Car War II
Dear Drivers:
The Car War debate in the last issue of themail continues in this
issue, and it continues in today’s issue of The Washington Post.
Anti-driver, anti-car advocate David Alpert gets one of his frequent
chances to use the newspaper to argue that making it hard to drive and
park in DC is actually good for drivers, since it eliminates competition
and makes the roads less crowded, David Alpert and Matthew Yglesias,
"Looser Parking Rules Are No Threat to DC,"
http://tinyurl.com/bfvmh9u.
By contrast, Robert Thomson (Dr. Gridlock), "Longtime Residents Fear
DC Government Will Push Their Cars Off the Street" (title in print, "DC
Is a Great Place to Live, But Not to Park"),
http://tinyurl.com/a9b77xr, acknowledges that
drivers have legitimate interests. Thomson summarizes the Department of
Transportation’s "Parking Action Agenda" in the most positive light,
ending with the DOT’s goal to "communicate better with the public," and
then ends with the inarguable point, "This is a good year for the public
to communicate back."
Gary Imhoff
themail@dcwatch.com
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Turnaround Documents’ Dissonance
Samuel Jordan,
Samuel.Jordan@msn.com
A dissonance exists among the documents authorizing a "turnaround" at
the United Medical Center (UMC), the only hospital "east of the river."
Rather than retain the management team that has already demonstrated
that UMC can, with strategic investments, profitably improve patient
services, its physical plant, and health technologies, the District’s
leadership has committed resources to "downsize" and sell the facility.
The downsize decision was reached without a community health care needs
assessment which would have provided concrete data on the service
capacities needed by the communities of Wards 7 and 8 and nearby Prince
George’s County, Maryland — nearly 200,000 residents.
The District commissioned recommendations made by the RSM McGladrey
Group, released on November 2, 2011. Mayor Gray endorsed McGladrey’s
"Option #2" and presented that recommendation to the UMC Board of
Trustees as its mandate — bowing to Wall Street’s insistence that the
District should no longer be in the hospital business, producing a
"drain on the city’s bond rating." McGladrey Option #2 requires UMC to
reduce its in-patient services and become a largely ambulatory care
service with 60 beds or fewer, although, 220-228 beds are in use on a
daily basis.
In a Memorandum of Understanding (MOU) between the District of
Columbia Department of Health Care Finance and the United Medical Center
Board’s of Directors on May 9, 2012, the parties agreed that the UMC
Board, on January 24, 2012, "voted to move forward with option two (2)
in the McGladrey report, with modifications. . . ." The UMC Board of
Trustees has long debated the implementation of Option #2, giving rise
to the claim that the MOU phrase, "with modifications," mitigates the
need to comply strictly with Option #2. Nevertheless, "with
modifications" could mean seventy beds, or 210 beds. The UMC Board,
however, seemed to echo the preferences of the communities east of the
river in supporting the maintenance of UMC as a full-service, acute-care
hospital.
Through a contract approved at the DC council’s third legislative
session, on February 19, 2013, Huron Consulting Services, LLC, a Chicago
firm, will counsel the District on a "turnaround" of UMC. The contract
requires Huron in "Contract Line Item #1" to develop a strategic plan
"in consonance" with McGladrey’s Option #2: "Ambulatory Focus With
Scaled Down Acute Inpatient Services." There is no "with modifications"
language in the contract. Accordingly, Huron is tasked as a matter of
contract compliance to implement McGladrey’s Option #2. At UMCB’s
meeting on February 28, 2013, Matt Harrison, Huron’s Managing Director
and UMCB Chairman Hudson declared that McGladrey’s Option #2 was not
binding on Huron, thereby confirming the general misunderstanding or
disregard of the contract’s language. The Huron contract does not
execute the will of DC council even though it was approved by a council
majority. The council’s consensus was like that of UMCB as described by
Council Chairman Mendelson: "Every member believes we need a
full-service, acute-care hospital east of the river."
