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High-chair anxiety

Dear Ace: Why do so many restaurants not have high-chairs? My wife and I discovered five that didn’t—and could have kept looking. Shouldn’t high-chairs be standard equipment? Is this town so pro-student that it can’t permit serving more people with children?—Sourpuss in Booths

Sourpuss: Ace immediately posed your question to the experts, seasoned local parents. Consensus (after they finished laughing): They figure you and your wife are new to the parenting scene. The care-free life before kids can be hard to let go of, but unless you get a babysitter you’ll never be able to go out to dinner like you used to. Taking infants and toddlers out to dinner, parents suggest, is like going on a hiking trip in the Himalayas! The onus is on parents to map the “kid-friendly” restaurant territory themselves and prepare accordingly. Expecting your favorite pre-kid restaurants to accommodate you is simply wishful thinking. But never fear! Ace is here to help!

   The restaurateurs Ace spoke to said there are plenty of family-friendly restaurants in town—they just might not be the ones you liked pre-kid. Red Robin, Applebee’s, Outback Steakhouse and most of the other big chain eateries in town are set up to handle the wee ones. They even have kids’ menus.

   Some restaurants simply choose not to accommodate kids. And it’s not so much pro-student as it is anti-kid. They just don’t want to deal with the special orders and the mess. If you insist on going local, your best bet is to call the restaurant to see how kid-friendly they are. For example, Southern Culture (yes, they have high-chairs) on W. Main Street uses paper tablecloths and will hand out crayons for kids to draw on them with.

   Ultimately, use your common sense, Sourpuss. When you do find a kid-friendly restaurant, make sure you go at your kid’s normal mealtime. Call to see if they have high-chairs. Carry a booster in your car. Make sure you change diapers beforehand. Sit near other parents if you can, or outside. Bring something for your child to eat or drink before the meal comes. Bring toys or books. Most importantly, tip big. Families tend to leave a big mess for their servers and you’re more likely to be treated well the next time if you show your appreciation now.

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News

How do we get out of here?

So far, the Aughts have been a rough decade for the airline industry. Domestically, combined losses be-tween 2001 and 2004 add up to more than $30 billion.

   US Airways, which handles half the traffic to and from Charlottesville-Albemarle Airport, stepped to the brink once again last September, entering bankruptcy protection for the second time in three years. But in May the company gained a new purchase on the future through a proposed merger with the also-faltering America West Airlines. Independent equity investors, including the Charlottesville-based Peninsula Investment Partners LP, which is headed by R. Ted Weschler, lined up alongside strategic partners and suppliers interested in propping up the combined airline to offer $1.5 billion in financing.

   The overcapacity in routes and passenger seats that has widely been identified as underlying the industry’s financial difficulties has also led to cutthroat price competition. But, cheap fares notwithstanding, commercial aviation’s reputation among travelers has not done much better than its economics.

   But for area passengers frustrated with delays, long airport lines, clogged tarmacs and epic commutes between parking lots and terminals, the nearby convenience and relative quiescence of Charlottesville-Albemarle Airport make it increasingly the option of choice. Indeed, travel was up 13 percent at the local airport in the first three months of the year, almost double the national trend.

 

The latest round of airline troubles was first rooted in the dot-com bust and a drop in business travel. Then 9/11 delivered a second debilitating blow. The number of passengers boarding planes at American airports dropped about 7 percent in 2001 as compared with the year before.

   Charlottesville-Albemarle Airport (CHO) was impacted too, of course. Northwest Airlines, which had introduced service to Charlottesville with flights to its hub in Detroit in August 2001 beat a hasty retreat and cancelled the routes that October. The number of passengers departing the airport overall fell significantly in 2001, though the roughly 6 percent drop was below the national trend.

   But the airport quickly recovered, with US Airways and Delta Air Lines expanding service from Charlottesville in late 2001 and early 2002. Overall in 2002, passenger departures from Charlottesville-Albemarle Airport shot up more than 11 percent to more than 170,000, while nationally traffic continued to slump. Charlottesville traffic fell in 2003, drifting behind a modest national growth trend, but has since continued its upswing.

   And three months ago, in April, Northwest resumed its Detroit flights from Charlottesville. Terrie Dean, marketing executive at CHO, described Northwest’s initial withdrawal as a response to the post-9/11 business environment overall. “Northwest did not pull out of this market due to disappointing numbers or lack of passenger traffic,” she says. “Getting Northwest to come back to this market, then, was not too terribly difficult, because they already had a track record of success.”

