A biophysical model of atrial fibrillation ablation: what can a surgeon learn from a computer model?

AIMS: Surgical ablation procedures for treating atrial fibrillation have been shown to be highly successful. However, the ideal ablation pattern still remains to be determined. This article reports on a systematic study of the effectiveness of the performance of different ablation line patterns. METHODS AND RESULTS: This study of ablation line patterns was performed in a biophysical model of human atria by combining basic lines: (i) in the right atrium: isthmus line, line between vena cavae and appendage line and (ii) in the left atrium: several versions of pulmonary vein isolation, connection of pulmonary veins, isthmus line, and appendage line. Success rates and the presence of residual atrial flutter were documented. Basic patterns yielded conversion rates of only 10-25 and 10-55% in the right and the left atria, respectively. The best result for pulmonary vein isolation was obtained when a single closed line encompassed all veins (55%). Combination of lines in the right/left atrium only led to a success rate of 65/80%. Higher rates, up to 90-100%, could be obtained if right and left lines were combined. The inclusion of a left isthmus line was found to be essential for avoiding uncommon left atrial flutter. CONCLUSION: Some patterns studied achieved a high conversion rate, although using a smaller number of lines than those of the Maze III procedure. The biophysical atrial model is shown to be effective in the search for promising alternative ablation strategies.

Synthesis Study: Effectiveness of Safety Corridor Programs, Report on Tasks 1-3, 2008

This report synthesizes the safety corridor programs of 13 states that currently have some type of program: Alaska, California, Florida, Kentucky, Minnesota, New Jersey, New Mexico, New York, Ohio, Oregon, Pennsylvania, Virginia, and Washington. This synthesis can help Midwestern states implement their own safety corridor programs and select pilot corridors or enhance existing corridors. Survey and interview information about the states’ programs was gathered from members of each state department of transportation (DOT) and Federal Highway Administration (FHWA) division office. Topics discussed included definitions of a safety corridor; length and number of corridors in the program; criteria for selection of a corridor; measures of effectiveness of an implemented safety corridor; organizational structure of the program; funding and legislation issues; and engineering, education, enforcement, and emergency medical service strategies. Safety corridor programs with successful results were then examined in more detail, and field visits were made to Kansas, Oregon, Pennsylvania, and Washington for first-hand observations. With the survey and field visit information, several characteristics of successful safety corridor programs were identified, including multidisciplinary (3E and 4E) efforts; selection, evaluation, and decommissioning strategies; organization structure, champions, and funding; task forces and Corridor Safety Action Plans; road safety audits; and legislation and other safety issues. Based on the synthesis, the report makes recommendations for establishing and maintaining a successful safety corridor program.

The Effectiveness of Iowa's Automated Red Light Running Enforcement Programs, 2007

The Federal Highway Administration estimates that red light running causes more than 100,000 crashes and 1,000 fatalities annually and results in an estimated economic loss of over $14 billion per year in the United States. In Iowa alone, a statewide analysis of red light running crashes, using crash data from 2001 to 2006, indicates that an average of 1,682 red light running crashes occur at signalized intersections every year. As a result, red light running poses a significant safety issue for communities. Communities rarely have the resources to place additional law enforcement in the field to combat the problem and they are increasingly using automated red light running camera-enforcement systems at signalized intersections. In Iowa, three communities currently use camera enforcement since 2004. These communities include Davenport, Council Bluffs, and Clive. As communities across the United States attempt to address red light running, a number of communities have implemented red light running camera enforcement programs. This report examines the red light running programs in Iowa and summarizes results of analyses to evaluate the effectiveness of such cameras.

Remote Sensing Change Analysis Methodology to Support Traffic Monitoring Programs, 2003

The Federal Highway Administration mandates that states collect traffic count information at specified intervals to meet the needs of the Highway Performance Monitoring System (HPMS). A manual land use change detection method was employed to determine the effects of land use change on traffic for Black Hawk County, Iowa, from 1994 to 2002. Results from land use change detection could enable redirecting traffic count activities and related data management resources to areas that are experiencing the greatest changes in land use and related traffic volume. Including a manual land use change detection process in the Iowa Department of Transportation’s traffic count program has the potential to improve efficiency by focusing monitoring activities in areas more likely to experience significant increase in traffic.