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Transcript of Infrastructure Tunnel Construction
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Infrastructure
Tunnel ConstructionProgress is built on ideas.
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3
Johann Heß Stefan Jacob
Tunnel construction is one of
the most fascinating but also
most demanding areas of the
construction industry. Numer-
ous tunnel projects within
Europe such as the tunnels on
new railway lines, road tunnels
for motorways and bypasses,
inner city metro and tram
lines for transport services or
large-scale sewage collectors
demonstrate the variety and
complexity of modern tunnel
construction.
Growing mobility, fast access
to the economic area and
increasing volumes of traffic
all create the need for efficientand environmentally sustain-
able transport infrastructure.
In order to meet these require-
ments, it‘s particularly impor-
tant to expand rail and road
networks. Underground mining
has become an increasingly im-
portant aspect of such construc-
tion activity.
Therefore, in 1996 the tunnel
construction division within
Max Bögl Group was reorga-
nised to become the Central
Tunnelling Department. Thanks
to the experience and know-
how of our employees, we are
able to plan, construct and
operate such infrastructure
projects on a turnkey basis, all
from a single source. Quality,efficiency and punctual delivery
are always top priorities.
With its Central Tunnelling
Department, Max Bögl has a
skilled and powerful construc-
tion department, which supple-
ments its range of services in
transport infrastructure con-
struction.
Johann Heß
Managing Director
Infrastructure
Stefan Jacob
Head of Central Tunnelling
Department
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Munich subway – Marienplatz
platform extension
Münster-Wiesing Tunnel, Lot H3-4, Lower Inn Valley railway
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Offenbau Tunnel,
new railway line
from Nuremberg to
Ingolstadt
Tunnel subway line 8, Munich-North Regional train station Potsdamer Platz, BerlinMunich subway – tunnelling works
for the Marienplatz platform extension
The Central TunnellingDepartment at Max Bögl
Since 1996 the Central Tunnel-
ling Department of Max Bögl
has been covering the whole
spectrum of services in the field
of underground mining and
tunnelling. In close cooperationwith the machine engineer-
ing department as well as the
design personnel office, based
at the Neumarkt head office,
all underground or open cut
tunnelling is carried out expedi-
tiously. The wide range of ser-
vices also includes pipe jacking
and ground freezing.
The whole field of business
activity ranges from acquisi-
tion, bidding and construction
preparation work to carrying
out construction of road and
railway tunnels, supply tun-
nels and caverns. The Central
Tunnelling Department also
supports the Civil Engineering
and Underground Engineering
division in a cross-divisionalway by providing advice and
solutions to problems in diffi-
cult construction assignments.
Memberships with “STUVA”
and “DAUB”, as well as with
“Underground Construction”,
the federal specialist depart-
ment of the German Construc-
tion Industry Association, and
with the Austrian Society Geo-
mechanics confirm the recog-
nition of the Central Tunnelling
Department among experts.
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Railway tunnels: 300 km/h – for fast passengerand cargo traffic within Europe
New railway line fromCologne to Rhine/Main
With the construction of the
new ICE railway line between
the economic areas of Cologne
and Frankfurt, an important
milestone of the German and
European high-speed network
was built. Under the techni-
cal leadership of the Max Bögl
Group, the “Arge Mittelstand,
Fachgewerk Tunnelbau” (joint
venture of medium-sized con-
struction companies for profes-
sional tunnel construction) wasin charge of designing and
constructing the Ittenbach,
Aegidienberg, Rottbitze and
Günterscheid Tunnels.
The new railway line passes
through the Rhenish slate
mountain infused by Devonian
rock formations, crossing the
“Siebengebirge” on the way
from Cologne as well as the
south-westerly foothills of the
“Siegerland” and the “Wester-
wald” ranges.