   Airport executives and local travel agents point to the buoyant regional economy, convenience and improving competitiveness on rates as factors generally supporting the growth in air traffic out of Charlottesville. “I think that on the whole regional airports fared much better after September 11, 2001, than did major metropolitan airports,” says Dean. “Metropolitan airports…are still clogged with long lines, long security lines and delays.”

   Indeed, delays are among air travelers’ major complaints, but CHO hasn’t significantly outperformed bigger hubs. So far this year, more than 20 percent of flights by major carriers nationally have arrived at their gates more than 15 minutes after scheduled times; more than 17 percent have left more than 15 minutes late. During the same time period, more than 21 percent of arrivals and more than 14 percent of departures were late at Charlottesville-Albemarle Airport. Delayed flights at Dulles International, Washington National and Richmond International were roughly in line with national data, also.

 

But the drive to Richmond or Washington is an inescapable disadvantage to travel plans involving those airports, as is the multi-stage gauntlet of parking lot and terminal shuttles at an airport the size
of Dulles. “We have a lot more clients
after September 11 who fly out of Charlottesville,” says Rochelle DeBaun, an agent with Peace Frogs Travel. “They don’t want to deal with Dulles and security….People, if they aren’t saving a couple hundred dollars, they won’t fly out of Dulles.”

   On the fare side, Jane Dorrier of Globe Travel says she has seen some favorable movement. “I do know that the Charlottesville Airport Authority [has] been working very hard to get some competitive rates,” she says. “They’ve been able to negotiate some very good rates locally and people are really loving it.”

   Dean says she conducts a monthly analysis comparing fares at Charlot-tesville-Albemarle Airport to those at Richmond and Dulles, largely as a means to advocate for Charlottesville travelers. “When we see something that’s out of skew with what we think…our passengers should be privileged to in this marketplace as far as fares go, we go to bat for them,” she says. “We go to the airlines. We send these reports. We lobby on behalf of our customers to say, ‘we’d like to have a lower fare here as well.’”

   Dean says she has observed an improvement in Charlottesville fares relative to competing airports in the past couple years. In her most recent fare comparison in June, Dean says, “The largest disparity in fares between us and Richmond barely topped the $60 point…In many markets Charlottesville is priced under Richmond Airport. At Dulles, obviously because they have more low-cost carriers there, the competition is a little stiffer.”

   Currently, according to DeBaun, “Char-lottesville to LaGuardia 21-day advance, the cheapest fare is $400. Dulles to LaGuardia, the cheapest fare is $130.” DeBaun notes, though, that “bulked airfares” for vacation packages are generally the same across a region for a particular air carrier, regardless of the airport of departure.

 

Serving a small market and dependent on the hub-and-spoke networks of the major carriers, CHO is vulnerable to the precarious financial condition of most of the nation’s large airlines. In the summer of 2000, the airport solicited local businesses to contact federal antitrust authorities and Congress to seek assurances that service and fares would be maintained if United Airlines and US Airways merged, as was being proposed at the time. Together those airlines accounted for 85 percent of traffic at the airport. That deal was ultimately scuppered by antitrust issues.

   The new proposed merger between US Airways and America West Airlines, a hub-and-spoke carrier that’s been running since 1983 but has since transformed itself into a hybrid discount operator, is raising no such alarm at Charlottesville-Albemarle Airport. For one thing, there’s little overlap between the two companies, with America West’s hubs in Phoenix and Las Vegas and US Airways’ in Charlotte and Philadelphia. Executives term the deal “Project Barbell” because of the concentration of each airline’s networks on the East and West coasts. Moreover, the deal, which the companies expect to create the fifth-largest carrier in the country, would preserve higher service levels than another possible alternative for US Airways: liquidation.

   “At this point…it’s really too early to tell the exact outcome of that merger,” says Bryan Elliott, the executive director of Charlottesville-Albemarle Airport. “But it does hold the promise for providing low-cost service, low-cost carrier service in our marketplace.”

   Though he would not comment to
C-VILLE, saying, “I don’t discuss my investments,” local investor Ted Weschler has praised America West’s management, telling the Pittsburgh Post-Gazette in a June 2 article, “I like to back management teams that really do what they say.”

 

Peace Frog’s DeBaun is optimistic about new route options that the US Airways-America West merger might mean for Charlottesville-Albemarle Airport, which currently handles about 60 flights a day to and from hubs in Atlanta, Cincinnati, Charlotte, Detroit, New York, Philadelphia, and Washington that are maintained by Delta, Northwest, United and US Airways. “It would certainly open up more gateways to the Southwest, which aren’t the easiest places to get to from Charlottesville,” she says. “Getting to Alaska, getting to Mexico, the Pacific coast of Mexico, that’s all going to improve because US Airways isn’t prominent at all in the West.”

