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• Development of Ground Compaction Technology for Plant Construction in Freezing Conditions of the Arctic Region Development of Ground Compaction Technology for Plant Construction in Freezing Conditions of the Arctic Region - Ground Compaction and Assessment Technology in a Subzero Environment (-10°C) ▲ Department of Future & Smart Construction Research The Korea Institute of Civil Engineering and Building Technology (KICT) has developed ground compaction technology that ensures stability even in freezing temperature environments as cold as -10°C for energy resource plant construction in Arctic regions. Extraction of unconventional oil in Arctic regions began after 2000, and recoverable reserves of this resource are estimated to be approximately 9 trillion barrels, more than twice the amount of conventional oil, which stands at around 4 trillion barrels. Notably, Canada's oil sands account for 71.6% of the world's total reserves, with daily production reaching approximately 3 million barrels. The Athabasca region in Canada, which contains substantial oil sand deposits, is located at a high latitude, with long winters and temperatures dropping to approximately -20°C during the winter months. The ground undergoes cycles of freezing and thawing, causing repeated surface heaving and settlement. Notably, oil sand regions contain significant amounts of organic soil that is highly sensitive to freeze-thaw cycles, resulting in greater surface heaving and settlement compared to typical ground conditions. To address these challenges, the KICT's Northern Infrastructure Specialization Team (led by Senior Fellow Kim Young-seok) has independently developed ground compaction technology that effectively compacts organic soil even in freezing environments, along with a ground behavior simulation model that takes freeze-thaw cycles into consideration. To assess the freezing-temperature compaction characteristics of organic soil, the team conducted laboratory compaction tests in a freezer chamber capable of temperature control down to -20°C. Canadian organic soil conditions were replicated by mixing silica sand with Canadian organic soil. During this process, researchers developed laboratory compaction test equipment capable of generating compaction curves at -4°C. In addition, a full-scale field compaction test site (8 m width × 8 m length × 3 m depth) was established at the KICT's SOC Demonstration Research Center in Yeoncheon-gun, Gyeonggi Province, Korea. The team replicated Canadian organic soil conditions during winter and evaluated surface heaving and long-term settlement characteristics caused by freeze-thaw cycles in freezing environments reaching approximately -10°C. In conjunction with laboratory compaction tests, field compaction techniques for achieving proper compaction levels in organic soil were verified. Long-term monitoring continues to analyze behavior under repeated freeze-thaw cycles. The team also established a ground behavior simulation model that considers freeze-thaw cycles. This model applies actual measured temperature data to simulate freeze-thaw cycles in backfilled ground, and evaluates earth pressure and displacement. The model was verified by comparing field compaction test measurements with the results of numerical analyses. It offers the advantage of 100% replication of field freezing environment conditions, as it simulates ground freeze-thaw cycles using actual temperature measurements. The research team plans to conduct a field demonstration at the KICT's SOC Demonstration Research Center to verify the performance and practical application of the developed technology. This field demonstration is expected to enable performance evaluations under various conditions that can completely replicate Canadian field conditions by directly burying commercial oil pipelines and establishing systems capable of creating freezing environment conditions. Furthermore, through an international joint study with the Korea Institute of Geoscience and Mineral Resources (KIGAM) and the Canadian resource development company PetroFrontier Corp., the feasibility of demonstrating the developed technology at a field site in Canada is currently under review. The developed technology enables ground compaction even in sub-zero temperatures, securing sufficient construction periods in regions with long winters like the Arctic. It is also expected to minimize surface displacement due to freeze-thaw cycles in regions with abundant organic soil, such as Ukraine's Black Earth (Chernozem) region. "Through this research, we have developed a core technology that will secure construction timeframes for earthwork during winter seasons, which will aid Korean companies attempting to pioneer new markets in future Arctic plant construction," commented KICT President Park Sun-kyu. "As we continue our research and development efforts, we will strive to share these technologies with the related institutions and companies in Korea." This research was supported by the Korea Agency for Infrastructure Technology Advancement (KAIA) with funding from the Korean Ministry of Land, Infrastructure and Transport (MOLIT). Department of Future&Smart Construction Research Date2025-03-26 Hit 172
• Research on Nano-Scale Material Evaluation Methods for Securing Advanced Construction Material Design Technologies Research on Nano-Scale Material Evaluation Methods for Securing Advanced Construction Material Design Technologies ▲ Research Fellow Yun Tae-young, Department of Highway & Transportation Research, KICT R&D Methods in Advanced Materials In the advanced materials fields such as biotechnology, chemical engineering, semiconductor and battery technologies, where accuracy and speed are core factors in materials development competitiveness, there has been a shift away from traditional trial-and-error experimental methods. Instead, computational science and material informatics are now actively utilized for materials development. This approach replaces simple regression analysis methods that identify correlations between material names or compositions and their properties with the establishment of Quantitative Structure and Property Relationships (QSPR), which predict material properties by utilizing molecular structural characteristics, composition, and interactions. The key difference between these approaches is that while regression analysis methods cannot predict properties for materials not included in the database, QSPR methods can predict the properties of materials with similar molecular structures or molecular bonding characteristics, even if they weren't included in the original database. Figure 1 conceptually illustrates the differences and relationships between traditional research and development methodologies and recent research and development approaches for materials development. Today, material research and development no longer relies solely on limited data obtained through experiments. The molecular structure and composition of materials for development are used to calculate the energy required for molecular bonding and separation through molecular dynamics or quantum mechanics. These dynamic theories can also be applied to calculate various physical properties, such as density, elastic modulus, viscosity, solubility, and adhesion strength. Figure 2 shows the solubility and adhesion strength resulting from interactions between non-crystalline and crystalline structures within materials, using molecular dynamics or quantum mechanics. Application of Nanoscale Material Development Methods to Construction Materials With the growing demand for higher safety, methods for evaluating the structural and functional adequacy of construction materials are becoming more refined. In addition, the growing interest in the environmental impact of construction materials and improved performance has made the development process for new materials more complex. For example, while simple engineering properties were previously used to evaluate asphalt binders for road pavements, mechanical properties, such as viscoelasticity and elastic recovery—which require complex equipment and theoretical understanding to ascertain—have been utilized since a U.S. research program was proposed in 1987. Furthermore, as heating materials like carbon nanotubes and graphite are being considered as road additives for snow melting functions, the complexity of