The Language of the Debate
Dear Linguists:
The language of the debate sets the terms, and the terms determine
the outcome of the debate. The language of the urban planning debate in
which we are currently engaged is terribly skewed, and needs to be
rebalanced. One side calls itself the champion of "smart growth." What
do their opponents favor, then, if it isn’t smart? Those who like
neighborhoods of single-family homes with yards are derided as advocates
of "sprawl." Sprawl is a bad thing; doesn’t it just sound ugly? But
those who like neighborhoods of high-rise apartment buildings want "walkable"
and "livable" communities, when they could equally be accused of
favoring "congestion" and "crowding." Opponents of cars want urban
families to be "car-free." This may be the most misleading term of all.
What makes a family without access to a car "car-free," instead of
"car-deprived?" As a parallel language construction, are homeless
families simply "house-free," freed of the burden and expense of
maintaining a household?
The problem with smart-growth language is that it may sound good in
urban planning classes in colleges, but when it is tested in the public
its deceptions become apparent. People just can’t be forced into one way
of life. For a city to thrive it has to provide a variety of choices and
lifestyles to its residents. That’s why Councilmember Tommy Wells, now
that he is a candidate for mayor, is abandoning his "smart growth"
slogan of a "livable, walkable" city in favor of a slogan that better
disguises his true agenda, "Making DC a great place to live, work, and
raise a family" (see Will Sommer’s article,
http://tinyurl.com/lpwydln). Washington does
have a chance to be a city that will be a great place to raise a family,
but not if it continues to pursue antifamily planning policies.
Let me quote one last article by Joel Kotkin before moving on to
another topic in future issues, "How Can We Be So Dense? Anti-Sprawl
Policies Threaten America’s Future,"
http://tinyurl.com/kb28yjb. "There are at
least three major problems with the thesis that density is an unabashed
good. First, and foremost, Census and survey data reveal that most
people do not want to live cheek to jowl if they can avoid it. Second,
most of the attractive highest-density areas also have impossibly high
home prices relative to incomes and low levels of homeownership. And
third, and perhaps most important, dense places tend to be regarded as
poor places for raising families. In simple terms, a dense future is
likely to be a largely childless one. . . . The density agenda need to
be knocked off its perch as the summum bonum of planning policy.
These policies may not hurt older Americans, like me, who bought their
homes decades ago, but will weigh heavily on the already hard-pressed
young adult population. Unless the drive for densification is relaxed in
favor of a responsible but largely market-based approach open to diverse
housing options, our children can look forward to a regime of
ever-higher house prices, declining opportunities for ownership and,
like young people in East Asia, an environment hostile to family
formation. All for a policy that, for all its progressive allure, will
make more Americans more unhappy, less familial, and likely poorer."
Gary Imhoff
themail@dcwatch.com
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Plausible Deniability?
Dorothy Brizill,
dorothy@dcwatch.com
This past Tuesday, August 13, Vernon Hawkins pled guilty to one
felony charge of "knowingly and willfully" making "false, fictitious,
and fraudulent statement and representation" to FBI special agents in an
effort to obstruct or influence the federal investigation of Mayor
Gray’s 2010 mayoral campaign. Hawkins is a personal friend of Gray’s,
his successor as Director of Human Services in Mayor Sharon Pratt
Kelly’s administration, and was a key advisor to Gray in his 2010
mayoral campaign. While Hawkins’ guilty plea follows that of three other
individuals associated with the 2010 campaign (Thomas Gore, Howard
Brooks, and Jean Harris) it is of particular significance because it
suggests that the so-called "shadow campaign," which largely operated
out of buildings adjacent to Union Temple Church in Anacostia, and the
official Gray campaign, whose headquarters was downtown on 6th Street,
NW, were not separate and distinct operations, but instead coordinated
strategy and shared resources.
In the "statement of the offense" signed by Hawkins as part of his
guilty plea, he acknowledges that Jeffrey Thompson provided funds
through Jean Harris for a get-out-the-vote (GOTV) initiative in support
of Gray’s 2010 campaign. Hawkins had developed the GOTV strategy for the
official Gray campaign. Harris then cooperated with Hawkins to hire
Tracy Hardy, a resident of Philadelphia, to serve as the coordinator of
a GOTV initiative funded by Jeffrey Thompson. The official Gray campaign
had already hired Junelle Cavero as its GOTV coordinator, but when Hardy
was hired he shared the office with her on the second floor of the
building that adjoined the main 6th Street office of the Gray campaign.
Until now, Mayor Gray could plausibly claim deniability regarding the
existence and operation of a shadow campaign. After all, it is difficult
for a candidate like Gray to be fully aware of every aspect of his
campaign, especially since the shadow campaign was largely based east of
the river, in Anacostia. However, with Vernon Hawkins’ guilty plea, and
with indications that he will be cooperating with federal law
enforcement authorities in the future, Mayor Gray will find it difficult
to maintain credibly that he was totally unaware of what was going on in
the very small campaign headquarters on 6th Street. Hawkins, in his
statement of offense, also suggests coordination between the Thompson-finded
shadow campaign and Gray’s official campaign, and states that he
"personally observed conversations between Hardy and Gray campaign
officials."
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Just want to reply to your postings about Attracting Families Back
[August 4, 7, 11]. I recently wrote to my councilmember, growing more
and more concerned reading all the back and forth about parking minimums
and how this will affect families in DC. I certainly agree with your
assessment about safety, schooling, and green space. In addition,
however, many families will still need cars. While many of us do our
best to bike, walk, and Metro — especially with children who have
activities all over — a car remains critical. We could not get to a
weekend soccer game in Loudoun County or a basketball tournament in
Richmond in any reasonable way without a car. We could not get to twice
weekly basketball practices at various Montgomery County schools without
a car. Many families carpool, but we still need cars to get to many
places our children go, both inside and outside of DC. So to the extent
the city wants to keep families and attract new ones, city planners will
also have to remember that, even despite the best efforts families make
to be "car free," cars are still needed at times. To the extent planners
make the city (and new housing) intolerant of cars, that too, will drive
families away.
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Growing up in DC in the 1950’s, I remember the streetcar so well. The
problem, however, was when one car was stalled, all of the following
streetcars were backed up and stalled. Unlike the MetroRail, there was
no way to switch the cars to another track, so they just backed up with
riders waiting endless hours for the cars to finally arrive. Once the
inoperative car was fixed and moving, there would be a string of
streetcars, one behind the other, all arriving in mass at the same time.
I wonder if the city has given any thought as to how to handle the
backups often caused by streetcars stuck on the track. Think that might
be why the District eliminated the service.
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I wonder how Mr. Howard [themail, August 11] understands the term
"Federal City." It certainly does not include all of DC. DC Transit ran
lots of overhead wires in the district. See for example the map at
http://www.dctrolley.org/dctrolleymap.htm.
It is of 1958, the sections with overhead have crosshatching. The places
marked "pit" were where the switch from overhead to conduit took place.
As regards H Street, Mr. Howard should check out the several years of
history for this project, with dozens of meetings of various authorities
including Congressional. Hardly anything rash here.
As for looking like Baltimore or (still today) Philadelphia, everyone
should visit a modern light rail system before complaining about the
concept. Denver is an outstanding example, or if you are heading to
Europe dozens in France, Germany, and even England. Most of the benefits
of a subway with a fraction of the cost. In fact two additional
benefits: you can see the city, and don’t have to worry about broken
escalators and elevators to get to the vehicle doorway — with no steps
required in most new systems.
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