   Economically, the deal is predicated on trimming the combined airlines’ main fleet by about 15 percent and pushing back scheduled acquisitions of additional aircraft, while capturing additional revenue by carrying passengers to an enlarged roster of destinations. Carriers have sought to reduce the amount of time airplanes idle on the ground, where hub-and-spoke networks are vulnerable as airplanes wait to collect passengers from connecting flights. A typical equation involves longer times for travelers between connections. But low-cost carriers, which have relied on point-to-point routes, have increasingly moved toward the hub-and-spoke model as they have matured and sought to increase revenue.

   The companies hope to complete the deal and begin operational integration in the fall, and late last month received antitrust clearance from the Department of Justice. But a number of hurdles remain, including approval by the Air Transportation Stabilization Board—a federal body created after 9/11 that has extended loan guarantees to both companies—discussions with employee unions, and approval by U.S. Bankruptcy Court.

   But the airlines, seeking to amass $2 billion in cash to weather the industry’s ups and downs, have lined up strong financial backing in the deal. Under original agreements, equity investors, including entities related to Air Canada and Air Wisconsin Airlines, which will enter into cooperative maintenance and regional airline service agreements with the new company, offered to put up $350 million for a 41 percent stake. Peninsula Investment Partners, the Charlottesville-based fund run by Weschler, has made a $50 million commitment. And another investment company, Wellington Management, has also subsequently come forward to pledge an additional $150 million equity investment. Signing bonuses, loans and advances from vendors, suppliers and credit card providers also tally in the hundreds of millions.

   

Despite the uncertainty in the industry, Elliott is confident about the significance of the Charlottesville market. “In terms of where Charlottesville fits, there are right now about 100 cities in the US Airways Express system,” he says. “We’re the 11th largest city in that mix in terms of overall revenue. Thirteenth overall in terms of passengers…There are about 85 Delta Connection markets, and we are 38th overall in terms of revenue generation and 40th in terms of overall passengers. Clearly we’re important markets for both those carriers.”

   According to Elliott, the airport is anticipating about 2 percent growth a year over the next 20 years under its master plan. According to a September 2004 FAA planning report used to steer federal infrastructure funds, Charlottesville- Albemarle Airport is projected to handle about 212,000 departing passengers in 2009.

   The airport’s master plan was updated late last year, and the update calls for the construction of additional parking and hangers, and a deicing facility. There will also be a 1,000-foot extension to the current 6,000-foot runway. Dean describes the extension to the runway, which she says can currently accommodate 737s and does so for charter flights, as a measure to meet FAA safety standards. She says it’s not really about enlarging the operating surface of the tarmac. The extension required a modest northward enlargement of Albemarle County’s “Airport Impact Area,” a large keyhole-shaped district that currently includes much of Charlottesville and the surrounding areas and restricts the height of structures within its boundaries for the sake of air traffic safety. The Albemarle Board of Supervisors approved the change on June 8.

   “This industry continues to be one of the most volatile industries out there,” says Elliott. “We in our region are very fortunate that we have a great place where people want to live, and we have strong socioeconomic indicators that show strong demand for air service. Some airline would continue to try to find a way to meet those needs.”

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The Editor's Desk

Mailbag

PHA needs a history lesson

Thank you for “Trash or treasure?” [June 28], your article surveying the preservation and development issues surrounding the Smith-Reaves house at 223 Fourth St. SW, one of the 65 individually listed historic structures in the city. The building’s owner, the Piedmont Housing Alliance, has tried to demolish the house to build affordable units on Fourth Street. PHA is full of fine people doing important work. For reasons that aren’t entirely clear they are treating the house at on Fourth Street and its rich associated history as just so much “trash” needing to be swept out of the way.

   This is a house built by African-American freedmen immediately after the Civil War and lived in and owned proudly by African-American residents of Charlottesville who worked as laborers, domestic servants, cooks, repairmen and other respectable positions in our community. Interestingly, it is precisely people in similar positions whom PHA today advocates tirelessly on behalf of.

   The house on Fourth Street is a modest house. One of the oldest frame houses in Charlottesville, it reveals something of the history of affordable housing in our community. Does PHA feel any responsibility to work respectfully with the modest material remains of affordable housing in Charlottesville? Do the good people at PHA feel any sense of responsibility to treat respectfully the history of people who struggled to build, live in, and maintain affordable housing units in the city?

