ACR EXPERIENCED TCASII RA ON APCH TO PHX AT 3000 FT.

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ON CONTACT WITH PHX APCH; WE WERE TOLD TO EXPECT VISUAL TO RWY 8. RWY 8 APCH WAS PROGRAMMED INTO FMC. RWY 8 ILS FREQ TUNED. FLEW DOWNWIND AT 180 KTS; FLAPS 5 DEGS. WE WERE TURNED TO 230 DEGS THEN SHORTLY TO 180 DEGS ABEAM RWY 8 ILS FIX JAMIL WHICH IS 11.3 NM FROM RWY. WE WERE THEN TURNED TO 120 DEGS AND CLRED FOR THE VISUAL APCH TO RWY 7R. AT NO TIME HAD WE BEEN TOLD OF A RWY CHANGE; SO THE FO QUICKLY REPROGRAMMED THE FMC; CHANGED THE ILS FREQ TO RWY 7R AND CHKED; VIA ACARS; OUR LNDG WT FOR RWY 7R. AS I TURNED TO INTERCEPT THE FINAL; I SAW A B737 AT OUR 9 - 9:30 O'CLOCK POS AND JUST A LITTLE HIGHER. I IMMEDIATELY STARTED TO SLOW THE ACFT WITH GEAR AND FLAPS TO KEEP HIM IN SIGHT AND STAY AFT OF HIS POS. AT THIS POINT WE STARTED GETTING A TCASII RA. BECAUSE I HAD CONFIGURED QUICKLY; I WAS ABLE TO KEEP A SAFE INTERVAL ON THE B737 AND LAND NORMALLY. I CALLED THE PHX APCH OPS MGR WHO REVIEWED THE TAPES AND CALLED ME BACK. RWY 8 HAD BEEN CLOSED AND DID NOT OPEN AS QUICK AS THEY THOUGHT IT WOULD. THE CTLR HAD FAILED TO TELL US ABOUT THE RWY CHANGE AND ALSO FAILED TO TELL US ABOUT THE B737 TFC. THE B737 HAD BEEN TOLD TO KEEP US IN SIGHT; BUT OBVIOUSLY DID NOT AS HE PASSED US UP. THE CTLR WILL BE GIVEN SOME TRAINING. THE FO DID AN OUTSTANDING JOB QUICKLY REPROGRAMMING THE FMC; RESETTING THE ILS; FREQ CHKING THE WT FOR RWY 7; AND TURNING OFF THE TCASII WHEN I ADVISED HIM I HAD THE B737 IN SIGHT AND WAS ABLE TO MAINTAIN SAFE SEPARATION.