Thus, for a system with 1000 individuals (in the ontological sense), the processing time is about 90 s. This procedure will result in a significant reduction in the storage and semantic processing of the information. Those elements that are considered important have been selected, removing those that seem secondary to navigation. ![]() The main limitation of the proposal is the immense amount of information contained in the ifcOWL ontology, which causes difficulties involving its processing and the time necessary to perform operations on it. The proposed modifications have been successfully tested in a variety of simulated and real scenarios. It is important to note that this design is intended to be used as a complement to other well-known tools and techniques for indoor navigation. This way of expressing the elements of a building can be used to code information that is very useful for navigation, such as the location of elements related to the actions desired by the user. Several modifications of this ontology have been proposed, consisting of the inclusion of new items, SWRL rules and SQWRL searches. The approach followed in this paper will be based on the ifcOWL ontology, which translates the IFC schemas into Ontology Web Language (OWL). To this end, the authors will focus on the Industry Foundation Classes (IFC) standard for the formal representation of BIM. Although BIM is initially defined for the Architecture, Engineering and Construction/Facility Management (AEC/FM) industry, the authors believe that it can provide added value in this context. This paper presents an indoor navigation support system based on the Building Information Models (BIM) paradigm. ![]() Such information can now be used to calculate the economic impact of the Kaikoura earthquake, in terms of increased vehicle operating costs and travel time costs, by comparing the pre-and post-disaster scenarios. Trip analysis results show a significant increase in the average travel time from Marlborough to other affected traffic zones (typically 20-50% and as much as 90% in the worst case) due to the increased travel distances on the alternate routes. Corridor analysis results indicate a significant increase in traffic count and density, and a minor decrease in average travel speeds on four main corridors namely: SH65, SH63, SH6 (between SH63 and SH65), and SH7 (between SH65 and SH1), serving as the main alternative routes after the earthquake. Corridor analysis and trip analysis were conducted to assess post-disaster operational performance of the road network. ![]() A mesoscopic traffic simulation model of the South Island's road network was, therefore, validated against 7-day Average Daily Traffic (ADT) data starting from Day 8 after the Kaikoura earthquake. Post-disaster operational performance of the road network, in terms of average travel time, density, and count data, has not been assessed to date. The earthquake caused numerous landslides, many of them significant, resulting in widespread disruption and closure of sections of State Highway 1 (SH1), which is a critical corridor in the South Island of New Zealand. The Kaikoura earthquake, a 7.8 (Mw) magnitude event, occurred two minutes after midnight on 14 th November 2016 NZDT, around 60km southwest of Kaikoura at a depth of 15km.
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