Tunnelling in Digital Era

### Chapter 9

## Digital Construction Strategies and BIM in Railway Tunnelling Engineering

Georgios Kapogiannis and Attwell Mlilo

### Abstract

Technology has been a strong driver for industrial efficiency in the twenty-first century. Rapid growth in infrastructure projects such as tunnels is synonymous with both disruptive and supportive technologies that automate operations. The sector has rapidly risen to the challenge from buyers demanding a more digitalised experience when looking to (re)design new tunnels. Currently there are projects in the United Kingdom, Greece and Italy investing in tunnels for their transport networks to help commuters to travel quicker. We could argue that construction has evolved because the tunnels developed nowadays are expected to last for several generations but such an argument is count intuitive. Think of having to spend billions of pounds for a tunnel that does not provide an enhanced travel experience and in a few years' time requiring a major investment to remodel in order to operate it. This chapter discusses what, why and how digital construction can add value during the lifecycle of a tunnel.

Keywords: digital construction, building information modelling (BIM), tunnel modelling and management, asset management

### 1. Introduction

Technology has been a strong driver for industrial efficiency in the twenty-first century. Rapid growth in infrastructure projects such as tunnels is synonymous with both disruptive and supportive technologies to automate operations. The tunnelling sector has rapidly risen to the challenge from tunnel asset owners demanding more digital design solutions when procuring new tunnels. Currently there are projects in the United Kingdom, Greece and Italy investing in tunnels to improve transport capacity and help commuters to travel quicker. We could argue that construction has evolved because the asset developed in now expected to last for several generations but such argument is intuitive. Imagine having to spend billions of pounds for a tunnel that does not provide an enhanced travel experience and in a few years' time requiring a major investment to remodel in order to operate it. Construction cannot afford to remain stuck in past and must transform to improve delivery efficiency and sustainability.

The World Economic Forum (2016) has developed a transformation framework for the construction industry listing 30 measures of best practice. It highlights three important areas of transformation from its traditional approach. Firstly, it has to be open for innovation so that opportunities from new technologies, materials and tools are exploited to reduce production costs. Secondly, it should consider adopting mechanised and automated production systems alongside offsite construction techniques to speed up the construction process and enhance timely completion of projects in a collaborative environment. However for projects of high complexity such as tunnelling that involves a number of strategic and operational decisions from the client, designers, contractors, the supply side and regulators, BIM can provide a collaborative platform. Through vertical and horizontal collaboration, processes and resources will be optimised to deliver the client's requirements. Inadvertently this generates a significant amount of data, which needs to be integrated and communicated to the stakeholders so that optioned solutions are agreed on and value is created. Digital construction is an adoption of technology driven initiatives that aim to make use of advances in Information and Communication Technologies (ICT) to enhance integration.

The integration model highlights the need to bring together people, processes, and products of the construction project to deliver value to the client in a more efficient and sustainable way. The third area pivots on the role of project management and the control of costs in the design and planning stages. When procuring projects, contracts are designed to achieve optimum risk sharing across the supply chain with agreed monitoring mechanisms. Lately, the momentum within construction has shifted from the focus on the top down approach of project delivery to more collaborative approach that seeks to satisfy clients' requirements. Results of embracing digital approaches to construction are increasingly yielding positive results and more projects that would otherwise pose high risk of cost overrun are being delivery timely and on budget. Digitalisation of procurement process through the use of approaches such as e-procurement, e-tender and e-sourcing has increased cooperation between client and contractors because of the confidence developed through sharing of accurate data and clarity of information. This has enabled misunderstanding and barriers of culture to be better managed.

In the 1970s, nearly all stakeholders in the construction sector felt challenges of the fast growing technologies and they started to consider improvements to project processes. In the early 1980s the UK government introduced compulsory competitive tender to harness opportunities of growing competition to reduce overall construction cost. This was later relaxed in the early 1990s because of the insecurity it created, and resulted in greater fragmentation in the delivery of projects. Latham's report in 1994 on constructing the team emphasised the need for working collaboratively by collaborating with the supply chain to reduce construction costs and deliver projects more predictably. Construction projects continued to face twin challenges in the wake of the new millennium. They must deliver client value while also have to be resilient to the normality of changing climate and users behaviours. Lean management approaches emerged are a panacea in the early 2000s and were considered for wider application in Virtual Construction which then became what we know as building information modelling (BIM). BIM provides a digital representation of physical and functional characteristics of a facility which can easily be communicated with none technical stakeholders. The sharing of knowledge gives clarity and shared vision of the project and the resource required in a more reliable manner so that appropriate decisions on its life-cycle can be made.

BIM is a relatively new paradigm [1] in the construction industry trying to integrate three pillars: people, process and technology to deliver assets that meet client's requirements. BIM extends management information system (MIS) and sometimes it is referred to as a specialist business information management system for construction projects. Through BIM key requirements are captured, analysed and shared to achieve higher levels of collaboration. It is in fact an effective tool for

### Digital Construction Strategies and BIM in Railway Tunnelling Engineering DOI: http://dx.doi.org/10.5772/intechopen.87942

stakeholder engagement as it enables them to take advantage of technology that is linked to a common data environment (CDE), which can be remotely accessed at any time. The added value is that it integrates collaborative technologies and fosters the development of a collaborative culture through the project life cycle. An integrated collaborative environment brings to light projects challenges so that they are managed in a proactive fashion. Since 2016, BIM was made mandatory in the UK for centrally funded projects with the aim of realising a 33% cost reduction and to develop faster delivery schedules that could reduce overall project duration and emission by 50% (Construction 2025 Report).

The use of BIM collaborative approach in the UK railway industry is so far limited to the construction of new lines like Cross Rail and High Speed link 2 (HS2). Its use in a complex operational environment like that of track renewals and monitoring of tunnels and other structures will need adaptation. Vast amount of existing data from various work streams and in various formats need integrating into management intelligence to develop accurate, prioritised maintenance plans to optimise asset availability, essential for efficient running of train services [2].

In the UK, partnerships and collaborative working have long been the preferred method of procuring railway maintenance projects [3] to maximise efficiencies. The UK government construction strategy and its commitment to long-term partnerships to deliver infrastructure projects is revolutionising ways of working and data management techniques. Rapid advances in technology, increases in capacity to handle large volumes of data at lower costs and the development of quicker data analysis tools are increasingly making data management at the core of strategic planning for organisations [1]. Improving asset data management will provide more accurate baseline data and facilitate multi-use of existing data to reduce unnecessary reworks. However, the future use of partnerships to procure railway maintenance work will need adaption to the new ways of working.

Railway asset maintenance disciplines can standardise their approaches and adapt these modern approaches to suite their unique requirements. Furthermore, in April 2016, the UK government mandated, centrally funded projects procuring public assets to be delivered in fully collaborative 3D, BIM environment [4]. UK rail operators invest millions of pounds in upgrading rolling stock but the state-of-theart trains often run on much older network infrastructure that consists of tunnel sections the majority of which were constructed over 150 years ago. The railway tunnels were built to last but eventually there comes a time when elements need upgrading and/or replacing after degradation resulting from various factors including vibration, high-speed air flow, corrosion, water ingress and vegetation growth. Poor construction techniques in the past and changing ground conditions also occasionally cause weak points that trigger the need for maintenance works [5]. To ensure safe operation of railway tunnels, they have to be continuously monitored with a tunnel management strategy in place to determine when it is time to take corrective action to mitigate any potential risks. Maintaining existing assets is as important as delivering capacity improvements through the construction of new lines and services for UK railway operators. However, tunnel repair works often cause service disruptions and are a challenge to deliver safely due to space and logistical constraints. As more tunnels are built to meet the rising demand in railway usage, the need for tunnel maintenance will also increase.

### 2. Integration and collaboration

The multitude of internal stakeholders involved in the briefing, designing, construction and commissioning of a project means that there will be varied interests.

In traditional project delivery methods, fragmentation has been the case that often starves off collaboration to create communication gaps. When the client and the construction team share a common goal on the project, conflicts are reduced and focus is on the project. This enhances cooperation, better stakeholder management and improves chances of successful delivery outcome.

Stakeholders can be an asset to the project when a collaborative environment is developed to enable project data and information to be held in a common data environment (CDE) accessible to the team to support decision-making. Design drawings produced in the formats usable by all, including specialist subcontractors, will reduce requests for customised information from the designers. A collaborative team must maintain an unlimited access to data and information to enhance their knowledge in dealing with problems and thus supporting both decision-making and problem solving. Rowley and Jennifer refer the continuum from data to information and information to knowledge as the principles of the hierarchy of human understanding. This reinforces the importance of data and information management to improve delivery performance of projects.

Front loading time to design and plan for the project in the project definition phase will pay off in the long run, the project team is able to anticipate risk and set mitigation plans and contingency. Design and sequencing issues can cost up to 10 times more to rectify if identified during the construction and later phase of the project life. Technology such as virtual reality (VR) is now available to enhance solutions and should be prioritised for risk assessment.

Figure 1 reinforces the importance of technology as an integrator of people, processes and organisations in the integrated construction environment. This must however, be supported by setting clear communication channels and responsibilities of project team members.

The sharing of data and information, whether formal or informal, can be enhanced by Information Communication Technologies (ICT Technology enables visualisation of production systems and subsystems, so that clashes are detected early in the design and planning stages and resolved. With improved project planning, logistics, both local and across borders, will be coordinated with greater efficiency. Supply chain management also improves which helps in developing trust and a shared culture of quality shared across the supply chain.

Collaboration in Lean and Agile project management show that could work interactively, integrated and intelligent in a unique way to support decision making, problem solving and also pre-identifying project risks. The core requirement is to seek accurate data, the right information that is shared among trustful resources and could add value to the final product (asset).

Although collaboration aims to support information sharing, increased interactions also helps project teams to perform more effectively and efficiently. This further moderates the effects of collaboration on team member learning. Beyond

Figure 1. Integrated construction environment.

### Digital Construction Strategies and BIM in Railway Tunnelling Engineering DOI: http://dx.doi.org/10.5772/intechopen.87942

the productivity issues, decision making in a collaborative working environment are made more is occurred effectively and thus problems could be solved promptly.

Since the late 1990s, a new trend of research on collaborative learning focusing on new technologies for mediating, observing, and recording interactions during collaboration has emerged known as computer supported collaborative learning (CSCL). It typically uses online networks for facilitating and recording online interactions among two or more individuals who may be geographically and/or temporally dispersed. In construction though there is a need to adapt the technology to improve the design and planning processes in a secure common data environment (CDE). However according to [6] there is a growing trend to design and develop integrated collaborative environment that allows project stakeholders to interact either Mobile, co-located or distant. CoSpaces Projects [7], an IST Funded Project by the EU shows how this concept could be achieved by using different technologies that provide different information richness (www.cospaces.org). In addition, collaborative tools help facilitate action-oriented teams working together over distant geographic locations, by providing tools that aid communication, collaboration and the means of problem solving.

Technology Integration is the use of technology tools in general content areas in businesses in order to allow stakeholders to apply computer and technology skills to learning and problem-solving. Collaboration requires individuals working together in a coordinated fashion, towards a common goal. Arguably Integrated Collaborative Technologies are those tools that can help stakeholders work collectively towards problem solving without considering geographical distance. These technologies could work either in a synchronous (real time) or asynchronous (not real time) manner, so allowing the stakeholders or the team members to share documents or files from anywhere at any time.

### 2.1 The need for collaborative working in railway tunnelling

A study [8] in 2008 mentioned that Network Rail (NR) was spending £433 million track maintenance and £1.305 million more on track renewals, compared to its European peers. They argued that NR can unlock contractor efficiency contributions by a fundamental shift of supply chain relations based on the idea of competition and partnerships. They identified the main areas of improvement to be in planning, better use of possessions, standardisation of asset configuration and focus on quality of the asset condition. With a number of existing tunnel sections geographically distributed across the railway network, coordination of maintenance works is essential to deliver value for money. Crucial to the successful implementation of the strategy is the development of a collaborative culture (CC) and Integrated Data Management Systems (IDMS) throughout the supply chain to allow for better use of possessions and the design of new lines that connect to the existing infrastructure.

According to [9], despite the apparent lack of clear guide the process of collaboration between main contractor and subcontractor, project participants now realise that sharing of knowledge and information is a key element of a successful project delivery and contractual relationship. However [10] provided the strategy to improve collaboration to enhance organisational performance and project delivery through the management of process, people and data and wrote that, despite very strong willingness to collaborate, culture and awareness remain as significant barriers to adoption.

Rail industry leaders recognise the need for change. According to [11] wrote that the introduction of BS11000 in 2010 marked a step change in thinking for the UK rail industry led by Network Rail to encourage the adoption of CC whose benefits

had so far be limited to key programmes. Cross Rail, the biggest rail project in Europe has attributed success so far, in delivering the project with 42 km/26 miles of tunnelling to the strategy of adopting CC, through the supply chain under the NEC contracts on its 40 construction sites according to [12]. Cross Rail further adopted an innovative approach to data management for efficiency in project delivery, based on the principles of PAS 1192-2 as reported in [13].

