The papers in this special section were presented at the 31st International Conference on Data Engineering that was held in Seoul, Korea, on April 13-17, 2015. 17, 2015.

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In this thesis, frontal subroutines are implemented to a plane frame analysis program for execution on the IBM PC. The resulting program solves for the unknown joint displacements of frame structures with large numbers of degrees of freedom by utilizing a peripheral back-up storage; which can not be analyzed directly in core. A comparison of the frontal solver and the out-of-core band solver is presented. / M.S.

A 15.5-mile portion of the I-85 high-occupancy vehicle (HOV) lane in the metropolitan area of Atlanta, GA was converted to a high-occupancy toll (HOT) lane as part of a federal demonstration project designed to provide a reliable travel option through this congested corridor. Results from the I-85 demonstration project provided insight into the results that may follow the Georgia Department of Transportation's planned implementation of a $16 billion HOT lane network along metropolitan Atlanta's other major roadways [2]. To evaluate the impacts of the conversion, it was necessary to measure changes in corridor travel speed, reliability, vehicle throughput, passenger throughput, lane weaving, and user demographics. To measure such performance, a monitoring project, led by the Georgia Institute of Technology collected various forms of data through on-site field deployments, GDOT video, and cooperation from the State Road and Toll Authority (SRTA). Changes in the HOT lane's speed, reliability or other performance measure can affect the demographic and vehicle characteristics of those who utilize the corridor. The purpose of this particular study was to analyze the changes to the vehicle characteristics by comparing vehicle occupancy, vehicle classifications, and vehicle registration data to their counterparts from before the HOV-to-HOT conversion. As part of the monitoring project, the Georgia Tech research team organized a two-year deployment effort to collect data along the corridor during morning and afternoon peak hours. One year of data collection occurred before the conversion date to establish a control and a basis from which to compare any changes. The second year of data collection occurred after the conversion to track those changes and observe the progress of the lane's performance. While on-site, researchers collected data elements including visually-observed vehicle occupancy, license plate numbers, and vehicle classification [25]. The research team obtained vehicle records by submitting the license plate tag entries to a registration database [26]. In previous work, vehicle occupancy data were collected independently of license plate records used to establish the commuter shed. For the analyses reported in this thesis, license plate data and occupancy data were collected concurrently, providing a link between occupancy records of specific vehicles and relevant demographic characteristics based upon census data. The vehicle records also provided characteristics of the users' vehicles (light-duty vehicle vs. sport utility vehicle, model year, etc.) that the researchers aggregated to identify general trends in fleet characteristics. The analysis reported in this thesis focuses on identifying changes in vehicle characteristics that resulted from the HOV-to-HOT conversion. The data collected from post-conversion are compared to pre-conversion data, revealing changes in vehicle characteristics and occupancy distributions that most likely resulted from the implementation of the HOT lane. Plausible reasons affecting the vehicle characteristics alterations will be identified and further demographic research will enhance the data currently available to better pinpoint the cause and effect relationship between implementation and the current status of the I-85 corridor. Preliminary data collection outliers were identified by using vehicle occupancy data. However, future analysis will reveal the degree of their impact on the project as a whole. Matched occupancy and license plate data revealed vehicle characteristics for HOT lane users as well as indications that the tested data collectors are predominantly synchronized when concurrently collecting data, resulting in an argument to uphold the validity of the data collection methods. Chapter two provides reasons for why HOT lanes were sought out to replace I-85's HOV lanes. Chapter two will also provide many details regarding how the HOT lanes function and it will describe the role the Georgia Institute of Technology played in the assessment the HOV-to-HOT conversion. Chapter three includes the methodologies used to complete this document while chapter four provides results and analysis for the one year period before the conversion and the one year period after the conversion.

Indiana University-Purdue University Indianapolis (IUPUI) / As our population ages, treating bone and joint ailments is becoming increasingly important. Both osteoporosis, a bone disease characterized by a decreased density of mineral in bone, and osteoarthritis, a joint disease characterized by the degeneration of cartilage on the ends of bones, are major causes of decreased movement ability and increased pain. To combat these diseases, many treatments are offered, including drugs and exercise, and much biomedical research is being conducted. However, how can we get the most out of the research we perform and the treatment we do have? One approach is through computational analysis and mathematical modeling. In this thesis, quantitative methods of analysis are applied in different ways to two systems: osteoporosis and osteoarthritis. A mouse model simulating osteoporosis is treated with salubrinal and knee loading. The bone and cell data is used to formulate a system of differential equations to model the response of bone to each treatment. Using Particle Swarm Optimization, optimal treatment regimens are found, including a consideration of budgetary constraints. Additionally, an in vitro model of osteoarthritis in chondrocytes receives RNA silencing of Lrp5. Microarray analysis of gene expression is used to further elucidate the mode of regulation of ADAMTS5, an aggrecanase associated with cartilage degradation, by Lrp5, including the development of a mathematical model. The math model of osteoporosis reveals a quick response to salubrinal and a delayed but substantial response to knee loading. Consideration of cost effectiveness showed that as budgetary constraints increased, treatment did not start until later. The quantitative analysis of ADAMTS5 regulation suggested the involvement of IL1B and p38 MAPK. This research demonstrates the application of quantitative methods to further the usefulness of biomedical and biomolecular research into treatment and signaling pathways. Further work using these techniques can help uncover a bigger picture of osteoarthritis's mode of action and ideal treatment regimens for osteoporosis.

