Sprawled Out: The Search for Community in the American Suburb

Franklin has a hiring freeze in effect; now Franklin has no director of city development

FranklinNow.com reports that Franklin's director of city development, Doug Wheaton, has resigned "to attend graduate school at Harvard University."

The story notes: "In the three years that he has worked for the city, he has overseen 41 commercial developments, including the Fountains of Franklin and Shoppes at Wyndham Village."

As I have noted here often: Franklin's director of city development is scored on the mere NUMBER of developments that occur on his or her watch, not the QUALITY of those developments. I was correct. This is why the quality-based plan staff should not report to a position that derives kudos from simple quantity.

Despite many attempts at a meeting, I have never had so much as a conversation with Mr. Wheaton; he invariably would have the city plan staff run interference for him.

Good luck to him, nonetheless, in his new endeavor.

Shoppes at Wyndham Village/Temple of Target scheduled to open. Anticipated asphalt temperature at ribbon cutting: 112 degrees

The temple of Target, originally uploaded by johnruexp.

I imagine we'll soon see a big gong installed on top of this monstrosity so the native inhabitants (some sort of parking lot cult) can summon King Kong.

We get what we deserve.

Ribbon cutting for the Shoppes is July 7th. Target opens on July 24. Whether human sacrifice is scheduled for either event has not yet been announced.

UPDATE: For a look at yet another local monstrosity proposed by a different developer, be sure to visit Metro Milwaukee Today.

They really have our number, don't they?

Marquette Interchange to open early. In other news, Marquette Interchange will soon be declared too small to handle Milwaukee traffic.

Who needs sensible and attractive mass transit options when you can move one-person-per-car through asphalt spaghetti?

Furthermore, no one rides trains and light rail. Oops - I guess they do.

I imagine this dialogue in the near future somewhere in the United States.

"I'm think of moving to ... Milwaukee."

"Really? Why?"

"Dude, they have that fantastic INTERCHANGE!"

"But you don't have a car, and gas is $5.75 a gallon."

"Dude, c'mon - the Marquette freakin' Interchange! Who-hoo!"

Via Smart Growth America:

"The dismal failure of Milwaukee’s civic leaders to bring the region’s public transit infrastructure up to 21st-century standards is more than just another run-of-the-mill breakdown in leadership."

University of Wisconsin-Milwaukee Professor Marc. V. Levine gets it right in his op-ed from this Sunday's Milwaukee Journal Sentinel.

Meanwhile, we have in County Executive Scott Walker a living example of willful obstinacy that is slowly and oh-so-surely killing Milwaukee and the surrounding region. This blind obstructionist is planning to proudly veto an advisory referendum on a (much-needed) 1-cent increase in the county sales tax! 

Read that again: Scott Walker is vetoing a vote in which the people decide - - in a nonbinding vote - -  whether it's worth a tax hike to fix the broken county.

He doesn't want to know how the citizens of his broken county feel about the current state of transit, parks, and other infrastructure?

Who does this sort of thing? A politician who is plotting a run for governor and who fears the likes of Mark Belling, that's who. Scott Walker is looking out for Scott Walker.

Once again, self-interest reigns, and Milwaukee's reputation as a non-starter that cowers under the clumsy brickbats of conservative radio talkers - - a cartoon-character breed that squeals in desperate search of attention and ratings and without regard to any larger truth - -  spreads across the nation as surely as this poorly formed, run-on sentence spreads across your screen.

It's time to ignore the talk-radio narcissists and pandering politicians and do what needs to be done. And if a County Executive fears an advisory vote by the people that may hinder his political future, his time is up.

Dim light at the end of the tunnel

The region needs higher wattage ideas for transit

By MARC V. LEVINE

The dismal failure of Milwaukee’s civic leaders to bring the region’s public transit infrastructure up to 21st-century standards is more than just another run-of-the-mill breakdown in leadership.

It is a public policy debacle that threatens the very economic viability of this city and region — and it comes at a time when we already are struggling with stagnant growth, spreading poverty and shockingly high rates of joblessness in the inner city.

Skyrocketing gas prices and awareness of climate change are reshaping the way Americans live, work and play. Mass transit ridership is surging in cities with rail transit systems, as commuters seek alternatives to $4.50-a-gallon gasoline. Suburban and exurban communities, whose growth was predicated on cars and cheap gas, are facing bursting housing bubbles and an uncertain future.

