No east-west street was more important to early Phoenix than the one named after our first president. It carried streetcars, was the heart of the business district, held important buildings, and was movie-theater row. Washington remains the north-south dividing line for street addresses (Central is east-west). Let's take a tour through time.
1901: A dusty road with horses and mule-drawn streetcars.
1904: The Indian and Cowboy Carnival Parade.
1905: At First Street looking west.
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Between the long series of civic missteps that murdered downtown Phoenix and its recent rebirth of sorts, the 1970s loom large. As the decade began — shown in the photo above — much of corporate Arizona and the energy of the city had shifted to Midtown.
The city opened the brutalist Phoenix Civic Plaza (so named because the Phoenix Civic Center was at Central and McDowell with the library, art museum, and "little theater"). The new complex offered a convention center, Symphony Hall, and sun-blasted open space. It was intended to revive downtown, but its "super blocks" destroyed the fine-grained, human-scale of the old urban fabric, including much of the Deuce. That fabric was characterized by eight or nine steps between doorways to shops or offices shaded by awnings.
Walter Bimson of Valley National Bank gave downtown a vote of confidence, insisting the new headquarters tower be build there rather than at Central and Osborn. The other big banks followed. Two new hotels were also built. But it was a catastrophic 10 years for historic preservation. The gallery below tells some of the story. Click on a photo for a larger image.
A rendering of Phoenix Civic Plaza. The shade trees in the foreground of Symphony Hall never happened, leaving an uninviting frying pan. It did show the concert hall's signature lobby chandeliers to advantage, lost now to the new Convention Center.
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One of the most interesting sources of information on early Phoenix can be found on the Library of Congress' Sanborn Fire Insurance Maps. The Sanborn Map Co. produced detailed maps of 12,000 U.S. cities and towns, detailing not only buildings but in many their construction materials so insurers could assess their risks.
Below I have some views of Phoenix, one in 1911 and the remainder from 1949, focused on Union Station and the Warehouse District. Click for a larger image.
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In 1940, photographer Russell Lee visited Phoenix. His main task was taking pictures of Farm Security Administration projects in the city. He joined such distinguished federal photographers as Dorothea Lange and Arthur Rothstein.
The FSA was created in 1937 to help ease rural poverty. Among its signature Phoenix operations were Camelback Farms, northeast of downtown and intended to create a stable environment for displaced farm families, and the United Producers and Consumers Cooperative, with about 12,000 members, mostly farmers.
But the trip yielded much more, including some iconic images of Phoenix as the Great Depression was loosening its grip and war was looming. Born in Ottawa, Illinois, in 1903, Lee died in Austin in 1986.
I've written about Phoenix in the 1940s here. Below is some of his work from the Library of Congress. Click on an image for a larger view.
Welcome sign outside of town, with the meeting days, times, and places of service clubs.
Central and Washington, with Lerner Shops, movie theaters, and streetcar tracks.
The famous saguaro streetlamp across from the Hotel Westward Ho. Only one was made, outside the Chamber of Commerce.
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Henry Garfias, the son of a Mexican general, was elected Phoenix's first town marshal in 1881. Already famous for apprehending the stagecoach "ghost bandit" as a county deputy, Garfias (above, courtesy of Duran Lugo) was said to have shot dead several outlaws as marshal and brought order to Washington Street's Whiskey Row (16 saloons and four dance halls). Thus was born the Phoenix Police Department.
The department operated out of the old City Hall until it received a more modern space in the City-County Building in 1929. Call boxes were used throughout the city for officers to check in. Phoenix equipped its squad cars with radios in 1932. You can learn more about PPD's history from the Phoenix Police Museum, located in the 1929 Police Headquarters at 17 S. Second Avenue. My new novel, City of Dark Corners, is set in the Depression-era department.
The Phoenix Fire Department came from passage of a bond issue in 1886 to establish a volunteer fire service with modern equipment and an improved water supply. Still, two hose companies (one Anglo, one Hispanic) competed until Frank Czarnowski joined them together as the Phoenix Volunteer Fire Department in 1888. By 1922, it was a paid, full-time department.
Here are some early photos (click for a larger image):
A Nott steam fire engine, one of Phoenix's first (City of Phoenix).
Horse-drawn apparatus at Fire Station No. 1, First and Jefferson streets, in 1908 (McCulloch Bros. Collection/ASU Archives).
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Before "master planned communities," freeways, gravel, palo verdes, and endless pavement, Phoenix was closely surrounded by groves and farms, shade trees and virgin desert. It lasted until the 1960s and 1970s. I remember my grandmother taking me for a picnic on a dirt road surrounded by fields and beneath a cottonwood tree. Here are a few of the photos (click for a larger image):
Central and Southern avenues, 1930.
Lincoln Drive west of Scottsdale Road in 1935.
Orangewood Avenue in 1939.
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When today's Arizonans think about the state's most important U.S. Senators, they go to Barry Goldwater and John McCain. A few will remember Carl Hayden, one of the longest-serving members of the Senate and, after the assassination of President John F. Kennedy, third in the line of succession to the White House.
Yet Goldwater, although the father of the right-wing takeover of the Republican Party, had a thin layer of legislative accomplishments, and McCain did almost nothing for the state he made his home. Hayden was undeniably the most important figure in winning the Central Arizona Project in Congress.
The Arizona Senator who casts the longest shadow of accomplishments is nearly forgotten: Ernest McFarland. First elected in 1940 when he defeated incumbent Henry Fountain Ashurst, Mac was an important partner with Hayden in fighting for Arizona's share of Colorado River water. His most significant accomplishment was sponsoring the GI Bill, which provided benefits for returning benefits for returning World War II veterans, including educational benefits.
Mac was the father of the GI Bill. He also served as Senate Majority Leader from 1951 to 1953, followed by Lyndon Johnson.
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Midtown wasn't planned. It simply escaped...any coherent city planning, zoning, or vision. Some say it was Phoenix's attempt at Los Angeles' Wilshire Boulevard, the nearly 16-mile avenue from downtown LA's financial district to Santa Monica. Maybe. But Phoenix never had the economic power or urban assets to support its version of Museum Row on the Miracle Mile, Century City, Koreatown, Beverly Hills, Westwood with UCLA, and subway lines. Wouldn't want to become another LA.
The two are comparable in that both were the sites of a majority of post-1960 skyscrapers. In Phoenix, it began with the building above. A turquoise-skinned International-style box, the Guaranty Bank Building opened in March 1960, designed by architect Charles Polacek and built by contractor David Murdock (who lived a remarkable life). At 252 feet, it dethroned the Hotel Westward Ho as the tallest building in Phoenix and the Southwest. On the top floor the Cloud Club offered a spectacular view.
Over the next thirty or more years, this was the heart of the city. For better and for worse.