   Seeking a demolition permit from the Board of Architectural Review and then from the City Council, PHA’s Mark Watson established his commitment to preservation by stating that he had worked on preservation projects to preserve Charles Bulfinch’s Massachusetts State House and Frederick Law Olmsted’s Boston park system. Those monumental places, built by celebrated designers, are frankly easy preservation projects. The challenge that
PHA has attempted to avoid through demolition is the challenge to be creative and respectful of a house that is not celebrated, is not monumental, is not beautiful, but can be an inspiration and is totally consistent with the PHA mission to provide decent housing for people of modest means.

   The section of your article titled “Don’t know much about history?” could unfortunately be directed at PHA, which has a somewhat perplexing history of demolishing affordable housing units in Charlottesville with little or no effort to explore their history or their potential to be actually improved in order to continue their service. Fourth Street is a case in point. Here was a lot purchased for $75,000 that actually had two dwelling units, a house and a cottage, that were by definition affordable housing units. PHA has proposed, using two adjacent vacant lots and the lot where the house and cottage stand, to build a total of three affordable units. This is a dubious tradeoff at best.

   Moreover, PHA’s cost estimate for preserving this house is based on preservation assumptions fit for an 18th-century building by Bulfinch but not on a realistic assessment of what it would take to keep in service an existing modest unit of affordable housing.

   PHA did not know they were purchasing a historic house when they bought the Fourth Street house. Unfortunately, once they found out their response was to push the old argument for demolition. Their efforts stand in unflattering contrast to the Legal Aid Justice Center’s effort to preserve the C. B. Holt Rock House at 1010 Preston Ave., chronicled recently in the pages of C-VILLE [“Legal Aid is in the house,” The Week, June 14]. Legal Aid had in the C. B. Holt house a building that had been abandoned for years, had major water damage, and was in many ways in worse condition than the Smith-Reaves house. They put together a committee to consider preservation even though preservation is not Legal Aid’s main business. Nevertheless, they were inspired by the history of the building and saw that Holt’s own efforts as an African-American to build his own home against the odds in the Jim Crow era in many ways resonated with Legal Aid’s own mission to fight for equity in the law. The result will be added space for the Legal Aid’s community outreach effort. PHA might want to explore such an approach.

 

Daniel Bluestone

Charlottesville

 

 

Not in their pocket 

It is absolutely stunning that you failed to reserve eight spots in this year’s “C-VILLE 20” [June 21] for The Legends of Kesmai, Charlottesville’s conquering team 8-ball champions.

   The Legends (The Sniper, Run C.M.D.—Cuts of Mass Destruction, The Dragon, Tu-Bank Shakur, The Chameleon, Mr. Electricity, Droopy and Jon “Robo” Kopco, respectively) won this past season’s American Poolplayers Association pool league and put Charlottesville on the map by going to Richmond and finishing first for all teams in Central Virginia (Fredericksburg, Richmond and Lynchburg).

   In 20 years people will have forgotten the contributions of Mr. Boyd Tinsley and Miss Sissy Spacek, but they will remember the Legends.

 

Shawn Decker (a.k.a. Tu-Bank Shakur)

Charlottesville

 

 

 

CLARIFICATION 

In the June 21 “C-VILLE 20” story, a caption incorrectly stated that the Thomas Jefferson Foundation raised $15 million to buy Montalto. The Foundation took out loans to cover the $15 million, and has thus far raised $10 million toward repaying the debt.

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Uncategorized

News in review

4-DAY Holiday Edition

Tuesday, June 28
Housing Authority drafts new director

 The beleaguered Charlottesville Housing and Redevelopment Authority could breathe a little easier today, since Noah Schwartz has announced he will take over the Authority on July 25th. Schwartz has led the Monticello Area Community Action Agency since 2001. He replaces New York attorney Paul Chedda, whom the CHRA fired in May. “I will certainly bring stability in terms of management,” Schwartz tells C-VILLE, adding that he will emphasize “team-building and organizational development.” Whatever that means, it must sound sweet to the CHRA, which earlier this month was named a “troubled agency” by the U.S. Department of Housing and Urban Development, according to The Daily Progress.


Planning Commission says, “No way, Stoner”

Tonight the Albemarle County Planning Commission rejected plans for a major subdivision off Rio Road. Since 2003, Frank Stoner and his company, Stonehaus Development, have been trying to rezone more than 200 acres off Rio Road so they could build a subdivision to be called Belvedere. In rejecting the zoning by a 3-2 vote, commissioners said Stonehaus had failed to include enough affordable housing and to build a road, according to local news reports. Another stumbling block for Stonehaus—70-year-old Phillip Brown, who has so far refused to sell the eight acres he owns in the middle of the proposed subdivision site.

