text:
\section{Today's Vehicular Communications and Radars}\label{sec:Introduction}

Over the last decade, vehicular communications have experienced a fundamental transformation by absorbing the impact of several waves of research and development trends in this field. \emph{The first wave} came in the mid-2000s, with the IEEE 802.11p initiative that enabled data exchange between vehicles over the unlicensed frequency band around $5.9$\,GHz. The subsequent IEEE 802.11p-2010 standard amendment supported ad-hoc vehicular communications with data rates of up to $27$\,Mbit/s over $10$\,MHz-wide channels and was later superseded by conventional Wi-Fi IEEE 802.11-2012 specification. In parallel, vehicle-centric operations have been facilitated by additional standards that regulated the higher layers of a vehicular network (e.g., IEEE 1609.32 Standard for Wireless Access in Vehicular Environments, WAVE)~\cite{dsrc_survey}. This formed a consistent set of specifications for microwave-based vehicular communications, referred to as cooperative, connected, and automated mobility (CCAM) in Europe and dedicated short-range communications (DSRC) in the United States.

\begin{figure}[t!]
\centering
\includegraphics[width=1.0\columnwidth]{fig1.pdf}
\vspace{-5mm}
\caption{\textcolor{black}{Joint V2V communications and automotive radar applications.}}
\label{fig:v2v_comm}
\vspace{-5mm}
\end{figure}

By design, the 802.11p-family of technologies is dedicated to direct vehicle-to-vehicle (V2V) interactions. Hence, these are not intended to be used for vehicle-to-pedestrian (V2P) or vehicle-to-infrastructure (V2I) data exchange. In response to this gap, \emph{the second wave} of standardization activities has been dedicated to vehicular-to-everything (V2X) communications over 3GPP LTE technology, where uplink, downlink (for V2P and V2I), and sidelink (for V2V) operations were ratified~\cite{gabor1}. Early work was initiated in 2014, while the key requirements and use cases were identified by the \textcolor{black}{3GPP's Technical Specification Group on Service and System Aspects (TSG-SA)} in 2016. The corresponding enablers to support mission-critical V2X communications were presented in 2017 as part of LTE Release 14. V2X over LTE enables reliable connectivity within hundreds of \textcolor{black}{meters at around $100$\,ms end-to-end latencies (from the source to the destination application)}.

\vspace{-2mm}
\subsection{Emerging mmWave V2X Communications and Radar}

Within LTE Release 15 and beyond, 3GPP explores the feasibility of next-generation (5G-grade), enhanced V2X (eV2X) use cases, which range from platooning to remote driving~\cite{my_white_paper_automotive_vision}. Many of these scenarios require extremely high data rates and reliability levels, as well as low latencies~\cite{petrov_jsac_sdn}. For example, ``bird's eye view'' and ``see-through vision'' demand up to $50$\,Mbit/s at $50$\,ms delay, while ``automated overtake'' requires $10$\,ms latency with $10^{-5}$ reliability. These stringent requirements engage the community to initiate \emph{the third wave} of V2X communications research, by targeting the New Radio (NR) technology that will complement LTE~\cite{gabor2}. It is expected to primarily operate in millimeter-wave (mmWave) spectrum; that is, $30$--$300$\,GHz. NR-V2X will augment LTE V2X in massive deployments of connected vehicles and its \textcolor{black}{standardization has started recently}. The academic groups are advancing this vision by exploring mmWave-based V2X communications over $60$\,GHz, $79$\,GHz, and \textcolor{black}{even low terahertz frequencies at $300$\,GHz and beyond~\cite{heath_v2v_sensing}.}

Today's automotive radar sensing systems also occupy the mmWave band and, particularly, the frequencies of $76$--$81$\,GHz. The existing solutions can generally be classified into three categories: (i) long-range radars (up to $100$\,m) that typically sense the forward direction for the adaptive cruise control applications; (ii) middle-range radars (tens of meters) dedicated to cross-traffic alerts or blind-spot detection; and (iii) short-range radars (several meters), which are exploited by parking assistance and pre-crash services. Solutions operating in the $77$ and $79$\,GHz bands are already in commercial use, while the total number of mmWave radars can easily reach $10$ for a modern high-class vehicle.

\vspace{-2mm}
\subsection{From Trial Deployments to Massive mmWave V2X}

While the \emph{feasibility} of mmWave V2X communications and radar sensing has already been confirmed, the focus of recent research efforts has shifted towards enabling \emph{scalable} operation in massive (semi-)autonomous driving with smart interconnected vehicles (see Fig.~\ref{fig:v2v_comm})\textcolor{black}{~\cite{ref_link1}}. The major scalability concerns are -- jointly for data transmission and radar sensing -- related to massive interference from neighboring vehicles, which challenges the reliability, latency, and achievable data rate of NR-V2V communications~\cite{heath_v2v_sensing}. Further, there may be dangerous sensing inaccuracies that lead to the emergence of ``ghost'' obstacles. The level of interference in such systems \emph{must} be kept under control \textcolor{black}{to make collective autonomous driving safe and efficient}.

In this article, we tackle the aforementioned challenges by advancing the paradigm of \emph{hybrid vehicular communications and radar sensing} over the mmWave band and beyond. We systematically review and classify the contemporary approaches in this field as well as propose a conceptual joint channel access framework that aims to reduce the levels of interference in both communications and radar operations. We evaluate this concept in a realistic urban scenario by relying on: (i) real-life measurements and (ii) our in-house ray-based modeling framework to quantify the potential gains of unifying mmWave-based vehicular communications and radar sensing. Our proposal can be integrated into future releases of 3GPP NR and IEEE 802.11. We conclude by outlining the research perspectives in this area that are meant to open a discussion on the future mmWave and beyond vehicular networking.

\section{\hspace{-1.55mm}Review on Joint Telecom \& Radar for V2V}
\label{sec:review}

The concept of joint communications and radar applications has been evolving continuously over several decades. More recently, utilization of mmWave frequencies in this context became particularly beneficial, since much of the communications and radar systems functionality partially overlaps in these bands. In this section, we review the contemporary approaches to hybrid vehicular communications and radar sensing, which typically follow either of the \emph{three} options:

\vspace{-2mm}
\subsection{Time-Domain Duplex (TDD)}
\label{sec:tdd_class}

The first approach assumes independent operation of telecom and radar subsystems, while the utilization of antenna hardware may be shared between them in a time-based manner~\cite{tdd_system}. There is a switching process between the two time intervals: (i) when the antenna system (e.g., a single antenna or an antenna array) is used for data communications and (ii) when the antenna system is exploited to transmit and receive radar sequences. The corresponding modulated waveform can be generated with a direct digital synthesizer (DDS)~\cite{tdd_system}.

TDD class of solutions features lower implementation complexity. At the same time, the resultant system scalability may be rather limited, since fast switching between data and radar modes cannot be synchronized effectively among all of the communicating vehicles. Hence, when one of the cars is transmitting its data, the destination node may reside in the radar mode, not being able to receive it. In addition, since perfect time synchronization is difficult to achieve, the data and radar transmissions can interfere with each other.

\vspace{-2mm}
\subsection{Telecom Messages over Radar Transmissions (ToR)}

The second approach suggests modulating the data messages on top of the radar transmissions. This category typically employs Pulse Position Modulation (PPM) for the data transmissions. The corresponding systems are featured by relatively high radar resolution and accuracy since no stringent constraints on the choice of the radar sequences are imposed, while each transmission serves the purpose of sensing.

The scalability of these solutions is higher as compared to the TDD schemes since data transmissions do not impede the sensing process of the radar module. However, spectrum utilization remains inherently low, \textcolor{black}{since the choice of applicable modulation and coding schemes is limited to a set of basic solutions}. As a result, the achievable data rate is low even at the mmWave band: about $200$\,Mbps over $3$\,GHz bandwidth~\cite{tor_system}.

\begin{figure*}[t!]
\centering
\vspace{-11mm}
\includegraphics[width=1.0\textwidth]{fig2.pdf}
\vspace{-7mm}
\caption{\textcolor{black}{Proposed integration of V2V communications and radar.}}
\label{fig:concept}
\vspace{-4mm}
\end{figure*}

\vspace{-2mm}
\subsection{Radar Sensing over Telecom Transmissions (RoT)}

The solutions in this group are more recent and specific to mmWave frequencies. Their feasibility is maintained by the specialized properties of the preambles used in mmWave radio communications standards (e.g., IEEE 802.11ad/ay or 3GPP NR). This approach suggests reusing the same preamble detection mechanisms in order to provide distance and velocity estimation for the nearby driving vehicles.

It has recently been validated experimentally and shown to be beneficial from both the data rate and the sensing accuracy perspectives~\cite{rot_system_heath_tvt}. At the same time, the sensing capabilities of the developed prototype are still inferior to those offered by the commercially-available dedicated radar systems as well as remain vulnerable to uncontrolled interference from other cars initiating their data transmissions nearby. Further, RoT approaches require tight agreement between many stakeholders as they embrace the know-how of radars from vehicular vendors -- all the relevant signaling has to be standardized publicly. Hence, while this class of systems has technical advantages as compared to the previous two, the business perspectives of the corresponding solutions remain unclear.

