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• High-Rise Window Cleaning Made Easy! A Building Window Cleaning Device with Protrusion Navigation Control High-Rise Window Cleaning Made Easy! A Building Window Cleaning Device with Protrusion Navigation Control ▲ Research Fellow Kim Kyun-tae, Department of Construction Policy Research, KICT You may have witnessed the hair-raising sight of a window cleaner hanging on ropes, washing the windows of a skyscraper. This task is as dangerous as it looks. If the cleaner loses focus for even a moment, or if a rope breaks, it could lead to a serious accident. A new technology has been devised to eliminate such perilous situations: "Building Window Cleaning Device with Protrusion Navigation Control” (hereinafter referred to as the “Window Cleaning Device”). What were the issues with previous window cleaning devices? A window cleaning device operates in a manner similar to how a person cleans windows. It starts by spraying water onto the window, rinsing off dirt, and using a "brush" to scrub away grime. Finally, a "wiper" removes the remaining water from the window’s surface. Despite the development of various devices with these functions, achieving spotless cleaning on exterior walls has been challenging. The main issue lies in the frames connecting the windows, as the brushes and wipers attached to the device often struggle with these. Brushes can navigate over protruding parts like frames, but may leave stains as water dries. These stains should be removed by the wiper, which requires constant contact with the surface of the glass. However, when it encounters a protruding frame, the wiper's rubber surface can bounce off, causing water droplets to splash onto the window. To prevent this, the wiper should lift off the glass surface before reaching protruding parts, but this approach leaves areas uncleaned. Addressing these challenges, the Window Cleaning Device developed by the Korea Institute of Civil Engineering and Building Technology (KICT) ensures the effective and spotless cleaning of exterior walls. How does the new device ensure spotless window cleaning? The key difference from conventional window cleaning devices is that "rails" are installed, and cleaning is only done on the sections with these rails. This design is well-suited to apartment and office buildings in South Korea. Most commercial and office buildings are sold as individual units, with each responsible for managing its own windows. Consequently, this window cleaning device is designed to clean only its designated area, such as an independent office or store. The window cleaning device, comprising a wiper and drive unit, moves along these installed rails. The wiper is designed to traverse over window frames, minimizing uncleaned areas and contamination on exterior walls. Equipped with both a brush and a wiper, the device can efficiently clean windows in various weather conditions. On rainy days, the wiper removes contaminants from moist windows, while on clear days, the brush dusts off dirt. This ensures windows remain clean regardless of the weather conditions. Currently, the cleaning tool, rails, and drive unit have been developed for this window cleaning device, and a prototype has been produced. Its performance has been validated through lab tests and field trials, including at a hospital building in Seongbuk-gu, Seoul. The entire process, from installation to operation and cleaning, has been confirmed as functioning seamlessly. What is the market potential of this device if it is commercialized? According to the global market analysis firm Contrive Datum Insights, the global window-cleaning robot market was worth 85.17 million USD (approximately KRW 113.5 billion) last year, and is growing at an average annual rate of 15.2%. By 2030, the market size is projected to expand to around 264.18 million USD (approximately KRW 352.4 billion). The window cleaning market itself is also quite large. According to a study by Seo Hyeon-young et al. (2022), the size of the building window cleaning market in South Korea grew from KRW 93.625 billion in 2014 to 123.377 billion in 2018, an average annual growth rate of 7.1%. If this trend continues, the South Korean window cleaning market is expected to grow to KRW 285.058 billion by 2030. Therefore, the growth potential for this technology in the market is anticipated to continue expanding. Could you share your future research plans? I would like to continue developing construction technologies by working in collaboration with various institutions. In particular, small and medium-sized enterprises (SMEs) often face challenges in addressing technical issues due to limitations in time, manpower, and capital. I hope that SMEs and large corporations, together with the KICT, can collaborate and scratch each other's backs to develop smart construction technologies along the way. In addition, I currently serve as a full professor at the University of Science & Technology (UST), teaching classes related to construction project management and smart construction. Recently, one of my students graduated with a master's degree. If I’m given the opportunity, I would like to pass on my research and development experience in smart construction to future students. Department of Construction Policy Research Date2024-06-27 Hit 168
• Construction of Electronic Roads for Carbon Neutrality by 2050 Construction of Electronic Roads for Carbon Neutrality by 2050 ▲ Senior Research Fellow, Baik Nam-cheol, Department of Highway &Transportation Research, KICT Carbon Reduction Is Key to Our Survival What will be the most significant change we see in urban life 30 years from now? The transportation and energy sectors are expected to undergo major transformations. Electrification of transportation is being pursued rapidly, with one example being the goal of supplying 4.5 million electric and hydrogen vehicles by 2030. In the long term, a prerequisite for carbon-neutral electrification is securing the transparency of carbon emissions information throughout the lifecycle without greenhushing.(*1) Electrification of internal combustion engine vehicles is not the ultimate goal, but merely a starting point. Electric vehicles will become a carbon-neutral alternative only when the entire power source supplied to them is carbon-neutral. The short-term challenge to overcome is the emerging chasm,(*2) in which the upward momentum of EV popularization is weakening, leading to a sharp slowdown in demand. Major reasons for decreased demand include concerns over short driving ranges post-charging and limited charging infrastructure, collectively known as "range anxiety" over battery capacity. Range anxiety is exacerbated by a number of factors, such as the use of air conditioning and heating in EVs, an increased service life, and a lack of charging infrastructure. This article aims to introduce the concept of electronic road technology, which can alleviate range anxiety, and examine its necessity. To this end, a review was made first on national plans related to EVs and mobility-friendly infrastructure. Next, a survey was conducted. The survey involved interviews and online surveys with 50 experts in the field of road and transportation infrastructure construction. In addition, face-to-face surveys of 50 professionals who participated in the 2023 ITS Conference were performed. The survey period was from November 13 to November 30, 2023. Literature Review An examination was carried out of plans related to charging infrastructure to address the range anxiety of EV drivers. Specifically, the Comprehensive Smart City Plan, transportation infrastructure plans, and national plans for power grids were reviewed. 1. Urban Sector: The 4th Comprehensive Smart City Plan (Proposed, Jan. 25, 2024) Our review of the proposed 4th Comprehensive Smart City Plan found the EV charging infrastructure sector appears to be somewhat lacking. The deficiencies can be supplemented from the perspectives of physical space, digital data and charging service. First, the electricity used in EVs should be carbon-free (CF100). Second, data that substantiates the transition of transportation modes from internal combustion engines to e-mobility should be collected and converted into carbon credits. Third, a plan for electric roads (electric roads) connecting cities and regions is needed. The smart city concept alone is not enough, as the power grid can be disrupted due to local complaints. The concept of a smart region that integrates cities and regions into a single vast infrastructure community is necessary. To address the range anxiety of electric vehicle drivers, residents should be able to access linear charging services along the roads, to transcend regional boundaries. 2. Transportation Sector: Related Infrastructure Plans (1) The 2nd Comprehensive Plan for the National Road Network (2021-2030): 10x10, 6R2 In the 2nd Comprehensive Plan for the National Road Network, mobility-friendly infrastructure, including EV charging facilities, will also be established. The 10x10 6R2 national road network will be connected to the existing arterial road network (totaling 31,686 km of highways, national roads, regional roads, and provincial roads). To accomplish this, an annual national budget of approximately KRW 7 trillion is expected to be invested. If the charging infrastructure for EVs is constructed while simultaneously building the road network, significant cost savings can be anticipated. (2) The 4th National Railway Network Construction Plan (2021-2030) The focus of transportation policy is shifting from roads to railways. The plan is to double the railway network by 2030. The 4th National Railway Network Construction Plan has confirmed projects with a combined length of 1,448 km (KRW 5.87 trillion). A carbon-free power supply plan combined with a double-track railway network and EV charging station services at railway stations are needed. 3. Power Sector: The 10th Long-term Transmission and Substation Facility Plan (2022-2036) Recently, the 10th Long-term Transmission and Substation Facility Plan was announced, with the goal of ensuring national energy security. The plan includes systematizing the power grid into trunk and branch lines, similar to highways. High-voltage direct current (HVDC) transmission lines were proposed, to secure stable power sources. HVDC is intended to transmit carbon-free electricity from offshore wind farms on the West Coast to the Seoul metropolitan area. It is necessary to establish a test bed for installing HVDC under urban roads, and constructing electric roads. 4. Implications from Related Plans There is a lack of an SOC construction plan that encompasses smart city plans, transportation infrastructure plans, and national power grid plans. Significant cost savings could be achieved by constructing the power grid simultaneously when building smart cities and transportation infrastructure. First, the "direct current power grid (HVDC)" from the 10th Long-term Transmission and Substation Facility Plan can be buried underground, allowing it to be constructed in parallel with national arterial road and railway network projects. Underground installation may incur initial costs for concrete structures, but is expected to result in substantial cost savings and enhance national competitiveness over the entire life cycle. Moreover, and most importantly, it enables the efficient transmission and distribution of renewable energy to EV charging stations. For this reason, the US Department of Transportation is conducting research and development on burying direct current power grids (HVDC) under roads to accelerate the era of widespread EV adoption. In South Korea also, it is possible to link and combine a DC power grid that brings carbon-free energy from offshore wind to the city and the 10x10 national arterial road expansion plan. Second, the construction of the national power grid and national arterial road network has been delayed due to local opposition. By combining the power grid project with the road network project, the delays caused by pursuing multiple individual power grid projects can be avoided. The social costs and stagnation of industrial advancement resulting from the untimely connection of the power grid to the Seoul metropolitan area should be resolved. The capacity for both transportation and carbon-free power transmission and distribution should be increased simultaneously to foster EVs as a future growth engine. By enhancing the 4th Comprehensive Smart City Plan, which has the concept of a smart green