Railway asset maintenance projects are delivered in a complex operational environment with various asset maintenance disciplines carrying out other works. The maintenance of railway tunnels is further complicated by limited working space, different tunnel designs and materials used. As a result, repair works are not straight forward but having the correct information at the right time helps in decisions about maintenance requirements. A collaborative approach to asset management could facilitate asset data sharing leading to a better understanding of the asset condition. This requires an integrated approach to asset data management that should standardise ways of working and data formats, used by stakeholders to the benefit of the industry. However, this must start with projects having sound data management systems that feed data of high integrity to asset data models.

### 2.2 Data Management in the rail sector (As-is)

Naturally, organisations have different ways of managing project data to deliver their objectives. According to [14] argued that during the project life cycle, vast amounts of data are generated by different departments in various formats and stored in many different places in an unstructured way. This occasionally leads to losses of data and time spent in unproductive searches.

Decisions on track sections due for renewal are made based on the data/information held in the asset management models like Maximo and the Ellipse for LU [13]. Keeping such models updated with accurate data is fundamental to accurately determine maintenance requirements and ensure adequate funding is available to optimise asset availability, essential for operating a safe and reliable train service. In the report [14] noted that maintenance of the railways is often undertaken with insufficient information and limited resources. According to [13] added that quite often deliverables in large rail infrastructure projects are not clearly defined. This may result in costly scope creeps and reworks in design and other preparatory works.

In addition to his report [14] it was added that railways rarely have enough resources to maintain the track asset at a level that ensures optimum operation of services. They are instead faced with prioritising maintenance actions to optimise safety and reliability. In a recent research about the future of digital railways, [15] wrote that railway operators are struggling to improve asset management, partly because the systems that generate and store data are not connected, even though the capability exists. The concept was affirmed by [1] who urged that in the recent times such levels of organisational intelligence are no longer a fringe concept but at the core of future investment decisions. This affirms the suggestion by [14] that the industry is finding that the solution to working more efficiently lies in using information technology.

The use of technology has enabled faster ways of data collection with gigabytes of data collected, often stored in many different places [14] and creating data silos. ABB's report [15] affirmed and wrote that, too often collected data is accessed by individual departments according to their needs, without a broader view allowing for the organisation to gain a full picture of their asset condition. This makes it difficult to analyse the generated large volumes of data together for effective decision-making about maintenance priorities.

In 2010 [16] and 2017 [2] wrote that project directors and senior managers of leading institutions are advocating for the adoption of common data capture and storage standards across all major projects to have a better understanding of the asset delivered. This can enable multiple-use of data across project disciplines/ departments. Further benefits can be achieved on the use of a single survey grid for geo-spatial data to enable designs to be overlapped and multi-use of data of fixed assets without the need for transformations or reworks.

### 2.3 Industrial responses

Cross Rail project adopted an innovative approach to data management in a common data environment (CDE) based on the principles of PAS 1192 series [13]. This was to improve delivery performance through better management of data/ information and facilitate structured asset hand over, ensuring that asset managers received reliable information critical to the safe and efficient operation and maintenance of the railway. With over 60 contractors and subcontractors on the project, the adopted method of information management in the CDE was developed in line with BS1192: 2007 and PAS1192-3. A new network consisting of 42 km of tunnels bored by giant tunnel boring machine 40 m below ground level was constructed. Tunnelling was successfully completed in 2015 having negotiated through various underground utilities and existing railway infrastructure.

Research done for NR recommended suggested that the increased use of mechanisation and better methods of data capture and storage. This would increase the accuracy of information generated about the condition of the delivered asset. Such information is later relied upon for effective decisions on maintenance requirements based on [8, 17].

Modern collaborative and data management approaches have mainly been limited to railway green-field sites. In the 2017 report [2] it was suggested that the railways brown field site could also benefit from the creation of the digital rail model from the existing information and maintenance processes. But, noted the challenge of incremental migration from the current, fragmented state to a single integrated model. A structured approach to data management can make it easier to manage job data files to reduce the use of different data, recollection of already existing data, using out of date data and ensure job closeout packages contain data of high integrity.

In addition in Greece—Attiko Metro announce for the Line 4 (new metro line) to use BIM files [18]. High Speed 2 project in the UK requested from their suppliers [19] to be BIM compliance. Though in Scandinavian Countries where BIM is well populated and applied it can evident show the use of BIM in planning stage [20]. Furthermore, it has to be noted that Heikkilä [21] noted that the use of BIM in tunnelling can add value in advancing intelligent information modelling; however, policy in Finland is not available yet. In contrary though Norway has HB138 that determines some basics for the BIM process of tunnels.

### 3. Research in collaborative working

The use of railways is forecast to grow about 50% by the mid-2030s [22] while the maintenance costs are said to be rising according to [23]. On the other hand, funding to increase capacity and maintain the infrastructure continues to be squeezed. Railway operators and asset managers are thus facing challenges to operate efficiently under tight budgets while transforming the old network to meet the future needs of an integrated transport network. Studies show that there is need for change in the culture of the industry [8, 15, 22, 24, 25] and a number of performance improvement suggestions have been put forward. The emerging theme is that fragmented renewal projects need to change and adopt collaborative approaches that operate in CDE supported by technology to improve performance in planning, design, construction as-build data management and hand-back of projects delivered in a complex and fragmented railway sector. This will further impact on the asset data quality that is relied upon in marking decisions about asset condition and maintenance requirements, and help improve future decisions on maintenance requirements.

Research in collaboration spans a number of incongruent fields such as organisational and social psychology, human factors, computer science, management science, education, and healthcare. In March 2009 the University of Nottingham, a partner in the European Funded project CoSpaces, published the attributes which influence and form part of collaborative work as well as developing an explanatory, descriptive model in order to enable a unified understanding of what it is to collaborate, and how best to communicate this to industry and to support collaborative working based on this understanding. The technique/method followed to check the validity of this research was semi-structured interviews with the CoSpaces user partners, and through drawing on the broad experience of working with a range of industrial organisations [17]. The main factors (individuals, teams, interaction processes, tasks, support, context and overarching factors) and subfactors (with supporting references) give an overview of their relevance and importance to collaborative working. In addition, in order to assess how meaningful the factors in the model are, a series of card sorting exercises with human factors experts, took place. The study [17] showed that there was a general agreement on the main factors proposed for the model of collaboration. Moreover, groups of human factors experts reviewed the 27 different representational styles for a model of collaborative working, and incorporated the factors that had been considered during the card sort.

In particular, the external factors that influence building collaboration in a business environment and in a project are: trust, time, performance, management, conflict, goals, incentives, constraints and experience. The internal factors influencing the building of collaboration in a business are: teams, individuals, context, support, tasks and interaction processes. In order for external and internal factors to be applied during the project life cycle a number of different activities, behaviours and skills have to be developed.

The social behaviour of employees has a great impact on an organisation's effectiveness within the construction sector. Many aspects of social behaviour are manifested in project managers in interaction with team members. Moreover, working in teams magnifies and intensifies behavioural characteristics as a result of the close encounters that members have with each other, in terms of both formal and informal attitudes, where express responses/decisions are required for problem resolution. Proactive behaviour as a social behaviour impacts on project and organisational effectiveness [26] but the research in this paper show the need to explore and explain how project managers' proactive behaviour could be enhanced in a project.

In the paper [27] proactive behaviour was referred to as, "taking initiative in improving current circumstances; it involves challenging the status quo rather than passively adapting present conditions". In the paper [28] defined proactive behaviour as "self-initiated and future-oriented action that aims to change and improve the situation or oneself". As it is a relatively new field, there is no precise definition of proactive behaviour and current definitions are somewhat unclear and even contentious. Nevertheless, in recent times, a consensus appears to be emerging as to the definition of proactive behaviour, as suggested in [29]. Dictionary definitions

### Digital Construction Strategies and BIM in Railway Tunnelling Engineering DOI: http://dx.doi.org/10.5772/intechopen.87942

typically highlight two key elements of proactivity. Firstly, they identify an anticipatory element involving acting in advance of a future situation, such as acting in anticipation of future problems, needs, or changes. Secondly, the definitions emphasise taking control and causing change, for example: "controlling a situation by causing something to happen rather than waiting to respond to it after it happens". In the paper [30] proactive behaviour is defined as "anticipatory action that employees take to impact on themselves and/or their environments". In particular proactive behaviour has three key features:


The dynamic view of managing projects successfully is through enhancing the skills of the project manager in the manner of controlling and making more accurate decisions. With the increasing number of projects delivered in BIM environment, project managers'skills must be adapted to suit. What is mainly needed in order to advance the project manager's skills is the capability to interact with the other participants or members of the organisation or project to foster a collaborative culture. This interaction enhances the communication and the collaboration and develops the building of trust between the project manager and the participants. Estrin [31] stated that, "innovators must trust themselves, trust the people with whom they work, and trust the people with whom they partner, balancing their progress in an environment that demands both self-doubt and self-confidence".

Communication constitutes conceptualising the processes by which people navigate and assign meaning and is an essential element of collaboration. Communication is also understood as the exchanging of understanding. Montiel-Overall [32] defined collaboration as "a trusting relationship between two or more equal participants involved in sharing thinking, shared planning and shared creation".

In the research [30] supported the assertion that, in order to enhance trust, communication and collaboration, the construction of the following skills is required: anticipatory skills, change orientation and self-initiation skills. Henceforth, these skills will lead to the development of proactive behaviour. Therefore, a successful project manager/managers need(s) to be self-initiated, future oriented and anticipative. This behavioural situation will be used as the driving force that will initiate change in the operational and organisational system of a company. This approach will give an added value to the current state-of-the-art in project management. The proactivity concept assists project managers to think and act before, during and after a meeting takes place.

Moreover in paper [28] captured and analysed the proactive cognitive model. The model consists of proactive personality, job autonomy, co-worker trust, supportive supervision, self-efficacy, flexible role orientation (organisational commitment) and control appraisal.

The definition of each of the model's elements is listed below:

• Flexible role orientation indicates the extent to which various problems affecting the longer term goals of projects would be of personal concern to an individual rather than to someone else.



Integrated project collaborative environment

Collaborative culture—cooperation (clear definition of scope and deliverables)

Integrated data management system—(one source of truth for design, construction and handover data) Lean construction—(elimination of wasteful activities through better coordination, planning and scheduling)

Process (BIM)—holistic approach to asset data management and asset maintenance

### Table 1.

Requirements for a collaborative environment in railway asset maintenance projects.

Digital Construction Strategies and BIM in Railway Tunnelling Engineering DOI: http://dx.doi.org/10.5772/intechopen.87942


What can be gathered from the above is the need to focus on low project information maturity in order to enhance the progress of a project. The use of BIM and supporting tools then ensures that project information is of the right quality and shared from a CDE so that team members access the same information. The proactive project manager's behaviour aids in developing project information maturity to deliver the project that meets the client's requirements. The added value is that more evidence based higher quality of decisions will be made and the delivery team will have better control of the project through its delivery and operational life cycle.

There is consensus that collaborative approaches are part of the solution to improve project performance. However, as highlighted in the definitions of collaboration [33] and interpretations, the words collaboration and partnership are often used interchangeably making it difficult to have a clear meaning and difference between them. Despite the concept being widely used, there is no clear understanding of what collaboration is [17].

The complexity of collaboration in the rail industry can also be seen from the procurement perspective, where partnerships in various forms seem to be the preferred option in track renewal projects [33, 34] and presumed to be working collaboratively. Collaboration has been seen to improve project performance and its effectiveness can be enhanced through support from good technologies [17] and processes to further add value in the delivery of renewal projects.

The adoption of CC supported by technology in railway asset maintenance projects using IDMS in a collaborative environment can no-longer be ignored in the search for solutions to lower maintenance costs, deliver value for money and provide efficient services, in the face of shrinking budgets. Further, it will facilitate the integration of the UK transport network to provide future customers a first class travel experience of connected means of transport supported by Big Data. Table 1 shows the requirements for collaborative environment in renewal projects that must be supported by Senior Management and a suitable form of contract/procurement process based on a track renewals case study.

### 4. Technology in tunnelling construction

The project data must be kept in a secure environment with set permissions in order for stakeholders and project team members to have access from anywhere at any time. In order to achieve this then a common data environment (CDE) needs to be set up. In this environment all project data need to be correctly labelled based of standard file naming conversions form the ISO 19650 standard. This makes searches using metadata easier and saves time wasted on unproductive searches. Having easy but secure remote access also allows for further (project) data analysis that can help to pre-identify any project activities that provide more information about who is involved in the projects (Organisation Breakdown Structure), what each person is expected to deliver (Work Breakdown Structure) and what the cost of each activity is (Cost Breakdown Structure). All the captured and updated data might be used for further analysis with the aim to support any decisions before, during and after

completion of the project. Such data analysis could support investor(s) capacity to understand based on evidence whether it is worthy to progress their project idea as well as to pre-identify any risks that can be evaluated in consideration of other factors that may affect the project such as in any political, economic, social, environmental, legislation, technological and sustainability issues.

Data used in tunnelling projects is collected using many different tools such as Laser Scanner, Sensors, inspections, etc., and comes in various formats. All these data sets could be available to stakeholders synchronously i.e. either in real time or not. With the increase in analytical tools for infrastructure maintenance, Big Data analytics is an increasingly area in construction sector due to high Volume, Value, Variety, Velocity and Veracity generated through the project whole life cycle. Concerns in copyrights for cloud based data and BIM models are beyond the scope of this book. In addition the power of the Internet of Things (IoT) as a network of physical devices, vehicles (suppliers), and other project materials embedded with electronics, sensors, software, actuators and connectivity enables construction asset/building objects to connect and exchange data too.

