West Valley City Research Articles

The Aristotle 18 and 24 microwires in neuroIntervention: Early experience at a single centre.

Current neurointerventional procedures are expanding the use of large bore microcatheters, of up to 0.033" inner diameters, to accommodate intrasaccular flow disruptors or neck-bridging devices, including flow diverters. The use of large bore microwires may mitigate the ledge gap between wire and catheter, facilitate navigation and offer support in distal tortuous anatomy. We aim to report our early experience using the novel Aristotle (Scientia Vascular, West Valley City, UT) 18 and 24 microwires in neurovascular interventions. We analysed neurointerventional procedures in which the Aristotle 18 and 24 microwires were used at a single centre. Prospectively collected data, from March 2022 to February 2023, including patient's clinical outcome (successful target vessel, aneurysm catheterisation, peri-procedural complications (thromboembolic, haemorrhagic, vessel dissection or perforation) were analysed. Overall, the use of Aristotle 18 and 24 microwires was recorded in 84 neurointerventional procedures during the study period, including endovascular aneurysm treatment (n = 30), endovascular thrombectomy (n = 46), dural venous sinus manometry/stent placement (n = 7), and extracranial carotid artery stent placement (n = 1). The Aristotle 18 microwire was used in conjunction with 0.021" microcatheters and the Aristotle 24 microwire with the 0.027 or 0.033" microcatheters. In all cases (100%), the target vessel or aneurysm was reached with the microwire, allowing seamless advancement of the selected microcatheters. No procedure related complications were recorded. The use of the Aristotle 18 and 24 microwires in neurointerventional procedures is feasible and safe. The microwires provide reduced ledge gap, improved torquability, support and safety over standard 0.014" microwires.

Combined flexible lane assignment and reservation-based intersection control in field-like traffic conditions

A concept called Combined Alternate-Direction Lane Assignment and Reservation-based Intersection Control (CADLARIC) was recently proposed for better management of directionally unrestricted traffic flows in a Connected and Autonomous Vehicles (CAVs) environment. In CADLARIC, vehicles must position themselves in a proper lane before they reach the downstream intersection, which enables the resolution of vehicular conflicts both between intersections and, as traditionally, within the intersection boxes. CADLARIC has shown very promising results, but it is quite infrastructurally demanding, requiring six lanes per intersection approach. To overcome this problem, we propose here Combined Flexible Lane Assignment and Reservation-based Intersection Control (CFLARIC), a more robust concept that offers a full spectrum of lane assignment possibilities in combination with the appropriate reservation-based intersection control. Three distinctive CFLARIC strategies are tested on a simulated three-intersection corridor from West Valley City, Utah. The efficiency and safety performance of the proposed CFLARIC scenarios are evaluated through a comparison with Fixed-Time Control (FTC) and Full Reservation-based Intersection Control (FRIC), both with conventional lane assignments. The results illustrate that CFLARIC scenarios: (i) outperform FTC and FRIC in terms of efficiency (delay and number of stops), and (ii) improve overall safety (by reducing a number of conflicting situations) when compared to FRIC. The findings of this study prove that flexible control concepts such as CFLARIC have a great potential to improve safety and efficiency in future CAV environment. Future research needs to define under which conditions and how the proposed concept could be partially implemented in field operations.

Development and Evaluation of Non-Traditional Pedestrian Timing Treatments for Coordinated Signalized Intersections

Pedestrian signal timings are one of the major issues to be addressed when developing signal timing plans. So far, two different treatments of pedestrian timings for coordinated systems exist. The first treatment accommodates pedestrian timing within the cycle. Therefore, it requires longer cycle lengths that usually increase the total delay on the network. In contrast, the second treatment uses shorter cycle lengths sufficient to serve vehicular demand only. The problem with the latter is that the concurrent phase is usually not long enough to serve pedestrians. Thus, with every pedestrian call, a follow-up transition process occurs, affecting cycle lengths and coordination quality. This study develops two novel pedestrian timing treatments to overcome the problems of the traditional ones. Novel pedestrian treatments utilize a cycle length optimized to cover necessary times for vehicular phases, although pedestrian timings may require longer time intervals. However, when pedestrian calls occur, their minimum safety timings are accommodated within such a shorter cycle, and thus the transition process is not required. Our study evaluates the proposed and traditional pedestrian timing treatments using a corridor of five signalized intersections in West Valley City, Utah. Various experiments were conducted in a microsimulation environment VISSIM and collected results were statistically compared. Results show the promising property of the proposed treatments, as they outperformed the traditional pedestrian timing treatments. Therefore, further investigation of these pedestrian timing treatments is warranted. Future research should investigate possibilities of implementing similar treatments to fully actuated control systems on various networks and traffic conditions.