region, and converging the "2nd Comprehensive Plan for National Road Network" with the "10th Long-term Transmission and Substation Facility Plan," EVs can continue to be nurtured as a future growth engine. Additionally, individual construction costs for roads and power grids can be reduced, while resolving various civil complaints. Third, by connecting road and railway projects connecting cities and regions as a "platform" and collecting and certifying user data through monitoring, reporting, and verification (MRV), carbon-neutral credits can be secured for option projects compared to base projects. Starting in 2026, if South Korean companies want to export products to Europe, they will need to purchase credits, an arrangement corresponding to a carbon tax. It would benefit both companies and the nation to purchase credits generated in South Korea. Voluntary carbon credits can be obtained from infrastructure projects, which receive an annual government budget of approximately KRW 14 trillion in South Korea. Analysis of Alternatives 1. Future 10x10, 6R2-based Mobility Infrastructure Technology Ways to establish mobility-friendly infrastructure utilizing the 10x10 and 6R2 plans were examined. First, a preliminary survey of experts was conducted to identify the types of mobility-friendly infrastructure technologies. The suggested technologies included micro-mobility dedicated roads, EV charging infrastructure, hydrogen vehicle charging infrastructure, roads that mitigate fine dust, and carbon-capturing green roads. In the second survey, respondents were asked about the most urgent needs to be addressed in the very short term (within 3 years) for decarbonizing the road transportation sector. For decarbonization (CO2 emissions reduction), 46.7% of respondents indicated that the most urgent need in the very short term is the development of EV charging infrastructure technology. 2. Examination of Alternatives for EV Charging Infrastructure Construction The preliminary survey identified the limitations of establishing electric vehicle charging infrastructure. The method used to reduce charging time while increasing the driving range of EVs is to reduce the weight of the battery. To achieve this, charging facilities need to be buried under the road. This involves converging the road construction industry, power industry, EV industry, and transportation operation and management projects. In the second survey, when asked if the development of "wireless charging roads" as a road infrastructure technology that addresses the barriers to widespread EV adoption– specifically, "lack of charging infrastructure and limited battery life"– could be a game changer, 60.0% of respondents said that the development of wireless charging roads is necessary. Alternative Evaluation 1. Fast chargers at existing gas stations: Point service-type charging infrastructure Point service type refers to operating an EV charging infrastructure centered on electric vehicle traffic. In South Korea, there are about 25 million registered vehicles (as of 2022), of which about 20 million are registered passenger cars. As of 2023, there are about 470,000 EVs nationwide and 240,000 EV chargers. Of these, 25,000 are fast chargers and 215,000 are slow chargers. The government has decided to have a total of 4.2 million EVs and 1.23 million chargers supplied and installed by 2030 in accordance with the national greenhouse gas (GHG) reduction target for the transportation sector. By 2030, 145,000 fast chargers (50-100 kW, 30-60 minutes) and 1.085 million slow chargers (less than 40 kW, 4-8 hours) need to be supplied and installed. Super-fast chargers (exceeding 100 kW, within 30 minutes) are being installed solely by private operators. For point service-type charging infrastructure, super-fast charging is needed at highway rest areas. One super-fast charger (supercharger of 350 kWh or equivalent) is required for every 100 vehicles using the highway. If 20 million vehicles are in operation, 200,000 superchargers would be needed. If each charger costs KRW 100 million, an amount of around KRW 20 trillion would be required. Here, the fast-charging station (so-called supercharger) is assumed to be 120 kW, and the cost is based on about KRW 800,000 per kilowatt of charging capacity, as proposed by Lund University in Sweden. For point service, electric vehicles should be equipped with an 80-kWh battery, and have more tire wear and road pavement damage compared to linear service, resulting in increased costs for the public, and for companies. The battery capacity is calculated based on 80 kWh for a pure electric vehicle, which is produced by LG Energy Solution, as of 2024. If a point service-type charging infrastructure is built, EVs will require an 80-kWh battery capacity. If a linear service-type charging infrastructure– in other words, a wireless charging road-based charging infrastructure– is built, a 20-kWh capacity would be sufficient for EVs. According to Goldman Sachs' 2025 EV battery price forecast, the price is predicted to be around KRW 100,000 per kWh. 2. Construction of Electric Roads: Electrification of the National Arterial Road Network Electric roads are roads in which wireless chargers are embedded into the road’s surface. In other words, it means electrifying the national arterial road network along with EVs. The national arterial road network (currently about 31,200 km as of 2022) will be reorganized into 10 north-south axes and 10 east-west axes. Road resurfacing projects for the arterial road network are typically conducted once every 10 years. Electric roads enable EVs to travel farther and longer while reducing the weight of the EV battery by 1/5. The goal of the national arterial road network is to enable access to the arterial road network within 30 minutes from anywhere in the country. If the national arterial road network is developed into electric roads, EVs will only need to be equipped with batteries that can last for 30 minutes or more. As the weight of vehicles decreases, road maintenance costs can be reduced, and carbon emissions can be mitigated. In the future national arterial road network, mobility electrification services, such as wireless charging-enabled dedicated bus lanes, autonomous driving-dedicated cargo truck lanes, and other mobility electrification services, will rapidly expand, centered around electrification. The construction of electric roads that enable smaller and lighter EV batteries can become a new engine for achieving carbon neutrality by 2050. Electric roads are estimated to cost approximately KRW 1.3 billion per lane-km. To install them in both directions along approximately 20,000 km (the total length of highways and national roads) in South Korea, the total cost would be KRW 52 trillion. However, a wireless charging road test study conducted in the United States in 2022 found that the cost of installing a 1.6 km stretch was approximately KRW 17 billion. This amount includes the cost of the high-priced wireless chargers installed in the test vehicles, various test equipment, power grid supply, making of test vehicles, and research and development expenses. Electric roads enable periodic charging while driving, so EVs can operate with batteries with only 1/4 the capacity compared to point service charging. Nations and Citizens with Electric Roads To enable the wide spread of EVs, range anxiety should be addressed. The fundamental solution is electric roads, which enable automatic wireless charging while the electric vehicle is in motion. What would electrification without electric roads look like? First, the authorities would have to install a large number of fast chargers at every highway rest area. Citizens would prefer vehicles with larger battery capacities to enable long-distance driving. As a result, road pavement would suffer more damage, leading to significantly increased social costs from increased tax spending on road repairs and accumulated spent batteries. On the other hand, in nations with electric roads, the public would be able to own cheaper and lighter electric vehicles. This is because the required electric vehicle battery capacity would be reduced to 25% or less compared to when electric roads are not available. Roads would experience less damage, and the volume of spent batteries would be reduced accordingly. In this early stage of introducing EVs, it is reasonable to introduce high-speed chargers. However, once the proportion of EVs increases to a certain level, the introduction of electric roads should be considered. Relying solely on point service charging infrastructure without electric roads will make it difficult to meet the charging demand for electric vehicles in areas prone to traffic congestion, or during peak hours. The electric road is a technology that addresses the deficiencies or difficulties of point service charging infrastructure for electric vehicles. Electric roads can gain a competitive advantage in achieving carbon neutrality in specific urban areas prone to chronic congestion (see Stefan Tongur, 2018). Additionally, electric roads are a "smart region" business model that connects cities and regions while reducing carbon emissions. For example, if electric roads were constructed along the chronically congested route between Pyeongtaek Port and Seoul, it would enable the development of related industries across the entire Seoul metropolitan area. In other words, a "new electric road industry" would emerge, in which citizens receive incentives, road managers reduce costs, power providers secure carbon-neutral energy storage systems (ESS), and companies obtain carbon reduction credits. Additionally, electric roads can be operated in conjunction with the highway toll system, offering the advantage of rationalizing the substantial budget for road maintenance based on the user-pays principle. Therefore, electric roads will provide new opportunities for businesses and transportation cost savings for the public, while contributing to achieving the nationally determined contribution (NDC) for carbon neutrality. Electric roads can simultaneously facilitate the electrification of transportation, the maintenance of aging roads, and the development of future growth engines. ――――――――――――――――― References • 2050 Carbon Neutral Scenario (Proposed), Joint Ministries (2021) • Mobility Innovation Roadmap, MOLIT (2022) • National Strategy for Carbon Neutrality and Green Growth & The 1st National Basic Plan, Joint Ministries (2023) • The 2nd Comprehensive National Road Network Plan (2021~2030), MOLIT (2021) • The 4th National Railway Network Construction Plan (2021~2030), MOLIT (2021) • Public Hearing Materials for the Establishment of the 4th Comprehensive Smart City Plan (2024~2028), MOLIT (2024) • How to Seize Time, Baek Nam-cheol (2022), SNU News • Construction of Advanced Mobility Infrastructure for the Future, Baek Nam-cheol, Ryu Seung-gi (2023) 2023 KITS International Conference • The Role of Business Models in the Transition to Electric Road Systems, Stefan Tongur (2019), https://www.nordicenergy.org. • Preparing for Takeoff: Analyzing the Development of Electric Road Systems from a Business Model Perspective (Doctoral dissertation, KTH Royal Institute of Technology), Stefan Tongur (2018) • Electric Road Systems and then Swedish Evolution, Intelligent Transport (2020), https://www.intelligenttransport.com/transportarticles/106866/electric-road-systems-and-the-swedish-evolution. • Overcoming Electric Vehicle Range Anxiety, The Loop Team (2020) Department of Building Energy Research Date2024-06-27 Hit 194