The power of visualising information using integrated collaborative environment that uses software such as Autodesk Revit, CADduct and Tekla, Navisworks, Solibri allows stakeholders and team members to understand coherently and stimulate any problem when it occurs. Among the core project challenges, AEC industry faces the lack of sharing of information and cooperation in the development of processes to improve efficiency in the delivery of construction projects.

This is mainly what BIM is renowned for and is the reason why the BIM integrated environment requires further development in the construction industry. Kapogiannis and Sherratt highlight the need and impact of collaboration culture in the architecture, engineering and construction sector.

Considerably the knowledge about BIM and the higher levels of maturity requires further development of processes aiming to improve construction efficiency through automation. Tools that could help to support and enhance knowledge to humans are by teaching machines using Artificial Intelligence and Machine Learning. This idea could go further down to simulate a process and/or an event in a project, for example delivering materials from suppliers or using a robot to paint a wall fairly quickly within cost budge. This can also help stakeholders to generate new business models.

The regular review (Decision) of models and management of associated stage deliverables using information exchange platforms such as COBie to the employer is a key aspect of the BIM process. The employer should ensure that the Exchange Information Requirements (EIR) are defined and agreed in the procurement stage of the project, in a collaborative environment.

Project meetings undertaken in collaborative environments allow key stakeholders to determine, understand, analyse and review the design models in 3D and other outputs, provide their feedback and validate the stage PLQs. Ideally there should be three key stages to the process:

Digital Construction Strategies and BIM in Railway Tunnelling Engineering DOI: http://dx.doi.org/10.5772/intechopen.87942


This workflow allows the team to develop a proactive behaviour whilst collaborating and sharing key projects/asset data and information. Check more on BIMPortal of the Scottish Future Trust [34].

For project delivered in high levels of BIM maturity, such review meetings are normally undertaken in a virtual environment using a projector (as illustrated below) or on larger projects using virtual mock-up facilities, such as CAVE (Computer Assisted Virtual Environment) and or immersive lab often available at local universities or further education colleges.

### 5. Benefits and challenge of the use of BIM

In a survey of 1000 active BIM users in the UK the NBS [35] concluded that BIM was a useful strategy in achieving goals of the construction strategy 2025 as it brings cost effectiveness and reduce time from inception to completion. This conclusion was supported by the fact that 70% of participants believe that BIM reduces overall project cost including initial cost of construction and the whole life cost of built assets. Another 60% agreed that BIM reduces overall time, from inception to completion, for new build and refurbished assets and helps to meet the target of 33% reduction in initial.


But still the biggest challenge is not the use of the aforementioned technologies in a project process but to change the way of thinking by engaging team members. Research shows the significant impact of gamification to support engagement. The potential impact of the use of gamification in construction projects is to change the behaviour of stakeholders and motivate them for better performance through the triggering of their social skills. In our days many enterprises use gamification in order to enhance the collaboration and communication between their employees.

A recent study published by CITB (Construction Institute Training Board) indicates that in the UK, the construction industry will grow by almost 3% and create many job vacancies due to the need of collaboration over the next 5–10 years.

Building information modelling provides the construction industry with an environment and framework for great coordination and integration of people and processes through an open sharing of data and information. A BIM environment comprises of computer-aided design tools that can a better understanding of design and construction sequences through a virtual representation of the built asset so that the construction team and owners and operators can take part in detecting and resolving conflicts in a proactive fashion.

On project delivered in BIM environment, the Client has a strong influence on the extent, effectiveness and efficient use of BIM. Client may also be motivated by short terms goals such as using virtual reality to improve acceptance of the project scope by decision makers. While adoption of BIM for mega projects is likely to generate an advantageous returns on investment, for smaller project a decision on the use of BIM should be made based on the appropriate level of maturity after a careful considerations of cost and benefits. Perhaps the use of BIM on projects should be made on grounds that BIM will be implemented to meet long-term goals in case there are several projects are forthcoming to outweigh the initial investment. It is likely that cost invested in a lifecycle BIM toolkits will be paid back via cost reduction from intelligent operations of the built asset, modernised ways of working that improves service delivery or increasing global competitiveness. BIM has been recommended by designers who already are familiar with it. Clients are likely to maximise benefits of BIM if its use is extended to include asset management and compatible software are in place.

The RIBA plan of work 2013 stages provide for an overlap with BIM tools.


Digital Construction Strategies and BIM in Railway Tunnelling Engineering DOI: http://dx.doi.org/10.5772/intechopen.87942

buildability issues and impact to the environment can be assessed. Due to the number of exchanges in a coordinated design, high level of design agility can be attained by rapidly adopting changes from peer reviewers and on so doing a design development cycle time can significantly be reduces.


An integrated BIM environment is a virtual workplace that creates a common data environment (CDE) to facilitate an efficient and two-ways exchange of data and models. Figure 2 is an input process output model illustrating a BIM environment. The most important input for an integrated whole life BIM integration is client's information requirement which brief the project team needs of the client and how they will align BIM to post project operations. Input data from fully dimensioned 2D and 3D geometric models from designers can be pushed to other specialist designers or the construction teams for feedback or inputs with a reduced risk of data loss.

The first step in implementing BIM in a project basis is for the client to develop an outline BIM strategy at the inception stage in collaboration with the project consultants. The client will prepare a statement, which will form the basis for appointing both the designers and contractors. This statement is referred to as Employers information requirement (EIR) that clearly explain why BIM should be used, its drivers and commitment and capability of the client to collaborate in a BIM environment. Where adoption of BIM is decided upfront, client must make the expectations known before appointing the lead designer. The client will also specify technical information software platforms that align with existing or recommended facilities management software. This has been confirmed though through [26]

Figure 2. An integrated collaborative environment © Kapogiannis, 2018.

where researchers shown the added value of BIM in Facilities Management in the hospitals by integrating technologies incorporating 3D modelling and beyond. Using performance based technical specifications empowers designers and contractors to come with most efficient and cost effective solutions to meet the EIR. Prescriptive requirements such as software vendors will force the supply side to incur additional costs of retraining for compliance. The EIR will also stipulate roles and responsibilities including for platforms that will be shared by several parties. It is crucial that management issues are covered in the mandate given to the project manager or BIM manager. The mandate will specify the protocol to be adopted, how information will be secured, system performance, how coordination and will be achieved and issues of ownership. At this stage it will be useful to specify if models will be part of deliverables to be used as part of tender documents.

The NBS protocol defines BIM execution plan as a response of designers and contractors to the employer's information requirements (EIR). It will be prepared as part of the project implementation plan in the pre-contract stage and will be updated after the contract is signed. The pre-contract execution plan communicates the approach to data exchange and confirms the ability the designer or contract to meet expectations of the client.

It is inevitable that a huge volume of information will exchanged through several iterations of value engineering taking place during the design and as the work commences on site. A typical design process will include internal and external peer reviews and approvals from the client. The iterative process will assure the client that the final design is optimum and guarantees good value for money. To streamline communication of information during the design and construction process the project manager will develop and maintain a master information delivery plan (MIDP) which services similar purposes as a communication plan with the focus on information exchange with main collaborators. Although the responsibility of is with the project manager but this is a collaborative document and it should be developed jointly with managers leading the design, construction and procurement. The plan answers information exchange questions such as who is creating a 3D model, when it will be prepared and based on what procedures. The plan must be specific on the deliverables including models, drawings, specifications and whether they will form part of the tender documents to be distributed to bidders. A more detailed execution plan will be agreed by a team of designers and other consultants post-contract. The information delivery plan will be incorporated in the post contract execution plan setting out a strategy for delivering technical design information as well as management reports.

### 6. BIM standards and contracts

BIM can adopt an information system that promotes a single point of truth to leverage information exchange in a spirit of collaboration and open sharing. However, it is important to emphasise that the collaboration process will involve multidisciplinary teams such as technical designers, cost consultants, facility managers, planners and other reviewers, each of them using a different software platform and are based in different geographic locations. A typical example would be a 3D geometrical models produced by the Architect. The model will be peer-reviewed by other designers before the final approval by the client. It may also be modified by other users when a clash is detected. Information exchange in a BIM environment is likely to lead to series of issues. It is now possible to adopt a BIM integrated system that supports multi applications. Another challenge will be multiple users modifying the model concurrently thereby creating version conflicts. A lockable BIM integrated system is preferred in this case to reduce conflicts and residual data loss.

### Digital Construction Strategies and BIM in Railway Tunnelling Engineering DOI: http://dx.doi.org/10.5772/intechopen.87942

The exchanged data and models are often large files and if shared using internet based technologies may results into speed and security issues which the adopted BIM system has to revolve proactively.

Considering the fact that procurement strategy and its contract is the key to operate a construction project then BIM might be a new swift that could in the future affect also the way of bid—tender relationship and its management. Crawford and Stephan [36] mentioned the "ultimately also the opportunities BIM offers in revolutionizing the way projects are procured in the first place". The below diagram (Figure 3) picks up on some typical processes associated to BIM that can be applied across different contract procurement methods.

Furthermore there are the following protocols are required to be followed in BIM Level 2 according to Digital Built Britain 2018 [37].

PAS 1192-6 specifies requirements for the collaborative sharing of structured H&S information throughout the project and asset life-cycles. This PAS standard supports the development of structured H&S information for all construction projects progressively from the outset.

PAS 1192-5 specifies requirements for security-minded management of BIM and digital built environments. It outlines the cyber-security vulnerabilities to hostile attack when using BIM and provides an assessment process to determine the levels of cyber-security for BIM collaboration which should be applied during all phases of the site and building lifecycle.

ISO 19650-1 (former BS 1192:2007 + A2:2016) provides a 'best-practice' method for the development, organisation and management of production information for the construction industry, using a disciplined process for collaboration and a specified naming policy.

ISO 19650-2 (former PAS 1192-2:2013): the requirements within PAS 1192-2 build on the existing code of practice for the collaborative production of architectural, engineering and construction information, defined within BS 1192:2007 + A2:2016.

PAS 1192-3 provides guidance to Asset Managers on how to integrate the management of information across the longer term activity of asset management with the shorter term activity of asset construction for a portfolio of assets.

BS 1192 4 outlines the UK usage of COBie, an internationally agreed information exchange schema for exchanging facility information between the employer and the supply chain.

BS 8536-1:2015 gives recommendations for briefing for design and construction, to ensure that designers consider the expected performance of a building in use. The standard applies to all new buildings projects and major refurbishments. Also aims to (a) involve the operator, the operations team and their supply chain from the outset and (b) extend the involvement of the supply chain for the project's delivery through to operations and defined periods of aftercare. The scope of the revised BS 8536-1 has been expanded to include briefing requirements for soft landings, building information modelling (BIM) and post occupancy evaluation (POE).

BS 8536-2:2016 is part of the BIM level 2 suite of documents developed to help the construction industry adopt BIM. It gives recommendations for briefing for design and construction in relation to energy, telecommunication, transport, water and other utilities' infrastructure to ensure that design takes into account the expected performance of the asset in use over its planned operational life. It is applicable to the provision of documentation supporting this purpose during design, construction, testing and commissioning, handover, start-up of operations and defined periods of aftercare.

PAS 1192-2R—specification for information management for the capital/ delivery phase of construction projects using building information modelling and PAS 1192-3R—specification for information management for the operational phase of assets using building information modelling are in due in 2018.

ISO19650 1:2018 organisation and digitization of information about buildings and civil engineering works, including building information modelling (BIM) information management using building information modelling—part 1: concepts and principles.

However there are also content, digitization, interoperability and collaboration that are figured in different maturity stages that could enable new business models in BIM and beyond. According to European Union Report [38] the levels are presented in Figure 4.

The above has been applied in the United Kingdom on the basis of keeping consistency among content, digitization, interoperability and collaboration in different maturity level during the project management life cycle. Moreover if is

### Figure 4.

BIM maturity level adopted by building information modelling (BIM) standardisation Martin Poljanšek (2017).

Digital Construction Strategies and BIM in Railway Tunnelling Engineering DOI: http://dx.doi.org/10.5772/intechopen.87942

required to see from its global implementation perspective according to Autodesk Resources [39]:

The European Union Public Procurement Directive in 2014 encouraged all member states to adopt BIM to increase value on public projects; The UK BIM Mandate will be in force in the Spring of 2016 for all centrally funded public projects in England; France have appointed a Digital Construction lead for the Ministry of Housing and announced a National Digitisation Plan including promotion of BIM; Germany's Construction Reform Commission has established a BIM Working Group to develop a BIM strategy for Germany and increase BIM adoption on projects; Austria has a published National BIM Standard. Though in infrastructure the Environment Agency (EA) in the UK is determining its supply chain BIM data requirements throughout project delivery; Highways England is running a number of BIM pilot projects to improve design coordination, project team collaboration, stakeholder engagement and project delivery; Finland's road authority has stipulated supply chain data submissions will be in LandXML InfraModel 3 (a structured data format for civil engineering) to enhance asset data records and The Swedish and Dutch transport agencies (Trafikverket and Rijkswaterstaat) have initiated a European Commission funded project 'V-Con' on BIM for roads standardisation and implementation.

