Studies primarily focus on research that can be applied directly to improve ADOT processes and products. Research studies address the full range of topics of interest to the department. The Research Center will also consider topics relevant to MPOs, COGs, and local jurisdictions that also advance ADOT objectives.

The process begins with the identification of a need, problem, or question related to ADOT’s processes or products. Any transportation stakeholder may suggest an idea for a research study at any time by contacting the Research Center.

Qualified contractors from the private sector and public universities typically conduct the research studies managed by the Research Center staff. A contractor is hired through ADOT’s contracting and procurement process. Under certain circumstances, other State of Arizona agencies may be contracted to perform the studies.

The goal of every research study is to produce implementable results. Every study must have both a sponsor and a champion to ensure support for the project and its implementation. Research Center project managers can assist in the identification of a sponsor and champion for a research idea based on its subject matter and objectives. 

A sponsor must be in a position to have the authority to make decisions on a study’s recommendations, and the ability and commitment to implement them. 

A champion must be a public sector employee who supports the project’s objectives and enables the research activity through active participation in the study. While the project champion is typically an ADOT employee, it is not a requirement.

The ADOT project manager is responsible for guiding the study from conception through completion and for ensuring that scope, schedule, and budget are met. The PM manages the consultant and the review and revision of deliverables. Deliverables are considered complete only after the approval of the ADOT project manager.

The TAC consists of ADOT subject matter experts, including the sponsor and champion, who critically review the technical content of research deliverables. When appropriate to the study topic, the TAC may also include staff from other public sector agencies. Active participation by TAC members is necessary to ensure that a research study fulfills its objectives.

A problem statement describes an idea for future research, and is presented to the ADOT Research Advisory Committee for consideration of funding. It briefly states the existing problems to be addressed and the objectives that would be met by the requested research. It does not prescribe a methodology, include a scope of work, or call for the use of specific products or providers. In general, a problem statement raises questions that would be answered by the suggested research, but does not presume to know the answers.

A scope of work is a set of objectives-based tasks included in the solicitation for consultants to conduct a research study. Scopes of work, in most cases, do not prescribe a specific methodology. Prospective consultants are asked to develop a methodology to meet the objectives stated in the scope of work.

A proposal is submitted by a potential consultant in response to a solicitation for a specific research study. The contractor proposes a work plan, budget, and schedule with the intent of meeting the stated scope of work. Consultants for research studies are selected based on submitted proposals.

The RAC consists of staff from the Research Center, various ADOT Divisions, and the Federal Highway Administration (FHWA). Membership is intended to represent a wide variety of fields and interests within the department. Working in an advisory capacity, members review problem statements for new research and consider recommendations for funding.

The ADOT project manager, in cooperation with the sponsor and champion, leads the process of identifying TAC members, developing a scope of work, releasing a solicitation, and selecting a consultant to conduct the study.

The FHWA State Planning and Research (SPR) program funds most research projects following the requirements of 23 CFR 420. Those projects are designated as “SPR” plus a project number assigned by the Research Center, e.g, SPR-595.

Active studies, as well as those that are programmed (funded but not yet assigned to a consultant), are listed online in the Research in Progress database. To learn more about these studies:

• At the Research in Progress Database, under the heading "Records by Location," select "Find projects sponsored or performed by state DOTs."
• In the keyword search field, enter ADOT.
  • The resulting list will indicate whether a study is active, programmed (funded but not under contract with a consultant), or completed. 
• Select a title to display its abstract and other project details.

A: The amount requested may not exceed the estimated cost for the applicable eligible use. In addition, the State Transportation Board may approve, deny, modify or request more information on any application.

A: The enabling legislation restricts applicants to Arizona cities, towns and counties within certain population parameters. For more information, see Current Population Estimates prepared by the Office of Economic Opportunity, Arizona Department of Administration.

A: The statutes restrict the program to projects that will be submitted for a “federal discretionary grant program administered by any federal agency for surface transportation purposes." Therefore, transit and rail projects are eligible but not airport projects.

A: ADOT does not provide grant writing services or assistance.

A: These contracts are limited to ADOT. Applicants will need to procure their own grant writing services in accordance with state law.

A: No. AZ SMART is limited to federal discretionary grants. Congressionally Directed Spending does not qualify for the program.

A: It depends on the eligible use(s) for which the Applicant applies:

Developing and submitting a federal grant - Yes, all Applicants are responsible for procuring their own consultant and administering the services provided

Non-federal match for a federal grant - ADOT will administer the project if an Applicant is successful in securing a federal grant award, unless the federal grant allows and the Applicant elects to be a direct recipient. ADOT project development administration fees will apply to all ADOT-administered projects.

Design and other engineering services - ADOT will administer the project, and ADOT project development administration fees will apply.

Question: My city/town/county received an AZ SMART award for design and other engineering services for a project we intended to submit for a federal discretionary grant for construction. Subsequently, we received construction funding through another avenue (such as a legislative appropriation, private funds, federal earmark, formula federal aid, etc.). Do we need to repay the AZ SMART award?

Answer: Yes. Projects receive design funding from the AZ SMART Fund to facilitate a construction application for an applicable federal discretionary grant. If a federal discretionary grant is no longer needed to fund construction, the AZ SMART award must be repaid.

A: COG/MPO approval is required by the AZ SMART legislation.

Question:
My city/town/county received an AZ SMART award for design and other engineering services for a project we intended to submit for a federal discretionary grant for construction. We applied for a federal discretionary grant but were not selected. Do we need to repay the AZ SMART award?

Answer:
No. However, many projects are eligible under more than one federal discretionary grant program, and applicants receiving an AZ SMART Fund award for design are strongly encouraged to apply for all federal discretionary grants for which their project is eligible.

In addition, applicants are encouraged to request follow up meetings with US DOT to learn why their application was not accepted and identify how it could be made more competitive. A revised application for the same grant in a future cycle may result in an award.

A: A letter in pdf format from the COG/MPO demonstrating approval of the project and the applicable federal grant is required to be uploaded during the Application process.

A: No. The AZ SMART Fund will not provide match funding beyond that required by the applicable federal grant. Excess match is the responsibility of the Applicant.

A: No. The legislation establishing the AZ SMART Fund did not allow for retroactive reimbursements. Only expenditures incurred and paid after September 24, 2022 are eligible to be included in an application for the AZ SMART Fund.

A: Yes, as long as the federal grant agreement has not been executed prior to the date of an award being approved by the State Transportation Board. If the federal grant agreement has already been executed, the match cannot be provided by the AZ SMART Fund.

A:Yes, as long as the federal grant has not yet been awarded, the match could be provided by the AZ SMART Fund if approved by the State Transportation Board.

A: Yes. If the application is approved by the State Transportation Board, invoices and proof of payment will be required before reimbursement can be made.

A: Yes. However, non-cash contributions must meet all of the following criteria:

• Identified in the AZ SMART application;
• Were incurred after September 24, 2022;
• Are tracked by, and verifiable from, the Applicant's records (such records will be required to be submitted for reimbursement);
• Are not included as contributions for any other state or federal award; and
• Are necessary and reasonable for accomplishment of Project or program objectives.

A: No. The AZ SMART Fund legislation does not require letters of support. In addition, the State Transportation Board has no authority to provide any preference for such letters and the Application does not enable them to be submitted.

No. A team involved with grant development will review the request and respond back with the decision as timely as possible.

If a local entity submits a federal grant application without coordinating with ADOT and going through the grant support process, ADOT may not have the capacity or resources to administer the project on behalf of the applicant.  For a successful grant development, early coordination with ADOT is strongly recommended.

Various federal agencies periodically publish Notices of Funding Opportunities (NOFO) for transportation related programs and projects. Most grant opportunities require cost sharing from non-federal sources and are highly competitive. To be informed of federal grant opportunities, register at grants.gov.

It depends on the grant. The NOFO will indicate specific requirements and if awardees can be direct recipients or not. Some grants require that ADOT administer projects on the non-CA (Certification Acceptance) applicant’s behalf. Most grant funds are federal aid and are bound by applicable requirements and processes specific to the NOFO.

In most cases, local match or non-federal funding will be required; the NOFO for each grant opportunity will specify the minimum match. It is important to note that the federal grant programs are highly competitive and the Grantor may consider the level of non-federal funding from the applicant as an evaluation criterion.

No. ADOT’s non-federal funds may only be used for ADOT projects. Local entities must use their own funds for matching federal grants.

