Public initiatives like ‘Connected Industry 4.0’ are developing measures that allow the industrial fabric to benefit from the intensive use of ICT in all areas of its activity. These initiatives are linked to the term Industry 4.0, which refers to the challenge of carrying out the 4th Industrial Revolution through the transformation of industrial sector by the enabling technologies incorporation: 3D printing, robotization, sensors and embedded systems, augmented reality, artificial vision, predictive maintenance, cybersecurity, traceability, big data, etc.
Construction sector, as the industrial one, is immersed in a deep metamorphosis before the irruption of these new technologies. The economic crisis has been very intense in this market. As a strategy for its recovery, it must its particular revolution, taking full advantage of the opportunities offered by enabling technologies. For this reason, the ‘Construction 4.0’ concept appears as a necessity to digitize the construction through the incorporation of enabling technologies adapted to their particularities.
In this sector, it is the first time that a revolution is built ‘a priori’, which gives us the opportunity both to companies and to research centres to participate actively in the future.
In CARTIF, we work along this line by means of some projects that apply these technologies. In the case of the BIM (Building Information Modeling), which proposes to manage the complete cycle of the project through a digital 3D model, we develop improvements to include all the actor of the value chain.
With reference to 3D printing, a methodology that allows the construction of objects layer by layer, obtaining singular pieces or with complex geometries, CARTIF applies technologies to the direct printing on vertical surfaces for the rehabilitation of facades.
If we talk about robotization, besides the fact that making specific robots to certain tasks, adapt existing machines increasing their autonomy and safety of operators. In this line, we collaborate to develop monitoring and navigation technologies for the automatic guidance of machinery and to detect risks situations between machinery and operators.
With all these innovations, the future of construction is promising, if and when this research would be considered as an essential basis for its growth.
Latin America and Caribbean (LAC) is the developing region with the highest urbanization rate in the world. Its urban population has grown from 41% in 1950 to 80% in 2010 while the economic activity is focused on urban centers (60% – 70% of regional GDP). However, despite their capacity to generate richness, almost 70% of people that lives in these cities are doing so in poverty conditions. Furthermore, if we also consider the environment impact of these cities at the same time of their high vulnerability to climate changes, natural disasters and financial constraints, we are forced to think about the sustainability of their urban development.
The theory about traditional development postulates that the industrialization triggers to a gap between urban and rural productivity, reflecting in addition salaries differences between the two areas, and promoting thus rural-urban migration. At the same time, this theory justifies that welfare indicators are better for urban residents than rural ones, because they have more coverage in public services and higher incomes. However, this theory is not useful to demonstrate the development pattern of LAC countries, more in fact when they have levels of urbanization substantially higher than other regions of the world. Urban population growth in LAC necessarily does not let to their inhabitants better living conditions.
Therefore the cities, even more LAC ones, are based on complex and interdependent systems that have defined a sustainability new concept. This new approach goes beyond environmental issues because include cultural, political, institutional, social and economic variables. Thus, it is necessary to develop methodologies that study cities as a holistic, complex and multisector system that will allow us a qualitative and quantitative understanding of the problems of urban development and management in the region.
Smart City concept is born from this challenge and we, in CARTIF, understand it as a new city model based on three basic concepts: life quality, sustainability and innovation. This city model use to involve information and communication technologies (ICTs), but mainly the definition of sustainable and cohesive territorial models with environmental, social, economic, territorial and administrative objectives. As a result, smart cities and resource efficient cities are achieved, diminishing costs and saving energy, improving the services provided and the quality of life, and decreasing the environmental footprint. The final objective of these smart cities is not to show off their advanced systems and innovations, instead of this they must provide to their citizens a better quality of life, and in a future, anticipate their needs solving any problem that could arise.
In this sense, CARTIF has been working for years to allow the transformation of “traditional cities” into “smart and sustainable cities” in Europe and, more recently in LAC.
Our model seeks an efficient and integral urban regeneration that achieves social, economic and environmental objectives coming from the specific priorities of each city, integrating innovative technological solutions in the different urban scenarios, with a large citizen engagement, stablishing the foundations of a business ecosystem to facilitate the deployment of pilot projects and their subsequent upscaling and replication.
We hope to see examples of this new model of city in many LAC cities in the following years. Meanwhile, CARTIF has involved the city of Medellín (Colombia) in a project funded by European Research and Innovation Program H2020, which seeks new strategies to renaturing cities through nature-based solutions. Thanks to this, Medellín will have the collaboration of experts to identify, in a first approach, the economic, social and regulatory barriers that impede this kind of integral projects in the city.
To a large extent, when driving on the road, our safety depends on the state of the pavement. Real-time information provided by embedded sensors can help us to take action before deterioration (risk) occurs. What can we do to power these autonomous sensors? Piezoelectric devices vs. wireless power transmission?