The United Medical Center Foundation has opposed the McGladrey Report
from its release, steadfastly insisting that no decisions can be made
about the future of the United Medical Center without a comprehensive
community health care needs assessment. A credible assessment cannot be
limited to the opinions of twenty-five to thirty "stakeholders" and a
review of statistical reports, but should include a community survey of
at least two thousand respondents, including patients, former patients,
and residents who will be asked to relate their experiences, describe
what services are needed at UMC, and project the value of a
full-service, acute-care hospital. Nor can a credible health care needs
assessment be included in a contract which pre-determines the size of
the hospital — McGladrey Option #2. Furthermore, the Foundation has
argued that the contract sum, $12.7 million, up from a budgeted $10.0
million, can be put to better use invested in the hospital.
The mayor, council, DHCF, UMCB and Huron must modify or cancel the
Huron contract. An all-parties conference must be convened to rewrite or
rescind the agreement with the maintenance of UMC as a full-service,
acute-care hospital as its central objective. Upon its sale, the
hospital should have appreciated in its financial value and its value to
the health of the residents in its service area.
###############
Among all the puzzled rants you’ve published over the road situation,
the latest one, in your own hand ["Car War," themail, March 6], is truly
a gem. Your contention is, to quote you directly: "Drivers haven’t made
their own interests a political priority, so they have no
representatives or spokesmen in the political power structure." Go to
http://www.opensecrets.org/lobby/indusclient.php?id=M02&year=2012
and see exactly what type of political power the automotive industry
actually has. The bottom line: $57,028,732 in 2012 alone. And that
doesn’t even include the oil and gas industry. They’re at
http://www.opensecrets.org/industries/indus.php?Ind=E01.
That’s something on the order of $140 million a year.
Now hunt the same site for bicycles, or bicyclists, or any of the
major bicycle manufacturers, or anyone else lobbying on behalf of
bicyclists. I couldn’t find any. Perhaps you can. If you do, good luck
finding anything that even begins to approach $57 million in one year
alone from the car industry, never mind $140 million from the oil
industry. How about finding even something on behalf of bicyclists to
match just the $544,000 a year spent by the AAA alone? In your previous
edition, you included messages from two drivers who complained that the
balance of power on DC roadways was seriously in danger of being tilted
too far toward bicyclists. That’s, of course, similarly blind to the
obvious reality that we all see each day. On what basis does anyone
conclude that the majority of the rules or the roadways are written or
built to favor bicyclists? Or even remotely close to that point?
Could it be that instead of comically trying to blame power politics,
which in fact is a force fighting very hard against bicyclists and in
favor of cars, that the majority of people around you is simply waking
up to reality, and figuring out that encouraging a more reasonable
balance of commuting options — beyond an army of single individuals in a
single cars clogging and often menacing downtown DC on a daily basis —
makes more sense for all of us, on multiple grounds, including health,
economics, the environment, and simple human interaction? Please at
least consider that possibility.
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Car War (So-Called)
Bill Hamilton,
bill@fenton.com
I’m not a biker, although I probably should be. I eschew the Blue and
Orange Metro lines and drive from southwest. where I live, to McPherson
Square, where I work, most days and don’t feel a bit of pressure or pain
from the experience. One big exception is the block in front of the
Willard Hotel, where the city seems to have surrendered the entire turf
to limo drivers, cabbies, and tour buses. Sometimes I even find parking
on the street near my office and save on parking. I no longer need a
sack of quarters, thanks to ParkMobile — a Fenty-Gray innovation that is
certainly pro-car and driver.
Bike lanes take some getting used to, but if they take others like me
off the streets that’s not a bad thing. Parking lot owners and AAA have
always been serious players in DC affairs. Have they given up the fight?
We probably should cut some slack for delivery vehicles and UPS trucks,
but it is hard to feel much sympathy for tax-sheltered suburbanites who
are zombies by the time they hit town from jammed-up I-66 or 270, who
don’t like it when they get a photo-citation for speeding down New York
or Connecticut Avenue or K Street and who think our bike lanes are the
problem, not part of the solution.