Continuous Flow Intersection Performance Measures Using Connected Vehicle Data

Continuous flow intersections (CFIs), also known as displaced left turns (DLTs), are a type of alternative intersection designed to improve operations at locations with heavy left-turn movements by reallocating these vehicles to the left side of opposing traffic. Currently, simulation is commonly used to evaluate operational performance of CFIs. However, this approach requires significant on-site data collection and is highly dependent on the analyst’s ability to correctly model the intersection and driver behavior. Recently, connected vehicle (CV) trajectory data has become widely available and presents opportunities for the direct measurement of traffic signal performance measures. This study utilizes CV trajectory data to analyze the performance of a CFI located in West Valley City, UT. Over 4500 trajectories and 105,000 GPS points are analyzed from August 2021 weekday data. Trajectories are linear-referenced to generate Purdue Probe Diagrams (PPDs) and extended PPDs to estimate split failures (SF), arrivals on green (AOG), traditional Highway Capacity Manual (HCM) level of service (LOS), and the distribution of stops. The estimated operational performance showed effective progression during the PM peak period at all the critical internal storage areas with AOG levels at exit traffic signals between 83% and 100%. In contrast, all external approaches with longer queue storage areas had AOG values ranging from 2% to 81% during the same time period. The presented analytical techniques and summary graphics provide practitioners with tools to evaluate the performance of any CFI where CV trajectories are available without the need for on-site data collection.

Inversion of Terrain Slope and Roughness with Satellite Laser Altimeter Full-Waveform Data Assisted by Shuttle Radar Topographic Mission

Slope and roughness are basic geophysical properties of terrain surface, and also sources of error in satellite laser altimetry systems. The full-waveform satellite laser altimeter records the complete echo waveform backscattered from the target surface worldwide, so it may be used for both range measurement and inversion analysis of geometric parameters of the target surface. This paper proposes a new method for inversion of slope and roughness of the bare or near-bare terrain within laser footprint using full-waveform satellite laser altimeter data, Shuttle Radar Topographic Mission (SRTM) and topographic prior knowledge. To solve the non-uniqueness of the solution to the inversion problem, this paper used the SRTM and airborne Light Detection and Ranging (LiDAR) data in North Rhine-Westphalia, Germany, to establish a priori hypothesis about real information of topographic parameters. Then, under the constraints of prior hypothesis, the theoretical formulas and rules for slope and roughness inversion using the pulse-width broadening knowledge of satellite laser altimeter echo full-waveform were developed. Finally, based on the full-waveform data from the Geoscience Laser Altimeter System (GLAS) that was borne on ICE, Cloud, and Land Elevation Satellite (ICESat) and SRTM in the West Valley City, Utah and Jackson City, Wyoming, United States of America, the inversion was carried out. The experiment compares the results of proposed method with those of existing ones and evaluates the inversion results using high precision terrain slope and roughness information, which indicates that our proposed method is superior to the state-of-the-art methods, and the inversion accuracy for slope is 0.667° (Mean Absolute Error, MAE) and 1.054° (Root Mean Square Error, RMSE), the inversion accuracy for roughness is 0.171 m (MAE) and 0.250 m (RMSE).

