NEWS | DEVELOPMENT | LIFESTYLE

ISSUE #7 August 1, 2012

LOGISTICS

THETYSONSCORNER.COM PAGE 2

COVER PHOTO BY

TYSONS ENGINEER

A Distant Fourth

ALL PHOTOGRAPHY AND

GRAPHICS WITHIN THIS

PUBLICATION RIGHTS

RESERVED TO THE ARTIST

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THETYSONSCORNER.COM PAGE 4

The silver line received a pivotal yes

vote (5-4) this month from Loudoun

County’s Board of Supervisors. The

project includes two stations and four

miles of rail within Loudoun (as well

as the Airport Station).

The cost of the project is 270 million

for Loudoun County and includes

annual operational expenses which

will be funded via a special tax

district (7-2 passed vote). The pivotal

yes vote came from Supervisors Reid

and Volpe who were on the fence

about whether this is the right

direction for Loudoun. With the

approval MWAA can move forward

with preliminary engineering plans to

determine final construction plans, a

step that would have been

complicated by removal of stations

and the relocation of the terminus rail

yard and parking conditions).

We think this area just got better

connected with the approval of this

plan, and most importantly is finally

moving forward on this project 40

years in the making. We look forward

to the day that commuters from

Ashburn can get to Tysons and Reston

instead of using the Toll Road or Route

7, as well as residents of Fairfax being

able to enjoy employment in the

growing aerospace and telecomm

industries of Loudoun.

T h e Ty s o n s C o r n e r

A p p l a u d s L o u d o u n

Board of Supervisors

PAGE 5

It’s not shocking that Tysons Corner

circa 11am to 2pm any given weekday

becomes a miniature truckapalooza.

With over 100,000 corporate employees

who have no choice but to drive to

brick and mortar restaurants, the

arrival of the trucks is about as

predictable as the rising of the sun.

Unfortunately, unlike DC, Arlington, and

even Reston once the commuters head

out of town Tysons is all but forgotten

for any special events.

As a Tysons resident, I understand, its

hard to tell where people actually live

around here (yes there are some people

who live hear… 10,000 in 2007 and

rising closer to 15,000 now and

growing). On top of the issue of a

disconnected residential network, there

is no logical location for a food truck to

park for a weekend stop where they are

assured to see good foot traffic. Unlike

other regions we lack a common park or

space, we don’t have a farmers market,

and most events are held indoors (away

from unfriendly pedestrian spaces like

Route 123, 7, and 495). Additionally,

unlike Reston, no one in the food and

drink industry has reached out to create

a symbiotic benefit and forming a “wine

and lobster night”, an event that Red

Hook Lobster Pound and Tasting Room

have made into a weekly occurrence.

I don’t blame the food trucks for

avoiding us in off hours, if I were

running a business I would go to the

sure bets too. However, this city does

have a significant population, and while

people who drive solely to the mall on

the weekends wouldn’t see us (we are

tucked away on Westpark away from

the traffic), we are here. A business

who can create an event feel for those

of us that stay around 24/7 could find a

hidden gem of untapped and

competition free customers.

The Tysons Corner is a

website in its infancy,

started in 2011, created

to discuss the local issues

specific to eastern Fairfax

including the regions of

Tysons Corner, Falls

Church, McLean, Vienna,

and Merrifield. Our goal is

to provide a deeper

analysis of progressive

topics centered around

the new urbanism

concepts of a 21st century

Northern Virginia. We

have seen the region grow

from a quiet suburban

community to a cultural

and economic contributor

of the east coast rivaling

other more established

cities. The area for many

years grew without

direction leaving a

disconnected community

of micro-developments

without any coordinated

design concept. Our goal

is to create a unified,

or cacophonous, voice of

residents and interested

parties to discuss what the

future vision for the

region could or should be.

We look to fill the

questions that many have

and provide the depth of

coverage that is difficult

for overall news

publications to provide.

