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.

The objective of this study was to evaluate the effect of typical chemical winter maintenance practices on Arizona Department of Transportation pavements. A review of previous studies on the effect of deicing/anti‐icing chemicals did not yield definitive recommendations, especially for DIAICs typically used by ADOT. Researchers conducted a laboratory study evaluating the effects of magnesium chloride, potassium chloride, sodium chloride, and distilled water on eight different open‐graded rubber‐modified asphalt concrete mixes using the boiling test. All experimental factors were found to be statistically significant, and the researchers provide recommendations on which DIAICs should be used for different binder and aggregate types.

Land Use and Traffic Congestion is an investigation into the links among land use, travel behavior, and traffic congestion. Researchers focused on four transportation corridors in the Phoenix area: three older neighborhoods with relatively mixed, higher density land use, and one suburban area with lower density but high traffic volumes. The analysis suggested that the higher density corridors exhibited less congestion due to the greater mix of uses, shorter trip lengths, more travel by transit and non-motorized modes, and the presence of a secondary street grid system.

As part of the Long Term Pavement Performance (LTPP) Program, the Arizona Department of Transportation constructed eight Specific Pavement Studies 9 (SPS‐9) test sections on Interstate 10 near Phoenix is an overlay project and is accordingly given independent analysis and documentation in this report separate from Arizona SPS‐9B projects located on US 93, which were new construction and are documented in a separate report. The SPS‐9A project studied the effect of asphalt specification and mix designs on flexible pavements, specifically comparing Superpave binders with commonly used agency binders. Opened to traffic in 1995, the project was monitored at regular intervals until it was rehabilitated in 2005. Surface distress, profile, and deflection data collected throughout the life of the pavement were used to evaluate the performance of various flexible pavement design features, layer configurations, and thickness. This report documents the analyses conducted as well as practical findings and lessons learned that will be of interest to ADOT.

This study investigated whether highways acted as barriers to gene flow for pronghorn in northern Arizona. DNA samples from 132 pronghorn were analyzed using eight polymorphic microsatellite loci. Samples represented animals living on opposite sides of US Route 89 (US 89) and State Route 64 (SR 64). Two different modeling approaches indicated that both US 89 and SR 64, and to a lesser extent US Route 180 (US 180), acted as barriers to gene flow. The genetic structuring caused by highways, especially across US 89, is consistent with behavioral data that demonstrated pronghorn rarely cross this highway. This study found no evidence of inbreeding or reduced genetic variation in any of the populations examined, but those effects may take longer to appear. Based on these results, the researchers recommend future genetic monitoring of these populations or assessment of genetic variation across highways with larger traffic volumes or longer histories to determine whether the barrier effects documented here lead to loss of genetic diversity.