Rogue Columnist

Greenscam

The Phoenix Convention Center is the site of the Greenbuild International Conference and Expo, involving, the Info Center reports, "thousands of entrepreneurs, sales executives

and marketers in the fast-growing 'green' construction industry." I'm sure every attendee's welcome kit contained a laminated printout of the Rogue post, "Did you hear the one about sustainable Phoenix?" Or they should, as Phoenix is the capital of denial, pipe dreams of hydrogen cars and cooling sidewalks, and the green of sales, sales, sales. It is an international poster child of unsustainability. Put the conferees on buses, drive them around town, say "Don't do this!" and send them home.

In the same edition of the newspaper, oops, Information Center, was a story about shading the new Diamondbacks spring training structure out on the rez. I'm sure this can be spun as "green" construction, and this is one of the big problems with the entire green-built movement. A new stadium on what was rural land, surrounded by a giant heat-radiating parking lagoon and wholly dependent on long drives in automobiles is by its nature not green, not adding to sustainability. This is hardly a Phoenix problem. One sees all these new houses and buildings in new office "parks" trumpeting their LEED certification. Unless they are infill or rehabbing an existing (preferably historic) building, they are not really green. They are not green if they expand the urban footprint. Nor can they be divorced from their surroundings, such as walkable neighborhoods, transit, in-neighborhood shopping, etc. Otherwise, they are greenwash. Still, Phoenix takes the destructive absurdity to operatic levels. The idea that the already too-large Phoenix urban footprint can be enlarged by Superstition Vistas, and all those houses will be "green" (without a mandate, sure) is insanity.

The Info Center likely didn't have an article that came out of the European press, where whistleblowers claimed the International Energy Agency, under political pressure, has been inflating world petroleum reserves. It's a charge backed by academics and the reality of peaking production, the only reliable measure of oil. In other words, the world is running out of oil much faster than we're being told. The world is changing fast — don't forget climate change, too — and the biggest casualties will be cities such as Phoenix.

The vision thing

It's good to know that one sector in Phoenix has escaped the recession: the "visioning" industry. Meetings led by consultants and officials can still be held to get "public input" that will lead to...nothing. I remember such a farce that the "city" of Buckeye paid god-knows-how-much-for in the mid-2000s: Respondents most wanted commuter rail to Phoenix. Where are the trains?

The city of Phoenix's Planning Department has been going around to the assorted "urban villages" of this 500-square-mile collection of real-estate ventures asking citizens to "imagine Phoenix the best it can be in 2050." This is all part of updating the holy General Plan, which supposedly guides all development. As the city presentation puts it, "a General Plan is a comprehensive guide for all physical aspects of a city, but also addresses issues such as building neighborhoods and creating community." Like that General Plan of the 1970s that said Bell Road would absolutely, positively be the permanent northern boundary of Phoenix.

If I'm reading the information from the Downtown Voices Coalition correctly, the attendees at the central Phoenix meeting wanted higher density to support mixed use, downtown and transit. Alas, Ahwatukee's top vision for 2050 was "safety," although it wants light rail. The swells of Camelback East want something called "the village concept" (inbred people with pitchforks hiding a local monster?) -- no mention of a downtown at all, certainly not light rail (it might bring "those people"). Far-off Desert View wants most a "small town, large city" feel. Maryvale at least ranks downtown and "proper public transit."

So much for imagining a great city.

The men who would be Frank

Four finalists have reportedly emerged to replace retiring Phoenix City Manager Frank Fairbanks. All are current City of Phoenix employees. They're good men, and David Krietor and Ed Zuercher especially hold promise. Still, the finalist lineup reinforces the sense of Phoenix's parochialism and inward-looking mindset. It's a problem that extends far beyond City Hall. But it's significant given government's huge footprint in a city with no major corporate headquarters, influential civic stewards or powerful business interests beyond building more sprawl (which apparently extends to self-dealing city council members). There is, simply, no other major American city as limited as Phoenix in its economy or centers of power -- or its lack of self-awareness. So something that elsewhere might seem routine, carries big weight and risk here.

This is also a portentous moment for a changing of the guard. When Fairbanks became city manager in 1990, Phoenix was in a nasty real-estate recession but otherwise still on a sunny trajectory it had enjoyed since the end of World War II. City Hall's reputation for clean government and efficiency earned it the Bertelsmann Prize as one of the two best-run cities in the world. In the early '90s, the city still had corporate leaders such as Dial and Valley National Bank. Chastened by the real-estate bust, leaders established the Greater Phoenix Economic Council and worked to diversify the economy. Phoenix was the uncontested regional leader; the suburbs were still relatively small. Its population was much more middle class.

Fairbanks' successor will inherit a far different city, and not merely one that has grown to 1.5 million from 983,000 in 1990.

Cincinnati, USA

"Cincinnati USA" is the cloying marketing term one sees around the airport. It also recognizes not only that the Cincinnati metro area stretches into northern Kentucky and southeastern Indiana, but that sprawl has taken its toll on the famous city in Ohio. This is a slow-growing metro in slow-growing states, but the city gained 0.3 percent population from 2000 to 2006, while suburban Butler County grew 8.4 percent and northern Kentucky's Boone County added 34 percent (through 2008). In 1900, Cincinnati was the 10th largest city in America and it topped out at 502,000 in 1960, dropping to around 332,000 now. In so many ways it is sui generis, but in other critical areas it is indeed the USA. Unfortunately, those areas are gloomy.

Winston Churchill called Cincinnati America's most beautiful inland city, and it's an observation that's hard to argue with even now. The city sits on wooded hills along gentle, wide bends of the storied Ohio River. The skyline pops up like a jewel box when you come down "death hill" on the freeway from the airport. Cincinnati is an architectural feast, filled with enchanting neighborhoods, lovely parks and deep history. This was the Miami country before the arrival of the whites, the richest hunting ground of the Iroquois Confederacy. Cincinnati was settled by Revolutionary War veterans, many members of the Society of the Cincinnati, and named after the self-denying Roman general who Americans likened to George Washington. Founded in 1788, it was the Queen City of the West, the gateway for generations of migrants and the haven for Germans who fled the crushing of the liberal revolutions of 1848 in Europe.

This city was so good to me when I was business editor of the Cincinnati Enquirer in the 1990s. Armed with one of the best staffs of financial writers I was ever honored to lead, we shook up the old-guard companies that weren't used to the prying eyes of journalists or transparency. Now I am using it as the setting for a new mystery series, The Cincinnati Casebooks, of which The Pain Nurse is the first. Seeing it again this month, after being away for 13 years, I was reminded of Mark Twain's witticism about wanting to be in Cincinnati when the world ends, because it's always behind the times. On the surface, the city seemed little changed. And thank God, for that slow pace has preserved so much good architecture. But beneath that veneer, the story was, as is always the case here, much more complicated.