The Camelback Towers was also complete in the photo (a mile north at Pierson). Park Central Shopping Center had replaced the Central Dairy in the late 1950s. Del Webb's Phoenix Towers at Central and Cypress Street, one of the few co-ops in the city, opened in 1957. Twin mid-rise office buildings were opened two blocks south of Thomas; they eventually included U-Haul's headquarters. Midtown, still unnamed, was coming together haphazardly. The central business district, including most shops and department stores, were still downtown (Fillmore to the railroad tracks, Seventh Avenue to Seventh Street).
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Once upon a time, schools weren't built to resemble prisons with walls and steel fences, along with no shade and heat-radiating concrete and gravel. Even in early Phoenix, most were built to inspire. In 1873 (above) an adobe school at Central and Monroe was the beginning of better to come. Here are a few — click on the photo for a larger view:
Central School, shown in 1899, replaced the adobe structure. The town's population was about 5,500.
Monroe School at Seventh Street and Monroe, 1914. The building was preserved and is now the Children's Museum of Phoenix, alas without the shade trees and grass.
Adams School, later Grace Court, at Eighth Avenue and Adams, in 1920.
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In addition to my popular column and gallery on Phoenix Union Station, I've written about the Ghost Railroads of Arizona, the many lines that helped build the state that have mostly disappeared. Another column detailed the difficult enterprise of building railroads to Phoenix, ending its isolation. And most recently photographer Jack Delano's trip across northern Arizona during World War II. Many of these have additional photos, so check them out even if you read the text.
Now, a grab bag of railroad photos from the 1950s to today. A reminder: Phoenix is by far the largest city in North America without intercity passenger trains, mostly a failure of state government.
Click on the photo for a larger image:
The Sunset Limited, premier train of the Southern Pacific, on its way to Phoenix in 1950.
A Santa Fe train hauling a block of refrigerated boxcars ("reefers") near the Colorado River crossing at Topock in 1953. These cars also hauled Salt River Valley produce by the trainload when Phoenix was an agricultural empire.
Santa Fe freight action on the double-track main line near Holbrook in 1962. The lead locomotive is a new U25B, General Electric's first independent entry into the American diesel market. It was nicknamed the U-Boat.
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In March 1943, the photographer Jack Delano made a remarkable journey across northern Arizona on the main line of the Atchison, Topeka and Santa Fe Railway. He was working for the federal Office of War Information, documenting the massive work railroads were doing bringing troops and war materiel to both the European and Pacific theaters. In the process, he gave us images of small-town Arizona stretched along the railroad and U.S. Route 66. For example, above is downtown Flagstaff seen from the old depot looking across "the Mother Road." Flag's population was about 5,000.
Between 1941 and 1944, American railroads carried 83% of the increase in all traffic, along with 91% of all military freight and 98% of military personnel. Pullman put its thousands of sleepers into the effort and built thousands more troop sleepers and kitchen cars. The Santa Fe through northern Arizona, a critical route to the West Coast, saw a 175% spike in freight traffic. More than 1,000 cars a day went through the Albuquerque division headquarters of Winslow, with its 33-track yard and massive roundhouse and shops, along with passenger and troop trains.
The Southern Pacific through southern Arizona, including wartime Phoenix, saw similar challenges. But it didn't have a Jack Delano to document it.
This gallery comes from the Library of Congress. Click on a photo to see a larger image.
Passing a freight train carrying M-3 Lee tanks from the Arsenal of Democracy.
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In 1977, when I was working on the ambulance as an EMT-paramedic, I was temporarily exiled from the city and worked for Aids Ambulance (the former Mesa Ambulance Service). This involved rotating to stations in Mesa, Tempe, Chandler, and Apache Junction. At the latter, two 24-hour units were maintained and the crews could expect major trauma calls, even lake rescues, in largely empty country. We proclaimed ourselves the Junction Medics. Superstition Mountain loomed to the east, not unlike the late 1940s photo above.
In those days, we left behind Mesa around Gilbert Road and were enveloped by massive citrus groves. This continued for about 12 miles, broken only by an occasional trailer park. Not much was out here. AJ's population was closing in on 9,000.
We christened Rossmoor Leisure World, a pioneering gated property, "Seizure World" because of the nature of calls from its elderly retired population. Williams Air Force Base sat miles to the south, down two-lane roads crossing farmland. Completion of the freeway was years away, so Main Street in the Maricopa County part of our territory wasn't even named or part of Mesa. It was four-lane U.S. 60, primevally dark at night, no curbs or sidewalks, lethal to pedestrians. Otherwise, it was empty desert all the way to the iconic mountain.
I couldn't imagine it would be anything else.
Fast forward to the 2000s. Mesa had ballooned from 63,000 in 1970 to nearly 400,000, grown all the way to the Pinal County line. The little suburbs I served had grown supersized and merged together into a sprawling conglomeration called the East Valley. The groves and farms were gone. Superstition's slopes were profaned by subdivisions. And all that empty desert was the most coveted piece of land in central Arizona. The boosters called it Superstition Vistas.
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The trouble with Central Avenue is it's not central to anything now." So a real-estate mogul told me in 2001. He was totally bought into endless sprawl at the expense of Phoenix, but he was also wrong. With the metroplex spread from Buckeye to Gold Canyon, Phoenix's most important street is more important and convenient than ever, as has been shown by light rail (WBIYB) and growing infill.
I've written about Central before. But let's take a photo journey. Click for a larger image.
When it was Center Street, a southward look at Washington in the 1890s. Construction workers are installing water lines.
Here's a view of the Hotel Adams in 1909. It burned down a year later and was replaced by a "fireproof" hotel.
The Center Street, the first across the Salt River. Completed in 1910, the 2,120-foot-long span was claimed to be the longest reinforced concrete bridge in the world.
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The McCulloch Brothers, who have left a priceless archive at ASU, were primarily commercial photographers. Their work, which spans from 1884 to 1947, offers a variety of images of business in the young, growing city. Most of this gallery is thanks to them.
You can read about the decades on these earlier history columns: Phoenix at statehood, the twenties, the thirties, the forties, and the fifties. Enjoy and click on the photo for a larger image.
A downtown sidewalk scene circa late 1910s with the Arizona Cigar Co. and the Apache Trail Auto Stage Co.
Washington Street, the city's main commercial drag in 1928. Awnings helped keep pedestrians cool.
Overland Motors at 10 W. Van Buren in the 1920s. These blocks of the city would become the main location of auto dealers.
Phoenix Motor Co., a GM dealership, was at 401 W. Van Buren Street. It's been restored as The Van Buren, a concert venue.
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I don't know when the stretch of east McDowell from 10th Street to beyond 16th Street received this nickname. It's certainly not the legendary shopping destination of Chicago. But I do know it was Phoenix's first major retail-commercial artery outside of the downtown central business district. (Grand, Van Buren, and 17th Avenue/Buckeye were mostly motels, restaurants, and "curio" shops for travelers).
