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The City of Phoenix (COP) Aviation Department has prepared a Comprehensive Asset Management Plan (CAMP) Short Range Development Plan for the Sky Harbor International Airport (Sky Harbor) in Phoenix, Arizona, to guide development at the airport over the next 20 years (herein referred to as the Sky Harbor CAMP Project). The plan proposes improvements to the airfield and the construction of two new Crossfield Taxiways, expansion of the passenger terminal, a grade change of the Union Pacific Railroad within the study area, development of a North Cargo Area, and redevelopment of the South Area. Implementation of the Sky Harbor CAMP Project requires the approval of the Federal Aviation Administration (FAA) and the Federal Railroad Administration. The FAA must approve the changes to the airport layout and the use of federal funds; the Federal Railroad Administration must approve the use of federal funds. Because federal decisions are needed, the project is subject to compliance with the National Environmental Policy Act (NEPA) and National Historic Preservation Act (NHPA). The COP Aviation Department is currently preparing an environmental assessment to disclose the potential impacts of the plan for compliance with NEPA. SWCA Environmental Consultants (SWCA) was tasked with identifying historic properties within the APE to assist the FAA and the COP to comply with NEPA and NHPA review responsibilities. Historic property identification for the Sky Harbor CAMP Project was conducted in several stages, including background research, archaeological reconnaissance, and an architectural survey of the built environment. Because the planning period for the Sky Harbor CAMP Project extends to 2030, properties constructed up to 1980 would reach historic age by that time. Therefore, evaluating properties constructed up to 1980 (i.e., pre-1981) considers the 10-year lifespan of the Sky Harbor CAMP Project as a whole.

The project involved excavations of trenches at the Sky Harbor International Airport. Areas of ground disturbance for this project included Field Lighting System (FLS) shelters and associated duct banks and conduits. Shelter 3 is located in the western portion of the airport and is partially located within the archaeological site of Pueblo Salado, AZ T:12:47(ASM), a Hohokam village that contains numerous features including adobe structures, pithouses, pit features, cremation and inhumation burials, trash deposits, canals, and reservoirs. Based on the Archaeological Assessment for this project by the City of Phoenix Archaeologist, Dr. Todd Bostwick, dated May 10, 2010, archaeological monitoring of project construction was required. However, previous investigations in the area had determined that due to numerous construction episodes, grading, and infill, the APE was known to be disturbed to a depth of 2 ft below the modern ground surface. Therefore, Dr. Bostwick determined that archaeological monitoring of project-related construction was to be conducted for ground disturbance greater than 2 ft in depth that occurred within the boundaries of Pueblo Salado and within a 250-ft buffer area of its projected boundaries. ACS conducted monitoring between October 14, 2010 and February 16, 2011. A total of 20 discontinuous person-days were expended in the field for this project. In total, the APE encompassed 0.2 acres. No features were identified during monitoring.