We are currently

looking for interested

bloggers who are

looking for a forum to

discuss their ideas as a

writer for TTC. This

could be done as an

exclusive TTC format

or as a cross post with

other independent

blogs. If you are

interested in reaching

a large base of readers

specific to this region

think about joining.

Please feel free to contact us;

navid@thetysonscorner.com

THETYSONSCORNER.COM PAGE 6

BE PART OF YOUR

COMMUNITY BY

DESCRIBING THE

COMPLEXITY OF

OUR OWN BACKYARDS

LOOKING FOR

E N T E RTA I N M E N T

W R I T E R S

U R B A N I S T S

T H I N K E R S A N D

I N N O VATO R S

ART SCENE

REPORTER S

PAGE 7

Dear WMATA

My Bus Driver… After a long day in a cubicle in downtown

DC, I begin an equally arduous task of commuting back

to Virginia from Northeast DC. It would seem that a

metro ride and a seven minute bus ride would be

straightforward, but recently, it seems that my

commute is getting tougher to tolerate. I don’t think

that there has been a significant influx of riders in the

past few months, but it appears that WMATA and the

Fairfax Connector bus system are struggling to provide

timely service. Summers in the DC area are miserable;

this is a general expectation. For Metro to be unable to

keep up maintenance of air conditioners in their cars is

a little sad, not to mention the other issues that plague

the system.

Since the July 1 increase on fares in both Metro and

buses, the quality of service has decreased noticeably

during my daily commute. What was once a dependable

bus route that came every 10 minutes has recently

morphed into a 20-plus minute wait with no bus in sight

and no explanation as to why there are no

buses. Having to wait in 100 degree heat is pretty

unpleasant, but considering that it is becoming faster to

drive and park instead of using public transportation,

it’s time for Metro and bus lines to recognize the need

for improving service if they are going to continue

raising fare.

I consider myself pretty lenient and patient when it

comes to transportation. I know that issues come up,

but the bar on service has dropped remarkably. I can’t

keep encouraging public transportation if it continues to

be so unreliable. Step up the service and make my 9-5

a little more tolerable, please?

Like The Constant Shopper and

want more? Follow @diaryofd on

Twitter or at her personal blog

DiaryofDee.com

THETYSONSCORNER.COM PAGE 8

Federal Transportation

Bill Encourages

Regional Incorporation One of the strangest conversations

a Fairfax resident often finds

themselves in is “where do I live?”

We’ve all grown accustomed to

defining our regions one way or

another, by school district,

geographic designation, postal

definitions, and in very rare cases

in Northern Virginia, by township

or city incorporation. I remember

as a child I thought of myself as a

Springfield resident, even though I

attended Lake Braddock High

School where 95% of students were

from Burke. When my parents

moved to a new house ten years

ago, they suddenly became Burke

residents, by moving 1 mile west.

Of course anyone who has lived in

Burke or Springfield knows just

how nebulous these definitions

are.

In the absence of a geographic

definition, regions such as West

Falls Church, Merrifield and Tysons

Corner have developed out of the

recognized towns/cities Falls

Church, Vienna, and McLean. The

reality is that almost all Fairfax

County residents are living in

unincorporated Fairfax County.

Unfortunately this arrangement

provides greater control to State

planners and policy makers in

Richmond, instead of local

planners who could make decisions

that best meet resident

preferences.

Follow us on twitter for daily

food truck alerts forwarded

from the trucks.

Existing Benefits of Being an Incorporated

City

1. Incorporated Cities in Virginia typically

receive between $10,000 and $17,000 per

lane mile of road. Counties only receive

approximately $6,000 per lane mile.

2. Cities own their roads and therefore

attain design and maintenance

responsibilities. This allows cities greater

control on how to spend operational

funds and design efficiencies such as

reduced lane width, traffic calming like

low speed rumble strips and urban

intersection designs that promote multi-

modal usability. This can also be used to

create revenue from those who use

infrastructure within the city but do not

live within the city through the use of toll

zones and parking assessments, see the

successful London Congestion Zone

Charge, or through the sale of air rights

to private development.

