Reston Transportation Funding Plan: Public Meeting Summary and Advisory Group Feedback: Nov. 21, 2016

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

Feedback 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

Feedback 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 Description
Daily Peak Hours
Saved 2016
Daily Peak Hours
Saved 2050
Grid of Streets Construct an enhanced grid of streets to increase connectivity 1,216 4,817
Town Center
Construct 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/HOV
Improve Fairfax County Parkway - 6 lanes with High Occupancy Vehicle
(HOV) lane(s)
299 851
Soapstone
Construct 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 Hills
Widen 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 Lakes
Construct 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/SRV
Install 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/A
0%
Scenario 4: Tysons rates and Service District
over Reston TSAs
$2,571 $12.63 $79 N/A 0.012
22%
Scenario 5: Tysons rates and Tax District over
Reston TSAs
$2,571 $12.63 $79 0.025 N/A
22%
Scenario 6: Tysons Rates and Service District
over Reston &TSAs
$2,571 $12.63 $79 0.025 or 0.012
22%
Scenario 7: Tysons Rates and Service District
over Small Tax District 5
$2,571 $12.63 $79 0.025 or 0.012
22%
Scenario 8: General adjustment from Tysons
rates, -11%
$2,288 $11.24 $108 0.035 or 0.017
31%
Scenario 9: Specific adjustments from Tysons
rates, +15% residential, -19% commercial
$2,957 $10.23 $80 0.025 or 0.013
23%
Scenario 10: Splits $350M equally between
Road 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 Scenarios
Scenario 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 Scenarios
Scenario 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 11
Scenario 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 TSAs
Residential* Commercial Service District Contribution
to $350M
(%)Scenario
Rate per
Dwelling Unit Revenue
Rate 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-Kind
Contributions
Residential (Road
Fund)
Commercial (Road
Fund)
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, 2016

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