Ittenbach, which is the most
northern tunnel and mea-
sures 1,145 m long, was partly
constructed using the open cut
method and partly by apply-
ing conventional tunnelling
with an overburden of up to
25 m. The Aegidienberg Tun-
nel, which is 1,240 m in length,
was built using conventional
tunnelling methods with anoverburden of up to 30 m
in residential areas. In the
Rottbitze area, the railway line
passes through an 820-m-long
tunnel driven by conventional
tunnelling. On each side of the
tunnel, exit/entry structures
were built with a length of
120 m to the north and 200 m
to the south. The 1,130-m-long
Günterscheid Tunnel was
excavated by conventional
tunnelling with an overburden
of 24 m.
For all these tunnel structures,
tunnel excavation was car-
ried out using conventional
methods with drill and blast
and flexible shotcrete lining
support. After tunnel excava-
tion, the Rottbitze and Günter-
scheid Tunnels were supplied
with a water pressure-resistant
inner shell made of waterproof
concrete. In the case of theIttenbach and Aegidienberg
Tunnels, a water pressure-re-
sistant and reinforced concrete
lining with watertight mem-
brane was installed.
Rescue places were built at
each portal. Furthermore, tun-
nel structures measuring more
than 1,000 m were provided
with additional emergency
exits. [*]
View from the Aegidienberg Tunnel to the Ittenbach Tunnel, new railway line from Cologne to Rhine/Main
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New railway linefrom Nuremberg toIngolstadt
As a high-speed north-south
train connection between
Scandinavia and Italy, the
new ICE railway line between
Nuremberg and Ingolstadt is
the centrepiece of the rail traf-
fic project named “Deutsche
Einheit Nr. 8” (German Unity
No. 8). This 89-kilometre sec-
tion, for which functional
design contracts were awarded
to three different construction
joint ventures by PDBE, has
been designed for speeds of
300 km/h throughout its length.
Commercially in charge of the
approximately 35-km-long
northern construction sec-
tion, our company built the
2,287-m-long Göggelsbuch
Tunnel, among other things.
Applying the New Austrian
Tunnelling Method (NATM),
the two-track railway tunnel
was driven from both sides
using conventional tunnelling
techniques. The total cross-
section of the excavated area
was close to 145 m². The tunnel
excavation was divided into
crown and side walls.
Embankment slides and a
second groundwater level with
tensioned groundwater condi-
tions meant that the Offenbau
Tunnel, for which open cut
tunnelling was originally
planned, had to be carried
out using the cut-and-cover
method using compressed air
for tunnel excavation. First
of all, an excavation pit wall
was constructed with a total
of 45,000 running metres of
overlapping large-scale drilled
piles, onto which the final
tunnel top concrete slabs were
laid. The excavation of the tun-
nel cross-section with tunnel
excavators and construction of
the temporary dome struc-
tured base slab was executed
using compressed air up to a
maximum of 0.99 bar over-
pressure. The tunnel, which is
1,332 m long, was completed
by building the final concrete
base and wall structures under
atmospheric conditions. [*]
nterscheid Tunnel, new railway line from Cologne to Rhine/Main
Above and below: Göggelsbuch Tunnel, new railway line
from Nuremberg to Ingolstadt
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side walls and base. During the
tunnelling works, the cavity of
approximately 1.6 million m³
that was excavated for the
three tunnels had to be secur-
ed with an outer shell made
of gridding, reinforced steel
mesh, anchors, skewers and
shotcrete. For the final part of
construction, the tunnel was
completed with a seal and an
inner shell out of structural
concrete measuring up to
100 cm thick and an invert arch
with section-by-section base
plate. [*]
a glass plant located there at
a depth of approximately
80 m. Connected by bridges
over the Wohlrose and Schobse
valleys, the 1,439-m-long
Brandkopf Tunnel and the
688-m-long Lohmeberg Tunnel
link up north of the Silberberg
Tunnel.
The two-track tunnels of all
three tunnel structures were
driven using a combination of
drill and blast and excavators,
and the excavation was carried
out in stages with the crown,
New railway line fromEbensfeld to Erfurt
As part of the transportation
project “Deutsche Einheit VDE
8”, the high-speed rail link
from Ebensfeld to Erfurt is the
connection between the
extended Nuremberg–Ebens-
feld line and the new railway
line from Erfurt to Leipzig/
Halle. As part of the entire
project, the Central TunnellingDepartment was assigned as
technical co-leader in a joint
venture for the construction
of the three two-track tunnels
Silberberg, Brandkopf and
Lohmeberg.