It depends on the grant. The NOFO will indicate the eligible road classifications and/or projects. In general, however, if a road/project is not eligible for regular federal aid, it is unlikely it will be eligible under USDOT/FHWA grant programs. There may be grant opportunities specific to local, tribal, BIA or county road systems (visit grants.gov for available opportunities).

Yes. However, ADOT prefers to be the applicant for its system based on statewide priorities. Please contact the Grant Coordinator for further information.

ADOT’s LPA Section and the ADOT Project Manager will work with the local entity to determine:

• Project Development Administration (PDA) cost; and
• Construction Engineering (CE) cost.

The applicants should account for ADOT’s PDA cost and CE cost in their project cost estimates if they are anticipating ADOT to administer the project.

An IGA or a JPA is required if the local entity is the successful recipient, and the grant requires ADOT administer the project on behalf of the local entity. If the local entity is a CA agency or the grant allows for the local entity to be a direct recipient, an IGA/JPA may not be needed. When ADOT is submitting a grant application on behalf of a local entity that is an eligible grant recipient but not entitled to submit an application per the specific NOFO requirements, and ADOT will be administering the project if the local entity is the successful grant recipient, a letter of intent (LOI) signed by the local entity and ADOT is required before ADOT will submit the application on behalf of the local entity.

A letter of support (LOS) provided by ADOT indicates that ADOT is recommending the project for funding and does not constitute ADOT's agreement to administer the project. A letter of intent (LOI) is sent to ADOT by a local entity and requests ADOT to administer a project if the grant is awarded with necessary commitments including financial responsibilities and future IGA/JPA. The LOI is countersigned by ADOT to indicate it agrees to administer the project.

Please complete and submit the ADOT Grant Coordination Support Request Form 30 days (recommended processing time) prior to your grant deadline date.

NOTE: A letter of support from ADOT merely means that ADOT is recommending the project be considered for funding. It does not constitute ADOT’s agreement to administer the Project.

If an aircraft that is registered in Arizona is lost or destroyed, the owner, the owner’s legal representative, or the insurer of the aircraft must inform MVD by filing a completed Aircraft Exemption Affidavit within 30 days of the loss or destruction. The lost or destroyed aircraft's registration expires when MVD receives the notification.

Upon written request of the owner of a lost or destroyed aircraft, one-twelfth of previously paid registration fees and license tax will be credited to the owner for each full month of the registration period that has not yet expired. The tax credit may be used on subsequent aircraft registration fees or license taxes owed by the owner. No refund will be issued for the credited fees and taxes. For further information, see ARS 28-8334 and 28-8343.

Requests for hearings on a decision must be made in writing within 30 days of the decision. Hearings will be scheduled and held in accordance with Title 41, Chapter 6, Article 6. Parties may appeal hearing decisions pursuant to Title 12, Chapter 7, Article 6.

It is the responsibility of the owner to notify the Motor Vehicle Division Aircraft Registration Unit in writing

• within 10 days of an address change.
• within 60 days of when an aircraft is transferred or sold by filling out the back of the aircraft registration certificate and returning it.
• within 60 days of when an aircraft is placed in storage to claim eligibility for the $20 stored-aircraft tax (sworn affidavit required).
• immediately when a stored aircraft is returned to use.
• within 30 days of when an aircraft is lost or destroyed.

For additional information concerning your specific aircraft registration, call 602.712.6995.

There are more than 6,500 registered aircraft based in Arizona, and there are 17,986 licensed pilots.

The FAA's Flight Standards District Office is the regulatory agency for flight safety. The Scottsdale office can be reached by phoning 480.419.0111 or by visiting their website.

The U.S. Department of Transportation oversees airline consumer issues such as denied boarding, lost baggage, overbooking, ticketing and statistics for on-time performance. This information, as well as information about shipping hazardous materials and other general travel-related questions, is addressed on the Aviation Consumer Protection website.

Arizona has 83 airports in the State System Plan: 58 publicly owned airports, 14 Native American-owned airports and 11 privately owned airports.

ADOT does not fund private airport development.

ADOT provides funding to public airports to design and construct aviation facilities, acquire land for airport purposes and conduct planning and environmental studies. ADOT will fund 90 percent of a project to qualified public airports and half an airport's local share of a federally funded airport-development grant.

Product evaluation staff do not meet with applicants. Staff will contact you if information is needed.

Proprietary Products and products requiring Public Interest Findings are given a certification by the Group Manager of responsible charge. Please see SUP 01-1 Proprietary Items for further information.

Please reach out to the APL coordinator, via email [email protected] with your feedback.

The APL lists products by category. ADOT maintains a specification for each category and subcategory. Vendors and manufacturers are invited to submit applications for products that have a category or subcategory on the APL. Applications for products that do not have an APL category will not be evaluated. Please submit applications through the AZPEP Portal.

Please reach out to the APL coordinator, via email [email protected] for adding a category. The department will then determine if the additional category will be added.

• You may market your product directly to contractors who bid on ADOT construction projects. PEP is not involved in this process.
• You may request that ADOT develop a specification for the product type by completing a Standards Committee Request. The request will be considered by the ADOT Standards Committee.
• New technologies should be presented to Transportation System Management and Operations (TSMO).
• New products may be presented to the subcommittees most inline with your product.

• Yes, unless otherwise specified in the Special Provisions, products not appearing on the Approved Products List at the time of the bid opening may be used if they meet the requirements of the contract documents. Further requirements are found in section 106.14 Approved Products List of the standard specifications.

• Applicants can ensure that they have read the ADOT Specifications and have identified the appropriate category and subcategory for their product, that testing has been performed within the last five years by an accredited lab, and that they submit all required materials within stated deadlines.
• Applicants should review the posted evaluation tables that contain the requirements for a number of APL Categories. If your category does not have a table, please reach out to the APL mailbox at [email protected].

At the time of submitting your application, all testing data will need to be current within five years of submission.

COCs and COAs do not substitute for the required test data. In addition, having a product on the APL does not exempt a vendor from submitting a COC or COA prior to the product's use in construction. COC and COA requirements are found within the Materials Quality Assurance Program Manual, under Appendix C, the Sampling Guide Schedule, and Certificates.

NTPEP test data are acceptable if the ADOT specification for your product category requires NTPEP testing. Please review the specifications to determine whether this applies to your product. When applying, please specify where that data is stored in the NTPEP datamine. For product categories with requirements not covered by the NTPEP testing, please provide independent test data from an accredited lab.

If your product has a chemical formulation, you must submit a Safety Data Sheet.

Once approved, products remain on the APL for five years or until ADOT or the applicant deems the product unacceptable, whichever comes first.

The AZPEP Portal is designed to be self-explanatory. To apply, please complete and submit all required forms and documentation. However, if you have questions or comments on the portal or process, please contact PEP at [email protected].

Arizona has 83 airports in the State System Plan: 58 publicly owned airports, 14 Native American airports and 11 privately owned airports.

We do not fund private airport development.

ADOT provides funding to public airports to design and construct aviation facilities, to acquire land for airport purposes and to conduct planning and environmental studies. ADOT will fund 90 percent of a project to qualified public airports, and 95% for GA-Basic airports, and 50 percent of an airport's local share of a federally funded airport development grant.

There are more than 6,539 registered aircraft based in the state and 17,986 licensed pilots.

The FAA's Flight Standards District Office is the regulatory agency for flight safety. The Scottsdale, Arizona office can be reached at 480.419.0111.

FAA-Flight Standards District

All aircraft based in Arizona must be registered with the Motor Vehicle Division. Registration must be accomplished within 60 days of purchase or lease of an aircraft or no more than 60 days after an aircraft is brought into the state. Aircraft registration must be renewed no later than the last day of February.

The U.S. Department of Transportation oversees airline consumer issues such as denied boarding, lost baggage, overbooking, ticketing and statistics for on-time performance. This information, as well as information about shipping hazardous materials and other general travel-related questions are addressed at the USDOT's Aviation Consumer Protection Division website.

Here is a fact sheet about the FAA and filing Low-Flying Aircraft Complaints.

All aircraft based in Arizona must be registered with the Motor Vehicle Division. Registration must be accomplished within 60 days of purchase or lease of an aircraft or no more than 60 days after an aircraft is brought into the state. Aircraft registration must be renewed no later than the last day of February.

Signals offer the maximum degree of control at intersections. They relay messages of both what to do and what not to do. The primary function of any traffic signal is to assign right of way to conflicting movements of traffic at an intersection, and it does this by permitting conflicting streams of traffic to share the same intersection by means of time separation.

By alternately assigning right of way to various traffic movements, signals provide for the orderly movement of conflicting flows. They may interrupt extremely heavy flows to permit the crossing of minor movements that could not otherwise move safely through the intersection.