The importance therefore in the use of Digital Construction in Architecture, Engineering and Construction (AEC) forces the education to adopt similar strategies into the curriculum [40].

### 7. Future of tunnelling construction

CoSpaces is an IP project funded by the EC under the IST Programme of the FP6, which has the overall objective to develop organisational models and distributed technologies supporting innovative collaborative workspaces for individuals and project teams within distributed virtual manufacturing enterprises. Thus, the use of CoSpaces and similar technologies for tunnelling construction projects will enable effective partnerships, collaborative working culture, promote innovation, improve productivity, reduce the length of design cycles and take a holistic approach to implementing production phases. Example: Video 1 available from (can be viewed at) http://cospaces.org/demonstrators.htm

This will be achieved through enhanced human communication, innovative visualisation, knowledge support and natural interaction and will transform the current working practices to be more competitive in the global market. CoSpaces proposes to validate these collaborative workspaces against three sectors: aerospace, automotive and construction. However, the impact of the technology will go beyond these three sectors due to the generic nature of the technologies. CoSpaces will undertake the ambitious challenge of developing the technical, organisational and human networks to build collaborative workspaces. This will be achieved through a systematic and integrated programme of RTD activities, dissemination, training, demonstration and exploitation activities, led by a consortium of European experts who are committed to this mission.

### 8. Digital construction and businesses

Additional reason for the use of digital technologies is to support an integrate processes and different industries in a way to meet clients' requirements. This integrated environment will allow stakeholders to share data, information and knowledge in a way to be efficient and effective during the project life cycle even when the product is in use. It is generally accepted that the client would be benefited by the use of advanced design and construction methods by understanding holistically how the final product would like. Henceforth, it will be easier to make any alterations in early stage and/or to assure that the product will be reusable in the future. Studies show that the impact of integrated collaborative technologies on team collaboration is to form a collaborative culture in all stages of construction projects. This collaborative culture allows stakeholders to use these technologies to enhance team collaboration. For example, (virtual) meetings could help to preidentify clients' requirements, hidden costs and project risks during all stages of the project that are needed, to be proactive. Moreover, stakeholders in this collaborative environment will have the capacity to design a competitive procurement strategy. This strategy will help them to run the project smoothly, eliminating risks and mapping clients' requirements to projects output and outcomes too. Beyond the added value of running virtual meetings and designing a competitive procurement strategy, the collaborative culture allows stakeholders to improve accuracy, sharing and access to project data and information remotely at any time, enhancing wellbeing and productivity. In addition, the collaborative culture can assist to develop trust among stakeholders and improve the control all project stages. So, considering that a collaborative culture could be generated by stakeholders to improve the design, delivery and hand over of a project through collaboration, then it is also required to identify how project performance could be improved.

### 9. Chapter summary

As it can be seen the application of BIM and digital construction in tunnelling engineering is vital in order to ensure consistency among content, digitization, interoperability and collaboration in different maturity level during the project management life cycle. Moreover to establish a collaborative culture enabling the next generation of tunnel project and asset managers. In addition, smart tunnels could support the society and make accessible communities where people are able to improve day-to-day life significantly.

### 10. Case study

### 10.1 TfL's BIM application on a tunnel relining project in an operational environment

Building information modelling (BIM) is a complex business process that has the potential to enable asset owners to achieve better control over their projects and assets, offering benefits throughout the asset life cycle. Many governments are now demanding that large public facility agencies adopt and implement BIM to improve delivery performance of the construction industry. Some governments have published BIM guidelines with most of these being technical specifications that are useful at the project level, but provide little support for the organisation-level adoption effort [31].

In the UK, the government published the 2011 Construction Strategy that mandated the adoption of BIM to BIM level 2 by April 2016 for centrally funded projects. Although not publicly funded, Transport for London (TfL) adopted BIM to deliver some of its capital investment projects. An example of BIM application at TfL is the award winning Bond Street to Baker Street (BS-BS) tunnel relining

### Digital Construction Strategies and BIM in Railway Tunnelling Engineering DOI: http://dx.doi.org/10.5772/intechopen.87942

project. This project was delivered in an operational environment, safely, ahead of schedule, under budget and with minimum service disruptions.

Transport for London (TfL) is an integrated transport authority that controls the day-to-day running of the metropolitan public transport network, which includes the London Underground (LU) railway. To provide a structured approach and guidance in the implementation of BIM, TfL has developed a suite of BIM documents for use by project teams delivering infrastructure projects.

The increasing population of London and the rising demand in railway usage demands an efficient transport system with minimal impact on the environment that allows for commuters to travel safely at affordable fares [31].

The LU network consists of 402 km of tunnels, which are a mixture of cut and cover sections and deep tube. Since the underground opened in 1863, London has been and continues to be shaped and influenced by its transport system, which is at the core of the city's economy. The LU lines are heavily used and some operate on ageing infrastructure (Mayor of London, 2015). Strategic network expansion is fundamental to meeting future demand and so is the need to keep existing infrastructure in good working order.

Strategic plans to deliver station capacity, signalling and rolling stock improvements are continuously reviewed, planned and delivered to minimise both disruption to the public and businesses and impact on the environment. It is also critical that the existing infrastructure is adequately maintained concurrently with the construction of capacity improvement projects. In the modern built environment where transport networks often use underground tunnels for transport networks, construction and maintenance of the tunnels is challenging and can be highly disruptive.

BIM processes, supported by advances in digital engineering techniques, are now making it possible to plan, design, build, operate and maintain cost effectively with minimum disruption. For built assets, the challenge is how to make use of the existing record information to support data driven asset management systems. The BS-BS tunnel relining project highlights the challenges of undertaking tunnel maintenance/repairs whilst maintaining the existing service. The use of BIM was fundamental in assuring stakeholders that the tunnel lining repair works could be delivered safely, on time, on budget and without impacting the train service.

Asset management processes could benefit from the rapid advances in technology that are increasing the capacity to handle large volumes of data at lower costs. The development of quicker data analysis tools and Artificial Intelligence (AI) are increasingly making data management the core of strategic planning for organisations [10] and influencing change towards data driven asset management. BIM adoption will help improve the quality of data in the asset information models and allow for predictive maintenance and ultimately lower maintenance costs.

LU is one of the oldest and most complex rapid transit rail networks in the world, with up to 5 million passenger journeys a day for the local population and business commutes. A strategic approach to asset management as guided by the ISO 55000 series is fundamental to asset performance. Periodic inspections of assets help detect deterioration of the asset condition and are used to inform decisions about remedial action required. With the increasing understanding of BIM, its application for asset management could contribute to reduction in maintenance costs and help organisations like TfL continue to provide affordable public transport.

Tunnels used for rapid transit systems are generally constructed using the cost effective cut and cover and rock tunnelling methods. Cut and cover tunnels in the built environment are more disruptive than the deep bore tunnels and have major logistical challenges during construction and maintenance. Deep tunnels are more vulnerable to water incursions that may weaken the new tunnel structure. Limited space in the tunnels also makes it difficult to undertake maintenance tasks and major repair works often require the tunnel sections to be closed for long periods of time. For rapid transit systems, this can result in major service disruptions that can attract negative publicity and political pressure.

The award winning tunnel relining project of the 215 m section between Bond Street Station and Baker Street Station is an example where BIM delivered real value for TfL. Information used in this Case Study is based on data collected from company records relating to the specific project.

Constructed in the early 1970s using Expanded Pre-cast Concrete (EPC), defects on the single bore southbound tunnel section between Bond Street and Baker Street were first noticed in 2000. Tunnel monitoring and extensive investigation identified that acid in the ground water and the desiccation of the surrounding clay regions had weakened the tunnel section, causing EPC segments to crack and the tunnel to lose some structural integrity. This increased the risk of water ingress and partial collapse of the tunnel which may have resulted in the partial closure of the line for a long time.

Closing the line would have had a huge impact on the transport network, disrupting TfL and businesses in the local area. Local repairs and comprehensive tunnel support works were carried out to make the tunnel safe while a long-term solution was considered. The decision was taken to reline the tunnel while the line remained operational and BIM was to be used to improve the delivery assurance of this challenging project. The key objectives for the project were to deliver the project safely, without affecting running the full service of 30 trains per hour on the line, to the agreed time line and cost.

### 10.2 BIM application

BIM processes, based on standards available at the time i.e. BS1192-2007 and PAS1192-2: 2013, were used to manage the information needed to design and repair the tunnel section.

Collaboration between teams involved in the project was instrumental to the successful delivery of the project as it allowed for standard methods and procedures for the production, storage, sharing and use of project data to be agreed early. A common data environment for graphical data, non-graphical data and documents was established as shown in Figure 1, to provide a single source of project data.

Digital Construction Strategies and BIM in Railway Tunnelling Engineering DOI: http://dx.doi.org/10.5772/intechopen.87942

BS-BS project information requirements were defined early from the asset inspection records and helped the project have a clear and detailed scope. The project was delivered internally and it was the first time of doing this kind of work in an operational environment. Outsourcing the work would have been a challenge as it would have been difficult to define the scope for contractors and find the one with relevant experience. To minimise the risk a key objective was set to prove that the project could be delivered before site works began. This required design solutions for tunnel repair and plant together with the delivery plan to be developed and tested virtually as proof of concept.

The existing asset records for the project were in an analogue format and were not able to help create a 3D design model. So, laser scan surveys were conducted and the resulting point cloud data was used to create a 3D model of the existing tunnel. This was stored in Bentley ProjectWise, which provided a single source of graphical project data (Figure 5).

Using the survey model, 3D, 4D and 5D models were created. The 3D design model was used to design modifications of the train used for transporting materials and equipment to site and to develop bespoke equipment used to install prefabricated tunnel segment rings. The modified train was also used to remove waste material from site, as there was no room for on-site storage (Figure 6).

Most of the work was carried out at night when trains are not running, to minimise service disruption. The shifts had a typical on-site working window of 2.5 h

Figure 5. BS-BS laser scan survey and 3D design model.

Figure 6.

Model of BS-BS train. Source: https://www.youtube.com/watch?v=eN2MBIfhxBI

Figure 7. BS-BS 3D model of train in the tunnel.

and the modified train with working platforms and carriages for carrying waste materials solved a major logistical problem and helped maximise output on-site.

A virtual reality model was created and used to demonstrate constructability of the project and was instrumental in convincing stakeholders that the project could be delivered against the set objectives. It was further used for virtual training of operators before they went to site, to improve safety (Figure 7).

### 10.3 Project outcomes

The design was completed and tested virtually before construction work started. This allowed the project team to plan and schedule tasks using 4D model and reduce delivery risks. Planning using the 4D model contributed to the successful delivery of the BS-BS project and meeting the key objectives of being delivered safely and without affecting the travelling public.

On completion in May 2015, the BS-BS project was delivered at £2 million below the initial budget of £34 million and 4 months ahead of schedule. The renewed tunnel now requires minimal maintenance and lessons learnt from the project will be passed on to future projects.

Key to the successful delivery of the BS-BS project was the implementation of BIM. BIM enabled better coordination of the project that enhanced the health and safety planning of such a complex project throughout the project life cycle. Lessons learnt from the project will be used to improve the delivery of similar projects using some of the tools developed for the project.

Digital Construction Strategies and BIM in Railway Tunnelling Engineering DOI: http://dx.doi.org/10.5772/intechopen.87942

### Author details

Georgios Kapogiannis<sup>1</sup> \* and Attwell Mlilo<sup>2</sup>


\*Address all correspondence to: georgios.kapogiannis@nottingham.edu.cn

© 2019 The Author(s). Licensee IntechOpen. This chapter is distributed under the terms of the Creative Commons Attribution License (http://creativecommons.org/licenses/ by/3.0), which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.

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[40] Issa R, Olbina S. Building Information Modelling; Applications and Practices. ASCE. 2015. https:// sp360.asce.org/PersonifyEbusiness/ Merchandise/Product-Details/ productId/233132011

### **Chapter 10**

## BIM and Advanced Computer-Based Tools for the Design and Construction of Underground Structures and Tunnels

*PanayotisKontothanasis, Vicky Krommyda and Nikolaos Roussos*

### **Abstract**

Technology and digitalization are continuously producing changes in sectors and fields of human activities. Infrastructure industry needs this support in various and extensive ways, since it affects involved parties and society overall. Even though many individual branches have been transformed, design and construction show some kind of reluctance on encouraging and implementing comprehensive digitalization. A major reason is the significantly high complexity of infrastructure projects and the extended chains of work procedures and activities that are produced. All those are applying through the whole time scale of buildings' existence. Considering that safety and durability remain always the ultimate goal, every new method and concept shall be exhaustively tested, in order to prove its value and efficiency. The current chapter aims to define and prove technology contribution all along the infrastructure sector, concentrating in tunnels and underground structures. Since evolution is proceeding in accelerated rates, future perspectives are also analyzed to provide broader visions and set indicative standpoints for potential and incentives.