experiments for evaluating materials performance is expected to increase. Highly complex materials with diverse functions tend to show sensitivity in their evaluation properties depending on experimental methods and procedures. Consequently, efforts to compensate for method and procedure-related issues, such as preferring experimental evaluations on full-scale components, significantly increase evaluation time and costs. Nanoscale material evaluation methods that predict properties based on computational data utilizing nanoscale molecular structure and composition are relatively highly efficient in terms of time and cost. Figure 3 shows various qualitative variables that can be considered when using molecular dynamics for the asphalt mixtures used in road pavements, including material and additive types, aging effects, and moisture content. These qualitative variables are broken down into special quantitative information, such as molecular structure composition, and are used in machine learning along with properties like solubility, adhesion energy, tensile strength, viscosity, and elastic modulus to design new construction materials or predict the properties of new designs that weren't used in the training process. Future of Nanoscale Construction Material Development Methods and Construction Material Technology In the past, South Korea's construction technology development strategy took a “fast follower” approach, with companies quickly adopting and internalizing technologies first developed in advanced countries. This fast follower strategy is expected to continue due to Korea’s cultural characteristics that expect quick results, constraints on national budget, an economic-centered selection and concentration logic resulting from cultural characteristics, and limitations on the expandability of the domestic construction market. However, in a situation where information has become generalized and barriers between fields are lowering due to the universalization of convergent scientific and technological development methodologies, the construction field's technology development cannot continue to emphasize only system integration roles. To provide essential construction technologies to the public in a timely, efficient, and stable manner, which primarily serves the national interest, technology development in construction areas that are difficult for other fields to approach—due to low added value or high entry barriers to expertise—is necessary. It is anticipated that if nanoscale construction materials development technology, which is difficult to approach from other fields due to low homogeneity and complex environmental applications, is successfully implemented, it could become a good example of system integration including core technologies in the construction field. References Yun Tae-young (2024) Research Methods Using Materials Informatics and Molecular Dynamics for the Development of Road Pavement Materials (I). Korean Society of Road Engineers (KSRE) v. 26, no. 4, pp. 45-58. Yun Tae-young, Moon Jae-pil, Shim Seung-bo, Joo Hyun-jin (2024) Genetic Algorithm–Partial Least Squares Regression Model for Predicting Density from Asphalt Binder Molecular Descriptors. Korean Society of Road Engineers (KSRE) v.26, no.4, pp.69-78. I. Jeon, J. Lee, T. Lee, T. Yun, S. Yang (2024) In Silico Simulation Study on Moisture-and Salt Water-induced Degradation of Asphalt Concrete Mixture, Construction and Building Materials v.417. Department of Highway & Transportation Research Date2025-03-26 Hit 643
• Development of 3D Printing Materials for the Automation of Underwater Construction Development of 3D Printing Materials for the Automation of Underwater Construction ▲ Research Specialist Seoh Eun-a and Senior Researcher Lee Ho-jae, Department of Structural Engineering Research, KICT Prologue In 2024, the World Meteorological Organization (WMO) announced through its "State of the Global Climate 2023" that global sea levels have been rising at a rate of 4.77 mm annually over the past decade, more than twice as fast as previous periods, while average sea surface temperatures reached record highs. With 40% of the world's population living within 100 km of coastlines, these rising sea levels mean that people are facing immediate challenges in securing living spaces and survival. As the need to secure marine resources and expand living areas increases, demand for coastal spaces is growing, with development expanding into underwater spaces. In Guam, Dubai, and the Maldives, underwater hotels and resorts have been built at depths of 5-6 meters, and are currently operational. In Korea, Hyundai E&C and the Korea Institute of Ocean Science & Technology (KIOST) have formed a consortium to build an underwater science base in the sea off Ulju-gun, Ulsan, with completion targeted for 2026. Furthermore, the development of new underwater construction technologies is expected to increase the construction of facilities for rapid recovery from natural disasters such as typhoons and earthquakes, which are becoming intensified by abnormal climate conditions, as well as preventive facilities from a disaster prevention perspective. Although demand for underwater structures is increasing, practical difficulties exist in the construction and quality control of underwater projects. In particular, the underwater construction field faces increasing safety risks due to a shortage of divers and the aging of the existing diver work force, creating a growing demand for underwater construction automation technologies. There is also an increasing demand for automation technologies for the repair and reinforcement of various underwater structures, such as water intake and discharge structures, dams, and underwater portions of bridges. When constructing underwater structures, high-performance structural and material technologies that can withstand water pressure are essential, and there also are challenges related to weather conditions. To overcome these environmental challenges, the application of technologies that minimize diver deployment through the use of underwater robots is expanding. Underwater robots can work even in strong currents, solve problems that are difficult for humans to address underwater, and improve the accuracy of construction through real-time filming and sensing technologies. KIOST opened the Underwater Construction Robotics R&D Center in 2013 in response to social demands for underwater construction automation. This R&D Center developed robotic technologies for six years until 2019, and pursued demonstration and dissemination projects for four years until 2022. In particular, the Underwater Construction Robotics R&D Center developed three types of robots: a light-duty swimming ROV (Remotely Operated Vehicle), a heavy-duty swimming ROV, and a track-based robot for underwater welding, subsea cable burial, underwater structure installation, and pipeline burial work. Due to the absence of on-site construction technology for underwater structures, 3D printing technology for underwater construction emerged as an automation solution to address this technical gap, as construction 3D printing technology is known to be applicable in extreme environments like space habitat creation. With recent global initiatives for underwater city development and the construction of offshore structures connected to underwater environments, research on underwater construction 3D printing technology is expanding worldwide. This article briefly discusses the current status and direction of development of 3D printing materials for underwater construction automation. Required Performance of 3D Printing Materials for Underwater Construction Concrete is a material that requires sufficient flowability to fill formwork properly. However, materials for 3D printing need to have the opposite characteristics—they must maintain their shape after extrusion, and resist deformation from external forces as they are continuously stacked. Generally, construction 3D printing technology consists of three stages: production, pumping, and printing. Since cementitious materials decrease in flowability and harden over time, material development must be aligned with the entire system, from production to printing. If materials harden too quickly, blockages can occur inside the equipment; on the other hand, if flowability decreases too slowly, the materials will not stack properly. Because cementitious materials are