Much of Arizona’s criminal justice system is organized and functions at the municipal and county level. Aggregating the data to describe system activity for the state as a whole can mask important differences in crime and criminal justice system activity at the local level. In this report, data available on law enforcement, court, probation, and corrections activity impacting each county are compiled to give county-based criminal justice policymakers and practitioners an overview of crime and criminal justice system activity in their county.

Much of Arizona’s criminal justice system is organized and functions at the municipal and county level. Aggregating the data to describe system activity for the state as a whole can mask important differences in crime and criminal justice system activity at the local level. In this report, data available on law enforcement, court, probation, and corrections activity impacting each county are compiled to give county-based criminal justice policymakers and practitioners an overview of crime and criminal justice system activity in their county.

Much of Arizona’s criminal justice system is organized and functions at the municipal and county level. Aggregating the data to describe system activity for the state as a whole can mask important differences in crime and criminal justice system activity at the local level. In this report, data available on law enforcement, court, probation, and corrections activity impacting each county are compiled to give county-based criminal justice policymakers and practitioners an overview of crime and criminal justice system activity in their county.

Much of Arizona’s criminal justice system is organized and functions at the municipal and county level. Aggregating the data to describe system activity for the state as a whole can mask important differences in crime and criminal justice system activity at the local level. In this report, data available on law enforcement, court, probation, and corrections activity impacting each county are compiled to give county-based criminal justice policymakers and practitioners an overview of crime and criminal justice system activity in their county.

Much of Arizona’s criminal justice system is organized and functions at the municipal and county level. Aggregating the data to describe system activity for the state as a whole can mask important differences in crime and criminal justice system activity at the local level. In this report, data available on law enforcement, court, probation, and corrections activity impacting each county are compiled to give county-based criminal justice policymakers and practitioners an overview of crime and criminal justice system activity in their county.

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

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

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

The "2003 White Paper" attempts to present a comprehensive statewide report on the occurrence of crime in Arizona, as well as the associated workload of the criminal justice system. One of the most comprehensive resources since the publication of the "1995 White Paper" was the "2002 Crime Trends in Arizona" report. The "2003 White Paper" builds upon the "Crime Trends" report and gives the reader the comprehensive comparison to the changes that have taken place in the criminal justice system since the "1995 White Paper." It is the intent of this study to provide information in a factual and objective manner allowing easy access and individual interpretation.

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