 

Wednesday, June 29
UVA Credit Union customers hacked off

Today the UVA Community Credit Union announced that “a very small percentage” of their customers were among the thousands of victims of a “security incident,” according to a message on the credit union’s website. On June 17, Tucson-based CardSystems Solutions, Inc. announced that hackers had stolen 40 million credit cards because the company, which processes banking transactions, failed to secure its network. Some of those stolen credit cards belonged to a “handful” of UVA Credit Union customers, according to Marketing Veep Janine Williams. “Those cards were blocked and reissued,” says Williams, reminding customers that the fault lies with CardSystems and that “there was no breach in any security at the Credit Union whatsoever.”

 

Thursday, June 30
Pavilion takes shape

Today workers installed most of an 80-foot metal arch that will span the Charlottesville Pavilion, slated to open at the end of July. “It’s really coming along now,” said Pavilion General Manager Kirby Hutto. “This is going to be another landmark for Charlottesville.”

 

Friday, July 1
“The Simpsons,” “O.C.” come to Charlottesville

Fans of Homer Simpson and Simon Cowell let out a big “Woo-hoo!” as today marks the official debut of Charlot-tesville’s Fox television affiliate, WAHU. Cable users can now also catch UVA grad Benjamin McKenzie and the rest of the “O.C.” crew on Channel 19; non-cable viewers on Channel 27. It’s the third station owned by Gray Television, which last year brought ABC and CBS affiliates to town. While WAHU Vice President/ General Manager Roger Burchett says that the debut was glitch-free on the technical side, there was a programming snafu: Daytime hours were supposed to be filled with programming from Christian-leaning network PAX, but it turns out the network unexpectedly halted broadcasting today. That left Burchett scrambling to fill WAHU’s summer daytime schedule with syndicated programs that “might be considered court- and judge-show heavy,” he concedes. Come September 1, the daytime programming will change again. Burchett says local Fox news at 10pm should start by October 1.

 

Local smokers blow off “sin tax”

Effective today, Virginians can expect to pay less for groceries, but more for smokes. As part of the sweeping bipartisan budget and tax reforms passed by the 2004 General Assembly, the State food tax is scheduled to decrease to 2.5 percent from 4 percent, while the cigarette tax will rise to 30 cents from 20 cents per pack. Revenue generated by the new “sin tax” will provide health care for Virginia’s children, low-income families, and elderly. But local smoker Joshua Garrett thinks he has found a tax code loophole. “Ten cents is not going to stop me,” he says. “I’ll just buy cheaper cigarettes.” Scheme and bellyache all you want, dear smokers, but puff on this—Virginia still has one of the lowest cigarette taxes in the nation.

 

Written by John Borgmeyer from staff reports and news sources.

 

 

He’s got game

Tom McCrystal takes the field against Toscano for the 57th District seat

In 2002, Tom McCrystal flew to Aus-tralia to play goalie in a world lacrosse tournament. “I had some shaky practices with the team, and a pretty bad warm-up the day of the first game,” recalls the 44-year-old Charlottesville businessman. But on the first play of the game, McCrystal saved a goal, the first of 93 saves over seven games. “People in the bar were asking for my autograph,” he says. “It was great.”

   Now McCrystal, a Republican, is stepping on the political field against Democratic champion David Toscano, who won the primary election last month. So far Toscano has raised nearly $80,000 in his bid for the 57th District seat in Virginia’s House of Delegates, and most observers assume his victory is sealed. (McCrystal says he hasn’t yet totaled up his campaign donations.)

   As chief technology officer for Creative Perspectives, McCrystal has been a winner in the games of both lacrosse and capitalism. He has some experience in Richmond, advising the General Assembly on technology issues and helping craft bills; he has a blog (www.virginiasfuture.org). But is he ready for the political popularity contest? That’s what C-VILLE wanted to know when we sat down with him last week. An edited transcript of the interview follows.—John Borgmeyer   

 

John Borgmeyer: Most people expect that a Republican has no chance in this race. Why did you decide to run?

Tom McCrystal: I’ve been working with the General Assembly on technology issues, getting to know how things happen down there. The real work happens inside the caucus, and right now the Democrats are on the outside looking in. To get anything done Charlottesville needs to have a voice in the Republican caucus.

 

There’s a lot of conflict right now between moderates and conservatives within the Virginia Republican party. How would you negotiate that?