difficult to control even with subtle changes in raw materials and are sensitive to temperature and humidity changes, the development and property control of construction 3D printing materials is the most difficult and critical technology. Concrete is a mixture of cement, water, sand, and gravel, taking at least 8 hours to harden after mixing. Since components can be washed away when in contact with water before hardening, placing concrete underwater presents technical challenges. For underwater construction 3D printing materials, printability, stackability, dimensional stability, and dynamic performance are key. The transportation and printing performance of 3D printing materials can be quantified through flowability and rheology evaluation, and the application of undersegregation water anti-cementitious materials is essential. Generally, to ensure layer stackability and dimensional stability, a method of adjusting the nozzle movement speed (stacking speed) according to the stacking path is used. Most construction 3D printing materials use mortar, a mixture of water, cementitious materials, and fine aggregates. For 3D printing technology to be practically usable, faster printing speeds than current mortar 3D printing technology are required, as mortar 3D printing has limitations when it comes to improving the one-time printing area of a layer. However, 3D printing materials mixed with coarse aggregates have an advantage in that the coarse aggregates within the layers provide support and friction, making it easier to increase layer height. Accordingly, research on technologies applying coarse aggregates to aerial and underwater 3D printing for construction has been expanding globally since 2020. Performance Verification of 3D Printing Technology for Underwater Construction From 2020 to 2022, the Korea Institute of Civil Engineering and Building Technology (KICT) conducted research on "Development of Concrete Composite Materials for Underwater Stacked Placement." Through this research, concrete composite materials with an underwater stacked compressive strength of 30 MPa or more and an underwater/aerial compressive strength ratio of 80% were developed, along with underwater concrete stacking experimental equipment capable of achieving a single layer height of 50 mm and a layer width of 100 mm. The developed underwater construction 3D printing technology underwent performance verification experiments in a large water tank and at the KICT's breakwater testing facility. Concrete specimens were produced under identical conditions in both underwater and aerial environments using the developed underwater construction 3D printing technology, and layer width and height, total height of the stacked structure, and compressive strength were measured. In a static water tank environment, the underwater stacked concrete achieved a compressive strength of 62.8 MPa, which was 99% of the aerial compressive strength. The underwater printed components had a layer width of over 100 mm, a stacking thickness of 52.9 mm, and a deflection relative to the total height of the component of only 1 mm, demonstrating high dimensional stability (Figure 1). In addition, the performance of the underwater 3D printing material was evaluated under conditions simulating the average flow velocity of Busan New Port at the KICT's breakwater testing facility. During the printing stage, there was minimal separation of the 3D printing material, which maintained its shape during printing and achieved the target turbidity standard of 50 mg/l (Figure 2). Through these tests, it was confirmed that direct construction of structures using 3D printing technology is possible in underwater and current environments. Epilogue Underwater construction 3D printing technology is poised to become a key proprietary technology in the evolving field of construction convergence, with potential applications in extreme underwater environments like underwater cities and deep-sea bases. However, before it can be widely implemented in underwater construction projects, several practical challenges must be addressed. Currently, the technology shows promise in several areas, including creating artificial reefs tailored to support the growth of seaweed and shellfish, manufacturing custom replacement parts for damaged underwater structures, and building underwater structures to prevent coastal erosion. Furthermore, the development of repair and reinforcement technologies could lead to automation in underwater structure maintenance. With continued advancements, underwater 3D printing technology is expected to play a significant role in the repair and construction of underwater structures, opening the door to more efficient and scalable solutions in the field. References World Meteorological Organization (2024) State of the Global Climate 2023, 1347, 3-7. Korea Institute of Marine Science & Technology Promotion (KIMST) under the Ministry of Oceans and Fisheries (2023), Final Report on the Development of Concrete Composite Materials for Underwater Stacked Placement Department of Structural Engineering Research Date2025-03-26 Hit 116
• No more carbon emissions! The era of Carbon dioxide-eating concrete is here! No more carbon emissions! The era of Carbon dioxide-eating concrete is here! - Evelopment of carbon dioxide-storing concrete technology utilizing CO2 nanobubble mixing water - CO2storage capacity of 1.0ￚ1.8 kg per 1 ㎥ ready-mixed concrete The Korea Institute of Civil Engineering and Building Technology (KICT) has become the first Korean organization to develop "Carbon Eating Concrete (CEC) using Nanobubbles," a groundbreaking technology that stores carbon dioxide (CO2)—a major contributor to global warming—within concrete using nano-bubbles. Concrete is the most widely used artificial material worldwide, with an annual production volume of approximately 30 billion tons. As demand for urbanization and infrastructure grows, so does concrete usage. Despite being a single material, the process of concrete production (including cement manufacturing) accounts for about 5% of global greenhouse gas emissions due to the significant CO2 emissions involved. "Carbon Capture Utilization for Concrete (CCU Concrete)" technology is concrete produced by utilizing CO2 in a manner that does not impact climate change. In a paper published in Nature Communications in 2021, it was estimated that CCU concrete could theoretically sequester 0.1ￚ1.4 Gt of CO2 by 2050. CCU concrete is recognized as the only technology capable of mineralizing captured CO2 through reaction with concrete, thereby storing CO2 stably inside the material without re-releasing it into the atmosphere. Typically, concrete undergoes carbonation when exposed to atmospheric CO2 lowering its internal pH and losing alkalinity. While atmospheric CO2 concentration is very low at 400 ppm, causing this carbonation process to proceed extremely slowly, it puts the reinforcing steel surrounded by low-durability concrete at an increased risk of corrosion. However, CCU concrete technology intentionally induces a reaction between high-concentration CO2 and the internal concrete materials. Through this chemical reaction, the CO2 is converted into carbonate minerals that enhance strength, permanently storing it within the concrete. Consequently, these carbonate minerals increase the microstructural density, enabling the production of concrete with improved strength and durability compared to conventional concrete. In other words, CCU concrete is not merely a CO2 storage solution but offers additional benefits like enhanced concrete performance and reduced cement usage, indicating significant market potential. The research team at the Department of Structural Engineering Research of the KICT has thus developed the first "Carbon Eating Concrete (CEC)" in Korea, which can effectively absorb and store carbon dioxide in concrete structures while simultaneously improving concrete's compressive strength and durability using nanobubbles. Concrete is traditionally manufactured by mixing cement powder, water, and aggregate. The research team developed CO2 nanobubble water, which is capable of storing high-concentration CO2 even under standard atmospheric conditions. "CO2 nanobubble water" is water containing numerous nanobubbles with high CO2 dissolution. The developed technology utilizes CO2 nanobubble water and industrial by-products in concrete production instead of regular mixing water. Advanced