3. Cities have the ability to excise a

variance of local fees beyond real estate

taxes, with the exception of income

taxes.

New Benefits of Being an Incorporated City

(Via Federal Transportation Bill)

1. Attain 50% of formula federal funding per

capita for a specific region in need of

bike and pedestrian infrastructure.

2. Attain a higher likelihood of attaining

grants from federal sources due to a

narrower definition of the municipality

which would increase per capita

improvement impacts. In other words, in

a County of 1 million people, a project

that only helps 50,000 might be seen as

wasteful and without impact. In a City of

200,000 people, a project that helps the

same number of people would be seen as

important and wide reaching.

3. Independent definition of a regional

transit and transportation department

which can attain funding from Federal

sources for BRT and similar transit

projects without going through the State.

This will avoid competition with projects

within other regions of the state that

would ultimately be decided by the State

and subject to political preferences.

PAGE 9

Politics makes strange bedfellows, and

it is odd that in this case the smart

growth groups could be aligned with

Republican leaders who want greater

responsibility to be provided to more

local jurisdictions. Unfortunately the

GOP in Virginia wants to eat their cake

and have it too by suggesting Counties

take over their road funding and yet

not take over the ownership of these

roads, essentially granting Richmond

tens of thousands of acres of free and

operationally maintained land in the

most expensive parts of the state.

Incorporation sidesteps that restriction.

Ironically in order to become

incorporated within the State of

Virginia you must be granted a charter

by, who else, the State of Virginia.

The only way to be granted

independence from these controls is to

wait until a more empathetic

leadership is in place in the Statehouse.

Until then the state will continue to

reap 30-40% of it’s tax revenue from

Loudoun, Fairfax, and Arlington while

returning 6 to 8% of state funds to

those same jurisdictions.

THETYSONSCORNER.COM PAGE 10

The New City and the

Complexity of Urbanization By NovaBroker

I originally wanted to espouse the

benefits of the Silver Line and

mixed-use development for my

second post, but I henceforth

spare you from such shameless

propaganda. Sitting in my cubicle

on a Friday afternoon in late June,

I long for the day when I too end

the work week golfing with

potential clients instead of

pestering secretaries to connect

me to CEO’s who just stepped out

of the office. Meanwhile, my

junior associate will be the one

halfway through one-hundred very

unsuccessful dials and his fourth

coffee. I love my job, but this

passion is predicated on expected

returns. Furthermore, the

dividends of my current struggle

are inextricably linked to Fairfax

County’s proposed development

plans. Has this glaring bias blinded

me from all contrarian arguments?

The biggest drawback is price, a

figure that is both astronomical

and enigmatic. Quadrupling the

size of a congested

corporate/retail hub into a

cohesive, 24-hour metropolis is

not a cheap gamble. Any Galleria

shopper hopped up on skinny

vanilla latte would think twice

before buying this exclusive brand

of urbanization. Residents will pay

higher taxes for awful traffic

exacerbated by never-ending

construction. Many of these

people will not live to reap the

benefits of what they paid for.

The plan also emphasizes the

importance of a walkable

environment while the proposed

infrastructure will not alleviate

increased traffic to and from the

area. The future plight of McLean

and Vienna residents exemplify

the notable collateral damage to

surrounding communities. Fairfax

County will no doubt have to beef

up transportation infrastructure

outside of Tysons as well.

As I researched the impending

wave of transit-oriented, mixed-

use development (experts have

adjusted their annual delivery

projections from 700,000 to over

2,000,000 SF due to the influx of

seventeen current rezoning

applications), this post morphed

into a reality check. I never

thought that new office buildings,

residential towers, and retail

PAGE 11

shops would necessitate more

schools, additional police and fire

stations, another electrical

substation, and countless other

additions to public infrastructure.

