An update to the Flagstaff Regional Plan 2030 (FRP30), to bring its Road Network Illustration (Map 25) into compliance with Arizona Revised Statute requirements and to resolve inconsistencies between Map 25 and parts of the Flagstaff City Code. This update does not alter the intent of FRP30; it is only concerned with correcting errors, removing legal vulnerability, and improving the readability of FRP30.

The Water Infrastructure Finance Authority of Arizona is an independent entity authorized to finance the construction, rehabilitation and/or improvement of drinking water, waste water, waste water reclamation, and other water quality facilities/projects. As a “Bond Bank”, WIFA is authorized to issue water quality bonds on behalf of communities for basic water infrastructure. Generally, WIFA offers borrowers below market interest rates on loans for 100% of eligible project costs.

The Water Infrastructure Finance Authority of Arizona implements three types of technical assistance:
1. Project Technical Assistance – Planning and Design Assistance Grants assist an individual drinking water or wastewater system to conceive, plan, design, or develop an infrastructure project.
2. Policy Technical Assistance – Policy TA includes studies, surveys and other types of reports that provide benefit to a range of drinking water and wastewater systems statewide.
3. Operational Technical Assistance – The Arizona Department of Environmental Quality manages this program to provide assistance to individual drinking water and wastewater systems to improve facility operations.

The Drinking Water State Revolving Fund IUP describes WIFA’s plan to utilize various sources of funds to finance drinking water infrastructure and support related program activities during the State FY funding cycle from July 1 through June 30. This plan is a required element of the grant application documentation to obtain the grant award. Arizona herewith submits its IUP for the funds available to Arizona for the purposes of continuing the development, implementation and administration of the DWSRF program in Arizona.

The Intended Use Plan describes WIFA’s plan to utilize various sources of funds to finance clean water infrastructure and support related activities during the State FY funding cycle from July 1 through June 30. This plan is a required element of the grant application documentation to obtain the grant award for the purposes of continuing the development, implementation and administration of the Clean Water State Revolving Fund program in Arizona.

The Water Infrastructure Finance Authority of Arizona is an independent agency of the state of Arizona established to finance the construction, rehabilitation, and improvement of drinking water, wastewater, wastewater reclamation, and other water quality projects. WIFA operates as a “bond bank” and has the authority to issue bonds on behalf of communities for basic water infrastructure.

Arizonans have been divided in their feelings about growth and what to do about it, especially during the past two decades. To complicate matters, the debate over the best responses to growth has been drawn along overly simplistic lines—the economy versus the environment. Arizonans who follow the myriad issues related to urban growth closely are becoming convinced that the discussion needs to be recast in a new light.

Scholar Leo Marx coined the phrase “the machine in the garden” in 1964 to describe the relationship between nature and technology. Considering much of the writing about Arizona’s growth, it seemed an apt title for this volume of Arizona Policy Choices. "The Machine in the Garden" presents growth policy choices for Arizona along a continuum: Yesterday’s Growth—the policies that have been used in the past; Today’s Growth—the “smarter” approaches from around the country; and Tomorrow’s Growth—cutting edge thinking about the economy and experiments in urbanism and governance.

This report brings together the results of a survey of 1100 homeless people living in and around downtown Phoenix in 1996 with the results of a similar survey conducted in 1983. In addition to providing a snapshot of the homeless population in Phoenix, the data and comparative information presented in this report also reveal the complex and intractable nature of the homeless problem in general.

Believing that voters might support transit if they felt like an integral part of the transit proposal decision-making process, the Phoenix Chamber of Commerce's Valleywide Transit Task Force set out in early 1995 to initiate a bottom-up process which would enable people to say, "here's what we want." The Task Force agreed that the first step in the process was to initiate a new dialogue. the Morrison Institute for Public Policy was asked to write a briefing paper, which would re-invigorate the transit debate. The resulting report, "Transit in the Valley: Where Do We Go From Here?" painted a bleak picture of the Valley's existing transit system and challenged many long-held conventional wisdoms. The dialogue had begun. The report was then presented to the citizens of 17 Valley cities and towns for their consideration in 16 public meetings sponsored by cities and their local Chambers of Commerce. In community forums conducted between October 1996 and February 1997, more than 500 Valley residents discussed the Valley's transit future. This document summarizes the questionnaire responses by 501 people who attended the forums.

In the Valley, developing viable long-term transit from where we are currently will be very difficult if key
components continue to remain unaligned. Thus, before getting to the primary purpose of this report, it is important to first establish the players and basic considerations relevant to the effectiveness of a transit system.

Few would dispute that the Phoenix metropolitan area is severely lacking in terms of mass-transit compared to other similarly sized and configured cities. The Valley’s fleet of roughly 400 buses is about one-third of the service found in San Diego, Atlanta, and Seattle. In addition, most of Phoenix’ peer regions either already have, or are planning rail systems. Of the 30 largest metropolitan areas in the U.S., only six -- Phoenix included -- do not currently have or are not planning to add rail to their transit system.