\section{Harmonized V2V Telecom \& Radar Framework}
\label{sec:concept}

Summarizing our above review of existing approaches for joint radar and comms in V2V, current functionality of telecom and radar subsystems is mostly separated, as the associated modules operate \emph{independently} and only occasionally share common equipment in the transceiver to access the radio channel. Addressing the gap, we seek to explore the synergy of the involved subsystems rather than aim at their straightforward blending within a single physical device.

\vspace{-2mm}
\subsection{Turning Competitors into Allies}

Instead of constructing a communications system on top of the radar functionality or achieving the radar goals over a communications module, we envisage a possibility to \emph{intelligently combine the communications and radar subsystems} in a way that \textcolor{black}{they perform harmonized operations}, while both benefiting from the capabilities of the mmWave band. \textcolor{black}{Particularly, we conceptualize a TDD-inspired solution (see subsection~\ref{sec:tdd_class}) where synchronization between vehicular communications and radar operations is conducted not within a single car but rather propagates across the entire collision domain of the neighboring vehicles.}\footnote{\textcolor{black}{Here, ``collision domain'' refers to the set of vehicles potentially affecting each others' transmissions: the generated interference is higher than the noise level.}} The communication and radar functionalities \textcolor{black}{need} to be either placed into a unified module or to be located as separate but interconnected devices, still employing a certain level of hardware reuse, as well as synchronization to share the common wireless channel in the time domain~\cite{tdd_system}. \textcolor{black}{The solution reduces the probability that the radar sensing performed by one of the vehicles interferes with the transmissions coming from another vehicle and vice versa.}

Our proposal offers the much needed \textcolor{black}{scalability and reliability as well as} flexibility for vendors to develop their own radar waveforms without losing the integrity within the employed communications protocol. Moreover, with this approach, the accuracy of the radar subsystem can also be improved by integrating the results of the communications preamble detection and the actual radar waveform operation~\cite{rot_system_heath_tvt}. We thus advocate for a harmonized framework over a multi-tenancy multiple access channel, \textcolor{black}{where the same preambles are used to indicate radar as well as data transmissions. Hence,} the radar messages avoid interference by following well-established random-access communications mechanisms, whereas the notorious deafness problem is resolved by \textcolor{black}{periodic transmissions of additional preambles} (see Fig.~\ref{fig:concept}). The resulting \textcolor{black}{Radar-Aware} Carrier-Sense Multiple Access (RA-CSMA) scheme comprises two major components: (i) a unified frame structure for transmitted communications and radar messaging and (ii) a radar-aware \textcolor{black}{preamble detection based} channel-access protocol for directional V2V communications.

\vspace{-2mm}
\subsection{Unified Frame Structure}

In the proposed system design, the communications and radar module controls the shared antenna system. \textcolor{black}{The vehicle performing the radar sensing first utilizes a telecom module to participate in contention-based channel access and, as a result of this procedure, transmits a preamble to ``reserve'' the channel for the duration of a frame (see Fig.~\ref{fig:concept}). Then, the vehicle changes its operating mode from communications to radar to initiate the actual sensing. The sensing period may consist of a single or multiple transmissions/receptions of the radar sequences, as illustrated in Fig.~\ref{fig:concept} (top left). Finally, once the ``reserved'' time is over, the vehicle switches its operating mode back to communications and either ``reserves'' the channel again by transmitting another preamble or switches to the Rx mode and continues transmitting/receiving other data by following the CSMA-based access procedure.}

In order to implement the intended operation, an additional fixed-length field to indicate the frame category has to be introduced. It needs to be located in the header to enable fast decoding of the frame category at the hardware level. All of the frames coming from other vehicles and marked as ``radar'' are immediately dropped at the receiver. The described operation allows for utilizing a unified collision avoidance mechanism for both the communications and radar subsystems, hence reducing the time-to-market and manufacturing costs. Moreover, it offers robust protection of the radar sequences, since radar frame transmissions enjoy ``collision-free'' environment: \textcolor{black}{following the described procedure, no other vehicles in the same collision domain can initiate a transmission as long as the medium is reserved}. The latter is crucial for developing safety solutions as it \textcolor{black}{reduces interference and thus enables more} accurate distance and obstacle velocity estimation\textcolor{black}{~\cite{Gameiro2018}}.

\vspace{-1mm}
\subsection{Radar-\textcolor{black}{Aware} Channel Access \textcolor{black}{with Preamble Repetition}}

The deafness problem in V2V communications may affect the transmission of both the data and radar messages. The conventional mechanisms based on energy detection or \textcolor{black}{frame header} decoding are not sufficiently robust to rely upon when detecting transmissions of the neighboring vehicles, especially across the reflected paths. To address this challenge, we propose the use of \textcolor{black}{additional} preambles by injecting them into the channel with a fixed periodicity and minimal interframe spacing as illustrated in Fig.~\ref{fig:concept}. It has been demonstrated that preamble-based detection is much more reliable even in extremely low-SNR regimes~\cite{rot_system_heath_tvt}.

Design of a particular preamble sequence to accommodate the described concept remains an open research issue. It is, however, worthwhile to note that the discussed preamble detection over reflected/scattered signals is technically feasible since this procedure is already a part of the basic \textcolor{black}{communications and} radar functionality. In \textcolor{black}{the described} channel access scheme, the vehicle that is about to transmit first listens on the channel for one inter-preamble interval. If a preamble is detected, the channel busy indicator is set for another interval. Otherwise, the channel is considered idle and the vehicle initiates its channel access procedure. With the proposed approach, the rest of the radio technology signaling can be applied to the envisioned operation with minimal changes.

\textcolor{black}{The outlined channel access procedure introduces an additional delay in the radar sensing operation. However, accounting for $5$\,$\mu$s-long slots (as in IEEE 802.11ay) and the maximum backoff counter of $1024$, the total delay value does not exceed $5.12$\,ms. Furthermore, since the size of the collision domain in realistic deployments is around $2$--$3$ vehicles, the said counter does not typically exceed $16$. This keeps the channel access delay under a few milliseconds, which is in-line with the requirements for beyond-5G mission-critical communications~\cite{petrov_jsac_sdn}. Importantly, a vehicle can travel not more than a few centimeters during such ms-scale intervals. Hence, the extra delay caused by channel access does not affect the radar operations significantly.}

In the following section, we comprehensively study the implications of the proposed RA-CSMA scheme on the performance of mmWave-based V2V applications.

\section{Performance Expectations in mmWave V2V}

Our proposed RA-CSMA scheme relies upon the ability of the vehicle that initiates a transmission to sense active transmissions by other vehicles in the same collision domain even in cases where only reflected or scattered paths are available at its transceiver. In order to evaluate the proposed concept, we first have to carefully characterize the specifics of mmWave propagation in vehicular environments, with the main focus on the effects related to the mmWave signal reflection and scattering from the bodies of vehicles. For this purpose, an integrated measurement--simulation campaign has been conducted (see Fig.~\ref{fig:measurement}).

\begin{figure}[t!]
\centering
\vspace{-2mm}
\includegraphics[width=1.0\columnwidth]{fig3.pdf}
\vspace{-5mm}
\caption{\textcolor{black}{Our compound measurement--simulation evaluation methodology for the performance assessment of hybrid V2V systems.}}
\vspace{-7mm}
\label{fig:measurement}
\end{figure}

\vspace{-2mm}
\subsection{Specifics of mmWave Propagation in V2V Scenarios}
\label{subsec:propagation}

To characterize mmWave signal propagation in realistic V2V environments, we first conduct a measurement campaign that aims to analyze and report on the properties of reflection and scattering at the frequencies of up to $500$\,GHz from the materials typical for the vehicle bodies, including aluminum, glass, and hard plastic \textcolor{black}{(see Fig.~\ref{fig:measurement}, Stage 1)}. The measurements were performed at the University of Oulu by using TeraView TeraPulse $4000$, which is capable of mmWave and terahertz band transmission/reception from $60$\,GHz to $4$\,THz. The signal attenuation has been measured as a function of the selected material and three 2D angles: the angle of incidence and the angles of reflection/scattering in two planes.

To this end, Fig.~\ref{fig:measurement} displays an example of the measurement results for $50\degree$ angle of arrival. Aluminum is the best reflector out of the considered materials with the reflection loss being on the order of $0$--$5$\,dB. In contrast, other materials (glass and, especially, plastic) are characterized by much higher scattering losses, which are particularly visible at the frequencies of above $100$\,GHz. Similar measurements have been carried out for other angles of arrival with the step of $5\degree$ and stored in a way that the ray-based framework can calculate the corresponding path gain as a function of the angle of incidence and 3D angle of reflection/scattering.

\begin{table}[!b]
\vspace{-2mm}
\caption{Parameters of our ray-based study.}
\label{tab:params}
\begin{center}
\vspace{-3mm}
\begin{tabular}{|p{0.15\columnwidth}|p{0.75\columnwidth}|}
\hline
Deployment & \textbf{Area of interest:} Segment of a street, $200$\,m long, $3$ lanes in each direction ($6$ lanes in total)\\
& \textbf{Lane width:} $2.75$\,m\\
& \textbf{Sidewalk width:} $3$\,m\\
& \textbf{Total street width:} $22.5$\,m\\
& \textbf{Propagation:} Urban canyon, street is surrounded by concrete buildings of $30$\,m height\\
\hline