Source apportionment analysis of winter 2016 Neil Armstrong Academy data (West Valley City, Utah)

A significant need exists to better characterize air pollution and its sources. This especially pertains to fine particulate matter (PM2.5). PM2.5 is chemically complex and its sources of emission and secondary production are highly variable. PM2.5 complexity is largely due to the organic fraction, which ranges from 10 to 90% of its total mass. However, the organic compounds in PM2.5 have generally not been monitored in the field due to limitations in available sampling techniques. A source apportionment study was conducted at the Neil Armstrong Academy campus, 5194 Highbury Pkwy, West Valley City, UT 84120, during January and February 2016. Among the objectives of the study was to identify winter-time sources of fine particulate material in West Valley City, Utah. Fine particulate mass and components, particulate organic marker and related gas phase species were all measured on an hourly average basis. The following hourly averaged data were used in the Positive Matrix Factorization (PMF) analysis, fine particulate mass, cations and anions, carbonaceous material, organic marker compounds, gas phase species including NOX, NO2 and CO and mass spectrometric measurements of gas phase methanol and C8 aromatics.A total of 557 hourly averaged data sets with 23 components were available for an EPA Positive Matrix Factorization (v5.0) analysis of the data set. The data were best described by a solution with 7 factors. Two of the factors were associated with emissions from mobile sources, diesel and automotive. One factor was associated with wood smoke emissions. Three factors were associated with the formation of secondary fine particulate material. The larger of the three was associated with the production of secondary nitrate and accounted for 70% of the PM2.5, while the other two were associated with secondary formation of particulate organic material from wood smoke associated gas phase organic compounds but accounted for only 3% of the total PM2.5 mass. The final factor was associated with fine particulate sulfate and SO2. Meteorological back-trajectory data clearly indicted the source was associated with emissions from a copper smelter to the west of the sampling site.

Particle count and black carbon measurements at schools in Las Vegas, NV and in the greater Salt Lake City, UT area

ABSTRACTAs part of two separate studies aimed to characterize ambient pollutant concentrations at schools in urban areas, we compare black carbon and particle count measurements at Adcock Elementary in Las Vegas, NV (April–June 2013), and Hunter High School in the West Valley City area of greater Salt Lake City, UT (February 2012). Both schools are in urban environments, but Adcock Elementary is next to the U.S. 95 freeway. Black carbon (BC) concentrations were 13% higher at Adcock compared to Hunter, while particle count concentrations were 60% higher. When wind speeds were low—less than 2 m/sec—both BC and particle count concentrations were significantly higher at Adcock, while concentrations at Hunter did not have as strong a variation with wind speed. When wind speeds were less than 2 m/sec, emissions from the adjacent freeway greatly affected concentrations at Adcock, regardless of wind direction. At both sites, BC and particle count concentrations peaked in the morning during commute hours. At Adcock, particle count also peaked during midday or early afternoon, when BC was low and conditions were conducive to new particle formation. While this midday peak occurred at Adcock on roughly 45% of the measured days, it occurred on only about 25% of the days at Hunter, since conditions for particle formation (higher solar radiation, lower wind speeds, lower relative humidity) were more conducive at Adcock. Thus, children attending these schools are likely to be exposed to pollution peaks during school drop-off in the morning, when BC and particle count concentrations peak, and often again during lunchtime recess when particle count peaks again.Implications: Particle count concentrations at two schools were shown to typically be independent of BC or other pollutants. At a school in close proximity to a major freeway, particle count concentrations were high during the midday and when wind speeds were low, regardless of wind direction, showing a large area of effect from roadway emissions even when the school was not downwind of the roadway. At the second school, which sits in an urban neighborhood away from freeways, high particle counts occurred even though solar radiation was low during wintertime conditions, meaning that exposure to high particle counts can occur throughout the year.