Phoenix 101: Mesa

I got a rare treat in the mid-'60s for a poor kid from the 'hood: Getting to see Willie Mays play in a game of the Giants vs. the Dodgers. It was spring training and we drove to the little ballpark in Mesa. The game was great. Unfortunately, we were in the family 1959 Ford Galaxie, a source of never ending trouble and built, as my mother never tired of saying, during Defense Secretary Robert McNamara's tenure as Ford president. That night the only gear that would work was reverse -- and we drove all the way home to Phoenix going backwards.

It's low-hanging fruit to grab this memory as a metaphor for what has happened to Arizona's third most populous city. A city so populous, indeed, that it is larger than St. Louis, Cincinnati, Minneapolis or Pittsburgh -- and has nothing to show for it. No major university (an iffy branch of ASU miles from downtown doesn't count); no major corporate headquarters; no great museums; no magical neighborhoods. City Hall looks like a low-end office building. Even the area around the Arizona Temple, Mesa's one majestic asset, has been allowed to crater. The miles of enchanting citrus groves have almost all been bulldozed (and when I asked in 2006 if there was any preservation effort for the remainder, a top city official looked at me blankly).

It's a sad, and in many way surprising outcome. But operating by Arizona's rule of "when in a hole, keep digging," Mesa shows every sign of continuing the practices that got it in what is a morass even by Phoenix standards. The Cubs are playing the city for fools, threatening to leave, shopping spring training sites around the area, including some on the rez. Mesa's response could be to plan an intimate ballpark downtown on the light-rail line. It would enhance critical mass for a walkable urban space that Mesa lacks. It would be much more pleasant that the newer spring-training parks with their endless parking lagoons amid dehumanizing sprawl. It would help prepare Mesa to prosper in the higher-cost energy future.

Not surprisingly, Mesa is scouting two sites in the middle of nowhere, but on the all mighty freeway. When in a hole, keep digging.

Job One for America

As America faces its worst run of job losses since the Great Depression with no end in sight, one thing should be clear. Our federal government is being run by a coalition of the financial sector, lobbyists for entrenched interests and a disciplined Republican opposition of dubious loyalty. Barack Obama is not only very close to being a failed president, he could be on track to be a one-termer if the GOP snags an opponent such as Gen. David Petraeus or even a rehabbed Mitt Romney. (The Nobel will only hurt Obama without substantive achievements for average Americans).

Perhaps the problem is centered on Obama and the cowardly Democrats in Congress (Memo to Blue Dogs: You'll lose anyway, so do the right thing and maybe you can pull a Harry Truman; oh, wait, Truman wasn't getting millions from the moneyed interests and hoping to get a job with them after politics). Could Hillary have done better? Or is this just the latest evidence of a quiet coup and no individual can change America's trajectory to self-immolation. Read Jeff Sharlet's The Family and David Wessel's In Fed We Trust (and throw in Maggie Mahar's Money Driven Medicine) and you begin to see the financialized theocracy we have become. One facing unsustainability on every front, including in a military whose quiet evangelization by the Christian right should raise alarms never before heard in America (were it covered by the media).

As for unemployment, the best Washington can do is become aroused over a tax credit for job creation. This won't work -- it's not tied to real demand. And it will lower tax revenues, adding to the deficit. It's a stunning sign of America's enervation and institutional corruption that President Obama is not rolling out a crash program to modernize our rail system. It could be done now. It would create huge numbers of jobs, not only for construction but also for operating and maintenance. Real jobs that would last. And an infrastructure whose benefits would repay the Treasury many times over.

Phoenix 101: 'Master planned communities'

Phoenix had perhaps the worst luck of any major American city from the standpoint of urban design and civic beauty. It came of age in a huge spurt of growth after World War II. The City Beautiful Movement was forgotten. Suburbia, automobiles and long single-occupancy car trips moved to the center of American life. An old city still exists -- what wasn't torn down by City Hall from the '70s through the '90s -- but it's not much and most Phoenicians don't even realize it exists. When I lived in Willo, it was always painfully entertaining to be picked up by the airport shuttle, already full of people from the suburbs. They were giddy over the front porches! The shade trees! The old houses and walkable neighborhood and closeness to the center of the city! I learned that their real-estate agents had never even showed them this part of the city.

Suburbia wasn't always, as Jim Kunstler would put it, a cartoon landscape not worth caring about. Willo was once a suburb on the streetcar from a compact Phoenix. In Cincinnati, there's the magical Mariemont, a leafy "planned town" from the 1920s, which accommodated the American longing to "get out of the awful city," while creating a real community and a real human space worth caring about. It was accessible by car but also -- especially -- by streetcar and interurban railway to downtown Cincinnati. Now the latter two are long gone as America has embraced a life with fewer choices.

A large number of people in metro Phoenix and a majority of the Anglo middle class  live in something altogether different -- a radical enterprise that has transformed civic life, urban form and even democracy: the "master planned community."

Valley of denial

ASU's Morrison Institute has always labored under two Sisyphean tasks. First, its public-policy scholarship necessarily antagonized the state's ruling elites -- hence, it was forced to pull its punches to avoid losing funding, and, even then, the elites wouldn't accept its work. Second, it was treated in the media as the "liberal" equivalent of the (Bob) Goldwater Institute. This, even though the "Goldwater" Institute is an arm of the national right-wing advocacy machine, not a genuine think tank that engages in open-minded, peer-reviewed research. With the loss a few years ago of my sometime collaborator Mary Jo Waits, author of Morrison's most prescient and important works (Five Shoes, Meds and Eds), the institute became even more marginalized. Now Morrison is trying once again to become part of the conversation under the leadership of Sue Clark-Johnson, retired Arizona Republic publisher and close friend of ASU President Michael Crow.

Good luck. Unfortunately, the first effort, Forum 411, seems destined for the dustbin of forgotten, well-intended reports at an even faster speed than its predecessors. It is brief, as to be expected from an entity now headed by a former Gannett executive, and strives to be inoffensive. Think of a pep talk. Anthony Robbins on economic development. It states two broad themes: the obvious (Arizona needs to diversify its economy) and the untrue (which I will deal with momentarily). Worst of all, it leaves critical information entirely out. The loss of Waits' intellectual heft is obvious. So, too, is the continued bowing before the Real Estate Industrial Complex (the report's sponsor is the suburban mall developer, Westcor).