The fundamental objective of road pavement is to provide users with a quality service that meets their mobility needs during the lifetime for which it is designed. A situation of deterioration generates a greater risk of an accident, more driving discomfort, fuel consumption, vehicle deterioration, harmful emissions to the atmosphere…
In May 2016, the Spanish Road Association (AEC) published the report “Study on Conservation Investment Needs” to review the state of the Spanish road network. The report notes that the state of maintenance of roads continues to worsen. If this trend continues, before 2020 it will be necessary to rebuild a good part of the network.
I agree with the experts that the conservation of our roads cannot be left to chance: nor to depend on crisis situations that force the budget to be reduced or to wait for irreversible situations.
In these circumstances, it is necessary to continue developing new technologies and methodologies that support the management of infrastructures and that allow conserving and rehabilitating our road network at the lowest economic and environmental cost.
Instrumentation with sensors embedded in the pavement
Traffic and environment/weather conditions, aggravated by climate change problems, significantly affect the pave roads deterioration.
The number of axles, the load per axis, the vehicles speed…, affect the structural behavior of the pavement. Solar radiation, rainfall, thermal gradients, ice-melt cycles, melting salts used against ice or the spillage of oils and fuels, among other factors, have a significant impact on pavement life and fatigue.
Preventive maintenance is necessary based on information on the state of the pavement and aimed to prevent the occurrence of this deterioration or to correct it quickly through repair and maintenance.
Visual inspection and periodic auscultation are commonly used to assess the condition of a pavement. A dynamic alternative is the instrumentation with sensors embedded in the pavement. With continuous monitoring it is intended that those who make decisions can know, in real time, the status of the pavement.
Experiences such as those of the CENIT OASIS project, in which we collaborate with OHL Concesiones and GEOCISA, endorse this alternative, not without difficulties such as that the sensors overcome the aggressive conditions during the spread and the compaction, or feed the sensors along the lifetime of an asphalt pavement that is normally between 20 and 30 years.
In this second aspect, since wired power is not always available or to overcome the problems of wiring flexibility, a significant technological challenge is to embed autonomous sensors in the pavement with non-wired power supply and wireless communication. How to provide energy to the sensors without cables and during the lifetime of the pavement?
Piezoelectric devices vs. wireless power transmission?
Opposite to batteries power supply, which have a limited energy, requires a periodic replacement or recharge, the sensors can be powered with energy captured from the road itself, for example by means of piezoelectric devices.
At the end of the 19th century, Pierre and his brother Jacques Curie discover the piezoelectric effect, a phenomenon that occurs in certain crystals that when subjected to pressure or mechanical movement, electrical energy is generated. On the road, part of the vehicle’s energy is converted into vertical deformation of the pavement that can be transformed into electrical energy by piezoelectric devices. The amount of energy generated depends on the number of vehicles passing.
In the CIEN REPARA 2.0 project we have choosed another method, investigating, in collaboration with Sacyr Construcción, Acciona Infraestructuras, Repsol, Fractalia, CHM, Censo, Solid Forest and Inzamac, the recharge of the autonomous sensors batteries by mean of wireless power transmission.
Also at the end of the 19th century, Nikola Tesla proposed what is known as “Tesla effect”, variations in magnetic flux have the ability to transmit electricity at a distance without needing solid support or some kind of wire. On the road, the batteries of the sensors will be recharged periodically, according to their power needs (mainly defined by the data transmission). Energy transfer has a limited range.
Actually, the efficiency of both technologies is a critical point.
Curie vs. Tesla? Indeed, confronting these technologies (using “versus” with the meaning of “against”) is not a lucky expression. Both technologies open up a world of opportunities for new applications. Are they also complementary? Which is your opinion?
With this post I would like to take up the theme of under road heating, in order to delve a bit more into the benefit that can have heating the most critical points of the road.
As I already indicated, the current solution to avoid and eliminate icing on the roads is the application of chemical deicers, which we all know as “road salt”. To a greater or lesser extent, this substance is sodium chloride, an inexpensive and effective product. I would like to stop here for a little reflection, are we really aware of the damage we are doing using these substances? Surely not, that’s why people rejoice when they see the salt spread.
Millions of tons are scattered annually on our roads, often without proper distribution to the road and with excessive frequency. For this reason, I would like to highlight some of its harmful consequences:
The vegetation near the road is the first to suffer the negative effects of salt, on the one hand, the high concentrations of chloride make it a toxic element, causing the gilding or burning of the leaves, and on the other hand, the High concentrations of sodium can affect plant growth by altering soil structure, permeability and aeration
A significant proportion of the salt is washed away by rainwater reaching aquifers, reservoirs, rivers, wetlands, etc., causing a dramatic increase in the risk of contamination of delicate ecosystems and even in many cases of the water we drink.
Salt greatly affects the health of wildlife from two points of view: due to the serious consequences of its consumption due to its toxicity, especially to birds, and the frequency of run over, since salt attracts the animals for their ingestion.
Another point that we hardly consider is the soil, although its degradation is a serious problem for Europe. Salt reduces the stability of the soil, modifies its electrical conductivity, decreases its pH and in general, seriously impairs its fertility.