Multi-criteria optimization of traffic signals: Mobility, safety, and environment

Two-dimensional multi-objective optimizations have been used for decades for the problems in traffic engineering although only few times so far in the optimization of signal timings. While the other engineering and science disciplines have utilized visualization of 3-dimensional Pareto fronts in the optimization studies, we have not seen many of those concepts applied to traffic signal optimization problems. To bridge the gap in the existing knowledge this study presents a methodology where 3-dimensional Pareto Fronts of signal timings, which are expressed through mobility, (surrogate) safety, and environmental factors, are optimized by use of an evolutionary algorithm. The study uses a segment of 5 signalized intersections in West Valley City, Utah, to test signal timings which provide a balance between mobility, safety and environment. In addition, a set of previous developed signal timing scenarios, including some of the Connected Vehicle technologies such as GLOSA, were conducted to evaluate the quality of the 3-dimensional Pareto front solutions. The results show success of 3-dimensinal Pareto fronts moving towards optimality. The resulting signal timing plans do not show large differences between themselves but all improve on the signal timings from the field, significantly. The commonly used optimization of standard single-objective functions shows robust solutions. The new set of Connected Vehicle technologies also shows promising benefits, especially in the area of reducing inter-vehicular friction. The resulting timing plans from two optimization sets (constrained and unconstrained) show that environmental and safe signal timings coincide but somewhat contradict mobility. Further research is needed to apply similar concepts on a variety of networks and traffic conditions before generalizing findings.

Street Connectivity versus Street Widening

Highly connected street networks increase accessibility for multimodal transport, but their effects on the efficiency of still-dominant vehicular traffic is rarely addressed. As interest increases in transforming typical suburban developments from car-oriented to multimodal environments, the effects of redesigned street networks in the period before the expected mode shift need to be clarified. This paper addresses the effects of enhanced connectivity on traffic operations and uses part of the West Valley City, Utah, network as the potential transit-oriented development (TOD). Because the predicted traffic demand for 2040 requires modifications to this network, the question is whether enhanced connectivity as a TOD-supportive approach can accommodate that demand and replace the traditional street widening solution. Twelve scenarios were modeled and evaluated: the existing state, five scenarios with different levels of street connectivity, five street-widening scenarios, and a scenario with reduced speed areas based on traffic-calming practices. Macro- and microsimulation models were used iteratively to build, calibrate, and evaluate the modeled scenarios. The results at the intersection, corridor, and network levels showed that enhanced street connectivity represented a competitive alternative to the traditional capacity expansion approaches that usually involve street widening. As connectivity increased, the network designs with enhanced connectivity accommodated more traffic than the designs with street widening and therefore opened new routes and provided a better dispersion of intrazonal traffic. New scenarios that encompass changes in mode split are proposed for future research efforts.

Use of Spatiotemporal Constraints to Quantify Transit Accessibility

Accessibility emerges as the transportation performance measure that emphasizes the benefits to transportation system users and captures more than the speed of travel. Transit accessibility shows how easy it is for an individual to travel to a desired destination by using public transit. However, for transit to be considered as an option in mode choice at all, there has to be a feasible transit route leading from a given origin to a desirable destination within the available time frame. This study used spatial and temporal constraints and a set of transit features that affected access to transit to develop a conceptual framework for transit accessibility measurements in a potential transit-oriented development (TOD) location in West Valley City, Utah. As this network develops more transit-friendly features, temporal and spatial accessibility indicators will provide useful information on the opportunities that users can reach by using transit. The proposed methodology was based on traffic and transit data from the case study network and used an open source tool to perform transit accessibility measurements by calculating the number of accessible transit stops from each origin. The methodology considered network features, acceptable walking time, available time budget, transit schedule variability, and spatial constraints as impact factors in accessibility measurements. The goal of the study was to establish a feasible set of transit accessibility indicators that would be used for both the case study street network and transit service modifications to transform the network into a transit-friendly and eventually a TOD environment.

Evaluation of Transit Signal Priority Options for Future Bus Rapid Transit Line in West Valley City, Utah

This paper presents an analysis of different transit signal priorities (TSPs) for a future bus rapid transit (BRT) corridor in West Valley City, Utah. The goal was to find the optimal TSP strategy for estimated and planned traffic and transit operations. The study used VISSIM microsimulation software in combination with ASC/3 software-in-the-loop simulation. Four models were used in the analysis: no TSP, TSP, TSP with phase rotation, and custom TSP. The results showed that TSP with phase rotation and custom TSP could both be considered for implementation. TSP with phase rotation would provide significant benefits for BRT, with minimum impacts on vehicular traffic. Custom TSP would provide major benefits for BRT in travel times, delays, and stops. However, this strategy has more impact on vehicular traffic. Custom TSP is an advanced strategy that still needs examination and improvement. The study provides a set of instructions on how the described strategies can be implemented in field traffic controllers.