Learning from the Lone Star State

If anyone thought the Sun Belt was in danger from the Great Disruption, they can find swaggering solace in The Economist's panting, sheet-clawing passion over Texas, in an article headlined Lone Star Rising. The teaser says, "Thanks to low taxes and light regulation, Texas is booming. But demography will bring profound changes."

The Economist's journalism is often some of the best around, and even its editorials can challenge the psychotic screamathon that has become American "conservatism." But it can't completely escape its Tory establishment roots, or its intellectual grounding in the conventional wisdom, BGD -- Before the Great Disruption. I don't doubt that America, and probably Britain, will exhaust themselves trying to resuscitate the old order. That will render it no less dead than the ubiquitous armadillos decorating the highways of Texas.

American right-wingers are no doubt sending the article to the faithful -- and using it to further cow the Democrats, if such a thing is possible. But a close reading of even this article -- and a better understanding of Texas -- shows that the Lone Star State's success has relatively little to do with "low taxes and light regulation." I speak as one who covered organized crime and the oil industry there, and whose family roots go back to the bloody pre-Civil War Texas frontier.

Phoenix 101: Vulnerabilities

People move to Phoenix bragging about the lack of blizzards, hurricanes, tornadoes and earthquakes. True enough. Yet they are moving into a place burdened by its own special hazards. They're the ones your real estate agent didn't mention; the ones that what is left of journalism rarely covers. That nobody talks about them besides -- I hope -- emergency planners, does not make them any less dangerous. Indeed, a case could be made that Phoenix is one of the highest-risk metro areas in the nation.

One of the most populous metropolitan areas in the nation has been built in a hostile desert. It's isolated, with limited highways, no passenger rail and surrounded by hundreds of miles of inhospitable, waterless badlands. Evacuation in an emergency would be impossible. The closest large cities -- Tucson and Las Vegas -- are as vulnerable as Phoenix. Gasoline must be brought in by pipelines from refineries hundreds of miles away. Water and the electricity for air conditioning depend on complex, vulnerable systems.

This harsh reality should have been brought home earlier in this decade, when, amidst brutal August heat, a gasoline pipeline broke; a year later, a mid-summer transformer fire threatened to shut down the power grid. The gas crisis was particularly frightening. Fights broke out at filling stations. People drove around in search of a tanker truck to follow. More inquisitive residents were surprised that such a large city has no refinery and is served by only two pipelines, one from the east, one from the west, built decades ago when Phoenix held a fraction of its current population.

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.

The model modern city manager

One joke around Phoenix involving Frank Fairbanks was that he could never retire as city manager, because then all the scandals would come out. Of course, everybody loves Frank. Except for the ones who don't. Given the lack of curiosity and resources in the local press, we'll never know how true the joke might be. I never ran into evidence that Fairbanks was anything but clean. His problems were more complicated. Since most will be offering rapturous praise as Fairbanks is apparently stepping down, a more serious assessment is necessary.

The zeitgeist of Frank Fairbanks' City Hall was to move across the waters without making waves. He was not a creative thinker or a risk-taker -- think of the guy on the Shredded Wheat ad who says, "We put the 'no' in innovation." His career spent with the city led to an unavoidable parochialism, along with perhaps a fatalism that the city's trajectory couldn't be changed, or a willingness to drink the booster Kool-Aid by the gallon. He was in an awkward spot in a systemically dysfunctional city government, mostly trying to keep the peace, even as Phoenix hit a grave turning point. All this would have profound consequences for Phoenix and its future.

Central Phoenix: Good, bad, ugly

Because I know the fragile self-esteem of Phoenicians is at stake, let me begin my observations about the state of the center city with the good stuff. I smelled the orange blossoms -- even stepping out into one of ugliest urban spaces anywhere, the pedestrian loading zone at Sky Harbor. Many of the Midwestern transplants dislike the scent, which makes me dislike some of them even more. But this small, fleeting thing reminds me of my often magical city that is gone forever.

Some of the projects begun under former Mayor Skip Rimsza and spearheaded by people like former Deputy City Manager Sheryl Sculley, retired Deputy City Manager Jack Tevlin and Ed Zuercher, now a deputy city manager, have turned out quite well. As I wrote before, the starter light-rail line is great. Now lots of places are clamoring for LRT; the trick will be to avoid using light rail when commuter rail would be more efficient. A metro area the size of Phoenix needs both. The Convention Center is such a startlingly attractive set of buildings that you wonder if the design was approved by mistake, given Phoenix's ability to erect such ugliness. The ASU downtown campus, Mayor Gordon's signature accomplishment, is more of a reality, and thus will be more difficult for the Legislature to destroy. The lovely oasis of Arizona Center remains, shady and cool.

Read on if you want to know "the rest of the story," as the late Paul Harvey would say.

Phoenix and Mesa dementia

As the Great Disruption rolls across the globe, changing everything, Arizona slips ever deeper into unreality. And that's saying something. Mesa's notoriously anti-everything voters approved -- by 84 percent -- using tax incentives to lure what the Republic calls "two massive upscale resort projects." Meanwhile, Phoenix Mayor Phil Gordon is due to "outline an ambitious strategy to make Phoenix the first carbon-neutral city - and the greenest - in the entire country." And what will the strategy, to be unveiled in today's State of the City speech, include? Providing bicycle rentals. Installing solar panels on city buildings. "Developing Phoenix's canal system for recreation and business use similar to the Tempe Town Lake area."

Where to begin? What's most remarkable is how Arizona is willfully ignoring three mortal perils: water, global warming and the rising possibility that it could have one of the world's failed states on its southern border. Oh, the relatively lesser perils remain as well: the growing underclass, the horrible schools, linear slums, income inequality, inadequate infrastructure, serious environmental damage and the health consequences that follow, etc. There's little realization that the props that held up the old growth machine are gone, done, over. I know: Let's build "two massive upscale resort projects!"

Say you want a revolution?

One of the greatest dangers to peace lies in the economic pressure to which people find themselves subjected.

--Calvin Coolidge

You can't handle the truth!

-- Jack Nicholson

The honorary Page One Editor of Rogue Columnist and I have been in a friendly argument of late over when, or whether, the riots will begin. He sees sooner than later, as people are faced with the worst economic crisis in 80 years -- perhaps in the history of the nation. Things will not turn around soon, and may well get much worse. And having worked around the world in some miserable and boiling hot-spots, he offers observations that should be discounted at one's peril. Former National Security Adviser Zbigniew Brzezinski echoed this on MSNBC's Morning Joe, saying, "Hell, there could be even riots" as the unemployed take aim at the rich bastards that caused the calamity and are still doing fine.