**Keywords:** building information modeling, tunnel construction, design tools, automatism, clash detection, decision-making, digitalization, disciplines, IFC, interoperability, tunnel monitoring, operation and maintenance, sustainability, semantics, simulation, virtual construction, artificial intelligence

### **1. Introduction**

Tunneling projects and underground structures compose infrastructure projects including a variety of aspects concerning disciplines, scientific domains, faculties, required skills, implemented rules, and requirements. All those, as well as the included further features, are executed and applied through the entire projects' chain, that is, from the initial perception and planning, to design and development, realization, and building of structures, ending up to operation and maintenance for the whole life cycle. In order to accomplish the above, a vast variety of tools

and software and hardware items are used, aiming to combine and simultaneously fulfill all the scientific knowledge, standardized criteria, and respective codes.

The overall outcome consists of a complicated combination which is actually the core of many engineering projects. The differentiator factor is the fact that tunnel and underground structures are realized and function on a widely diverging scale (from km to detailed cm scale). More specifically, projects are realized and extended through multiple domains: survey and alignment, excavation and retaining measures, tunnel model and engineering, and detailed parts over the life cycle, such as boring machines, mechanical-electrical equipment, utilities, and many other components according to the tunnel's type and usage. Another distinctive side is the strongly interdisciplinary nature of tunnel infrastructure, resulting to a variety of specialties, stakeholders, suppliers, etc.

In combination with the uncertainty of ground properties and behavior, there is a clear necessity to detect and utilize all available and advanced design tools, with the aim to combine semantic, geometrical, and constructional aspects up to the final projects' accomplishment.

### **2. BIM and advanced design tools: definition from conception to development and future growth**

Building Information Modeling (BIM) presents an infrastructure project in the form of three-dimensional representations of elements, which can be further associated with information about other characteristics and properties [1]. The created intelligent 3D model enables document management, coordination, and simulation during the entire life cycle of a project (plan, design, construction, maintenance, and operation). The evolution of technology-digitalization and the continuous progress in software and hardware equipment provided multiple capabilities to BIM. As a result, BIM has been converted from a design tool to a separate concept affecting all areas of engineering, and nowadays, it has been altered to define a whole industry applying to fields apparently irrelevant from engineering yet using the same technology and tools, focusing on similar goals, and sharing common inspiration.

It constitutes a main principle that *BIM as a term is not defining a specific and single software or process*. BIM is the *fundamental concept* which has absolutely dominated in infrastructure. *All possible branches of engineering and infrastructure could be effectively realized through BIM processes*. The three main processes *modeling*, *analyzing*, and *monitoring* are executed and integrated through BIM. Even at cases, where conventional methods are used, BIM provides methods and tools in helping to incorporate and use the available data and output in terms of structures' completion and integrity.

Initially, BIM started from 3D representations and gradually has ended up to communicating design intent in 7D terms. All dimensional aspects are defined and accordingly updated through the whole life cycle of a project (**Figure 1**):

*3D aspect*: Geometry, semantics, physical visualization, clash analysis

*4D aspect*: Time scheduling, project phasing simulations, activity progress, virtual construction

*5D aspect*: Cost-budget tracking, cost analysis scheduling, estimations for materials, equipment, man power

*6D aspect*: Sustainability, energy consumption analyses, infrastructure performance

*7D aspect*: Facility management, operation, maintenance, scheduling, project phasing simulations, activity progress, life cycle

Since BIM has dominated, several standards, codes, and terms have been established in order to provide rules and guidelines and to facilitate design and *BIM and Advanced Computer-Based Tools for the Design and Construction of Underground… DOI: http://dx.doi.org/10.5772/intechopen.88315*

**Figure 1.** *BIM dimension terminology.*

construction, while securing consistent and efficient processes. According to requirements, several indicators could be used.

*BIM maturity level* is used as a term, in order to describe the ability of the whole infrastructure chain to manage and exchange information. *Levels vary from 0 to 3* indicating low collaboration up to full integration [2] (**Figure 2**).

*BIM level of information* (*LOI*) indicates the information content provided through elements' attributes. Regarding tunnels, attributes could range from the definition of alignment up to describing materials for mechanical equipment. LOI of models describe semantics of relevant elements, and it depends from the type of structure, discipline, submission procedure, etc. (**Figure 3**).

*BIM level of development* (*LOD*) indicates the degree of completion and specifies the level of clarity and reliability regarding the information we could extract for an element. It is actually a measure for the achieved refinement of models at a specific stage [1] (**Figure 4**).

**Figure 2.** *BIM maturity levels [2].*

**Figure 3.** *BIM level of information [3].*

**Figure 4.** *BIM level of development, shield tunnel case [1].*

### **3. Why BIM?**

### **3.1 Tunneling complexity in terms of conventional tools**

Through the years, many tools and products have been used for the realization of underground infrastructure projects. The efficiency and produced relations of quality, time, value, and integrity vary at each case accordingly. The continuous and significant development of software and hardware and upgraded technology are the regulators of growth. Obstacles are overpassed, and solutions are detected and applied for repetitive and common issues. However, available conventional

### *BIM and Advanced Computer-Based Tools for the Design and Construction of Underground… DOI: http://dx.doi.org/10.5772/intechopen.88315*

products do not support the multi-scale and multidiscipline aspects required to properly handle large infrastructure projects or smaller specialized ones. Moreover, the nature of underground and tunneling engineering is clearly distinguished by the degree of scientific data interpretation, which is spread along the time and size extents of the projects (**Figure 5**).

The successful execution requires the use, exchange, and "translation" of data in different formats, in order to be used as input, parameters, factors, and constraints. In the majority of cases, small differentiations, omissions, and lack of parameters have a decisive influence at design and construction, varying from favorable to conservative, according to the case. A quite common issue for engineers is dealing with data in a form difficult to be handled, such as reports, measurements, and observation results. There is a particular variety of input from boreholes, scanned documents, earthwork reports, mapping layers, photographs, geo-referenced files, etc. Additionally and according to each case, we have to include water designs and surveys, drainage network connections, road networks, underground and superficial deposits, linear features, and so on. Consequently, the overall performance could include disputable error margins, unclear parts, liabilities, underestimation of risks, or creation of fake ones.

In few words, the conventional and traditional tools, even at their most updated versions, provide us a theoretical simulation of tunneling projects, directing us to several debatable assumptions. The final results and output from reports to drawings and calculations are actually representations on the ideal basis that the taken assumptions are fully satisfied. This is due to the fact that engineers have to deal with a heavy use of 2D information and large volume of static documentation and descriptive data. Consequently, there is deviation from the real behavior of the structure, especially in the part of interaction between the real structure and the physical world. The necessity of a liaison concept is fulfilling and indivisibly connecting design, calculations, construction, monitoring, and so on has been forcibly revealed. BIM tools and procedures act determinedly providing not just particular solutions yet reforming and expanding procedures, strategies, and possibilities.

### **3.2 BIM's role between common and new challenges**

Isolation is the critical key to maintain data integrity and security, while linking is the productive key. BIM stands from its own definition to be the effectual key connecting those two concepts. This is the defining factor for the effective use of BIM on a project [4]. Translating and interoperability of information, while keeping a continuous access to the native form of data, and transformation from one software to another are basic parts of BIM's core.

In modern era, *value engineering* has been established as a major demand. Projects need to prove value and performance and achieve specific targets and rates from conception to operation and maintenance. Projects are no longer considered as single and separate entities, but they are incorporated into the wider economic and social environment, interacting with other structures—and not only during the construction phase. New needs of resources' savings are revealed, and new terms such as waste management, energy performance, etc. are introduced. Engineers are dealing with the process outcome and transformative business before even starting the actual work. More than ever before, we are asked not just to construct but also to deliver the services that a project is intended to provide. Associated risks and hazards are also transferred to engineering. The output and the overall footprint must be clearly *defined, measurable, and documented*. The realized design logic shall optimize a combination of tools and solutions, in order to address those outcomes.

To continue to further aspects, urbanization, failing infrastructure, and increased risk of natural disasters underscore the need for a stable, fit-for-purpose built environment [5]. Considering the contribution of infrastructure to the global economy, the produced energy footprint, in combination with required natural and human resources and respective produced waste for the realization of the projects, we are at a point where we have to include aspects previously considered as elaborate and exaggerated yet now totally necessary in order to be competitive and effective. Growing of population and incessant accumulation of people in urban areas are incrementally feeding the necessity of building new structures. Numerous work sites are running at the same time, requiring detailed time and cost schedules to be planned and actually followed without deviations. It would not be an overstatement to say that our world is a living evolving construction site continuously requiring updated tools and ways to exist and run.

Tunnels, in addition to the above, have the particularity to influence and interact both in-ground and underground conditions and environment. This interaction is dynamic, especially during the construction phase, and it consists of the critical concept, demanding a constant reflection at every single part of the life cycle. Thus, additional parameters and difficulties are created, definitely directing us to proceed further to nonconventional methods and procedures.

The fundamental strength of BIM entails on being a process that runs over the entire asset life cycle, providing a digital and actual representation of physical and functional elements, continuously contributing to decision-making. BIM proposes *a general methodology for creating and building multi-scale product models which combine semantic, geometrical, and engineering aspects* in a steady, coherent, and reliable manner.

Since tunneling is actually a link between ground and underground, BIM allows to be closer to an ideal final design, created and fit to frame existing site conditions and socioeconomic and environmental requirements and specifications. Besides tunneling, the design and building of truly complex, interconnected systems carry huge *risks*, unlike other industries and projects. A risk, not always noticed, is the one of delivering assets and systems designed and calculated on time schedules and prices at a time scale of years (or even a decade) ahead of the final product itself [5]. An additional risk refers to implemented techniques and materials' estimation and maintenance.

Another reason, which reveals the necessity of BIM implemented in advanced design tools, maybe even more than the building of new projects does, is the *monitoring, repair, and renovation of existing ones*. In those cases, there is an accountable amount of work, energy, resources, etc. consumed in registering the existing conditions and detecting deviations from the original design—if of course a full documentation is available. We are facing the consequences of data waste, that is, not using the data or recreating data through the project's life cycle. For engineers and parties, already experienced in BIM concept, the waste of time and energy is absolutely obvious, since they can easily identify the parts they could skip and already resolved if the design was generated by BIM.

In order to meet the already challenging demands and the newly created ones, the enhancing of automation capabilities of infrastructure software is a more secure way. This fact is strengthened by the level of automation and technology appearing in every aspect of the modern world; therefore, *we could not serve an upgraded project by traditional and conventional tools*.

There is also a *global direction* to incorporate tunnels in larger infrastructure, creating intricate complexes of tunnels, bridges, highways, roads, etc. In addition, many projects are designed with long-term visions aiming to constitute international and cultural points of reference. In such cases, the use of enhanced *BIM and Advanced Computer-Based Tools for the Design and Construction of Underground… DOI: http://dx.doi.org/10.5772/intechopen.88315*

automation is unquestionable, since it not only speed up the entire workload, but also removes a great amount of it—many times tedious and repetitive—enabling to focus energy to solve more complex problems with creative solutions. Constraints, rules, and challenges are no longer dictated only from engineering criteria, since we are addressed to a global and international market.

*The collaboration of modeling, calculation, monitoring tools, the integration of all software parts to a common environment, and the sharing of information in digital data are some of BIM's cornerstones*. BIM's technology provides the ability to quickly and costeffectively capture information about the physical world and make it digital. As this technology is developing and being implemented in projects, we get closer to having a true digital mirror of our physical world [5]. This massive uptake of active collaborative data production demands not only to ensure that we do not neglect any part yet also to guarantee information storage, integrity, and security in our projects. In the world of cloud, mobile, and social connectivity, it is more than obvious that our tools could not remain idle ending up to be obsolete and practically useless (**Figure 5**).

### **3.3 BIM's role between common and new challenges**

Focusing on future directions, many universities worldwide have already included training classes of advanced 3D design and 3D computational modeling. Educational institutions are the core of knowledge, research, and novelty, so it is quite evident that they should actually convert to pioneers of BIM development. Encouraging of investments, fostering faculties' collaboration, and orientated training should already been considered as top priorities. Future engineers must be prepared and skilled to deal with real and demanding problems. The entire direction of their education must be reformed and make clear that engineering faculty requires a wide diversity of knowledge and continuous edification.

**Figure 5.** *Tunneling design/construction demands—new challenges [6].*

*The following are indicative references of software-specialized companies and tools, widely used in infrastructure projects for design, model, analysis, monitoring, etc.*: Autodesk [7]: Revit, Civil 3D, Navisworks, InfraWorks, BIM 360, ReCap, 3ds Max, Fusion 360; Nemetschek: AllPlan, Bluebeam, SCIA; SOFiSTIK; BIMobject; Plaxis [7]; Bentley Systems; Leica Geosystems; AEC3; Trimble.

BIM stands as a unique concept fulfilling in a verified and upgraded level the rules of engineering in combination with the necessities of the present focusing to the future. The world operates and moves forward requiring the consideration and affiliation of enormous information amount, borders have been eliminated, and projects are performed internationally affecting not only a narrow society and area yet interacting in a global scale. This interaction is fully exposed to socioeconomic criticism, especially on the preliminary and building stages, since we have to deal with investment concerns and unproven performance of an unfinished structure. In our digital world, every engineering construction, regardless of location, size, or cost, is accessible even from mobile devices of affected citizens, at cases long before construction and even regulatory approval [8]. Considering that tunneling projects hugely affect people's daily life, having a direct impact in a time scale of many years, we are not allowed to reject any innovative tool. And above all, infrastructure has to stand solid, safe, and functional through the years, enabling people's prosperity and production of economic value. This necessitates that all involved parties and first of all engineers change the way they work and overcome worries affecting these goals and achievements.