35M MAX: the first bus rapid transit system in Salt Lake County

Bus rapid transit (BRT) is becoming one of the most popular transit services in the USA. A total of 106 miles of BRT service is scheduled for deployment in the State of Utah in future years. This research looked at the first BRT deployment in West Valley City, Salt Lake County, Utah. The 10.8 miles long BRT line was launched on July 14, 2008, and shortly after the launching the first operational data became available. In addition, a series of surveys were conducted to gain feedback from the users of the BRT system. Preliminary results show significant improvements in transit operations, with a 33% increase in ridership, reductions of close to 15% in travel times and improved reliability. Survey results show a high degree of acceptance among the system users. In general, the BRT system has proven itself to be very successful, bringing significant improvements to transit riders.

ADJUVANT TREATMENT WITH LOCALLY DELIVERED ONCOGEL DELAYS THE ONSET OF PARESIS AFTER SURGICAL RESECTION OF EXPERIMENTAL SPINAL COLUMN METASTASIS

The optimal management of spinal column metastatic disease is controversial. Local chemotherapy delivery systems allow targeted high-dose adjuvant therapy. We evaluated whether injection of OncoGel paclitaxel-releasing biodegradable polymer (Protherics, Inc., West Valley City, UT) into the tumor resection cavity at the time of surgery would improve the efficacy of surgical resection with or without external beam radiotherapy (XRT) in a rat model of spinal column metastases. Fischer-344 rats (Charles River Laboratories, Wilmington, MA) underwent a transabdominal approach for implantation of a CRL-1666 breast adenocarcinoma cell line within the L6 vertebral body. In experiment 1, 7 days after tumor implantation, animals underwent 1 of 2 treatments or no treatment (n = 8 per group): control (no treatment); surgery alone (L6 corpectomy); or surgery + OncoGel (L6 corpectomy with OncoGel implantation into the resection cavity). In experiment 2, 7 days after tumor implantation, animals underwent 1 of 2 treatments or no treatment (n = 8 per group): control (no treatment); surgery + XRT (L6 corpectomy followed by XRT [total 20 Gy]); or surgery + XRT + OncoGel (L6 corpectomy with OncoGel implantation followed by XRT). In experiment 3, 7 days after tumor implantation, animals underwent 1 of 2 treatments or no treatment (n = 8 per group): control (no treatment); XRT alone (total 20 Gy); or XRT + OncoGel. Daily hindlimb function was assessed using the Basso, Beattie, and Bresnahan (BBB) scale (range, 1-21). In experiment 1, both treatment groups had delayed onset of paresis compared with control. Compared with surgery alone, surgery + OncoGel resulted in superior median BBB scores on posttreatment days 9 (21 versus 19, P < 0.001) through 14 (11 versus 8, P < 0.005). In experiment 2, both treatment groups had delayed onset of paresis compared with control. Compared with surgery + XRT, surgery + XRT + OncoGel resulted in superior median BBB scores on posttreatment days 13 (21 versus 19, P < 0.001) through 17 (12 versus 8, P < 0.005). Median time to loss of ambulation (BBB scale score </=7) was maximized by the addition of OncoGel to surgery plus XRT: control (8.5 days), surgery alone (13.5 days), surgery + OncoGel (16 days), surgery + XRT (17 days), and surgery + XRT + OncoGel (19 days). In experiment 3, both treatment groups had delayed onset of paresis compared with control. Compared with XRT alone, XRT + OncoGel resulted in superior median BBB scores on posttreatment days 6 (21 versus 19, P < 0.001) through 11 (13 versus 8, P < 0.005). However, compared with surgery + XRT + OncoGel, XRT + OncoGel resulted in worse median BBB scores on posttreatment days 8 (20 versus 21, P < 0.01) through 13 (7 versus 19, P < 0.005). In a rat model of spinal metastatic disease, local delivery of OncoGel increased the efficacy of surgery and radiotherapy and delayed the onset of neurological decline. These results suggest that OncoGel may be an effective adjuvant therapy in the operative management of metastatic spinal column tumors and that combining local chemotherapy with surgery and adjuvant radiotherapy may improve outcomes of this disease.

