Posted inPhoenix 101: History

A Phoenician’s take on Tucson

800px-Ronstadt_house_6th_Avenue_Tucson_from_SE_1

The Ronstadt house on Sixth Avenue in Tucson.

Early in the 20th century, Phoenix surpassed Tucson in population and never looked back. The old joke: Tucson hates Phoenix and Phoenix doesn't pay any attention to Tucson, which makes the Old Pueblo hate Phoenix even more. I don't claim to be a Tucson expert, but a reader new to the city asked to learn more. So what follows is a Phoenician's idiosyncratic take on Arizona's second city.

Tucson is much older than Phoenix, having been founded by the Spanish (led by an Irishman in the pay of the Spanish crown) in 1775, a tenuous foothold in Apache country. It was a part of Mexico until the Gadsden Purchase of 1853 (otherwise, the border would have been as close as Goodyear — how'd that sit with the white-right Midwesterners?). Thus, Tucson always wore its Hispanic side with ease and pride. Tucson got the first main line of the Southern Pacific Railroad in the late 1880s and for decades was the most populous city in the territory and young state. It was also a bastion of the Democratic Party, long after the state as a whole turned Republican. This was Mo Udall, Dennis DeConcini and Raul Castro country.

Growing up as a child of the Cold War, I knew Tucson would be a first-strike target in a "counterforce" nuclear exchange, because of the Titan II missile silos that surrounded the city. My first visits were on the train. My mother and I would board the remains of the once-grand Imperial, now a mail train with one coach, at Union Station, and travel south. We would spend the day in downtown Tucson and take the still crack Sunset Limited back home that evening. Early memories: The Santa Catalinas towered over the city in a way no mountains did Phoenix. Tucson was dry, a desert city, so different from the (then) lush oasis of Phoenix. Downtown was busy and vibrant, but no more so than Phoenix. I wasn't impressed.

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Posted inPolitics: National

And that’s the way it is

I wondered if Barack Obama became a one-term president with his astonishingly vapid Oval Office speech on the Gulf oil disaster. But maybe Mr. Obama has the pulse of the nation better than any of us who wanted real change and the fierce urgency of now. It was grotesquely ironic that a few days after offering the usual presidential platitudes about the need to wean ourselves off oil, he was in Columbus, Ohio, touting his stimulus by dedicating work on a road expansion. It was, he said, the 10,000th road project that the stim has funded.

Around the nation the transit systems that had been dramatically expanding ridership as gasoline prices rose are now starving from state and local fiscal crises. Amtrak, despite the vice-president's supposed love of it, remains a shadow of the passenger rail system it succeeded and a political pawn awaiting further cutbacks and the demand that it "pay for itself." This even though no major transportation network pays for itself, certainly not roads. And this despite evidence that road projects don't even have much of a positive effect on unemployment. High-speed rail? It's being studied, even though other advanced and ambitious nations already have systems and are expanding them. Cincinnati, a lovely central city that has been devastated by freeways and sprawl, can't even
muster the civic sanity to fund a streetcar line. America will continue its dependency on roads and cars — something far beyond our competitors in Europe or China. Why? Because that's the way it it.

We care about the poor birds and fish being killed by the oil spill. But not enough to give up our cars. We live magical thinking: That technology will simply replace the inexpensive light sweet crude that powered the automotive age. Rather like the technology that was supposed to allow BP to drill miles down into the earth to extract the remaining crude in the Gulf of Mexico. Electric cars will be expensive and require minerals from places other than America — many of them unstable — as well as demanding electricity from power plants that will be run on…what? Fossil fuels most likely. Beyond that, the dreams become loopy. Space aliens are not going to drop by and give us magical hydrogen cars. Tar sands are not going to yield inexpensive gasoline. Few seem to understand that the fossil fuel "imputs" into most alternative fuels are greater than the new energy produced; many also have nasty environmental or other unintended consequences. Nowhere is this more true than with any alternative to the big oil hog: automobiles.

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Posted inUncategorized

Peak oil and its deniers

UC Berkeley economist Brad DeLong has a running feature on his blog called, "Why, oh why, can't we have a better press corps?" Amen, brother. But even the best newspapers have blind spots, and that has especially unfortunate consequences when those dark zones concern some of the biggest issues of the day. The New York Times is already terrified of climate-change stories and won't plumb seriously into the soft empire we've created and its crushing costs. One of its biggest deficiencies is coverage of energy, especially the oil industry. Hence, we were served a story on Sunday about peak oil that failed to define the term and consigned the people in the story to the survivalist fringe. This from a newspaper that also publishes a deferential story about the retrograde nihilist Rand Paul and shrinks from nailing the tea party for its racist supporters, incoherent positions and — especially — shadow control by big corporate money.