• The Adoption of AI in the Construction Industry During the AX Era The Adoption of AI in the Construction Industry During the AX Era ▲ Senior Researcher, Won Ji-sun, Department of Future & Smart Construction Research, KICT Prologue Following the release of ChatGPT, which surpassed 100 million users within just two months, AI smartphones with on-device AI and generative AI capabilities are also causing artificial intelligence, which once felt like a technology that was far off in the future, to permeate our daily lives. Beyond daily life, applying AI to business is becoming a necessity rather than an option. Whenever new AI technologies emerge, we find ourselves constantly considering how to apply them to our work, and how to formulate strategies for the future. We are living in an era in which we must continually consider the implications of AI advancements for our professions. As AI technology progresses rapidly, the AI Transformation (AX) is becoming a present-day issue rather than a future concern (ETNews, 2024). In the upcoming AX era, what tasks do construction industry professionals wish to apply AI technology to, and what difficulties are they facing in the adoption process? The Korea Institute of Civil Engineering and Building Technology (KICT) conducted a survey in 2022 to gauge the industry's perception and demand for the adoption of construction AI as part of its major project (Research on Smart Construction Technologies to Drive the Future Construction Industry and Create New Markets, 2022-2023). Although the survey results may not accurately reflect the current demand due to changes in the environment, we hope that sharing some of its findings will help in setting future directions and determining appropriate responses to the technology. Survey Overview and Respondent Characteristics The overall survey items covered ① the current status and plans for AI adoption at the respondent's affiliated organization, ② perceptions of AI adoption in the construction sector, ③ demand for AI adoption in the construction sector, and ④ barriers to AI adoption in the construction field and measures for creating an ecosystem. In this article, we focused on analyzing item ③, which surveyed the construction tasks that respondents wanted to prioritize for AI technology adoption, and item ④, which examined the long-term measures needed in the construction industry. Items ① and ② were excluded, as we expect the answers to items ① and ② to change significantly depending on the AI market situation. The survey was conducted targeting workers in the construction industry, and was participated in by a total of 107 respondents. Regarding having experience utilizing AI technologies for construction work, 49.5% had such experience while 50.5% did not, an almost equal ratio. In terms of the respondents' affiliated organizations, 29% were from design firms, 22.4% from corporations/public corporations, and 16.8% from academia/research institutes. Regarding job responsibilities, design and construction work accounted for 32.8% and 21.5%, respectively, together representing more than half of the respondents. Approximately 82% of the respondents had more than 10 years of experience in the construction industry, and the facility areas they were in charge of were buildings (42.1%) and roads (34.6%) respectively, together comprising a significant portion. Current Demand for AI Adoption in the Construction Sector To assess the demand for AI adoption in the construction sector, we provided a list of tasks in each construction phase where AI could be applied, along with examples of AI applications for those tasks. Respondents were asked to select the tasks they considered most urgent for AI technology adoption, in the order of priority. In this article, statistics on the top priority tasks and the results of a demand analysis according to respondents' characteristics are selectively explained. Planning and Design Phase The demand in the planning and design phase was surveyed based on the eight tasks shown in Figure 2. A comparison of demand between all respondents and those in charge of planning/design tasks, as well as the results of a demand analysis according to whether they have experience utilizing AI or not, is as follows: Both the group of all respondents and the group in charge of planning/design tasks showed high demand for "design analysis and interpretation" to derive optimal design solutions and extract design characteristics, "duration and cost estimation" to predict approximate estimates, and "design planning and plan establishment," like generating various design alternatives. The two groups assigned the same priorities to 8 specific tasks. Comparing the demand based on AI utilization experience, the AI-experienced group showed a noticeably higher demand for "design planning and plan establishment" than the AI-inexperienced group. This is likely due to their practical experience with AI-based design automation solutions, reflecting higher expectations around the benefits of adoption. Construction Phase The demand in the construction phase was surveyed based on the five tasks shown in Figure 3. A comparison of demand between all respondents and those in charge of construction tasks, as well as the results of an analysis of demand according to years of service in the construction field, is as follows: All respondents and the construction task group showed high demand for the adoption of AI in "safety management," such as accident prediction and disaster case classification. and "process management," like process optimization. Notably, the construction task group showed about 15% higher demand for AI adoption in "safety management" than the average of all respondents. This trend is attributed to the increasing importance of construction site safety, highlighted by laws such as the Serious Accident Punishment Act, leading to a heightened perceived need for AI-based safety management technologies in the field. When we compare demand based on years of service in the construction industry, those with less than 5 years of experience showed a relatively higher demand for AI adoption in "quality management," while those with 5 to 10 years of experience showed a higher demand for AI adoption in "progress management" compared to other groups. Maintenance Phase The demand at the maintenance phase was surveyed based on four tasks depicted in Figure 4. The comparison of demand for AI adoption in their tasks between all respondents and maintenance task personnel, as well as the analysis of demand for AI adoption in their tasks based on years of service in the construction industry and whether they have experience using AI, are as follows: Both all respondents and the maintenance task group commonly identified "inspection and diagnosis," which deals with damage detection and condition grade assessment prediction, as the most urgent task for AI technology adoption. The maintenance task group showed a higher demand for AI adoption in "repair and reinforcement," which predicts repair methods, costs, and timing, compared to "continuous monitoring,” such as structural condition change monitoring, indicating a difference in perspective between the groups. The demand for "preventive maintenance," such as creating deterioration models and predicting aging, was the lowest. Looking at the demand for AI technology adoption according to years of service in the construction industry, the group with more than 15 years of experience showed the highest demand for "continuous monitoring." Interestingly, the group with 5-10 years of experience showed a higher demand for AI technology adoption in "preventive maintenance" compared to "repair and reinforcement." Examining the technology demand based on AI technology utilization experience, those with AI experience responded that "continuous monitoring" was the most urgent task area for AI adoption, while those without experience said "inspection and diagnosis" was the most urgent area for AI adoption (Won Ji-seon, 2024). Barriers to AI Adoption in Construction and Measures to Create an Ecosystem To assess the barriers to introducing AI in the construction sector and prepare measures for facilitating AI adoption in the future, opinions were surveyed by dividing respondents into groups with and without AI technology utilization experience. The difficulties in introducing and utilizing AI were surveyed in the order of "data acquisition and quality issues," "lack of AI-related personnel," and "lack of construction-specific foundational technologies" for both all respondents and the AI utilization experience group. A survey on measures to overcome AI adoption barriers and promote AI adoption in the construction field that was conducted on a group with AI development experience revealed many opinions on the "establishment of AI infrastructure, including data openness.” In addition, tasks such as "nurturing AI personnel," "expanding awareness of AI utilization," "improvement of regulations and establishment of regulatory systems" and "support for AI-related R&D" were identified (Shin Jae-yeong et al., 2023). Epilogue This article examined the current demand for construction tasks requiring the introduction of AI technology based on the opinions of 107 construction industry workers. Today, the construction industry is facing new changes with the emergence of generative AI. It is said that the future of technology is determined by how familiar and useful it is to people rather than its innovativeness. To utilize AI technology valuably and usefully in business, it is necessary to first identify the tasks with which help is required, and which problems to solve. We hope this data will help construction industry workers understand their needs and devise their own strategies. ――――――――――――――――― References • Let’s Lead the AI Transformation (AX) Era, ETNews (January 1, 2024), https://www.etnews.com/20240101000072. • Survey Report on Perception, Demand, and Ecosystem Creation Measures for AI Adoption in the Construction Industry, KICT (2022) • Current Perception and Research Trends of AI in Facility Maintenance, Won Ji-seon (2024), KACEM News, Vol. 242. • A Study on the Perception of Practitioners for Facilitating AI in the South Korean Construction Industry, Shin Jae-yeong, Won Ji-seon (2023), Journal of the Korea Academia-Industrial Cooperation Society, Vol. 24, No. 6, pp. 386-399. Department of Future&Smart Construction Research Date2024-06-27 Hit 145
• Establishment of Technology Roadmap Direction and Technology Classification System for the Construction of Manned Extraterrestrial Bases Establishment of Technology Roadmap Direction and Technology Classification System for the Construction of Manned Extraterrestrial Bases ▲ Senior Researcher Chung Joon-soo, Department of Building Research, KICT Prologue NASA, the United States agency that sent humans to the moon in 1969, has been actively pursuing the Artemis program in collaboration with 21 countries worldwide since 2019, aiming to send humans back to the moon after 50 years. The European Space Agency (ESA) announced plans to build a "Moon Village" near the South Pole of the Moon by 2040, where about 100 explorers can reside. China and Russia are jointly pursuing plans for a lunar research base. Even Japan announced policies, strategies, and technology roadmaps for construction of an extraterrestrial base in 2019. Not only national agencies but also private companies are developing launch vehicles and dreaming of extraterrestrial bases and cities. In October 2022, Korea announced 12 national strategic technologies that will contribute to future growth and economic security in an era of competition for technological hegemony. This includes "aerospace and maritime." In November, the 4th "Basic Plan for the Promotion of Space Development" was unveiled through a public hearing, with the goal of making Korea a global space economy powerhouse by 2045. Major milestones include a lunar landing in 2032, participation in a lunar base in 2035, Mars landing in 2045, and manned transportation by 2050. Thus far, Korea has established a mid-to-long-term support system for its space industry, and has rapidly developed its capabilities. However, it lags behind the advanced aerospace nations in terms of policy, technology, investment, and the overall industry. In response to domestic and international changes, it is necessary to establish a roadmap for the development of core technologies for constructing extraterrestrial bases in the construction sector and for future extraterrestrial base construction. Korea is at a point where it needs to start contemplating the roadmap for manned extraterrestrial base construction technology in order to proactively secure construction technology on the moon and Mars, and to ensure international competitiveness in the forthcoming space economy and society. Against this backdrop, the Korea Institute of Civil Engineering and Building Technology (KICT) has initiated research this year to develop a technology roadmap for constructing manned extraterrestrial bases. This endeavor involves not only civil engineering experts but also architectural specialists, with collaborative efforts extending to domestic and international expert groups. This article seeks to introduce the initial outline of the ongoing research on the technology roadmap, while highlighting its significance. (1) Mega Trend Analysis The STEEP analysis reveals trends, key influences, and implications, confirming the pressing international and socio-economic impetus driving space development pursuits. It