Between December 2000 and June 2005 Archaeological Consulting Services, Ltd. (ACS) of Tempe, Arizona, completed five field sessions of archaeological monitoring, testing/data recovery I, and data recovery II at the Phoenix Sky Harbor International Airport Runway 7L-25R and Taxiways D-E (collectively referred to hereinafter as the Center Runway project). The first session monitored geotechnical boring and coring (Ryan 2001); the second through fourth seasons included additional monitoring plus archaeological testing/data recovery I and data recovery II within the Center Runway project area of potential effect (APE) (Boston et al. 2001; Boston et al. 2003); the fifth and last season comprised additional testing within Taxiways D-E (Aguila et al. 2005). ACS carried out these activities as a subcontractor to Kimley-Hom and Associates,NInc. (Kimley-Horn), who, under contract to the City of Phoenix (the City), designed the reconstruction of the Center Runway and Taxiway D-E at Sky Harbor. The design proposed modifications to the existing Runway 7L-25R; Taxiways D, E, F, R, S, and T; the West and East Recirculating Taxiways; and the existing utility infrastructure. In addition, two construction staging areas, two batch plants, and a borrow site were used by the contractor during the course of construction. The entire airport is highly modified by grading, modern fill, paving, and building; thus, the ground surface offers few clues to what lies beneath. However, the airport is bounded by known historic and prehistoric archaeological sites, including Pueblo Salado to the immediate west and within the project APE (Greenwald and Ballagh 1996; Greenwald et al. 1996a, 1996b, 1996c; Greenwald et al. 1995), Dutch Canal Ruin to the northwest (Greenwald and Ciolek- Torrello 1988; Greenwald et al. 1994; Henderson 2000a, 2000b, 2003, 2004), and Pueblo Grande to the northeast (Bostwick 1993; Bostwick and Downum 1994; Downum and Bostwick 1993a, 1993b) (Figure 1.1). The documented presence of these sites led to the conclusion that additional cultural remains would lie beneath the Center Runway project APE (Archaeological Consulting Services 2001b). The fieldwork was guided by a plan of work for testing and data recovery (Archaeological Consulting Services 2001b; Boston et al. 2001) Excavations were conducted under the authority of Arizona Antiquities Act Project Specific Permit 2001-66ps issued by the Arizona State Museum (ASM). The plan of work was reviewed and approved by representatives of the City, the Federal Aviation Administration (FAA), and the State Historic Preservation Office (SHPO). Because the reconstruction project was still being designed (and therefore the precise project footprint was unknown) at the time that the work plan was reviewed and approved, these parties agreed that the specifics of the plan would remain fluid while staying within approved archaeological discovery and data recovery procedures. Accordingly, Kimley-Horn, ACS, and the City Archaeologist, Dr. Todd W. Bostwick, developed a process of continual consultation, memorandum reports, field visits, and review. A report describing the geotechnical coring and boring was submitted in May 2001 (Ryan 2001). Twenty memorandum reports were prepared and submitted during the initial testing/data recovery I phase, which occurred between April and October 2001. An interim report was prepared and submitted October 2001, after the second phase of fieldwork (Boston et al. 2001), which offered recommendations for additional monitoring, testing/data recovery I, and data recovery II at already-discovered features. These recommended activities were conducted during July and August 2002, and during January 2003. Two preliminary reports were produced summarizing the results of the field work and outlining recommendations for further archaeological work at the Center Runway (7L- 25R) (Boston et al. 2001; Boston et al. 2003). A third preliminary report was prepared to summarize the findings of additional work at Taxiways D-E (Aguila et al. 2005). This final report presents information on all cultural resources and results of analyses from all phases of fieldwork.

Between December 2000 and June 2005 Archaeological Consulting Services, Ltd. (ACS) of Tempe, Arizona, completed five field sessions of archaeological monitoring, testing/data recovery I, and data recovery II at the Phoenix Sky Harbor International Airport Runway 7L-25R and Taxiways D-E (collectively referred to hereinafter as the Center Runway project). The first session monitored geotechnical boring and coring (Ryan 2001); the second through fourth seasons included additional monitoring plus archaeological testing/data recovery I and data recovery II within the Center Runway project area of potential effect (APE) (Boston et al. 2001; Boston et al. 2003); the fifth and last season comprised additional testing within Taxiways D-E (Aguila et al. 2005). ACS carried out these activities as a subcontractor to Kimley-Hom and Associates,NInc. (Kimley-Horn), who, under contract to the City of Phoenix (the City), designed the reconstruction of the Center Runway and Taxiway D-E at Sky Harbor. The design proposed modifications to the existing Runway 7L-25R; Taxiways D, E, F, R, S, and T; the West and East Recirculating