The Miracle Mile was special because it had an urban fabric missing from any other part of the city outside, even Midtown and Uptown on Central Avenue. The commercial buildings were densely packed, most right up on the sidewalk. McDowell was only four lanes wide. The result was walkability missing in most parts of a city built for the automobile.
McDowell's businesses continued beyond 16th Street and, going west, to Seventh Avenue. However, the Miracle Mile most exemplified urban authenticity. No wonder efforts are under way to reinvent the stretch. Included is a public art arch. Sadly, they face the headwinds of demolished buildings and a six-lane McDowell which is much more dangerous for pedestrians, especially at night.
A footnote: When I was around nine some friends and I rode our bikes along the mile, then turned around and came back — on the sidewalk but against traffic. I raced to catch up with them when a car pulled out from a side street. I hit the fender and tumbled over the hood, landing on the pavement. The terrified driver picked me up from the asphalt (which you shouldn't do) and carried me to the sidewalk. There an ambulance (Phoenix Ambulance, where I would work a decade later) took me to Good Sam to await my mother and grandmother. I got away with a mammoth bruise on my upper leg.
Come with me on a tour of the historic Miracle Mile (click for a larger image):
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My name and graduation date are etched in one of these bricks, which were installed to mark the 80th anniversary of my alma mater. I was honored to be one of the speakers. As for the bricks, they looked poorly carved so you might have to look hard to find those of us who paid to have our names on them. But the important thing is that Kenilworth survives, thrives, and this year celebrates its 100th anniversary.
Kenilworth was the grandest of several handsome elementary schools completed in that era, including Monroe, Grace Court, and Booker T. Washington. It was in the neighborhood that initially had the same name, where Phoenix's elite moved. Now it's the Roosevelt and F.Q. Story historic districts. But that, and the ill-considered Papago Freeway inner loop, were far in the future in 1920. Then the streetcar ran along Fifth Avenue.
By the time I came along, in the 1960s, the streetcar was gone. But Third Avenue ran straight in front on the school, no curve for the freeway onramp. Seventh Avenue was only four lanes wide with a friendly crossing guard named Paul. We lived on Culver Street when I was in first and second grades, then moved to Cypress in today's Willo historic district for the remainder of my time there.
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Tempe History Museum photo
The recent derailment and fire of a Union Pacific train on the Salt River bridge is a reminder that railroads still play a role in Phoenix, even if far less than in the past. As the late David Myrick explained in his seminal Railroad of Arizona: Phoenix and the Central Roads, eight attempts were made to build a line to the Salt River Valley before the Maricopa and Phoenix Railroad's first train arrived on July 4th, 1887.
Among the many impediments — capital, supplies, heat, permission of the Pima Indians to cross their reservation — bridging the fickle Salt River was among the most persistent. The bridge above shows a "ten-wheeler" steam locomotive and two cars on the second iteration of the span. The first saw a flood destroy its approach trestle in 1890, then was severed entirely by the Great Flood of 1891, which also did substantial damage to canals and farmland; adobe structures collapsed from the rain.
In 1902, part of the bridge gave way without warning, dropping the locomotive 20 feet into the riverbed, killing one and severely injuring another, and leaving a passenger car hanging precariously. In 1905, the flooded Salt washed away a segment of this second bridge just minutes after a passenger train had crossed it. Similar washouts plagued the railroad's crossing of the Gila River.
Finally, the current heavy steel truss bridge was built in 1912-1913. UP says it will rebuild it — or at least replace one of the truss spans — which is good news for continued freight and potential future passenger service. Given Wall Street's pressure to suck profits from major railroads and Phoenix's relative unimportance on the system, I'd be surprised if UP built an entirely new and modern bridge.
Such was not always the case.
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Sen. Robert F. Kennedy campaigning at Chris-Town mall on March 30th, 1968, soon after announcing his candidacy for president. He would be dead from an assassin's bullet less than three months later.
Some are comparing this year's unrest to 1968 — unpersuasively, to my mind — so it might be interesting to check in on Phoenix during that tumultuous year. Just what a different world this was is evident in a headline of the Arizona Republic on Monday, January 1st: "All The World Gay As Old Year Dies." Cultural language wasn't the only difference. The overnight low was 35 degrees, common then as Phoenix had several frosts each winter. The low would hit freezing later in the week. These are much more rare today amid the human-caused heat island. The paper carried Today's Prayer on the front page, as it had for years.
The sixties were a period of great change in Phoenix, where the magic of the old city's oasis was very much alive but the suburbanized future was coming — Maryvale and Sun City were abuilding. The city grew 32% during this decade. The city also entered the big leagues of sports in 1968 with the NBA expansion team Phoenix Suns.
Downtown was still a major retail center at the beginning of the decade, but it was in decline by 1968, hollowed out by Park Central and other malls, as well as low-cost retail buildings bulldozed to create Phoenix Civic Plaza with its convention center and Symphony Hall. This also leveled many single-room occupancy hotels and other parts of the Deuce. Critics warned the shattering of the city's skid row would send vagrants to nearby neighborhoods, which it did.
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A few days ago, we lost the Golden West Hotel, formerly the Steinegger Lodging House, at 27 E. Monroe Street and built in 1889. It held Newman's cocktail lounge as late as 2005. But even with all of Phoenix's losses, the preservation police could not save the oldest building in downtown. Duran Lugo documented this act of civic vandalism on Facebook's Phoenix Shadetree History page.
In memory, let me clear my desktop of some historic Phoenix photos that likely haven't been on this site before (click for a larger view)
. And a final thought: If the Golden West isn't safe, what about Union Station?
This is Seventh Avenue looking north toward Osborn in the 1940s. The image perfectly captures old rural Phoenix, including abundant shade trees. No palo verdes of gravel to be seen.
Busy Central and Washington in the same decade. Unlike today's suburban feel, downtown looked like the business core of a real city.
Thanks to Brad Hall, here's a high-resolution shot from Monroe and Central looking toward the South Mountains in the '40s. Note the Santa Fe Railway ticket office in the Professional Building. A few steps farther to the left is the Golden West. South of the Professional Building is the Hotel Adams, demolished in the 1970s.
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In a column last year, I explained why Phoenix lacks the skyscrapers that are the defining feature of big cities (such as Seattle, above). Why? It's complicated. Now, let's look at the Phoenix skyline through the years. Click on the image for a larger view.
Looking north on Central from Jefferson Street, we see Phoenix's first real skyline that emerged in the 1920s building boom. At left with radio towers is the Heard Building and beyond it the cap of the Security Building. At left, beyond the Hotel Adams, is the Professional Building.
Seen from the Courthouse Park, the Luhrs Building and art deco Luhrs Tower were among the most iconic structures from the 1920s skyline.
Another shot, this time from the Hotel Luhrs balcony, showcases the Luhrs Building and beyond it the Luhrs Tower.