The logistics of these necessities

are frightening. If we want wider

sidewalks to increase walkability,

what should the ratio of sidewalk

to street area be for a “Boulevard

Streetscape” as opposed to an

avenue or local street? Better yet

what constitutes a “Boulevard

Streetscape”?

Bureaucracies evolved to

establish this type of necessary

order in rapidly growing societies.

The utter frustration of waiting at

the DMV is an opportunity

cost. Alternatives to the cruel and

unusual anticipation of hearing

number B219 over the loudspeaker

at your local DMV are stagnation,

chaos, and a more conscientious

application of the Eight

Amendment by our Supreme

Court. Fairfax County is thriving

when much of the world is

teetering on the brink of another

recession.

The Dulles Toll Road is at the

forefront of the tech industry

second only to Silicon Valley; the

federal government is a unique

impetus to our local economy.

Opportunity is attracting

jobseekers and amplifying

population growth. Tysons Corner

has 18,000 residents and 100,000

jobs. Fairfax County’s plan

estimates that Tysons will have

100,000 residents and 200,000

jobs by 2050. Yes, more people

will be driving to Tysons, but this

is inevitable. Mixed-use, high-

density development ensures that

a much greater percentage of

residents will live and work here

reducing per capita stress on

public infrastructure. Our future

necessitates a new approach to

development.

THETYSONSCORNER.COM PAGE 12

In my day to day debates on transit

and land use policies in this region I

am often criticized as being a

stooge for WMATA and consistently

promoting the benefits of mass

transit use. It is true, I think mass

transit is the most powerful

transportation tool available to

planners and engineers and no one

has ever disputed mass transit's

efficient capability of removing

single occupancy vehicles from

congested corridors. However there

are times in life when you just wish

the people you defend would stop

doing such seriously stupid things.

The case in point, WMATAs 2013

budget.

To call the 2013 operating expenses

and projected revenues a budget is

likely giving it too much credit. In

an era where most people are

desperate to find any employment,

WMATA is planning on expanding it's

payroll expenses by 100 million

dollars, 70 million of which goes

towards benefits costs. To be fair,

much of the payroll increase is

attributed to new capital employees

(849) for construction and

engineering services associated with

system improvements, but for 100

million dollars this increase in

employees would constitute an

average $118,000 per new hire.

The escalated speed of the system

upgrades will hopefully get the

headaches that riders have

experienced over with quicker but

surely isn't worth $100,000,000 in

this years cost. This is especially

apparent when silhouetted against

the backdrop of significant fare

increases.

Speaking of fare increases, this

years increases (already enacted),

unfairly continue to bear the cost of

operating a 4:1 discrepancy of bus

cost vs revenue on the backs of rail

riders. Bus services barely reaches

$150 million in revenue and yet

costs $565 million to run. That gap

continues to get larger and yet no

one is coming up with ANY ideas on

how to retain some sanity to the

mess. Instead of evaluating the

benefits packages of bus drivers,

they retain levels of benefits, which

increases the payroll from natural

wage increases. Instead of

addressing the extremely low priced

fares for long haul buses, they

provide a cost of inflation increase

in fare of 6%, yes on average a

WHOLE DIME!

I am all for hard working people

getting their fair share. I think a

happy employee is also one who is

more attentive and careful to retain

their job. But as it is the benefits

package accounts for nearly 40% of

payroll expenses, which outpaces

every major transit organization in

the country as well as the most

generous of private industry unions.

WMATA Budget Policies, We Need Change

PAGE 13

It's not that WMATA doesn't have a great

network. It moves more people than

any system in the country other than

New York and frankly it's been pretty

safe over its 40+ year history and for the

most part far more reliable than our

NYC counterparts. The problem is

WMATA has always been a system that

seems to be barely getting by instead of

being one that is planning for the

future. Consider this, if WMATA were

just to retain the same operating

expenses for 2013 as 2012, that would

be 100 million dollars more that could

go towards saving for real improvements

for the next decade. This lag in cost

increase, associated with fare increases

that from this point would keep up with

natural payroll increases (a steady 2-3%

increase). Add in a possible analysis of

which locations actually use their buses

and how to make that system more in

control and we could be looking at an

inflow of a couple hundred million

dollars.