Taxiways; and the existing utility infrastructure. In addition, two construction staging areas, two batch plants, and a borrow site were used by the contractor during the course of construction. The entire airport is highly modified by grading, modern fill, paving, and building; thus, the ground surface offers few clues to what lies beneath. However, the airport is bounded by known historic and prehistoric archaeological sites, including Pueblo Salado to the immediate west and within the project APE (Greenwald and Ballagh 1996; Greenwald et al. 1996a, 1996b, 1996c; Greenwald et al. 1995), Dutch Canal Ruin to the northwest (Greenwald and Ciolek- Torrello 1988; Greenwald et al. 1994; Henderson 2000a, 2000b, 2003, 2004), and Pueblo Grande to the northeast (Bostwick 1993; Bostwick and Downum 1994; Downum and Bostwick 1993a, 1993b) (Figure 1.1). The documented presence of these sites led to the conclusion that additional cultural remains would lie beneath the Center Runway project APE (Archaeological Consulting Services 2001b). The fieldwork was guided by a plan of work for testing and data recovery (Archaeological Consulting Services 2001b; Boston et al. 2001) Excavations were conducted under the authority of Arizona Antiquities Act Project Specific Permit 2001-66ps issued by the Arizona State Museum (ASM). The plan of work was reviewed and approved by representatives of the City, the Federal Aviation Administration (FAA), and the State Historic Preservation Office (SHPO). Because the reconstruction project was still being designed (and therefore the precise project footprint was unknown) at the time that the work plan was reviewed and approved, these parties agreed that the specifics of the plan would remain fluid while staying within approved archaeological discovery and data recovery procedures. Accordingly, Kimley-Horn, ACS, and the City Archaeologist, Dr. Todd W. Bostwick, developed a process of continual consultation, memorandum reports, field visits, and review. A report describing the geotechnical coring and boring was submitted in May 2001 (Ryan 2001). Twenty memorandum reports were prepared and submitted during the initial testing/data recovery I phase, which occurred between April and October 2001. An interim report was prepared and submitted October 2001, after the second phase of fieldwork (Boston et al. 2001), which offered recommendations for additional monitoring, testing/data recovery I, and data recovery II at already-discovered features. These recommended activities were conducted during July and August 2002, and during January 2003. Two preliminary reports were produced summarizing the results of the field work and outlining recommendations for further archaeological work at the Center Runway (7L- 25R) (Boston et al. 2001; Boston et al. 2003). A third preliminary report was prepared to summarize the findings of additional work at Taxiways D-E (Aguila et al. 2005). This final report presents information on all cultural resources and results of analyses from all phases of fieldwork.

The Federal Aviation Administration (FAA) plans to install two new 60-ft-tall (18.3 m) antenna towers at its Remote Transmitter No. 3 (RT-3) facility at Sky Harbor International Airport. The project’s area of potential effect (APE) is located near the site of Pueblo Salado (AZ T:12:47[ASM]), an extensive Hohokam village that is considered eligible for the National Register of Historic Places under Criterion D. Previous investigations by SWCA, Environmental Consultants (SWCA) near this area of Pueblo Salado uncovered compound loci dating to the Classic and Postclassic periods, as well as numerous inhumations and cremations (Greenwald et al. 1996a, 1996b). Although the site boundaries do not extend up into the current project area, recent work done by ACS discovered a human burial and a prehistoric canal alignment in the immediate vicinity (Aguila 2005a; Boston et al. 2003). Thus, the City of Phoenix recommended monitoring of the excavation work for the two new 60-ft (18.3 m) antenna tower foundations and, if any cultural resources are identified during monitoring of the new tower foundations, archaeological monitoring was also recommended for the removal of the existing 30-ft (9.1 m) towers. At the request of Mr. Keith Lusk of the FAA, ACS prepared a work plan to monitor the installation and removal, and ensure the protection of any significant cultural deposits (e.g., intact features or human remains) discovered by the construction (Aguila and Pinter 2005). This work plan was an addendum to a previous ACS work plan for monitoring of a new manhole (ESO-1F) and associated duct banks at Sky Harbor International Airport (Aguila 2005b). The addendum work plan was reviewed and approved by the City of Phoenix Archaeology Office on August 4, 2005. The State Historic Preservation Office (SHPO) concurred with a recommendation of “no historic properties affected” provided the work was monitored by a qualified archaeologist. ACS conducted the monitoring over 14 discontinuous day shifts between August 22, 2005 and January 18, 2006. The work was performed under the authority of project specific permit 2005-094ps issued by the Arizona State Museum (ASM). A segment of the North Branch of Canal Salado was encountered during the monitoring.