### **4. Benefits through procedures and workflows and uses and tools from point zero throughout structure's life cycle**

It consists of an undeniable fact that BIM's favorable and beneficial impact is not at all isolated in specific parts; however, it extends to every aspect of tunnel and underground projects from the initial inspiration up to the end of construction lifetime. The benefits apply to all involved procedures (modeling, analysis, etc.) and parties, directly and indirectly and similarly to BIM's philosophy of linking, integration, and cooperation; those benefits do not work separately, yet they are interconnected and interacting (**Figure 6**).

### **4.1 Interoperability achievement**

To start with the physical and *geometrical aspect*, BIM creates an absolute and real three-dimensional representation of building components. The meaning of representation may not be so inclusive, since we are talking about a realistic visualization not only for the main structure yet for any other desired auxiliary or interacting part of structures and surroundings. BIM tools are not allowed by default to design with geometrical inconsistencies and errors. In tunnel and underground infrastructure, this is even more valuable, since arched, skewed, and complicated geometries are common. Saving of time and energy is large, not to consider the errors and discrepancies that are avoided. These advantages are even more enhanced considering the combination of all involved disciplines in each project. For example, mechanical and electrical parts are designed in an actual detailed level, in order to facilitate the subsequent construction stages. There is a variety of tools and software, executing clash detections, combining models of different formats into a single project model.

One of the main key words proving the change that BIM has brought to infrastructure is the *interoperability*, which throughout the years and during BIM's usage has been evolved to a whole concept for the engineering faculty. With the aid of

*BIM and Advanced Computer-Based Tools for the Design and Construction of Underground… DOI: http://dx.doi.org/10.5772/intechopen.88315*

network servers, cloud services, etc., the design is executed in an integrated model, which combines all desired disciplines, design-construction stages, and the input from all involved parties. This model could be comprised from an unlimited number of other individual models, organized on a specific structure. Many teams and faculties are able to work on the same model simultaneously. All parties have access to a *common data environment* (CDE). This model sharing accelerates the internal coordination and boosts productivity and project development. The CDE is shared to all parties and stakeholders; therefore, at any time information is accessible to its updated status. We are actually dealing with a totally new and highly upgraded perception about structures' accomplishment.

### **4.2 Evolution of calculation tools**

One of the key breakthroughs that BIM has brought in engineering is the full assimilation of structure's calculations with semantics, geometry, sequence, and any other aspect of the project. Analyses and computations are no longer treated as isolated tasks, yet they are continuously interacting with all parts, generating a realistic representation of structural performance. The geometrical model is directly used from the respective *computational calculation software for the analysis execution*. Upgraded computational tools include geometrical aspects and structural considerations enabling the interpretation and replication of constructive elements and their mutual interaction. Each alteration and adjustment during design-construction from minor ones to complete conceptual modifications are directly reflected to analyses, which are no longer error-prone to manual drafting updates. A direct impact of this linking is obvious in workload, and the required time is rapidly reduced in all stages, from preliminary to detailed and as-built design, including intermediate rework and modifications. Each involved party shares this benefit, and moreover there is not anymore a reason to hesitate for testing alternatives and different techniques. Integration of actual structure and engineering behavior promotes the scientific field, since engineers are more flexible and confident to conduct forensic analyses, enable multiple code reviews, and test many different failure criteria.

Calculation tools have been developed in all directions, offering a vast variety of options and libraries aiming to cover all cases, theories, criteria, etc.

*Element types*: structural components are completely defined based on geometry, stress-strain conditions and function, critical state, etc. (trusses, beams, interfaces, flat/curved shells, damping points, embedded components, plane/complete strain, anchors, tendons, springs, and so on). Engineers are able to fully define the overall function of the analytical element, in order to ensure the proper simulation of engineering response.

*Materials and computational criteria*: isotropic, homogenous, orthotropic materials. Self-healing concrete behavior and integration in construction. Temperature dependence and energy associated with material's shape. Evolution of Young's modulus in model codes, laboratory curved, or customized subroutine. Crack prediction in linear/nonlinear analysis. Maturity dependence of shear behavior, tension softening, and compression. Creep/shrinkage in transient mode. Material aging, plasticity, hardening, and hysteretic models for steel reinforcement. Viscoelasticity with temperature-dependent Young's modulus. Overall, physical/material properties, engineering criteria, and behavior are explicitly defined and fully incorporated in all computations.

*Analysis types*: upgraded software is equipped with powerful solvers in order to optimize solution procedures for all types of linear/nonlinear/dynamic complex models with accurate results and fast computations. By this way, engineers have also the option to simultaneously perform more analysis types finding the best

structural option and achieving a better understanding of design intent, yielding less errors and omissions. Besides the typical ones, more complex and timeconsuming types are added: construction stage analysis, seepage steady or transient, drained/undrained analysis, saturated flow, consolidation, pressure-dependent degree of saturation, porosity, soil swelling, P-delta analysis for second-order effect, dynamic analysis, liquefaction, strength reduction (phi-c), ground stratification from borehole data, use of relaxation factors to model body's 3D behavior during excavation, and frequency response.

A serious impediment that engineers are dealing with in calculations is the generation of an *accurate and representative mesh*. New tools use different input, hybrid mesh, and Boolean operations, generating 3D surfaces and intelligent node-to-node connections; simulating even small, very distorted fissure elements; and eliminating local imprecisions. These effects are extremely essential to obtain a consistent model, since errors, thin faces, and local inconsistencies lead to failures during the simulation, as model's continuity is not guaranteed. Using BIM, mesh follows structure's irregularities, and objects with complex geometry do not require excessive simplification. Complicated geometries, like intersections, junctions, caverns, elevated structures, etc., are not anymore resolved with questionable assumptions. Moreover, 3D meshing procedures of higher order displacement interpolation, 3D inclusive interfaces, and triangulate surfaces for faults and horizons from geological data are feasible.

Another typical however intricate task of calculations is the definition of *boundary conditions*. Similarly with other aspects, different types, values, and theories can be performed to investigate and conclude to the more realistic ones. The definitive advantage is that computational model could be directly compared with field measurements and gives us an assessment of model's reliability.

All those could be further developed using *event simulation* and time history analysis to simulate different stages/events during the life of the structure and model more realistically the stress state at any time, leading to identifying of potential deficiencies, which may cause damage or reduce performance. Phased analyses with load history and sequencing combined with dynamic, thermal, etc. loadingunloading, and material behavior determine worst-case reaction and stresses.

Since multiple cases and scenarios could be analyzed, the form of derived *results and output* acquires major importance. New tools provide useful options for automatically produced and updated diagrams, plots, etc., easily compared and providing possibilities, since it becomes quite easy to visualize the influence of design scenarios/changes across different iterations and isolate specific parts. Software could even provide interpretation of analysis and *solution procedures* through automatic solver selection. Based on the results, preliminary design of other disciplines could be generated, for example, 3D rebar models.

All of the above enable different and realistic decision-making, since engineers are able to identify critical stages, recognize problematic regions, and detect vulnerabilities. Initial hypotheses are tested, evaluated, and progressively adjusted to reach an actual consistence with experimental tests and realized construction. Physicaldesign-calculation models are interactively reflected from one to the other. Options like shape and material optimization, especially in reinforcement, are evaluated based on reliable and actual data. *The final tunnel infrastructure tends to be more close to the optimum balance between engineering behavior, safety, economy, and functionality*.

### **4.3 4D and 5D influence joined with digitalization: IFC development**

BIM's profits to the whole extents are realized through the incorporation of *4D and 5D perspective*. The nongeometrical and material attributes are interrelated through all processes. Besides, the created construction phases provide a real

### *BIM and Advanced Computer-Based Tools for the Design and Construction of Underground… DOI: http://dx.doi.org/10.5772/intechopen.88315*

visualization of the building sequence. The result is a solid and actual chain of the project's entities. Models of different format and discipline are linked, enabling 3D clash detection and 4D construction planning simulation, which allow a better understating of the project, enabling decision-making and efficient resolution of issues. Clash detections are set on a routine schedule, and the execution offers the ability to check and compare the actual design-site conditions at the entire time scale. Data segregation works simultaneously with data integration. It becomes also quite clear that the generated 3D, 4D, and 5D processes provide accurate and real data regarding materials, procurement, quantity takeoffs, and overall cost. In combination with the ability of BIM to elaborate construction drawings (e.g., shop reinforcement), quantities and costs can be extracted at any time, facilitating resources' management and site planning. Procurement is regarded as a part of a broader life cycle, rather than as a stand-alone process, and actually commences from the inception stage finishing when the project is delivered for management. All those are proved to be huge assets for companies and contractors, especially in tender stages. Time and cost records, which previously were considered as approximate estimations are now reflecting reality throughout the work procedure.

*Prior to construction*: BIM could act in a precautionary manner, reducing discrepancies and rework costs and preventing constructability issues. Especially, this last feature consists of a valuable asset for engineers, who quite often deal with serious technical issues on site, several of those requiring accountable time, effort, cost, and rehabilitation actions, not to mention cases where problems are irreversible affecting safety, quality, and overall performance of the infrastructure. Due to the project's consistent better understanding, unacceptable and unforeseen circumstances can be detected, analyzed, and resolved. Especially in tunnels, we must not neglect the size factor, which acts incrementally and affects every other part. This is why rectifying problems prior to construction progression is quite beneficial, since at an earlier stage, while corrective measures are still practical, the cost of all kinds is considerably less.

As soon as excavation works and support installation start, engineers are able to make an ongoing follow-up from the already performed simulation of the real construction phases. All federated models, documents, and calculations are continuously updated through all processes, in order to maintain consistent data and conclude to transparent, accurate, and reliable workflows. As a result, site responds quicker to design changes; solution adoption is more feasible, fast, and efficient; and project delivery is apparently improved. Especially in tunneling (e.g., NATM), where engineers have to decide and keep up based on the dynamics of building progress, they are more flexible and confident to test and implement different techniques and solutions. Efficiency is checked and confirmed by simulating the actual geometry with the actual encountered conditions. Unnecessary design and construction challenges are avoided by developing an optimal route and organizing construction sequencing focused on minimizing insecurity and ideally any deficit of infrastructure realization [9]. Furthermore, BIM is the key element to meet aggressive timelines and handle massive coordination. In our days we have to deal with largely extended projects, where a great number of firms, authorities, subcontractors, consultants, and people of various faculties have to work on the same line. This extraordinary level of coordination is practically unfeasible and non-affordable to be achieved with traditional and conventional 2D methods and procedures, even the most evolved ones.

Keeping up with BIM's profit enumeration, we should include the features of *digitalization and automatism* in infrastructure. Those features act with all the already mentioned aspects and benefits, enhancing in an absolute way all capabilities and offering a decisive boost to progress and evolution. Repetitive tasks are

simplified and at cases even eliminated. There are plenty of ways and alternatives to build scripts and conduct routines for complex recurring tasks, quickly and efficiently. Visual programing tools help engineers to analyze and design data, standardize tedious workload, and aid in processing. Easy tasks are now executed automatically and the most complex ones in a faster and more accurate way. The exchange of input and results between design and calculation software formats not necessarily compatible—occurs on a regular basis. Time and energy consumed on a specific software are saved from other parts of the workflows, since all kinds of information produced are circulated and used as an input. BIM by default enables the reuse of information generated during modeling and calculations, avoiding data duplication and inconsistencies which typically occur when different parts process the same input.

The most common "translator" used widely in infrastructure is the Industry Foundation Classes (IFC) [10]. IFC is an open common data format/structure transferring and decoding information. It works as an open data model schema for the definition of components' geometry, physical, and engineering properties, providing a rigid and authoritative semantic definition of the elements and the produced associated relationships, dependencies, and properties. IFC is documented as an international standard, and due to its extended usage and proved efficiency, it often consists of a major requirement in projects' contracts and standards. In this way, all involved faculties have a common language, which becomes even more valuable in our era, when projects are typically accomplished from people and accompanies of different countries. In this way the design is not reliant on a particular software. Moreover, information could be used and tested from one project to another, in order to compare and verify results. Modeling information exchange is targeted, working on the principle to only share what is relevant and applicable to specific activities and disciplines, using IFC as a parent data schema. In combination with other applications, components could be analyzed and monitored with the goal to improve performance in the entire range from engineering to operation and cost. IFC acts as catalyst, tightly interlinking the processes and forming an iterative loop of communicated information in the flow of investigate-plan-design-calculate-construct-monitor-operate-maintain.

### **4.4 Monitoring: risk assessment and hazard control**

A main task of a project's design which is also continuously present during construction stages and operation is progress and performance associated with *risk and hazard control*. All project decisions come with both short- and long-term implications and risks. The key to success is to understand the impacts and act in a precautionary way taking full advantage of *advanced monitoring*, using high technology equipment combined with scientific experience and correct engineering assessment. In *monitoring*, BIM can work with many digitalized tools and equipment, in order to provide measurements and results of the current condition. Moreover, with the use of the already elaborated models and calculations, we are able to compare results between the designed and the current state and consequently verify our estimations, in order to proceed to probable modifications and even prevent emergency situations. Gathering and evaluation of data are quite critical during temporary states and works. However, this has to be implemented without disturbing and dragging back construction progress. In our days, *drones and 3D laser scanning* resolve the issue of space and access, while they also provide trustworthy results which can be easily handled and exported for further process. Optical fiber sensors can be installed on any place without compromising structure's functions.