I think that the jurisdictions should be

chipping in more towards capital

improvements as budgeted, but I don't

think it is fair to shuffle around these

funds accompanied by a fare increase to

justify unwise increases in an already

stifling payroll cost. That increase in

jurisdictional subsidies should be going

towards saving up for Metro

2.0 including connection between lines

(Completing a metro beltway and

adding new river crossings) that will be

more difficult to find funding for

through private sources (as was the case

with the Silver Line).

Taking the 100 million dollar increase in

subsidies from the jurisdictions

proposed this year away from payroll

financing and transferring to a no touch

fund for future improvements will add

up to 1 billion dollars in 10 years. By our

accounts this could help pay for 1/3 to

1/2 of a new river crossing that will be

necessary by 2020 if current trends

continue and more importantly will help

to finance projects through money in

hand instead of the increased cost of

financing. WMATA, I hate to say it as a

transit supporter, but you NEED

CHANGE.

THETYSONSCORNER.COM PAGE 14

The Fairfax Times ran an article this

past week about how the Tysons Metro

Rail is a complete monstrosity and

aesthetic horror. Outside of clearly

being a soft news day for them, based

on the fact that they are running an

opinion piece as subjective as “Green

Peppers on Pizza Tastes Bad” (more at

7), the story completely disregards the

fact that they are viewing a project still

being built. In no way did the article

fairly discuss what future streetscape

could do to modify the commuter and

pedestrian interaction with the system,

nor did they highlight the fact that

some of the tallest buildings in the

region will be located directly behind

the rail making it ultimately muted in

comparison. Finally the article has the

same kind of defeatism that is

prevalent in our society during these

tough times, it is what it is and there is

no way to fix it now.

Complete and utter gibberish. Now let

me be clear, when Bechtel and

Washington Group International

announced in 2006 that full tunneling

through Tysons would

be unfeasible while remaining under

the federal funding maximum budget, a

part of me felt defeated and crushed

too. I believe it could have helped

reduce the total right of way involved

along the Route 7 and 123 corridor,

helped bring buildings closer in, and

overall creating a safer ultimate

pedestrian condition. What done is

done, and while we think Bechtel’s

argument should continue to be

reviewed for accuracy and oversight, it

is time to come up with solutions.

Many people have brought up the point

that elevated rails inherently ugly, and

that 1st world nations around the world

continue to create subway systems

instead. Actually, the facts prove

otherwise, as other nations face budget

restraint a clear trend has risen towards

the use of integrated elevated rail as is

the case in the photo to the left in

Holland. What are some tricks in

creating this integration?

It’s tIme to Stop Whining About

Elevated

RAIL

PAGE 15

We need to start visualizing the

system with its next step. View

the original construction as part

one of a multi decade evolution

of the system. The utility is

complete, and in late 2013

commuters will be able to get to

work in an alternative manner.

Step two will be integrating and

urbanizing the system, without

public funds, via a myriad of

options. Some stones, brick, or

other aesthetic materials can be

lain as a facade to hide the

concrete bones of the system.

The system to the left is the

elevated passenger rail through

Italy. Piers have been covered

over providing pedestrian friendly

tunnels which can be used as

public space or simply to connect

from one side to the other.

Another interesting option is seen

in France’s elevated passenger

rail. Here the elevated system

and piers have been covered with

a facade, but the locations

between the piers have also

become interior spaces sheltered

from the weather which could be

part of the train station (as in this

case) or could be converted to

retail store fronts and popup

stores as well. Think Union

Station. Yes, its a rail station, but

its retail and interior space has

been privately developed outside

of the rail system and

incorporated into the

architecture. Also note that the

facade has projected forward

several feet providing space along

the roof for landscaping which

can provide screening and

aesthetic benefit.