In this new era, the economic winners will be cities and regions that have invested in state-of-the-art mass transit. Unfortunately, few metropolitan areas are less prepared for these changes than Milwaukee.

Unlike in virtually all other large U.S. cities, leaders here have balked for two decades at building any form of regional rail transit.

By contrast, other cities, such as Baltimore, St. Louis and Minneapolis have built light rail systems since the 1990s (and ridership has soared by 15% this year in all three places). In 2004, Denver voters approved a $4.7 billion bond issue, underwritten by a sales tax, for a 119-mile expansion of their system, while Kansas City recently approved financing of a $1 billion, 27-mile light rail line.

Even in conservative, historically anti-tax “red states,” civic leaders and voters have understood the economic imperative of investing in rail transit. Salt Lake City recently raised the sales tax to expand regional rail. Phoenix is building a 20-mile, $1.3 billion light rail line. And in Texas, that bastion of big-government liberalism, Dallas is investing $4 billion to double the size of its regional light rail system to 90 miles.

In an era of expensive gas and pressures to reduce carbon footprints, it takes some magical thinking to believe that Milwaukee can remain economically competitive as one of the nation’s only large cities without such infrastructure.

The intransigence of Milwaukee County Executive Scott Walker, bolstered by know-nothing talk radio hosts, columnists and bloggers, is obviously the biggest impediment to sensible transit policy.

Fortunately, Milwaukee Mayor Tom Barrett supports rail transit. Unfortunately, he has offered an inadequate plan: a streetcar Downtown Circulator that would run in a three-mile loop around downtown, which is too small and too slow to generate either of the two key economic benefits of rail transit — linking workers to employment hubs in the region or promoting development along rail corridors.

Barrett sees the Circulator as a “starter” investment toward a more elaborate rail system, touting its links to the vastly oversold KRM commuter rail proposal. But it’s likely that the mayor’s trolley to nowhere would draw meager ridership, thus providing more ammunition to the opponents of light rail, foreclosing future investments and leaving us with an underutilized white elephant ringing downtown.

Barrett, properly concerned about fiscal responsibility, notes that “advocates have failed to explain how to fund a more extensive system.”

Yes, public finances are tight everywhere. Yet leaders in places as varied as Denver, Baltimore, Dallas, Minneapolis and Charlotte have financed the construction or expansion of their systems in recent years. Moreover, even in fiscally strapped Milwaukee, we’ve found a way to spend billions in the past decade on a baseball stadium and a convention center, mega-projects that nearly all economists agree contribute precious little to regional economic growth.

Surely, then, given the existential importance of transit for metro Milwaukee, a financially sensible, $1 billion regional fixed-rail plan can be crafted:

• Using the $91.5 million in federal funds already allocated.

• Minimizing capital costs by extensively utilizing existing rail rights of way.

• Creatively deploying such tools as tax incremental financing.

• Selling station-area development rights.

• Receiving infrastructure support from the State of Wisconsin.

• And, yes, implementing a regional sales tax (with rebates to low-income residents) to fund transit improvements and operations.

If Sen. Barack Obama is elected president, more federal funding likely will be available for rail transit. Obama’s campaign platform calls for a National Infrastructure Reinvestment Bank that could provide an infusion of funds to cities like Milwaukee to invest in transit (as well as in other infrastructure vital to economic development).

But the biggest problem is not fiscal but political.

Barrett and his allies should boldly confront the anti-rail demagogues, advocating a comprehensive fixed-rail plan for Milwaukee’s future that would link key hubs (downtown, the University of Wisconsin-Milwaukee, the County Grounds and the airport) and stretch from the North Shore suburbs through the central city, perhaps to Brookfield.

The region’s corporate leaders, represented by the Metropolitan Milwaukee Association of Commerce and the Greater Milwaukee Committee, supposedly support regional rail transit. If that’s true, they should make it the centerpiece of the Milwaukee 7 initiative, turning it into a more muscular regionalism that could underpin an economic revitalization of the city and region.

Rail is not a panacea for Milwaukee’s economic woes: It will not single-handedly solve the crisis of inner city joblessness, end poverty or create a culture of economic innovation here (although it will help in all of those areas).