I’m not going to Richmond to fight the culture wars. I had an interesting conversation with [conservative Delegate] Bob Marshall in January. I said, “You know, I’ll be on the other side of some issues that are important to you.” He laughed at me and said, “You’re from Charlottesville. Of course you will.” But he had a really great voice-over IP [Internet Protocol] bill that we talked about. Rather than talk about where I differ, I’d rather talk about where I can work with people.

Does that mean you would vote against
a constitutional amendment to ban gay civil unions?

I have to say I don’t know how I would vote on that. One of the problems with being in the middle is that you recognize that everything is not black and white. It’s easy if you’re on the margins. When you’re in the middle, you actually have to consider things carefully. Stepping back from the issue, I wonder if the Constitution of Virginia is the right place for that. I’d rather not spend too much time on that.

 

What is the Tom McCrystal platform in this race?

Transportation is obviously more of a problem. When my family moved here in 1973, K-Mart was the edge of civilization. Woodbrook was out in the freakin’ boonies. Now, we’re not near as bad as Fairfax, but if we don’t fix things early it’s going to cost us more later. The City and County have done a pretty good job making the General Assembly unsympathetic to our needs. If you think Lynchburg is hacked off at the Char-lottesville bottleneck right now, just wait 10 years.

 

That sounds like a plug for the Western Bypass.

We’re talking about roads that have been designed 40 or 50 years ago. We need some roads, but I’m not convinced we’ve come up with the right road, and I’m not sure VDOT is designing these roads with the needs of this community in mind. I think we need an eastern connector, as opposed to a western bypass.

 

You’re also involved in privacy issues.

Privacy is not a Democrat or Republican issue. It used to be privacy was the neighborhood kid going through your mailbox. Now it’s a kid from Bulgaria going through your bank account, or your grandmother’s bank account. I think we need to create safe harbor for companies who do the right thing. If you’re sending unencrypted tapes in an unsecured fashion to another contractor, and it gets lost, you know what? You deserve to be slapped.

 

What’s your strategy in the campaign?

There’s no getting around the fact that David’s going to have more money to throw around than we will. He has a fundraising organization in place. I think we’re going to be smarter about how we spend our money. Legislature works very differently than City Council. I’ve got more experience at the state level than David does.

 

Reasonable doubts
Questions taint Virginia’s DNA convictions

The egregious case of Earl Washing-ton, Jr. continues to reverberate through Virginia’s criminal justice system. Forensic scientists are currently reviewing at least 160 DNA cases at the State crime lab in Richmond, and the investigation is casting doubt on the reliability of DNA testing itself, especially as a cog in Virginia’s execution machine.

   Washington, who is from Fauquier County, spent 17 years in prison—nine on death row—for a rape and murder he did not commit. A lawsuit pending in Charlottesville’s U.S. District Court alleges that investigators coerced a confession from Washington (he is mildly retarded and functions on the level of a 10-year-old) then ignored evidence that might have proven Washington’s innocence. So far, the Commonwealth has neither compensated Washington for his ordeal, nor offered so much as an official apology.

   Filed last year, the lawsuit revealed that the State’s crime lab in Richmond botched DNA tests that would have cleared Washington and pointed the way to the real killer. Revelations about incompetence at the lab prompted Governor Mark Warner to order an independent audit of the lab last fall. The American Society of Crime Laboratory Directors reviewed the lab and released their findings in May.

   The auditors found flaws in the lab’s internal review process, and suggested that lab workers could have been subject to political pressure in the Washington case. Governor Warner accepted the audit’s recommendation that the work of Jeffery Ban, the lab’s chief DNA scientist, be restricted. Warner also ordered a review of 40 recent DNA cases and a sample of 110 other DNA cases to see whether other convictions might be in doubt. According to The Washington Post, the review will include about two-dozen death penalty convictions—the first time any state has voluntarily re-examined the cases of executed felons.

   “We hope this audit is the beginning of a turning point in Virginia justice,” says Debi Cornwall, one of Washington’s lawyers. Virginia is both a pioneer in DNA technology and fervently devoted to capital punishment (since the death penalty was revived in 1974 the Commonwealth has killed 94 people, more than any state except Texas). “DNA testing is an incredibly powerful tool,” says Cornwall, “but it’s only as reliable as the people who are doing the testing.”

   Local defense attorney Rhonda Quagliana says DNA tests from the crime lab have figured into some of her recent cases. “They have evidence, and you rely on them to be truthful about what the evidence means,” Quagliana says. “What’s really scary is that it’s not clear the lab is doing what it should, which is be a neutral examiner of the evidence.”

   With so much emphasis on DNA as a means to convict, rather than exonerate, defendants, Quagliana says sometimes witnesses from the crime lab seem to perceive themselves as advocates for the prosecution.