When properly timed, traffic signals increase the traffic handling capacity of an intersection, and when installed under conditions that justify its use, it is a valuable device for improving the safety and efficiency of both pedestrian and vehicular traffic. In particular, signals may reduce certain types of accidents, most notably the angle (broadside) collision.

While many people realize that traffic signals can reduce the number of angle collisions at an intersection, few realize that signals can also cause an increase in other types of accidents. For example, it has been well documented that other types of accidents, notably rear-end collisions, usually increase when a signal is installed.

Normally, traffic engineers are willing to trade off an increase in rear-end collisions for a decrease in the more severe angle accidents; however, when there is no angle accident problem at an intersection, there is nothing to trade off, and the installation of traffic signals can actually cause a deterioration in the overall safety at the intersection. Traffic signals should not be considered a "cure-all" for traffic congestion, and the primary goal of all traffic engineers is to attain the safest and most efficient traffic flow feasible.

In addition to an increase in accident frequency, unjustified traffic signals can also cause excessive delays, disobedience of signals and diversion of traffic to inadequate alternate routes.

Traffic signals are much more costly than is commonly realized, even though they represent a sound public investment when justified. A modern signal can cost taxpayers between $80,000 and $100,000 to install, depending on the complexity of the intersection and the characteristics of the traffic using it. On top of this, there is the perpetual cost of the electrical power consumed in operating a signalized intersection 24 hours a day. This cost now averages about $1,400 per year.

Because of the widespread belief that traffic signals offer the solution to all intersection traffic-control and accident problems, a number of signals have been installed nationwide where no legitimate operational warrant exists. Traffic records clearly show that the attitudes and misunderstandings that sometimes lead to unjustified installations should be resisted. It is important that the selection and use of this traffic control device be preceded by a thorough study of traffic and roadway conditions and that the determination of the type of control and method of operation be based on the study data.

Traffic signals should be used only where lesser forms of control have proven ineffective because signals almost always create more "overall intersection delay." In fact, minor movements may experience excessive delay, particularly if the signal is improperly timed. As a result, many drivers switch to less desirable alternate routes or to residential streets to avoid the added delay.

Traffic engineers promote safer traffic conditions by providing roadway conditions that contribute to smooth and efficient traffic flow.

Experience has shown that safety goes hand in hand with smooth traffic operation. Disrupting the smooth flow of traffic increases the probability of accidents.

Erratic traffic operation may be caused by vehicles stopping or slowing in the roadway, passing and weaving maneuvers, or other surprise elements. For example, unwarranted traffic signals, unreasonably low speed limits and too many signs may cause driver confusion and indecision.

Slower speed does not necessarily mean safer traffic operation. The chances of a drivers becoming involved in an accident are lowest when they are traveling at the average speed of traffic.

Traffic control devices are all signs, signals, markings and devices placed on, or adjacent to, a street or highway by a public body having authority to regulate, warn or guide traffic.

"Uniformity" means treating similar situations in the same way. Applied to traffic engineering, uniformity simplifies the drivers' tasks because it aids in instant recognition and understanding. Uniformity aids police, courts and road users by giving everyone the same interpretation. It aids public-highway officials through economy in manufacturing, installing, maintaining and administering the roads.

The Manual on Uniform Traffic Control Devices is the publication that sets forth the basic principles that govern the design and usage of traffic control devices. The manual was prepared by a national committee that included state, county and municipal representation. The standards in this manual, with certain exceptions, apply to all streets and highways regardless of the government agency having jurisdiction.

Legal speed limits are established by law (in Arizona) and may be changed only when justified on the basis of an engineering study.

A widely accepted principle is to set speed limits as near as practicable to the speed below which 85 percent of the vehicles are traveling on the highway. Experience has shown that approximately 85 percent of motorists drive at a speed that is reasonable and prudent. Established speed limits therefore encourage voluntary compliance because they appear reasonable to the public. Those 15 percent of drivers who will not comply with reasonable speed limits are the drivers who are subject to enforcement action.

Posted speed limits have very little effect on actual traffic speeds. There is a common belief that the posting of speed limit signs will cause drivers to react accordingly. This is not true and is why posted speed limits must be realistic to achieve compliance.

Unrealistically low speed limits invite violation even by responsible drivers. Enforcement of unreasonably low limits sets up the so-called "speed trap," which results in poor public relations. The posting of proper speed limits has the beneficial effects of smoothing traffic flow and aiding effective law enforcement.

Traffic signals should be installed when they will alleviate more problems than they will create. This determination must be based on an engineering study.

A warranted traffic signal that is properly located and operated may provide for more orderly movement of traffic and may reduce the occurrence of certain types of accidents. On the other hand, an unwarranted traffic signal can result in increased delay, congestion and accidents.

Many people seem to believe that traffic signals are the answer to all traffic problems at intersections. If this were true, no traffic engineer would deny a request for a signal. However, a traffic signal only functions by stopping traffic, and any time a motor vehicle is stopped in the road, there is the potential for an accident. It does not matter whether the stop is caused by a flat tire, a left turn into a driveway, or a traffic signal; the possibility exists that a following motorist will not notice the stopped vehicle until it is too late.

What traveler has not experienced a traffic signal suddenly turning amber a few hundred feet away? Who has not experienced waiting in a long line of cars for a traffic signal to change, moving ahead a few feet, and then having the signal turn red again? To avoid these kinds of inconveniences and the increased potential for accidents, the need for traffic signals should be based on competent engineering study.

The principal purpose of guide signs is to direct travelers to their destinations by the best route. However, it is not feasible to install signs listing all the possible destinations that may be reached from the highway. Drivers must make reasonable preparation for locating their destinations and have information that is readily available on road maps or GPS systems.

Guide signs require simplicity and clarity because drivers of moving vehicles are unable to read lengthy or complicated messages on signs. For this reason, sign messages should not exceed three lines.

On freeways, high traffic speeds demand that the number of signs be limited to those absolutely essential for the guidance of the motorist. Freeway exits are identified by the exit number, the route number or the name of the intersecting road. Certain additional messages may be provided where justified.

In rural areas signs may be installed to direct travelers to services such as roadside rests, gas, food and lodging.

Traffic engineering is that phase of engineering that deals with the planning, geometric design and traffic operations of roads, streets and highways and their networks, terminals, abutting lands and relationships with other modes of transportation for the achievement of safe, efficient and convenient movement of people and goods.

Traffic engineering applies engineering principles that help solve transportation problems by considering the psychology and habits of the transportation system users.

Many people still wonder why a traffic problem is so difficult that an engineer should be called upon for a solution. Why not just install a traffic signal, or raise/lower the speed limit, or erect more signs?

One of the greatest obstacles a professional traffic engineer faces in applying sound principles of traffic engineering is competing theories from vocal non-traffic engineers who lack expertise. The unfortunate result is the creation of traffic hazards when false theories are put into effect. Whenever unnecessary or excessive traffic controls are installed, hazardous traffic conditions usually result.

The role of traffic engineers may be compared to that of the medical profession in protecting the public. As trained professionals, traffic engineers look at the symptoms of general traffic conditions, and to make a competent diagnosis, they take traffic counts, analyze accident statistics, study speed data, examine roadway conditions, conduct research and study what other professionals are doing and the results they have achieved.

Just as the doctors' decisions are accepted in matters regarding health, even though the medicine may be bitter or the needle painful, so should the decisions of professional traffic engineers be given the prime consideration.

The completed DBE Certificate of Payment form is sent to your field office.

Yes. Modifications are considered part of the legal contract document.

Submit a written request and Add/Remove Subconsultant Form to the ADOT Project Manager. Adding a new subconsultant requires a certified payroll.

Login to the ADOT intranet, type "http://car/" in a browser window, and click Download Shortcut.

Terms and conditions are the same whether the property is sold by direct sale or at an auction. All property is sold "as is, where is." All due diligence must be done by the buyer prior to presenting an offer, or prior to the auction. The buyer is responsible for obtaining financing. Escrow will be for no more than 60 days. The buyer pays all escrow costs and must sign an Environmental Release Form. The purchase agreement and any escrow instructions are not assignable until escrow has closed. Possession will be granted upon recording of the Special Warranty Deed and any other documents required.