###############
Car War: Bicyclists Are Winning?
Richard Layman,
rlaymandc@yahoo.com
Considering the fact that two days ago, a motor vehicle operator
blithely turned left (the infraction would be called "failure to yield
the right of way") across my bike lane into the 7-11 at 7th and Rhode
Island Avenue NW, and I thought this was too close obviously, since I
quickly braked and flipped over my handlebars, and the retired police
officer driving that car (DC plate DP 0020, a dark PT Cruiser) didn’t
give a damn about what he did — said as a (now retired) police officer
he broke the law all the time — I would argue that it’s far too early to
claim that sustainable mobility (walking, biking, and transit) is by any
way shape or form "winning" any purported battle against the cars. In
short Harry Jaffe is full of it. (And I find it hard to believe he rides
a bike at 25 mph too).
Basically what people like you call a "war" is about rebalancing
access to streets. For the last eighty years, automobile traffic has
been prioritized and privileged. Now, the use of this precious space is
being shared or balanced across multiple modes. And automobile operators
using war terminology are focused on the loss of space to which they’ve
enjoyed privileged access. But access to this space is a privilege,
neither a right nor an entitlement. In the city more than 50 percent of
daily trips are performed via walking, biking, and transit, without the
use of a car. You call it a war, those of us advocating sustainable
mobility look at it in terms of providing better access to all users of
the streets.
In any case, it bothers me greatly that much of this discussion
ignores the urban design history of the city. DC (look up "Pierre
L’Enfant" for more information) was designed during the Walking City era
(1800-1890) and therefore the street network and organization of the
city was designed to optimize walking. During the Streetcar City era
(1890-1920), this same design was equally supportive of transit and
biking. The city’s urban design hasn’t changed significantly from those
patterns in the ninety years since (except on the very edge of the city
in a couple places — like North Portal Estates). [See Muller, P.O.
"Transportation and urban form: Stages in the spatial evolution of the
American metropolis," in Susan Hanson and Genevieve Giuliano, eds.,
The Geography of Urban Transportation (New York: Guilford Press, 3rd
rev. ed., 2004), pp. 59-85.]
So the reality is that the city is still physically designed to
optimize walking, biking, and transit. And all the bellowing in the
world won’t change that. And frankly, motor vehicle operators, if they
were smarter about representing their interests, should be foremost at
promoting sustainable modes, if only to selfishly reduce the number of
people competing with them for parking spaces and to get from place to
place — key choke points that exist in the road network mean that even
small amounts of traffic can have cascading negative effects on motor
vehicle throughput (sadly including buses, e.g., the other day
going northbound on 7th Street, traffic stuck in the intersection at
Rhode Island didn’t hinder me on a bike, but did prevent the Express Bus
from making it through the intersection; even going uphill on Georgia
Avenue I beat this bus by many blocks to the Petworth Metro Station at
New Hampshire Avenue).
[Actually, Richard’s account of the transportation history of DC is
seriously flawed. It’s true that DC’s streets were laid out before the
invention of automobiles (and also of bicycles), but that doesn’t mean
that walking was the sole, or even the primary, means of transportation,
especially for destinations further than the immediate neighborhood. The
primary mode of transportation then, as it had been for several previous
centuries, was horses and carriages. Cars replaced horses and carriages
because they had several advantages — they were cleaner, much less
noisy, not as smelly, and much less expensive and troublesome to
maintain. But cars could be easily accommodated on the streets of DC
because the streets had already been designed to accommodate horses and
carriages. — Gary Imhoff]
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The claim that "Chevy Chase in a neighborhood where residents can’t
get to anything without driving . . . ." [themail, March 6] is nonsense.
From the Friendship Heights Metro Station to Nebraska and Oregon is nine
minutes for a nice old lady on a bike. If her knees were not so bad, she
could walk it in a half hour. People often think they "need" cars when
in fact they have just thought about alternatives.