analytical techniques (Raman spectroscopy) verified the chemical interaction between CO2 in nanobubble water and concrete. The developed technology allows the direct storage of 1.0-1.8 kg of CO2 per 1 m³ of concrete production, comparable to the CO2 storage volume achieved by "Carbon Cure," a world-leading direct injection technology company from Canada. In addition, the research team developed "CEC" by applying optimal temperature and humidity conditions and mixing techniques using high CO2-reactivity industrial by-products to reduce cement usage. The developed CO2curing technology can maximize concrete's physical performance while minimizing the amount of cement required. Compared to traditional steam curing, it consumes less energy during production and achieves equivalent or superior compressive strength through CO2 curing techniques. A significant advantage is its high CO2 storage efficiency. To simulate CO2 curing environments under various temperature and pressure conditions, the team established Korea's largest high-temperature, high-pressure CO2 curing system for concrete. This achievement was developed through the major KICT project "Development of Eco-Friendly Carbon Eating Concrete (CEC) Manufacturing and Utilization Technology (2022ￚ2024)," supported by the Ministry of Science and ICT. Department of Structural Engineering Research Date2024-12-27 Hit 421
• Zero-Energy Buildings-Hope for Carbon Neutrality by 2050 Zero-Energy Buildings-Hope for Carbon Neutrality by 2050 ▲ Research Fellow Yu Ki-hyung, Department of Building Energy Research (Zero-Energy Building Research Team), KICT In 2020, zero-energy building mandates were initiated for public buildings in Korea. By 2025, all new public buildings must meet zero-energy building standards, and from 2030, all buildings with a scale of 500㎡ or more must be constructed as zero-energy buildings. Projections indicate that the zero-energy building penetration rate in Korea will exceed 20% by 2030. In response, the Zero Energy Building Research Team of the Department of Building Energy Research at the Korea Institute of Civil Engineering and Building Technology (KICT) is leading policy and technology development to realize a world-class carbon-neutral circular economy. Zero-Energy Buildings for Realizing Zero Energy Zero-energy buildings aim to minimize energy consumption and fulfill their energy requirements through renewable sources, bringing their total energy consumption close to "zero" and reducing net carbon emissions. Considered the most efficient solution in the construction sector for achieving the goal of carbon neutrality by 2050, these buildings are designed to minimize external energy through their structural and placement characteristics. High-performance insulation is used in walls, roofs, and floors to prevent heat loss in winter and heat ingress in summer. Windows are strategically positioned facing south to maximize winter sunlight while creating shade to block excessive summer heat. Such design considerations for natural lighting, ventilation, and building orientation can reduce energy usage and operational costs. The Zero Energy Building Research Team is responsible for developing technologies and policies for zero-energy buildings. They developed the building energy efficiency grade certification system and evaluation tools implemented in 2001, with over 30,000 buildings now certified under this system. Additionally, they created a building total energy consumption volume assessment program and zero-energy building certification & evaluation programs, laying the foundation for use in current building permits and the groundwork for eco-friendly urban development. Currently designated by the Ministry of Land, Infrastructure and Transport as the Zero-Energy Building Support Center, the team is conducting research to advance element technology evaluation methods. Recently, they proposed a declaration and grading system and a total volume system for greenhouse gas emissions, in line with the Ministry of Trade, Industry and Energy's building energy source unit target management regulations. Seoul is currently engaged in a pilot project of building energy declaration, grading, and total volume systems, with the research team supporting the development of evaluation methods and input systems. This year, more than 1,000 buildings are voluntarily participating in building energy source unit target management, and it is predicted approximately 15,000 buildings will be participating by 2026. In this way, the dream of carbon neutrality by 2050 is gradually becoming a reality. The Power of Effective Policies and Corresponding Technologies The research team is not limiting its zero-energy building implementation to new constructions. Recognizing that existing buildings typically have significantly higher carbon emissions than new buildings, the team has been exploring conversion strategies. The primary challenges involved in converting existing buildings include construction costs and the complexities of installation. Renewable energy equipment is more expensive and has limited installation options compared to fossil fuel systems. Solar photovoltaic panels, the most common renewable energy source, require extensive installation space and are particularly challenging to implement in high-rise buildings with limited sunlight access. Members of the research team commented that technological development must be accompanied by supportive policies, particularly those that facilitate installation space support for efficient conversion. The team aims to develop policies that encourage energy efficiency and ultimately reduce carbon emissions through zero-energy building transformations. Carbon neutrality by 2050 fundamentally requires an actual reduction in carbon emissions. It is predicted by researchers that zero-energy buildings will reduce building-related carbon emissions by up to 80-90%. The KICT's Department of Building Energy Research continues to move forward, step by step, in building a better future city. Department of Building Energy Research Date2024-12-27 Hit 1552
• Building dynamic spatial information for live digital twins in urban areas Building dynamic spatial information for live digital twins in urban areas ▲ Research Fellow Yoon Joon-hee and Research Specialist Kim Ji-eun, Department of Future & Smart Construction Research, KICT From Static to Live Digital Twin Land Digital Twin technology is evolving from Static Digital Twin into Live Digital Twin. In 2003, Dr. Michael Grieves proposed the concept of the "Digital Twin," based on the idea that interaction can be established and intelligence achieved through twinning (or mirroring) of the physical and virtual worlds. Subsequently, with advancements in data transmission, visualization, and platform technologies, digital twin technologies and their platform development have progressed across various domains. From a construction and land management perspective, digital twins can be viewed as a technology that converges, interprets, and visualizes the "shape information" of structures such as buildings, roads, and terrain with "phenomenon information" like population movement, traffic flow, weather changes, and infrastructure transformations, to solve diverse social challenges. Until now, Land Digital Twin has primarily focused on analyzing and visualizing shape information or making it into platforms, consequently limiting its scope of analysis. Now is the time to focus on phenomenon information. A true Live Digital Twin will be completed by combining near real-time phenomenon information with the shape information platform of Static Digital Twin. Dynamic Spatial Information for Live Digital Twin For a Live Digital Twin, the construction of dynamic spatial information is essential. To store, extract, visualize, and analyze information in a digital twin platform, the location and attributes of each piece of information must be acquired and stored. Information with assigned locations and attributes is called spatial information. From the perspective of digital twin development, spatial information needs to be classified into static and dynamic spatial information from the viewpoints of shape and phenomenon. If static spatial information is spatial information that is consistent over the long term, like buildings and roads, dynamic spatial information can be defined as spatial information (Dynamic or Temporary Spatial