Indiana University-Purdue University Indianapolis (IUPUI) / Heat generation is a major safety concern in the design and development of Li ion batteries (LIBs) for large scale applications, such as electric vehicles. The total heat generation in LIBs includes entropic heat, enthalpy, reaction heat, and heat of mixing. The main objective of this study is to investigate the influence of heat of mixing on the LIBs and to understand whether it is necessary to consider the heat of mixing during the design and development of LIBs. In the previous research, Thomas and Newman derived methods to compute heat of mixing in LIB cells. Their results show that the heat of mixing cannot be neglected in comparison with the other heat sources at 2 C rate. In this study, the heat of mixing in different materials, porosity, particle sizes, and charging/discharging rate was investigated. A COMSOL mathematical model was built to simulate the heat generation of LIBs. The LIB model was based on Newman’s model. LiMn2O4 and LiCoO2 were applied as the cathode materials, and LiC6 was applied as the anode material. The results of heat of mixing were compared with the other heat sources to investigate the weight of heat of mixing in the total heat generation. The heat of mixing in cathode is smaller than the heat of mixing in anode, because of the diffusivity of LiCoO2 is 1 ×10-13 m2/s, which is larger than LiC6's diffusivity 2.52 × 10-14 m2/s. In the comparison, the heat of mixing is not as much as the irreversible heat and reversible heat, but it still cannot be neglected. Finally, a special situation will be discussed, which is the heat of mixing under the relaxation status. For instance, after the drivers turn off their vehicles, the entropy, ix enthalpy and reaction heat in LIBs will stop generating, but the heat will still be generated due to the release of heat of mixing. Therefore, it is meaningful to investigate to see if this process has significant influence on the safety and cycle life of LIBs.

Indiana University-Purdue University Indianapolis (IUPUI) / In recent years, there have been a lot of technology innovations to automate the day to day processes done by every person. These days the automobile manufacturers introduce new features in their cars, in order to improve customer experience, like Adaptive cruise control, Parallel park assist, etc. The objective of this thesis is to model an automated parallel parking system and to simulate the system behavior, by taking into account the high level events which happen when a car is parallel parked. The tool used in this thesis to model and simulate the system is Hybrid Petri net (HPN), which is versatile to model the real life systems. Chapter 1 deals with a brief introduction of the related work in Hybrid Petri net modeling of real life systems, automatic parallel parking systems and how the concept for modeling the parallel parking system was developed. Chapter 2 deals with the general introduction about Discrete, Continuous and Hybrid Petri nets and their dynamics which are essential for understanding this thesis. Chapter 3 deals with the development of the model and the various stages in the model development. Errors encountered in each stage is briefly discussed and the improvements are discussed in the next stage of development. This chapter concludes with the final integrated model and operation of the model. Chapter 4 deals with the discussion of results obtained when the model is tested in MATLAB and SIMHPN (which is a Matlab embedded simulation program). The results are compared, the system behavior is observed and the purpose of the thesis is justified. In Chapter 5, a conclusion is provided to summarize the entire thesis.

Product development process begins at a very abstract level of understanding the requirements. The data needs to be passed on the next phase of development. This happens after every stage for further development and finally a product is made. This thesis deals with the data exchange process of software development process in specific. The problem lies in handling of data in terms of redundancy and versions of the data to be handled. Also, once data passed on to next stage, the ability to exchange it in reveres order is not existent in evident forms. The results found during this thesis discusses the solutions for the problem by getting all the data at same level, in terms of its format. Having the concept ready, provides an opportunity to use this data based on our requirements. In this research, the problem of data consistency, data verification is dealt with. This data is used during the development and data merging from various sources. The concept that is formulated can be expanded to a wide variety of applications with respect to development process. If the process involves exchange of data - scalability and generalization are the main foundation concepts that are contained within the concept.