Radio part & \textbf{Environment:} Air, T = $296$\,K and $1.8$\% of water vapor\\
& \textbf{Frequency:} $300$\,GHz\\
& \textbf{Bandwidth:} $10$\,GHz\\
& \textbf{Tx power:} $0$\,dBm\\
& \textbf{Tx antenna gain:} $30$\,dB\\
& \textbf{Rx antenna gain:} $30$\,dB\\
& \textbf{Antennas:} In front and rear bumpers ($0.2$\,m altitude). \textcolor{black}{Perfect beam alignment between Tx and Rx is assumed.}\\
\hline
Vehicles & \textbf{Model:} Parallelepiped $4$\,m $\times$ $1.8$\,m $\times$ $1.4$\,m\\
& \textbf{Material:} Glass (top $0.5$\,m); steel (middle $0.7$\,m); plastic (bottom $0.2$\,m)\\
& \textbf{Reflection/scattering properties:} Defined by the measurement results in subsection~\ref{subsec:propagation}\\
& \textbf{Inter-vehicle distance:} \textcolor{black}{\underline{Setup 1}: Random (exponentially distributed); \underline{Setup 2}: Constant for all the vehicles}\\
& \textbf{Speed:} \textcolor{black}{\underline{Setup 1}: Normally distributed with the mean of $30$\,km/h; \underline{Setup 2}: Constant for all the vehicles, $5$\,km/h}\\
\hline
Channel access & \textbf{Idealistic:} Perfect TDMA, ideal time synchronization, thus no inter-vehicle interference (upper bound)\\
& \textbf{RA-CSMA:} Proposed scheme, CSMA with preamble repetition (see subsection~\ref{sec:concept} for details) \\
& \textbf{Uncoordinated:} Uncoordinated random access\\
& \textbf{Adaptive access:} Uncoordinated random access with binary exponential backoff operation (from $8$ to $1024$)\\
\hline
\end{tabular}
\end{center}
\end{table}

The obtained measurement results are then applied to evaluate the performance of mmWave V2V communications with different channel access schemes (including the proposed RA-CSMA) in a typical urban deployment. Particularly, a wide city avenue with a randomized deployment of vehicles has been considered (see Fig.~\ref{fig:measurement}, Stage 4). The utilized parameters are summarized in Table~\ref{tab:params}.

To characterize the introduced scenario and collect first-order performance results, an in-house ray-based modeling framework was employed~\cite{petrov_commag_thz}. It is mainly implemented in Python, \textcolor{black}{operates in a time-driven manner}, and adopts the measurement data from TeraView test environment as input for the reflection/scattering properties of incorporated materials. Our framework utilizes a ray-tracing approach with surface tessellation\textcolor{black}{, where the signal propagation in the air is modeled as proposed in~\cite{jornet_channel}.} For the sake of better accuracy in the output results, all of the acquired intermediate data have been averaged over $1,000$ replications.

\vspace{-2mm}
\subsection{Scalability of Channel Access Schemes for mmWave V2V}
\label{sec:results}

First, Fig.~\ref{fig:capacity} reports on the spectral efficiency of a V2V communications link in case the distance between two connected vehicles varies from $1$ to $100$\,m, while all other vehicles are deployed randomly with the average distance of $10$\,m between each other. \textcolor{black}{The inter-vehicle distance is distributed exponentially, as in \underline{Setup 1}} (see details in Table~\ref{tab:params}). The utilization of the envisioned RA-CSMA channel access scheme improves both the link spectral efficiency and the achievable communications range where data transmissions remain sufficiently reliable ($SINR \geq 10$\,dB). It is also observed that with our proposed solution the realistic communications range can reach up to a hundred of meters even with $10$\,GHz of bandwidth and over $300$\,GHz carrier frequency, thus enabling a number of attractive rate-hungry applications currently envisioned for e.g., NR-V2V. Similar RA-CSMA performance is observed for $79$\,GHz and $150$\,GHz mmWave frequencies.

\begin{figure}[h!]
\centering
\includegraphics[width=1.0\columnwidth]{fig4.pdf}
\vspace{-3mm}
\caption{Spectral efficiency of mmWave V2V system with RA-CSMA.}
\label{fig:capacity}
\end{figure}

Further, Fig.~\ref{fig:sinr} illustrates the impact of correct preamble detection on the reliability of mmWave-band V2V communications \textcolor{black}{and radar sensing}. This figure demonstrates the average SINR at the receiver as a function of the mean distance between the vehicles in our scenario of interest. Here, the distance between the \textcolor{black}{source} and the \textcolor{black}{destination} vehicles (red and yellow, respectively, in Fig.~\ref{fig:measurement} Stage 4) \textcolor{black}{is modeled similarly to the distances between other neighboring vehicles. It follows one of the two setups that correspond to different deployment scenarios. The first one characterizes a freeway scenario, where the distances between the vehicles are modeled as independent and exponentially distributed random variables. In the second setup, the distances between all of the vehicles are kept constant, thus capturing dense urban traffic.}

\vspace{-3mm}
\subsection{Interference- vs. Noise-Limited Operation of mmWave V2V}

Analyzing Fig.~\ref{fig:sinr}, we emphasize three distinct regimes for mmWave V2V communications \textcolor{black}{and radar sensing}, which are generally agnostic to the selected channel access scheme \textcolor{black}{as well as the assumed distribution of inter-vehicle distances}:

\subsubsection{The ultra-dense regime} corresponds to $<1$\,m of inter-vehicle separation and is characterized by the highest level of SINR. Radio signal attenuation in this case is low, while the impact of interference is marginal due to substantial blockage by car bumpers and wings.

\subsubsection{The dense regime} is characterized by the inter-vehicle distance from $\approx1$\,m to $10$--$20$\,m. The role of interference becomes of primary importance, since the useful signal is not as strong, whereas there are many other vehicles nearby.

\subsubsection{The sparse regime} has the average inter-vehicle distance of greater than $10$--$20$\,m. It is mostly affected by the noise level; the useful signal becomes notably attenuated, while the population of interfering vehicles remains low.

\textcolor{black}{A minor improvement in the SINR when switching from \underline{Setup 1} to \underline{Setup 2} is explained by the fact that the first setup allows for situations where the distance between the communicating vehicles is long, while the distances between the vehicles on the neighboring lanes are short, so there are multiple vehicles to interfere with an active transmission.}

\vspace{-5mm}
\textcolor{black}{\subsection{Reliability Aspects of Radar Sensing}}

\textcolor{black}{Applying the results from Fig.~\ref{fig:sinr} to the radar sensing operation, we note that a connection between the estimated SINR values and the effective range of the radar sensing is complex, since the probability of successful obstacle detection at a particular distance is related not only to the SINR value but also to the specific obstacle shapes and material, the surrounding environment, and, importantly, the details of the radar implementation (type of the utilized radar, sampling frequency, filtering, and many more).} \textcolor{black}{Nevertheless, the improved SINR values -- as confirmed with Fig.~\ref{fig:sinr} -- contribute to the reliability of radar sensing, since higher SINR leads to better range and accuracy of the distance and velocity estimation~\cite{Gameiro2018}.}

\begin{figure}[h!]
\centering
\includegraphics[width=1.0\columnwidth]{fig5.pdf}
\vspace{-3mm}
\caption{Impact of successful preamble detection on SINR performance.}
\label{fig:sinr}
\end{figure}

Summarizing, the contributed channel access method offers decisive performance improvements in terms of \textcolor{black}{communications range, data rates, and SINR} in dense scenarios, thus contributing to better scalability of mmWave vehicular communications and radar sensing in massive deployments. In the following section, we discuss the current and prospective research directions related to V2X over mmWave and beyond.

\vspace{4mm}
\section{Towards Massive and Scalable V2X}

\subsection{Present and Future of V2X over mmWave and Beyond}

The contemporary V2X roadmap outlined by the 5G Public Private Partnership (5G-PPP) imposes gradually increasing requirements on the supporting communications technology in terms of its reliability, latency, and offered data rates. The envisioned 5G-PPP scenarios are grouped into phases that range from awareness driving, through cooperative driving, to, \textcolor{black}{ultimately}, synchronized driving, wherein vehicles are autonomously driven in a wide range of situations~\cite{my_white_paper_automotive_vision}.

Following the outlined use cases, novel approaches are required to achieve the desired tradeoff between the implementation complexity and the spectral efficiency. Specifically, for direct V2V communications, hybrid automatic repeat request (HARQ) operation over the 3GPP sidelink requires support of point-to-point communications at both PHY and MAC layers. In addition, the choice of the most beneficial locations and characteristics of the antenna arrays for hybrid V2X communications and radar sensing are currently under consideration.

\subsection{Harnessing Even Higher Frequencies}

Motivated by the continuously growing demands imposed by the amounts of data traffic to be transmitted over vehicular networks (up to $1$\,Tbit/hour per connected vehicle according to some predictions~\cite{heath_v2v_sensing}), the research community begins to contemplate the carrier frequencies beyond $100$\,GHz as a valuable asset for future V2X systems. Several radio communications stakeholders are already exploring the use of frequencies available in the high-mmWave/low-THz bands. The data rates of up to $10$\,Gbit/s over up to $850$\,m have been demonstrated at $120$\,GHz~\cite{research_plan_6}. An attractive potential of beyond-100\,GHz band has recently been recognized by IEEE: its IEEE 802.15.3d Task Group identified the $275$--$325$\,GHz band as the one feasible for extremely high access rates of up to $100$\,Gbit/s. Alongside with this trend, automotive radars are also moving higher up in frequency to improve their latencies and resolution of the obtained images. Recently, an automotive imaging radar solution at $150$\,GHz has been demonstrated~\cite{Jasteh2015}.