But imagine a future of $8-a-gallon gas, in which Milwaukee is one of the few large cities in the United States without rail transit.

Businesses increasingly will locate in transit-friendly regions that offer the efficient and economical flow of people, goods and services. A Milwaukee without rail transit runs the risk of becoming economically obsolete, a city whose leaders failed to invest in its economic future.

Investing in rail is not like flipping a switch; the lead time is substantial. We already are way behind other cities, and our economic viability is slipping away.

The time for action is now.

Marc V. Levine is a professor of history, economic development and urban studies at the University of Wisconsin-Milwaukee.

The Decline of the Exurban Lifestyle: Still not convinced?

Though this blog is more concerned with improving present suburban communities than it is in seeing them wiped out, a story in today's New York Times paints a pretty dismal picture for those suburbs that are even more far-flung - - the so-called "exurbs"; collections of subdivisions that are utterly and completely dependent upon automobiles for their very existence.

Sure, people like having their space and their 5-car garages, but ...

... life on the edges of suburbia is beginning to feel untenable. Mr. Boyle and his wife must drive nearly an hour to their jobs in the high-tech corridor of southern Denver. With gasoline at more than $4 a gallon, Mr. Boyle recently paid $121 to fill his pickup truck with diesel fuel. In March, the last time he filled his propane tank to heat his spacious house, he paid $566, more than twice the price of 5 years ago.

Though Mr. Boyle finds city life unappealing, it is now up for reconsideration.
....

In Atlanta, Philadelphia, San Francisco and Minneapolis, homes beyond the urban core have been falling in value faster than those within, according to an analysis by Moody’s Economy.com.

Car-worshippers (and Bush-Cheney-Big Oil apologists) who constantly confound Milwaukee's efforts to get a sane light rail system built would do well to observe Denver, Colorado's experience:

A $6.1 billion commuter rail system has been in the works over the last four years, drawing people downtown without cars, while stimulating swift sales of densely clustered condos near stations.

Coors Field, the intimate, brick-fronted baseball stadium for the Colorado Rockies, has transformed the surrounding area from a desolate skid row into fashionable Lower Downtown, a neighborhood of restaurants and microbreweries in restored warehouses. Along the Platte River, new condos set on a park strip offer an arresting tableau of glass, steel, and futuristic geometry, attracting throngs of buyers at rising prices.

“This is a city where it’s fun to be in the center,” said Tim Burleigh, 56, who sold his house in the suburbs and now walks to Rockies games from his downtown condo.

But, alas, you gotta spend some real money and change the one-person-per-car paradigm to get out from under the thumb of Big Oil. The same "conservative" attitudes (and a few liberal ones as well) that have led to the current crumbling state of our national infrastructure and dismal community standards (optional sidewalks?) are raising the stakes of the upcoming crisis by obstinately denying the fact that we desperately need a mass transit re-fit program at the level of 1956's Federal Aid Highway Act.

And, what the heck, put the word "defense" in the name of whatever act we come up with (ala the Highway Act's alternate name, National Interstate and Highways Defense Act). Imagine a foreign policy scenario wherein OPEC-member nations observe an entire nation gearing up to drastically reduce consumption of their cash cow. Imagine NOT spending lives and money in Iraq (because that's an oil war, pure and simple).

The full NYT story is after the jump. (NYT story Via Calculated Risk:)

See also this entry from Calculated Risk linking to an LA Times story that describes a California community where 15%(!) of homes are bank-owned or in some level of foreclosure.

New York Times Graphic (click to enlarge)

Franklin Plan Commission sandbagged

Signs that post-flood normalcy may be returning:

- On Tuesday I found time to go running (in the process discovering all kinds of brand new aches and pains that come from days of hauling wet pop culture debris from a flooded basement);

- Tonight I'm going to mow the lawn;

- And right now I'm going to bellyache about the decomposition of Franklin's Plan Commission.

Weeks ago, when it looked like Kevin Haley was being forced off the commission (he's since been reinstated for reasons still unclear), I'd put in an open records request for the volunteer sheets submitted by current members of that body. With Haley possibly off the commission, the point I wanted to make was that the remaining members had little in their backgrounds to engender confidence in their ability to safeguard the city's long-term goals and well-being against the ambitions of developers who look no further than their personal bottom line. As has been noted here before, commissioner Kevin Haley was the lone voice against some pretty blatant developer manipulations. No one else on the commission felt moved - - or indeed seemed qualified - - to support Haley's legitimate objections and informed observations.