If the successful bidder fails to make the additional earnest money deposit within the specified period, fails to pay the full purchase price within 60 calendar days from the date escrow is opened, or otherwise fails to comply with any of the terms of the purchase agreement, the successful bidder’s right to purchase the property shall terminate and the full amount of the previously paid earnest deposit shall be forfeited to ADOT. Any lease with ADOT that is still in effect at close of escrow will transfer to the new owner, along with the security deposit held by ADOT. If the ADOT lease is terminated and the tenant vacates prior to close of escrow, all or part of the security deposit, as determined by inspection of the property, will be refunded to the tenant.

A subcontractor can start working after the SRF has been submitted to and is approved by Field Reports OR after the complete subcontract is submitted and approved. (Note: A completed contract is required for all subcontractors by the end of the project.)

Refer to the email below from Field Reports. This will apply if a subcontractor does start work prior to approval:

March 28, 2007

Dear Contractor

Due to repeated instances of primes allowing subcontractors to start work on ADOT projects prior to being approved, the following policy is in effect immediately. Prior to closing payrolls the Field Office will notify the prime contractor of any subcontractors who started project work prior to being approved by ADOT. The contractor will be responsible for writing a letter to the Resident Engineer explaining why the subcontractor started work on the project prior to being approved. The letter should also include what remediation measures have been implemented by the contractor to ensure the situation is not repeated. The letter will be concurred to by the RE and then forwarded to Field Reports.

If you have any questions, please call Charlene Neish at 602.712.7321 or Bill Fay at 602.712.4132.

No.

Submit a written request to the project manager for realignment with justification and changes in categories.

Contact the JPA branch, the CAR administrator and/or [email protected].

Most ADOT excess land currently for sale is shown on the Properties for Sale and Properties for Rent pages. You can also call 602.712.7587 or send correspondence to this address:

Right of Way Property Management Section
Arizona Department of Transportation
205 S. 17th Ave.
MD 612E
Phoenix, AZ 85007

Yes. ADOT cannot pay you for materials without the proper certification (Certificate of Compliance And/Or Analysis). See Standard Spec. 106.5 for more information.

Submit these documents and justifications with your CM:

• Letter of request
• Scope of work
• Justification and derivation of cost for the primary and all subconsultants

P3s make it possible to deliver much needed transportation projects in a timely manner, often years before the projects could be delivered using traditional project-delivery methods. Because P3s are business ventures for the private sector, the private sector has become efficient at delivering projects under this method. These efficiencies, combined with the private sector's resources, provide a more effective life-cycle cost and timely approach to delivering projects and provide a greater value for money for the public owner. In short, P3s make it possible for Arizonans to get much-needed transportation improvements faster than if conventional delivery methods are used, thus providing more travel options, reducing congestion and improving roadway safety for Arizonans.

Open the CAR System. Using your cursor, hover over Dashboard, click Add Agreement, click the question mark for the specific CAR Manual, or contact the CAR administrator.

Yes. All Force Accounts require certified payrolls.

Submit a Progress Payment Report once a month.

Under a conventional project-delivery method, ADOT finances both the design and construction of a transportation project. First, ADOT typically bids out and oversees the engineering design. Once the design is complete, ADOT then bids out and oversees the project's construction. Once the construction is complete, ADOT assumes the operations and maintenance of the facility. This process often results in change orders, which increase the cost of the project.

Under a P3, a private partner either finances or assists in financing a transportation project. ADOT bids one contract for the project, and the resulting P3 agreement covers both the design and construction of the project. It may also include the operation and maintenance of the facility by the private partner for a defined period of time. Typically, the private partner, not ADOT, is responsible for change orders.

The private partner is responsible for managing and operating the project for the term length, with ADOT serving in an oversight role. The private partner typically is responsible for adding future capacity to enhance the ongoing operations of the project. Under all circumstances, ownership of the project remains with ADOT.

Yes, the Joint Project Agreement Instructional Guide for Comprehensive Agreement Resource (CAR) is a step-by-step guide to initiate an Agreement in CAR and is also found at azdot.gov/JointProjectAgreement.

Yes. The new specification adjusts the dollar amount of work reported each month by 1.5 percent instead of 1 percent. The dollar amount will not include any incentives earned, including those for pavement smoothness, thickness or strength. No adjustments will be made for work performed after Substantial Completion. For further clarification, contact your project field office.

Documents are posted as they become available in PDF format, which requires Adobe Reader to view.

Go to the General Accounting Office website. Go to ACH Vendor Authorization - Form to set-up Automated Payment Processing

Eligible projects include those that are used or are useful for the safe transport of people or goods via one or more modes of transportation, including enhanced, upgraded and new facilities. Eligible projects could involve any of these structures:

Email [email protected] with the complete entity contact information (i.e., name of entity, address, phone number, etc.).

Answer: All firms interested in working on federally funded transportation projects are required to be AZUTRACS Registered. Learn more about AZUTRACS.

In your Progress Payment Report, include correct format, work hours expended and supporting documents for compliance and cost.

ADOT can use a variety of project delivery methods:

• Predevelopment agreements leading to other implementing agreements
• Design-build agreements
• Design-build-maintain agreements
• Design-build-finance-operate agreements
• Design-build-operate-maintain agreements
• Design-build-finance-operate-maintain agreements
• A concession providing for the private partner to design, operate, maintain, manage or lease an eligible facility

Email [email protected] or [email protected] and provide the contact information to be added (i.e., name of entity, address, phone number, and email address.).

This information can be obtained on the ECS web page, the upcoming project listing and the five-year program.

Request a time extension from your project manager.

ADOT retains control and ownership and sets the standards and rules of the P3 facility.

Only agreement numbers can be initiated in the CAR System; project numbers are initiated with the project master. If the agreement is for a project with an ADOT project number, the ADOT project number must be in Advantage before proceeding.

For consultants that are prequalified with ECS, winning SOQs can be requested from [email protected].  All other requests must be made through a Public Records Request. 

Submit a final invoice and the requirements listed on the Closeout Letter.

In Arizona, the term of a P3 agreement can extend up to 50 years. However, ADOT may extend a P3 for additional terms.

Enter all reference information in the comment section under the Agreement tab.

There are several common reasons a proposal can be rejected without review:

• Not prequalified
• Over the page limit requirements
• Lacking signature requirements
• Not including required documents

All contracts are subject to audit.

No. A toll facility is a business venture for a private partner. If tolls are too high, fewer people will travel on the facility, which will result in lower profits for the private entity.

Similarly, reducing service will also drive customers away, which is the last thing that a business wants to do.

Additionally, provisions regulating toll rate increases and performance standards are included in the P3 agreement, and the private partner is legally required to adhere to these provisions.

You can find it under the Summary tab of the agreement or under the Approvals tab of the agreement.

It generally takes three to four weeks, depending on the size of the project and the number of submittals.

Keep your files for five years after the contract closed date.

Legislation requires that any P3 agreement must be used for a “new, upgraded or enhanced facility.” Therefore, P3s can be used for new facilities or for expansions to existing facilities. Existing lanes cannot be tolled under current law.

Click Dashboard and enter information into any of the fields (i.e., the project number, the agreement number, the entity name [this will show all agreements with that entity], etc.).*

OR

Hover over the Dashboard tab. A drop-down box will appear. Click Agreement Search and enter the information into any of the fields.*

*Note: Information can be entered into more than one field when searching for an agreement.

This information is included in the advertised Request for Qualifications and is typically 14 calendar days for the first submittal from the time of selection. If selected, the firm will be notified about deadlines.

Email your question to  [email protected]  

You can send us an email using our online form or call 602.712.4424.

First, check the Properties for Sale and Properties for Rent pages. If the property is not listed, call our office at 602.712.7587 for more information.

Bid tabs are considered confidential until a job is awarded and then become public information. After award, a copy is sent to each bidder on the project. Anyone may view a copy in the CS office at no cost. Anyone can purchase a copy for $10 administrative charge plus 20 cents per page. Contract and Specifications post Bid Tabs on their website for 3 months.

When a consultant (prime, sub or any level of tier-sub) is proposing labor classifications.

No.  Rates are set for the life of the contract and are only eligible for an increase once the contract is 5-years past the Notice to Proceed date.  Contact ECS to determine if you are eligible at  [email protected] 

Agreements between the state and nongovernment agencies are JPAs. Agreements between the state and local government agencies are IGAs.

ADOT sells any real estate that the department determines to be excess, including commercial (developed and vacant), residential and vacant land.

No, ADOT does not hold any retention and the Prime Contractor and/or each subcontractor of any tier shall not withhold retention on any subcontract.

The primary consultant determines whether it is required of a subconsultant to have insurance.

The answer to this question is determined by contract type. Contact ECS at [email protected].