The path beyond $300$\,GHz requires the development of novel transceivers, which are capable of operating at these extreme frequencies. Such transceivers are required to be featured by adequately high power and sensitivity, while at the same time reach low noise figures -- all to overcome the inherently high pathloss at these frequencies. Additional band-specific difficulties emerge related to generation of high-power signals at (low-)THz frequencies, the so-called \emph{THz gap}, as well as increased attenuation of the radio waves due to \emph{molecular absorption}. In addition, the future high-mmWave/low-THz technology needs to manage the antenna systems with ultra-narrow beamwidth (few degrees at the maximum), thus challenging the current beamsteering and beamtracking implementations.

\textcolor{black}{Higher power consumption caused by immaturity of the discussed technology is another factor that limits commercial deployments of vehicular systems operating beyond $300$\,GHz. Researchers are now working on different technologies to tackle this problem, ranging from the state-of-the-art complementary metal-oxide-semiconductor (CMOS), through alternative semiconductor materials (e.g., III-V compound semiconductor), as well as novel materials, such as graphene. In addition, widely-employed orthogonal frequency division multiplexing (OFDM) features high peak-to-average power ratio (PAPR), which becomes an issue for terahertz-band channels. Hence, the community is exploring the applicability of novel waveforms to effectively harness this promising band.}

\subsection{Cellular-Assisted Network Management}

The further evolution of mmWave V2X requires their tighter integration into the emerging 5G architecture, where cellular systems may be employed to control the mmWave-based direct V2V and radar sensing more efficiently than any decentralized solution with only partial knowledge of the radio environment can do. The latter leads to the concept of cellular-assisted V2X (C-V2X). One of the main advantages of C-V2X is that it can address the V2X applications in an end-to-end manner within the same technology, which constitutes a scalable and future-proof solution. Also, as part of the 3GPP standards suite, C-V2X offers an evolution path from LTE to (beyond-)5G systems. Built-in mmWave radars can also exploit the benefits of cellular assistance as they may share the data between multiple cars and road infrastructure nodes to perform radio sensing in a distributed albeit more effective manner.

However, C-V2X functionality calls for new network management solutions to effectively orchestrate all of the available communications, data storage (caching), and computing capabilities. Particularly, the optimized balance levels of data pre-processing have to be determined between (i) exchanging all the sensed raw data among the interconnected vehicles, as one extreme, and a more conservative approach (ii) conducting the required sensing locally and only sharing the relevant post-processed knowledge, as another extreme. Design of these novel solutions mediates between vehicular, communications, and mobile computing communities, thus calling for their concerted effort to materialize the scalable, reliable, and high-rate vehicular communications of tomorrow.

\balance
\section{Conclusions}
\label{sec:conclusions}

The impending proliferation of interconnected autonomous vehicles will dramatically increase the intensity and depth of vehicular communications and radar sensing integration. The envisioned utilization of mmWave and even higher frequency bands will (i) provide abundant radio resources for high-resolution imaging, which is essential for accurate recognition of the road surface, cars, and other surrounding objects, as well as (ii) facilitate high-rate data exchange between connected and self-driving cars. At the same time, the adoption of wider spectrum and directional antenna systems alone will not automatically lead to a successful implementation of scalable vehicular systems, since the underlying interference and deafness issues challenge the reliability and performance of both communications and radar operations.

Along these lines, an emerging concept of unified vehicular communications and radar sensing contributed in this article becomes a promising candidate to make the two ``pairs of eyes'' of a vehicle \textcolor{black}{harmonized with} each other, thus paving the way to unprecedentedly massive deployments of interconnected smart cars. By going further and integrating other intelligent entities on and along the road (radio access infrastructures, networked road signs, connected pedestrians, video surveillance systems, etc.) via next-generation 3GPP NR, LTE, and IEEE technologies, the rapidly maturing automotive environment may ultimately evolve into a hyper-intelligent transportation system, by providing a more convenient, safe, and efficient driving experience.

\bibliographystyle{IEEEtran}

redpajama_set_name: RedPajamaArXiv


text:
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우리는 중국에서 저렴한 장식 용접 와이어 울타리 패널 제조 업체 및 공급 업체 / 공장 전문화되어 있습니다. 저렴한 장식 용접 와이어 울타리 패널 중 하나 인 Anping Tuofang Metal Product Co.,Ltd. 중국 유명 브랜드 중 하나 인 저렴한 가격 / 저렴한 가격으로 고품질의 저렴한 장식 용접 와이어 울타리 패널 도매업.
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text:
Q: Cannot manage associations in Ruby on Rails I have a Post model which is used to store content posted by guest users, and that content is managed by an Admin user. The admin has the rights to block or unblock a particular post.
What I want to do is this:

*

*Display all unblocked Posts to the Guest Users.

*Display all Posts to the admin user.

For the first requirement, I have a model BlockedPost which has a polymorphic association with Post model. The post that will be blocked by the admin will be maintained in the BlockedPost model.
For the second requirement I have to give admin the right to block or unblock any particular content. So in my posts/index.html.erb I have done this
<% @posts.each do |post| %>
  <% post.content %>
  <% if post.post_blocked? %>
    <%= link_to 'Unblock', blocked_post_path(content.id),:method => :delete%>
  <% else %>
    <%= link_to 'Block', create_blocked_post_path(content.id) %>
  <% end %>
<% end %>

The post_blocked? method above is defined in the Post model:
class Post < ActiveRecord::Base
  def post_blocked?
    !self.blocked_posts.nil?
  end
end

This works but the problem is every time the post_blocked? method is called it makes a database call.
Is there any way to stop this behavior and get the status of all posts in one database call itself?

A: hmm... i think you should change your models a little, because they are unconfortable a bit and there isnt any fast way to get your posts from DB,
delete BlockedPost model
and add a column to Post model (in migration)
t.boolean :blocked, :default => true
I'd do it like this:
@blocked_posts = Post.where( :blocked => false)
@unblocked_posts = Post.where( :blocked => true )

or prepare scopes in your Post model
and then in your view just display 2 lists
<% @unblocked_posts.each do |upost| %>
  <%= upost.content %>
  <%= link_to 'Block that post', ... %>
<% end %>
<% @blocked_posts.each do |bpost| %>
  <%= bpost.content %>
  <%= link_to 'Unblock', ... %>
<% end %>