Now comes news that the mayor has successfully placed former alderman Pete Kosovich on the Plan Commission. As reported by Greg Kowalski on his now-defunct FranklinNow.com blog (continued at his new blog, Metro Milwaukee Today), Kosovich squeaked in when the mayor broke a 3-3 common council tie. The tally, which I'm pasting from Greg Kowalski's blog (with my comments in parenthesis), was:

Olson: NO (Very interesting, and should have set the tone)

Solomon: YES

Wilhelm: NO (Expected)

Taylor: YES (I'll assume Taylor felt he needed to be magnanimous after defeating Kosovich)

Sohns: NO

Skowronski: YES

Mayor Taylor YES (tie-breaker)

With all due respect to the mayor and Mr. Kosovich: What th'...?!?!

Is the standard for serving on the Plan Commission of one of the fastest growing suburbs in Wisconsin really nothing more than a desire to serve and, as blogger Kevin Fischer explains in his blog entry supporting Kosovich's nomination, a presumed "knowledge of local ordinances, state rules and regulations, and ... experience in dealing with Franklin business and economic development issues"?

The answer more likely resides hidden in the cynical language of a comment Fischer left after his entry:

Appointment of friends, colleagues, etc has been going on in politics for all time. This is nothing new.*

Jim Doyle has appointed tons of people that have been confirmed by the state Senate when it was controlled by Republicans and now Democrats.

Taylor appointed Kosovich because he knows him, likes him, respects him, is familiar with him and thinks he will do a good job.

But you know what else? There are certain developers in town who likely thought they'd been rid of their only obstacle on the plan commission, Kevin Haley. When the mayor inexplicably reversed himself and brought Haley back on to the commission, a "gesture" had to be made.

Enter Pete Kosovich, plan commissioner.

Don't get me wrong; it appears to me that Mr. Kosovich is a nice enough gentleman and should be commended for his desire to serve, but, verily, I doubt that intricate land planning and development theories regularly weigh heavily upon his mind. Will we find on his bookshelves dog-eared, yellow-highlighted volumes like Zoned Out: Regulation, Markets, and Choices in Transportation and Metropolitan Land Use, A Better Place to Live: Reshaping the American Suburb, the harrowing Edge City: Life on the New Frontier, Community and the Politics of Place, The Geography of Nowhere, How Cities Work, Suburban Nation, the pro-sprawl Sprawl: A Compact History, the required-reading Crabgrass Frontier: The Suburbanization of the United States, Regulating Place: Standards and the Shaping of Urban America, Cities of Tomorrow: An Intellectual History of Urban Planning and Design in the Twentieth Century, Land Use Planning and Development Regulation Law, and the noxious but still informative in a "know the enemy" sort of way, The Best-Laid Plans: How Government Planning Harms Your Quality of Life, Your Pocketbook, and Your Future?

(I must confess, I don't own the above books either: My dog-eared, yellow-highlighted volumes of these tomes washed away when my office was flooded last week.)

No, Mr. Kosovich will rely on his "knowledge of local ordinances, state rules and regulations, and ... experience in dealing with Franklin business and economic development issues."

Just the sort of bootstrap knowledge you need when a developer is trying to sneak in another self-enriching, city-draining strip-mall, huh?

Notwithstanding Mr. Kosovich's admirable desire to serve, this was a bad, old school pol move that will have potentially devastating consequences down the line unless something is done very soon to fix a sandbagged plan commission.

* [Note - I was a fly on the wall (harmless intern) during Tommy Thompson's reign in Madison. Those guys might not have invented cronyism, but they certainly perfected it. What a pit of incestuous vipers. It led to my first (and so far, last) legal deposition, as part of a sexual harassment claim against a Thompson good-old-boy appointee.]

Driving Toward Disaster

James Howard Kunstler, whose name pops up often in this blog, is currently promoting his new novel, World Made by Hand, thus his somewhat higher profile in mainstream media. Just in the nick of time, too.

From The Washington Post.:

Wake Up America. We're Driving Toward Disaster.

