.23 $80 0.025 or 0.01323%

Scenario 10: Splits $350M equally betweenRoad Fund/Service District and maintains Tysons proportions for Res/Com road fund rates

$1,635 $8.19 $175 N/A 0.027

50%

Scenario 11: Similar total expense per Road Fund (residential) contribution and Service District (avg. home) contribution

$2,080 $10.09 $132 N/A 0.020

38%

*Scenario 6 and 7 would not generate significant amounts of additional revenue to warrant additional implementation challenges and were removed from consideration.Please note that the information provided in this presentation is not final and is for discussion purposes only.


Funding ScenariosScenario 1: Road Fund - Tysons residential rates

Description: Uses the same combined Tysons residential per dwelling unit rate and subtracts the amount generated

from this rate from the $350 million dollar need for Reston grid and intersection projects to determine the commercial

rate needed to fill the balance.

Scenario 2: Road Fund - Tysons commercial rates

Description: Uses the same combined Tysons commercial per square foot rate and subtracts the amount generated

from this rate from the $350 million dollar need for Reston grid and intersection projects to determine the residential rate

needed to fill the balance.

Scenario 3: Road Fund - Rates proportional to development in Reston TSAs

Description: Determines a set of rates that match proportion of total new residential vs. total new commercial

development in Reston TSAs only. (Approximately 77% residential and 23% commercial.)

Scenario 4: Tysons rates and Service District over Reston TSA

Description: Uses the Tysons combined rates for residential and commercial and fills any shortfall based on those

rates with a service district over the Reston TSAs only.

Scenario 5: Tysons rates and Tax District over Reston TSAs

Description: Uses the Tysons combined rates for residential and commercial and fills any shortfall based on those

rates with a tax district over the Reston TSAs only.

Scenario 6: Tysons rates and a Service District over all of Reston and the Reston TSAs

Scenario 7: Tysons rates and Service District over Small Tax District 5


17


Funding ScenariosScenario 8: General adjustment from Tysons rates, -11%

Description: Uses the Tysons combined rates for residential and commercial and adjusts them downwards by 11%

based on an average assessed value difference between all properties in Reston TSAs and Tysons in 2015. A service

district over the Reston TSAs only fills any remaining funding needs based on the adjusted rates.

Scenario 9: Specific adjustments from Tysons rates, +15% residential, -19% commercial

Description: Uses the Tysons combined rate for residential and adjusts it upwards by 15%, the commercial rates is

adjusted downwards by 19%. These adjustments are based on the average assessed value difference between

residential and commercial properties in Reston TSAs and Tysons in 2015. A service district over the Reston TSAs

only fills any remaining funding needs based on those rates.

Scenario 10: Splits $350M equally between Road Fund and a Service District and maintains Tysons proportions for

Residential/Commercial road fund rates

Description: Splits the private funding shortfall ($350M) equally between a road fund and a service district and

determines rates that maintain the same residential to commercial fund area contribution ratio as Tysons.

Scenario 11: Similar total expense per Road Fund (residential) contribution and Service District (average home)

contribution

Description: At an average annual service district contribution rate of $0.02/$100 of assessed value, a current resident

in the Reston TSAs with an average residence of approximately $260,000 assessed value will have an out of pocket

expense, paid over 40 years, equal to a new residential per dwelling unit contribution of a developer.


18


Funding Scenario 8, 10, and 11Scenario 8: Uses the Tysons combined rates for residential and commercial and adjusts them downwards

by 11% based on an average assessed value difference between all properties in Reston TSAs and Tysons

in 2015. A service district over the Reston TSAs only fills any remaining funding needs based on the adjusted

rates.

Scenario 10: Splits the private funding shortfall ($350M) equally between a road fund and a service district

and determines rates that maintain the same residential to commercial road fund contribution ratio as Tysons.