Peak oil doesn't mean "we're about to run out of oil." Even defining it as "demand outstripping supply" is incomplete. Peak oil means the world has reached a point where half of the planet's oil has been burned up (see, "climate change"). The remainder will be increasingly hard to reach and more expensive to refine. America hit its national peak in the early 1970s. The North Sea has passed peak. Several of the world's giant "elephant fields" are near or past peak. This is a simple fact of geology about which there's no disagreement among most experts (the outlier: the oft-quoted and highly-paid-by-industry Daniel Yergin). Peak oil was being used in ads by major oil companies and speeches by their CEOs in the mid-2000s. As with climate change, the debate is over details; in this case, when will peak hit and what will be its effects?

Not for nothing did America fare well in World War II because it was a petro superpower and the world's leading oil exporter. Neither Hitler nor the Japanese Empire had much in the way of oil resources. Hitler failed to make the Caucasus oilfields an immediate priority in his attack on the Soviet Union, a geopolitical example of when cops say, "Thank god for stupid criminals." Now, more than three decades after hitting peak, America still produces oil, especially in Texas, Alaska, California and Louisiana. We're even still one of the world's larger oil producers, but that is way outstripped by our appetite.

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Phoenix 101: Indians
Posted inPhoenix Phoenix 101: History

Phoenix 101: Indians

Pima

The many faces of the Pima tribe. In the center is Ira Hayes, the decorated Marine who was among the famed flag raisers on Iwo Jima during World War II.

Phoenix has the largest population of urban American Indians in the United States. It's also the only major metro area that is flanked by reservations: the Salt River Pima-Maricopa Indian Community east of Scottsdale, the Gila River Indian Community to the south and southwest, and farther to the east, the Fort McDowell Yavapai Nation. With casinos and water rights, the tribes enjoy the greatest economic power in their modern history. This is a story that's only beginning. But of course it's a very old one, too.

The city's name comes from its location atop the ruins of the Hohokam civilization. Like the mythical Phoenix bird, it rose from its ashes (and it is by far the coolest city name in America, which makes it a shame that the suburban mandarins resist using it to describe the metro, as is commonplace in every other major city in America). When the first Anglo settlers came to the Salt River Valley after the Civil War, they cleaned out some of the Hohokam canals and resumed the region's oldest human activity: agriculture. The Hohokam were the most advanced hydrological civilization north of Mesoamerica. The sophisticated dam and canal structure built for today's Phoenix is simply an extension of the Hohokam's work.

Growing up in Phoenix, I was constantly aware of the Hohokam's ghosts — but I was an odd child, enchanted by the place and its history. For most in the 1960s, American Indians were not a common sight there. The reservations were relatively far away then. The stereotype of the drunken Indian was on tragic display in the Deuce. Prejudice was common, even as we romanticized the tribes, particularly the Apache and Navajo. It had not even been a century since the Apache wars had ended. Phoenicians mostly came in contact with the tribes passing by the Phoenix Indian School, an institution now reviled by scholars for destroying native culture but one which may deserve a fresh revision someday. Today's phenomenon of an urban Indian population was very limited. We had a Navajo boy, John Rogers, in my class at Kenilworth School: he had been adopted by a Anglo family. Not to be blind to the challenges he faced, but in the crucible of cruel children he seemed to garner a special respect. After all, in playing cowboys and Indians, we all wanted to be the latter. And growing up in the center city, I drank in the magic of the Heard Museum.

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Posted inPhoenix

Cities and ‘markets’

Bashas' filing for Chapter 11 bankruptcy protection is a sad and telling marker for Arizona. You can forget about that downtown Phoenix store. And you can probably forget about Bashas', one of the state's last large, locally based and locally rooted companies.

Today's grocery company was founded in 1932, in the Great Depression, although its Arizona origins go deeper. That it may succumb in the Great Disruption is a tragic, but perhaps fitting bookend. I think of all the times I was out amidst the worst examples of unsustainable, desert-profaning sprawl, be it Gold Canyon, Hunt Highway or the insipid Verrado that was prematurely anointed the future by David Brooks of the New York Times. There would be a Bashas'. As the sprawl Ponzi scheme has collapsed, its not surprising that it takes down another vulnerable player.

This take-down is sadder than most. Bashas' has a great story: immigrant success, ties to Chandler when it was a real town, and keeping its base there even as the anodyne subdivisions encroached. Eddie and Nadine Basha have been civic leaders in a place where they are more rare than shade in mid-summer. This is an unforgiving business with razor-thin margins. If greater Phoenix ends up losing its only locally owned grocery chain — as, say, A.J.'s is sold off — it will only deepen the deep-bore mineshaft that is the hole the place is in.

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Posted inUncategorized

Selling out on mass transit?