By James Howard Kunstler
Sunday, May 25, 2008

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. These systems can be listed concisely:

The way we produce food

The way we conduct commerce and trade

The way we travel

The way we occupy the land

The way we acquire and spend capital

And there are others: governance, health care, education and more.

As the world passes the all-time oil production high and watches as the price of a barrel of oil busts another record, as it did last week, these systems will run into trouble. Instability in one sector will bleed into another. Shocks to the oil markets will hurt trucking, which will slow commerce and food distribution, manufacturing and the tourist industry in a chain of cascading effects. Problems in finance will squeeze any enterprise that requires capital, including oil exploration and production, as well as government spending. These systems are all interrelated. They all face a crisis. What's more, the stress induced by the failure of these systems will only increase the wishful thinking across our nation.

And that's the worst part of our quandary: the American public's narrow focus on keeping all our cars running at any cost. Even the environmental community is hung up on this. The Rocky Mountain Institute has been pushing for the development of a "Hypercar" for years -- inadvertently promoting the idea that we really don't need to change.

Years ago, U.S. negotiators at a U.N. environmental conference told their interlocutors that the American lifestyle is "not up for negotiation." This stance is, unfortunately, related to two pernicious beliefs that have become common in the United States in recent decades. The first is the idea that when you wish upon a star, your dreams come true. (Oprah Winfrey advanced this notion last year with her promotion of a pop book called "The Secret," which said, in effect, that if you wish hard enough for something, it will come to you.) One of the basic differences between a child and an adult is the ability to know the difference between wishing for things and actually making them happen through earnest effort.

The companion belief to "wishing upon a star" is the idea that one can get something for nothing. This derives from America's new favorite religion: not evangelical Christianity but the worship of unearned riches. (The holy shrine to this tragic belief is Las Vegas.) When you combine these two beliefs, the result is the notion that when you wish upon a star, you'll get something for nothing. This is what underlies our current fantasy, as well as our inability to respond intelligently to the energy crisis.

These beliefs also explain why the presidential campaign is devoid of meaningful discussion about our energy predicament and its implications. The idea that we can become "energy independent" and maintain our current lifestyle is absurd. So is the gas-tax holiday. (Which politician wants to tell voters on Labor Day that the holiday is over?) The pie-in-the-sky plan to turn grain into fuel came to grief, too, when we saw its disruptive effect on global grain prices and the food shortages around the world, even in the United States. In recent weeks, the rice and cooking-oil shelves in my upstate New York supermarket have been stripped clean.

So what are intelligent responses to our predicament? First, we'll have to dramatically reorganize the everyday activities of American life. We'll have to grow our food closer to home, in a manner that will require more human attention. In fact, agriculture needs to return to the center of economic life. We'll have to restore local economic networks -- the very networks that the big-box stores systematically destroyed -- made of fine-grained layers of wholesalers, middlemen and retailers.

We'll also have to occupy the landscape differently, in traditional towns, villages and small cities. Our giant metroplexes are not going to make it, and the successful places will be ones that encourage local farming.

Fixing the U.S. passenger railroad system is probably the one project we could undertake right away that would have the greatest impact on the country's oil consumption. The fact that we're not talking about it -- especially in the presidential campaign -- shows how confused we are. The airline industry is disintegrating under the enormous pressure of fuel costs. Airlines cannot fire any more employees and have already offloaded their pension obligations and outsourced their repairs. At least five small airlines have filed for bankruptcy protection in the past two months. If we don't get the passenger trains running again, Americans will be going nowhere five years from now.

We don't have time to be crybabies about this. The talk on the presidential campaign trail about "hope" has its purpose. We cannot afford to remain befuddled and demoralized. But we must understand that hope is not something applied externally. Real hope resides within us. We generate it -- by proving that we are competent, earnest individuals who can discern between wishing and doing, who don't figure on getting something for nothing and who can be honest about the way the universe really works.

James Howard Kunstler is the author of The Geography of Nowhere and, most recently, of World Made by Hand, a novel about America's post-oil future.

Has Fountains of Franklin peed on local blogger's lawn?

ABOVE: A recent picture of the Fountains of Franklin site. Or an old one - - it doesn't really matter, as nothing has changed.

How does one begin to dissect the folly of the latest manifestation of Republican senate aide Kevin Fischer’s fixation with the baby-step progress of Fountains of Franklin?

