RAIL & METRO TUNNELS | SECTOR


Left:


The two tunnels will be excavated separately using Hydroshield tunnelling and the new rescue concept will be implemented with the central third tube, as the exploratory and rescue tunnel


SOURCE: DB INFRAGO AG/ FRITZ STOIBER PRODUCTIONS


Continuing eastwards, the route crosses under


the River Isar at the Maximilianeum. As part of the construction work, a junction is already being built under the Maximiliansanlagen in the area of Rescue Shaft 7 (RS7). This will make it possible to route S-Bahn lines coming from the south into the 2nd core route at a later date. The route approaches the railway lines between


Ostbahnhof and Leuchtenbergring in a curved southern arc. The third underground station, Ostbahnhof, is being built at a depth of 16m on Friedenstraße, with optimal connections to the Werksviertel district and the new concert hall. From the eastern portal, northeast of Haidenauplatz, the new core route runs above ground and is reintegrated into the rail network at Leuchtenbergring station. It should be noted that almost all construction work


is being carried out during ongoing operations in order to minimise restrictions for users.


1.1 Tunnel construction Cut-and-cover and underground construction methods are being used for the two main tunnels and the exploration and rescue tunnel (ERS) between them. The two tunnel portals in the west and east will be constructed using the cut-and-cover over a total length of approximately 200m. The two main tunnels will be excavated using four tunnel boring machines (TBMs) and the ERS using two TBMs over a total length of approximately 6.4km, using slurry shields with single-shell segmental lining from the west and east respectively. The traffic tunnel tubes west and east of Marienhof


will be constructed with different diameters (see table) as a heavy mass-spring system will be installed in the eastern section to reduce vibrations for the track. The launch sites are located west of Donnersberger bridge (west) and in Friedenstraße (east). The TBMs are to drive the tunnel from both sides towards the city centre and into the Marienhof station, which is


located approximately in the middle, where they will be dismantled and removed. The platform drives at the main station and Marienhof,


as well as the tunnelling of the branch structure at RS7 and the excavation between the Berg am Laim crossing and the Ostbahnhof in the eastern section of the project, will be carried out using shotcrete construction methods.


1.2 Station construction At around 40m depth, the main and Marienhof S-Bahn stations will be the deepest S-Bahn stations in Germany to date. This is not surprising, as Munich’s subsoil is already criss-crossed with numerous supply lines for district heating and cooling, power lines and sewers. All underground railway tunnels in Munich already pass under the existing core route tunnel and are, therefore, deeper than it. For this reason, the new core route must run one level deeper at a safe distance. The station for the 2nd core route at the main station


is therefore planned to be located below it at a depth of 40m, as is the underground station at Marienhof. In the optimised plans for the 2nd core route, the Ostbahnhof station is now only 16m deep, as the route runs more flatly towards the surface to the east. All three underground stations - the main station, and Marienhof and Ostbahnhof stations - will be constructed using diaphragm walls (D-Walls).


1.2.1 Laim station At Laim station, located in the west, passengers can switch between the existing and new core routes. To this end, the number of tracks and platform edges will be increased to four and the platforms will be widened to at least 10m. After departing in an easterly direction, the S-Bahn descends underground.


1.2.2 Central station Munich Central Station will be rebuilt and optimised to become a modern mobility hub and serve to further


May 2026 | 13


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