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Ranmoor is a suburb of Sheffield about 3 miles west of the City Centre. Historically it is an affluent area of Sheffield and retains that label today.
Until the late 1800's Ranmoor was a small hamlet much of the land originally owned by the dukes of Norfolk. The 11th duke sold large sections of his land in the 1800's which became available for the growning population of Sheffield. Ranmoor attracted the wealthy town folk who wanted a taste of the country life and due to strict planning regulations concerning the size and nature of new buildings, the area was filled with fashionable homes for wealthy manufacturers and their families.
The area of Ranmoor retains an affluent air, tree lined avenues, large victorian villas with leafy walled gardens, it remains a very sought after area to live in Sheffield not just for it's attractive appearance but Sheffield city centre is merely 10 to 15 minutes drive away and the Peak District is a similar drive in the opposite direction, perfect for the best of both world.
If you don't want to venture very far, there are plenty of local shops and services to cater for your every needs. In Fulwood Road you can find fast food and restaurants beauticians and hairdressers with a diverse range of independent shops including a deli, off-licence and jewellers.
The professional apartments in the Ranmoor area provided by PC Properties are located in Fulwood Road and Ranmoor Park Road. Set in beautiful grounds and finished to a very high standard the apartments are close to local conveniences, parks and services.
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text:
Course in General Linguistics
by Ferdinand de Saussure
Last Updated on May 5, 2015, by eNotes Editorial. Word Count: 1132
Saussure's work in linguistics had been historically preceded by a traditionally accepted view which held that the world is composed of independently existing objects, which are capable of precise objective observation and classification. The natural conclusion to be drawn from such an assumption was that a language is essentially a...
(The entire section contains 1132 words.)
Start your 48-hour free trial to unlock this Course in General Linguistics study guide. You'll get access to all of the Course in General Linguistics content, as well as access to more than 30,000 additional guides and more than 350,000 Homework Help questions answered by our experts.
Saussure's work in linguistics had been historically preceded by a traditionally accepted view which held that the world is composed of independently existing objects, which are capable of precise objective observation and classification. The natural conclusion to be drawn from such an assumption was that a language is essentially a huge set of names for the stuff of reality. Yet if a language were merely a nomenclature—an aggregate of "words," each having a distinct "meaning"— then translation from one language to another should be a relatively simple task. The translator would need only to insert the meaning of the thing as it is found in the host language into the slot provided by the translation language, thus providing precise equivalency of meaning between languages. This is obviously not what happens in translation. Thus, as Terence Hawkes has so aptly stated, "Saussure's revolutionary contribution to the study of language lies in his rejection of that 'substantive' view of the subject in favour of a 'relational' one."
Several key concepts function interdependently within the Course in General Linguistics to express the reality that differing languages not only articulate the world differently but belie a differing understanding of the world as well. The first, and perhaps the most notable, of Saussure's distinctions is that of the linguistic sign. The sign, according to Saussure, is a two-sided psychological entity, both parts of which are necessary and functional. The two elements, the "sound image" and the "concept" to which it refers, are intimately related, each recalling the other. Saussure proposed the retention of the word "sign" as the designation for the whole, while he replaced the term "sound image" with "signifier" and "concept" with the term "signified."
Critics of Saussure often note but rarely explicate the implications of his position that signs are themselves arbitrary ascriptions. In other words, there is no inherent reason that the leafy shade-bearer should be called "tree" rather than "spoon." Nor is there any intrinsic prohibition against one person calling it "tree" while another calls it "arbor." The only basis for the ascription is to be found in the conventionalization of one term over another. The term "spoon" would serve equally well as "tree" given a consensus among the users of the language that the substitution were in order. Onomatopoeia would be an obvious exception to the general principle of arbitrary ascription; to call a dog a "bow-wow" does indicate a substantive link between the sound image and the concept to which it refers. Nevertheless, the very fact that these word formations are not the staples of a language but the exceptions, along with the recognition that they are categorized as a special class within the language, tends to support Saussure's basic assumption that ordinary signs are arbitrary ascriptions.
To say that the ascription of signs is arbitrary does not imply that signs function anarchically or with autonomy. Rather, they are ordered members of a self-contained sign system, and they function relationally to every other member of the system. Each member gains its meaning from its individual differentiation from the other members within that system. A distinction drawn by Saussure regarding the differentiation process may be seen as he addresses phonetic-and phonemic-level differences. On the one hand, differences which are not distinguished for the purpose of meaning are known as phonetic differences. No nonnative speaker of English would think of calling the p in pot and the p in spot "the same." Yet native speakers of English typically think of them as the same since the difference is not a meaning-bearing difference. On the other hand, certain differences are meaning-bearing, for example, when the c in cane is changed to an l creating lane, the meaning shifts along with the sound. This meaning-bearing differentiation is termed a phonemic difference. Growing out of the work of Saussure, it was seen thatthe phonetic difference between two sounds only becomes meaningful to the native speaker when it coincides with the phonemic structure . . . of the language in which it occurs. Moreover, that structure has a considerable "anaesthetic" effect on the native speaker's perception of his own language. He finds it very difficult to hear distinctions that the phonemic structure does not "recognize."
Undoubtedly, this is what causes people from different countries, and even those from different regions of the same country, to bear diverse accents in their speech.
Another essential distinction found within the Course in General Linguistics is that of language (langue) and human speech (parole). These terms have taken on a technical status in contemporary literary theory, retaining their French rendering. The langue is a self-contained whole and a principle of classification. It is the abstract, overarching system out of which individual utterances and everyday speech acts occur. Saussure uses the analogy of the rules and conventions of "chess" as opposed to the actual playing of the game. Certainly the rules are essential to the game and make its enacting possible, but "chess" is only actualized in the performance by two players. Up until that time it has a virtual existence. Only those who are very confused would mistake a set of rules for the game itself. So it is within linguistics—there are rules and conventions, langue, and there are individual speech occurrences, parole.
The necessity for carefully distinguishing between langue and parole stems from the arbitrariness of the sign. Since the meaning of signs is determined relationally, one must look at the unit within the context of the system of which it is a part. One will then be equipped to recognize meaningful differentiation as opposed to that which is incidental.
As suggested above, changes can occur in the language system. In looking at those changes that occur to the language through time, the linguist is viewing the language with a "diachronic" approach. In fact, he is examining the historicity of the language. Conversely, if he chooses to examine the language system at a point in time, he is taking a "synchronic" approach. Prior to Saussure, linguists had been studying languages according to a diachronic model, this being the typical pursuit of philology. The displacement of one form by another over time can be seen through diachronic analysis. It must be noted, however, that these changes do not occur initially at a systemic level. They take place, rather, in the individual speech occurrences (paroles), gradually gaining currency among the populace, eventually finding their place within the system, and thus displacing the old form with the new. A synchronic approach articulates the relationship between two forms which exist simultaneously. Indeed, meaning is determined by viewing the unit in relation to other units within the context of a systemic whole. Without question, the addition of this synchronic viewpoint brought into existence a brand new approach to the field.
Download Course in General Linguistics Study Guide
Langue And Parole
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text:
The Glenrothes
Rothes, Morayshire, Scotland AB38 7AA
Tel: +44 (0)1340 872300 Fax: +44 (0)1340 872172
Viewer's Comments about The Glenrothes
In 1879 something new, beautifully crafted and pure entered the world: the first spirit from the stills at The Glenrothes. That's a while ago now, but this exceptional Single Speyside Malt whisky has been kept pretty much a secret from those outside the industry and a small band of connoisseurs for over a hundred years. But word gets out and once discovered this is a malt people enjoy, and seem to want to share with likeminded folk. We think that it's exceptional and of course we would - and it seems other people increasingly think so too.
The Glenrothes has always been universally acclaimed by blenders as an exceptional Speyside Malt. In 1994, the first Vintage was bottled and set a new and exciting standard in Malt Whisky: That was the first bottling of the Vintage 1979.
Unlike Malt Whiskies that are produced in line with the age concept, each Vintage must have its own unique personality. However, it is important that each Vintage is underpinned by the distinctive hallmarks of the distillery, in the case of The Glenrothes ripe fruits, citrus, vanilla, an exquisite spicy finish encased in the creamiest of textures and a complex, well-poised balance.
Over the years The Glenrothes has won many awards, including a double Gold for the 1979 Vintage in 2003 and the International Spirits Challenge's highest accolade, the Trophy Award in 2005 for the 1972 Vintage. People have asked where we got the inspiration for the bottle and the answer is simple: "Our distinctive bottle, label and packaging are
inspired by the round bottle and hand written checking slip of the distillery sample room." The Glenrothes is indeed all about the whisky. Our packaging has also won awards including a Gold in The Wine and Spirit International Design Awards.
The Glenrothes is synonymous with exceptional quality. A name already known to connoisseurs, it is now becoming known to the increasing number of people discovering the world of Malt Whisky. Such is the quality of The Glenrothes, we believe this is a Malt to be savoured in special company.
In March 2008, Ronnie Cox, Director of The Glenrothes, was announced as Whisky Magazine's Ambassador of the Year. The awards announcement states "Highly commended in 2007, Ronnie has continued his outstanding contribution to promoting Scotch, malts and in particular The Glenrothes around the globe. The Glenrothes is now one of the fastest growing malts in the world, with Select Reserve, the house style for The Glenrothes growing to 27,000 cases from zero in the first two years, in large part due to Ronnie and his team of ambassadors."
The GLENROTHES SINGLE
MALT SCOTCH VINTAGE 1975
The GLENROTHES SINGLE MALT SCOTCH VINTAGE 1975
One of the very last of the much-accredited '70's Vintages from The Glenrothes. With only 3708 bottles, it is one of the smallest-ever Vintage runs. The nose is rewarded with the classic combination of stewed fruits and a result of exceptional wood policy. A post dinner great – preferably on a winter's evening. A BIG Glenrothes. If it's to be shared, choose carefully.
Appearance: Deep golden, clear and bright.
Bouquet: Wonderfully rich and mature. Vanilla, nutty and fruits with a hint of orange/lemon.
Palate: Rich, toffee, vanilla, dark chocolate, vanilla, dark chocolate.
Finish: Good length, Glenrothes medium sweet.
Notes Courtesy of The Glenrothes
The GLENROTHES SELECT
RESERVE SINGLE MALT SCOTCH
The GLENROTHES SELECT RESERVE SINGLE MALT SCOTCH
For 125 years, The Glenrothes Single Speyside Malt has been recognised by distillers as one of the finest of all single malt whiskies. It is the long and careful maturation in cask that forms the distinctive character of The Glenrothes. Glenrothes challenged John Sutherland, their Distiller, to find some exceptional casks to bottle as his 'Select Reserve'. The result: delicious ripe fruits, fresh citrus flavours with oak-infused vanilla and a hint of spice, plus a typically creamy texture on the palate.
Appearance: Pale golden
Bouquet: American oak, vanilla and coconut, hint of plums
Palate: Full malty flavour, medium sweet, vanilla and orange zest
Finish: Long and slightly spicy
USA Buyers: Click Here for a Full Selection of The Glenrothes Single Malt Scotch Whisky!
Europe / Asia Buyers: Click Here for a Full Selection of The Glenrothes Single Malt Scotch Whisky!
The Glenrothes Distillery
Location: Rothes, Banffshire AB38 7AA
Roads: By the Burn of Rothes
The Glenrothes Distillery sits beside the Burn of Rothes in the heart of Speyside – the area of the Scottish Highlands universally acknowledged as the heartland of malt distillation. Our private spring, "The Fairies' (or Lady's) Well", is in the nearby Glen of Dounie, and all the land surrounding this vital source is owned and protected by the distillery.
Distillation began at Glenrothes on Sunday, December 28th 1879. In 1896 the distillery was expanded as demand from blenders grew for this increasingly prized malt whisky. 100 years after the founding, new stills were installed, in 1979.
Since its opening, the distillery was recognised as one of the best; the whisky one of the most sought after on Speyside. The structure, flavour and body of The Glenrothes makes it a 'top dresser' or quality enhancer found at the heart of some of the world's finest blends such as Cutty Sark and The Famous Grouse. Expert distillers and blenders claim that it produces one of the finest and most accomplished of malt whiskies.
The distillery is not open to the general public although sometimes special guests are invited to Rothes House and to visit the distillery.
Comments on this Whisky page 2 of 2
Rui de Almeida Bastos
Sou um apreciador aficcionado dos wiskies The Glenrothes. Nenhuma outra bebida me sabe melhor ao fim de um dia de trabalho ou no início de um bom convívio! Ainda espero poder visitar o vosso "Santuário". Obrigado por nos proporcionarem ano após ano tanta qualidade e prazer.
Sou um apreciador aficcionado dos Wikipédia The Glenrothes. Nenhuma outra bebida me sabe melhor ao fim de um dia de trabalho ou no início de um bom convívio! Ainda espero poder visitar o vosso "Santuário". Obrigado por nos proporcionarem ano após ano tanta qualidade e prazer.
Un buen trabajo acaba dando sus frouts! Enhorabuena y tienes que agradecer a The Glenrothes que son los que un deda se les ocurrif3 que podredan montar un concurso en Instagram
BILL DONALD
GOT MY FIRST EVER GLENROTHES SPECIAL RESERVE FOR FATHERS DAY 2012, I'AM HONOURED TO BE THOUGHT OF AS A FATHER WORTHY OF SUCH A FINE WHISKY