True - nothing is going on over there. I've had a little fun at Fountains' expense as well; there's no great glory in tagging a slow-moving beast, however. But Mr. Fischer seems deeply, personally offended by the lack of earth-moving equipment on the site. He is asking the city of Franklin for no less than “an analysis of the monthly lost tax revenue to the city of Franklin caused by the continued dormant site at 56th and Rawson. How much tax revenue is it costing the city of Franklin each and every month that site fails to operate with open businesses?”

He equates this request, you see, with the conjecture that Alderman Sohns' disastrous grandstand play wherein he displayed property values and taxes for Franklin bloggers was prepared by a city employee. Therefor, thinks Mr. Fischer, this same employee can run some numbers for him as well.

This is not a matter of retrieving numbers from a database, however. Evidently Mr. Fischer imagines an Excel spreadsheet sort of thing that the city of Franklin can fire up on their Dell computers (because I just know they don’t have Macs at city hall) and spit out a neat and tidy number that somehow perfectly conjectures not only what kind of businesses would be operating in Fountains of Franklin, but exactly how much revenue they are taking in per month: “By gar - - that idle land is costing us $7,267.54 per day, and $7,976.21 on double-coupon days! Let’s get a Walgreens planted, stat!”

The answer, perhaps, is an evening's session on the computer game SimCity. Punch in some data, do some terraforming, get rid of pesky plan commission input and UDI nonsense, add permanent tax cuts - DONE. Here's what Fountains of Franklin should look like in, say, 2010:

Will you just LOOK at the tax revenue we're losing as Fountains stands idle! No wonder Mr. Fischer is typing with such righteous ferver and purpose! Compare to the "before" photo:

Thank goodness for Mr. Fischer's vigilance, born as it is out nothing more than a pure and overwhelming concern for his community.

(Pause as laughter subsides....)

Fortunately, since "just a concerned citizen" Mr. Fischer has begrudgingly emerged from stealth mode (we are now told in his blog bio - - though not in print - - that he is an employee of state senator Mary Lazich, but only after I admonished the concealment) readers can fairly easily supply context. His employer has received (and undoubtedly hopes to continue to receive) financial contributions from Mark Carstensen, the developer of the troubled, no-announced-tenants Target-Shoppes at Wyndham Village (that's the one I fixate on, but I wear my bias on my sleeve), which is a direct competitor of what is planned for Fountains of Franklin. Nothing wrong with that, but smart businessmen don't lay out dough without expecting results. For her part, Senator Lazich has delivered, writing in support of Carstensen’s development sight unseen. She's a little inaccurate, however, in her effusive 1/6/07 letter to Secretary Frank Bussalacchi of the Wisconsin Department of Transportation:

I am pleased to add my support for the project to the unanimous support off [sic] the City of Franklin Plan Commission and Common Council.

Not unanimous. Plan Commissioner Kevin Haley voted against the development's crummy site plan - - hence, I submit, his momentary (more on that later) ouster from the commission.

So, bad for Fountains of Franklin is good for Carstensen and Shoppes at Wyndham Village. You don't think he'd like the tenants that are talking to Fountains to reconsider and come over to the currently Shoppes-less Shoppes at Wyndham Village? (How's this for a sales pitch: "Hey, Azana Spa - wouldn't you love to be located in the Target parking lot? it's, uh, really warm in the Summer!")

So, here's an idea: Plant seeds of doubt in the competing development. The only question is: Do Mr. Fischer’s marching orders come via fax, email, or over the phone? Bluetooth receiver in his ear? Bike messenger?

On the other side of the "methinks he protests too much" continuum is Fountains of Franklin's de facto champion, Greg Kowalski. His reaction to Mr. Fischer's post is virtually a Fountains press release. Having met with Fountains developer Dave Hintzman and apparently made privy to some Top Secret Information, Mr. Kowalski appears to have embraced the project and takes criticism of it somewhat personally. 

Who said municipal planning has to be dull?

Souvenir picture from the soon-to-be-nostalgic days of "happy motoring"

I had a feeling while pumping gas this past week that I was passing a landmark. Sub-$4 gas for the last time; right down the road it was already $4.23 a gallon.

County Exec Scott Walker? Asleep at the wheel.