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David W. Foster in 2016 at a celebration of his 50th year teaching at ASU, in the Old Main building. At left is his wife, Virginia.
My dear friend, David William Foster, Regents Professor at Arizona State University, died peacefully last night at age 79. His ASU bio doesn't begin to capture the man in full, but it's worth quoting at length because of the depth and breadth of his accomplishments:
David William Foster is a Regents Professor of Spanish and women and gender studies at Arizona State University. He has written extensively on Argentine narrative and theater, and he has held Fulbright teaching appointments in Argentina, Brazil, and Uruguay. He has also served as an Inter-American Development Bank professor in Chile. Foster has held visiting appointments at Fresno State College, Vanderbilt University, University of California-Los Angeles, University of California-Riverside, and Florida International University. He has conducted six seminars for teachers under the auspices of the National Endowment for the Humanities, the most recent in Sao Paulo in summer 2013.
In 1989, Foster was named the Graduate College's Outstanding Graduate Mentor, and in 1994 he was named Researcher of the Year by the Alumni Association. He received the 2000 Armando Discepolo Prize for theater scholarship awarded annually by GETEA (Grupo de Estudios de Teatro Argentino y Latinoamericano) of the Universidad de Buenos Aires.In 2010, Foster was honored for his lifetime work on Argentine culture by the Centro de Narratoloia at a program held at the Argentine National Library. He is past president of the Latin American Jewish Studies Association.
We've lost a man of astounding achievements, and this comes atop the crushing loss of historian Jack August in 2017. Arizona, and the world, are less for these passages.
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History is written by the victors.
This marks the 40th anniversary of the Arizona Groundwater Management Act. The state Department of Water Resources said in a press release:
The 1980 Act was – and remains -- the most sweeping state law in the Nation governing groundwater use. In addition to creating a coherent, manageable system for helping wean Arizona’s most populous regions from groundwater use, it enacted the framework for long-term groundwater-use reduction that continues to the present.
“In Arizona, we stand on the shoulders of giants — pragmatic, visionary leaders whose achievements have shown us the way and enabled our high quality of life,” said Governor Doug Ducey.
If today's Arizonans know of the landmark law at all, it's via the shorthand that new developments were required to show a 100-year supply of water. But it was primarily intended to stop groundwater depletion, which was frighteningly reducing aquifers that had taken centuries or millennia to fill. The most noticeable sign of this phenomenon is subsidence, the collapse of the earth and opening of fissures as groundwater is pumped away.
Groundwater pumping was particularly problematic in Pinal County, which depended on it heavily for agriculture. The irrigation district from Coolidge Dam wasn't nearly enough for the demands of farming there, rapidly giving way to tract houses. The resulting dead landscape along I-10 between Phoenix and Tucson makes it The Ugliest Drive In America.
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This post piggybacks on the Phoenix at Statehood column from this past year. This time the emphasis is on photography, most from the Library of Congress and the McCulloch Brothers collection at the ASU Archives. Click in the image for a larger view. Enjoy.
Washington and Center streets in 1872. The town wasn't even incorporated until nine years later. Note the abundance of shade trees even at this early stage.
Before the arrival of the railroads, mule teams hauled freight to and from Phoenix — in this case headed for "the mines." This is the 1880s at Jefferson and Second Street (Maricopa Street).
Another view of mule teams hauling freight along Jefferson Street in the 1880s.
First Avenue and Adams (Cortes Street) in the 1890s. The 1889 Fleming Building is recognizable at right. Today the boxy Wells Fargo tower stands there.
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I continue to feed the endless appetite for photographs of Phoenix. The value I try to add on this site is telling some of the story behind the images. I get these from a variety of sources but one of the best is Brad Hall's History Adventuring on Patreon — pledge a dollar or more and you can get access to far more photography. Click on the image for a larger view.
Here's the southwest corner of Central and Osborn in the 1970s before the two bank towers were built. This was when the city was still litigating its long battle against billboards, hence the Eller sign advertising an early gated property around 27th Street and Osborn. Behind it is an old Phoenix stucco apartment. To the right are the Mayer towers, the short one with the Playboy Club on top and the tall one with the outside elevator, headquarters of First Federal Savings.
From when I was growing up, here's the Arizona Bank at Central and Cypress Street. The shady area to the north surrounds a beautiful building that now houses the Inter-Tribal Council of Arizona. Most of these trees were ripped out for palo verdes.
The Blue Cross-Blue Shield headquarters at Third Street and Indian School, completed in 1970. This midcentury masterpiece was lost, replaced by a gas station.
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A score of things that made today's Phoenix:
1. ASU: In 1920, Tempe Normal School was awarding teaching certificates and providing high-school courses. From there it became Tempe State Teachers College (1925), Arizona State Teachers College (1929), Arizona State College (1945), and finally a university (1958). Today, under the dynamic leadership of Michael Crow, ASU is one of the largest universities in the United States. Among its five campuses/centers is the transformative downtown Phoenix location. The downside: Phoenix is by far the largest metropolitan areas in America with only one real, full-sized university.
2. Agriculture: A century ago, Phoenix was the center of a major agricultural empire thanks to its location in one of the planet's great alluvial river valleys. Anything would grow — just add water, which was abundant thanks to Theodore Roosevelt Dam and its successors. It's almost all gone. At one time, we could feed ourselves and exported produce and beef to the nation. Now Phoenix is almost entirely reliant on the 10,000-mile supply chain. A more foresighted place would have established agricultural trusts to preserve the citrus groves and Japanese flower gardens.
3. Air conditioning: Refrigerated air showed up in movie theaters and new hotels a century ago. Swamp coolers and central air units made Phoenix bearable for more people year-round (no more sleeping porches and wrapping oneself in wet sheets in summer). For awhile after World War II, Phoenix was also a center of air-conditioning manufacturing.
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Here are photographs of Phoenix from 100 years ago — I wrote about the decade in this column. Click on the image for a larger view. Enjoy!
The McColloch Brothers Commercial Photographers posing in 1928 outside the Arizona Republican offices. ASU preserves the McCulloch archive as an essential resource for images from 1884 to 1947.
First Street and Washington looking north with the Anderson Building on the left in 1928.
In 1926, Phoenix gained the northern main line of the Southern Pacific Railroad and most of its passenger trains at new Phoenix Union Station. This San Diego Chamber ad promotes a direct route between the two cities on the SP's challenging Carrizo Gorge route. That segment was originally begun by sugar magnate John Spreckels.
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Last week's gallery of the 1940s was so wildly popular, let's continue on a theme. For readers, I produced columns on Phoenix in the 1950s and the 1960s. I invite you to read them, for they provide important context and history of the photos that follow (images that didn't make the original decade columns).
Enjoy! (Click on image to see a larger version):
Overhead and in color, Phoenix in 1956. In the lower part of the photo are the Southern Pacific tracks and the Warehouse District. In the middle-left is Phoenix Union High School, including Montgomery Stadium. Camelback is bare of any houses, a situation that won't last long.