text:
03/12/2014 Wed 10:57 in China by Akankasha Dewan
Employees in China are overworked
It might not be long before China's workers voice their dissatisfaction about their working hours, just like their counterparts in Hong Kong and Singapore.
Not only do most professionals locally have fewer paid leave days than employees in other countries, they are clocking in extremely long working hours – averaging 51.4 hours a week in the country's lodging and catering industry, for example.
These were the findings from a recent report by Beijing Normal University.
"The report on the development of the labour market says that China's laws on working hours per week are similar to those in other countries, but employees at companies in 90% of industries must labour more than 40 hours per week," Caixin Online reported.
It added most Chinese workers get five days of paid leave every year, and can only take it after working a year first.
In addition, workers get 20 days of paid leave only after working more than 20 years.
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"Chinese staff are estimated to work between 2,000 and 2,200 hours a year, a rate comparable to those in developed Western countries from a hundred years ago," the university's report found, as on The Nangfang Insider.
More than 26,000 workers also suffered occupational diseases last year, with nearly three-quarters of these working in the coal mining, non-ferrous metals, mechanics and constructions sector.
Great work pressure has also led to more workers suffering from depression, with some even committing suicide.
To add on to these working woes, employees in China are also grappling with significantly long commute times to and from their work stations.
The average commute in Beijing was found to be a whopping 97 minutes, followed by Guangzhou (92.2), Shanghai (89.8), and Shenzhen (89.2), according to the report.
It's time for HR to get in the game
21% of employees admit to stealing from work
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Twice a month at 6.45pm, employees are literally chased out of the office to ensure they don't work too late. ..
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thyssenkrupp and Tata Steel JV to result in 4,000 job cuts in Europe
The job cuts, in production and administration, are expected to be shared "roughly evenly" between the two parties...
The Futurist: HR will be more focused on culture in 2026
A company's culture - that cannot be copied - will enable it to attract the "right" talent, says Yeoh Sai Yew of AirAsiaX...
08/15/2017 Tue 09:51 AM in All markets by Laura Fransen
Salary history: to ask or not to ask?
One party wants to know, while the other prefers not to tell. In the US, the law is getting involved...


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Fairview man dies after 2 tractor-trailer trucks crash near Myton
By Geoff Liesik | Posted - Jan. 12, 2014 at 10:28 p.m.
(Utah Highway Patrol)
10PM: Fairview man dies after 2 tractor-trailer trucks crash near Myton
MYTON, Duchesne County — A crash between two tractor-trailer trucks on U.S. 40 east of Myton left one person dead Sunday and shut down the road for more than four hours.
Cody Smith, of Fairview, Sanpete County, was driving on westbound U.S. 40 about 4:30 a.m. when he struck the rear axle of an empty trailer being pulled by an oncoming semitruck, according to the Utah Highway Patrol. The empty trailer had drifted into Smith's lane, troopers said.
"It was more of a side-swipe crash," UHP Lt. Jeff Chugg said.
The crash was so loud a crew working on an oil drilling rig near the highway heard it and called dispatchers to report it, Chugg said.
Smith, 54, was taken to Uintah Basin Medical Center in critical condition. He was later flown to University Hospital, where he died of his injuries.
The driver of the other truck was uninjured, Chugg said. Troopers did not release the man's name.
The cause of the crash is still under investigation. Troopers suspect weather may have been a factor because the road was slick and the area was being buffeted by gusting winds.
"We think wind, along with ice, might have shifted the (empty) trailer," Chugg said.
Geoff Liesik
Armstrong, Cal Baptist hold off Utah Valley; Dixie State falls to Seattle U.
Biden to continue push for voting rights bill as he honors King's legacy