Here comes a capital "c" Crisis because Wisconsin is simply unprepared to cope with the approaching new reality - - we're talking about re-goldplating the Zoo Interchange, for heaven's sake. Meanwhile, Chicago, Racine, Milwaukee and Madison still exist as commercial centers "connected" by nothing more than asphalt when there should be trains - yes, expensive trains! -  running continuously between those points.

Still think $10 a gallon can't happen? Perhaps before the summer is out....

Will we see an exodus from far-flung suburbs as commuters tally their weekly gas bill? I already hear from people who are looking at changing either their work or home situations based on expensive car commutes. Combine this with the downward housing spiral; are a rash of abandoned subdivisions - old and new - ahead?

The days of "happy motoring" may be over.

Some people have a pretty good crystal ball. James Howard Kunstler, author of The Geography of Nowhere, wrote this last October:

Most American towns, including my own, are obsessed to the point of mania with the issue of parking and more generally the management of cars, and much of their spending is directed to those ends. Municipal leaders (and the public they serve) have no idea what kind of problems the nation faces with oil. Because life in the USA has worked a particular way all their lives, they assume that it will continue to operate that way. Not only will they be disappointed as happy motoring spirals into history, but they will create a lot mischief in the meantime in planning things based on faulty assumptions.

My own town, for instance, relies heavily on tourism, in particular tourism based on happy motoring. There is not the slightest apprehension among the people here, or our leaders in city hall, that automobile-based tourism may not be happening as soon as five years from now. All our political energy is being expended in fighting about what kind of parking structures we will build (with borrowed money) and where to put them, and how these things might incorporate some secondary uses, such as police offices. We have also been debating plans for the expansion of our modest convention center -- in connection with added parking structures. It seems to me that one of the first things to go as the US economy contracts, along with its energy supply, will be activities like boat shows and optometrist's conventions.

Now this town happens to be on a railroad line that connects New York City to Montreal. Before 1950, it was the main way that people came to this town. These days, we get one train a day in each direction. The trains are invariably late, and not just a little late, but hours late. The track bed is in miserable shape and, of course, Amtrak is a sort of soviet-style management organization. There is no awareness among the public here, or our leaders, that we would benefit from improving the passenger railroad service, and around the state of New York generally there is no conversation about fixing the railroads. (Governor Elliot Spitzer is preoccupied these days with arranging to give driver's licenses to people who are in the country illegally.) We are going to pay a large penalty for these failures of attention.

Another aspect of all this has to do with our assumptions about land development. Here in my town, and elsewhere around the country, the assumption is that suburban development will continue just as it has the past sixty years. This assumption is shared both by the developers themselves and their opponents. The developers expect the current "downturn" to reverse before long. From the opponents' point of view, the assumption is based on their legitimate fears and heartaches about what they've seen heedless development do to the American landscape. Consequently, whatever mental energy is left after the parking debates get tabled is dedicated to fighting over projected suburban expansion.

My personal view about this is apparently radical -- though I am a man of modest habits and philosophy. My view is that the suburban project, per se, in the United States is over, finished. Like, totally. You can stick a fork in it. What you see is basically all that we're going to get. Not only do we not need anymore of it, but we have way too much of what is already on the ground. We don't need anymore suburban housing pods, and the ones already out there are going to hemorrhage value (and usefulness) as far ahead as anybody can imagine. We need more retail like we need 300-million holes in our heads. Ditto suburban office capacity. Ditto new roads and highways.

Boomgaard: Relax - "professionals" have the situation in hand

The May 22nd Franklin edition of the NOW community paper printed a letter to the editor from Casper Green. As I've noted here previously, Mr. Green is a familiar fixture at various city meetings, keeping tabs on issues and reporting back to the senior community. Deservedly so, he was inducted into the Milwaukee County Senior Hall of Fame this year; to call him an asset to the Franklin community is quite an understatement. If anyone has earned the right to publicly register an opinion, it's him.

Mr. Green is not, in other words, simply an otherwise-disengaged attention-craver lobbing spitballs from the peanut gallery.

The grain of salt ...