I've tended to say later or never -- the nation is too narcoticized by American Idol, Grand Theft Auto, endless driving, limitless digital distractions, the deadening civic isolation of suburbia. Human nature is unchanging but Americans have changed. They have become easily led. Short-changed of an education in history, civics and the humanities, too many Americans are just plugged into the matrix, sucking Wal-Mart subsistence, waiting for their next cog assignment.

Now, I'm not so sure.

So much for the honeymoon

I keep telling myself that the woozy feeling that the Obama administration is already failing is mainly due to the 24-hour news cycle. We get to see the sausage-making in real time. And the sudden ubiquity of Republicans all over the corporate media, despite the public's rejection of their failed ideas. I keep telling myself all this.

Still, some worries. If Rahm Emmanuel is so incredibly effective as Obama's right-hand, he has yet to show it. The so-called stimulus is bogged down and deeply flawed. One cabinet nominee after another is tripped by tax or conflict-of-interest problems. It's nice that Obama admitted a mistake, but he has yet to focus, in simple, Reaganesque language what he wants and use it to go over the head of an obstructionist Congress.

Why am I not comforted that a group of "moderate" senators is trying to cut $100 billion of "fat" -- the media's term -- from the stimulus? In this supposed lard is mass transit funding desperately needed for systems that are already cutting back -- hurting the working poor the hardest. Transit and rail are my markers for real change, and given stable funding they would provide jobs paying family wages that couldn't be sent overseas. Fat? How about South Carolina's unremarked interstate to nowhere?

The real risks of the stimulus

Renegade -- the president's secret service code name -- is pushing hard for "his" stimulus bill as it reaches the House floor today. What's in is? That's difficult to tell as the horse-trading continues, and as Obama tries to rope in at least some Republican support. FDR and the Democratic Congress in 1933 simply steamrolled the Republicans who demanded balanced budgets and reactionary policies -- but never mind. In the end, this will be a package crafted not only by 535 lawmakers, but countless lobbyists and staff. My biggest fear is that it will not be a renegade stimulus -- transformative and focused on the future.

Let me count the ways:

1. Tax cuts in the current environment won't provide help. U.S. tax rates and dodges are already generally at lows not seen since the Coolidge years. Obama promised a working-class tax cut. Fine. He's bowed to Grassley to provide more alternative-minimum tax relief. OK. But these should be different bills. They're not stimulative. Individuals will squirrel away their checks or use them to pay down credit-card debt. Corporations are already paying nothing in many cases. As for "investors and risk-takers" -- the Bush years demonstrated that tax cuts on investments merely fuel speculation while encouraging job-killing mergers and offshoring. Not for nothing did wages stagnate during those halcyon years. Perhaps worst of all, it continues the destructive "tax cut" entitlement mindset that Americans can get something for nothing.

Screwed on mass transit

Talking Points Memo did more digging to find out why mass transit and Amtrak were getting so little of the proposed stimulus. It's bad enough that $30 billion will go for "roads and bridges," most of which will worsen global warming, increase our dependency on imported oil and increase the environmental and urban damage of sprawl. But apparently these critical transportation choices -- a given in most advanced nations, and critical to face a future of expensive energy and global warming -- were sold out for tax cuts. It's also galling that mass transit and rail go begging while we sink trillions into the hole of the "financial services industry" swindles.

Urbanites -- and suburbanites who want alternatives to endless driving -- put Obama over the top. It's time they reminded him of their issues. Next up for enterprising reporters: What sprawl industries are pushing this for their financial benefit?

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.

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.

Phoenix's light-rail hope

I shed much blood professionally for the Valley Metro light-rail system, as the only columnist, or even journalist, to consistently stand up against the lies, myths and misconceptions that might well have killed this essential project if Phoenix is to have a future. This, as much as my outing of the Real Estate Industrial Complex and illuminating Arizona's looming water crisis, led to my demise at the Arizona Republic.

The opposition was powerful, ranging from suburban developers to right-wing thugs who didn't even live in the city. Some opponents were merely ignorant. Others were happy to see the central city die. They failed. So forgive me, as Metro prepares to open, for a moment of crowing.

We built it, you bastards.

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.

The real hole Seattle is digging with the viaduct

The Phoenixes, Tulsas and Fresnos of American can take heart. Sometimes even the most progressive cities make really dumb decisions. Seattle has been agonizing for years about what to do about the earthquake-damaged Alaskan Way Viaduct, which runs through downtown along the waterfront. The decision: replace it with another viaduct, or two surface streets.

Somehow the obvious answer, putting the roadway into a tunnel, which would have opened up the waterfront of Elliott Bay to downtown, never made the cut. Whatever the excuse, it's a potent reminder that America has lost the ability to do great and visionary projects. This didn't happen even in the worst years of the Great Depression. The problem is not lack of funding, but lack of will and hope, another symptom of decadence.

For Seattle, the lost opportunity will be as monumental as another viaduct is ugly. The renderings always show fanciful outdoor dining tables under the spaghetti concrete spans of traffic. But we know what will really be underneath the new monstrosity. At least the old viaduct had a certain 1950s Naked City gritty beauty. The surface street option is bad in its own special way, adding to congestion and placing a barrier of traffic between the city and its waterfront. A people who have lost the ability to dream big are not capable of designing wide Parisian boulevards.

Did you hear the one about sustainable Phoenix?

This week's Phoenix Laff Riot comes from the Arizona Republic, in a story headlined "Striving to be Green:

The Valley is lashed in national surveys for its poor air quality, derided for its urban sprawl and mocked for its searing temperatures and growing heat island.

But, despite these challenges, city boosters, business owners, environmentalists and academics all say Phoenix has a unique opportunity to become truly sustainable. They also say the Valley could squander that opportunity if it fails to make smart decisions now about growth, open spaces, wildlife and the economy.

Later in the story is the kind of cliche sentence editors wouldn't allow, if only they weren't in endless meetings and trying to put together graphics and assorted crap: "But only time will tell if the Valley can pull it off."

I hate to break the news, but time has told and "the Valley" can't pull it off.

Los Arcos memories

I was recently interviewed by a graduate student at Arizona State University, who is writing on the history and prospects for the area of south Scottsdale around the former Los Arcos mall. Zonies might find the exchange of some interest:

What are your memories of Los Arcos growing up?

I lived about half a mile away during high school, from 1970 to 1974. We had moved there from central Phoenix. It was very much a cohesive neighborhood. Like most of Phoenix then, it was very lush with grass, trees and landscaping. It was homogeneous: middle-class Anglo families, many of whose fathers worked at Motorola.