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Misinformation and the Zoning Rewrite
Marilyn Simon,
mjsimon524@aol.com
Misinformation about what the Office of Planning is proposing in the
Zoning Rewrite still seems to be a major problem. This is understandable
inasmuch as zoning regulations are complex and there are many
protections in the current regulations that we take for granted. The OP
proposal consists of approximately nine hundred pages of new text,
making comparisons with the current regulations difficult. Recently, a
Ward 3 ANC passed a resolution in supporting OP’s entire 900-page draft
zoning code. Yet, looking at the resolution, it was clear that whoever
drafted the resolution was not familiar with what is actually being
changed.
The resolution ( http://tinyurl.com/cw2zyrb)
included the following statement: "Whereas the December 2012 draft of
the zoning update requires set-asides for car sharing, updates bike
parking requirements, and does not modify parking minimums for large
apartment buildings outside of transit zones so that the proposal will
not adversely impact the availability of on-street parking;" Yet, in
fact, a careful review of the current regulations and the December 2012
draft document on the OP web-site shows that OP is proposing to
drastically reduce minimum parking requirements outside of transit zones
for multifamily housing with more than ten units, as well as for schools
and retail and service uses. Also, outside of transit zones, minimum
parking requirements are eliminated for multifamily housing with ten or
fewer units, and single family housing.
As an example, under the current regulations, an apartment building
with 107 units in a moderate to medium density zone (such as C-2-A or
C-3-A) would be required to have one space for every two units, or 54
parking spaces for 107 units. Under the proposed regulations, if that
apartment building is outside of the transit zones, it would be required
to have only one space for every four units over 9 units, or 25 parking
spaces for 107 apartments at a location that is at least a half-mile
from Metro and a quarter-mile from a high service bus corridor. The
statement that OP has not modified parking minimums for apartment
buildings outside of transit zones is clearly false. By contrast, the
Arlington County (Va.) Zoning Ordinance requires 1.125 spaces for each
of the first two hundred housing units in multifamily housing, and one
space for each additional housing unit. The same 107 unit building in
Arlington County would be required to have 120 parking spaces, except as
approved as part of a site plan review. A comparison of the minimum
parking requirements for other uses outside of transit zones shows
substantial changes in most of the requirements.
ANC 3B’s original draft resolution included the following statement:
"Whereas the December 2012 draft of the zoning update does not modify
parking minimums outside of transit zones so that the proposal will not
adversely impact the availability of on-street parking." David Alpert,
who is active in supporting OP’s recommendations, made a partial
correction of the statement in the Glover Park ANC’s resolution on his
blog,
http://tinyurl.com/bub6z9z. Alpert’s
(incomplete) correction was: "In the interests of full accuracy, it’s
not strictly true that the update ‘does not modify parking minimums
outside of transit zones,’ since new residential buildings of up to 10
units won’t have parking minimums even outside transit zones." However,
his partial correction demonstrates that, in spite of his vocal support
for the ZRR proposals, David Alpert apparently is unaware of the large
reduction in the parking requirements for schools, retail, service uses,
and for multifamily housing with more than ten units outside of transit
zones and he is apparently unaware of the change in the parking
requirements for churches, hospitals, hotels, entertainment, assembly
and performing arts (most of which seem to be major reductions in the
requirements, but OP has not provided any information to allow for a
comparison of the current and proposed requirements for those uses.)
The ANC resolution also describes the nine-hundred-page document as
simplified, offering clear rules that can be followed by the average
resident and enabling the zoning code to be transparent and accessible
to all. Since the current minimums are in a simple table in the parking
chapter, this confusion about whether the rules have changed outside
transit zones might indicate that the new regulations are not so simple
and easy to use. But the clarity of the nine-hundred-page document is a
matter of opinion, and some might find it simpler than the current
regulations. So rather than rely on what one has heard, I suggest that
neighbors download the document and decide for themselves.
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