Roosevelt Row was decades in the future when Birch's Drugs was snapped in 1953. It was part of a larger commercial strip along east Roosevelt and easily walkable from the Evans-Churchill and Garfield neighborhoods.
Another walkable spot. Tenth Street and McDowell, part of the "Miracle Mile" commercial district in the 1950s.
The northwest corner of Indian School and Central shows A.J. Bayless, Bekins moving and storage, and Carnation Dairy's restaurant, soda fountain, and main processing plant. It's 1957.
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Earlier columns delved into our fair city in this decade and its role in World War II. Here are more images from the decade. Most are thanks to the McCulloch Bros. Collection at the ASU Archives or Brad Hall's archive (click for a larger view):
First Avenue looking northwest toward the Title and Trust Building (now the Orpheum Lofts).
First Avenue and Monroe in 1947.
Inside the famous Saratoga Cafe at Central and Washington.
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When I was a little boy, I rode the bus with my grandmother. We would board around Central Avenue and Cypress Street, riding downtown to shop. Such excursions were rare, to be sure. This daughter of the frontier loved to drive as much as she adored sliced bread, paper towels, and her "stories" (soap operas) on television.
In those days, the 1960s, buses were operated by a private company as Valley Transit. The city's surprisingly extensive streetcar system was a fading memory — cutbacks began in the Depression and the last dagger was a fire at the car barn in 1947. The replacement bus system was inadequate from the start.
In 1971, the city regained control of the system. Private ownership hadn't worked. Three years later, the Tico logo appeared on festively repainted Phoenix Transit buses. The mascot showed a sunny dot wearing a smile, sunglasses, and sombrero. It remained on Phoenix buses until the late 1980s.
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In 2010, Phoenix and Arizona were stuck in the worst (by most measures) bust since the Great Depression. Unemployment peaked at 10.9% in January statewide and 10.2% in metro Phoenix. Single-family housing starts in the metro area plunged from a monthly peak of 6,000 in 2004 to 854. Construction jobs fell from 183,000 in June 2006 to 81,000 in the summer of 2010. Phoenix was a national epicenter of the housing crash.
It was an eerie time. Freeways that had been clogged with tradesmen's pickup trucks were noticeably empty.
Now, nearly a decade later, the economy has recovered. Metro Phoenix joblessness was 4.1% in October, higher than the 3.6% nationally but still a marked improvement. Building permits clawed out of the 2009 trough but are still at levels of the early 1990s.
Population — the holy of holies worshipped by the local-yokel boosters — bounced back. After falling from 2008 to 2010, it rose by 653,000 by 2018 in the metro area. A much ballyhooed snapshot had the city itself the fastest-growing in the United States from 2017 to 2018. But the percentage rate of change looks to be slower this decade than the 2000s or the record 1990s.
True, the decade doesn't officially end until a year from now. But the "twenties" begin in the popular imagination this New Year's. So let's take stock of the "teens":
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In 1967, my mother arranged for me, my friend Billy Warren, and my grandmother to spend much of the summer in Payson. It had not been connected to the outside world by a paved highway for even a decade. The population was around 1,500 and it was clustered around a real tiny town, the enchanting massif of the Mogollon Rim towering to the north above the forest. I was 10.
We lived in a rented house on what's now called Frontier Street, a few blocks west of Arizona 87 (the Beeline Highway). Like almost everything in town, it was built of wood. An early look around was a disappointment to this callow city kid: No trains, no chain restaurants, no easy biking to parks or soda fountains. I don't recall having television, either. Payson revolved around the two-lane highway, with logging trucks rumbling by and everything locally owned. At night, the darkness was primeval under the vault of billions of stars.
The fear of boredom didn't last more than 24 hours at most. The volunteer fire department had a new station a block south, a place to hang around, admire the apparatus, and talk to the firefighters. I got a library card and quickly became a darling of the librarians by being a bibliophile and checking out books every few days.
But the big show was outside.
Both Billy and I were in Scouts — Camp Geronimo was north of Payson — so my grandmother had no concerns about us spending most of the day wandering around the forest. And we did, armed with canteens, pocket knives and compass. She trusted our good sense and caution. In those days, child abductions were rare. Today, Arizona has 909 open cases of missing persons, many children.
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St. Luke's Hospital was built on the ruins of the dense Hohokam village called La Ciudad. It tilts at an angle because it had to fit against the original canal dug by Jack Swilling and his gang from Wickenburg. The Town Ditch or Swilling's Ditch was covered in the 1920s but Villa Street preserved the angle. Today's St. Luke's extends all the way to Van Buren Street with a ghastly spread of rocks and gravel. Yet the hospital you see above was built in the shady Montezuma Heights barrio of houses and public housing projects south of Edison Park. No gravel.
In my time on the ambulance, I spent a good amount of time at the emergency room of St. Luke's (or, as we called it with our dark humor, St. Puke's). In the New Testament, Luke the Evangelist was referred to as a physician.
Once, we heard an explosion outside and went to check what had happened. A patient had thrown himself off an upper floor and was well beyond our ministrations. On a happier note, we regularly had lunch (Code 7) at nearby Sevilla's (before it moved to McDowell), a family-owned Mexican restaurant surrounded by the 'Jects. The homeboys kept watched over our units so they wouldn't be broken into for drugs or stolen.
Off duty, I would visit my mother there, in her twice-annual stays as a patient, being treated for the emphysema that would kill her within a few years. The care was good.
I write all this because, after a century at this location, St. Luke's is closing.
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No physical landmark says "Phoenix" more than Camelback Mountain. It's also a geological oddity. The camel's hump was formed in the Precambrian era, from 2 billion years ago (in Arizona) to 600 million years ago. But the camel's head came from the Tertiary period, as recently as 66 million old — it was created around the time as the Papago Buttes.
As Halka Chronic writes in Roadside Geology of Arizona, "The whole sequence of Paleozoic and Mesozoic rocks that should come between the Tertiary head and the Precambrian hump is missing!" It's also the only faulted mountain in the Salt River Valley, the hump caused by the earth being lifted upward rather than volcanic activity.
President Rutherford B. Hayes included Camelback in the Pima and Maricopa Indian reservation, a move reversed by the Territorial Legislature six months later. The 1956 photo above shows the mountain was still pristine, the same iconic image seen by the Hohokam, to whom it was sacred, and the first pioneers. But preservation was tardy and by this time private interests owned the entire mountain.
By the early 1960s, houses were marching up the side, with plans to go all the way to a resort on the top. I write about the ultimately successful effort to save the mountains elsewhere. It is true that Barry Goldwater took on the cause of Camelback after his unsuccessful 1964 presidential bid. We schoolchildren collected coins for the effort. But it ultimately took federal money, thanks to Interior Secretary Stewart Udall, to save the upper reaches of Camelback.