Information) that exists temporarily from an SOC perspective, such as pedestrians, vehicles, and facility damage, which changes or disappears. Static spatial information can be updated on a cycle of several days to several months. It is generated by the Ministry of Land, Infrastructure, and Transport and local governments in accordance with laws, and also is independently generated and used by companies like Google, Naver, and Kakao. On the other hand, dynamic spatial information has an update cycle of several minutes to several days. Currently, the spatial and object targets of dynamic spatial information are vehicles on major roads, with information provided and updated through CCTV, probe cars, and driver reports, which have limitations in terms of their update cycles and spatial recognition range. However, recent developments in AI-based image processing, IoT, drones, Urban Air Mobility (UAM), and satellite technologies are making it possible to overcome such limitations. KICT's Dynamic Spatial Information Construction Technology The Korea Institute of Civil Engineering and Building Technology (KICT) has been leading a project titled "Development of Dynamic Thematic Map Construction Technology Based on Fixed/Mobile Platforms for Next-Generation Digital Land Information," with a total budget of KRW 18.2 billion, since 2022. This project is one of the four core initiatives of the Digital Land Information Technology Development Program, managed by the Korea Agency for Infrastructure Technology Advancement (KAIA). The KICT has been developing technologies to generate and update dynamic spatial information in near real-time and represent it accurately. This project defines dynamic spatial information as information occurring in urban living SOC, including moving objects and changing phenomena. Its goal is to develop dynamic information thematic map construction technologies through continuous near real-time detection and tracking using fixed sensors (CCTV, Wi-Fi, etc.) and mobile sensors (drone stations) to solve various social problems. While CCTV allows 24-hour monitoring but has a limited area of coverage, drones (stations) can cover wider areas but cannot monitor 24/7. This project aims to merge the advantages of both platforms for urban area monitoring. Figure 1 illustrates the concept of urban monitoring based on ground-fixed and airborne mobile sensors. The project consists of three main core technologies: "Development of Dynamic Information Collection Technology Based on Fixed Platforms," "Development of Dynamic Information Collection Technology Based on Mobile Platforms," and "Development of Dynamic Information Analysis, Prediction, and Representation Technology." These are further divided into a total of six core sub-technologies, as shown in Figure 2. In "Development of Dynamic Information Collection Technology Based on Fixed Platforms," specifically within the "Development of Heterogeneous Sensor Linkage and Mobile Information Collection Technology" section, the research focuses on the real-time detection and tracking of mobile objects, which is achieved by integrating object detection and tracking technologies with fixed sensor equipment such as CCTV, Wi-Fi, and Bluetooth. This involves analyzing the environment of fixed platforms and developing methods for acquiring and collecting sensor information, creating data models for transmitting and storing mobile object location data using heterogeneous sensor data, interconnecting different sensors, recognizing and classifying mobile objects, and extracting the location information of mobile objects in heterogeneous sensing environments. In the "Development of Continuous Time-Series Mobile Object Information Tracking Technology Based on Fixed Platform Linkage" section, the research advances the development of mobile object data models for continuous location tracking. This is achieved by collaborating with fixed sensor equipment to monitor specific areas and developing technologies for seamless location handover between homogeneous and heterogeneous sensors. The goal is to enable the continuous tracking of mobile objects' time-series location data within urban environments. In the part titled "Development of Technology for Collecting Information Using Fixed Platform Heterogeneous Sensor Integration and Mobile Object Data," the research discusses how sensor devices that are fixed in place, such as CCTV, Wi-Fi, and Bluetooth, can be utilized to detect and track objects in real time using object detection and tracking technologies. The research includes analyzing fixed platform environments, developing methods for acquiring and collecting sensor data, and creating models for transmitting and storing mobile object location data using heterogeneous sensor data. Additionally, the project aims to develop technologies for the recognition and classification of mobile objects using heterogeneous sensors, as well as for extracting the location information of mobile objects in heterogeneous sensing environments. The "Development of Dynamic Information Collection and AI Learning Data Construction Technology" section focuses on collecting dynamic information in urban areas and constructing AI learning datasets. To achieve this, drone/mobile platforms and operation systems for dynamic information collection are established, taking into account the characteristics of each test bed region. In addition, technologies for converting learning data, automatic classification, and the automated construction of multi-dimensional dynamic information datasets are developed by topic. In the "Development of Knowledge/Learning-based Dynamic Information Recognition Technology" section, the research aims to develop knowledge and learning-based dynamic information recognition and integration algorithms using data collected from mobile platforms. The goal is to enable collaborative and continuous object recognition between fixed and mobile platforms. The research involves developing dynamic information data integration algorithms that can account for spatio-temporal changes, as well as technologies for object-specific dynamic information recognition, classification, and situation detection. Furthermore, the research is focused on creating collaborative object observation technologies between fixed and mobile platforms to visualize the outcomes of these efforts. Finally, the "Development of Dynamic Information Analysis, Prediction, and Representation Technology" part analyzes the results from the previous two parts and constructs dynamic thematic maps based on these findings. The "Development of Dynamic Information Analysis and Prediction Technology Based on Movement Context Information" section aims to generate movement context information by linking object-level movement information and static data collected from fixed/mobile platforms, with the goal of applying AI to movement analysis and prediction. To achieve this, the research is developing technologies for: linking static data and data mining for movement context information generation, creating movement time-series pattern information and context information, and applying AI technologies for movement analysis and prediction based on context information. In the final "Development of Dynamic Thematic Map Construction and Update Technology" section, utilizing the previously developed dynamic information, the research seeks to construct and update user-customized dynamic thematic maps. This involves identifying dynamic thematic map service models from public and private sector perspectives, developing 2D/3D visualization technologies for multi-dimensional dynamic information including location, time, and status, and creating technologies for user-customized dynamic thematic map construction and updates. Figure 3 illustrates an example of a dynamic thematic map. The project has in particular focused on establishing early test beds from the first year to successfully demonstrate the project, verifying annual achievements. Leveraging the existing experimental infrastructure from previously completed intelligent crime prevention and immersive disaster research units at the KICT, the project aims to minimize research and development risks by working in close collaboration with Anyang City as a local government demonstration site. This includes establishing drone/operation platforms within the Anyang City test bed and acquiring actual urban data such as CCTV footage and IoT sensing data. In addition, for dynamic thematic maps, the project is identifying and implementing user-oriented demand-based dynamic thematic maps through regular commercialization consultation meetings involving key public institutions, local governments, and private sector stakeholders. Department of Future&Smart Construction Research Date2024-12-27 Hit 335
