WHEN TRANSIT PLANNERS DESIGNED Washington's subway system, called Metro, almost 40 years ago, they envisioned a system that would spur development around its stations. In many areas in Maryland and Northern Virginia, that's happened.
Around the Vienna station, at the end of Metro's Orange Line in suburban Fairfax County, Va., however, that vision hasn't been fully realized. But a recent vote of the county's board of supervisors may set the stage for denser development near the station.
More than five years ago, five dozen homeowners on 61 acres sold their homes and land to a developer who planned to raze the homes and construct a mixed-use development on the site. The county nixed the plan of that developer, who, in turn, sold the property in 2001 to Pulte Homes, which already owned adjoining land. The single-family homes were torn down, and Pulte pushed forward with a redesigned plan for its Metro West development, including 2,250 residential units, at least 100,000 square feet of retail space, and 350,000 square feet of office space. (The commercial development is planned with a partner, Clark Realty)
Last December, Fairfax supervisors approved a change to the county's comprehensive land-use plan, paving the way for the level of density and type of mixed-use redevelopment Pulte proposes. “We are looking for a model for how we want development to go in the future,” says supervisor Linda Smyth.
“Fairfax County has been somewhat late to transit-oriented development, but we're seeing a significant shift in thinking from officials and citizens,” says Stewart Schwartz, executive director of the community group Coalition for Smarter Growth. Metro West gained his coalition's approval, Schwartz says, because of its design, with higher density and retail closest to the Metro station, good pedestrian access, and park space.
Another group—which also favors transit-oriented development—has concerns about Metro West's impact and says the three-year process failed to fully engage the citizens who will be most directly affected by the development. “There should be much earlier, transparent engagement of citizens and other advocacy groups,” says Will Elliott, a spokesperson for Fairfax Citizens for Responsible Growth.
The group is especially concerned, Elliott says, that with 4,400 proposed parking spaces—essentially two per condo or house—Metro West residents won't trade their cars for public transportation, one of the primary goals of the development.
Pulte executives reject those theories. “This has been the most detailed process we've ever gone through. We've made every effort to be as transparent as possible,” says Jon Lindgren, land acquisitions manager for Pulte's Washington division.
Fairfax conducted extensive analyses on the impact to schools and traffic, and a citizens' workgroup approved the Metro West development by a vote of 6 to 3, Smyth says. Impact studies will continue, too, she says, as Pulte moves through the county's rezoning process.
Schwartz says there are ways to improve the process while encouraging more transitoriented developments. “I would recommend a very visually based design plan for the transit station to get community buy-in and to streamline the process for developers on the back side,” he says.
It appears the county will get that chance: Another group of 65 homeowners has signed contracts to sell their homes to Centex Homes, which hopes to build a mixed-use development that includes more than 1,300 residential units. But Smyth cautions that the county's approval of Metro West doesn't set an automatic precedent. “You should put density where density functions. You don't need to put density everyplace,” she says.
MIXED-USE MODEL: Fairfax County, Va., supervisors have called the Metro West development, which will replace 61 single-family homes with 2,250 residential units and a mix of commercial and retail space near a subway station, a model for smart growth.