underscores that we are at a critical juncture to secure cutting-edge technological capabilities amid this intensely competitive landscape (See Figure 1). (2) Analysis of Global Projects and Domestic and International Industrial Ecosystems In the context of the New Space environment and the new Cold War, obtaining advanced technology is a key factor in enhancing national competitiveness given the competition among nations to secure technological capabilities. Advanced nations are making significant investments in acquiring space technology, while ongoing efforts to nurture the space industry and pursue exploration plans continue in the name of maintaining industrial sustainability. Furthermore, it is anticipated that the expansion of private sector collaboration and participation in resource-intensive space exploration will shape a new industrial ecosystem. Emerging sectors, such as deep space communications, navigation technology, landing vehicles, and robotics are also gaining prominence within the space industry. (3) Analysis of Environmental Issues We have examined environmental issues that need to be considered for construction and human habitation in the space environment in order to derive the technologies required to create the "minimal" environmental requirements for human habitation in space (see Figure 2). Based on the expertise and materials provided by professionals in the fields of astronomy and space science, we have analyzed the issues and are uncovering the technologies needed to address each issue. We are also considering the technological development trends and the determination of the timing of development, taking into account some necessary technologies that are not yet in an implemented state. Establishment of Direction of Roadmap for Manned Extraterrestrial Base Construction Technology The goal is to pursue mission-oriented R&D to establish a comprehensive foundation for the construction of a manned extraterrestrial base. A technology demand survey will be conducted based on the technology classification system to discover promising technologies. Within the networking of global technology leading groups, necessary technologies will be verified, and priorities for international cooperation will be derived. Establishment of Technology Classification System for Manned Extraterrestrial Base Construction Construction elements were identified to establish a technology classification system based on space exploration roadmaps and technology roadmaps from other countries. In addition, essential technology groups were prioritized by benchmarking against NASA Technology Taxonomy 2020, the International Space Exploration Coordination Group (ISECG) exploration roadmap, the European Space Agency (ESA) Terrae Novae 2030+, and Japan's Ministry of Education, Science and Culture's Space Vision 2050. It is also linked with Korea's Space Technology Roadmap 3.0. Furthermore, plans are in place to further refine the technology classification system by identifying additional technologies deemed necessary in the future. ――――――――――――――――― References • Chung Joon-soo, Kim Han-saem, Cho Hyun-mi, Kim Hong-seop, Choi Kyung-chul, Chae Ji-yong, Choi Young-han (2023). A Study on Direction Setting for Establishing a Technology Roadmap for Manned Extraterrestrial Base Construction. Proceedings of the 2023 Fall Conference of The Korean Society for Aeronautical and Space Sciences, November 16, p. 92. •Chung Joon-soo et al. (2023). Collaboration Development of Core Technologies for Manned Extraterrestrial Base Construction (1st Year). Evaluation Material for Inception Stage Presentation, November 2023. Department of Building Research Date2024-03-22 Hit 290
• No More Concerns Over Fine Dust! Building a Safe and Quiet Indoor Environment for Classrooms No More Concerns Over Fine Dust!Building a Safe and Quiet Indoor Environment for Classrooms - Development of a centralized heating, cooling, air purification, and ventilation system that addresses the indoor noise in classrooms - Implementation of the world's first plant-soil air purification system and indoor airflow control technology at Sudeok Elementary School The Korea Institute of Civil Engineering and Building Technology (KICT) has developed a maintenance system that ensures students can enjoy a safe and tranquil classroom environment, free from fine dust. The developed system can supply safe and clean air to classrooms while ensuring that the noise from the Air Handling Unit (AHU) remains below 40 dB at all times. In 2013, the World Health Organization (WHO) classified fine dust as a Class 1 carcinogen. Fine dust can trigger inflammatory responses in students' bodies, leading to conditions such as asthma, respiratory issues, and cardiovascular diseases. According to the Korea Disease Control and Prevention Agency (KDCA), an increase by 10 μg/m³ in the concentration of ultrafine dust particles (PM2.5) corresponds to a 9% increase in lung cancer incidence. In response, the Korean Ministry of Education announced measures to combat high levels of fine dust in schools in April 2018. It established standards for ultrafine dust (dust particles with a diameter of 2.5 μm or less; a 24-hour average of 35 μg/m³ or less) and installed air purification systems in all schools nationwide by 2021. For active students, it is essential to reduce the concentration of ultrafine dust as much as possible. The WHO has recommended even stricter guidelines, setting the recommended 24-hour average at 15 μg/m³ in 2021. Typical classrooms in Korea are equipped with separate HVAC systems, each including an air purification system for reducing fine dust. The research team at KICT's Department of Environmental Research has developed a high-performance Air Handling Unit (AHU) and airflow control system capable of performing all functions of air purification, heating, cooling, and ventilation. The developed AHU includes antimicrobial and antiviral filters coated with zinc oxide, ensuring the supply of sterilized and safe air to classrooms. Furthermore, the developed airflow control system optimally positions ventilation diffusers (exhaust ports) to ensure an even distribution of clean air supplied to the classroom indoors. The setup also includes a plant-soil purification system that continuously reduces indoor fine dust levels while consuming low energy. The plant-soil purification system utilizes both the leaves of plants and the soil itself as filters to remove fine dust particles. Notably, the method of passing indoor air through the soil layer to highly effectively capture fine dust marks a world-first attempt. Using the soil layer as an air purification filter demonstrates an outstanding fine dust purification effect of approximately 40%. During dry winter seasons, the moisture retention capacity of the soil maintains comfortable indoor humidity levels. The application of plant-soil purification filters to a centralized heating, ventilation, and air conditioning (HVAC) system in a school is a world first. The KICT research team constructed a testbed for the actual school environment, including two classrooms and a corridor, to evaluate the performance of the developed technology over approximately two years. They measured the reduction in fine dust levels after implementing the AHU and airflow control system. With the traditional method of placing ventilation diffusers on classroom ceilings, it took 20 minutes to improve fine dust concentrations. However, through research aimed at improving airflow, the team relocated the ventilation diffusers to the side floors of classroom corridors, resulting in a transition from poor fine dust conditions (65 μg/m³) to good conditions (15 μg/m³) in just 13 minutes. In typical classrooms, air purifiers and other devices often generate noise levels exceeding an average of 55 dB. The KICT research team developed noise reduction technology to maintain a quiet learning environment and succeeded in limiting indoor noise levels to 40 dB or lower. Subsequently, the prototype products validated through the testbed were implemented in two (2) classrooms at Sudeok Elementary School in Yesan, Chungnam Province. This centralized supply system can also be deployed in various other facilities, including multipurpose facilities and offices equipped with air purifiers. The achievements of this development have been published in international journals, such as Atmospheric Environment (2022) and the International Journal of Environmental Research and Public Health (2022). Moreover, this research is being conducted with the support of the National Research and Development Project of the Ministry of Science and ICT and the Ministry of Education from 2019 to 2024. Department of Environmental Research Date2024-02-22 Hit 223
• Development of Automated Fire Suppression Technology to Respond to Obstructed Fire Suppression Scenarios on Naval Ships Development of Automated Fire Suppression Technology to Respond to Obstructed Fire Suppression Scenarios on Naval Ships ▲ Research Specialist Park Jin-ouk, Department of Fire Safety Research, KICT Prologue The autonomous rapid initial fire suppression system is a novel concept of a fire suppression system for efficient fire response in large-scale hangar spaces, such as aircraft hangars on naval ships or cargo loading areas on civilian vessels. It can quickly detect fires in their early stages using high-performance detectors, and autonomously aim and discharge extinguishing water at the seat of the fire to suppress or prevent large-scale fires from occurring. This autonomous rapid initial fire suppression system was successfully developed through the "Development of Autonomous Rapid Initial Fire Suppression System" project (June 2019 to May 2022), supported by the Ministry of Trade, Industry and Energy (MOTIE) and the Defense Acquisition Program Administration (DAPA), in response to the need for enhanced fire safety on ships and reduced operational manpower (cost savings). However, the developed autonomous rapid initial fire suppression system is limited to responding to general fires through rapid water discharge for initial fires. It has limitations in addressing the obstructed fire suppression scenarios that frequently occur on ships, posing various risks. Therefore, a follow-up study on the practical implementation and technological advancement of the autonomous fire suppression system for responding to Obstructed Fire Suppression Scenarios has been initiated. This article briefly introduces the autonomous rapid initial fire suppression system for obstructed fire suppression scenarios on naval vessels and the procedure for validating its fire suppression performance. The "Development of Autonomous Suppression System for Obstructed Fire Suppression Scenarios on Naval Vessels" project was initiated as part of the “Civil-Military Technology Practical Implementation Collaboration Project” to advance and commercialize the aforementioned autonomous rapid initial fire suppression system. The research period is two years (July 2023 to June 2025), with a total budget of KRW 30 billion invested. A group of five organizations, including the Korea Institute of Civil Engineering and Building Technology (KICT), Korea Institute of Machinery & Materials (KIMM), Super Century Co., Ltd., Chungnam National University (CNU), and Korea Military Academy (KMA), have jointly initiated the research. The primary objective of this project is to strengthen the technological aspects of the autonomous rapid initial fire suppression technology, such as obstructed fire suppression scenario detection, fire extinguishing, enhanced environmental resistance, and aiming performance under maritime conditions. The initial goal is to validate the system's performance through system-linking testing in a simulated naval vessel hangar environment, and the ultimate goal is to install it and conduct field testing on actual naval ships. Unlike the typical practical implementation seen in general projects, this civil-military endeavor is unique in that its practical implementation is not geared towards the ultimate goal of market deployment, but instead targets conducting field tests on the designated naval vessels. To advance the technology for responding to obstructed fire suppression scenarios, a LiDAR (Light Detection and Ranging) system has been added to the existing 3-channel (RGB/IR/UV) method to enhance fire detection accuracy. The accuracy for fire and non-fire scenarios will be improved by building a diverse fire data set for obstructed fire suppression scenarios. Furthermore, a