Submit a JPA request prior to the start of the project. The IGA/JPA must be EXECUTED before the project funding will be authorized.

Each asking price is based on a current appraisal of the property. It is the appraiser’s job to determine market value based on their research of the real-estate market.

On the Outside Rented Equipment worksheet, you will enter 1 in the Quantity and the invoice amount in the Invoice Rate. On the next line, enter the number of the hours the equipment was used in the Quantity field and the Hourly Operating Cost in the HOC field.

Entering these amounts will result in the contractor being reimbursed the entire invoice amount (minus any nonreimbursable costs), as well as the Hourly Operating Costs for all hours the piece of equipment was in operation.

ADOT requires a range of insurance from its consultants:

• Professional liability
• General liability
• Valuable papers
• Workman's compensation
• Auto liability

Yes. The paperwork varies by contract type.

The JPA Launch System is no longer used to request agreements and is used as a reference, read-only tool. The Comprehensive Agreement Resource (CAR) has replaced the JPA Launch System.

ADOT excess property can be purchased by presenting an offer, also called a Letter of Intent,accompanied by a cashier’s check or money order in the amount of 10-percent of ADOT’s asking price or $100,000, whichever is less, (unless residential 1-percent) as an earnest deposit.

With a few exceptions (FMLA and MSPA), the U.S. Department of Labor's regulations do not require posting of notices in Spanish or other languages. Where an employer's workforce is comprised of a significant portion of workers who are not literate in English, the employer is responsible for providing the Family and Medical Leave Act (FMLA) poster notice in a language in which the employees are literate.

The Migrant and Seasonal Agricultural Worker Protection Act (MSPA) is not applicable to ADOT.

You need to have your insurance certificate before you receive your notice to proceed.

No. While encouraged, only the primary consultant needs to be prequalified.

If the Scope of Work responsibilities, project costs and/or funding amounts change, then an amendment is needed. The Amendment Request Form will need to be filled out and emailed to [email protected].

If no other offer to purchase is made to ADOT within the 30-day notice period, the property is sold to the original offeror upon expiration of the 30-day period.

Contact the appropriate construction office for information on certified payrolls, subcontractors, partnering and other project-specific information. The information is in your executed contract in the first few pages.

Check the ADOT Construction Contact List for names and phone numbers.

ECS may issue a "Best and Final" offer letter. If a firm does not accept the offer, ADOT may move to negotiations with the next ranked firm.

A subconsultant is a firm providing professional services on a contract; they make decisions, perform analyses or make recommendations. A direct expense is anyone who provides a service but does not make recommendations or perform analyses.

On average, it takes 120 days to process an agreement from initiation to execution.

An auction is required when ADOT receives a second offer to purchase during the 30-day notice period mentioned above. This is a public auction. Anyone can bid, provided they present prior to the commencement of bidding a cashier’s check or money order in the amount of 10-percent of ADOT’s asking price or $100,000, whichever is less, as an earnest deposit and also complete and sign the ADOT Bidder Form. A separate cashier’s check or money order and Bidder Form are required for each property to be bid on. Bidding is open and the property will sell to the highest bidder. Earnest deposits will be returned without interest if you are not the successful (i.e., highest) bidder.

On the day of the auction, after the auction has finished, the successful bidder must sign a purchase agreement and other documents. The successful bidder will have five working days from the opening of escrow to deposit any balance of earnest money to equal 10-percent of the final purchase amount (the amount of the highest bid). In the event that the buyer is unable to perform, 10-percent earnest deposit will be forfeited and the property may be offered to the next highest bidder, who upon agreeing to purchase will have five working days to provide the 10-percent earnest money and sign the purchase agreement and other documents.

A Strategic Traffic Safety Plan (STSP) is a statewide, coordinated plan that provides a comprehensive framework for reducing fatalities and serious injuries on all public roads. The STSP is developed by the Arizona Department of Transportation in cooperation with local, regional, state, federal, tribal, non-profit and private-sector safety stakeholders. The STSP is a data-driven, multiyear plan that establishes statewide goals and objectives and identifies Emphasis Areas that must be addressed to reduce traffic fatalities and serious injuries. The plan outlines feasible strategies and action steps or countermeasures to address the Emphasis Areas through integration of the 4 E’s of transportation safety: Engineering, Education, Enforcement and Emergency Medical Services.

A construction schedule is available on the Construction Info page. ADOT encourages community members to visit the Follow Us page and sign up for project and construction alerts and updates, which are sent weekly via email and/or text message.

Interchange locations were determined during the environmental phase of the project, based on traffic modeling and regional mobility needs. During this process, ADOT coordinated with the city of Phoenix and a Citizens Advisory Team to identify interchange locations. Initially, interchanges were not planned for 32nd Street and Vee Quiva Way. The interchanges were added to the project after construction began in 2016 at the request of area residents, businesses and other key stakeholders and following a re-evaluation of the environmental study.

Factors considered in the environmental study were the amount of truck traffic that would use the freeway and its potential impact on the surrounding community. The MAG regional travel demand model forecasts approximately 10 percent truck traffic on the South Mountain Freeway in 2035. The forecasted truck traffic is based on existing traffic studies and projected socioeconomic data. This percentage is similar to current traffic conditions on I-10 between Loop 101 and I-17 and on US 60.

Based on the most recent analysis of statewide crash data, Arizona has identified five emphasis areas. These emphasis areas are a required component of any STSP and help direct resources, focus implementation efforts, and organize emphasis area teams. The five emphasis areas are: Highway Safety (Behavior-Related), Intersections, Lane Departure, Pedestrians and Safety-Related Data.

ADOT will keep the public up-to-date throughout construction of the freeway. Information is available on the project website; be sure to sign up for weekly email and text message alerts (sign up through the Follow Us page).

A shared-use path is a physically separated path adjacent to a highway. It accommodates pedestrians, bicyclists and other forms of non-vehicular traffic. The 20-foot wide shared-use path is being constructed between 40th Street and 17th Avenue directly south of the freeway in the Pecos Segment. While C202P is responsible for the design and construction of the shared-use path, the city of Phoenix will be responsible for maintaining the path. Additionally, the shared-use path will provide connectivity complementing the city of Phoenix Comprehensive Bicycle Master Plan.

The SMF was not constructed to create a "truck bypass" for downtown Phoenix. The freeway is part of a transportation system developed to improve mobility in the region by increasing capacity and providing traffic alternatives—including truck traffic—to other, already congested routes. As with all other freeways in the MAG region, trucks use the SMF for the through transport of freight, for transport to and from distribution centers, and for transport to support local commerce. It is anticipated that “true” through truck traffic (not having to stop in the Phoenix metropolitan area) would continue to use the faster, designated, and posted bypass system of I-8 and State Route 85. Also, like other “loop” freeways in the Phoenix metropolitan area, the SMF would be a commuter corridor, primarily serving automobiles and helping to move local traffic between the eastern and western portions of Maricopa County.

All three improvements are vital to preserve the integrity and safety of State Route 89A. The highway was built in a canyon with a lot of rock-cut faces, which erode over time due to weather conditions. This leads to large rocks, sediment and other debris on the roadway, which creates significant safety and maintenance issues. The improvements include: 

• Rockfall Mitigation
• Drainage & Sediment Control
• Pumphouse Wash Bridge Rehabilitation

The Rockfall Mitigation improvement will help reduce the potential of large rocks falling onto the roadway at two locations along SR 89A. There have been several previous emergency closures due to rockfall events blocking the roadway.

The Drainage & Sediment Control improvement will reduce erosion to preserve deteriorating slopes and reduce downstream pollution as well as minimize or prevent future unplanned closures of SR 89A due to sediment or rocks blocking the roadway. In addition, the Pumphouse Wash Bridge Rehabilitation improvement is needed to maintain the structural integrity of the bridge, which is past its service life.

In summary, the improvements are needed to continue maintaining safety and access for motorists along SR 89A in Oak Creek Canyon.

Every year, preventable crashes result in hundreds of fatalities and thousands of serious injuries on Arizona roadways. The purpose of the STSP is to direct transportation-project investment decisions and assure best practices are adopted to achieve a significant reduction in transportation related fatalities and serious injuries on all public roadways.

The shared-use path is scheduled for completion this fall.