The Federal Aviation Administration (FAA) plans to install two new fiber optic lines and associated duct banks and manholes at Sky Harbor International Airport. The project’s area of potential effect (APE) extends within the site of Pueblo Salado (AZ T:12:47[ASM]), an extensive Hohokam village that is considered eligible for the National Register of Historic Places under Criterion D. Previous investigations by SWCA, Environmental Consultants (SWCA) in this area of Pueblo Salado uncovered compound loci dating to the Classic and Postclassic periods, as well as numerous inhumations and cremations (Greenwald et al. 1996a, 1996b). Thus, the City of Phoenix recommended monitoring of the entire installation—both within and outside the projected boundaries of the site to ensure the protection of any significant cultural deposits (e.g., human remains) that might be discovered by the construction. At the request of Mr. Keith Lusk of the FAA, ACS prepared a work plan to monitor the installation (Aguila 2005a). This work plan was an addendum to a previous ACS work plan for monitoring of a new manhole (ESO-1F) and associated duct banks at Sky Harbor International Airport (Aguila 2005b). The work plan was reviewed and approved by the City of Phoenix Archaeology Office on August 5, 2005. The State Historic Preservation Office (SHPO) concurred with a recommendation of “no historic properties affected” provided the work was monitored by a qualified archaeologist. Andrew Bockhorst and Linda Schilling conducted the monitoring over 11 discontinuous days between September 20 and October 11, 2005. The work was performed under the authority of project-permit 2005-094ps issued by the Arizona State Museum (ASM). Two features were documented during the monitoring.

The monitoring involved three discrete areas of excavation within the boundaries of Pueblo Salado. First, a vault was excavated via backhoe to install a new manhole, and then two trenches were hand-excavated to install fiber optic lines. The monitoring was conducted by ACS archaeologist Christina Carpenter. The work took place over five discontinuous night shifts between May 16 and June 13, 2005. In total, five person-days were expended in the field. No cultural resources were encountered. Recommendations: ACS’ cultural resources monitoring of the installation of a new manhole and associated duct banks at Sky Harbor International Airport within the boundaries of Pueblo Salado encountered no prehistoric or historic cultural resources. The fieldwork revealed that, because of previous construction and buried utilities in the current project area, the subsurface deposits were extremely disturbed to a depth of approximately 2.5 m. Below this disturbed layer were natural river deposits consisting of loose, sorted rocks of various sizes followed by loose sand. The natural stratigraphy appears to correspond to Strata 3C and 3E, cobble-and-point-bar deposits identified in the ACS center runway excavations underlying the cultural material (Aguila et al. 2005; Boston et al. 2001, 2003). If so, this would indicate that at least in the current project area, all culturalbearing deposits overlying these layers have been removed by construction or natural floodplain processes; therefore, no further archaeological work is necessary for this project. No prehistoric or historic cultural remains were encountered, and no historic properties were affected by this undertaking.

The Federal Aviation Administration (FAA) is preparing an Environmental Impact Statement (EIS) pursuant to the National Environmental Policy Act of 1969 (NEPA) to evaluate potential impacts of a proposed Airport Development Program and its reasonable alternatives at Phoenix Sky Harbor International Airport (Airport). The FAA is responsible for complying with NEPA and FAA Orders 1050. 1E, Environmental Impacts: Policies and Procedures (U.S. Department of Transportation, FAA 2004), and 5050.4A, Airport Environmental Handbook (U.S. Department of Transportation, FAA 1985), when an airport sponsor seeks approval for projects that require revisions to an airport layout plan, such as the revisions being proposed by the City of Phoenix (Appendix C). The FAA also is responsible for considering the effects of such undertakings on historic properties eligible for the National Register of Historic Places (National Register) in compliance with Section 106 of the National Historic Preservation Act. In addition, impacts on certain historic resources must be considered in compliance with Section 4(f) of the Department of Transportation Act [recodified at Title 49, U.S. Code, Section 303(c)]. This technical report was prepared to support the EIS and Section 106 consultations by documenting the inventory of cultural resources—including historical buildings, structures, and objects; archaeological sites; and traditional cultural places—within the area of potential effects. This report also evaluates the eligibility of those inventoried resources for the National Register, and assesses effects of the proposed Airport Development Program on National Register-eligible resources.