Phoenix extended Arcadia Drive north of the mountain's namesake avenue to serve the luxury homes clinging to the side. Who doesn't remember their first kiss from Valle Vista Road with the city lights reaching to the horizon. Unfortunately, recent years have also seen enormous numbers of hikers, especially tenderfoots attempting the ascent of this wilderness in the hottest weather. Their rescues put first-responders at risk and cost city money.
Let's take a visual tour of this magical mountain through the years:
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I watched the Apollo 11 landing and moon walks in Phoenix with my grandmother. She was born on the frontier with horses and buggies, was alive when the Wright brothers first flew, when Lindbergh crossed the Atlantic...and now this. The entire trajectory of her life had been one of American progress (sliced bread! air conditioning! paper towels!). Mine was different.
Fifty years ago, Phoenix was on the cusp of nearly 582,000 people and Maricopa County of 971,000, increases over the decade of 32 percent and 46 percent respectively. The aggressive annexation that took the city from its compact 17 square miles in 1950 to 188 square miles a decade later continued. By 1970, Phoenix would spread over 248 square miles, all the way to the two lanes of Bell Road.
Charter government was still firmly in control of City Hall with little foreshadowing that its era was coming to an end. Milt Graham was still mayor. Young and popular, Graham had helped seed Charter's demise by running for a third two-year term, breaking the promise that the Charter Government Committee put up civic stewards, not career politicians, and mayors only served two terms. Importantly for the city's future, Graham was vehemently anti-transit.
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On Feb. 14th, 1912, Phoenix became the capital of the 48th state — Arizona would remain the "Baby State" until 1959, when Alaska and Hawaii were admitted to the union. With 11,314 people in the 1910 Census, it was still less populous than Tucson but would soon surpass the Old Pueblo, with growth of nearly 166 percent in this decade.
The new state capital was still fairly isolated. A transcontinental railroad main line wouldn't arrive until 1926. Still, in 1887 a branch from Maricopa had been completed by a subsidiary of the Southern Pacific, although it was plagued by flood wash-outs. The Santa Fe's Peavine branch had arrived from the ATSF main line at Williams via Prescott in 1895. A streetcar network was growing, too.
Phoenix was far from the powerhouse it would become. Arizona's economy was primarily driven by mining, so towns such as Bisbee and Jerome generated spectacular wealth with their copper mines. The same was true of the mining district around Globe. Railroads were also major players. All were controlled by out-of-state interests, a major reason the Progressive-era state constitution established a Corporation Commission to regulate at least rail lines (and later utilities).
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It's not true that Phoenix has no seasons. Not even the joke that they are "hot, hotter, hottest, and hell." They just change with a sublime nuance. Or this was once the case. Leaving the delightful 70s in Seattle, I am here for 110, headed to 111. This is five to six degrees hotter for this time of year than normal. Summer temperatures have risen about 10 degrees in my lifetime, especially the overnight lows. And summer is lasting longer.
This is mostly the result of "local warming," where the farms, groves, and desert have been replaced by sprawl and gravel, along with the destruction of thousands of shade trees and the grass and landscaping that made the city more beautiful and livable. I suspect that few people know this or even notice it. For one thing, Phoenix suffers from a high rate of population churn. And many of today's residents are here for the heat, "the hotter the better." Advanced automobile air conditioning and air-conditioned houses cloak the danger of this human-made environment. So when all the asphalt, concrete, and fruit of the Arizona Rock Products Association release the accumulated heat after sunset, so what?
Consequences abound. Several large wildfires have raged. I also notice on the Phoenix Fire Department regional dispatch site a significant uptick in brush fires, requiring significant commitment of apparatus to knock down. One reason is the expanding exurban development into the desert. Fools go hiking and mountain climbing in this weather. That was once rare. Summer was the time to spend inside, especially during the day (when the nights cooled down). When I was a paramedic in the 1970s, a summer mountain rescue was extremely rare. No more. Now, multiple rescues happen every day, putting first responders at risk and the "victims" often near death.
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The most precious treasure of old downtown Phoenix is in flux. This could provide the city a long-overdue opportunity. Or it could go sideways in a hurry. I'm writing, of course, about Union Station.
According to CBRE, the big real-estate services firm "has been retained as exclusive representative to offer qualified investors the opportunity to purchase fee interest in the iconic...Union Station site in downtown Phoenix at 401 W. Harrison Street." It goes on, "Depending on the vision of a new owner, the Property may be eligible for a myriad of monetary and tax advantaged programs..."
Sprint, which has used the station to house switching equipment since the late 1980s, intends to move out before the end of next year. The Union Pacific Railroad's ground lease ends in March 2023, a century after the building was completed. Now what?
One of the most popular columns on this site is my history of Union Station (with photos) — you can read it here. The Spanish revival building brought together the Southern Pacific and Santa Fe railroads in one full-service station. Three years after its completion, the SP finished its northern main line and routed most of its passenger trains through Phoenix. The city was served by multiple intercity trains a day through the 1960s.
The last Amtrak train called here in 1996. The state refused to partner with the SP (merged with Union Pacific the same year) to maintain the west line between Phoenix and Wellton to passenger-train standards. Phoenix became the largest American city by far with no intercity rail service. Sprint — which was started by the SP — using the depot for switching equipment helped protect and save it. Being on the National Register of Historic Places wouldn't have stopped Joe Arpaio's jail-building mania and other losses in the Warehouse District. Mesa lost its lovely SP depot to arson...no one cared.
Who will care now?
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A conversation on one of the Phoenix history pages of Facebook got me thinking about the thousands of cuts that bled downtown nearly to death. It was about the old Main Post Office at Central and Fillmore, now mostly used by ASU but contained some incomplete or wrong information. Still, a useful jumping off point.
Back in 2013, I wrote a three-part series entitled "What Killed Downtown" (see here, here, and here). It's still the gold standard on the subject. But the tale of the Post Office illuminates it in microcosm.
This lovely Spanish-revival building was completed in 1936, designed by Lescher & Mahoney, the architects responsible for many of Phoenix's finest buildings. Among them are the Orpheum Theater, Brophy College Chapel, El Zariba Shrine Auditorium (former home to the Arizona Mining and Mineral Museum), Phoenix Title and Trust Building (today's Orpheum Lofts), Hanny's, and the Palms Theater.
It was planned in the 1920s to replace the Post Office segment of the old Federal Building in the government block at Van Buren and First Avenue. With Sen. Carl Hayden's backing, it was originally intended to be six stories tall and closer to the central business district. But because of expensive land, the site was move north across from the new Westward Ho and the height was lowered. Building it was among the myriad federal projects that lifted Phoenix out of the Great Depression.
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My mother told me I was "a city kid" and a "desert rat." She was right about the first, but not the second. I was a child of the oasis, growing up in what are now the historic districts north of downtown and in the old city.