fire suppression method using foam spray from afar was incorporated, leveraging obstructed fire suppression technology. The extinguishing range has been extended from the current range of 10 m to 24 m, and fires have been classified as open or obstructed depending on the presence of obstacles. In the primary targeted space, the hangar, the main items stored, such as aircraft or helicopters, can become obstacles during fire detection and extinguishing activities, and as such, have been classified as key items for evaluating fire suppression performance. Considering that ships are required to operate flawlessly even during combat, reasonable environmental resistance targets have been established for the fire suppression monitor and analysis and control devices. Additionally, we will incorporate the fire suppression monitor and the freedom of movement for the seat of the fire to ensure precise aiming performance under maritime conditions that is comparable to what could be achieved on land. Obstructed Fire Suppression Performance Guidelines for Foam Fire Extinguishing Technology Foam extinguishing technology is generally used for extinguishing fires involving flammable liquids, or fires where water-based fire suppression methods are ineffective or create the risk of fire escalation. The requirements for installation, maintenance, and safety management are specified in the National Fire Agency's Notices "Fire Safety Standards for Foam Extinguishing Systems (NFTC 105)" and "Fire Safety Performance Standards for Foam Extinguishing Systems (NFPC 105)." The Notices categorize the relevant equipment based on designated areas, including factories or warehouses storing and handling special inflammables, garages or parking lots, aircraft hangars, generator rooms, and various electrical equipment rooms. These include foam water sprinklers, foam head devices, fixed foam discharge systems, compressed air foam fire extinguishing units, hose reel foam fire extinguishing apparatus, and foam hydrants. In terms of equipment performance, they define the expansion ratio and the floor area by type or protection area based on the discharge volume, but do not incorporate the aspect of extinguishing performance. The fire suppression performance of foam fire extinguishing agents is validated through fire suppression performance tests specified in "ISO 7203-1, Fire extinguishing media-Foam concentrates" and "KS B ISO 7203-1, Firefighting-fire extinguishing agents- Foam concentrates -Part 1: Specification for low-expansion foam concentrates for top application to water-immiscible liquids." With regard to standards pertaining to ships and naval vessels, the Ministry of Oceans and Fisheries (MOF) Notice on "Guidelines for Firefighting Equipment on Ships" covers overall aspects of fixed low-expansion and high-expansion foam fire suppression systems. However, it lacks guidelines for validating their effectiveness in extinguishing fires. This is because it is analyzed that, as with cases on land, the performance testing criteria for fire extinguishing agents are separately addressed in "IMO MSC1/Circ.1312, Revised Guidelines for The Performance and Testing Criteria, and Surveys of Foam Concentrates for Fixed Fire-Extinguishing Systems" by the International Maritime Organization (IMO). The guidelines provide specific standards for the fuel to use, initial conditions (temperature and wind speed), circular fire model specifications, test procedures, and criteria for assessing fire suppression performance. Furthermore, as the "ISO 7203-1" and "KS B ISO 7203-1" guidelines applied on land are identical to "IMO MSC1/Circ.1312" for maritime use, this project aims to establish procedures for validating the fire suppression performance of foam spraying from a distance by referring to the guidelines of the International Maritime Organization's "IMO MSC1/Circ.1312," which are most relevant. Establishment of Fire Suppression Performance Validation Procedures for Autonomous Fire Suppression Systems in Naval Vessels in Response to Fuel Fires Foam fire extinguishing functionality has been integrated into the existing autonomous rapid initial fire suppression system in order to effectively address fuel fires. Additionally, a procedural plan has been devised to evaluate and validate its performance, ensuring that the system meets the designated performance objectives upon practical implementation. The aim is to establish the overall details of the fire extinguishing performance validation procedure at this initial stage of the project. Subsequently, iterative fire suppression tests will be carried out in the hangar model of naval vessels to glean specific insights for further details. The environmental conditions for validating the fire extinguishing performance were aligned with the guidelines outlined in "IMO MSC1/Circ.1312" regarding performance tests for fire, as mentioned earlier. Furthermore, considering the nature of the fire suppression system intended for development in this project, additional details based on environmental conditions were considered, taking into account requirements such as long-range spraying. Considering the special features of naval vessels (large space, carrier-borne aircraft, and helicopter operations), clear fire suppression performance and test procedures were presented to enable an effective response in the event of a fuel fire. Performance Validation Test Location and Initial Conditions - Initial Conditions: Surrounding temperature of 15±5℃, fuel temperature of 17.5±2.5℃, water temperature of 17.5±2.5℃, foam solution temperature of 17.5±2.5℃, maximum wind speed (near the test model) 3 m/s - Fuel for the seat of fire: n-heptane Open Fire Suppression Scenario - Definition: Conditions in which there are no obstacles between the targeted seat of fire (fire model) and the foam fire suppression monitor - Seat of fire (circular fire model): Inner diameter from edge (2,400±25 mm), depth of 200±15 mm, nominal thickness of steel plate (2.5 mm): Area 4.52 m² - Performance Validation Test Procedure for Open Fire Suppression Scenario ① Position the circular fire model at a target distance of 20 m in the wind direction of the fire suppression monitor. ② Fill the circular fire model with approximately 90 L of fresh water and confirm that the model's bottom is completely covered with water. ③ Inject n-Heptane capable of burning for 7 minutes or more into the 4.5 m² circular fire model. ④ Ignite the circular fire model within 5 minutes after adding the fuel. ⑤ Activate the autonomous foam fire suppression system for rapid initial fire suppression 10 seconds after ignition. ⑥ Measure the extinguishing time from the start of foam discharge by monitor operation following fire detection. Obstructed Fire Suppression Scenario - Definition: Conditions in which there is an obstacle between the targeted seat of fire (fire model) and the foam fire suppression monitor (a helicopter model will be positioned above the seat of fire as an obstacle). - Seat of fire (quadrangular fire model): Area of 3.0 m² (apart from the area, same conditions as those of open fires) - Performance Validation Test Procedure for Obstructed Fire Suppression Scenario ① Position the circular fire model at a targeted distance of 20 m in the wind direction of the fire suppression monitor. ② Fill the circular fire model with approximately 90 L of fresh water and confirm that the model's bottom is completely covered with water. ③ Inject n-Heptane capable of burning for 7 minutes or more into the 3.0 m² circular fire model. ④ Ignite the circular fire model within 5 minutes after adding the fuel. ⑤ Activate the autonomous suppression system for rapid initial fire suppression 10 seconds after ignition. ⑥ Measure the extinguishing time from the start of foam discharge by monitor operation following fire detection. Fire Suppression Performance Assessment Criteria Complete extinguishment within 5 minutes denotes success (Extinguishment time is defined as the time from the start of foam discharge to the moment when all flames within the seat of fire are completely extinguished, with flame presence assessed visually.) Epilogue Over the past three years, through research aimed at effectively responding to fires occurring in naval vessels, we have successfully developed the autonomous rapid initial fire suppression system. This achievement has confirmed the potential for Korea’s global leadership and advancement in automated fire suppression technology. Moving forward, through subsequent practical application projects, we aim to enhance long-range response capabilities for fuel fires and validate the utility of such methods by applying them to actual naval vessels or ships. Furthermore, beyond naval vessels, we anticipate advancing into the future core technologies of fire and disaster prevention in the firefighting/protection and disaster prevention fields, in key areas related to modern industrial transformations, such as deep spaces and EV battery fires. ――――――――――――――――― References • Korea Institute of Machinery & Materials (2023), Development of autonomous fire suppression system for rapid initial suppression of fuel fires on naval vessels. Research and Development Plan. • Park Jin-ouk, Yoo Yong-ho, Kim Hwi-sung, Jeon Gil-song, Yoo Jeong-hoon (2023), Study on the establishment of performance validation procedures for autonomous fire suppression systems for rapid initial suppression of fuel fires on naval vessels. Proceedings of the 2023 Autumn Academic Conference of the Korean Association for Fire Science and Engineering, pp. 148. • KS B ISO 7203-1(2019), Firefighting-fire extinguishing agents- Foam concentrates -Part 1: Specification for low-expansion foam concentrates for top application to water-immiscible liquids • ISO 7203-1(2019), Fire extinguishing media - Foam concentrates-Part 1: Specification for low-expansion foam concentrates for top application to water-immiscible liquids • International Maritime Organization (2009), Revised Guidelines for The Performance and Testing Criteria, and Surveys of Foam Concentrates for Fixed Fire-Extinguishing Systems Department of Fire Safety Research Date2024-02-22 Hit 172
• Establishment of Digital Structural and Fire Safety Information for Aging Buildings Establishment of Digital Structural and Fire Safety Information for Aging Buildings ▲ Senior Researcher Kim Tae-hyung, Department of Building Research, KICT Prologue The aging of buildings is a rapidly growing concern in Korea. Currently, buildings that have been in use for more than 30 years account for more than one-third of the total number of buildings in the country. In May 2020, the Korean government attempted to address this issue by enacting the "Building Management Act" to prevent safety accidents and enhance the efficient management of buildings. However, inspections and surveys are currently conducted primarily by human workers at individual buildings. In addition, while Korea has continuously reinforced its structural and fire safety standards for new buildings, which are now at the level of those in advanced countries, the local governments lack the institutional and technological foundation for effective policy implementation when it comes to the maintenance of existing buildings. To address these issues, it is necessary to shift from the current labor-intensive building survey and inspection system that is focused on on-site work and requires significant manpower, funding, and time, to a remote and unmanned system. Furthermore, it is necessary to transition to a managerial system that is proactive, predictive, and preventive through systematic safety management and identification of vulnerable buildings. However, most existing smaller to medium-sized buildings, which are located in safety blind spots, lack basic information related to their safety, including minimal data or drawings, and the inspection costs are high, making self-inspection practically challenging. Additionally, automated information acquisition and inspection technologies have primarily been advanced in high-value industries such as aviation and machinery. In the construction sector, they are primarily being developed for SOC facilities. At the same time, there is a significant lack of low-cost technologies that can be applied to small to medium-sized private buildings. Therefore, to address these challenges, it is essential to develop the following solutions: ① 1.Building safety information digitalization technology, which enables the swift selection, recognition, extraction, and digital transformation of building safety information from the extensive unstructured data of existing drawings, ② 2.Technologies for remote and automated information gathering using drones and imaging devices, as well as for building site investigations and inspections, ③ 3.Technologies for establishing digital safety information at a metropolitan level linked with local governments, as well as integrated management services. The proposed elements of digital safety management technology for aging buildings are outlined in Figure 1. This article introduces research on the "Metropolitan Scale Digital Safety Watch Technology Development for Aging Buildings (Apr. 2022‐Dec. 2025)" conducted as part of a national R&D project by the Ministry of Land, Infrastructure and Transport (MOLIT). Directions for the Development of Digital Safety Management Systems The research aims to achieve a 50% reduction in the time spent on site investigations and inspections in each building by leveraging digital technology rather than labor-based safety management. The focus is on buildings excluded from the current Building Management Act, specifically targeting multi-use aging buildings that are 30 years old or more, with elevated risks of safety accidents and an urgent need for attention. 