• Developing Demand-Responsive Mobility Services Based on Autonomous Driving Technology: A Vision for the Future of Public Transportation Developing Demand-Responsive Mobility Services Based on Autonomous Driving Technology: A Vision for the Future of Public Transportation ▲ Research Specialist Jang Ji-yong, Department of Highway & Transportation Research, KICT Prologue The city of Seoul began its operation of autonomous buses in Cheonggyecheon in November 2022, which was followed by the launch of late-night autonomous buses running between Hapjeong Station and Dongdaemun Station in December 2023. Both of these were public transportation services provided along limited, fixed routes, with a driver's seat and a driver on board, yet are examples of commercialized public transportation services leveraging autonomous driving technology at the local government level. In the past, services such as Hyundai's "Shucle," "Zero Shuttle" in Pangyo, and "Majung" in Siheung in Gyeonggi Province have been trialed, though these were more akin to pilot operations. It seems that the autonomous driving technology we are approaching may first be experienced by most of us through public transportation. Public transportation, a service relied on by many for mobility within a city, provides greater convenience to the public as its service area expands. However, issues such as manpower and budget constraints impose limits on expanding the service area beyond a certain level. As one alternative in the public transportation sector, Demand Responsive Transit (DRT) services have been expanded to improve the quality and utility of public transportation services (Korea Research Institute of Transportation Industries, 2024). However, even DRT-based services cannot be completely free from operational manpower and financial constraints. For this reason, there has been active research into combining autonomous driving technology with the demand-responsive public transportation services attempted by Seoul and other local governments as an alternative that can overcome the inherent limitations of conventional public transportation. Advanced autonomous driving technology does not require drivers, which means that it can potentially be used to overcome some of the current limitations of public transportation, at least in terms of operational manpower and related financial constraints. Since April 2021, the Korea Institute of Civil Engineering and Building Technology (KICT) has been conducting a national research and development project called “Development of Real-Time Demand-Responsive Autonomous Public Transportation Mobility Service Technology” (Principal Researcher: Moon Byung-sup, Senior Research Fellow) to develop a public transportation mobility service utilizing autonomous driving technology. The goal is to develop a demand-responsive autonomous public transportation service that expands the service concept of existing public transportation, including DRT. This paper introduces what differentiates this service from existing ones and why it is called a "Vision for the Future of Public Transportation.” Definition of Demand-Responsive Autonomous Mobility Services This service is a demand-responsive public transportation mobility service based on autonomous driving technology. It aims to provide a first-and-last-mile service using Level 4 autonomous vehicles as defined by the Society of Automotive Engineers (SAE), transporting passengers to their desired destinations without fixed routes (Figure 1). To enable a safe public transportation service, a small vehicle equipped with a Level 4 autonomous driving system is being developed for demand-responsive service. What distinguishes this system from previous similar demand-responsive services is its ability to learn and remember individual users' travel patterns. Using this learned information, it generates optimal dynamic routes considering real-time changes in road and traffic conditions, and transports passengers accordingly. To provide this service, a 9-seater small vehicle is being made, allowing ride-sharing within pre-allocated routes and travel time allowances. The features of learning individual travel patterns to predict usage demand and preferred routes and proposing these to users, along with the capability for ride-sharing in an autonomous bus, clearly differentiate this service from previous offerings, making it a new vision for the future of public transportation. Configuration and Functions of Demand-Responsive Autonomous Mobility Services To provide a safe and comfortable demand-responsive public transportation service using small buses equipped with Level 4 autonomous driving systems, a central system responsible for service operation and control is required. Additionally, as this is a public transportation service based on autonomous driving technology, an evaluation system is required to assess the service’s public availability and operational efficiency. In addition to the autonomous small bus, central system, and evaluation system, facilities for vehicle storage and charging are needed. The system configuration for providing a demand-responsive autonomous public transportation mobility service is shown in Figure 2. The core functions for providing demand-responsive autonomous mobility services are included in the central system, vehicles, and user mobile app (Figure 3). First, a user mobile app is required to provide a public transportation service based on a driveress Level 4 autonomous system. The mobile app has functions for service requests, user authentication, billing, and checking reservation and operation information. The central system is responsible for the core functions that enable demand-responsive services. This involves algorithms that analyze passengers' travel history to predict call demand and pre-allocate the required number of vehicles to service areas. It also includes algorithms for selecting the nearest virtual stop to the user's call point. Additionally, the system generates optimal dynamic routes from origin to destination, reflecting real-time road and traffic conditions, and updates routes with minimal detour time when ride-sharing requests are made. The vehicle itself is equipped with an autonomous driving system, an in-vehicle terminal for user authentication, and a human-machine interface for interaction between onboard safety personnel and the autonomous driving system. The central system and vehicles exchange Travel Information Messages (TIM), Waypoint messages, and Probe Vehicle Data (PVD) in real time to provide services. Here, PVD is a message that contains the vehicle status information, including the driving trajectory of an autonomous small bus. The Waypoint message is a core message for implementing driverless autonomous public transportation services. It contains global path information representing the vehicle's route of movement and essentially includes the coordinates of nodes the vehicle passes through and the Estimated Time of Arrival (ETA) between nodes. Efforts to Develop Future Public Transportation Services Level 4 autonomous driving implies a "Mind-off" state, wherein the human driver is not required to be aware of the surroundings, make driving decisions or control the vehicle. Since public transportation services that apply driverless autonomous driving technology cater to a large number of users, the development of the service itself is important, but it is equally crucial to develop thorough verification technologies. Looking at previous research related to Autonomous Mobility-on-Demand (AMoD) services utilizing autonomous driving technology, most studies have only performed performance checks of the developed systems (Zhang et al., 2016; Barbier et al., 2019). To ensure passenger safety and successful establishment as a public transportation service, I am developing new service verification techniques by incorporating traffic engineering theories into the unavoidable verification technology development (Jang et al., 2023). Despite being public transportation, this world-first service concept learns individual travel patterns to predict usage demand and preferred routes in advance, and proposes them to users. It is an autonomous public transportation service that allows ride-sharing while following dynamic routes without fixed lines. Along with the development of autonomous public transportation service verification technology that considers public safety, these advancements are expected to lead a new future of public transportation that we will soon experience. ――――――――――――――――― References • Korea Research Institute of Transportation Industries (2024) Bus Transportation, Vol. 81, pp. 24-37. • Barbier, M., Renzaglia, A., Quilbeuf, J., Rummelhard, L., Paigwar, A., Laugier, C., Legay, A., Ibanez-Guzman, J., and Simonin, O. (June 2019), Validation of Perception and Decision-Making Systems for Autonomous Driving via Statistical Model Checking. 