THETYSONSCORNER.COM PAGE 16

Another method for integration occurs completely

separate from the rail line itself. It involves the

structures that surround the system. The mind

converts what our eyes see in very interesting

ways. Often something that by itself would be

viewed as “ugly” can become beautiful when

viewed as a whole with its surroundings. Think of a

Monet painting. When isolated and focused in it is a

mess of color without any recognizable image, but

when you step back the image comes into focus

and becomes pleasing. A rail line being placed in

front of 2-story 1970s brick office construction

sticks out as an eyesore.

The entire view is plain old ugly because the piers

and track become over powering and there is

nothing to pull your eye away other than the

concrete monster. However, when a series of 300′

or 400′ high rises with unique architecture are

placed behind the rail, the system appears smaller

and less overpowering. In some cases the

architecture can actually be incorporated into the

rail as is the case with the London Docklands Light

Rail. Buildings can encompass or partially cover the

railway creating an elevated subway. The

additional cost of spans over the rail are

acceptable for a developer when this design

returns far greater density potential and therefore

more lease, rental, or sales space.

PAGE 17

Finally, and most simply, landscape

architecture will be essential to how we

observe the system. Visiting any construction

site whether high rise or subdivision will

highlight one fact, a half built site has NO

trees. We are seeing a half built site right now

along Route 123 and Route 7. Review of the

plans from developers like Cityline, Capital

One, and Georgelas all show significant

landscaping occurring on the developer side of

the tracks. Additionally, review of Fairfax

County’s streetscape concepts from the

Comprehensive plan also shows significant

landscaping. Just as a house with a plain grass

(or sod) front looks off putting and uninviting,

a metro with construction fence and dirt looks

unwalkable and unattractive. Integrating

pedestrian walkways and trees will be the most

effective early step to giving the system a

sense of place as is the case in Edmonton

Canada and Miami Florida.

It’s time to move forward with ideas not

complaints. Let’s learn from this as a lesson in

penny wise but pound foolish, but let’s not

become crippled to the new design constraints.

We have to continue to innovate and improve.

By providing either airspace or ground space

within the metro rail right of way, the

improvements can be funded and constructed

by the private developers who will attain the

revenue from the additional assets. Don’t fall

prey to the snobs and mockers who have no

vision and start seeing the opportunities to

make a unique identity for Tysons Corner.

PAGE 18 THETYSONSCORNER.COM

The first new high rise

building since the approval of

the comprehensive plan for

Tysons Corner is beginning to

go vertical. Oddly, the Park

Crest towers, are not part of

the new comprehensive plan

process as they fall outside of

the TOD designated districts.

However with the transit

center within a tenth of a

mile, and less than a mile

walk to two of the future

Silver line stations, Park Crest

Two should be considered a

well integrated building.

This week Clark Builders

Group, the management

company for the new

tower, launched their

websitewhich has provided

more information on the

future of Park Crest Two. The

most important bit of news is

that Park Crest Two will be an

apartment tower, and not a

new condominium building

similar to Park Crest One.

Rumors had been circulating

about this for the past few

months but it had not been

publicly announced. The 300

unit, 19-story tower, also

includes a courtyard pool,

patio area with bocce ball

court and fireplace, dog park,

and water park.

PAGE 19

The building will share its underground

parking with Park Crest One, of which I am

a resident. Hopefully the dog park and

patio area will also be shared with Park

Crest One as currently there is only a 6′

trail that has become the defacto dog play

area for the neighborhood. The project will

be LEED silver certified, always an

important indication of the seriousness of

the builder towards a sustainable building.

Also of note, the building will incorporate a

mix of studios, 1 bedrooms and 2 bedrooms

of varying sizes. We have long touted the

importance of variance in the rental and

condo market in reducing the overall

unaffordability of the region. These studios

join a very small stock of Fairfax units and

hopefully will help provide a base line for

young professionals moving to the region.