It was fairly new, and much of McDowell didn’t even have sidewalks. You could still see farming going on a quarter mile north of Thomas Road. Scottsdale Road was barely developed; we have a stunning view of the buttes out the back of our house. Scottsdale itself was still partly rural, with a rustic/touristy downtown. There was not much north of Chaparral Road.

The neighborhood was centered on Coronado High School, which then was a very fine school, including one of the best fine arts departments in the country.

"X" marks the what?

I suppose it's necessary to note the new downtown Phoenix marketing campaign, based on "X marks the spot" -- get it, "Downtown PhoeniX." How much did the brainos at the Downtown Phoenix Partnership pay a Scottsdale marketing outfit for this piece of originality and brilliance? Journalists apparently don't ask such impertinent questions anymore.

At least the insipid Copper Square is gone -- a name I warned against when it was rolled out eight years ago and yet was flogged tirelessly and tiresomely by the Partnership -- and how much money was wasted on that? Enough to subsidize a downtown drug store? Copper Square? Who, after all, wants to live in a city without a downtown? And what did copper have to do with Phoenix (nothing)? That "branding effort" was mainly confusing. So many times people would stop me on a sidewalk downtown and ask where was "the Copper Square?"

No doubt in a metropolitan area with some of the poorest-educated, poorest-paid people, living in suburban subdivisions and voting overwhelmingly for wealthy Republican John Sidney McCain III and the unqualified and dangerous Sarah Palin, there's a need to sell downtown. On the Republic's site, where the lunatic fringe holds court in commenting on stories, the "X" news was greeted with comments such as "Xtra crime" and "Xtra homeless."

Lies, damned lies, and rail transit

At least two big rail transit measures are on the ballot around the country this November, maybe more. In Seattle, voters will be asked to approve light-rail expansion. And in California, there's a truly transformative measure to build a high-speed rail network.

Both will probably fail, both due to the financial crisis but, sadly, also to the pervasive myths and muddled thinking that keep America frozen with an increasingly unworkable 1965 transportation network. This post will attempt to take a few of these on:

• Buses: Many people who claim to support transit advocate expanding bus service, saying buses are cheaper and more flexible. Unfortunately this is also the bait-and-switch position of anti-rail, anti-transit forces -- they will initially support bus transit but then oppose actually funding it. In any event, while buses have their place, they are not enough for a balanced, multi-modal 21st century transportation system.

Buses get stuck in the same traffic congestion that snarls cars -- and politicians will never create enough bus-only lanes to alleviate this. In downtown Seattle, a bus-riders heaven, buses are routinely clotted up even with bus lanes. Your bus is not only late, but it can be the fourth or fifth one back in a line stopped to take on passengers. Good luck getting there if you walk slowly. Buses with stairs are hard for many people to enter. And buses have a sigma in many communities. As I say, buses have a valuable place. But they can't replace rail for reliability, ease of entry, ease of riding, rider appeal and passenger-miles-per-unit of energy.

Across America

The past two weeks were a bad time for a financial columnist to be gone -- or maybe they were a fine time. I've been warning about this collapse for years, not as a wish but as a concern. That our practices of deregulation, consolidation, hollowing out of the economy and building a vast Ponzi-scheme economy in its place would inevitably come crashing down.

Gone was a train trip from Seattle to Baltimore, where the Bouchercon mystery writers' convention was honoring my editor, Barbara Peters, and publisher, Robert Rosenwald. Susan and I wanted to take Amtrak across this big land before Republican John Sidney McCain III was elected and followed through on his longtime obsession to shut down the national passenger rail system. In fact, Amtrak does a fine job, especially considering the years of underfunding it must fight against, and the fact that it is a mere tenant on the railroads it travels (outside of the Northeast Corridor). It's interesting, and heartbreaking, to consider what we might have if we had been investing in high-speed train networks instead of financial swindles over the past 20 years. Even now, the trains are packed and popular.

The train forces one out of the crazy rhythms of flying and driving. You see how vast and varied this nation remains, especially in the places left behind by the Interstate highway system. Barely a golden arch profanes the route of the Empire Builder across the northern tier. There are the rotting, bell-towered schoolhouses sitting forlornly on the depopulated Great Plains, the little farm towns, down on their luck for decades but hanging on, the mountaintops our forebears conquered with blood and tears to lay steel rails from coast-to-coast. Anxieties about stolen elections and falling Dow give way to the gentle swaying of the train.

Add cities to the list of victims of the Great Disruption

Some of America's most prosperous cities are also among the casualties of what I'm calling the first stage of The Great Disruption -- the current financial crisis.

Charlotte, a middling Southern town built into a city by two money center banks, will see its world changed radically whether Wachovia is bought by Wells Fargo or Citigroup. At least one-fifth of its jobs are in banking, and these are high-paid corporate jobs with benefits. Virtually every advance in Charlotte, particularly its revived downtown, came from the leadership of Wachovia and Bank of America. Now half of that will be gone, and the claim to being America's second-largest banking center.

I make a prediction: Bank of America will soon move its headquarters to New York. The decision will likely be camouflaged in language of "dual headquarters" or some such corporate claptrap. But BofA's best and brightest will feel an increasing need to be in what's left of America's financial capital. After all, the men who built these powerhouses as a powerful, personal gift to Charlotte are retired.

Downtown Phoenix update, gentle and honest

The 31-story Sheraton opened in Phoenix this week, to the predictable cheerleading that it will "revive" downtown. I hate to sun on your parade, but my recent visit "home" showed that the central city is still facing mammoth challenges, and that, of course, bodes ill for the economic and social health of the region.

Let's start with the good news, for we always have to be mindful of "the Valley's" real-estate-promoter mindset and fragile ego. The thing looks less bad than many had feared; as it was going up an editorialist at the Republic memorably likened it to an overgrown motel by the Interstate. It is absolutely essential to the success of the Convention Center, a business where Phoenix should excel, rather than being an also-ran with Grand Rapids as it was before the expansion.

A modest mid-rise is going up, just north of the Valley Center tower (I use the old name because who knows who will own the bank tomorrow), and at least one at CityScape. Not sure if there are many tenants. ASU has added a couple of buildings and is expanding the nursing college. The Grace Court development is coming along. And light rail is in -- light rail has succeeded virtually everywhere in America, so Phoenix will have to work really, really hard to screw it up.

Now, if you feel better you can stop reading now. Or read on for the unfortunate "rest of the story."