This report presents the results of a Class I cultural resources inventory of nearly 11 miles (mi.) of right-of-way (R/W) owned by the Arizona Department of Transportation (ADOT) along Interstate 10 (I-10) in Maricopa County, Arizona (Figures 1 and 2). Entranco completed the cultural resources inventory for DMJM+HARRIS under Contract No. 00-75, as part of an Environmental Impact Statement (EIS) for the I-10 Corridor Improvement Study. The purpose of the inventory was to determine whether significant cultural resources exist within the project corridor that could be negatively affected by future improvement projects. For purposes of this investigation, the term “cultural resources” refers to prehistoric or historic archaeological sites or objects and potentially significant historic buildings or structures. This project is funded by the Federal Highway Administration (FHWA) and is considered a federal undertaking as defined under 36 CFR § 800.16 (y) (as revised in 1999). ADOT’s Environmental Planning Group is reviewing this project on behalf of the FHWA. An evaluation of Traditional Cultural Properties was not undertaken as part of this investigation. This file contains a draft report.

Archaeological Consulting Services, Ltd. (ACS) of Tempe, Arizona completed archaeological monitoring of geotech coring and boring on the existing center (7L-25R) runway and its taxiways and turnouts at Sky Harbor International Airport. ACS carried out the monitoring as a subcontractor to Kimley-Horn and Associates, Inc., who, under contract to the City of Phoenix—Sky Harbor International Airport, are designing reconstruction of the west and east taxiways, replacing asphalt with concrete, and improving drainage on the center runway. Monitoring the drilling of the geotech bores for cultural remains is required by law (Section 106 of the National Historic Preservation Act of 1966) and comprises the initial phase of a multi-phase data recovery project (Powell et al. 2001). Monitoring of 177 geotech drillings excavated to 10 ft below ground surface or to refusal was undertaken in the late night and early morning hours of December 15-23, 2000. Of these, 173 were geotech bores and four were geotech cores. The four geotech cores were monitored because they extended below existing pavement. Under the authority of Arizona State Museum Permit Number 2000-128ps, crews of two to three individuals conducted the monitoring each night. Individuals participating in the monitoring included Principal Investigator Shirley Powell, Project Director Richard Boston and crew members Alissa Bentz, Lisa Champagne, Holly DeMaagd, Gina Gage, Joseph Gregory, Andrea Miller, Melanie Ryan, and Robert Stokes. Monitoring was undertaken to provide information about previous construction, geomorphology, and archaeological remains. Although no cultural remains were encountered during monitoring, geomorphological data, when combined with an archaeological literature review and site file search, provided insight into site integrity and will aid in the development of the archaeological testing strategy. The following document reports on the archaeological monitoring and summarizes existing literature on archaeological remains near Sky Harbor International Airport. The report concludes with recommendations for testing and data recovery.

