The State of the System Report is a compilation of the physical inventory and status of the Maricopa County Department of Transportation’s infrastructure. It addresses roadway congestion, traffic safety, low volume road paving, bridges, and pavement conditions. Also, included are recommendations for future improvements within each of the infrastructure categories. The SOS report has been produced annually since 1998.

The 2009 Navajo Nation Long Range Transportation Plan is a twenty-year comprehensive plan developed and updated by the Navajo Division of Transportation in a five-year cycle. The plan identifies the Nation’s multi-modal transportation needs over the next 20 years and develops strategies to meet them. The plan provides long range planning policies and implementation strategies for the Navajo Indian Reservation Roads Program improvements. It is based on a comprehensive analysis of all pertinent factors and issues affecting the Navajo Nation’s existing and future transportation needs.

This report provides a simplified method to be used for evaluating the skin friction and tip resistance of axially loaded drilled shafts. A summary of literature and current practice was completed and then a comprehensive set of field and laboratory tests was performed. Several soil samples were collected from different sites from Arizona and surrounding states. Large scale direct shear apparatus was developed and used to determine the friction between soil and concrete. Finite element analyses were conducted on several prototype cases to determine effect of soil parameters such as dilation on the skin friction values. A step-by-step simplified approach was introduced to determine the skin and tip resistance of drilled shaft foundations in gravelly soils. An example application was presented to guide users in utilizing the simplified approach.

The Phoenix metropolitan area is new by national standards, having developed primarily since World War II and particularly since 1970. However, settlement patterns were established in the 1800s, in part due to topographic features such as water courses and mountains. The war effort during World War II stimulated the growth of the Valley. After the war, a combination of events led to much faster growth. These included the desire of ex-servicemen stationed in the area during the war to return; improvements in air conditioning; charter government in Phoenix, which allowed a small pro-growth business group to gain power; and
aerospace and electronics firms siting facilities, in part because of the federal government’s designation of Fort Huachuca as the principal proving ground for electronic defense equipment. The modern period began around 1970, when a maturing metro area coincided with the baby-boom generation reaching adulthood. The result was even more rapid growth that has continued to the current time. Rapid growth of the Phoenix metro area is expected to continue for at least the next 50 years. Land and water availability should not restrict growth until after the current population of nearly three million exceeds seven million in 2050.

The Phoenix metropolitan area’s “favored quarter” for employment in 1995 – the metro area’s highest employment densities outside the primary core – extended from Chaparral Road in Scottsdale to Baseline Road in Tempe. Downtown and South Scottsdale’s success can be traced to being adjacent to the favored residential quarter that extends from the area around the Phoenix Mountains through north Scottsdale. In the 1990s, the favored employment quarter has been extending north in Scottsdale through the favored residential quarter. The presence of Arizona State University, proximity to Sky Harbor Airport, and access to the region’s first two freeways contributed to the portion of Tempe north of Baseline Road becoming the largest employment center outside of the primary core in Phoenix. Employment also was above average south of Baseline Road, extending into the secondary favored residential quarter of South Tempe and Ahwatukee – Foothills. Considering residential and economic factors, the Phoenix metro area’s favored quarter stretches from north of Squaw Peak in northeast Phoenix through Paradise Valley, Scottsdale, and Tempe to south of South Mountain in southeast Phoenix.

The age of housing in the Phoenix metropolitan area reflects the mostly steady outward spread of development. Large differences exist across the area in other housing measures. Many of these differences are closely related to geographic variations in household income and in the type of housing. As in the rest of the country, housing affordability in the Phoenix metropolitan area fell substantially in the 1970s. During the 1980s, the change in affordability varied by situation. Affordability rose for the median-income household, especially for homeownership. For those at the low end of the income spectrum, affordability of rental units improved slightly, but affordability of owned units worsened. Data for the 1990s are limited; the affordability of owned units rose for the median-income household, which could afford the median-priced home in 1998. An inadequate supply of very low-cost housing existed in the Phoenix metropolitan area in 1990. Even if low-income households were perfectly matched to low-income housing that they could afford, a little less than 3 percent of all households (about 23,000) could not have found affordable housing. The inadequacy expanded in the 1980s. The percentage of households reporting an unaffordable housing payment was much greater. Considering only low-income households who spent more than 30 percent of their income on housing, about 21 percent of all households had a housing problem related to affordability.

Unlike the rest of the Phoenix metropolitan area, population density in central Phoenix dropped during the 1970s and 1980s. The primary cause was a decrease in the number of housing units. Rising vacancy rates contributed, but the increase in vacancy rates was similar to that of the entire metropolitan area. Between 1990 and 1995, population density rose in central Phoenix. A sharp decline in vacancy rates was a major factor in the turnaround, though the vacancy rate decline only matched that of the entire metro area. Another major factor in the increase in density was the rising number of people residing in prisons, homeless shelters, or on the streets.

Saguaro National Park encompasses two geographically distinct areas: Rincon Mountain District and Tucson Mountain District. Of the two, only Rincon Park has significant riparian habitat due to Tanque Verde Ridge. The scope of this study includes Rincon Creek, its tributary riparian areas and Tanque Verde Creek riparian tributary areas within or immediately adjacent to the Park. Both of these creeks have riparian resources that will likely be impacted by proposed development adjacent to the Park boundaries.

Presents results of a 2010 survey aimed at understanding water resource and land use planning. First it explores how professional views about water resource stressors and management strategies converge and diverge among water resource managers and land use planners. Second, it examines the degree to which water managers and land planners are engaging in integrated planning.