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Introduction to Artificial Intelligence |
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1 | (16) |
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1 | (3) |
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1 | (1) |
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2 | (2) |
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4 | (5) |
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5 | (1) |
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5 | (2) |
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2.3 Characteristics of CEM |
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7 | (2) |
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9 | (2) |
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4 Organization of the Book |
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11 | (3) |
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14 | (3) |
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Knowledge Representation and Discovery |
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17 | (24) |
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17 | (1) |
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2 Safety Leadership in Construction |
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18 | (1) |
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3 Knowledge Representation, Learning, and Discovery |
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19 | (1) |
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4 SEM-Enabled Knowledge Discovery |
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20 | (4) |
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4.1 Survey and Participants |
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20 | (1) |
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4.2 Hypothesis on Causal Relationships |
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20 | (3) |
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4.3 Knowledge Learning and Discovery |
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23 | (1) |
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5 Knowledge Learning from Data and Validation |
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24 | (8) |
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24 | (3) |
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27 | (1) |
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27 | (2) |
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5.4 Measurement Model Evaluation |
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29 | (1) |
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5.5 Structural Model Evaluation |
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29 | (3) |
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6 Knowledge Discovery in Safety Leadership |
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32 | (4) |
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6.1 Impacts of Path Coefficients |
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32 | (2) |
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6.2 Impacts of Stakeholder Participation |
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34 | (2) |
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36 | (1) |
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37 | (1) |
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37 | (4) |
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Fuzzy Modeling and Reasoning |
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41 | (26) |
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41 | (2) |
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2 Fuzzy Modeling and Reasoning Methods |
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43 | (1) |
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3 A Holistic FCM Approach |
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44 | (6) |
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45 | (3) |
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48 | (1) |
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49 | (1) |
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4 TBM Performance in Tunnel Construction |
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50 | (3) |
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4.1 TBM Failure Mechanism |
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50 | (2) |
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4.2 TBM Failure Map Modeling |
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52 | (1) |
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5 FCM-Enabled TBM Performance Analysis |
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53 | (8) |
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54 | (3) |
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57 | (2) |
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59 | (2) |
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61 | (3) |
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61 | (1) |
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62 | (1) |
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63 | (1) |
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64 | (1) |
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65 | (2) |
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67 | (28) |
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67 | (1) |
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2 Estimation of Tunnel-Induced Ground Settlement |
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68 | (5) |
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68 | (1) |
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69 | (1) |
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70 | (1) |
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71 | (1) |
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71 | (2) |
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3 Time Series Prediction Methods |
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73 | (2) |
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4 A Hybrid Time Series Prediction Approach |
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75 | (7) |
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4.1 Decomposing Original Data Using WPT |
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76 | (2) |
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4.2 Predicting Separate Time Series Using LSSVM |
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78 | (2) |
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4.3 Reconstructing Different Time Series |
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80 | (1) |
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4.4 Prediction Performance Evaluation |
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81 | (1) |
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5 A Realistic Tunnel Case |
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82 | (9) |
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82 | (2) |
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84 | (3) |
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87 | (4) |
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91 | (1) |
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92 | (3) |
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95 | (30) |
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95 | (2) |
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2 Structural Health Assessment (SHA) in Tunnels |
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97 | (2) |
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99 | (1) |
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4 A Hybrid Information Fusion Approach |
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100 | (7) |
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101 | (2) |
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4.2 Improved D-S Evidence Rule |
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103 | (3) |
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4.3 Safety Risk Analysis and Assessment |
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106 | (1) |
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5 Information Fusion for SHA in Tunnels |
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107 | (8) |
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107 | (2) |
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109 | (4) |
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5.3 Multi-classifier Information Fusion |
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113 | (2) |
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115 | (6) |
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115 | (4) |
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119 | (2) |
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121 | (1) |
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122 | (3) |
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Dynamic Bayesian Networks |
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125 | (22) |
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125 | (1) |
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126 | (2) |
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126 | (1) |
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127 | (1) |
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3 Dynamics in Tunnel-Induced Damages |
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128 | (4) |
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3.1 Tunnel-Induced Road Damage |
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129 | (1) |
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3.2 Control Standard for Road Damage |
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130 | (2) |
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4 DBN-Enabled Dynamic Risk Analysis |
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132 | (5) |
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4.1 Risk/Hazard Identification |
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132 | (1) |