SWCA, Inc., Environmental Consultants conducted archaeological investigations for the City of Phoenix Aviation Department for work relating to future expansion of Phoenix Sky Harbor International Airport. The Federal Aviation Administration served as the lead agency, with the City of Phoenix Aviation Department administering the project. The project initially consisted of a Class I (archival and literature review) and later a Class II (testing) survey within portions of planned expansion/acquisition areas for the Phoenix Sky Harbor International Airport as part of the Master Plan Improvements Project. This report focuses on investigations in Parcels A and D. Parcel A coincides with the area of the proposed third runway; Parcel D will be included in the realignment of 24th Street and the possible extension of the existing south runway. Parcels A and D are located within the corporate boundaries of Phoenix, Arizona. Parcel A is located in the N 1/2 of the S 1/2 of Section 14, except the NW 1/4 of the SW 1/4. Parcel D is located in the NW 1/4 of the SE 1/4 of the NE 1/4 of Section 15. Each parcel can be located on the Phoenix, Arizona, 1982 (photorevised) 7.5 minute U.S.G.S. topographic map. Contained within the two parcels are Pueblo Salado, AZ T: 12:47 (ASM), Areas 6, 15, and 16, and segments of Canal Salado (northern branch). The site of Pueblo Salado is considered eligible for inclusion to the National Register of Historic Places because of its potential to contribute to the understanding of Hohokam archaeology in the Salt River Valley. In particular, investigations at the site have shown it to be associated with the Classic and post-Classic period Hohokam occupation as a permanently occupied site on the floodplain of the Salt River. Areas 6,15, and 16 offer additional opportunities to examine prehistoric lifeways on the floodplain and expand current knowledge of Classic period collapse and post-Classic period occupation. The project also examined the historic use of the area, providing detailed discussion and study of an early twentieth century cotton farm and the development of the Phoenix Sky Harbor International Airport. This volume presents an introduction to the project and defines Pueblo Salado and its many areas. The research design and work plan for testing in Areas 6 and 15/16 is provided, followed by the results of the testing by area. A geomorphic discussion of Area 15 and Parcel A examines the physical setting, the alluvial stratigraphy, and evidence of flooding and describes the irrigation features associated with Canal Salado and those of historic/modem age. The historic resources are the focus of Chapter 5, which includes a historic context for these resources. The research design and work plan for the data recovery phase for investigations in Areas 6 and 15/16 are presented in the final chapter. The research design and work plan follow the approach originally proposed for Pueblo Salado during the earlier Sky Harbor Center investigations. Volume 2 will focus on the excavation phase of this project, reporting on the findings in Areas 6 and 15/16.

This volume, which focuses on archaeological data recovery efforts at Dutch Canal Ruin, is the second of four prepared for the Phoenix Sky Harbor Center Development Project. Dutch Canal Ruin is located in the southern half of Section 10, Township 1 North, Range 3 East (Volume 1:1). Investigators identified 20 individual loci during the testing phase within the Phoenix Sky Harbor Center at Dutch Canal Ruin and excavated a sample of eight loci (Areas 1 through 8). During the monitoring of the remote parking facility in the eastern portion of the project area, SWCA discovered and excavated additional features and included them in the data recovery analysis (Areas 9 and 10). SWCA thus investigated half of the loci (Areas 1 through 10) in the project area during data recovery. The majority of the remains that constituted Dutch Canal Ruin, including the canals, were associated with the pre-Classic periods. Investigators assigned 2 loci to the Classic and post-Classic periods and 10 to the pre-Classic periods but concluded that 6 could not be assigned and 1 contained both pre-Classic and Classic period components. Occupation at Dutch Canal Ruin began at seasonal field house loci during the Snaketown phase; at this time the first canals were constructed. Field house settlements and seasonal occupation continued through the Colonial period, with activities related primarily to agriculture. Although investigators identified Sedentary period remains in four loci, the early occupants of Dutch Canal Ruin apparently used the canals only until approximately a.d. 900 and then may have shifted their land-use strategies to the procurement of wild economic resources associated with the previous agricultural disturbance; they eventually allowed the area to return to its natural setting and environment. The portion of the Phoenix Sky Harbor Center that contained Dutch Canal Ruin appeared to have been abandoned during the Soho phase, possibly as early as the Sacaton phase. The only features discovered in the project area that may have been associated with the Soho phase were four burials, including one from the Squaw Peak Parkway. Two intruded into pre-Classic