In dieser Arbeit wird ein Gesamtmodell nach der Methodik des Building Information Modeling (BIM) erstellt, um einige praktische Fragestellungen bei der Integration von Planungsdaten der Leit- und Sicherungstechnik (LST) in dieses Modell zu untersuchen. Hierbei wird der Datenaustausch zwischen ProSig 7 als Planungswerkzeug für die LST und KorFin als BIM-Software über die Schnittstelle „PlanPro“ realisiert. Anhand zweier Anwendungsfälle (LST-fachliche Änderung und Änderung der Trassierung) wird ein Workflow zum Datenaustausch zwischen beiden Softwaresystemen aufgestellt. Die vorhandenen Planungsdaten müssen für die Integration ins BIM-Modell mit einer 3D-Repräsentation versehen werden. Hierfür wird ein Konzept zum automatisierten Zusammenbau von Haupt- und Vorsignalen des Signalsystems Ks aus einzelnen Bauteilen anhand der PlanPro-Daten entwickelt. Mit PlanPro existiert neben den Gleisnetzdaten (GND) eine weitere Quelle, aus der eine Trassierung ins BIM-Gesamtmodell importiert werden kann. Es werden eventuelle Unterschiede in der Gleislage in Abhängigkeit von der Datenquelle und der verwendeten Software untersucht. Dabei zeigen sich signifikante Abweichungen in der Konstruktion der Übergangsbögen zwischen KorFin und ProSig und notwendige Anpassungen bei Ableitung der Gradiente aus PlanPro-Daten im Vergleich zur Nutzung der GND. Abschließend wird auf das neue Datenhaltungssystem AVANI eingegangen und beleuchtet, inwiefern eine Integration der Speicherung der erzeugten Daten über verschiedene Betrachtungsebenen hinweg (PlanPro, BIM und AVANI) sinnvoll wäre.:Aufgabenstellung Autorenreferat Abstract Thesen zur wissenschaftlichen Arbeit Inhaltsverzeichnis 1 Motivation und Zielstellung 2 Grundlagen 2.1 Building Information Modeling 2.2 Geoinformationssysteme 2.3 Gleisnetzdaten 2.4 PlanPro 2.5 Software 2.5.1 KorFin Model und KorFin 2.5.2 ProSig 2.5.3 QGIS 3 Erstellung des Bestandsmodells 3.1 Geodaten Sachsens 3.2 Eisenbahnspezifische Daten 3.2.1 Bf Mosel 3.2.2 Bf P-Hausen 3.2.3 Warum P-Hausen? 3.2.4 Import in KorFin 3.3 Versionsverwaltung mit Git 4 Praktische Untersuchungsschwerpunkte 4.1 Entwurf eines Workflows zum Datenaustausch 4.1.1 Anwendungsfall: LST-fachliche Änderung 4.1.2 Anwendungsfall: Trassierungsänderung 4.1.3 Ableitung eines allgemeingültigen Workflows 4.2 Bauteilbibliothek LST 4.2.1 Aktueller Stand 4.2.2 Entwurf eines Konzepts zum automatisierten Zusammenbau von Bauteilen zu Signalmodellen anhand der PlanPro-Daten 4.2.3 Weitere relevante Aspekte 4.2.4 Einbindung von 3D-Modellen für die Signale im Bf P-Hausen 4.3 Single source of truth 4.3.1 Vergleich der Gleislage der GND und PP-XML in KorFin 4.3.2 Vergleich der Gleislage in ProSig mit den auf der PP-XML basierenden Gleisen in KorFin 4.3.3 Vergleich der Höhenlagen 4.3.4 Zu verwendendes Koordinatenreferenzsystem 5 AVANI 6 Zusammenfassung und Ausblick Abkürzungsverzeichnis Abbildungsverzeichnis Tabellenverzeichnis Quellenverzeichnis Erklärung Anhang A: Bauteilübersicht zum Konzept des automatisierten Zusammenbaus von Signalmodellen (Signalsystem Ks) Anhang B: Ausgangsdaten zum Konzept des automatisierten Zusammenbaus von Signalmodellen (Signalsystem Ks) Anhang C: Pseudocode zum Konzept des automatisierten Zusammenbaus von Signalmodellen (Signalsystem Ks) Anhang D: Datenfluss für den Import der eisenbahnspezifischen Daten ins BIM-Gesamtmodell Anhang E: Sicherungstechnische Lagepläne zum Anwendungsfall „LST-fachliche Änderung“ Anhang F: Workflow für den Datenaustausch zwischen ProSig 7 und KorFin Anhang G: Protokolle persönlicher Kommunikation / In this thesis, a 3D model is created according to the methodology of Building Information Modeling (BIM) in order to investigate some practical questions regarding the integration of signalling engineering data into this model. The exchange of data between ProSig 7 as a signalling planning tool and KorFin as a software for BIM applications is achieved through the usage of the “PlanPro” interface. Based on two specific use cases (change in signalling content and change in track layout) a