It's almost all gone now. Every time I'm back in Phoenix, I am struck my how ugly it is, especially with the proliferation of skeleton trees and heat-radiating gravel in places they should not be. If this is the price paid to accommodate ever-expanding sprawl, it's a devil's bargain, a short hustle. With the enormous numbers of newcomers and population churn, people don't even know what has been lost.
One of the most heartbreaking losses was the Japanese flower gardens along Baseline Road.(above). An agricultural trust could have prevented it. But the feral greed to replace it with faux Spanish-Tuscan crapola was too much to overcome.
A reminder: Phoenix is at or near the convergence of five rivers in the world's wettest desert. Scores of shade trees are native. With the alluvial soil of the Salt River Valley, anything will grow here.
But as on the national level (only 26,000 history majors now), the loss of memory is a dangerous thing. Milan Kundera, the Czech novelist, wrote that the struggle of man against power is the struggle of memory against forgetting. Thanks especially to the priceless McCulloch Bros. Collection at the ASU archives, we can struggle. I only wish more of these images were in color.
Here are a few views of authentic Phoenix. Click on an image for a larger view:
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They've been cutting down the historic shade trees that lined Cotton Lane in the far west valley, probably in anticipation of widening the road. More of authentic Phoenix...gone. Thanks to Joe Velasquez for the photo.
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Most of the historical photos on this site show the rise of a handsome small city, with commercial buildings, stores, churches, and warehouses.
But single-family houses and apartments proliferated in and near the original townsite even as monuments such as the Heard Building and Luhrs Tower rose. People were living downtown before it became desirable again in recent years. Above are the Dennis and Jacobs Mansions on Monroe between Second and Third Streets along "Millionaires Row," built in the 1890s. They were demolished in the 1950s for surface parking lots.
Rosson House, restored in Heritage Square, was designed by architect George Franklin Barber — he sold his designs by mail order. It was completed in 1895 at 139 N. Sixth Street. The Stevens-Haustgen Bungalow is nearby, also restored.
Most of the residences downtown were more modest. For example, the 1935 City Directory shows homes for Mrs. Della Jeanette at 129 S. Third Avenue, Mr. Samuel Lopez at 133 S., and Mr. Nestor Chavez at 333 S. Third Ave. Some were businesses where the owners lived on an upper floor. But others were simple, single-story houses gradually giving way to the expanding Warehouse District. The same is true along south Second Street, including parts of Chinatown, connected by Madison and Jackson streets, Gold and Paris alleys.
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Valley Center, now the Chase Tower, under construction in 1972. At 483 feet, it remains the city's tallest building.
The Republic recently ran a story to answer the question of why Phoenix lacks the skyscrapers that are one defining characteristic of other big cities. One of the problems of a place with so many newcomers is the loss of historical knowledge. So the story was, at best, incomplete.
The two big reasons given were automobile-based sprawl and a "polycentric" city with many cores. But both apply to other cities with much higher and more distinctive downtown skylines. Los Angeles comes to mind. It has "downtowns" in Century City, West LA, and Hollywood. It is a city built around the car, although it has rebuilt an extensive rail transit system.
But downtown LA, which is staging an astonishing comeback, is home to an impressive skyline. The Wilshire Grand, finished in 2017 and standing 1,100 feet with its spire is more than twice as tall as Phoenix's Chase Tower. The same is true of the U.S. Bank Tower, completed in 1989. About 28 skyscrapers there are taller than Chase.
Chicago, Dallas, Houston, and Charlotte have cheaper outlying land and sprawl, but each has a much more impressive skyline than Phoenix.
One big reason downtown Phoenix lacks taller buildings is its proximity to Sky Harbor International Airport. Valley National Bank wanted its new headquarters to be even taller, but the plan was quashed by the FAA. Sky Harbor is not much closer to downtown than Logan airport to downtown Boston, but Logan's runways primarily run southwest to northeast. In Phoenix, the runways are east-to-west and airplanes usually fly directly south of downtown. Gaining altitude means expending more jet fuel, especially in summer. And Sky Harbor has enormous influence at city hall. This has prevented doable towers at a higher number of floors at Third Avenue and Van Buren and further west.
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Today's Valdemar A. Cordova Municipal Court Building occupies the site of young Phoenix's first major theater, the Patton Grand, which opened in 1898. The new motion-picture industry was just getting started, so the theater hosted a variety of events such as plays and concerts.
It was also a point of pride in a town with a population of 5,544, which had made it through the national financial panics and local droughts and floods that characterized that decade. The theater sat 1,200 people. It also boasted hefty backstage spaces, based on the photo above, with room for curtains, lighting, and scenery.
E.M. Dorris, of the prominent merchant family, bought the theater at the end of 1899. It became the Dorris Opera House, the name by which most old Phoenicians and history buffs know it. Until the completion of the Phoenix Union High School Auditorium, the Dorris was the heartbeat of civic events, from traveling musicians, plays, and speakers, to political and union gatherings. It then settled in as a movie theater.
But, at Third Avenue and Washington, it was only one of many movie houses within walking distance of the city center or the streetcars. Let's take a stroll to some of them.
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The last time I sat down with Karl Eller in his office on the Camelback Corridor, he said, "If I were 30, I'd move to China."
It was classic Eller: Ambitious, brash, optimistic, visionary. This was in the 2000s, before Xi Jinping's crackdown, when the People's Republic seemed to be an endless source of opportunity. Rather like the Phoenix of the 1960s and 1970s, when he was young.
Eller, age 90, died on Sunday. He was the last of the old Phoenix stewards — people such as Walter Bimson, Frank Snell, Eugene C. Pulliam, and John Teets who could knock heads and write checks, who saw their companies' interests as synonymous with the health of Phoenix. Those essential stewards no longer exist and Phoenix is crippled as a result.
If you grew up in that 1960s Phoenix — a new city of the future, or so it seemed — you couldn't drive down a street without seeing Eller's name on the bottom of a billboard. Eller Outdoor was his first big score, a business he bought from the outdoor advertising pioneer Foster & Kleiser, for whom he worked as a "lease man." With roots in the Northwest, F&K, by this time a division of Metropolitan Broadcasting, offered Eller the billboard business in Phoenix, Tucson, Bakersfield, and Fresno. The $5 million price seemed impossible for a young man with net worth of $50,000, but he rounded up investors and closed the deal. He turned it into his first empire.
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When the Wright brothers made their first flight in 1903, Phoenix had a population of 5,544, finally larger than Prescott but still smaller than Tucson. Construction of Theodore Roosevelt Dam began the same year.
"Aeroplanes" — and even before that balloons — give us a great vantage point to track the city's growth. Most of these photos are collected by Brad Hall. Click for a larger image:
A balloon view over Second Street and Adams in 1911.