Evaluating the Impact of Neighborhood Trail Development on Active Travel Behavior and Overall Physical Activity of Suburban Residents

Many studies have examined the impact that the built environment has on physical activity. Much existing research posits that if communities will provide and improve active infrastructure such as trails, sidewalks, and bike lanes, people will become more physically active. However, most of these studies have used cross-sectional methods that have allowed them to establish correlations but not behavioral causality. In this pilot project, a longitudinal design is used to assess a trail construction impact on active travel behavior and overall physical activity among suburban residents. A sample of suburban residents in West Valley City, Utah, was surveyed both before and after the construction of a Class 1 trail in their neighborhood by means of a preliminary household survey, individual activity diaries completed at three preassigned time points (before and twice after the trail's construction), new-resident surveys, and a trail user's intercept survey. This intervention technique (the intercept survey) performed a more direct test of causality by looking at the same group of residents over time and analyzing whether individual changes in behavior occurred following the construction of the trail. The paper shows that trail neighborhood residents did not use the facility after it was built, new residents did not move to the neighborhood because of the trail, and users of the trail came from elsewhere. It also discusses trail amenities that appear to be the more desirable ones.

Optimizing Signal Timings from the Field

Traditionally, when traffic signals are retimed, a significant difference is seen between signal timings recommended by optimization software and those implemented in field controllers. Those two sets of signal timings rarely match each other, and often a manual process is involved in transferring the data to and from the field controllers. A method is presented: signal timings are downloaded from field controllers, optimized by a software package, and then uploaded to field controllers. The method is VISGAOST, a stochastic optimization program, working with VISSIM–ASC/3 software-in-the-loop simulation to optimize the signal timings obtained from the field. The method was applied to optimize signal timings for a five-intersection urban arterial segment in West Valley City, Utah. Traffic operations simulated by a high-fidelity VISSIM represented field observations reliably. After thousands of potential signal timings were evaluated, VISGAOST found a better set of signal timings than those used in the field. The final signal timings were tested for robustness under fluctuating traffic in microsimulation. The test results show that these optimized signal timings are more robust than those used in the field. Further applications of the method are needed to test the field performance of the signal timings optimized by VISGAOST.

Abstract 17 use of low-dose oxymorphone immediate release (5mg) after knee arthroscopy: a randomized, double-blind trial. Dean N. Walker, MD (Granger Med Clin, West Valley City, UT); Joseph Gimbel, MD; Harry Ahdieh, PhD, e-mail: amfrattarola@aol.com

Abstract 17 use of low-dose oxymorphone immediate release (5mg) after knee arthroscopy: a randomized, double-blind trial. Dean N. Walker, MD (Granger Med Clin, West Valley City, UT); Joseph Gimbel, MD; Harry Ahdieh, PhD, e-mail: amfrattarola@aol.com

5525037 Overlapping sail wind turbine : Cummings John West Valley City, UT, United States

5525037 Overlapping sail wind turbine : Cummings John West Valley City, UT, United States

5413924 Preparation of wax beads containing a reagent for release by heating : Kosak Kenneth M; Kosak Matthew K West Valley City, UT, 84120, United States

5413924 Preparation of wax beads containing a reagent for release by heating : Kosak Kenneth M; Kosak Matthew K West Valley City, UT, 84120, United States

RESEARCHFORPRACTICE

Dezra J. Eichborn is a trauma psychosocial clinical nurse specialist, Theresa A. Meyers is a trauma case manager, and Cathie E. Guzzetta is a nursing research consultant at Parkland Memorial Hospital, Dallas. Mary Weissman and Sharon Clarke are staff nurses at Pioneer Valley Hospital, West Valley City, Utah, Elizabeth H. Winslow, who coordinates Research for Practice, is an associate professor at the University of Texas at Arlington School of Nursing, and a research consultant at Presbyterian Hospital of Dallas.