Travels: Ohio and Arizona

A vague sadness hangs over the Ohio countryside, even though the trees hang on to their last vestiges of summer green. I flew into Cleveland's airport last week. This was once one of America's largest cities, and even though the airport remains a hub for Continental Airlines, the place has the feel of a small, regional terminal. The nice part is that people are nicer in a less crazed and crowded setting, but I keep asking myself, "this is Cleveland?"

Yes. I can see the changes as we drive out of town, on the way to my conference at Kent State University. Buildings that held large businesses a decade ago sit empty. The big Ford plant sits looking vulnerable. While I was there, Eaton, the city's largest Fortune 500 headquarters, announced it was leaving downtown for the suburbs. This is a downtown that has revived itself well and is a transit hub. Yet the Eaton bigs seem oblivious to the future of higher gas prices, as well as shameful as stewards of their hometown. Everybody talks about how bad the economy is, with high unemployment and job insecurity. The change in the vibe of this state from a decade ago is so real and raw you can't miss it. No wonder Ohioans threw out the Republicans -- the party that wrecked America -- in 2006. And yet, McCain has an edge if the polls are to be believed, and one wonders.

Still, Ohio is a state synonymous with white flight and de facto segregation. Apart from some successful downtowns and a few still-lovely upper-class neighborhoods, the big cities are heavily black, while their numerous suburbs are white. It's a class thing, but it's also a race thing. And it may well be that Ohioans won't vote for a black man. How they think Republican John Sidney McCain III, continuing the policies of 25 years of "conservatism," will help them is beyond me. But these are emptional responses beyond the reach of rational persuasion.

Palin's 'small-town' scam

Sarah Palin is trying to play the small-town card. Her handlers even had her quoting the infamous hater and anti-semite columnist Westbrook Pegler: "We grow good people in our small towns, with honesty and sincerity and dignity." The point, of course, is that she was a "small-town mayor," an "average folks" product of a "small town." Just like you folks hurting in Ohio and other battleground states.

Trouble is, Wasilla, Alaska, is not really a small town in the Disneyland Main Street USA way she's trying to conjure. This railroad camp turned into an exurb of Anchorage with all the attendant flotsam: big boxes, no downtown, car dependent, sprawling. It's also in a state that is America's welfare queen of federal handouts. So we're not talking Harry Truman's Independence here.

She's trying to conjure the town that has been largely destroyed by sprawl, Interstate highways, economic and cultural shifts, and the predatory, monopolistic practices of Wal-Mart. As Thomas Frank pointed out in his new Wall Street Journal column, policies that kill small towns have been an intregal part of the Republican Party of John Sidney McCain III.

Yet the exurb vs. small town issue doesn't stop there.

How Denver beat the odds and saved itself

As the Democratic National Convention begins in Denver, the world will see the First City of the Intermountain West. It's not Phoenix (population 1.5 million; metro 4.1 million), which sits in its desert frying pan like an overweight couch potato. It is Denver (pop. 567,000; metro 2.9 million). It's another reminder that population alone is more likely to mean problems than strength. Let me tell you about one of my adopted hometowns.

Delegates will see a sparkling downtown and central city that have made a remarkable comeback from their fading 1980s. It's genuine live-work-play. They can ride one of the best light-rail systems in the country, soon to be muscled up with commuter and light rail reaching more than 100 additional miles; the hub will be historic Union Station. Lovely old neighborhoods close to the core have been preserved and revived. Miles of bike and walking paths, including along Cherry Creek, flow seamlessly into a walkable, dense downtown. Nearby, the Cherry Creek district is a delightful walkable shopping area.

This city that sits at the edge of the arid Great Plains (it was the Queen City of the Plains before the Mile High City) is blessed with shady streets and gorgeous parks. It's rich in culture, with a superb performing arts center and art museum, and edge, with many galleries, coffee houses and warehouse spaces. Chain stores and local stores, historic architecture and avant-garde, sit side by side along 16th Street and in lively Lower Downtown. Four pro sports teams play in downtown stadiums, which only enhanced the move to preserve historic buildings full of real businesses, and add to the downtown population. Where the old Stapleton Airport once stood is one of the nation's top New Urbanist developments.

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.

Looking on while the world takes the lead

The Olympics have provided a showcase for China's real leap forward, from the edgy Bird's Nest stadium to the huge new terminal at the Beijing airport, which is twice the size of the Pentagon and claims to be the largest building in the world. But you don't have to look to a giant nation that has scarily fused capitalism and authoritarianism to see nations moving ahead. Dubai is building a  subway and Vancouver is working on an ambitious expansion of its SkyTrain.

And where is America? Our airlines are collapsing -- have you read about the CEOs cutting back on fuel to save money, raising safety concerns, or United pilots worrying about maintenance standards? Amtrak is seeing a record demand due to higher gasoline prices and the sheer awfulness of flying -- but years of underfunding are causing it to struggle. Cities face huge roadblocks and long timelines to build transit systems they should have had years ago. America, which once led the world in accomplishments, seems tired, decadent, gridlocked -- especially in the face of new global realities.

This was especially brought home when I saw an article in Trains magazine about the two-year-old Central Station in Berlin. It's an architectural landmark of the kind of modernism I find tedious, but never mind that. Built under difficult conditions, with budget fights and NIMBYs, it was nevertheless built. It serves 300,000 passengers and 1,100 trains a day. It also has 80 stores, travelers lounges and office towers. On display is a 21st century transportation network that can handle global warming and Peak Oil.

Meanwhile, we talk -- talk -- about repairing "our roads and bridges" in our 1965 transportation system. Our elected leaders include Republican Rep. Michele Bachmann of Minnesota, who said Democrats "want Americans to take transit and move to the inner cities. They want Americans to move to the urban core, live in tenements, [and] take light rail to their government jobs. That's their vision for America."

The Gateway to fresh folly in Phoenix

Here we go again.

According to the East Valley Tribune, DMB Associates has made public the plans for its part of the old GM Proving Grounds near Phoenix-Mesa Gateway Airport. But wait,

Dense, urban spaces, narrow pedestrian pathways to a nearby coffee shop or bookstore, a short drive to work. That's the kind of urbanism southeast Mesa can expect in the future, if things go as planned by the developer of 3,200 acres of property.

My friend Grady Gammage, the land-use lawyer, adds: "We're hoping to hit the sweet spot where we embrace the 21st-century dynamic nature with something significantly urban." But then comes the story's money shot:

To embrace its moniker of "21st-century desert urbanism," DMB would like a flexible framework to work with, one that develops as the market dictates over the years. Under this new type of planned district, which Mesa approved last September, a developer gets to create a zoning ordinance for a property and is able to get some flexibility in future development.

What's wrong with this? Almost everything.