The same year an airplane captured this shot at Washington and Second Street. Block 23 is in the near lower right. A few blocks west is another block of shade trees — that's the county courthouse. The multi-story structure with raised awnings in the mid-upper-right is the Fleming Building.
Here's the town in 1915, with a view looking south. Central Avenue is the street that goes all the way across the Salt River.
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The first downtown Phoenix grocery in decades is scheduled to open in October, part of a mixed-used project that will also include 330 apartments. This will be a major test for the revived central core. I've been skeptical as to whether demand exists — Bashas' passed on the store during the Great Recession — but maybe ASU, more downtown residents, and proximity to light rail (WBIYB) will make the difference. Fry's is owned by Kroger, which wouldn't undertake such an enterprise without a good chance of success.
This is located on Block 23 of the original half-mile Phoenix townsite, laid out by William Hancock, one of the town's most influential citizens and friend of Jack Swilling, in 1870. Two parcels were set aside for public uses. One was Block 76, located between Washington and Jefferson and Cortes and Mohave streets, and Block 23 between Washington and Jefferson and Montezuma and Maricopa streets.
The former was designated for the county courthouse square. Block 23 was labeled "plaza," for municipal uses. In a turn of the 20th century renaming of streets, Cortes and Mohave became First and Second avenues. Montezuma and Maricopa became First and Second streets. In 1879, some 400 Phoenicians gathered on Block 23 to witness the hanging of two murderers.
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It's the tenth anniversary of the completion of metro Phoenix light rail (WBIYB). I'll have a history of the project in a special insert of the Arizona Capitol Times. In the meantime, some common questions and answers.
1. What decided the route of the starter line? It was a combination of demand, available right-of-way, and cost. The line follows the route of the old Red Line bus, which was at 125 percent of capacity by 2000. This ensured high ridership and a favorable outcome in federal funding (with an invaluable assist from the late Rep. Ed Pastor).
2. Why was it built at grade rather than as a subway or monorail? Cost. While both those modes — especially a subway — would have been preferable to street running, the funding was not available. The federal government once spent heavily for such subways as the D.C. Metro and Atlanta's MARTA (originally meant for Seattle), but that aid largely ended by the 1980s. Monorails also have the problem of controversy about being unsightly to some, although the Skytrain in Vancouver, B.C., part overhead and part subway, is highly successful.
3. Did Mesa almost miss out on light rail? Yes. The most conservative big city in America was especially wary of the project, and the starter line might have ended at McClintock Drive in Tempe. If so, it would have been very expensive to eventually build into Mesa. Mayor Keno Hawker played a leading role in securing city council approval of the line to Sycamore. This set the table for extending light rail deep into downtown Mesa under Mayor Scott Smith (now Valley Metro CEO). With Phoenix, Tempe, and Mesa on board, this helped the metro area rise in the national competition for federal assistance.
Continue reading "Ten questions about light rail, answered" »
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KJZZ had a story about a pilot program unveiled at 15th Avenue and Butler Drive, making it "the first neighborhood to install gates to close their (sic) alleys to outsiders...designed to prevent criminal activity and illegal dumping."
It was spun as a "celebration," but it made me sad.
Alleys have a colorful history in early Phoenix. Many had names, such as Melinda's Alley and the vice-ridden Paris Alley downtown. As the Phoenix grew, so-called service alleys were part of the cityscape. Trash trucks used them as burly garbagemen heaved the contents of aluminum garbage cans into the back of the vehicles to be crushed and stored (in Scottsdale, it was the Refuse Wranglers). Utility crews employed the alleys for maintenance and meter-reading.
They were a delightful playground growing up in mid-century Phoenix. Alleys were the battlefield for our childhood conflicts: Flinging oranges, dirt clods, and, the highest escalation, rocks at each other. Secondary weapons included spears cut from oleanders. (Don't believe the nonsense about innocent children; of course, today we little boys being little boys would be diagnosed on a "spectrum" and heavily medicated).
I remember one battle where we were hunkered down in a makeshift fort as our opponents hurled rocks at us. One little boy named Harry kept running up within a few feet and throwing a stone into the fort. But I had a Wrist Rocket slingshot and after several close encounters with Harry, he came again, an angelic smile on his face — until I let go a decent-sized pebble into his chest at high velocity. I still feel a little guilty. But we won the rock fight.
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In Seattle, I frequently encounter rich people whose family wealth can be traced back generations. Although they might be techies, bankers, lawyers, investors, or philanthropists, their great- or great-great grandparents made their fortunes from timber. It was the foundational extraction industry of the Pacific Northwest.
Timber and logging are now a small fraction of the region's economy, but they created the riches that would propel Seattle into becoming a world city. Most famous was Frederick Weyerhaeuser, a German immigrant who, with his partners, built a timber empire with help from the railroads. Although Weyerhauser's headquarters was in Tacoma for many years, then in the suburb of Federal Way, the company recently moved to Pioneer Square in downtown Seattle, the better to attract top talent. William Boeing made his money from timber before founding the aerospace company that bears his name. And so it went.
Phoenix had its start in land extraction, too. First as an agricultural empire, then as a "migropolis," attracting millions of people to hundreds of square miles of subdivisions. But there the similarity ends. Phoenix never moved beyond the extraction industry of the land economy to become an economy based on value creation.
The consequences were on sharp display in the 2000s, when an effort was made to create a metropolitan arts council that would lobby for taxes to support culture. While the enterprise failed, it produced a remarkable study. That found that Phoenix ranked around 35th nationally in giving to the arts, despite Phoenix being the fifth most populous city and the 13th largest metro area. The same holds true for book markets. Phoenix is tough ground for writers. A new study found Arizona last in charitable giving.
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Before we get out of campaign season, it's worth remembering one of the most riveting contests in American political history: Harry Truman's run for president seven decades ago.
In 1948, Truman was serving out FDR's fourth term, having become the unexpected vice president to the ailing president four years before. Roosevelt died within months of winning the election, leaving Truman to lead the nation through the conclusion of World War II. Truman was untested and, compared with the suave FDR, came off as a country bumpkin. Also, after 16 years of Democratic triumphs, Americans were ready for a change. Republicans won control of Congress in 1946. The well-regarded New York Governor Thomas Dewey, who ran well against Roosevelt in 1944, was widely expected to win the presidency in 1948.
But the GOP misjudged their opponent in the White House. A fierce partisan with a volcanic temper, Truman famously ran against the "Do Nothing" Republican Congress. Even so, he remained the underdog. Thus, Truman embarked on a 30,000-mile whistle-stop campaign, criss-crossing the nation in a special train.
Truman visited Phoenix in September, where 7,000 people crowded around the rear platform of the armored presidential railcar Magellan to hear a "Give 'em hell" speech. The 17-car presidential special traveled east on the Southern Pacific. It previously stopped in Yuma, where 6,000 heard Truman speak and Arizona dignitaries boarded for the ride to the capital and Tucson.
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