A Diverging Diamond Interchange (DDI) is based on a standard diamond interchange common in Arizona, but with one major difference —traffic shifts briefly on the left side of the road between highway ramps, allowing left turns without crossing oncoming traffic. The freeway will feature two half-DDIs in the Pecos Segment, as there are no connection points to the south. Features of a DDI:

• Innovative, proven solution for increased safety and mobility
• Able to move increased traffic more quickly and safely than traditional intersections
• Minimizes right of way footprint over some other types of interchanges
• Watch a video about driving on the half DDI here

Arizona highways, like most highways across the United States, are open to all kinds of traffic, so long as the cargo being carried is in accordance with U.S. Department of Transportation regulations for the specific type of cargo. The Arizona Department of Transportation has a few locations in the state with hazardous cargo restrictions, but these restrictions are based on emergency response issues or roadway design limitations specific to that location. For example, the Interstate 10 Deck Park Tunnel has certain hazardous cargo transport restrictions because of the limited ability for emergency responders to address a hazardous materials incident in the tunnel. The South Mountain Freeway will operate under the same rules as other similar facilities in the state; transport of hazardous cargo will be permissible.

The nature of the SR 89A corridor and the type of work being performed required extensive coordination with area public and private agency partners to determine how best to construct these projects, while minimizing impacts to drivers and canyon residents and businesses.

We discussed the pros and cons of two construction approaches:

Completely closing the north end of Oak Creek Canyon, which would get the improvements completed sooner, but with more driver and local impacts.

OR

Leaving SR 89A open with a single alternating north- and southbound travel lane through the work zones and limited full closures, but with a longer project duration.

After studying possible construction options and obtaining input from our agency stakeholders, ADOT decided to keep SR 89A open during construction with lane restrictions and limited closures for work that cannot safely be done around traffic. In February 2022, the Arizona State Transportation Board awarded the $11.1 million construction contract to Fisher Sand and Gravel Company.

The Arizona Department of Transportation manages implementation of the Arizona STSP and is a primary stakeholder as are the Arizona Department of Public Safety, Arizona Department of Health Services, Governor’s Officer of Highway Safety, Federal Highway Administration, National Highway Traffic Safety Administration and Federal Motor Carrier Safety Association. Hundreds of other stakeholders, representing municipalities, law enforcement, emergency responders, hospitals and health services providers, safety organizations, and more serve on Emphasis Area teams.

The below activities are subject to change and are weather dependent: April/May 2020 ​Ramp barrier and catch basins Grading and paving 32nd Street southbound: road construction through end of April/early May 32nd Street northbound: road construction in early May to June June/July 2020 ​Cast in place walls Visual wall footings and masonry for ramps Grading and paving Drainage and basin culverts

Noise walls were built in locations that warranted noise mitigation in compliance with state and federal regulations based on noise modeling completed prior to construction. ADOT will continue to measure noise levels along the entire freeway corridor to evaluate impacts and ensure that noise levels remain at or below what is permitted by state and federal regulations. ADOT’s policy is to reduce the impact of freeway noise on adjacent homes, schools and churches by building sound walls or berms. Based on the noise modeling included in the Environmental Impact Statement, building sound walls ranging in heights from 16 to 20 feet adjacent to the residential communities would minimize the noise impacts of the freeway traffic and meet ADOT’s threshold of 64 decibels which is lower than the federal regulations (67 decibels). As a comparison, conversational speech is typically measured at 60 decibels.

Ports of entry monitor all commercial traffic entering Arizona for registration, taxes, size and weight restrictions, commercial driver license requirements, insurance requirements and equipment safety requirements, and issue permits as required. ADOT’s Enforcement and Compliance Division further works to ensure the safe and efficient movement of commercial motor vehicles on highways throughout Arizona.

Construction is expected to start early this spring and be completed by the end of 2023. SR 89A will remain open to traffic with the exception of limited daytime and overnight closures. Once construction starts, the highway will be narrowed to one lane only through the work zone(s) with alternating northand southbound travel. Traffic-control will be maintained using a combination of temporary traffic signals and/or a flagging operation. ADOT is committed to completing the improvements as quickly as possible, while balancing the transportation and access needs of local communities.

Many traffic circles require circulating vehicles to grant the right of way to entering vehicles and can be very large or very small. They can operate at higher speeds and often require motorists to move from one lane to another.

Modern roundabouts include improvements such as yielding to as opposed to merging with circulating traffic, deflection at entry and low-speed entry by design.

ADOT is conducting noise measurements in compliance with the Final Environmental Impact Statement (FEIS) for the South Mountain Freeway. Further, ADOT will evaluate the common noise environment within the project area after the freeway is “fully operational.”

There are two primary sources of noise during major construction activities: equipment engine noise and back-up alarms. While the construction team understands these alarms can be disruptive to nearby residents, they are a vital safety feature proven to reduce the number of construction fatalities. OSHA requires the alarms to be used and to be audible above the surrounding construction noise.

Yes. ADOT continues to evaluate locations where light could be redirected while maintaining the safety of the motoring public. Careful consideration and planning go into adjusting lighting on a mainline urban freeway

No, this freeway is not tolled and is funded by state, federal, and local dollars.

Access will be maintained to properties in Oak Creek Canyon throughout the project. During the limited full closures on SR 89A, it may take longer to get to and from properties in the canyon since a detour will be in place. During the closures, property access to and from SR 89A will be maintained with detours either to the north or the south via SR 179 and I-17.

No, a modern roundabout is not a four-way stop. Both intersections are what the engineering community calls a “method of moving traffic,” but four-way stops require all traffic to stop prior to entering the intersection. Modern roundabouts require motorists to yield at entryways. All traffic entering a modern roundabout must follow the golden rule of the modern roundabout: Never merge. Here are some other differences between roundabouts and four-way stops.

• Four-way stops yield to the right, while roundabouts yield to the left (similar to a right turn at a red light).
• Traffic in a modern roundabout circulates counterclockwise.
• Motorists coming from different directions take turns in a first-come-first-served order at a four-way stop. This is not the case with roundabouts, where each driver chooses a safe gap to enter.

“Fully operational” means that the monitoring systems and overall conditions on the freeway are conducive to continuous, uninterrupted, and free-flow traffic operations, and that the traffic volumes are aligned with the levels predicted by the Maricopa Association of Governments (MAG) travel demand model for the year 2020.

Dust control is always a priority for the construction team. Keeping the soil moist during ground-disturbing activities is the most effective means for preventing dust. Water spraying and soil stabilization materials are used in all construction areas before, during and after construction activity.

Rubberized asphalt has been used on the SMF to provide a smooth driving surface. It has the added benefit of reducing noise levels by up to four decibels. This material—used for more than 20 years to resurface highways and city streets in Arizona—consists of regular asphalt pavement mixed with recycled rubber tires. In addition to the benefits it provides on the roadway, rubberized asphalt also reduces the number of used tires in landfills. Final rubberized asphalt paving will occur in the spring of 2020.

Up to five full daytime closures from 6 a.m. to 4 p.m. Sunday mornings through Thursday evenings at the south end (MP 375) and up to 10 overnight full closures from 9 p.m. to 6 a.m. Sunday nights through Friday mornings at the north end (MP 387-389) of the project. The closures may be on consecutive or non-consecutive days.

First, slow down! You should approach a modern roundabout at no more than 25 mph. Most importantly, do not merge. Always yield to traffic in circulation when entering a modern roundabout. Do not attempt to cut in front of traffic, but wait for a safe gap. The drivers already in the roundabout have the right of way.

Because of the COVID-19 pandemic, average daily traffic volumes throughout Maricopa county are lower than usual. Taking noise measurements during this pandemic is not representative of typical traffic noise levels. ADOT is planning to resume field noise testing in late summer/early fall 2020 and in late February/early March 2021. Beyond that, ADOT will continue testing noise levels throughout the 22-mile corridor regularly in select locations. Schedules are subject to change because of the pandemic and other unforeseen situations. Updated information will be posted on the project website at southmountainfreeway.com when it is confirmed.

ADOT sends weekly emails and text message alerts regarding construction activities, restrictions and closures. ADOT encourages individuals who live or travel near the future freeway to sign up for project alerts on the Follow Us page.

ADOT no longer paves its highway bridges with rubberized asphalt. This is because the rubberized asphalt must be removed and replaced each time a bridge needs to be inspected or if a repair must be made. By not paving bridges with rubberized asphalt, ADOT reduces costs, as well as the need to close or restrict freeways for asphalt removal or replacement. And because rubberized asphalt is a temperature-sensitive product, bridges could be repaved only during optimal conditions that occur twice a year (spring and fall).

• Drivers traveling from Sedona to Flagstaff will use State Route 179 to Interstate 17.
• Drivers traveling from Flagstaff to Sedona will use I-17 to SR 179.
• Message boards and other social media will be used to notify the traveling public seven calendar
• days in advance of full closures.
• A signed detour will also be provided during the closures.