1) Safety Information Digitalization Technology Safety information digitization technology is a technology that utilizes unmanned aerial vehicles, image scanning, and other techniques to promptly investigate safety information1 on existing older buildings, and establishes a digital information model that can be used for structural and fire risk assessment. Detailed element technologies include building a standard data model for building safety information, extracting safety information from 2D drawings, developing a BIM (Building Information Modeling) digitization module, and selecting safety information for buildings without drawings. 2) Swift Site investigation and Inspection Technology Swift Site investigation and inspection technology is a technology that remotely inspects the structure and fire-related safety by acquiring images and detecting defects in aging buildings through the use of unmanned vehicles. Detailed element technologies include automatic generation and safety inspection technology of building exterior shape information, automatic generation and safety inspection technology of indoor and outdoor space information of buildings, and remote/automated safety inspection technology. 3) Metropolitan-level Digital Safety Management Technology Metropolitan-level Digital Safety Management Technology is a technology that establishes a digital safety management system for metropolitan-level buildings based on BIM-GIS and provides services related to a building safety management system, such as digital safety information and inspection results.Detailed element technologies include establishing an integrated digital safety information management service, demonstrating digital safety management technology for metropolitan-level buildings, and proposing systems and policies to expand the use of safety management in aging buildings. Expected Outcome and Conclusion In the future, through technological development, it is anticipated that it will be possible to secure a standardized data model that can be utilized in the existing building safety management tasks based on international standards (IFC, Industry Foundation Classes). Additionally, extraction of safety information from AI-based design documents is expected. Moreover, groundwork is expected to be laid for establishing site information for aging buildings without drawings and securing unmanned safety inspection technology for both indoor and outdoor environments. In the future, through technological development, it is anticipated that it will be possible to secure a standardized data model that can be utilized in the existing building safety management tasks based on international standards (IFC, Industry Foundation Classes). Additionally, extraction of safety information from AI-based design documents is expected. Moreover, groundwork is expected to be laid for establishing site information for aging buildings without drawings and securing unmanned safety inspection technology for both indoor and outdoor environments. Ultimately, the establishment of a metropolitan-level safety management system is expected to contribute to detecting safety-related risks of aging and vulnerable buildings, preventing accidents, and alleviating not only safety incidents but also public concerns about safety. ――――――――――――――――― 1. Spatial Information (Shape, Dimensions, etc.), Architectural Information ――――――――――――――――― Reference • "Building Management Act," 2020, Ministry of Land, Infrastructure and Transport Department of Building Research Date2023-12-22 Hit 308
• Current Status and Outlook of Intelligent Transport Systems (ITS) Implementation in Korea Current Status and Outlook of Intelligent Transport Systems (ITS) Implementation in Korea ▲ Senior Researcher Yoon Young-min, Construction Test & Certification Department, KICT Prologue Intelligent Transport Systems (ITS), according to Article 2 (Definition) of the National Transport System Efficiency Act, are transportation systems that aim to scientifically advance and automate the operation and management of the transportation system, enhancing both the efficiency and safety of transportation. This is achieved by developing and utilizing advanced transportation technologies, including electronic controls and communication, for vehicles and transport facilities. ITS encompasses a number of service sectors, including traffic management, public transportation, electronic payments, traffic information dissemination, supplementary traffic information provision, intelligent vehicles and roads, and freight transportation. The introduction of ITS is motivated by the growing challenges of traffic congestion and accidents caused by the increasing number of automobiles. Despite continuous efforts to expand existing roads and construct new ones to address these issues, the complexity of diverse traffic environments has created limitations. Consequently, there is a growing emphasis on enhancing efficiency through the advancement of the management and operation methods of existing facilities. Introduction Stage (1993-2004) A representative project that marked the initiation of Intelligent Transport Systems (ITS) in Korea was the Freeway Traffic Management System (FTMS), launched in 1994. This system, equipped with CCTV, roadside display boards, and vehicle detection devices on major highways, was implemented to manage traffic flow. It operates through stages of information collection, processing, and dissemination. In 1997, the city of Gwacheon in Gyeonggi Province was designated as an ITS pilot city, leading the way for urban ITS projects. Concurrently, a pilot project for building ITS was initiated on major national roads. Based on these initiatives, Seoul hosted the 5th ITS World Congress in 1998. In 1999, the "Traffic System Efficiency Act" was made law, laying the groundwork for a national, decade-long ITS master plan. In 2001, the Korea Expressway Corporation built the Electronic Toll Collection System (ETCS) pilot project, introducing the Hi-pass automatic toll collection system. By 2003, ITS Model Cities (Jeonju, Daejeon, Jeju) were selected, focusing on cities with World Cup stadiums, to further advance ITS projects. Growth and Expansion Stage (2005-2012) During this period, substantial ITS projects were launched, building on the groundwork and institutionalization established in the introduction stage. In 2005, starting with the Sadang-Suwon section, the Bus Information System (BIS), which aimed at enhancing the convenience of public transportation, was implemented and expanded in metropolitan cities at the local government level. In 2006, ITS centers were established in five local Construction and Management Administrations (Seoul, Wonju, Daejeon, Iksan, Busan) for collecting and providing traffic information on national roads. In 2007, the nationwide implementation of the Hi-pass system on highways was initiated. In 2009, to strengthen the integration of rapidly evolving information and communications technologies with the transportation system, the "Traffic System Efficiency Act" was entirely revised, leading to the enactment of the "National Integrated Traffic System Efficiency Act." This laid the groundwork for the expansion of ITS construction projects across local governments nationwide. In 2010, 12 years after it was hosted in Seoul in 1998, Busan hosted the 17th ITS World Congress, showcasing Korea's ITS technology on the global stage and securing international competitiveness. Maturity Stage (2013-2022) In the implementation strategy for "ITS Master Plan 2020," which is a roadmap to the successful implementation plan of ITS projects up to 2020, the most significant change compared to the previous plan (2010) lies in its emphasis on services. Specifically, there has been a shift from the post-incident management of congestion and accidents to proactive prevention. Another noteworthy transformation is the transition of the public sector-led traffic information provision service into a collaborative framework encompassing the public and the private sector. The widespread adoption of advanced IT devices such as smartphones based on 4G (LTE) technology by the private sector led to the generation of real-time traffic information for nationwide roads. As a result, the accessibility of traffic information for service users significantly improved, moving beyond traditional sources like road signs, TV, and radio to smartphone apps. In August 2014, the MOLIT devised an ITS innovation plan that separated the roles of the public and private sectors to maximize the efficiency and effectiveness of investments in collecting and providing transportation and traffic information. Based on this, an MOU on collaboration in transportation information provision was signed between the government and private companies. As result, the installation of communication information collection devices, such as vehicle detectors, was reduced on major highways and national roads, while the deployment of safety information collection equipment, such as emergent situation detection systems, was expanded. In 2014, the pilot project for the next-generation Intelligent Transport System (Cooperative ITS or C-ITS), incorporating technologies that included Wave communications technology, GPS, precision maps, and security technology, was commenced on sections of highways and national roads between Daejeon and Sejong. Starting in 2018, demonstration projects were implemented in Seoul, Jeju, Ulsan, Gwangju, and other locations. The primary distinction between conventional ITS and C-ITS lies in their communication methods. While ITS employs a simplex communications approach, collecting information at a control center for processing and dissemination, C-ITS utilizes Vehicle-to-Everything (V2X) communications. This full duplex communications approach involves the real-time exchange of information between vehicles and vehicles (V2V), vehicles and pedestrians (V2P), and vehicles and infrastructure (V2I). This enables the proactive sharing of traffic and safety information, allowing for both a preventive and responsive approach to congestion and accidents. C-ITS has evolved as a key technology for ensuring the stability of future autonomous vehicles through autonomous collaborative driving. Outlook on the Present and Future (2023-2030) In recent years, several local governments have applied a number of advanced information technologies to various ITS projects, including artificial intelligence (AI), big data, the Internet of Things (IoT), edge computing, and digital twin, through the government subsidiary on ITS projects. Notably, the most actively pursued project in the field of ITS solutions is the Smart Intersection Traffic Management System, which monitors intersection congestion levels in real time, dramatically improving public safety and traffic flow, securing the golden hour for emergency patients, and ensuring the safe operation of emergency vehicles. In 2025, Suwon is set to host the ITS Asia-Pacific Conference, which will be followed by Gangneung hosting the ITS World Congress in 2026. These events are expected to have diverse practical impact, which will include vitalizing Korea's ITS industry to lead the global mobility market and enhancing the competitiveness of Korean companies in overseas markets. "ITS Master Plan 2030," which maps the future of ITS up to 2030, envisions the realization of a digital road system supporting eco-friendly advanced mobility services. It sets goals in four areas: safety, efficiency, innovation, and convenience. Over the past 30 years, from 1993 to the present, Korea's ITS has grown consistently, adapting to a rapidly changing road and traffic environment and advancements in IT. However, the ITS environment needs to evolve to adapt to a number of changes: social shifts, including the recent ongoing population decline, aging society and increasing number of single-person households, growing leisure time, sluggish economic growth, climate change, and transition to a carbon-neutral era. ――――――――――――――――― 1. This is an annual general meeting of the ITS International Organization, a union of ITS implementation organizations from each country to exchange information and seek development regarding ITS, and a gathering to discuss the current status and case studies of member countries and exchange information on ITS systems and applications, as well as technical, structural, and institutional issues around ITS implementation. 2. Various services and means of transportation, contributing to the convenient movement of people and objects ――――――――――――――――― Reference • 2022 Roadwork Manual, Ministry of Land, Infrastructure and Transport • ITS Master Plan 2010, 2020, 2030, Ministry of Land, Infrastructure and Transport Construction Test & Certification Department Date2023-12-22 Hit 277