The "all hands on deck" moment for the Obama administration is emerging now. Ironically, as the president-elect and VP-elect "Amtrak Joe" begin their rail journey from Philadelphia to Washington, it's…
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Posted inPhoenix

Dead town walking

Do even the most sober-minded Phoenicians realize how deep a hole they're in? The depression caused by the housing collapse is undeniable. So the answer is merely to reinflate the housing bubble and happy days are here again, right? More "master planned communities." More paving over Pinal and Yavapai counties and rolling over Wickenburg with lookalike tract houses. More boobs from the Midwest who will put up with anything as long as they don't have to shovel snow.

Indeed, a major effort will be made to craft the Obama stimulus to do just this. Sustainability has no powerful political base. Sprawl does. Even the nominally progressive radio talker Ed Schultz is pushing for a bailout of the house builders — and no wonder: he also owns a small construction company and drives 50 miles each way to work from his suburban home. With progressives like these, who can understand that the old sprawl model is hopelessly broken? Trying to revive it will only increase and lengthen the pain of transition — or leave the country too bankrupt to even get there. Reviving it in Arizona will only hasten the inevitable water emergency.

But Phoenix faces crises beyond the housing depression. As one of America's least literate and most poorly educated big cities — if it can even be called a city — it's not surprising that no one is talking about them. And even the "smart people" assume the growth machine will revive, simply because it always has. Call them the road kill of the Great Disruption, the new era of discontinuity.

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Posted inPolitics: National

A stimulus mistake?

Much of the details of the new stimulus have yet to be known. What's emerging so far is cause for concern. For one thing, the $300 billion in tax cuts may be smart politics, but it's questionable economics and policy. Then there's the issue of how federal dollars might be used to prime the pump, with so much going to backfill basic programs being defunded by cash-strapped states, and lobbyists of the powerful highway-sprawl consortium lining up for the "roads and bridges" money.

George W. Bush and eight years of Republican misrule — really more than a quarter century — are leaving the new administration with the worst mess in nearly 80 years. And remember, all this was validated over and over by a majority of Americans at the polls (maybe not in 2000 and 2004). It's an open question whether any president can lead the changes really necessary to address the Great Disruption, of which the economic collapse is only part. We'll see. But the barriers to real change we can believe in are mammoth.

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Posted inPhoenix

Say goodnight to CityNorth

The Arizona Court of Appeals is doing Phoenix a favor by essentially killing its $97 million CityNorth project. Phoenix just doesn't know it. The Republic reports:

A major economic-development agreement between Phoenix and the CityNorth development has been ruled unconstitutional, meaning
the project may not grow into the once-envisioned second downtown on
the city's north side.

Part of the problem lies in the thinking encapsulated by that sentence. A real city has one downtown: the economic, cultural and retail heart of the city. By that definition Phoenix doesn't even have one downtown yet — but it wants a "second downtown"? But the bigger problem with CityNorth has always been that it is based on a dead business model. The old land-speculation economy is not coming back. These are problems not unusual to American cities. But Phoenix's case is extreme and instructive.

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Posted inPhoenix

What’s really driving Phoenix’s odd courtship of Dubai

Am I the only one who finds it strange that Phoenix Mayor Phil Gordon appears to be putting so much energy into forging some kind of "economic development" agreement with Dubai? The Republic reports:

Phoenix leaders want to go global, and they’re banking on Dubai to
help secure the city’s place on the international stage. America’s
fifth-largest city wants to partner with one of the world’s
fastest-growing urban areas to attract investment, research,
transportation opportunities and more.

The pairing, Phoenix leaders hope, could bring everything from
sprawling new real-estate developments to collaborations on solar power
to a direct flight between Phoenix and Dubai, a wealthy desert
city-state between Saudi Arabia and Oman on the Persian Gulf.

It’s not that there’s no merit to the general principle. The Real Estate Industrial Complex, through its greed, monomania and, in come cases, outright corruption, has run Arizona into its worst recession in years. The state desperately needs to diversify its economy and gain foreign direct investment. And cities and metropolitan areas are the key competitive units in the global economy.

But Dubai?

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Posted inPhoenix

Apparently the road to perdition won’t be widened

I shed no tears if the TIME initiative doesn’t make the November ballot in Arizona. This misbegotten transportation measure, backed by Gov. Janet Napolitano and the "business leaders" somehow couldn’t competently amass enough legitimate signatures on petitions to make it through the secretary of state’s office.

The measure promised $42.6 billion in transportation "improvements" over the next 30 years, paid for by a one-cent hike in the sales tax. It’s difficult to find specifics; I could find no Web site by the supposedly "powerful" coalition backing TIME (Transportation & Infrastructure Moving AZ’s Economy). In newspaper articles, the measure promised rail service between Phoenix and Tucson, but apparently only 18 percent of the monies to be raised would have gone to rail and transit.

In other words, this would have been more roads and freeways to empower sprawl.