   “When they get into court, I think sometimes they feel they have a duty to the Commonwealth, instead of a neutral standpoint of scientific findings,” Quagliana says.

   As a cutting-edge science, DNA tests carry great weight in a culture that endows technology with almost mythic infallibility. Given that power, advocates for death penalty reform are calling for a thorough review of how the science is actually used in the courtroom. Depending on what the audit finds, the strange case of Earl Washington could reverberate all the way to the foundations of Virginia’s notorious death row.

   “We have qualms as to whether this review will be sufficient,” says Jack-Payden Travers, director of Virginians for Alternatives to the Death Penalty. He wants the lab to compile a public list of all the cases for which it still has DNA evidence on file, and to re-test any DNA evidence related to people awaiting execution.

   “There’s a possibility that their DNA evidence has been mishandled. It’s happened before,” says Payden-Travers. “If you’re going to take their life, it seems you’d want to know for sure.”—John Borgmeyer

 

 

Grounds for renewal
Downtownies take park renovation into their own hands

In one corner of McGuffey Park, 20 preschoolers from Congregation Beth Israel scamper over the jungle gym and around the merry-go-round. Their supervisors look on, applying sunscreen and offering juice boxes.

   Among the kids, 4-year-old Jess Snelling. She likes this park.

   “It’s fun,” she says shyly, then ventures that she likes “the slide ’cause it’s fun.”

   Across the half-acre lot, a small group of middle school kids hunches over drawing boards as part of a summer drawing class.

   McGuffey Park pulls more than double duty serving the needs of Downtown folk. But since it was built in conjunction with the McGuffey Hill Condos in the early 1970s, the park has never been renovated, according to Mike Svetz, director of parks and recreation for the City.

   The park, in Svetz’s opinion, needs some help.

   “It has the opportunity to be the children’s park Downtown,” he says. But out-of-date play equipment and safety issues mean it’s not quite making the grade.

   In the hands of the North Downtown Neighborhood Association, that’s about to change. A year ago, the North Downtown community, led by the Community Design Center’s Katie Swenson and residents Elvira Hoskins and Kristen Suokko, called a meeting to discuss the park’s deteriorating state. Residents were concerned about safety issues, specifically that one street entrance to the park does not have a sidewalk, and that a drop-off over a stone wall poses a potential danger.

   “The overall sense [at the meeting],” recalls Swenson, “was that the park has potential to be a little gem of a park, and it wasn’t living up to its potential.”

   As part of the annual budget, each city neighborhood is allotted $60,000 towards neighborhood improvement projects of their choice. North Downtown decided to devote its entire $60,000 budget to the park. While the City will help secure funds for the project and guide it through the Board of Architectural Review (on which Swenson has a seat) and Planning Commission, it’s the neighborhood’s baby.

   Fundraising and more design back-and-forth will probably continue for another year at least, says Hoskins. They hope to start construction in two years.

   It’s been a constant dialogue among North Downtown residents to share their design ideas with the project architect. Peter O’Shea with Belmont-based firm Siteworks, (also responsible for the Free Speech Mon-ument) is their man. Residents placed a suggestion box in the park for a few months last fall before switching to an e-mail address, mcguffeypark@earth link.net, to take suggestions. The ideas poured in, says Hoskins, including calls for everything from a large-scale chess and checkers board to a place to show outdoor movies to a multipurpose basketball court.

   In his preliminary designs, O’Shea has taken the idea of “creative play,” a term coined by neighborhood residents, as his inspiration. To him, the planned park is as much sculpture garden and “realm of looking” as it is a park.

   The designs thus far include a landscaped footprint of the original mansion on the site, new playground equipment, community garden spots, increased seating, a path around the entire perimeter and a sunken basketball court that could double as a performance space.

   Many of planned renovations serve such dual purposes, says O’Shea.

   “What a 5-year-old might think of as a balance beam, someone else might think of as a bench and another person may think of as an archeological remnant,” he explains.—Nell Boeschenstein

 

UVA’s next act
A new arts center is finally in the works

Are you handy with a drafting pencil? Can you bandy about phrases like “planar trabeation” with convincing aplomb? If the answer is yes, then UVA wants you.

   UVA is holding an architecture competition to design a $98 million “center for the arts,” which will eventually be built at the corner of Ivy Road and Emmet Street. One lucky firm will win a contract to build the much-hyped arts center only after impressing a selection committee comprising UVA president John Casteen, faculty, alumni and members of the Board of Visitors.

