RAIL & METRO TUNNELS | SECTOR
interspersed with various interconnected groundwater levels. Due to the great depth of the tunnel and the underground stations, high earth and water pressures must also be taken into account during the construction of the structures.
4 DEWATERING Due to the local geology, groundwater is regularly encountered even at greater depths and must be removed during construction, especially for the new station structures. Wells and gauges have been installed to a depth of approximately 60m. Due to the location of the Marienhof station, in the middle of the city, the extracted water cannot be allowed to seep away in the vicinity of the construction site and is therefore discharged into the nearby western Stadtgrabenbach stream during the construction period. At the main station and the east station, the water will be allowed to seep away and, optionally, discharged into the city drainage system.
5 LOGISTICS The implementation of the major 2nd core route project in the middle of the city poses considerable logistical challenges. A sophisticated logistics concept has therefore been developed for construction site planning and the delivery and removal of materials. This ensures, for example, that local public transport and private transport are not brought to a standstill during the construction period, that access to residential buildings and businesses is maintained, and that public life is affected as little as possible. The majority of the excavated and broken-up material
will be transported away by rail. Around 40% of the material will also be transported by rail via the tunnel portal west of Donnersberger bridge and in the area of the east station. Rail connections and rail-owned storage areas are available for temporary storage.
The construction sites with larger material transport
volumes are located at Laim station, at the open excavation pits for the three new underground stations, and at the junction in the Maximiliananlagen area. No rail connections can be used here, so transport to the staging areas must be carried out by road.
6 CONSTRUCTION STATUS At Laim station, an eco-friendly tunnel crossing the tracks for public transport and cyclists was completed at the end of 2025.
6.1 Western area and main station The western section contains the approximately 200m-long approach or launch pit for the TBMs for the exploratory tunnel and the two traffic tunnels. Of this, 80m will remain open later on. The structure is sealed off to the east, and the excavation pit has been partially backfilled to the level of the exploratory and rescue tunnel, prior to commencement of tunnelling. All three TBMs will travel through the main station
and on to Marienhof station, and then will be pulled back to the start excavation pit once tunnelling has been completed. The ERS will be the first tunnel to be constructed. It will travel via RS3, to which it will be connected, to the central access structure (ZA) at the main station. The TBM will enter the ZA and be pulled through to the eastern side and pass through a start-up sealing chamber for further tunnelling. This start-up structure is necessary because the existing U1 and U2 metro lines have to be passed. After the crossing, the ERS drive will continue its advance to Marienhof station, where the shield will remain in the ground while the rest of the TBM will be withdrawn to the starting excavation pit. The tenders for the TBMs have been completed,
and the start of tunnelling for the ERS is planned for September 2026.
Left:
Caption: View of the launch pit filled up to the level of the exploratory and rescue tunnel (centre) PHOTO : DB INFRAGO AG
May 2026 | 15
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