Scenario 11: At an average annual service district contribution rate of $0.02/$100 of assessed value, a

current resident in the Reston TSAs with an average residence of approximately $260,000 assessed value

will have an out of pocket expense, paid over 40 years, approximately equal to a residential per dwelling unit

contribution of a developer.


19

New Development – Reston TSAs All Properties – Reston TSAsResidential* Commercial Service District Contribution

to $350M

(%)ScenarioRate per

Dwelling Unit RevenueRate per

Square Foot Revenue Rate+ Revenue

8 $2,288 $87,000,000 $11.24 $155,000,000 $0.017 $108,000,000 31%10 $1,635 $62,000,000 $8.19 $113,000,000 $0.027 $175,000,000 50%

11 $2,080 $79,000,000 $10.09 $139,000,000 $0.020 $132,000,000 38%

+Rate per $100 of assessed value*Residential includes apartments.


Funding Scenario 8, 10, and 11


20

*Average annual rate for service district. Revenues shown do not account for inflation and are total revenues over 40 years.

Percent Contribution to Total Private Share ($1.066B):

67%8%

15%

10%

SCENARIO 8

67%6%

11%

16%

SCENARIO 10

Road Fund contribution to

total private share: 23%

67%8%

13%

12%

SCENARIO 11

In-KindContributions

Residential (RoadFund)

Commercial (RoadFund)

Service District






Share of Contributions from Owner Occupied Residential Units

• In response to feedback from the public meeting, several citizens expressed

displeasure for the potential to fund the grid of streets with service district funds.

• It is unknown what proportion of new residences in the Reston TSAs will be

constructed as owner occupied residential dwelling units (OORDU).

• The current proportion of OORDUs in the Reston TSAs is approximately 22% of the

total assessed value.

• Using a very aggressive and highly unlikely projection, 75% of future growth of all

residential dwelling units being assigned as OORDUs, the total contribution to the

service district at an average annual rate of $0.02/$100 of assessed value is

approximately $40 million.

• This shows the OORDUs do not contribute more than the cost of the intersection

improvements (estimated at approximately $45 million as of 2016).

• New developments and commercial and industrial properties will contribute the

amounts needed to cover the grid network and a portion of the intersection

improvements.


21


Share of Contributions from Owner Occupied Residential Units Cont.


22

Owner Occupied Residential Dwelling Unit (OORDU) Analysis Reston TSAs

S.D. Rate $0.02 cents per $100

Years 5 Year Aggregate Contribution Percent OORDU OORDU Contribution

2017-2021 9,947,520$ 22% 2,188,454.38$

2022-2026 11,831,510$ 24% 2,839,562.49$

2027-2031 13,715,501$ 26% 3,566,030.22$

2032-2036 15,599,491$ 28% 4,367,857.57$

2037-2041 17,483,482$ 30% 5,245,044.54$

2042-2046 19,367,472$ 32% 6,197,591.12$

2047-2051 21,251,463$ 34% 7,225,497.32$

2052-2056 23,135,453$ 36% 8,328,763.15$

Total 132,331,892$ 39,958,800.79$

Total Percent to Service District 30%

Total Percent to Private Share 4%

Total Percent to Funding Plan 2%


Next Steps/Tentative Schedule


23

Date Event

December 1, 2016 • Planning Commission Transportation Committee

December 6, 2016 • Request authorization to advertise public hearing on Reston

Transportation Funding Plan

December 13, 2016 • Update the Board Transportation Committee on final

recommendations for funding mechanisms and rates in the

Reston Transportation Funding Plan

January 24, 2017 • Public hearing to seek Board approval of Reston

Transportation Funding Plan

• Board adoption of Road Fund and Road Fund Guidelines

• Request authorization to advertise public hearing on

associated service district over the Reston TSAs

February 28, 2017 • Public hearing on specific service district proposal over

Reston TSAs only.

• Board action on proposed service district.


Comments/Questions?


24

reston transportation funding plan: public meeting summary and advisory group feedback: nov. 21,...

News & Politics