2019 IEEE Intelligent Vehicles Symposium (IV), Paris, France, pp. 252-259. • Zhang R., Rossi, F., and Pavone, M. (May 2016) Model Predictive Control of Autonomous Mobility on Demand Systems. 2016 IEEE International Conference on Robotics and Automation (ICRA), Stockholm, Sweden, pp.1382-1389. • Jang, J., Moon, B., and Ha, J. (2023) Development of Performance Verification Methodology for Level 4 Autonomous Driving Technology-based Demand-Responsive Mobility System. International Journal of Highway Engineering, 25(6), pp. 357-367. Department of Highway & Transportation Research Date2024-09-26 Hit 546
• AI for Flood Damage Prevention: Standing Strong Against Natural Disasters AI for Flood Damage Prevention: Standing Strong Against Natural Disasters ▲ Senior Research Fellow Yoon Kwang-seok, Department of Hydro Science and Engineering Research (AI Flood Forecasting Research Team), KICT Last summer, the Korean Peninsula was hit hard by severe torrential rains. The monsoon front, which began on June 25, persisted until July 26. As the water level of the Seomjin River Dam neared its flood control limit of 194 meters, the dam began releasing water at a rate of up to 300 tons per second. This severe flooding led to significant loss of life and property damage. This flood, and other floods of 2000, 2022, and 2023 have underscored the growing threat of natural disasters driven by climate change. AI-based Flood Forecasting System Enabling Rapid Decision-Making The Department of Hydro Science and Engineering Research at the Korea Institute of Civil Engineering and Building Technology (KICT) identified urbanization and the high population density in developed cities as the primary causes of flooding, attributing it to a reduction in areas for rainfall infiltration. The department also predicted that the flooding issue is likely to worsen in the future. To address this, an "AI-based Flood Forecasting System" was proposed as a new solution to thoroughly prepare for the extreme floods that can occur at any time. ‘If flood forecasting were conducted solely by human resources, predictions and warnings would rely on manual analysis, leading to slower decision-making and delayed crisis responses. Starting this year, the Ministry of Environment and the Flood Control Office have decided to adopt the KICT's AI-based flood prediction model to enable more efficient forecasting and warning systems. This marks the world's first implementation of an AI-driven flood prediction model. The AI-based Flood Forecasting System consists of four stages: observation and investigation, transmission and prediction, prediction, and delivery. It automatically analyzes national flood forecasting points at 10-minute intervals and autonomously learns from big data on weather and hydrological conditions in the Han River basin. Flood forecasters verify AI-based prediction results, make a judgment on the situation, and issue flood warnings. Enhanced Accuracy, Speed, and Stability in Flood Prediction The AI-driven Long Short-Term Memory (LSTM) model applied to the system automatically predicts river water levels by learning statistical correlations from observational data, such as rainfall, water levels, and dam discharge volumes. This is a physical model that combines hydrological and hydraulic models, calculating river water levels using flow rates determined through the storage function method. Warnings are issued at points where water levels are predicted to exceed the warning threshold. The prediction scope will soon be significantly expanded. Until 2023, predictions were limited to 75 flood warning points focused on major rivers, leaving tributaries and streams more vulnerable. Starting this year, the number of flood warning points will be increased to 223, covering tributaries and smaller streams. Currently, the AI-based flood forecasting model is used in four flood control offices, with plans for gradual expansion. Forecasters can quickly predict disasters, allowing for countermeasures to be taken promptly by using the system’s dam-river digital twin technology to simulate water level changes and pinpoint areas at risk of flooding. Notably, the upstream points of rivers added as flood information provision points from this year have faster runoff speeds, making prediction difficult with conventional physics-based models alone. The AI-based flood prediction model assists in predicting and decision-making for such points. As this is the first application of an AI-based flood prediction model, the research team is continuing its research and development to achieve accuracy, speed, and stability. Senior research fellow Yoon Kwang-seok, the principal researcher, expects the AI-based flood prediction system to spread not only domestically but also globally. "As this is the first time an AI-based flood prediction model is being applied in practice, the Department of Hydro Science and Engineering Research is focusing on research to advance the technology and improve its accuracy. In particular, we expect to increase the efficiency of flood prediction by linking with conventional physics-based models and establishing an improved decision-making system. Our goal is for the AI-based flood prediction system we developed to become the world's best system." "Our goal is for the AI-based flood prediction system we developed to become the world's foremost system." KICT's Technology Expanding Globally The research team’s focus extends beyond flood-related issues. Last year’s torrential rains caused severe damage and casualties in areas like Gangnam Station and Sillim-dong in Seoul. To respond, the team is analyzing past damage caused by urban inundation and actively conducting research on monitoring and predicting urban inundation damage, with plans to continue this work through 2025. The goal is to develop flood monitoring equipment capable of measuring inundation depths in urban areas. Furthermore, the team plans to create a model that predicts inundation based on the monitoring results. These developments will be tested in countries such as the Philippines, Indonesia, and Laos to verify their adaptability. The researchers are committed to their work, believing that these advancements will pave the way for domestic technologies to reach international markets Since its establishment, the KICT's Department of Hydro Science and Engineering Research has worked consistently to address national water-related issues, such as floods, droughts, climate change, and coastal disasters, while preserving the value of the national territory. The department believes that the AI-based Flood Forecasting System will improve citizens' quality of life and lead to more effective water management. Driven by a sincere desire for a better world, the team’s research will continue to bring about meaningful changes. Department of Hydro Science and Engineering Research Date2024-09-26 Hit 748