Phoenix broiling: Apocalypse now, or later

The Republic devoted a magisterial nine sentences today to the fact that Phoenix is on track to meet or exceed last year's record 32 days of 110 degrees or above.

Not that anybody living there now cares, but as late as the 1960s, the Salt River Valley had hard frosts in the winter (thus, far fewer mosquitoes, no West Nile virus). We went back to school in September, in un-air conditioned classrooms, because it was cooling down enough to open the windows. Night-time cooling in summer was significant, and the summers were not as hot, nor did they last as long, as now. The idea of more than a month of 110-and-above would have seemed frighteningly absurd.

Contrary to the mantra of "it's a desert, shut up about the heat!," these man-made changes in the Phoenix weather are a Big Deal. So far, they are mostly a local event, caused by the massive loss of agriculture and gargantuan increase in paved sprawl. Global warming's consequences haven't really started to kick in.

What happens then?

Phoenix and Arizona -- the solutions are out there

Newer readers to Rogue Columnist might wonder about the attention I pay to my native state of Arizona, even though now I live in Seattle. First, because after I chose to leave the Arizona Republic in April 2007, I took with me a cohort of loyal readers who want something other than the usual mendacious Phoenix cheerleading (think of this as a virtual Battlestar Gallactica). But also because the challenges and troubles Arizona faces carry lessons for all of America. Finally, I fear Phoenix's coming implosion will bring a huge pricetag for American taxpayers, and a human tragedy that shakes our souls.

Some of these readers still tell me they come away from my posts feeling depressed. I want them to realize the facts, get mad as hell and take action. But Phoenicians, even really smart ones, tend to have two emotional gears: blind optimism and suicidal depression. It's a malady as old as settlement of the West, where promotional posters back east led to a trail of broken dreams. Others realize that the mountain Phoenix and Arizona must climb is so steep that it seems hopeless.

I spent seven years as a columnist in Phoenix offering solutions, as well as pointing out the emperor's wardrobe malfunction (and believe me, I pulled my punches every time I wrote). But here again are some solutions. Some might apply to towns other than Phoenix.

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.

The Coles affair: Unsustainability is now

Once again, the Wall Street Journal goes to Phoenix to report on the most pathological aspects of our economic troubles. It does the in-depth, sophisticated and contextual story on the suicide of Scott Coles and the collapse of his Mortgages Ltd. that the local press will not allow its reporters the time and expertise to do. And remember, the Republic's in-house diktat is, "say something positive about the community" (and use streaming video!!).

The personal story of Coles is the stuff of a tragic novel, albeit for our tawdry era. He was 48 when he wrote a goodbye note, donned a tuxedo, climbed into bed, and apparently committed suicide. His company was in trouble, and with it some of the highest-profile projects in "the Valley." His 20-year-younger second wife, whom he had met in Las Vegas, wanted a trial separation. The darkness he must have felt merits our compassion and prayers.

But the business story must also be told, for it illustrates not only how Phoenix got into its worst downturn in perhaps decades, but also the peril of Ponzi Scheme Nation.

Who mourns for Dayton?

When I moved to Dayton, Ohio, in 1986, it was the first time I lived in a real city. It was far smaller than Phoenix or San Diego, the then sleepy but populous places I'd been, but it seemed bigger. I lived in a leafy city neighborhood of old houses and took the bus to work. The downtown was a compact mass of skyscrapers held in a bend of the Great Miami River. The newspaper was there, in a lovely old building enchanted by history, with a newspaper bar right next door and a bustling historic domed arcade across the street. Two department stores were a block away. Across the square was the old courthouse where Lincoln had spoken. Nearby, a jazz club.

The economy was robust. The "Rust Belt" was reinventing itself as an innovative superpower and Dayton was no exception. While National Cash Register had shut manufacturing of the old machines -- a trauma affecting thousands -- it had become a successful global computer giant. Mead, the paper company, was headquartered in a downtown tower and starting a data operation that became LexisNexis. Dayton had the second largest concentration of General Motors employees in the world, and its factories were being retooled and reinvented, often with UAW bosses as leading innovators. Hundreds of suppliers provided well-paid, high-skilled jobs that were as productive as any in the world. The airport hosted an airline passenger hub for the best-run carrier in America, Piedmont, as well as a freight hub for Emery Worldwide. For a kid from the West, this introduction to the Midwest was a heartland epiphany.

Those assets are almost all gone now. And when I wonder why Ohio seems so crazy -- how it could have voted for Bush in 2004, if indeed it did; why it fell for Hillary's Wellesley girl Norma Jean routine; why it could now be a tossup for McCain (?!). When I wonder all these things, I think about Dayton.

Charlotte faces its moment of truth

Around 1996, when I was the business editor of the Charlotte Observer, I provoked the ire of the president of the chamber of commerce -- as I so often do with such caudillos -- by pointing out an inconvenient truth: the city's economy was too dependent on two big banks. Charlotte was in the middle of a historic boom that turned a sleepy, mid-sized Southern city into the nation's second-largest banking center.

An Oz-like skyline shoots up dramatically from the flat treeline of the Carolina Piedmont. Signs of fabulous wealth are everywhere, from the expensive cars on the street to the beautiful people shopping at Dean & Deluca. It's an amazing testmony to what money can do -- to what being positioned at the heart of the capital markets can do. And it's mostly because of the two money center banks, what are now Bank of America and Wachovia, that are improbably headquartered there.

Then came the subprime and credit crises, partly authored by the smartest people in the room in Charlotte. Now, as the Wall Street Journal put it, "Charlotte is fretting over whether it can remain the last great U.S. banking center outside of New York." It should be fretting over more than that.

How passenger rail was wounded, and how to fix it

The New York Times is a fine newspaper, but it has its blind spots. Its reporting on energy is often incomplete or downright wrong. The latter sin was not in evidence when it finally reported on the popularity of Amtrak. What's frustrating is what the article left out or left unsaid, which makes it harder to achieve some results beyond our transportation system frozen in 1965 (and we had more trains then).

From the article:

Amtrak set records in May, both for the number of passengers it carried and for ticket revenues — all the more remarkable because May is not usually a strong travel month.

But the railroad, and its suppliers, have shrunk so much, largely because of financial constraints, that they would have difficulty growing quickly to meet the demand.

And:

The problem is that rail has shriveled. The number of “passenger miles” traveled on intercity rail has dropped by about two-thirds since 1960, and the companies that build rail cars and locomotives have also shrunk, making it hard to expand.

Only late in the story is a glancing reference made to Amtrak's fate being tied to the whims of the federal government, and late late in the story the Times admits their boy crush President-elect McCain "was a staunch opponent of subsidies to Amtrak when he was chairman of the Senate Commerce Committee." Indeed he wants to abolish it.