The largest single investment
and the second-longest tunnel
construction of the more than
100-km-long new railway line
is the 7,391-m-long Silberberg
Tunnel near Ilmenau. Along-
side valleys and high ridges of
the Thuringian Forest, the tun-
nel crosses under part of the
city of Großbreitenbach and
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Münster-WiesingTunnel
As part of the expansion of
the rail link between Munich
and Verona, the section of
track between Kundl/Radfeld
and Baumkirchen is being
expanded to four tracks. With
a total length of 40 km, 32 km
of which is in tunnels, the new
Lower Inn Valley railway, which
forms part of the branch line
that runs north towards the
Brenner-Basis Tunnel in Lot
H3-4 Münster-Wiesing includes
the construction of a two-track
railway tunnel. The Central
Tunnelling Department was
contracted in a joint venture
by Brenner Eisenbahn GmbH
(BEG).
Proceeding from the start-
ing shaft at Brixlegg, one
of the largest shield tunnel-
ling machines in Europe with
fluid-supported working face
(bentonite suspension) was
used to drive the 5,835.5-km-
long tunnel. The diameter of
the cutting wheel was 13.03 m.
The tunnel was extended un-
der watertight conditions with
2,875 tubbing rings that were
manufactured in mobile on-
site factory set up by Max Bögl
and which were installed whilst
protected by the shield skin.
After precise underpinning of
the “key areas” of Inn, Inntalmotorway and railway line,
the machine shield driving that
enters the existing tunnelled
section of the isolated H3-6
ended at the solid rock of the
zoo near Wiesing. The rest of
the tunnel expansion also in-
cluded a base drainage system
with shafts, gravel, a layer of
HGT and an over-lying concrete
base. [*]
Other reference projects:
• Koralm Tunnel
• Finne Tunnel
Münster-Wiesing Tunnel, Lot H3-4 Rolling tunnel factory with total weight of 2,600 tonnes, Münster-Wiesing tunnelling
Silberberg Tunnel,
new railway line
from Ebensfeld to
Erfurt
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Grouft Tunnel
An approximately 3,000-m-
long road tunnel to the north
of Luxembourg City was com-
pleted by the end of 2009. It is
part of the “Route de Nord”,
the north-bound A5 motor-
way, linking the “Heeschdref-
ferbierg” plateau in the south
with the Alzette valley at
Lorentzweiler in the north.
The tunnel consists of two
tubes running parallel to each
other, which are linked by
means of four driveable and
six passable cross tunnels.
The tunnel gradient is 4.5 per-
cent so that the cross-section
of the uphill tunnel is design-
ed for three lanes, while the
tunnel going in the other
direction is designed for two.
The tunnelling excavation was
executed in cycles using con-
ventional tunnel construction
methods and drill and blast at
six heading locations. The in-
ner shell is mainly unreinforced
and includes a flexible mem-
brane sealing system. [*]
Grouft Tunnel, Luxembourg
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Nollinger Berg Tunnel
Construction of the Nollinger
Berg Tunnel became neces-
sary in the course of building
the new „High-Rhine“ A 98
motorway at Weil am Rhein-
Waldshut, section Waidhof-
Rheinfelden and the A 861
link road towards Switzerland.
Under the technical leadership
of the Max Bögl Group, out
of the two tunnel tubes only
the 1,268-m-long eastern tube
with two lanes and emergency
footpaths was constructed.