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133 | (2) |
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135 | (2) |
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5 Dynamic Risk Analysis in Tunnel-Induced Damages |
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137 | (8) |
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137 | (1) |
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5.2 DBN Model Development |
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137 | (4) |
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5.3 Predictive Analysis and Control |
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141 | (2) |
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5.4 Sensitivity Analysis and Control |
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143 | (1) |
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5.5 Diagnostic Analysis and Control |
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144 | (1) |
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145 | (1) |
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146 | (1) |
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147 | (26) |
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147 | (2) |
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149 | (2) |
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151 | (2) |
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4 Process Mining Framework |
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153 | (7) |
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154 | (2) |
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156 | (1) |
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157 | (1) |
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4.4 Social Network Analysis |
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158 | (2) |
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5 Typical Applications in BIM Process Discovery |
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160 | (10) |
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160 | (1) |
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5.2 BIM Process Discovery |
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161 | (1) |
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5.3 BIM Process Diagnosis |
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161 | (4) |
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5.4 BIM Process Prediction |
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165 | (2) |
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5.5 BIM Collaborative Network Analysis |
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167 | (3) |
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170 | (1) |
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171 | (2) |
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173 | (28) |
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173 | (1) |
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174 | (1) |
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3 Pedestrian Evacuation Under Emergency |
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175 | (3) |
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4 Simulation-Based Route Planning and Optimization |
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178 | (6) |
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4.1 Evacuation Network Construction |
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178 | (1) |
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4.2 Influential Factors Identification |
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179 | (2) |
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4.3 Route Planning Strategy Design |
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181 | (1) |
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4.4 Evacuation Efficiency Assessment |
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182 | (2) |
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5 Pedestrian Evacuation Simulation |
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184 | (6) |
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184 | (1) |
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5.2 Simulation Model Construct |
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185 | (3) |
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5.3 Simulation Model Validation |
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188 | (2) |
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6 Route Planning Optimization |
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190 | (5) |
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6.1 Average Pedestrian Density |
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191 | (2) |
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6.2 Average Evacuation Length |
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193 | (1) |
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6.3 Average Evacuation Time |
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194 | (1) |
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6.4 Average Evacuation Capacity |
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195 | (1) |
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7 Merits of Simulation and Optimization |
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195 | (2) |
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197 | (1) |
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197 | (4) |
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201 | (30) |
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201 | (2) |
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203 | (2) |
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3 Relationships Between BIM and Construction Safety |
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205 | (3) |
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205 | (1) |
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206 | (1) |
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3.3 Construction Safety Risks in Tunnels |
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207 | (1) |
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4 Knowledge Base Development for Construction Safety |
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208 | (7) |
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208 | (3) |
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4.2 Knowledge Representation |
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211 | (3) |
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4.3 Knowledge Database Structure |
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214 | (1) |
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5 BIM-Based Risk Identification System (B-RIES) |
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215 | (6) |
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215 | (3) |
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5.2 Engineering Parameters Extraction |
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218 | (1) |
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5.3 Knowledge-Based Reasoning |
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218 | (2) |
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5.4 Risk Analysis and Control |
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220 | (1) |
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221 | (6) |
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221 | (1) |
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6.2 Safety Risk Identification |
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222 | (5) |
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6.3 Implementation Effects |
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227 | (1) |
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227 | (1) |
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228 | (3) |
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231 | (26) |
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231 | (2) |
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2 Deep Learning and Computer Vision |
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233 | (4) |
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3 Computer Vision Framework |
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237 | (6) |
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3.1 Feature Pyramid Attention Module |
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238 | (1) |
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3.2 Spatial Attention Module |
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239 | (1) |
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3.3 Channel Attention Module |
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240 | (1) |
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3.4 Learning Process and Evaluation Metrics |
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241 | (2) |
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4 Computer Vision for Automated Crack Detection |
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243 | (8) |
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243 | (1) |
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243 | (3) |
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246 | (3) |
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4.4 Comparison with Existing Models |
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249 | (2) |
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5 Merits of the Proposed Computer Vision Approach |
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251 | (3) |
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254 | (1) |
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255 | (2) |
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Conclusions and Future Directions |
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257 | |
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257 | (2) |
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259 | (4) |
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263 | |