• Spatial Information That Connects Architecture and Cities Spatial Information That Connects Architecture and Cities ▲ Senior Researcher Kim Du-sik, Department of Building Research, KICT The Current State of Automation in Manufacturing As children, some of us may have played with a “science kit,” a toy that enabled even elementary school students to make their own radio by following assembly instructions to connect chips or resistors on a Printed Circuit Board (PCB) with printed electronic circuits and soldering them. Anyone who assembled a radio like this during their school days will understand well how electronic products are made. Electronics are constructed based on pre-designed assembly instructions (drawings), followed by placing components on the PCB (moving materials to target locations) and soldering (construction process). Today, most of the processes in the electronics manufacturing industry that were previously done manually have been automated. The traditional method of drilling holes in PCBs to connect parts (Insert Mount Technology: IMT) has been replaced by Surface Mount Technology (SMT), which allows parts to function simply by placing them in the desired positions on the board. This innovation reduced defect rates and made automation and mass-production possible, improving productivity and reducing labor costs through the following processes: ①Smart Earthworks: Cream-type solder is printed onto the soldering points of the PCB to automate soldering. ②Smart Logistics: Chips are automatically placed on the designed positions of the PCB transported via a conveyor belt. ③Smart Construction: Once all chips have been placed, the PCB is passed through an oven to automatically solder the entire board. ④Smart Maintenance: An AI-based system inspects for defects by capturing magnified images of each chip’s placement. This transition to automated processes in the electronics manufacturing industry was widely adopted in the 1980s, and the technology has continued to become more developed, enhancing production quality. Automation was quickly integrated into electronics manufacturing because it was easier to apply machines (robots) working (constructing) according to designs in a standardized environment like a conveyor belt compared to the more complex construction industry. Furthermore, the introduction of automation equipment led to significant labor cost reductions and gains in productivity, contributing to increased sales. Construction Digital Transformation and Spatial Information A digital transformation is also actively being pursued in the construction industry, similar to that in the manufacturing industry. However, unlike manufacturing, construction sites are not standardized environments like conveyor belts—they are complex, dynamic spaces, making it technically challenging to replicate the real world in a digital environment. Additionally, due to the process characteristics implemented through 2D drawings, it was difficult to consider environmental factors in connection. The widespread use of commercial drones in the 2010s and the innovation in mapping technology became an opportunity to model larger areas more quickly than in the past, paving the way for technologies like smart earthworks to be applied to construction sites. Moreover, the integration of spatial information and Building Information Modeling (BIM) provides intuitive experiences and simulation functions that allow architects and engineers to easily consider the surrounding environment. As a result, the use of these technologies is increasing steadily. As laser scanning technology advances, research is also being conducted on automatic BIM model construction through object classification. It is expected that opportunities to create added value using the related data will increase in the future, with the development of spatial information construction technology for both outdoor and indoor spaces. Beyond topographic data, spatial information is expanding into various fields such as infrastructure, population, environment, and crime prevention, and efforts are underway to develop models for its broader utilization, so attention is needed to develop utilization models based on this. Trimble, a company that began with GPS surveying and spatial information databases, has pursued its own construction digital transformation through acquisitions of companies with the technology necessary for construction, including 3D design, automation construction, construction management, and maintenance. Although it's hard to generalize from the single example of Trimble, spatial information has high potential to become a core technology that can lead the future construction field due to the following characteristics: Spatial information can integrate and visualize information in various layers to provide users with intuitive experiences. Securing the accuracy of spatial information and rapid updates are believed to have already reached a level that can be applied to automation technology in the construction field. Analysis and simulation technologies using spatial information can be used as a means to pursue the efficient utilization of given resources in urban operations or transportation logistics. As for the convergence of big data and AI technologies, which has recently received much attention, technology in the spatial information field has already been developed for several years. Notable points in recent spatial information trends are that attempts are being made to expand from existing 2D data-oriented utilization to 3D analysis and visualization and 4D analysis applying time-series data, developing to integrate BIM and CAD data, and changing to a system that enables collaboration through API linkage with the introduction of web GIS and cloud. Importance and Role of Spatial Information in Urban Architecture Due to the extensibility of spatial information, spatial information technology is being used at the Korea Institute of Civil Engineering and Building Technology (KICT) in a range of technical fields. Finally, I would like to suggest potential application areas in which spatial information is expected to contribute to the KICT’s urban architecture research field. In the urban architecture field, the KICT is pursuing research on four major tasks: modular architecture, building safety, improvement of residential and living environments, and sustainable cities. Whether it’s architecture or civil engineering, preventing construction schedule delays is an important factor that can minimize risks in construction while reducing costs. For modular construction and Off-Site Construction (OSC) methods to be actively implemented, the production and supply of precast members must be smooth. Especially in the transportation of heavy and bulky members, securing production and logistics bases close to construction sites and establishing logistics systems will be aspects to consider for improving productivity in the architectural field in the future. Due to the aging of society and decreased birth rates, it is expected to be difficult to deploy many construction professionals to construction sites in the future, and the proportion of foreign workers is likely to further increase. It is necessary to introduce digital transformation technologies that can enable remote work or automation of tasks performed by professionals, and to secure a system that can easily and clearly support collaboration with foreign workers. In introducing technology, a strategy is needed to lower the entry barrier for innovative technologies by utilizing widely distributed devices, such as smartphones, to secure mobility. Considering the global issue of carbon neutrality, spatial information can also contribute to reducing embodied carbon in buildings. Spatial information can be used to model embodied carbon generated throughout the process of materials production, transportation, construction, and disposal, or to manage at the building unit level, and to evaluate the application of green building technology at the district level to pursue sustainable cities. As the redevelopment of the first-generation new towns begins in earnest and reconstruction projects become active, construction waste is expected to increase rapidly, which could be an opportunity for the introduction of new construction waste recycling policies, such as activating the use of recycled aggregates. If an online market for recycled aggregates is provided as a web-based GIS service to promote the recycling of construction waste, consumers will be able to stably secure recycled materials near construction sites, and waste processors will be able to form a market by activating distribution. Through this, it is expected that applying resource circulation to architecture will be further promoted. It is hoped that spatial information will contribute to future research in the field of urban architecture at the KICT. Department of Building Research Date2024-09-26 Hit 319
• 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. Construction Policy Research Instiute Date2024-06-27 Hit 502

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