I recall a conversation I had with Mr. Green almost a year ago regarding Shoppes at Wyndham Village development, and I was left with the overwhelming impression that he nurtures almost unshakable faith in "the professionals" and almost anyone in city government. The mayor "assured him" that the Wyndham Target would be "best in the state"; that was good enough for Mr. Green. He said of Doug Wheaton, Franklin’s Director of Economic Development: “He’s sharp. He could have taken lots of other jobs; he’s a lawyer. You heard his remarks, how he recommended going ahead. And he has nothing to gain from saying that.” That sealed the deal for Mr. Green.

I was especially taken with his response when I brought up the poor Shoppes at Wyndham Village site plan - - a layout that is distinctly unfriendly to persons with limited mobility such as the elderly. Mr. Green took this as a personal attack on Mark Carstensen, the developer of the project and, Mr. Green noted, a generous contributer to programs for the elderly:

"People fight him with excuses, not reasons," he said.

“You said 'they' fight him. Not 'they' fight the development?" I pointed out. "You said 'they' are actually fighting Mark Carstensen the person.” Mr. Green clarified that he didn’t mean to make that implication.

But then, later in our conversation: “When someone is against Mark, we …”.

I interrupted to call attention what he'd said; “It appears that you feel that a criticism of the development or elements of the development is personal criticism against your friend Mark Carstensen.” Once again, he assured me that that was not the case. Yet I could not help feel that, in Mr. Green’s eyes, if you hinder the progress of Shoppes at Wyndham Village, you hinder his friend personally.

Mr. Green's "Boomgaard" letter again reflects a rock-steady faith in "the professionals." Apparently, membership on a civic committee and/or employment at a PR firm(!) bestows special powers of perception that we should defer to without question. To wit (with emphasis added by me):

The name Boomgaard is thought, by professionals, to be a name which would attract businesses from all over the world...

In this case, they have started rumors that are not true and have no foundation, according to those on the committee and the Zizzo Group.

The committee expects to eventually attract $2 billion worth of tax-paying businesses to the corridor with only $300,000 budgeted for advertising.

...[M]aybe instead of second-guessing professionals, we amateurs ought to pull in our horns and allow the name to be used.

Let me, with all due respect, remind Mr. Green of some other great (and expensive) ideas dreamed up by professionals:

New Coke
Edsel
Miller Clear Beer
Betamax
Titanic - UNSINKABLE!
The Tacoma Narrows Bridge
The Green Bay Packers game plan in Super Bowl XXXII

All designed and conceived by "professionals." Some "second-guessing" would have been welcome in retrospect, yes?

Here's Mr. Green's letter from the FranklinNOW Public Forum:

Boomgaard! After culling through hundreds of names, that is the name chosen by a steering committee of two Franklin residents and two Oak Creek residents for the South 27th Street corridor. The Zizzo Group, a professional advertising and public relations firm, was also involved.

Now the second-guessing has begun.

I've lived in Franklin for 24 years. I've accepted leadership responsibility in helping run organizations, so I can tell you that no matter what decision one makes, second-guessers show up. Seldom do these second-guessers take on a responsibility of any magnitude, but to hear them talk you'd think they've been around the world at least twice and seen everything and done everything.

I happen to know, very well, the two Franklin men - Ted Grintjes and Jim Rhiner - who are on the 27th Street Corridor committee. I do not know the two from Oak Creek; however, one can bet they are also of upstanding character.

And one would think all four people are concerned citizens who are giving of their time for the good of both cities. These people have given thousands of hours of their time. Yet, when their committee comes up with a name, someone has to complain.

The name Boomgaard is thought, by professionals, to be a name which would attract businesses from all over the world, but that doesn't matter to the second-guessers as they shower committee members with ridicule. How sad.

What bothers me most, personally, is the way second-guessers work. In this case, they have started rumors that are not true and have no foundation, according to those on the committee and the Zizzo Group.

Yes, the name Boomgaard is different, but certainly not offensive.

The committee expects to eventually attract $2 billion worth of tax-paying businesses to the corridor with only $300,000 budgeted for advertising. If the committee is successful, it would be a very small price to pay.

The name Boomgaard is strange to those of us who have lived here all our lives. Some of us have never gone outside the United States and maybe have not even ventured outside of Wisconsin. But if we intend to further 27th Street's long-term image and status, maybe instead of second-guessing professionals, we amateurs ought to pull in our horns and allow the name to be used.

Casper T. Green

Franklin