As we can see, the environmental impact of chemical deicers is very intense, therefore, we should try to make an effort to minimize their effect, using all the technology that is within our reach to achieve a less aggressive winter maintenance
A partial solution would be to be able to measure in real time the amount of chemical deicers at each point of the road, not just at a fixed point. This would only be achieved by loading the sensors into the intervention and maintenance vehicles. Currently, there are some systems under development that measure wheel splatter, measuring the water refraction index (Japan Highway Public Corporation) or electrical conductivity (University of Cone). Given their results, they have never been incorporated into the market.
From CARTIF, with the collaboration of the Spanish company Collosa, we are investigating in the development of this product. The objectives are to avoid spreading more road salt when the current quantities are sufficient, to throw only the necessary quantity in the precise place that needs it (given the system of global positioning of these devices) and to give an objective tool to the responsible of the winter maintenance, so that he can make the right decision.
In CARTIF we are committed to a final solution that avoids dispersing chemical deicers as far as possible. If we manage to attack the problem in the most dangerous points, preventing and avoiding the formation of ice, we will avoid the exit of the truck to cover those points with chemical deicers. In addition, this outlet will not only cover the dangerous points, but will spread the chemical deicers all over the road.
This solution is the development of a more economical radiant floor with more energy efficiency, based on geothermal energy. For this, the development of an intelligent prediction that prevents the formation of ice and is based on the use of new bituminous mixtures is fundamental.
Undoubtedly, this will mean a significant reduction in the environmental impact of winter maintenance on our roads and in particular in the most sensitive areas of our geography such as natural parks.
Let me remind you that Europe features the most diverse, rich and numerous cultural heritage around the world. 609 million tourists visited the “old continent” by 2015 (29 million in 2014) according to the World Tourism Organization, and, although it is somewhat pretentious, it is suggested that 37% of these tourists are cultural tourists, a figure that grows by 15% each year. This “curious specie” wanders around the cities getting the urgent need to visit the built heritage and being actively involved in cultural events.
I agree on speaking about cultural heritage as a touristic resource is disappointing when heritage is properly identified as integrator item and a completely intangible social identifier, but also certainly is an economic resource and just making cash its sustainability is ensured. This is the way to fix and create thousands of jobs, which in turn reinforce the character of social backbone that heritage is by itself, even allowing to improve the citizens’ quality of life.
Because of this the public sector comes boosting the creation of more and more cultural attractions with the built heritage as backdrop. Cultural tourism is perceived as the main source for funding heritage preservation: tourists generate the resources needed for maintenance and restoration. Let’s see if this is really so in the coming years, since the Richards report, ensures there is a much higher offer than real demand right now.
Making sure the protection and the preservation of our built heritage is, today, more urgent than ever. Not only as “prey” of cultural tourism, and not only as a brand of territory (including citizens), but because of their vulnerability to pollution, climate change and socio-economic pressures. We all get sick from time to time and we know it is always better to prevent than cure. The same happens to the built heritage: it is as much desirable as important to have automated systems that continuously tell us how the built heritage is, preventing “ills” just before they are such as expensive as irreparable. It is somewhat comparable to doctor’s auscultation, but what do we need listening to? In the technical jargon we say “monitoring” and many types of sensors are used to, but three aspects are mainly registered:
The temperature and relative humidity. Both are always linked (in fact they are inverse). Any kind of heritage building has greater or lesser water content in the air at a given temperature, having a decisive influence on the physical-chemical stability of the materials they are made of. Inadequate conditions of temperature and humidity produce deformation and rupture; rust and corrosion; as well as bio-deterioration (emergence of organisms).
Natural and artificial lighting. the Sun, or electric sources are electromagnetic radiation mainly covering the ultraviolet (UV), visible (VIS) and infrared (IR) ranges. Together they cause photo-degradation (discoloration) and temperature increases, especially in the case of organic materials (paintings, textiles, books and documents).
Pollutants. The air composition and quality are altered by compounds that mostly come from the use of fossil fuels (road traffic, heating of buildings and industrial activities). These compounds are able to make chemical reactions that affect the materials causing corrosion; spots and coatings; and also bio-deterioration.
These parameters will be particularly broken in subsequent posts.
In any case, the role of technological centres as CARTIF is decisive to take step forward in the technical developments required so that monitoring can be done affordably and fully compatible with the aesthetics and functionality of the building. Relevant international projects on this regard where CARTIF is playing a major role are:
After Italy and recently China, Spain is the country that holds the largest number of human heritage sites. We are also a first order world tourist destination, with a yearly increasing cultural component. Playing at home, Castilla y León accounts for 60% of the Spanish heritage… Do we take the fingers out?
What is the use of 3D digitalization of infraestructures? Inspecting coatings, detecting cracks, inventorying and sensorization of tunnels and other structures. In the following video, we explain you what we do in CARTIF:
David Olmedo and José Llamas, researchers of CARTIF.