Monitoring tasks are not based anymore on single measurements, theoretical assumptions, and hypothetical cases. Upgraded tools have widely extended the fields and potential of monitoring. New devices offer the ability to measure both static and dynamic events and detect and filter fake measurements and temporary obstacles, while ensuring good temperature compensation, which is a must, for facing several environmental conditions. Strain gauge-based sensors have an advantage of high long-term stability, being operational during the whole lifetime, without needing recalibration. Crack detection and crack shapes are realized on a reformed basis, and in combination with calculation software and hardening concrete models, we have the valuable asset to predict cracking. The range of collected data is spread on multiple fields and in all construction phases, such as measured and expected displacements, loading of shotcrete lining, surface settlements and spatial distribution, ground deformation in the area of structures, allowable distortion or curvature in the expected influence area of the underground construction (buildings, railway tracks, gas-water pipes, wastewater sewers), corrosion and fatigue of concrete, reinforcement, and any material. Laser scanning delivers accurate and reliable complex cavities, openings, and as-built plans, allowing performance of exact volume calculations and quantity surveying tasks, monitoring of construction, and detection of narrow areas in advance. The total outcome enables engineers to identify structures' "normal behavior," detect deviations on time, and assess and predict all types of displacement development and ground conditions. A live and continuous comparison of designed, predicted, and measured data is feasible, and any party has easy and transparent access. In special and accidental cases, as earthquakes, smart sensors study the resonance behavior, in order to better predict structural performance. Sensor technology, combined with seismic and time history analysis running on as many ground motions as needed, provides response histories and maximum global seismic demands solely based on sensing results without making any finite element model. The affiliation of records with BIM models can also conclude to suggested design alterations and/or corrective measures.

Using those records, a series of cases can be detected, and workflow efforts can be managed to mitigate risks. Benefits of reliable risk and hazard control apply

to construction workforce, as well as to project operators and maintainers and of course to users and general public. Dangerous activities in use and operation are recorded and handled. Critical equipment during work execution is protected properly, and the planning for emergency and alarm situations is realistic. Specific feasible plans and schedules for managing construction and functional hazards are conducted and timely implemented. We are able to define substances and components hazardous to safety and health. The goal for monitoring project structural health is to form a database for tracking the behavior of structure and avoid any potential deterioration in safety and performance (bearing capacity, stiffness, serviceability, durability). This whole sector is quite critical, not only because it is required by legislation, yet it applies on the essence of engineering that sets as a first and central priority the assurance of safety and integrity.

### **4.5 Maintenance and operation aspects: productivity growth**

*Maintenance and operation* are features systematically neglected in infrastructure sector during the design and construction stages. We end up consuming great amount of money and energy on those through the life cycle of projects, and at cases those costs even exceed the cost of design and manufacture! BIM provides a series of procedures to manage those issues. The accurate costs, demands, and activities can be planned and calculated in advance, interacting precisely with projects' development, qualifying optimization design against future demands. As-built models and centralized data systems remain at the disposal of projects' operators, subject to revisions. Renovation of existing structures is released from inconsistencies, becoming a feasible and functional solution. BIM can be leveraged in the entire construction network management. By using the information in external data sources, the optimal distribution of capital, time, and resources is plausible to meet defined objectives [4].

It consists of an undeniable fact that the application of BIM philosophy integrated with advanced tools affects *productivity* in a positive way. Each one of the mentioned aspects and benefits has a direct or ancillary impact in job performance and productivity. The more easy way to modify and revise the design, while ensuring that alterations are communicated and shown at all respective deliverables and disciplines, becomes clear to every BIM user from the very start of application. This is enhanced considering the new ways of dealing with repetitive and tedious tasks. In general, the ability to communicate design intent and ongoing work progress, associated with the continuous access on actionable records of project's current and foreseen status, promotes the boost of job performance. Time schedules are visualized, and suggestions for improvement are easily communicated in order to optimize sequence of activities. The meaning and value of collaboration and teamwork are apparent more than ever before and in a broader extent. Transparency is finally present in all procedures, enforcing hazard identification and engineering judgment and responsibility.

A common practice in engineering is using references and already realized projects as a source for already resolved cases and evidence of fixed issues. The truth is that engineering faculty has not been quite committed and diligent on saving and organizing the bulk of information generated up to the structures' accomplishment. Regarding maintenance and operation time, lack of data is even more evident, and even at cases, where records are available, they appear to be inconsistent with previous phases of design-construction. This issue is partially justified from the fact that before BIM implementation, retaining and updating the entire information of a structure in a secure and useful manner required time and resources, ending to unaffordable costs. Thus, a vicious circle has been created, since we are actually

### *BIM and Advanced Computer-Based Tools for the Design and Construction of Underground… DOI: http://dx.doi.org/10.5772/intechopen.88315*

constructing the same type of projects with a vision to be more advanced, without using past experience and acquired knowledge. In this major wound of successful infrastructure, BIM provides solution not just by offering a database yet by giving the option of *parametrization*, since no project could be identical to an existing one. BIM enables the easy, accurate, and functional creation of databases and libraries to include all models, input, output, and deliverables all through the life cycle. This is an innovative way to accelerate the design, without jeopardizing safety and quality, since the performance of existing structures is recorded. Moreover, databases are used as tools of further examination and checking and not as an automatism or magic solution used without judgment and evaluation. Each new project has the opportunity to be raised on upper rates of quality and performance. Civil projects appear to be standard; however, differences occur each time, even more when considering that we have to deal continuously with new demands, materials, etc. Advanced software formats enable the creation of parametric elements in all attributes, geometrical, nongeometrical, physical, computational, material, classification, and so on. Models can be built with certain constants and limitations, while enabling parametrization in other parts that could act in a dynamic and variable way. In practice, it is easier to use the right points and nodes to start the design, than creating something new from scratch [11]. In tunnels this applies from the generation of geometry, to load cases and combinations, excavation categories, implemented support measures, reinforcement, niches, utilities, and practically the entire range. We end up creating *pilot projects* by means of "intelligent" constraints and interdependencies between model elements. In combination with BIM's ability to speed up the completion of repetitive design, projects' accomplishment settles in new standards.

The constantly increased demands of modern world have raised the levels of project delivery. The large number of ongoing constructions on a worldwide basis and the high standards they are expected to achieve impose the improvement of all available applied methods. The factor of time tends to be one of the most important priorities and an indicator of success. Therefore, *prefabrication* has turned into a main asset. Computer-aided manufacturing is becoming a common practice. Using software simulating tools, engineers are able to create machines' setup and procedures and analyze the whole chain of fabrication. BIM models can be converted and used for the manufacturing process, for example, milling and laser cutting. A quite representative case is the reinforcement of tunnels, where the design data can be fed directly to machine tools and link design with manufacture without needing any intermediaries.

To sum up, BIM works as a binging agent and ensures a constant and smooth alignment between those who design and construct a structure and eventually those who manage and use it. Enumeration and evidence of the acquired value could be further developed and specialized at cases. However, working and interacting even once in BIM environment can provide the best proof in a concise and practical way. Importance and revolutionary changes of BIM are self-justified and overriding. Value of science, knowledge, and experience find the best means and paths to be expressed, quantified, and implemented in infrastructure. Technology, automation, and digitalization act as conductors of this evolution, incentivizing all forces to reach successfully the final achievements.

### **5. Case studies: metro projects and underground structures**

An increasing request for the use of underground space has been fostering the tunneling industry during the years. In combination with renovation and repair necessities, there is an immediate demand for the progress and use of advanced

numerical simulation tools. Those urgencies are even more fed by an increasingly intensive interaction with ground structures, which necessitates not only a common and functional operation; however, it also reveals hazards and risks from the construction stage up to the whole life cycle.

Civil engineering is particularly risk-averse. Conservative nature has been deeply established in the entire industry, in order to balance uncertain factors and unpredicted conditions. BIM involvement in advanced tools of *structural and monitoring analysis* has already caused great difference in tunneling and implemented methods. Great underground projects all over the world have been successfully delivered in those terms [12]. Design and construction have been fully developed in 5D rules. This level has been conquered and consists of a prerequisite. The distinguished difference, which has been achieved in tunneling, is modeling linear structures joined with complicated sections (enlargements, shafts, junctions, etc.) in a background of ambiguous behavior regarding strength and deformation. *Representative cases of built projects and potential of 5D up to 7D development are mentioned in the following*. Some of them are in initial stages; however, the field is favorable and promising for quick progress [13].

Starting from *ground investigation*, an initial model is generated using the advanced monitoring tools—preferably 3D laser scanning—and locations for exploratory holes are identified. Real-time data gathered from the field are communicated to geotechnical laboratories, and after tests and process, the results are consistently introduced back to the *geotechnical model*. Tools are used to visualize this information, interpret data, and conduct reports. Besides verified and interpreted data, the digital model must also represent and use the state of uncertain knowledge. This is a crucial ability, which BIM offers comparing to traditional methods. Produced results assist to further refine the geotechnical model, and material properties are added to physical zones including also the time-dependent behavior within the model. In continuation, all geometry-engineering attributes are inserted as input into analytical software. Special purpose models related to specific requirements can also be assembled to a coordination model. As the design is built and altered, the analytical results are automatically updated. Although complete digitalization is not yet feasible, data can be easily exported and transferred to the analytical software minimizing the need to retype. Laborious interpolation and extrapolation of the determined ground evidence and connection of individual boreholes to form strata boundaries are executed in a more advanced and secure way.

The produced comprehensive *3D finite element simulation* model reflects the relevant specifications and auxiliary construction measures, both temporarily and permanently. BIM cases incorporate soil improvement methods, ground freezing, saturated soil, grouting, retaining measures, special formworks, temporary props, etc. All techniques could be either designed initially from engineers or advanced tools could be used to simulate suggested alterations based on the results. 5D importance is more amplified due to the fact that support measures extend through several rounds. Models are built as in real construction, including portal areas, cross passages, launching structures, emergency exits, etc. Differences of excavation from the designed to the actual stage is clear. For the relevant tunnel types, temporary and final lining, deformable shield, and segments are simulated accordingly. Complex numerical analyses are overpassed via a unified, IFC-based product model, directly linked to the numerical simulation software, contributing to decipher and integrating the initially unrelated data. Instead of converting data and jeopardizing misinterpretation or loss of information, data models coexist and provide coherence and continuousness (**Figure 7**).

A special challenge in metro cases is the fact that critical decisions are made on a quite early stage, having a significant and ultimate impact on the direction of the *BIM and Advanced Computer-Based Tools for the Design and Construction of Underground… DOI: http://dx.doi.org/10.5772/intechopen.88315*

**Figure 7.** *Interdisciplinary model linking in metro cases and underground structures [6].*

final design. This is why the execution of *intelligent analyses* demands accurate existing condition data integrated to thorough semantic modeling. Tunnels must resist to the least favorable combination of parameters, so the produced interfaces must be capable of taking into account lower and upper limits of input ground parameters (E modulus, cohesion, lateral pressure ratio, friction angle, etc.). Calculated and forecast deformation and convergences are derived for the main as well as for ground and surrounding structures. On an early stage, this settlement effect can lead to alignment variants. Collision detection is performed, to detect clashes with existing and planned structures or fault zones in the ground. *A series of engineering calculations can be performed in a reliable way through the advanced tools, without simplifications used in the past*. Groundwater treatment and forced alterations from excavation works can be measured and reflected in results. The same applies for flood, traffic, sonic effect, noise protection, ventilation, smoke extraction, and evacuation simulations. Modeling the interaction of all those challenges offers to engineers and stakeholders various design scenarios, influencing the project in a definite way: extension of tunnel, shortening a trough structure, option of cut and cover, mechanized tunnel, etc.

To further establish the above, the *experience of complete metro and underground structures* consists of the best evidence. Modeling, on direction of 7D terms, is even more critical, since the project interacts from the beginning with urban and socioeconomic environment and rapid adaptability has been a consistent demand. For example, it is quite common to deal with difficulties in finding convenient places for shafts and stations due to existing infrastructure, expropriation, and intervention in social life but also due to other parameters, such as crooked and intensive settlements during excavation works. Unique challenges could be also encountered, such as archaeological findings (**Figure 8**).

The reduction of time that the use of BIM has brought in workflow processes is even larger due to the size scale. Ground models cover an extended area through the alignment, which means that besides the initial process of data, accountable amount of rework is required for any alteration. Reality capture methods, advanced monitoring, and automatism in construction make all procedures of a project site fast and less painful. As the work progress continues, changes are imported and updating all models, calculations, and consequently results. 5D models are capable of representing the caused variability of scheduled dates and resulting cost consequences. This is very important, since a factor typically derails time and cost schedules are the repetitive variation

### **Figure 8.**

*Metro cases and underground structure models in minimum 5D design [6].*

orders, requested for a series of reasons such as clashes on disciplines and constructability (**Figure 8**).