period canals, one intruded into a pre-Classic period pit structure, and one was found adjacent to a canal. Burial goods from two of the interments suggested a Classic period association, which was supported by stratigraphic data in three cases. Interpreting the temporal placement of these burials was problematic; they may have represented limited use of the area during the Classic period in the form of resource procurement activities. Interment within the abandoned canals and the pit structure may have been a matter of convenience, in that the depressions offered by these features would have facilitated ease of burial. The Hohokam reoccupied Dutch Canal Ruin during the Civano phase. These later inhabitants constructed more canals through the site area and occupied habitation areas, which remained small and simple, on a permanent basis. These settlements probably never exceeded one or two households, although the density of material culture items suggested that occupation had been intensive (permanent) and perhaps long in duration. At least one habitation locus, Area 8, appeared to have been inhabited during the Polvoron phase of the post-Classic period. The Classic and post- Classic period occupations at Dutch Canal Ruin shared similarities with Pueblo Salado, a Classic and post-Classic period site south of Dutch Canal Ruin that is discussed in Volume 3 of this series. Reoccupation of Dutch Canal Ruin may have resulted from an expansion of the Pueblo Salado settlement and use of the area for its agricultural potential. In summary, Dutch Canal Ruin was used extensively as an agricultural zone during much of the Hohokam occupation of the Phoenix Basin. Some of the earliest canals within Canal System 2 extended through the site. Inhabitants of nearby village sites, such as La Ciudad, Los Solares, Pueblo Grande, and La Villa/Casa Chica, may have exploited the Dutch Canal Ruin area during the pre-Classic periods because of the deep alluvial soils. The area may have been abandoned as an agricultural zone after the Colonial period because of devastating floods. During the Sacaton and Soho phases, Dutch Canal Ruin may have been used casually for the exploitation of wild plant resources and hunting. The Hohokam established a permanent occupation during the Civano phase and extended their occupation into the post-Classic period. These later occupants relied on canal irrigation agriculture and wild resources for their subsistence. Dutch Canal Ruin was in an area considered high risk by today’s standards, yet the Hohokam persisted in using this area, initially during the late Pioneer and Colonial periods and later during the Classic and post-Classic periods. The investigations at this site have provided information on the types of land-use patterns and settlement strategies used by the Hohokam during these periods on the geologic floodplain of the Salt River and have added to the growing data base concerning the Hohokam of the Phoenix Basin. Although this volume focuses on descriptive statistics and data presentation for the 10 investigated areas of Dutch Canal Ruin, it also presents detailed analyses of the site’s ceramics, flaked and ground stone, and botanical and faunal assemblages; a reconstruction of site chronology; and a discussion of the site within a regional perspective. The appendixes provide raw data from various analyses. For further interpretive and synthetic information, see Volume 4.

The Phoenix Sky Harbor Center Project evolved as a result of the planned development of an area slightly larger than 800 acres west of Phoenix Sky Harbor International Airport. This volume focuses on the testing phase of the project undertaken by the Community and Economic Development Department of the City of Phoenix in consultation with the Arizona State Historic Preservation Office. Historic records of the area and recent studies within the project boundaries indicated that prehistoric remains affiliated with the Hohokam culture were likely to be present within the greater project area. Because of the potential for gaining information from these resources, the city implemented an extensive testing program. Two testing projects were actually conducted within the Phoenix Sky Harbor Center. In late 1988 and early 1989, BRW, Inc., tested what was then referred to as the Mera Bank parcel, a 60- acre area bounded by Buckeye Road, Mohave Street, 18th Street, and the Squaw Peak Parkway (BRW 1989). This volume focuses on the larger portions of the Phoenix Sky Harbor Center and includes the research design for the testing phase, a historic review of the project area (with a discussion of previous archaeological research in the project area), and the relationship of the project resources to Canal System 2. The volume also discusses geomorphologic studies, including the effects of geomorphology on project resources, and the spatial distributions and temporal associations of the resources and their importance in the prehistory of the Phoenix Basin. Also included in this volume are the research design and the plan of work for data recovery, which were developed directly from the results of the testing phase. The Phoenix Sky Harbor Center is designed to accommodate light industry. Because of its proximity to Phoenix Sky Harbor