The "tell" about TIME came earlier this year, when Napolitano was accused of making a secret deal with the (genuinely) powerful Home Builders Association of Central Arizona, agreeing not to tax development in exchange for the association’s "support" of the measure. More sprawl, and paid for disproportionately by lower-income Arizonans.

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Posted inUncategorized

In Seattle, another chance to shoot ourselves in the foot and reload?

Seattle is the most backward city on the West Coast when it comes to mass transit. That still puts it light-years ahead of most American cities. Its bus system is quite good, the first light-rail line opens next year and a street car now links downtown to the burgeoning South Lake Union district. Sounder commuter heavy rail runs from Tacoma north to Everett. In addition, the Cascades Amtrak service provides convenient service between Eugene, Ore., and Vancouver, B.C., including Portland and Seattle. The ferry service is the best in America, despite recent underfunding.

But Seattle residents feel profoundly inferior to Portland, with its world-class light rail system, and Vancouver, with its SkyTrain. And its a sign of how much progress has been made in California that all the service I mention above is a fraction of what’s available in LA, San Francisco or San Diego. Yet Seattle is also the gang that couldn’t shoot straight when it comes to many transit projects.

A roads-and-transit measure was defeated last year. Now an all-transit measure may come to the November ballot, and already newspapers, powerful suburban developers and even the generally pro-transit King County executive Ron Sims are opposing it. Seattle’s misadventures with transit have lessons that apply to other cities, and will be more important in years ahead when a lifestyle based on long, individual auto trips becomes less viable.

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Posted inPhoenix

A death in Phoenix

A little before dawn Thursday morning, Byron Yellowhair pulled his car to the shoulder of the well-lighted Papago Freeway in central Phoenix, got out and started walking down the shoulder. Maybe he was drunk or high, and maybe he weaved out into the traffic — he definitely had a troubled past. But he was 24 with life still ahead, dreamed of becoming a teacher back home on the Navajo reservation. He was an individual sacred to God.

Hit so many times, by so many cars, he was dismembered to an extent that even hardened DPS officers had never seen before.

The Republic reported, "officials said they will likely never know how many cars hit the man." Bedazzled by streaming video of school lunch menus or whatever, the state’s biggest newspaper pays less attention to journalism basics. So one must hunt around for the "where" (near 24th Street), and it’s never made clear how many motorists involved actually pulled over to wait for the law.

Even if some did, more, perhaps many more, drove on. Phoenix has a tremendous problem with fatal hit-and-run "accidents." One family lost two brothers, over a period of years, to hit-and-run drivers. Many never seem to be caught (story idea for a newspaper, Phoenix, if you have one). I remember another case involving a person in a wheelchair. The tone seemed to be set by Bishop Thomas O’Brien, who hit a man on a well-lit part of Glendale Avenue (speed limit 35 or 40), drove on and tried to get his secretary to arrange for his shattered windshield to be quietly fixed while his car was stashed in his garage. He claimed to have thought he hit a dog.

Crisis reveals character. Had O’Brien stopped and given aid and comfort, he would have been a hero. He didn’t. Yet he is only one of a seemingly large cohort of vehicular assailants. Most of these murderers seem to get away with it.

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Posted inPolitics: National

Making serious economic reform, part II

In a previous post, I discussed economic reforms that should be made in the sick, corrupt financial markets. But this is only the start of efforts the next president and Congress must make to prevent a startling decline that is already evident in America. Whatever the Dow shows, most Americans are suffering and for the first time in generations, young people wonder, with good cause, if they can live better lives than their parents.

Real change is needed, and the question is whether the American people and their elected representatives have the guts to face the truth and move ahead. The laughable gas-tax holiday and much wishful thinking about alternative energy and hydrogen cars represent the school of destructive denial. This is "sustainability" that seeks to sustain the current unsustainable economic and social arrangements. It can’t be done.

Yet much of the current mess was caused, not by inexorable laws of economics, but by policy changes to benefit the rich and transnational corporations, as well as a sprawl economy at the root of the current recession. We can change it.

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Posted inPolitics: National

Congress and big oil: junkies blaming the pusher man

Maybe it was inevitable, with the closing of the frontier and the amassing of so much wealth, with the death of history teaching in schools and the idiocy inducing drug of television. Maybe it was inevitable with all this and more that America would become a nation of whining children.

Fresh evidence comes today with the theater of oil executives being called before "outraged" members of Congress to defend their obscene profits at a time when gasoline profits are so high. As the Washington Post reports:

Lawmakers seeking a way to deal with rising concern among motorists
took aim at the oil companies and the record profits they registered
last year amid record oil prices "I believe the laws of supply and demand when it comes to oil and gas are broken and completely malfunctioning," said Rep. John B. Larson (D-Conn.).

I hate to break it to the distinguished gentleman from the Constitution State, but the laws of supply and demand are functioning perfectly well.

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