*Operation and maintenance* in metro projects dominate the life cycle, since a typical period is about 80–100 years. Over the entire use, the nominal costs reach the magnitude of the initial investment. This is why a digital twin of the integrated model must be used to update all systems, components, and landscape. A detailed strategy plan for this purpose can be developed in advance, offering exact knowledge to operators, instructions for optimum facility management, simulations of structures' behavior, and renewal options. Occupational health and safety plans in metro projects are not anymore disregarded; on the contrary we have virtual reproductions of hazard analyses, escape and rescue routes, rescue facilities, visualization of accident risks, and access restrictions.

All mentioned and elaborated benefits of BIM concept apply and provide huge advantages in tunneling design-construction, monitoring, maintenance, and operation. As we are proceeding to a complete incorporation in tunneling, further ways and tools are tested, and we are able to have documented performance, remove impediments, and achieve effective risk assessment. We are not anymore forced to artificially set low benchmark by the inclusion of projects that fail to deliver value. The field of improvement in tunneling remains still wide and requires changes, investment, and encouragement of innovation. The attained gains are the best motivation to remove hesitancy, stop procrastination, and finally move tunneling in the new digitalized and interconnected era.

### **6. Future, vision, and targets: the new era is here waiting for us to respond**

A revolutionary change that BIM concept has brought in infrastructure is that we are no longer imagining future as something distant. Evolution is at our disposal, and it is in our will whether and how we take advantage of it [14]. We are actually experiencing a reverse of the whole concept. In the near future, our needs will

*BIM and Advanced Computer-Based Tools for the Design and Construction of Underground… DOI: http://dx.doi.org/10.5772/intechopen.88315*

dictate tools and procedures. Technology methods used in sectors irrelevant with engineering can work as an inspiration and provide solutions to infrastructure (**Figure 9**).

Since nowadays we are using point clouds, gradually BIM models will be entirely created and built from *reality capture data*. Aerial and object photographs, points from laser scanning, etc. will be converted to 3D models, and from this start all other parts shall be accomplished. Even for underground projects, drones and satellite images are valuable, since structures are always a part of a broader urban or suburban environment.

*Virtual construction* is closer than ever to be established as a common practice. 3D models will interact with construction schedule, planning, and phasing and are constantly updated with data received from the field, providing a cloudbased project. Regular photogrammetric surveys will track the building progress also detecting physical changes in underground-ground conditions enabling live monitoring of the whole complex, including earthworks and surroundings. Aerial surveying methods can provide safety, especially on hard to access or inaccessible areas, where conventional methods could be dangerous or impractical. Especially in tunneling, where the accuracy and adequacy of geological/ geotechnical data are a top level priority, design and construction processes could be reformed at a great level. Construction management and decisions shall be based on real-world environment capture. Drones could also provide point clouds creating 360 degree photos, fly-through animation videos, and many other virtual reality experiences. Consequently, internal and approval procedures will be based on a totally different basis to convey the information. Submissions and documentation will no longer include hard copy deliverables. All means and devices, even tablets and mobile devices will gather, update, and convey information. Jobsite performance will be managed on a daily basis, and site conditions will take into account weather conditions to adjust the schedule and provide specific proactive measures. By scanning existing conditions, we will analyze requirements for future excavations, backfilling, etc., using also the produced accurate surface models.

*Job automation* is already here, and it will continue to dominate in infrastructure. It will transform older and existing industries and create new ones. Workforce will be adapted, so engineers will be interacting with technology more than ever in a technologically upgraded and sophisticated environment. Gradually, rework and redesign procedures will be part of the past, and the gained time could be used more creatively, to solve real problems. In fabrication, robots on site will be working side by side with construction workers. Workforce will be gradually moved from handling machines and equipment to handle and supervise software and input flow. All those will allow the implementation of unique techniques, since from the labor viewpoint cost and effort will be the same. *Augmented reality and virtual reality* (AR and VR) are an integral part of future evolution, and they are also entering infrastructure industry. We will get at a point, where AR and VR will work together, providing innovative experience and integrating the actual with the virtual aspect, since besides walking through the structure, we could experience pressure, temperature, materials, and so on.

Another technology asset, already in use, is *3D printing*. In the near future, 3D-printed deliverables will be a basic demand during workflows, since they could give with clarity the real perspective, overcoming limitation of visual angles. Combined with virtual reality tools, we could reproduce the actual structure. Besides that, 3D-printed components are already used in construction. With the use of robot machines, we will have the possibility to 3D print elements

of various materials, including concrete. Building of more complex geometries; reduced waste of material, time, and cost; and safety on site are only some of the benefits.

Regarding *hardware and software*, infrastructure industry is absorbing and adopting in an increased level the evolution and the generated enhanced possibilities. In addition, the dominance of *cloud services* will affect the whole sector and applied procedures. We will not spend time translating and processing data between different software, future cloud will be software free, enabling to capture, create, and edit information regardless the initial format generator. Another feasible potential is to produce multiple iterations in conceptual tools to reflect different design options or to implement modifications without having to remodel over and over again.

All the above will be integrated and conclude to a *radical reform* of concepts, strategies, and procedures. We could mention some *indicative examples*; however, possibilities and limits seem to be undefinable. For instance, imagine the typical case of a modification in our project. Regardless the extent and importance, it will not be just reflected in the model, yet it will act like a trigger, activating a series of necessary arrangements. All relevant parts will be notified, and with the aid of a proper project strategy, instructions and needful activities will be automatically initiated and communicated. We will deal with automatically generated markups in drawings and automatically updated calculations and even receive photos illustrating issues and already incorporating necessary solutions and actions. Suppliers and construction site will be informed for probable changes in their schedule, for additional required materials, etc.

The traditional 5D coordination will be moved in the initial stage of the design. Engineers will feed, for example, the software with load requirements and basic properties, and the algorithm will autonomously proceed to design and model structural, reinforcement, MEP discipline, and so on. Construction phases will be then created, considering all particular conditions and interaction with the real world. Material lists and quantity takeoff will be conducted in accordance with phases and time, transferred to possible suppliers, allowing price comparison and cost-effective budgets. Machines will use the models to start manufacture and building. Robotic cranes and equipment will receive the construction sequence, the same for prefabrication machines and factory suppliers. 3D laser scanners will monitor works, and the records will be constantly redirected to all parts by cloud services. A deviation from risk assessment will mobilize the needful processes. Imagine the case in a tunnel's site where a possible hazard automatically enables the alarm and evacuation actions. Certainly, possibilities extend to operation time, providing information for required repair actions and improving the plans of accidental cases. Sensor data from a tunnel, for example, will detect the initial forming of cracks and other malfunctions, which will be reported on time and efficiently resolved before the occurrence of failure. Through the whole life cycle, the idea is to *resolve the issue before it ever exists*.

As much revolutionary and innovative, this evolution on infrastructure appears to be the real tectonic shift will be made via *artificial intelligence* (AI) in the industry. Through AI, we will not design projects by machines, yet machine learning could enhance the expertise of engineers, by providing from the start the optimum design and construction solution. In general, structures are of specific types, built in certain environment conditions, and defined and restricted by engineering criteria, standards, and safety performance. What if we feed those rules to hardware and software, in order to obtain an optimal building and structural footprint? We will not analyze to get force and stress results, we will ask from the machine to provide us the structural system for the desired output. It might seem as a science

### *BIM and Advanced Computer-Based Tools for the Design and Construction of Underground… DOI: http://dx.doi.org/10.5772/intechopen.88315*

fiction scenario; however, AI is applied in many other sectors and soon will be partially used in infrastructure. Instead of conceiving the alignment of a tunnel and questioning for the best and feasible solution, AI will answer "which is the finest infrastructure complex and how the tunnel will be a part of it." From this point, the options seem limitless. AI will give the alignment of the tunnel affiliating ground properties, connection with road network, traffic volumes, transportation requirements, hazard control, specific codes-standards, and future development. For metro cases, additional parameters would be the connection with other lines and transportation means, land acquisition for construction, required accesses, crowd simulation, surface conditions, etc. AI could provide solutions for all aspects: applied excavation categories based on geotechnical parameters, retaining measures, rationalized tunnel geometry per type, TBM segments, required reinforcement, even machine equipment properties (capacity-pressure), arrangement on site, and generally a whole organized construction sequence. During construction, AI could adjust the design on the encountered conditions. Overall, calculated and complete engineering solutions and decision-making could be realized through artificial intelligence. We moved from drawings to models and in the next step from models to systems, where a computer will provide outcomes based on specific attributes, which engineers can review, revise, and set in function.

We conclude, that in the era of connection, instead of questioning whether the project is designed right, we will ask whether this is *the right project from the first place*. Does the tunnel need to be widened? Will it address the expectations as those have been set? We are moving to the era of *generative design*, using automatism and computation to define, explore, and choose alternatives. New expectations require projects to deliver value, and future challenges are treated like they already exist. Infrastructure should acquire the inherent capability to respond and adjust in conditions and ways beyond the ones intended when they were conceived. Environmental issues, incidence, and effects of natural and human disasters have become a reality, and previously those aspects were even ignored in the elaboration of projects.

It consists of an undeniable truth that engineers have also to operate like problem solvers and innovators. All efforts should focus on accelerating the pace of change and evolution. At last there is no need to invent more innovations if we do not test and practice the existing ones. Knowledge and technology are present everywhere, waiting for our actions and response.

**Figure 9.** *Future vision and targets.*

### **7. Conclusion**

Advanced technology and innovations have really brought radical changes in the way we design and build. Acquired benefits are more than evident, especially in our connection era of overwhelming demands and necessities. We are not justified anymore to treat the parts of design, calculation, construction, monitoring, and operation as individual. BIM concept has created a solid circle to circumscribe all parts. We are moving forward in a velocity requiring continuous alert and flexibility. Instead of being idle, showing unjustified doubt, we should deploy a focused strategy with orientated actions. Engineering faculty shall invest more to research direction and promote faster application of upgraded tools. Engineers shall be active in these procedures, being able to identify and prioritize the emerging technologies and accelerate the integration among diverse sectors. The currently noticed different levels of progress adoption shall be eliminated through investments in skilled workforce, and universities are the point to start fostering the next generations of digital natives.

As much as machines dominate in our lives, the human factor remains the governing leader, pulling the strings. Scientific research and progress have always been the driving forces of engineering, and in the era of digital and accessible information, we could be more confident on setting ambitious and challenging visions and thriving.

### **Author details**

Panayotis Kontothanasis, Vicky Krommyda\* and Nikolaos Roussos Omikron Kappa Consulting S.A., Athens, Greece

\*Address all correspondence to: v.krommyda@omikronkappa.gr

© 2019 The Author(s). Licensee IntechOpen. This chapter is distributed under the terms of the Creative Commons Attribution License (http://creativecommons.org/licenses/ by/3.0), which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.

*BIM and Advanced Computer-Based Tools for the Design and Construction of Underground… DOI: http://dx.doi.org/10.5772/intechopen.88315*

### **References**

[1] BIM Forum—Level of Development (LOD) Specification. 2018

[2] PAS 1192-3:2014—Specification for information management for the operational phase of assets using building information modelling

[3] BIM in Tunneling-Digital Design, Building and Operation of Underground Structures, DAUB-Working Group. 2019

[4] Automation in Construction. Available from: www.elsevier.com/locate/ autcon. 2016

[5] Civil Infrastructure. Strategic Industry Foresight. The Digitalization of Infrastructure

[6] Photos of projects, tunnels and structures from Omikron Kappa's archives and company portfolio. 2019

[7] www.autodesk.com, www.plaxis. com. 2019

[8] Handbook for the Introduction of Building Information Modelling by the European Public Sector, EUBIM Taskgroup. 2018

[9] Morin G, Hassall S, Chandler R. Case Study—The Real Life Benefits of Geotechnical Building Information Modelling. Mott MacDonald: Keynetix Ltd. 2014

[10] ISO 16739 Industry Foundation Classes (IFC) for data sharing in the construction and facility management industries (04/2013)

[11] Borrmann A, Ji Y, Jubierre JR, Flurl M. Procedural Modeling: A New Approach to Multi-Scale Design in Infrastructure Projects. Germany: Chair of Computational Modeling and Simulation, Technische Universität München. 2012

[12] Omikron Kappa Consulting S.A.—Projects' References and

Archives. Available from: http://www. omikronkappa.gr/ 2019

[13] Osello A, Rapetti N, Semeraro F. BIM Methodology Approach to Infrastructure Design: Case Study of Paniga Tunnel. Italy: Politecnico di Torino. 2017

[14] Digital transformation of the construction, real estate industry and urban planning used records, tools, examples etc. presented in the event. In: BIM World Munich; 26-27 November 2019

## *Edited by Michael Sakellariou*

This volume presents a selection of chapters covering a wide range of tunneling engineering topics. The scope was to present reviews of established methods and new approaches in construction practice and in digital technology tools like building information modeling. The book is divided in four sections dealing with geological aspects of tunneling, analysis and design, new challenges in tunnel construction, and tunneling in the digital era. Topics from site investigation and rock mass failure mechanisms, analysis and design approaches, and innovations in tunnel construction through digital tools are covered in 10 chapters. The references provided will be useful for further reading.

Published in London, UK © 2020 IntechOpen © Darwel / iStock

Tunnel Engineering - Selected Topics

Tunnel Engineering

Selected Topics

*Edited by Michael Sakellariou*