International Airport, some of the businesses located here provide airport support services. The physical changes to the project area involved construction of new buildings, realignment of roadways, and upgrading and replacing of utilities. In those areas identified as clear zones (located at the ends of the runways for Phoenix Sky Harbor International Airport), surface parking facilities were planned. Plans for the Phoenix Sky Harbor Center thus included a wide range of development projects and uses that could potentially destroy significant archaeological resources. Prior to the City of Phoenix’s development of the Phoenix Sky Harbor Center, the project area was principally residential. Businesses were located along major traffic arteries such as 16th Street, 24th Street, and Buckeye Road. For implementation of the planned development, the City of Phoenix acquired most of the property and removed the majority of structures and roadways. An archaeological testing program was devised because surface expressions of archaeological remains within the project area were limited to a few scattered artifact concentrations. In consultation with the Arizona State Historic Preservation Office, staff members of the City of Phoenix determined that systematic backhoe trenching would be appropriate for evaluating potential subsurface cultural deposits and for developing a plan to mitigate impacts to those resources discovered. Areas such as the remote parking lots under construction at the end of the north runway were monitored, an approach that was considered appropriate because the potential for finding subsurface remains in this area was low, and ground disturbing activities were limited. All resources encountered in the monitored areas were recorded during the construction phase to avoid delays. The results of the testing phase identified two sites having the potential to provide valuable research data, Dutch Canal Ruin (AZ T: 12:62, ASM) and Pueblo Salado (AZ T:12:47, ASM), and both were considered eligible for addition to the National Register of Historic Places under Criterion (d) of 36 CFR part 60. Both Dutch Canal Ruin and Pueblo Salado contained habitation areas in association with agricultural field areas and canal irrigation features. By defining the resource locales in the project area, the City of Phoenix was able to proceed with development in areas where the work would not impinge on cultural resources. A mitigative data recovery plan was therefore developed to reduce potential impacts to the resources and to recover important information about the prehistory of the project area. The two sites differed in composition, function, and temporal associations, requiring a research strategy that included excavation and analytical methods designed to retrieve appropriate information from both sites. During the course of the field work, the research design and plan of work functioned as working documents, allowing investigators to change research strategies as necessary. The Phoenix Sky Harbor Center Project provided another opportunity to conduct Hohokam archaeological investigations in urban Phoenix. It was the first project of its size—1.00 mile (1609 m) east-west by nearly 1.25 miles (2012 m) north-south—to be conducted within the central metropolitan area. As currently understood, the greater part of both sites lay within the project area, and up to a mile of continuous canal alignments was available for study. Given the spatial constraints usually placed on projects conducted in urban settings, the Phoenix Sky Harbor Center Project provided a unique research opportunity. The research focused on land-use patterns on the geologic floodplain of the Salt River. Dutch Canal Ruin provided an opportunity to examine pre-Classic period land-use strategies principally centered on field houses and canal irrigation. The irrigation settlements and canals, some of the earliest documented in Canal System 2, dated to the late Pioneer and early Colonial periods. The project area was abandoned before the Classic period. At Pueblo Salado, settlement was established during the Soho phase and continued through the Civano phase and into the Polvoron phase. Dutch Canal Ruin was reoccupied during the Civano and Polvoron phases. Archaeological investigations in the Phoenix Sky Harbor Center have produced important data on land use, canal networks, settlement strategies, and the post-Classic period of the Hohokam. Project testing and data recovery contributed to the regional data base and resulted in the development of models for canal settlements within Canal System 2. Examination of socio-economic associations indicated that Pueblo Salado maintained a high level of autonomy within the Hohokam regional system. Investigators also examined the effects of alluviation and urbanization on cultural resources and developed models to assist in planning future undertakings in urban settings. This project was successful in meeting all of the research goals for the testing phase and most of the research goals for the data recovery phase. Mitigation efforts likewise were successful. The City of Phoenix should be recognized for its sensitivity in continuing to protect its cultural properties, resources that highlight our past and our heritage.