The digitalisation of many areas of the economy is progressing, also in construction, where the intention is to provide information about built facilities for decision‐makers concerning the design, building and operation of construction works in a consistently high quality, easily read and data‐based. Until now, digitalisation in construction has been retarded by the high complexity of construction, which should however now rapidly change. The DAUB recommendation ”Digital Design, Building and Operation of Underground Structures“ is intended to make a contribution in this regard. Recommendations from the German Tunnelling Committee DAUB normally represent ”best practice“ solutions from German tunnelling. For Building Information Modelling (BIM) in tunnelling, there is not however yet sufficient experience. There have indeed been many solutions on projects but there is a lack of the appropriate standards for systematically applicable industry‐wide solutions. The DAUB recommendations show how appropriate standards can be created. The following article discusses selected themes from the DAUB recommendations.

The capital of Qatar, Doha is being increasingly turned into a modern centre for industry, trade and sport. One essential precondition for this is the development of high‐capacity infrastructure with modern means of transport. This includes the construction of an underground railway network, which has to be completed in a very short time due to the football World Cup taking place in Qatar in 2022. The (part) project ”Metro Green Line Underground“ was awarded in summer 2013 to a Joint Venture comprised of Porr (lead), the Saudi Binladin Group and the local construction company HBK. It includes the turnkey completion of the underground part of the Green Line in the future underground system. This includes two tunnels with a length of 17 km each, six stations, crossover structures, several emergency exits and 32 cross passages and two road underpasses. The shield drive for the running tunnels began in late summer 2014 and could be completed after only 18 months of construction time in early 2016. In addition to explaining how the simultaneous operation of six EPB machines was successfully mastered, this article also describes the conventional tunnelling of the various connection and underpass structures under inner‐city conditions.

The use of Building Information Modelling (BIM) for tunnelling projects, is not yet very common in Austria or Germany. First attempts to use BIM in tunnelling are being undertaken on specially selected and supported projects, but this can only be considered a first small step. In the following article, the current status and progress of BIM in tunnelling in Austria and Germany will be described and compared. Furthermore, the article focuses on a range of different aspects of BIM in tunnelling. Particular attention is paid to the special requirements of underground mining. This regards the challenges of the state of the art software capacities concerning the complex geometrical structures of underground constructions. Another important aspect is the interaction between ground and excavation method. The physical properties of the ground will never be completely known. Therefore, consolidated basics/rules for the behaviour and treatment of the ground have to be developed. BIM follows the principle of ”first build virtually, then in reality“, for which reason construction companies have to be involved in the early planning phase. It is necessary to develop new contract models and to strive for a cooperative partnership.

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Um das Europaviertel, einen neu entstandenen Frankfurter Stadtteil, an den öffentlichen Nahverkehr anzuschließen, wird das Gebiet mit der Stadtbahnstrecke B, Teilabschnitt 3, Europaviertel erschlossen. Dafür werden zwei Tunnelröhren mit einer Erddruckschildmaschine mit einem Außendurchmesser von 7,15 m aufgefahren. Bislang lagen in Frankfurt und in der anstehenden Geologie keine Erfahrungen mit Tunnelbohrmaschinen (TBM) im Vollschnitt vor, sodass in der Planung und Ausführung große geo-und tunnelbautechnische Herausforderungen bestanden. Die Lage im Innenstadtbereich und die damit einhergehende z. T. setzungsempfindliche Bebauung stellen hohe Anforderungen an die Sicherheit. Aus diesem Grund wurden sowohl in der Planung der Verfahrenstechnik als auch während der Bauausführung unterschiedliche Punkte detailliert betrachtet. 2 Projektrandbedingungen Das Projekt U5 Europaviertel ist in verschiedene Abschnitte unterteilt. Es besteht im Westen aus einem Trog-In der Frankfurter Innenstadt entsteht das Europaviertel, ein neuer Stadtteil, der mit einer U-Bahnlinie erschlossen wird. In diesem Rahmen wird der Bau zweier paralleler Tunnelröhren über eine Länge von je ca. 840 m mittels eines erddruckgestützten Schildvortriebs mit Tübbingausbau realisiert. Der Arbeitsgemeinschaft (ARGE) U5 Europaviertel, bestehend aus den Partnern PORR und Stump, wurde vom Auftraggeber (AG), der Stadtbahn Europaviertel Projektbaugesellschaft (SBEV), diese Aufgabe Ende 2016 übertragen. Der Start zum Auffahren der südlichen Röhre hat im August 2019 begonnen. Das Projekt zeichnet sich durch eine anspruchsvolle Baugrundsituation aus. Hervorzuheben ist der Frankfurter Ton mit Kalk-und Sandsteinbänken. Als besondere Herausforderung ist der westliche Tunnelabschnitt unmittelbar nach der Anfahrt mit seinen inhomogenen Baugrundverhältnissen zu nennen. Stichworte Frankfurt; TBM; Schildvortrieb; EPB; U5 Geotechnical and tunneling aspects during the construction of the U5 in Frankfurt am Main The new district Europaviertel in Frankfurt is developed, and will be connected to the public transport system. Therefore, two tunnel tubes of 7.1 m in diameter and approximately 840 m in length will be excavated with an EPB-TBM. The ARGE U5 Europaviertel, PORR and Stump, were selected by the client, the Stadtbahn Europaviertel Projektbaugesellschaft (SBEV), to build the tunnels. The start for the tunnel drive of the south tube was in August 2019. The project has challenging subsoil conditions. Especially the Frankfurt Clay with chalk and sandstone layers is important but also the western part, directly after the start of each tunnel drive, is challenging due to the heterogeneous subsoil conditions, too.