In most situations, a modern roundabout can handle higher traffic volumes with less delay than traffic signals because motorists do not stop for traffic lights. A two-lane roundabout will handle the same capacity as other major intersections in the Valley, and a three-lane roundabout handles up to 6,000 vehicles per hour.

Measurements will be taken at representative locations along the South Mountain Freeway; that is, residential neighborhoods, parks, schools and similar locations. Measurements are typically restricted to exterior areas of frequent human use. Interior measurements are taken only when there are no outside activities, such as at churches, hospitals and libraries. Measurements are typically taken in one of three exterior locations: (1) at or near the highway right-of-way line; (2) at or near buildings in residential areas; and (3) at an area between the right-of-way line and the building where frequent human activity occurs, such as a patio or the yard of a home. ADOT will cover all noise-sensitive areas throughout the 22-mile corridor, within the project limits, at areas within approximately 1,000 feet from the freeway. A map with the location, date and time of the field noise measurements will be posted on the project website at southmountainfreeway.com when it is confirmed.

The project team anticipates 59th Avenue will be open to traffic in summer 2020. On 59th Avenue – like many other major roadways adjacent to and part of the freeway project – intermittent street and lane closures are required for the safety of the community. When closures are in place, adequate detours with clear signage are provided.

The South Mountain Freeway will be constructed as an eight-lane freeway (three general purpose lanes and one HOV lane in each direction). There are no current plans to widen the freeway in the future.

The detour routes are expected to add about an hour of travel time, depending on the point of origin and destination, without any other additional traffic delays. The one lane of travel through the north end of the canyon with temporary signals is expected to add approximately 45 minutes during weekday off-peak times and approximately one hour during peak travel periods. However, this corridor is subject to wide variations in traffic levels so there could be times when travel times are higher.

While it depends on the number of pedestrians and vehicles, in many instances, a modern roundabout can be safer for pedestrians than a traffic signal. Pedestrian crossing is reduced to two simple crossings of one-way traffic that is proceeding at relatively slow speeds. Pedestrian safety is improved further by the a pedestrian crosswalk sign placed right where a vehicle enters a modern roundabout. Even with this precaution, it is recommended that pedestrians always use caution and designated crosswalks.

Auto-pedestrian crash rates are usually lower at modern roundabouts than traffic signals. Also pedestrian injuries that do occur tend to be less serious because of the relatively low speeds demanded by modern roundabouts.

Properly designed modern roundabouts safely accommodate bicycles. Because vehicles are traveling at 15-25 mph, bicyclists can negotiate this traffic mode like a car.

ADOT utilizes data collected from the permanent automatic traffic recorders, an integral part of ADOT’s traffic data management system. That data will provide hourly/daily traffic patterns which, in turn, will provide the periods that the freeway operates at or close to “level of service c” – the highest level of traffic noise based on traffic volume and travel speeds. ADOT will continue to evaluate data and determine 2.5-hour windows of time - in the morning and afternoon - with similar traffic volumes when testing would occur. As previously noted, this will occur when average daily traffic counts return to more typical conditions.

The SMF project is part of a Design-Build-Maintain Agreement, or DBMA. The DBMA is between C202Pand ADOT. C202P, who is responsible for the design-build work, will also be responsible for maintaining the freeway for 30 years.

The 40th Street, Estrella Drive and Vee Quiva Way interchanges provide the Gila River Indian Community direct access to and from the freeway. The Gila River Indian Community is responsible for connecting to the traffic interchanges, in coordination with appropriate jurisdictions.

The contractor is required to notify ADOT 20 business days in advance of all full closures. Once the closure and traffic-control plans are approved, ADOT will inform the public seven calendar days in advance through roadside message boards and email notification.

The five full closures at the south end (MP 375) of the project are not slated to occur until sometime between mid-May and late July 2023. The 10 overnight full closures at the north end (MP 387 - 389) may occur anytime over the course of the project. However, it is important to note that closures and restrictions are subject to change due to unforeseen circumstances.

The price tag of modern roundabouts versus traditional traffic-control methods can vary. Demographics, geography and environmental elements all make a difference when engineers, communities, and city and state planners begin to consider how to move traffic from one street to another.

Sometimes the financial cost of right-of-way acquisition is higher than the cost of traffic signal construction, and sometimes it is not a factor. For example, though modern roundabouts do not require traffic-light electricity, the maintenance of landscaping or public art can be a cost. However, the reduction in fatal, injury and pedestrian crashes can reduce other costs, including car insurance premiums, health insurance premiums, and physical and emotional trauma. When safety factors go up, the cost to society goes down.

While there are many factors that may have a potential to influence traffic noise, traffic volume is the predominant factor. With that said, traffic is at its loudest when the traffic operates at Level of Service C. This is the condition of a stable flow of vehicles, at or near free flow in a lane, but lane changing and maneuverability may be challenging. During Level of Service C at 70 mph, there are approximately 1,500 vehicles per hour and per lane. When traffic volumes increase beyond Level of Service C, vehicle speeds decrease and lower the noise levels.

The correlation between traffic volumes and noise levels is a helpful tool for ADOT to determine the future noise levels based on current conditions. Generally, doubling the traffic may increase noise levels by 3 decibels (dBA), and an increase of 20- 25 percent in traffic volume may increase noise levels by 1 dBA.

C202P will handle all maintenance, including pothole repairs, signage, rehabilitation and striping. C202P must adhere to strict performance standards set forth by ADOT. If the highway is not maintained to these specified performance measures, C202P will incur financial penalties.

The SMF has been a critical part of the MAG Regional Freeway Program since it was first included in funding approved by Maricopa County voters in 1985. The SMF was also part of the Regional Transportation Plan funding passed by Maricopa County voters in 2004 through Proposition 400. The SMF is a key component of the region’s adopted multimodal transportation plan and the Regional Freeway and Highway System and is the last piece to complete the Loop 202. The Federal Highway Administration issued a Record of Decision (the final decision-making document for the project) selecting a build alternative on March 5, 2015.

Aside from the five daytime full closures at MP 375, which are allowed to occur from 6 a.m. to 4 p.m. Sundays through Thursdays, we do not anticipate any weekend or holiday closures. However, there will be 24/7 lane restrictions in place at the bridge and erosion control work zones while construction is underway on these two improvements. This will include temporary traffic signals. Closures are subject to change based on unforeseen circumstances, such as weather or traffic incidents.

At this time, ADOT is not scheduling noise measurements at specific homes or locations upon request. In alignment with the Final EIS, ADOT will conduct noise measurements in noise-sensitive areas along the entire corridor and share the results of decibel readings in correlation with each location.

A right red arrow means No Right on Red, and should be treated as a red traffic light, per the Arizona Driver’s License Manual. This means traffic cannot turn right on red and must remain stopped until the arrow turns green.

The route for the freeway was determined through a multidisciplinary process to identify a range of reasonable alternatives that were studied in detail in the Environmental Impact Statement. The study process involved identifying, comparatively screening, and eliminating alternatives based on:

• input from the public
• a comparison of alignment alternatives
• surrounding communities, resources, and other factors
• the historical context of the freeway
• projected regional traffic conditions with and without a freeway

The final decision on the route for the freeway was determined by ADOT, the FHWA and MAG, the transportation authority and planning agency for the region. As a corridor that is part of a comprehensive regional plan developed by MAG, ADOT serves as the agency responsible for implementation of the plan, with FHWA providing the federal oversight required to access federal funds. FHWA is the lead federal agency responsible for implementing the requirements of the National Environmental Policy Act, the governing federal law, and was responsible for the ultimate decision in selecting a route for the freeway.

ADOT will notify the public seven calendar days in advance through roadside message boards and traffic alerts via email. The best way to stay informed is to sign up to receive traffic alerts, which will be emailed directly to your inbox. Visit the project web page at azdot.gov/SR89A to sign up. In addition, ADOT will post traffic restriction and closure information on the project website and via social media, and will provide regular updates to HOAs, businesses and other stakeholders in the canyon so they can share the information with others in the canyon.

Given the length of the corridor, number of residential areas and limited number of hours in the morning and afternoon for measurements, ADOT anticipates that each round of noise measurements will take approximately three to four weeks to complete. ADOT will make every effort to complete the measurements as quickly as possible, but also must account for unforeseen events that might require repeating of noise measurements.