• Proposed Analysis Approach for Spillover Effects of Large-Scale Public Projects at the Post-Assessment Stage Proposed Analysis Approach for Spillover Effects of Large-Scale Public Projects at the Post-Assessment Stage ▲ Senior Researcher Cha Yong-woon, Department of Construction Policy Research, Background and Purpose The 2023 SOC budget of the Ministry of Land, Infrastructure and Transport (MOLIT) was KRW 19.9 trillion, a 10% decrease from the previous year. In previous years, the budget had seen continuous increases, from KRW 17.3 trillion in 2017 to KRW 22.1 trillion in 2022 (Korea Policy Briefing 2022). The total budget, including budgets from other ministries and local governments, for 2023, is approximately KRW 25 trillion. Within this, the budget for large-scale government projects, such as roads and railways, is around KRW 15 trillion, with substantial national finances being invested annually. To ensure the appropriate allocation of funds and analyze the performance of such large-scale government projects, a system has been put in place. This system involves a pre-assessment (preliminary feasibility study and feasibility assessment) to examine a project’s economic feasibility, as well as a post-assessment that compares the planned outcomes with the actual execution, and analyzes the effects of the project. However, despite several improvements since its introduction in 2000, the preliminary feasibility study stage (referred to as "Ye-ta") has faced criticism for judging the feasibility of projects based only on economic aspects, without considering policy aspects. To address this concern, policy-related items were added to Ye-ta from 2019 (Inter-Agency Joint Task Force, 2019). Nevertheless, despite the emphasis on the importance of policy considerations in the preliminary feasibility study, there is a limitation in assessing this aspect due to a lack of a specific analysis methodology for policy effect indicators. In practice, elements such as "indirect employment effects" and "improvement in living conditions" among policy considerations have often been recognized as unreliable in actual preliminary feasibility studies, due to inaccurate data and methodology application (Lee, Seung-heon, 2021). Meanwhile, a post-assessment evaluates project performance (cost, schedule, safety, and re-construction) within 60 days after project completion, project efficiency (demand, B/C or Benefit-Cost Ratio, property assessment) within five years, and spillover effects (regional economy, environment, safety, etc.). In this process, the demand and B/C are measured in ways that mostly adhere to the guidelines outlined in the preliminary feasibility study, facilitating a relatively straightforward comparison with the pre-assessment results. On the other hand, although the spillover effect indicators are subdivided into regional economy, environment, safety, etc., it has been pointed out that the lack of specific analysis methods hinders their practical utility (Cha Yong-woon, 2022a). The current post-assessment task manual (Korea Institute of Civil Engineering and Building Technology, 2015) provides very brief information on the analysis methods and application strategies for spillover effects, making it insufficient for effective utilization in new, similar projects, which is the essential purpose of post-assessment. Thus far, the perspective on the performance of large-scale government projects has primarily focused on economic aspects, such as costs and schedules. However, as mentioned earlier, although it was institutionalized due to the emphasis on policy and spillover aspects, there is a lack of specific methods and formalization. In this article, we aim to propose indicators and analytical methodologies for assessing spillover and policy effects in the post-assessment stage of large-scale government projects. We also seek to examine their practical applicability through case studies, and suggest approaches to feeding this information back into the preliminary assessment stage. Proposed Analysis Approach for Policy Effects Currently, the preliminary feasibility study focuses on measurable benefits, and while there are policy effect indicators, there is a lack of systematic analysis. Indicators that are particularly challenging to analyze in the policy aspect of the preliminary feasibility study include "Indirect employment" and "Improvement of living conditions." Acquiring reliable data is essential to quantitatively estimate these effects at the project planning stage. Traditionally, the indicators being utilized are publicly disclosed by analyzing and converting relevant data into monetary terms based on past cases. However, policy effect indicators, such as indirect employment and improvement of living conditions, have limitations when it comes to data collection and analysis based on past cases, unlike economic feasibility analysis indicators. Furthermore, among the post-assessment spillover effect indicators, there are indicators for the local economy, but there is a lack of detailed analysis methods in the post-assessment manual. However, as the local economy indicators are linked to the feasibility study indicators, and the assessment indicators, called spillover effects, are connected to the policy effect indicators, it was considered possible to relate to them accordingly. In particular, the purpose of a post-assessment is to enhance the efficiency of public construction projects by utilizing post-assessment results when pursuing similar projects. Therefore, by linking them with the preliminary feasibility study items and analyzing policy aspects in the post-assessment phase, the utility of post-assessment results can be expected to increase. The existing spillover effect indicators in a post-assessment were employment effects and improvement of living conditions in the preliminary feasibility study (Figure 1). To be more specific, new indicators for employment effects and the quality of employment are introduced. The employment effects are linked with the employment during the project and operation periods outlined in the preliminary feasibility study. The proposed analysis approach includes the application of the Inter-Regional Input-Output (IRIO) Model, an industry-related model in the preliminary feasibility study guidelines, and the analysis matrix for the quality of employment effects. Next, for indicators that are difficult to analyze in the preliminary feasibility study, such as indirect employment effects and improvement of living conditions, a causal inference methodology capable of quantitative analysis was considered. In the planning stage, estimating causal inference is challenging due to data collection limitations. However, in the post-assessment stage, data collection is possible, as the project has concluded. Therefore, the Difference-in-Differences (DID) method was deemed to be suitable. DID involves distinguishing between experimental and control groups before and after a specific event or implementation of a policy or project, and comparing the differences between them. For instance, it is considered that comparing employment effects and improvement of living conditions before and after the construction project allows for an estimation of the causal effects of road construction. Finally, while maintaining environmental and safety indicators, it was intended to utilize post-environmental impact assessments and a traffic accident analysis system. Case Application To review the utility of the proposed new indicators, a road project for which a post-assessment was conducted was selected, and the case was applied. The "Songsan Industrial Complex Access Road" was selected as a case, based on considerations such as data collection feasibility and post-assessment completion. This project, which had a total budget of approximately KRW 150 billion, aimed to expand Provincial Road No. 633 and Country Road No. 5 connecting Dangjin IC and Songsan Industrial Complex. The project is situated in areas connecting Dangjin to Daejeon, Dangjin to Cheonan, and the West Coast Expressway, contributing to the efficient handling of traffic and logistics volume, as well as the dispersion of traffic volume on National Road No. 38, thereby revitalizing the local economy. Due to the constraints of this text, we aim to focus on the results of the DID analysis in this article. Firstly, the impact area was defined by selecting the eups, myuns, and dongs within a 5 km radius of the project route and connecting route (National Road 38) among the 29 eups, myuns, and dongs in Seosan and Dangjin, where the project is located. The remaining 20 eups, myuns, and dongs were defined as the control group. The period variable was represented by a dummy variable, with 1 for the post-opening year of 2020 and 0 for the pre-opening year of 2015. Finally, data for the number of businesses, employees, and total wages for each eup, myun, and dong during the pre-and post-opening periods were collected from the "National Business Survey" for each relevant year. The DID model for analyzing the indirect employment effect of the Songsan Industrial Complex Access Road construction is represented by Equation 1, where the dependent variables are the number of businesses and employees. The results indicate a statistically significant increase of 742 in the average number of businesses in the eups, myuns, and dongs of the impact area (within 5 km) with a p-value of 0.10. While the average number of new jobs created in the eups, myuns, and dongs of the impact area (within 5 km) increased by 1,783, this change was not statistically significant. Additionally, the DID model for analyzing the effect of productivity according to the improvement of living conditions is represented by Equation 2, with the dependent variable Yit as total wages. It showed a statistically significant increase of 54.39 billion won in the average total wages in the eups, myuns, and dongs of the impact area (within 5 km) with a p-value of 0.10. This implies an increase in labor productivity due to the construction of the Songsan Industrial Complex Access Road. In summary, positive spillover effects resulting from the construction of the Songsan Industrial Complex Access Road were confirmed. However, it is deemed necessary to perform additional scrutiny to ensure statistical significance. This involves assessing the adequacy of data according to the analysis period, the validity of the analysis variables selected, and hypotheses related to setting of the impact area. Conclusion and Future Research It is undeniable that the performance management of large-scale national projects has been approached from an economic perspective. However, the recent emphasis on policy outcomes and spillover effects has led to improvements in the system, particularly in analyzing the distribution and effects of national finances from the perspective of national balanced development. While the institutional framework for this shift has been established, there has been a lack of methodology to analyze the actual effects of large-scale