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How Big Data Brings Big Gains in Surgical Quality
Studying data from hundreds of thousands of surgical cases in Michigan has made surgery safer, and recovery smoother, for patients across the state.
Darrell Campbell Jr., M.D. used to get Christmas cards from patients whose lives he'd saved with kidney, liver or pancreas transplants. He'd get hugs and high-fives when they came in for appointments.
SEE ALSO: Curing Health Care with a Dose of Big Data and Common Sense
He gleaned satisfaction from every operation that went well, and from seeing young surgeons launch their careers after learning in the University of Michigan hospital's operating rooms.
But the patients he cares for these days don't call or write. They don't say hello in the hospital halls. They don't even know his name.
And yet, his work touches tens of thousands a year, making operations safer, surgical teams more prepared and recoveries smoother.
Campbell leads one of the largest data-driven quality improvement efforts in all of surgery, the Michigan Surgical Quality Collaborative, or MSQC, which helps surgical teams improve patient care. For the past decade, it has been the silent force behind a dramatic shift in surgical safety and better patient outcomes in Michigan.
"In my surgical career, we could really see a tangible benefit from what we did in virtually every patient," Campbell says. "But in population health efforts like MSQC, no one knows that you've helped them. They don't know that they were spared getting an infection in the hospital, or that their operation was performed in a way that's consistent with the same operation done on a patient a hundred miles away. But we're able to make a difference for hundreds or thousands of patients at a time."
A team effort
Just like any surgical team, MSQC is not a one-man show.
Campbell directs a team of 2,000 surgeons, nurses, data experts and others from 73 hospitals around Michigan. Together, they created a massive cooperative effort with funding from the state's largest insurer, Blue Cross Blue Shield of Michigan, and based out of the U-M Institute for Healthcare Policy and Innovation.
Each year, they collect 137 different types of data about 50,000 operations performed at participating hospitals, from the patient's weight to the exact drugs used during the operation.
The team's publications are causing a ripple effect for patients nationwide.
For instance, the team just published results from their efforts to reduce surgical site infections after colectomy surgery, or removal of part of the bowel. Infections dropped the more often teams followed a MSQC bundle of anti-infection protocols, and so did costs — at a rate in Michigan faster than the nationwide decrease during the same time period.
In another new paper, the team showed how complications from surgery more than doubled the cost of a patient's care and ate into a hospital's profit margin.
"What we rely on is a spirit of collaboration. It's measurement to improve, not measurement to judge."
Darrell Campbell Jr., M.D.
A new way of doing things
Campbell started down the road of improving surgery through shared data as chief medical officer of the U-M Health System, beginning in the late 1990s. He saw what VA hospitals had started to do: examining data from a national electronic health record system and acting on it.
SEE ALSO: How 'Love' and a Landmark Paper Improved Health Care
Unlike the VA hospitals, though, he knew most surgical centers in the U.S. don't have a way to share records securely and electronically — and even if it was possible, competitive pressures would stand in the way as facilities tried to stay afloat in Michigan's downturned economy.
If things were going to get better for patients at non-VA hospitals, he realized, it would take a lot of trust, technology and time.
Primary care doctors were already starting to do the same thing in their sphere. But they had so much work to improve management of common chronic conditions that surgeons weren't yet on the radar. Yet, nearly half of American medical care is related to surgical procedures.
So Campbell spearheaded U-M's participation in a surgical quality improvement project that started with three hospitals and grew to hundreds nationwide. The American College of Surgeons now runs the project. The effort won him a national award for patient safety. But in 2005, the opportunity arose to harness BCBSM funding and launch a statewide effort involving a few dozen hospitals.
Because a statewide initiative can be nimbler than a large national one, Campbell calls MSQC a real "boots on the ground" approach. A key part of its success, he says, has been cultivating a culture of trust and familiarity among participating teams through regular conference calls and meetings. He also credits responsive customer service from MSQC staff, who work directly with the nurses who spearhead data collection and reporting at each hospital.
"What we rely on is a spirit of collaboration — that we're not going to use the quality information to award trophies or put up billboards about who's the 'best in the state,'" he says. "It's measurement to improve, not measurement to judge. We treat the data confidentially, and share findings among our participants — including helping outliers understand how their practices or results differ from those around the state, and how they can change."
Continued growth
More hospitals have joined over the years, as MSQC attained a special status as a federal Patient Safety Organization. The kinds of operations that MSQC focused on grew, from general surgery, to vascular surgery and now gynecological surgery. Most recently, interventions to reduce inappropriate hysterectomy use, and infections among those who do opt for surgery, have rolled out for hospitals' use.
More tellingly, no hospitals have dropped out. More will join in the coming year. And other states, including South Carolina, Tennessee and Illinois, launched similar efforts with funding from local Blue Cross Blue Shield subsidiaries.
"The medical professions tend to be adversarial with big third-party payers, but we have the same goals of better quality and lower cost, and more appropriate use of care with fewer complications," says Campbell. "Through efforts like MSQC, we can work together productively with them."
The next challenge, he says, is connecting surgical quality improvement efforts with pre- and post-surgical care and linking up with quality improvement efforts in primary and nonsurgical specialty disciplines.
MSQC's rich data set, with records from more than 420,000 operations, can help drive such programs. For example, U-M has launched an effort based on MSQC data to help surgical patients reduce their risk of complications by undergoing pre-surgery "prehabilitation," which includes exercise, quitting smoking and emotional factors.
An additional effort draws on evidence from MSQC and other sources to help improve opioid painkiller prescribing after surgery.
Another challenge is to help hospitals improve the value of care for surgical patients — reducing cost and improving quality. Even if it costs more upfront, higher-value care will ultimately mean fewer repeat hospital stays, and less time in nursing homes and the emergency room, Campbell says. This is in line with Medicare and other insurers' move to change the way care is paid for to focus on value.
"It's a fertile field, and there's still a lot we can accomplish that can have a great impact on a lot of people," Campbell says.
So even if MSQC doesn't get Christmas cards from the patients its work touches, "We are learning from our data and acting on our data across a broad spectrum. For me, that brings a satisfaction of a different sort."
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AEA Doctors
Alberto Aran, M.D.
Analisa Arosemena, M.D.
Kenneth T. Wals, M.D.
Renata Picciani, M.D.
Juan Ayala-Haedo, M.D.
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Max Corndorf, M.D.
Alan Lane, M.D.
Joel David Aronowicz Gallego, M.D.
Andreina Hurtado, M.D
Joseph Selem, M.D
Fernando F. Lopez, M.D.
Jay Harris Levy, M.D.
Drew Philips Bawcombe, M.D.
Heather B. Seith, M.D.
Ariadna Gonzalez-Zipse, M.D.
Mario J Rojas M.D.
Emilio Balius, O.D.
Aura Zambrano, O.D.
Jessica E. Rodriguez, O.D.
Steven M. Newman, O.D.
Lisbet Abrante, O.D.
Arturo Ramos, O.D.
Noemi Zubizarreta, O.D.
Jessica C. Hayward O.D.
Laura Espinosa, O.D.
Patrisa Tare, O.D.
Samantha Fernandez, O.D.
Soraya Lopez Milian O.D.
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What is a Retinal Tear, Hole or Detachment?
Peripheral retinal changes can occur from several possible factors. These can range from systemic diseases, to injuries, and even high myopia. The most common findings are degenerative changes in the peripheral retina from stretching and thinning of the retinal tissue where it attaches to the rest of the eye. These common degenerative changes can progress leading to holes or tears in retina. These must be treated if they are deemed a treat to the rest of the retina as they can allow fluid from the vitreous humor (jelly-like substance in back of the eye) to flow behind the retina and detach it from the rest of the eye. A retinal detachment can be cause by an existing hole or tear, or by traction with the vitreous from other retinal diseases or a direct blow to the eye.
Symptoms of Retinal Tears, Holes, and Detachments
Some symptoms of retinal holes, tears and detachments are a sudden increase in vitreous floaters (dark spots moving in front of the eye), flashes of light (photopsias), shaded or missing parts of your visual field, or even cobweb like shadows in your vision.
Diagnosis/Treatment of Retinal Tears, Holes, and Detachments
Recognizing symptoms of these peripheral retinal changes is extremely important as there are many treatments available to reduce permanent vision loss if they are diagnosed and treated in time. If any symptoms are noted a dilated funduscopic examination is indicated immediately. Retinal laser and cryopexy are treatments that can induce retinal scarring around a hole or tear to reattach retinal tissue and prevent progression to a retinal detachment. Retinal detachments are treated surgically with one or more of the following: sclera buckling, pneumatic retinopexy, and vitrectomy. Each of these techniques allows the detached retina to reattach back with the rest of the eye. Prognosis of visual outcome depends on the extent and duration of the detachment and if the macula (central vision) was detached.
What is Macular Degeneration?
Macular degeneration is the leading cause of blindness in America. It results from changes to the macula, the portion of the retina that is responsible for clear, sharp central vision and is located at the back of the eye.
Diagnosis/Treatment
Most people with macular degeneration have the dry form, for which there is no known treatment. The less common wet form may respond to laser procedures or injections that may reduce progression and loss of vision, if diagnosed and treated early. Some common symptoms are a gradual loss of ability to see objects clearly, distorted vision, a gradual loss of color vision and a dark or empty area appearing in the center of vision.
Recent research indicates certain vitamins and minerals may help prevent or slow the progression of macular degeneration.
American Macular Degeneration Foundation & Macular Degeneration Foundation
What are Vitreous Detachments and Floaters?
The vitreous humor is the jelly-like substance that fills the majority of the back of the eye between the lens and the retina. As we age this substance becomes more fluid and eventually detaches from the retina in several areas. This happens and often produces vitreous floaters, which are thicker portions of the vitreous floating in the more liquid portion. The symptoms of these floaters are shadows or dark spots that move through the visual field and can be seen at all ages. A posterior vitreous detachment or PVD is most common after 40 years of age where the vitreous will separate from the back of the retina near the optic nerve.
Vitreous Detachment Symptoms
When a vitreous detachment occurs, symptoms similar to a retinal detachment may be noted, as traction with the retina is common. These symptoms include increased floaters (especially ring shaped central floaters) and flashes of light (photopsias). It is extremely important to have a dilated funduscopic examination if any of these symptoms are noted as retinal tears are possible during these detachments and must be monitored for up to 3 months after onset of symptoms to rule out this risk of retinal detachment.
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How does the College of Business MBA program at The University of Michigan-Dearborn compare to other MBA programs in Michigan, or to online MBA programs and programs in the United States for tuition, GMAT scores, enrollment, student population, rankings, concentrations offered, alumni strength, and more?
In-state tuition and fees for the MBA program at College of Business is $39,813 a year. Of all MBA programs offered in Michigan, the average cost for in-state tuition and fees is $37,809 a year. The average cost for in-state tuition and fees for an online MBA program is $34,054 a year.
The average GMAT score to enter into College of Business is N/R* while the average GMAT score to for MBA schools in Michigan is 534.58, and the average GMAT score to enter into an online GMAT program is 538.33.
MBA Concentrations offered from The University of Michigan-Dearborn's College of Business include Accounting, Finance, Management and you can attend an MBA program offered as Distance Education, Evenings and Weekends, Full-Time, Online, Part-Time, Partnership.


Kevin Emerson: LAST DAY ON MARS is here!
LAST DAY ON MARS is here!
THE STORY: It is Earth year 2213—but, of course, there is no Earth anymore. Not since it was burned to a cinder by the sun, which has mysteriously begun the process of going supernova. The human race has fled to Mars, but this was only a temporary solution while we have prepared for a second trip: a one-hundred-fifty-year journey to a distant star, our best guess at where we might find a new home.
This is the first book in an ambitious space epic—a powerful, emotional, pulse-pounding story of the final days of humanity's first home in the universe, and our desperate search for another.
Awesome story!! It combines the awe of size and mystery with personal tenderness. The tradition of Arthur C Clarke married to a heartfelt story of leaving home. Amazing book.