The freeway was funded by state, federal and local dollars. It is not tolled. The final design, construction and 30-year maintenance of the freeway occurred through a public-private partnership (P3) agreement with C202P. This P3 not only expedited construction, but also reduced the overall cost. This project would have cost an estimated $100 million more than it did if ADOT had not utilized a P3 and the design-build project delivery method. Those saving are reabsorbed by the Maricopa Association of Governments’ Regional Transportation Plan to be put toward other infrastructure projects in the region.

Public input was a vital component during the environmental study phase and was solicited from project inception through key milestones in the Draft and Final Environmental Impact Statement (EIS) processes. The interests and needs of the public, along with all other social, economic and environmental issues and impacts, were fully analyzed during the study phase of the project. More information about the entire public involvement process up to publication of the Final EIS is available in Chapter 6, Comments and Coordination, of the Final EIS.

Due to the type of work involved and nature of the narrow corridor with steep slopes, having the contractor work at night or during the winter when there is the possibility of ice and snow is both hazardous and much more costly. The blasting work at the south end of the project cannot be completed at night, as this would impose unacceptable safety risks to construction crews and the public. There is also some work, such as paving, that must be done in certain temperatures. In the Oak Creek Canyon/Sedona area, we typically shut down work during the winter due to the weather conditions.

Allow one to two weeks following testing for the team to analyze data and compile the technical memorandum. Once completed, ADOT will post information on the project website at SouthMountainFreeway.com. Schedules are subject to change because of the pandemic and other unforeseen situations.

A P3 refers to the contractual agreement between a public agency and a private sector entity to have greater participation in the delivery of a transportation project. By securing a P3, the entire SMF project can be constructed as one project rather than nine, as originally scheduled, which accelerated project delivery by at least three years. For additional information on the P3 process please visit the P3 Initiatives page.

The study did consider a variety of transportation alternatives, modes, and strategies that would fit into the Regional Transportation Plan, including transit. The freeway option was determined to best meet the purpose and need for the project, following an extensive screening process which included evaluation of additional benefits such as system linkage, regional mobility, and consistency with regional and local long-range plans.

Unfortunately, since SR 89A is so narrow there is no room to maintain one lane of traffic in each direction through the work zones during construction. Thus, it is not possible to safely construct the improvements without some limited full closures and single lane restrictions. We recognize any restrictions on SR 89A corridor are going to be inconvenient; however, we have done our best to keep the closures to a minimum and limit the overall impacts.

ADOT will share the results of field noise measurements with its project partners, including members of the public and key stakeholders. ADOT will make every reasonable effort to address concerns and be innovative and flexible within the federal and state regulatory framework for noise mitigation. Keep in mind that if the noise levels (expressed in LeqA1h) are at or above 64 dBA, it does not guarantee a noise wall will be constructed, as other factors must also be considered. ADOT will explore other possible innovative methods to reduce noise levels. Learn more about ADOT’s Noise Mitigation Policy at azdotgov/business/environmental-planning/noise. Chapter 6 of this policy provides information about the three reasonableness factors, or “tests,” that must collectively be achieved for a noise abatement measure to be deemed reasonable.

C202P is the developer responsible for the design, building and maintenance of the SMF for 30 years after completion of construction. The team consists of Fluor Enterprises Inc., Granite Construction Co. and Ames Construction Inc., with WSP Inc. as the lead designer.

While efforts to study alternatives on Community land were attempted, the Community has long held a position of not allowing the freeway to be located on its land. For example, a coordinated referendum of Community members to favor or oppose construction of the freeway on Community land or to support a no-build option occurred in February 2012, and Community members voted in favor of the no‑build option. Therefore, the freeway cannot be located on Community land.

Emergency access through the canyon will be maintained at all times for first responders and other emergency crews. First responders will be able to travel through the work areas as needed for medical or other emergencies. Regarding wildfires, there will be an emergency evacuation plan in place for canyon residents and businesses.

Highway traffic as a noise source creates complexities when it comes to analysis and mitigation, and ADOT understands that you may have additional questions. There are many factors, all of which are relevant, such as traffic volumes and speed, traffic mix, pavement and atmospheric conditions that can impact noise levels. That is why the Federal Highway Administration has provided regulation and guidance on how to analyze and mitigate highway-related noise. The following resources provide information you might find useful:

FHWA - Highway Traffic and Construction Noise - Regulation and Guidance:

https://www.fhwa.dot.gov/Environment/noise/regulations_ and_guidance/

FHWA - Noise Policy FAQs - Frequently Asked Questions:

https://www.fhwa.dot.gov/environment/noise/regulations_ and_guidance/faq_nois.cfm

ADOT – Environmental Planning – Noise:

/business/environmental-planning/noise

US DOT - National Transportation Library:

https://rosap.ntl.bts.gov/welcome

Yes. The state retains ownership of the SMF, and C202P is granted a non-exclusive license (not ownership) for 30 years to access and use the freeway and its structures to carry out operations and maintenance. C202P must return to the state a freeway in excellent condition at the end of the maintenance period in 2050. Although C202P must maintain the freeway, ADOT can make improvements, if warranted, at its own cost. Like other state freeway projects, improvements would need to be identified in the Five-Year Transportation Facilities Construction Program and approved by the State Transportation Board.

Air quality impacts were estimated through sophisticated computer modeling based on predictions of the amount and nature of traffic under worst-case scenarios. The emissions models are based on extensive emissions testing that the U.S. Environmental Protection Agency (EPA) has conducted on thousands of vehicles representative of the ages and models of the vehicle fleet on the roads today.

The carbon monoxide and particulate matter (PM10) analyses demonstrated that the freeway will not contribute to any new localized violations, increase the frequency or severity of any existing violation, or delay timely attainment of the National Ambient Air Quality Standards or any required interim emissions reductions or other milestones.

Since ozone is a regional pollutant, there is no requirement to analyze potential impacts and no possibility of localized violations of ozone to occur at the project level. The Maricopa Association of Governments is responsible for developing plans to reduce emissions of ozone precursors in the Maricopa area. The South Mountain Freeway is included in the Regional Transportation Plan that has been determined by the U.S. Department of Transportation to conform to the State Implementation Plan on February 12, 2014.

The emission modeling developed for the freeway showed that for the mobile source air toxics study area, there would be little difference in total annual emissions of mobile source air toxics emissions (less than a 1 percent difference) in 2025 and 2035. In addition, beginning in 2017, the new EPA Tier 3 vehicle and fuel standards will reduce tailpipe and evaporative emissions and reduce mobile source air toxics.

The Record of Decision discusses the air quality analyses in greater detail.

There will be turnaround spots for drivers prior to the closure areas at the following locations:

South end of canyon:

• Northbound drivers can turn around at the roundabout just north of uptown Sedona.
• Southbound drivers can turn around near Purtymun Lane, just south of Sedona Views Bed and Breakfast.

North end of Canyon:

• Southbound drivers can turn around before the switchbacks at Oak Creek Vista.
• Northbound drivers can turn around near the Cave Springs Campground.

While the closures are in place, a “soft closure” will be set up to enable drivers to turn around or who need local access can get through up to the “hard closure” construction zone.

Although the freeway is open to traffic, various construction activities remain ongoing. These activities may include street improvements that require minor traffic shifts; landscaping; construction of the shared-use path; construction of the 32nd Street traffic interchange ramps; construction of the 59th Avenue frontage road in the I-10 Segment; rubberized asphalt paving; final striping and installation of reflectors on the east- and westbound lanes in the Pecos Segment; and other activities on I-10. The project is scheduled for completion in fall 2020.

Fifteen traffic interchanges will be located at the following major street crossings:

Chapter 3 of the Final Environmental Impact Statement (FEIS) states traffic projections estimate approximately 117,000 to 190,000 vehicles daily would use the South Mountain Freeway in 2035.

The blasting that is planned as a part of this project will only occur in small applications. This means the potential impact on any surrounding properties outside the blasting zone will be limited. In addition, the contractor will have a specialized team onsite to ensure the blasting does not impact any surrounding structures.

The contract requirements for the ledge removal at MP 375 require controlled blasting practices with design work performed by a leading industry professional with extensive experience. ADOT pre-qualified all potential bidders for the project to ensure extensive knowledge and experience by the selected contractor. The blasting consultant will also utilize seismograph instrumentation to ensure vibrations are kept to a safe and manageable level. ADOT geotechnical engineers will also review every blasting plan to ensure public safety.

The contract also requires pre-construction condition surveys of all structures within 1,000 feet of the blasting area. These condition surveys will include video to document existing structural conditions of all buildings prior to the blasting work. The contractor shall be responsible for any damage. Any property owners who will need to have a pre-construction survey will be contacted by the contractor and receive more information about the process.