   A request for qualifications—published in The Daily Progress on Sunday, June 26 and available on the Web at www.virginia.edu/architectoffice—outlines UVA’s ambitions for the 127,000-square-foot arts center that will include a 1,600-seat theater as well as two smaller “black box” theaters, an expanded art museum, a visitor’s center and—of course—a coffee shop.

   After firms submit their qualifications by July 29, the selection committee will narrow the field to three or four by August. As they interview prospective firms through the fall, the committee will no doubt be awash in high-falutin’ presentations about “anchoring” and “Jefferson-ian echoes” as they move toward a final selection by November.

   The last time UVA built anything at Ivy and Emmet, they got not archispeak but candlelight vigils and passionate speeches from nearby Lewis Mountain neighbors decrying a “monster” parking garage.

   This time, however, UVA seems to be on top of their public relations game.

   “I’ve been very pleased with the effort on the part of UVA in giving us pertinent and timely updates as to UVA’s developing master plan, particularly the arts complex,” says Art Lichtenberger, president of the Lewis Mountain Neighborhood Association. In a meeting on May 25, neighbors raised concerns about pedestrian safety, and UVA will likely do several traffic and pedestrian studies as they design the arts center, says UVA spokeswoman Ida Lee Wootten.

   Lichtenberger’s wife, architect Elisabeth Sloan, is actually looking forward to the new building. “The design will cover up the ugly parking garage,” she says. “We’re thrilled about that. In a way, [the arts center] justifies the parking garage being there. Now it won’t seem so incredibly stupid.”

   The arts center is not scheduled to be finished until 2010, depending on fundraising. UVA has so far reaped a $22 million gift from über-donors Carl and Hunter Smith, as well as three $1 million contributions.

   When it does finally open, the arts center will include 50,000 square feet of museum space that Jill Hartz, director of UVA’s Art Museum, says the school sorely needs. “We’re bursting at the seams,” she says. “We have collections here that can’t be shown. We have people working in trailers.”

   The arts center will also add to Charlottesville’s ever-growing list of performance venues [see sidebar].

   At 1,600 seats, the concert hall will be slightly bigger than The Paramount Theater, the renovation of which raised questions about a glut of stage space in Charlottesville. Para-mount’s Executive Director, Chad Hershner, says he’s excited that UVA is dropping big bucks on the arts. “I think it will fill another niche,” he says. “One of the challenges for the managers of all these facilities is to have open communication so we don’t double book.” Indeed, there are only so many Jeff Foxworthy shows one town can support.

   The performance hall will also offer opportunities for what those architects might call “layering,” as it seems music magnate Coran Capshaw already has his eye on the new stage. Charlottesville Pavilion General Manger Kirby Hutto says, “You can pretty much bet that Starr Hill Presents would be doing shows there as the time is right.”—John Borgmeyer, with additional reporting by Cathy Harding

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Grass routes

Yo, Ace. Our letter carrier needed a note from us—no joke—to give him permission to not walk on our lawn. He said the post office wants its letter carriers to deliver mail quickly, so quickly that they are obligated by job requirement to walk on the lawn to get the mail to the doors of people’s homes. Can you find out why the post office wants letter carriers to stomp on the grass?—P.O. Boxed

Yes, P.O., it seems rather odd that the U.S. Postal Service would want its carriers to walk on your lawn. Odder still that you had to make a written request to keep the mailman off your grass. However, Ace thinks you might want to walk a mile in a mail carrier’s shoes before you gripe anymore about it.

   According to the Postal Service’s FAQ page on its website (www.usps.com), letter carriers are expected to cross your lawn on their appointed rounds unless you make a formal objection. (By the way, Ace was impressed/terrified by the prodigious number of questions on the Postal Service FAQ page. How do I address a letter to Santa Claus or God? What if I get a chain letter about a Guinness World Record attempt? What if my mail carrier turns out to be an alien from another planet? O.K., so that last one Ace might of made up…but really, people have a lot of unique questions for the Postal Service!)

   As it turns out, the post office’s directive to have carriers cut across your lawn isn’t as odd as you might think. A Postal Service representative told Ace that carriers crossing lawns whenever possible has been a common practice for years. These small shortcuts add up to a lot less footsteps taken by the nation’s mail carriers, which add up to quicker deliveries. Sure, your carrier may save only a dozen steps by crossing your lawn. But add those up along his entire route and the routes of carriers across the nation and you’ve got a mighty long road not taken!

   As far as the written notice goes, that’s only done to make sure carriers don’t walk on your lawn if you don’t want them to. Since it’s such a common practice, a formal record helps the Postal Service keep track of folks who don’t want tracks on their lawn.