Anton began his career at Ironside Greenwood before joining Southern Life in 1983. In 1996 he was appointed director of business services at Southern Asset Management. Two years later he took up the role of chief operating officer. He was appointed head of retail at Gensec Asset Management in January 2000. Later that year, he was appointed deputy managing director and chief operating officer (COO) at Sanlam Investment Management (SIM). In 2002, Anton was appointed managing director of Sanlam Private Investments (now Sanlam Private Wealth) while still continuing to fulfil his duties as COO at SIM.
Anton is a chartered accountant with higher diplomas in Accounting (University of Witwatersrand) and Tax Law (University of Cape Town).
A consultant to FTSE 100 and multi-national companies in the UK, USA and beyond at CEO level, Stephen is well placed to provide commentary on business, economic and business trends and offer insightful perspectives on the changing nature of the world economy and corporate world. His main areas of expertise are commercial and marketing strategy, leadership and culture for high performance organisations.
Stephen talks in the capacity of an adviser to businesses and from the perspective of a business owner who has set up and sold businesses. He provides an impartial, diverse and highly experienced voice.
He has had extensive radio and TV experience – he has appeared on BBC TV News speaking on recessionary trends - and is often on BBC radio. His views are also regularly quoted in the business and mainstream press.
He provides analysis on global EU and UK business trends, talks about what measures governments should take and what businesses need to do to break free of the economic cycle, restore confidence and maintain competitive strength. He can provide advice for businesses about how to move forward and the measures that are needed – in particular leadership, innovation and managing the dynamics of the global economy.
In his capacity as a Trustee and Communications Director for the Cutty Sark, he led the crisis management of this international icon after the fire of 2007. He also speaks on crisis management and crisis PR drawing heavily on his experience where he managed the media and communication but managed to keep the positive side of the story in the media spotlight for several months.
Stephen is an entrepreneur, business graduate and chartered director.
Dr Roy is the head of Global Demographics and Pensions Research in the investment banking division of Credit Suisse, based in London. He is also a senior research associate of The London School of Economics Financial Markets Group and a guest professor of the finance department of the London Business School.
Prior to his current role, Dr Roy was a Global Emerging Markets Strategist at Credit Suisse. He joined Credit Suisse in 1998 from the University of London where he taught at Queen Mary and Westfield College and The London School of Economics. Prior to this he held similar positions at the University of Iowa and Boston University. He received four teaching awards from University of Iowa Business School and Boston University School of Management. He served as an expert on financial architecture and Crises Modelling at the Bank of England, the IMF, and the US and UK Treasury.
Dr Roy holds an MA and PhD in Financial Economics from the University of Iowa, an MBA (IIM Ahmedabad, India) and a BA Honours in Economics (St. Stephen's College, University of Delhi, India). He was named a UK ERSC Research Fellow, Ponders Fellow, a Boston University Doctoral Scholar and a Government of India National Scholar.
Jonty Hurwitz is a leading financial and technological innovator, and a highly successful entrepreneur. He co-founded Wonga.com in 2007. This multi-award winning online micro-loan company grew to a staggering scale in just five years. Wonga was voted Europe's fastest-growing on-line company, and won the Sunday Times TechTrack 100 in 2012.
Jonty designed and built the first automated risk processing technology to provide real-time unsecured personal loans online, including via a mobile app, and also the first company world-wide to provide an instant lending application app on the iPhone. He has moved on from his operational role at Wonga as chief technology officer but remains a major shareholder.
Jonty is a world-leading specialist in several areas, including consumer risk in the cloud, user interfaces for consumer finance, understanding mobile and internet customer behaviour for finance, cloud-based financial computing and fund analytics and reporting.
Prior to Wonga, Jonty was the creative director of Statpro, designing the system which was the global leader in cloud-based analytics for fund managers. He also worked at the private bank Global Asset Management (now UBS), designing reporting systems to allow complex financial instruments to be visually analysed.
Currently Roland Rousseau is responsible for the Barclays Risk Strategy Group which is a specialised unit within Barclays Africa Group tasked with actively monitoring and managing institutional clients' portfolio risk.
Prior to this he was the equity investment strategist for Barclays in SA (four years). Before joining Barclays in 2011, Roland spent 14 years at Deutsche Bank, where he was part of the investment strategy team and headed up quantitative research where he published several award-winning international research reports. He was also rated as the number one analyst in his field seven times by the Financial Mail.
At Deutsche Bank he worked with institutional investors such as pension funds, sovereign wealth funds and asset consultants in South Africa as well as in the UK, Europe, Scandinavia and Australia on innovative portfolio construction, how to integrate active and passive investment solutions and implement more effective risk management. Roland is also currently an active committee member of the FTSE/JSE Index Advisory Committee, which is responsible for all official stock exchange indices in South Africa.
Danie Meintjes joined Mediclinic in 1985 as the hospital manager of Mediclinic Sandton, then the largest private hospital in South Africa. From there he moved to the Mediclinic corporate office to head up human resources for the group in 1989, and was appointed as a director of the company board in 1996.
Danie was transferred to Dubai in 2006 as head of human resources for EHHL (a partnership between Mediclinic, Varkey Group and GE), and appointed chief executive officer of EHHL in 2007. He returned to South Africa in March 2010 and became the group chief executive officer in May 2010.
Prior to joining Mediclinic in 1985, Danie worked with Rembrandt Group which he joined in 1981.
Danie holds a B.PI (Honours) degree, and has completed the Advanced Management Program of Harvard University.
Michael serves as an executive chairman and chief executive officer of Truworths International. He combines 27 years of experience in the retail industry with an ability to retain focus on the Truworths key competencies and an unrivalled understanding of the dynamics of fashion retailing. Michael's vision and leadership have enabled the Truworths Group to achieve exceptional financial performance, including significant growth in turnover, earnings, trading density and return on equity on a consistent basis over an extended period. He has been a director of Truworths International since July 1988 and a director of Truworths Limited since 1991. He has also been an executive director of Young Designers Emporium since February 2004. Michael holds the following qualifications: BCom, MBA and ACMA.
Sisa has been the chief executive officer and executive director of Rebosis Property Fund since 2010. He is the founder of Billion Group and also its executive chairman. Sisa is an admitted attorney of the High Court of South Africa. He practised with Jan S de Villiers attorneys, specialising in commercial litigation before joining Eskom for seven years as legal counsel, specialising in property and finance. He has business exposure to coal mining, truck rental, security, event management and catering. Sisa has been an independent non-executive director of Truworths International since 2007 and serves as a director of several other companies. He previously served as the president of the South African Council of Shopping Centres, director of Attfund and the Construction Industry Development Board. In 2006 Sisa received the Entrepreneur of the Year Award. He holds B Juris, CEA (SA), LLB and LLM degrees.
Patrice Rassou was appointed head of equities at Sanlam Investments (SI) in 2011, having previously held the position of senior portfolio manager. He manages the SIM General Equity Fund & SIM Top Choice Fund, as well as specialist financial mandates and the SIM equity house view. He is also responsible for equity selection for the SIM Low Equity Fund. Patrice is one of South Africa's leading banking sector analysts and is a regular and sought after media commentator.
He started working at PricewaterhouseCoopers in London and passed his qualifying examination for the Institute of Chartered Accountants in England & Wales in 1994. He completed his MBA at Manchester Business School in 2003 with distinction. Patrice also completed an executive leadership programme at GIBS in 2014, and also served on the Board of ABSIP Western Cape Chapter.
Patrice completed his BSc (Econ) degree in Monetary Economics with first class honours from the London School of Economics. In 1992 he completed his MSc (Econ) after winning a scholarship from the London School of Economics.
Carl Roothman joined the Sanlam Investments team in November 2013 as chief executive of Sanlam Investments Retail. As CE of Retail, Carl is responsible for ensuring Sanlam Investments' retail clients are serviced by professionals who have keen insight into both their business and investment needs, and thereby the ability to offer the best investment solutions.
Carl has a strong financial services background, is highly experienced in the wealth space and has a deep understanding of the needs of individual investors and professional financial advisers. He previously held the position of managing director in the Barclays Capital and Absa Capital divisions of Barclays PLC, and head of coverage for Absa Wealth. He started his career at ABSA bank in 1995, during which time he was granted a two-year secondment to Absa Bank London.
Carl returned from Absa Bank London to South Africa in 1999 where he held various deal-making and senior leadership roles with Citibank, Investec and RMB Private Bank, gaining extensive investment banking and wealth management experience.
In 1994 Carl was accepted as the first South African to attend the LLM in International Banking and Financial Law post-graduate programme at Boston University (USA) where he obtained his Master of Law (LLM) in International Banking and Financial Law. He also holds a Bachelor of Law (LLB) and a BCom (Law) from the University of Pretoria.
She is editor of My Money My Lifestyle, the personal finance section of national Sunday newspaper City Press for which she won the 2013 Sanlam Award for Excellence in Financial Journalism under the category of Consumer Financial Education.
Maya edited the South African version of Dave Ramsey's best seller "The Total Money Makeover" and has also published her own book, Maya on Money – Implement your money plan.
Prior to becoming a financial journalist in 2003, Maya worked in the financial industry for a stock-broking company where she developed their private client trading desk and headed up the offshore investment division. Prior to that she worked for Investec Private Bank as a consultant on their direct investment desk.
The Sanlam Group is a full member of the Association for Savings and Investment SA. Collective investment schemes are generally medium- to long-term investments. Please note that past performances are not necessarily an accurate determination of future performances, and that the value of investments / units / unit trusts may go down as well as up. A schedule of fees and charges and maximum commissions is available from the Manager, Sanlam Collective Investments (RF) Pty Ltd & Satrix Managers (RF) (Pty) Ltd, a registered and approved Manager in Collective Investment Schemes in Securities. Additional information of the proposed investment, including brochures, application forms and annual or quarterly reports, can be obtained from the Manager, free of charge. Collective investments are traded at ruling prices and can engage in borrowing and scrip lending. Collective investments are calculated on a net asset value basis, which is the total market value of all assets in the portfolio including any income accruals and less any deductible expenses such as audit fees, brokerage and service fees. Actual investment performance of the portfolio and the investor will differ depending on the initial fees applicable, the actual investment date, and the date of reinvestment of income as well as dividend withholding tax. Forward pricing is used. The Manager does not provide any guarantee either with respect to the capital or the return of a portfolio. The performance of the portfolio depends on the underlying assets and variable market factors. Performance is based on NAV to NAV calculations with income reinvestments done on the ex-div date. Lump sum investment performances are quoted. The portfolio may invest in other unit trust portfolios which levy their own fees, and may result is a higher fee structure for our portfolio. All the portfolio options presented are approved collective investment schemes in terms of Collective Investment Schemes Control Act, No 45 of 2002 ("CISCA"). The fund may from time to time invest in foreign instruments which could be accompanied by additional risks as well as potential limitations on the availability of market information. The Manager has the right to close any portfolios to new investors to manage them more efficiently in accordance with their mandates.
The portfolio management of all the portfolios is outsourced to financial services providers authorized in terms of the Financial Advisory and Intermediary Services Act, 2002. Standard Bank of South Africa Ltd is the appointed trustee of the Sanlam Collective Investments Scheme & Standard Chartered Bank is the appointed trustee of the Satrix Managers Scheme.


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