workflow for the exchange of data between the two software systems is developed. To be integrated into the BIM model, the existing planning data must be enriched with a 3D representation. For this purpose, a concept is being developed for the automated assembly of distant and main signals (signalling system “Ks”) from individual components using the PlanPro data. With PlanPro, another source beside the track network data is available from which the alignment can be imported into the BIM model. Possible differences in track geometry are examined depending on the data source and the software used. Significant discrepancies in the construction of transition curves between KorFin and ProSig are revealed, as well as the need for adjusting the deduction of gradient profiles from PlanPro compared to the usage of the track network data. Finally, the new data management system AVANI is examined regarding the usefulness of an integrated data storage across different levels of perspective (AVANI, BIM and PlanPro).:Aufgabenstellung Autorenreferat Abstract Thesen zur wissenschaftlichen Arbeit Inhaltsverzeichnis 1 Motivation und Zielstellung 2 Grundlagen 2.1 Building Information Modeling 2.2 Geoinformationssysteme 2.3 Gleisnetzdaten 2.4 PlanPro 2.5 Software 2.5.1 KorFin Model und KorFin 2.5.2 ProSig 2.5.3 QGIS 3 Erstellung des Bestandsmodells 3.1 Geodaten Sachsens 3.2 Eisenbahnspezifische Daten 3.2.1 Bf Mosel 3.2.2 Bf P-Hausen 3.2.3 Warum P-Hausen? 3.2.4 Import in KorFin 3.3 Versionsverwaltung mit Git 4 Praktische Untersuchungsschwerpunkte 4.1 Entwurf eines Workflows zum Datenaustausch 4.1.1 Anwendungsfall: LST-fachliche Änderung 4.1.2 Anwendungsfall: Trassierungsänderung 4.1.3 Ableitung eines allgemeingültigen Workflows 4.2 Bauteilbibliothek LST 4.2.1 Aktueller Stand 4.2.2 Entwurf eines Konzepts zum automatisierten Zusammenbau von Bauteilen zu Signalmodellen anhand der PlanPro-Daten 4.2.3 Weitere relevante Aspekte 4.2.4 Einbindung von 3D-Modellen für die Signale im Bf P-Hausen 4.3 Single source of truth 4.3.1 Vergleich der Gleislage der GND und PP-XML in KorFin 4.3.2 Vergleich der Gleislage in ProSig mit den auf der PP-XML basierenden Gleisen in KorFin 4.3.3 Vergleich der Höhenlagen 4.3.4 Zu verwendendes Koordinatenreferenzsystem 5 AVANI 6 Zusammenfassung und Ausblick Abkürzungsverzeichnis Abbildungsverzeichnis Tabellenverzeichnis Quellenverzeichnis Erklärung Anhang A: Bauteilübersicht zum Konzept des automatisierten Zusammenbaus von Signalmodellen (Signalsystem Ks) Anhang B: Ausgangsdaten zum Konzept des automatisierten Zusammenbaus von Signalmodellen (Signalsystem Ks) Anhang C: Pseudocode zum Konzept des automatisierten Zusammenbaus von Signalmodellen (Signalsystem Ks) Anhang D: Datenfluss für den Import der eisenbahnspezifischen Daten ins BIM-Gesamtmodell Anhang E: Sicherungstechnische Lagepläne zum Anwendungsfall „LST-fachliche Änderung“ Anhang F: Workflow für den Datenaustausch zwischen ProSig 7 und KorFin Anhang G: Protokolle persönlicher Kommunikation

Forecasts are important to decision-making and risk assessment in many domains. Since current database systems do not provide integrated support for forecasting, it is usually done outside the database system by specially trained experts using forecast models. However, integrating model-based forecasting as a first-class citizen inside a DBMS speeds up the forecasting process by avoiding exporting the data and by applying database-related optimizations like reusing created forecast models. It especially allows subsequent processing of forecast results inside the database. In this demo, we present our prototype F2DB based on PostgreSQL, which allows for transparent processing of forecast queries. Our system automatically takes care of model maintenance when the underlying dataset changes. In addition, we offer optimizations to save maintenance costs and increase accuracy by using derivation schemes for multidimensional data. Our approach reduces the required expert knowledge by enabling arbitrary users to apply forecasting in a declarative way.