NEWS | DEVELOPMENT | LIFESTYLE
LOGISTICS
ISSUE #7 August1, 2012
COVER PHOTO BY TYSONS ENGINEER A Distant Fourth ALL PHOTOGRAPHY AND GRAPHICS WITHIN THIS PUBLICATION RIGHTS RESERVED TO THE ARTIST
THETYSONSCORNER.COM
PAGE 2
………4
………5 ………7 ………8 ……10 ……12 ……14 ……18 ……20 ……22
PAGE 3
T h e Ty s o n s C o r n e r Applauds Loudoun Board of Supervisors 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.
THETYSONSCORNER.COM
PAGE 4
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.
PAGE 5
The Tysons Corner is a website in its infancy, started in 2011, created BY to discuss the local issues DESCRIBING THE specific to eastern Fairfax COMPLEXITY OF including the regions of Tysons Corner, Falls OWN BACKYARDS 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 E N T E R TA I N M E N T Northern Virginia. We have seen the region grow W R I T E R S from a quiet suburban community to a cultural U R B A N I S T S and economic contributor of the east coast rivaling other more established T H I N K E R S A N D cities. The area for many grew without I N N O VAT O R S years direction leaving a disconnected community A R T S C E N E of micro-developments R E P O R T E R S 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
BE PART OF YOUR
COMMUNITY
OUR
LOOKING FOR
THETYSONSCORNER.COM
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
PAGE 6
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 PAGE 7
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.
Existing Benefits of Being an Incorporated City on twitter for daily Follow us 1. Incorporated Cities in Virginia typically food truck alerts receive between forwarded $10,000 and $17,000 per lane mile of road. Counties only receive from the trucks. 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 multimodal 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.
THETYSONSCORNER.COM
PAGE 8
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.
PAGE 9
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
THETYSONSCORNER.COM
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, mixeduse 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 10
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, highdensity 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.
PAGE 11
WMATA Budget Policies, We Need Change 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
THETYSONSCORNER.COM
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. PAGE 12
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. PAGE 13
It’s tIme to Stop Whining About
Elevated
RAIL
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?
THETYSONSCORNER.COM
PAGE 14
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.
PAGE 15
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.
THETYSONSCORNER.COM
PAGE 16
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 17
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
THETYSONSCORNER.COM
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 18
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.
PAGE 19
THETYSONSCORNER.COM
PAGE 20
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;
PAGE 21
Rezoning Takes a Big Step Forward
THETYSONSCORNER.COM
PAGE 22
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.
PAGE 23
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;
THETYSONSCORNER.COM
PAGE 24
Our First Monthly Giveaway Winner
PAGE 25