Let's fill in some of the blanks so Americans might have some options beyond expensive and congested driving, and airlines that treat passengers like cattle.

Copper Square bites the dust, but has anyone learned anything?

News item: A Phoenix business group plans to stop using the name Copper Square that has branded a 90-block downtown retail-and-office district for eight years. The Downtown Phoenix Partnership is working with Scottsdale's SHR Perceptual Management on a name that will highlight downtown Phoenix as "Arizona's cosmopolitan heart..."

Where to begin? Perhaps it's most telling that the Downtown Phoenix Partnership is paying a Scottsdale company to come up with a name for downtown Phoenix. Such is the fecklessness, confusion and drift that characterized the whole "Copper Square" debacle.

You know where I stand. I wrote against the silly name even before they rolled it out, saying, among other things, that the name of the "district" is already established by decades of custom: Downtown Phoenix. In a city hostile to public spaces, there is no square, and downtown has no historic link with the copper industry. And who wants to live in a city that doesn't have a downtown? Yet millions of dollars that might have been spent on, say, recruiting private employers to downtown, went to banners and assorted crap saying "Copper Square."

So what will these marketing gods from Scottsdale -- apparently there were no companies available in downtown Phoenix (which ought to tell you something of the real problem) say?

Should the homeless always be with us?

Seattle is so generous to the homeless that it's known as "Freeattle." So it's not surprising that in this lovely, liberal city there would be protests over recent sweeps to remove homeless camps from greenbelts and underpasses. The city claims the camps are unsanitary and unsafe. The protesters say there are not enough shelters.

To be sure, the homeless here are not as obnoxious as in San Francisco. Even the People's Republic of Berkeley has had second thoughts about doing nothing to address panhandling and defecating on sidewalks. Phoenix, which offers a harsh minimum of services, eased somewhat in recent years by a services campus pushed by some business leaders, still attracts a huge homeless population.

My personal reaction to this has changed in recent years. Based on my street experience as an ambulance medic, I knew panhandlers would just go buy drugs or booze. So I never gave money. Once I started reading the Bible with more diligence, I changed my behavior. Now I always give money. This is just me. And it doesn't represent a societal answer.

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.

Weekend must-read

In today's Washington Post, James Howard Kunstler does an intervention on our magical thinking as we're confronted with a new paradigm, about energy, transportation, living arrangements and even food:

Everywhere I go these days, talking about the global energy predicament on the college lecture circuit or at environmental conferences, I hear an increasingly shrill cry for "solutions." This is just another symptom of the delusional thinking that now grips the nation, especially among the educated and well-intentioned.

I say this because I detect in this strident plea the desperate wish to keep our "Happy Motoring" utopia running by means other than oil and its byproducts. But the truth is that no combination of solar, wind and nuclear power, ethanol, biodiesel, tar sands and used French-fry oil will allow us to power Wal-Mart, Disney World and the interstate highway system -- or even a fraction of these things -- in the future. We have to make other arrangements.

The public, and especially the mainstream media, misunderstands the "peak oil" story. It's not about running out of oil. It's about the instabilities that will shake the complex systems of daily life as soon as the global demand for oil exceeds the global supply...

The Republic looks at a tale of three cities

The Arizona Republic's Chad Graham traveled to Austin and Seattle to report on some lessons recession-slammed Phoenix might learn. Numerous Rogue Columnist readers have asked for my reactions. Chad is a fine journalist and a friend. His story fits into a continuum of sometime efforts by the newspaper to educate the public and policy makers about the real world -- this goes back at least to the 1980s. These efforts are ignored as population growth resumes and the nation's last big factory town returns to churning out suburban tract houses.

The editors tip their hands by, I would assume, inserting this sentence to make defensive "Valley residents" feel better: "Phoenix will never have a gateway seaport to Asia that hums with activity. Seattle will never have the potential solar power of Phoenix." The sad reality is that the center of solar research, entrepreneurship and use is cloudy Germany. Phoenix literally started the solar power movement in the 1950s and let it get away -- therein lies the tale of the town.

Graham's important point is that Seattle and Austin "have learned the lesson that Phoenix is now being taught: Economic downturns hit harder when you are overly reliant on one industry."

Rather than go through the story, or even rehash my years of "controversial" efforts to raise these issues, I'd rather make a few key points among dozens that could be discussed. My perspective is as a Phoenician who has lived in Seattle for nearly a year and has seen both close up.

On transportation, stuff you can't make up

Gov. Janet Napolitano is not so tough when it comes to dealing with the real power in Arizona. Thus, we have this story broken last week by Capitol Media Services:

Gov. Janet Napolitano agreed to take home builders off the financial hook for paying for new roads in exchange for a $100,000 donation to a campaign to persuade voters to boost their own taxes.

The deal, outlined in a letter obtained by Capitol Media Services, resulted in the recrafting of the $42.6 billion transit improvement initiative shortly before it was filed Tuesday to remove a provision to raise at least some of the money from fees on new developments — fees that would be added to the cost of new homes.

Instead the final version of the initiative — the one being circulated for signatures — calls for the entire costs of new highways, widened roads and mass transit projects to be paid for with a 1-cent increase in the state sales tax, an increase of 18 percent from the current 5.6 cent state levy.

I suppose this could be shrewd if it delivers long-needed Phoenix-Tucson rail service and commuter rail to Pinal County, not merely more roads. But it comes at a huge price, may never be approved, and will face the usual rear-guard attacks by the Legislature.

Recalling Phil Gordon, and a corridor of lost opportunities

Some of the right-wing thugs that have the loudest voices in Arizona want to recall Phoenix Mayor Phil Gordon for being too soft on illegal immigration. Gordon doesn't have anything to worry about, even with the ridiculously small numbers needed to get an initiative started.

If anything, Gordon's cautious temporizing over Sheriff Joe Arpaio's war on the poor -- before criticizing it before a Hispanic audience -- should earn a recall effort from the 34 percent of Phoenicians who are Hispanic and mostly American citizens (and those are 2000 numbers). But of course one reason the thugs rule is the populations that outnumber them, whether moderate Anglos or Mexican-American citizens, lack their lunatic zeal and often don't even vote.

As anyone who has been paying attention knows, the illegal immigration problem is because 1) Arizona is a border state; 2) has a low-end economy  dependent on low-wage illegal immigrant labor, and 3) is doing nothing to really address the issue. Gordon, however, is in the spotlight, in his second term as mayor, and it's fair to ask a question of substance.

Has Phil Gordon failed as Phoenix mayor?