Construction for earthwork has been

performed over the past 3 months in

congruence with the completion of Avalon

Park Crest next door but only recently did

the 250 foot crane join the skyline of

Westpark. The foundation columns are now

beginning to ascend out of the ground and

within the next two months drivers along

Westpark will begin to see the building

taking shape. Completion of Park Crest Two

is set for mid 2014.

THETYSONSCORNER.COM PAGE 20

PAGE 21

Arbor Row’s property along Westpark

might surprise a few commuters this

week. What used to be two eyesore

office buildings are now reduced to

rubble. We indicated a couple of weeks

ago that demolition had begun on parcel

G but we noticed today that in fact two

buildings were removed. In our quick

correspondence with Cityline Vice

President Keith Turner he indicated that

more information, including a

presentation on the project’s status, will

be coming up in the next month or two.

We look forward to finding out when this

ambitious and landmark project looks to

get started.

For more information on the project see

the conceptual development plans here;

And the Final Development Plans for

part of the project here;

THETYSONSCORNER.COM PAGE 22

Rezoning Takes a Big Step Forward

PAGE 23

It has been a long time since we heard any news from

the Capital One campus on their rezoning plans along

Route 123. Yesterday the first update came from

Fairfax County staff who recommended approval of

the Rezoning, proffered condition amendment, and

final development of a proposed office and hotel high

rise buildings located within the master property.

The staff report located here denotes the projects

request to build closer to Route 495, in line with the

comprehensive plans goals of building massing, use of

an underground stormwater management structure in

a residential area, and request of unique planting

materials known as planting cells which reduce the

necessary root zones for streetscape trees.

The ultimate build out of the site will include office,

residential, hotel, retail, and public use encompassed

within 14 buildings of which 2 already exist. The new

capital one project incorporates a lot of marquee

architectural features and innovative designs

including incorporation of vertical planter walls,

public art installations, and public terraces. The

premier building 12, a 28-story 392′ office tower will

be a striking feature along Route 123.

It might seem like more of the same office park in

steroids if you were driving along Route 123, but if

you delve into the property after build out you would

find a half dozen residential towers atop retail store

fronts. At the front edge of these residential units

will be a large metro park commons plaza at the foot

of the metro station. Additionally, the plans show our

first glimpse of the plans to screen the elevated

metro structure which has been called by out of

towners anything from a monstrosity to an eyesore.

THETYSONSCORNER.COM PAGE 24

As anticipated the region underneath the

tracks will incorporate a range of

decorative trees and shrubs to help

reduce the visual impact along Route 123.

The plans also show an interesting trend

of avoiding Route 123 by shielding all

higher end uses (residential and retail) on

the non-123 side of the development. This

indicates that the plans funneling into

Fairfax County already disagree with

FCDOT and VDOT’s assertions that Route

123 must be an arterial highway in order

to spur development (as always people

will never want to have dinner or a

balcony on their residence overlooking a

polluted and crowded 8-lane highway).

We are disappointed that the plans do not

provide any indication of the crossing

under Route 495 and therefore remains

disconnected from much of Tysons Corner

in terms of walkability (though admittedly

this is outside of the scope of the Capital

One development). Pedestrians would

need to use the vehicle prioritized Route

123, in combination with walking 1 mile

out of the way, to get to this site without

this link. It is unclear when Scotts Run

Crossing will be extended to Jones Branch

Drive under 495 and if this improvement

will included dedicated bike and

pedestrian paths. This is an important

internal connection that must be made

within Tysons Corner to connect

neighborhoods and improve walking

access. Instead FCDOT and VDOT have

focused on more commuter road

connections to outside regions of Tysons

such as the debacle currently known as

the Boone Boulevard OnRamp.

The final decision will be up to the Board

of Supervisors on whether this project can

start construction on Block A, but with all

reviewers returning approvals it is likely

this project will be green lit for 2013.

For more information on the Rezoning

Plan see the submitted plans here;

For more information on Block A Final

Development Plans see the submitted

plans here;

PAGE 25

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