national projects on the citizens, who are the actual users, and whether the original objectives of the projects have been properly realized. In this article, with the goal of enhancing the utility of a post-assessment, which is its inherent purpose, we proposed improvements to spillover effect analysis indicators that can be linked with pre-assessment. While the spillover effects in post-assessment were limited to the local economy, we subcategorized these indicators and linked them with the indicators from the preliminary feasibility study. Specifically, to quantitatively analyze indirect employment effects and improvement in living conditions indicators that are challenging to analyze in pre-assessment, we proposed the use of the causal inference methodology, Difference in Differences (DID). To assess the utility of the proposed DID, we performed a case analysis focusing on the Songsan Industrial Complex entrance road construction project, confirming positive spillover effects on the increase in the number of businesses and productivity in the local community. Although the proposed indicators and methodology have not been institutionalized yet, the Construction Project Post-Assessment Center, with which I am affiliated, is conducting additional case applications. It is expected that ongoing research will contribute to the efficient execution of public projects. On the other hand, the cost and schedule performance of large-scale public projects in Korea is very poor. In fact, as shown in Figure 2, the construction cost of large-scale public projects of KRW 50 billion or more in Korea has increased by an average of about 24% since 2000 (including escalation), and the schedule has been delayed by about 51% (Cha Yong-woon 2022b). Even in recent years, the same pattern has been observed in construction projects, and it seems to be a problem that cannot be solved through the introduction of the latest technology. Some factors include project execution for political reasons, long-term continuous construction leading to a contract extension, indirect costs of a contract extension, and finally, human optimism bias. To enhance the efficiency of large-scale public projects funded by taxpayers, efforts to eliminate external influencing factors need to be made by politicians, public officials, and researchers. However, it is worth noting that this pattern is not unique to Korea, as similar patterns can be observed globally (Bent Flyvbjerg et al., 2003). ――――――――――――――――― 1. Data source: 746 construction projects selected by the research team through the construction project information system and various reports ――――――――――――――――― References • Preliminary Feasibility Study System Reform Plan, Jointly Proposed by Relevant ministries (2019) • Ministry of Land, Infrastructure and Transport (2023), “2023 Ministry of Land, Infrastructure and Transport Budget Plan Press release, Korea Policy Briefing • Lee Seung-heon (2021), Research on Policy Effect Application of Government Finance Investment Projects, Research Report of Public Investment Management Center, Korea Development Institute (KDI) • Cha Yong-woon (2022a), Derivation of Revisions to Construction Post-Assessment Implementation Manual Revision, The Korea Academia-Industrial Cooperation Society Spring Conference Papers, pp.1011-1012 • Cha Yong-woon (2022b), Development of Multi-attribute Model for Construction Performance Diagnosis, Korea Institute of Civil Engineering and Building Technology, No-fear Research Report (Research on Advancement of Construction Management Research: KICT 20220150-001) • Korea Institute of Civil Engineering and Building Technology (2015), Construction Post-Assessment Implementation Manual and Utilization Guidelines, Ministry of Land, Infrastructure and Transport • Bent Flyvbjerg, Nils Bruzelius, Werner Bothengatter(2003), Megaprojects and Risk: An Anatomy of Ambition, Cambridge University Press, Cambridge, UK, https://doi.org/10.1017/CBO9781107050891 Department of Construction Policy Research Date2023-12-22 Hit 246
• Inundation and Flood Risk Assessment Using Rainfall Radar Technology Inundation and Flood Risk Assessment Using Rainfall Radar Technology ▲ Senior Researcher Kang Na-rae, Department of Hydro Science and Engineering Research, KICT Prologue Recently, heavy rainfall events have become more frequent. In urban areas, heavy rains are characterized by their sudden and localized nature, resulting in a rise in human casualties and property damage. Urban areas have seen a surge in flood damage due to extreme weather events, such as localized torrential rainfalls and typhoons. Various media outlets have pointed to climate change as the cause, and have warned of the potential for more severe damage in the future. Additionally, there is growing concern as the scale of flooding in rivers and streams in the middle and upper reaches, as well as in small rivers, is gradually increasing. Furthermore, flood magnitudes are progressively increasing in the upper reaches and small streams of rivers, beyond the major rivers where flood forecasts are being carried out, leading to heightened concerns. In South Korea, flood forecasting is carried out to reduce flood damage and enable early responses based on meteorological and river conditions. Currently, these forecasts focus primarily on Korea's major rivers, where the significance of flooding is high, and observational data is collected. As such, there is a need to establish a comprehensive nationwide flood forecasting system that covers areas for which monitoring or sufficient measurement data are lacking. These areas include small and medium-sized rivers and other bodies of water, for which flood forecast information cannot currently be provided. This is essential to address the existing information gaps and deliver precise flood forecast information. The water levels of small and medium-sized rivers (and other bodies of water) are prone to experience abrupt changes within a short timeframe. This is because these rivers have the characteristic of experiencing rapid increases in water levels due to the brief time it takes for precipitation from the upstream areas to accumulate in the downstream of the rivers. It is thus crucial to focus on early forecasting of water levels, starting from the initial stages of rainfall before rapid increases occur, and to promptly gather on-site information to facilitate swift evacuations. Furthermore, in urban areas, floods triggered by localized torrential rainfalls occur suddenly and frequently in terms of both time and space, leading to increased risk to human lives and property damage. Ultimately, successful flood management in small and medium-sized rivers and urban areas hinges on how quickly observations can be conducted, and the level of detail of such observations. For this reason, research into the utilization of rainfall radar technology for rainfall and flood prediction and monitoring is actively underway. Risk Prediction Based on Rainfall Radar Rainfall radar can monitor rainfall events in real time over a wide area, and can detect rainfall fields passing through ungauged watersheds, which existing ground rain gauge observation networks cannot provide. Rainfall radar makes it possible to identify areas in which heavy rain is falling by imaging the distribution and movement of rainfall. Although it is possible to roughly identify areas where it is raining with rainfall radar, it doesn't necessarily mean that the information is consistent with whether a disaster has occurred in those areas. Most of the research conducted to date has focused primarily on the amount of rainfall, which is the dynamic factor, at the watershed scale, to assess flood risk. However, to accurately predict flood disasters, it is necessary not only to figure out the amount of rainfall but also to understand in what direction the rain that has fallen changes or escalates the situation due to the surrounding conditions, such as land conditions, land use, slope (static factors), etc. (Figure 1). The Japan Meteorological Agency has introduced a "risk index" system based on rainfall radar to provide comprehensive risk information nationwide that covers all areas, which is highly correlated with disaster occurrences, instead of relying solely on conventional rainfall-centered flood risk prediction. This system doesn't focus only on the amount of rainfall, but also pays attention to how rain that has fallen changes the situation due to potential environmental factors related to disaster occurrence, such as land conditions. It models processes like rainfall infiltration into the ground and river runoff. Through this approach, it quantifies the risk levels for each type of disaster and provides a "risk index" that allows the visual tracking of changes. As a result, the system has significantly improved the precision of forecasts of floods caused by heavy rain, and increased the relevance compared to conventional rainfall-based predictions The purpose of this text is to provide a brief introduction to an index that can precisely predict the risks of flood and inundation in urban and small to medium-sized river watersheds using grid-based observed and forecasted rainfall data generated from the rainfall radar observation network currently under development in Korea. Inundation Risk Index The Inundation Risk Index is an indicator used to assess the increase in flood risk due to heavy rainfall in a short timeframe. It indexes the increase in flooding risk by calculating how much rainfall has been accumulated and retained on the surface of the earth, taking into account the ground cover, geology, and topographic slope. The entire country is divided into a grid with a resolution of 1 km, and two types of tank models are used for each area to quantify the level of risk, considering surface cover conditions, geology, and terrain slope (Figure 2). The Inundation Risk Index primarily targets disasters in the form of inland water flooding in urban areas. However, it can be applied across the entire country, and offers a reasonable degree of precision in practical way because it doesn't require detailed input information about drainage facilities. Flood Risk Index The Flood Risk Index is an indicator used to assess the extent to which flood risk at downstream locations increases due to rainfall in the upstream region of a river. It quantifies this increase in flood risk by calculating the amount of rainfall that enters arbitrary rivers and points within local rivers using a grid with a resolution of 1 km. As depicted in Figure 3, this calculation takes into account the processes through which rainfall in the upstream area either infiltrates the surface or flows underground and eventually contributes to the river's runoff (runoff process). It also considers the subsequent flow of water downstream (run-of-river process). These calculations are based on nationwide river flow patterns, river basins, geography (topography/geology), and land use information. The Flood Risk Index allows for the establishment of a response relationship regarding the occurrence of flood events based on past flood disaster cases spanning several years. It can also provide forecasts for several hours ahead using prediction data, and can be applied to all rivers nationwide, including those where water levels and flow rates are not monitored. Utilization of Inundation and Flood Risk Indices The two indices introduced earlier are highly correlated with disaster response. However, they represent relative risks, and it is not possible to directly assess the likelihood of disaster occurrence using these index values alone. The assessment of the likelihood of disaster occurrence needs to be compared to established "criteria" based on past disaster records. This comparison ultimately influences the criteria when setting them based on past disasters. Therefore, it is believed that using the index values in conjunction with the judgment results based on criteria such as alerts, rather than relying solely on the index values themselves, can provide valuable information. The flood and inundation prediction technology based on rainfall radar introduced herein thus far has allowed for a more precise delineation of flood-prone areas and an expansion of flood information coverage to small river basins and urban areas. Providing flood information for ungauged watersheds is expected to contribute to the safety of local residents. Department of Hydro Science and Engineering Research Date2023-10-11 Hit 376

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