Due to different geological
and hydrological conditions,
tunnel construction for the
entire 1,222 m length had to
be implemented according to
the New Austrian TunnellingMethod in a mixed excavation
system using excavators and
drill and blast. To a large
extent, cement injections
were carried out as additional
measures to improve ground
conditions. A drained, open
base standard cross-section
with shoulders was used as an
inner shell in the first sec-
tion, while a water pressure
resistant cross-section with a
closed-base was used as an
inner shell in the second. [*]
Road tunnels:Safely through the mountain – state-of-the-artroad tunnel for fast transport links
Grouft Tunnel, Luxembourg
Above and below:
Nollinger Berg
Tunnel
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Bramschstraße Tunnel
The Gorbitz northern tangent
road is an essential part of
the inner-city traffic system of
Dresden. By driving below adensely populated residential
area, the Bramschstraße Tunnel
makes it possible to close the
last and most important gap
in the road. The main part of
the project is the underground
section with the 475-m-long
northern tunnel and the
485-m-long southern tunnel.
Scheibengipfel Tunnel
As a key construction structure
of the future Reutlingen by-
pass, from 2017 the Scheiben-
gipfel Tunnel will drive underthe ridge of the same name in
front of the local mountain,
the Achalm, and will connect
the existing transportation
hub of Efeu in the north with
the south station. The two-line
road tunnel, which is equipped
with state-of-the-art technol-
ogy, is being constructed by
the Central Tunnelling Depart-
ment. At the same time, an
emergency tunnel with seven
cross-tunnels is being con-
structed parallel to the main
tunnel.
1,620 m of the total 1,920 m is
being built using underground
construction methods using a
combination of drill and blast
and excavation, whilst the
rest of the area in both tunnel
portals is being constructedusing open-cut tunnelling.
First the crown is being driven
with temporary base. Once the
south portal is broken through
the cavity shall be completed
by excavating the side wall
and base. The road tunnel is
designed as a two-shell con-
struction with an outer shell
reinforced with steel arches,
anchors, steel mesh and
shotcrete. The inner shell of
the tunnel is constructed from
waterproof concrete.
Applying the New Austrian
Tunnelling Method, drill and
blast in conjunction with exca-
vation took place. Substantialtube spiling was required in
the area of house underpasses.
The tunnel was lined with
a water-pressure resistant,
reinforced inner lining with a
watertight membrane.
Above and right: Bramschstraße Tunnel
Tunnelling works break ground, Scheibengipfel Tunnel
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Lohberg Tunnel
As the technical leader in a
joint venture, the Max Bögl
Group is constructing the Loh-
berg Tunnel near Darmstadt
as part of the B 426 Nieder-
Ramstadt bypass. Parallel to
the two-lane main tunnel,
a 790-m-long and driveable
emergency tunnel with a total
of three cross tunnels was also
constructed. The underground
excavations of the almost
1,100-m-long main tunnel were
achieved by using a combina-tion of excavation and drill
and blast – partially supported
by tube spiling. High strain on
miners due to natural asbestos
deposits required substantial
occupational protection meth-
ods. A water-pressure resistant
inner concrete lining with
an intermediate ceiling was
installed as part of the final
construction works. [*]
Other reference projects:
• Stafelter Tunnel
Stafelter Tunnel,
Luxembourg
Lohberg Tunnel, Darmstadt
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Munich subway –Marienplatz platformextension
The 2006 FIFA World Cup and
the new football stadium, the
“Allianz Arena”, required an
extension of the Marienplatz
subway station for the subway
lines U3 and U6. Two addition-
al relief tunnels should provide
platform areas that are twice
as large as the existing ones,
thus effectively disentangling
subway and suburban railway
passenger flows. The old and
new platform extension tun-
nels are connected at a total of
eleven locations each. The or-
der for the most laborious con-
struction works in the history
of Munich subway construction
was awarded to the Max Bögl
Group due to several special
proposals that were technically
and economically optimised.
The most crucial point of the
complex construction process
was freezing the water-bearing
layers of sand located directly
above the new platform
tunnels, with their base 25 m
below ground surface, while
Subway and suburban railway tunnels:The arteries of public transport
Glaciation lances freezing the ground
underneath Munich’s town hall.
Right: Special wire saws were used to
cut into sections the concrete waiting to
be processed for the later passageways.
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keeping the subway operation-
al. As the town hall is located
directly above the two tunnels,
the tunnels could not be
drained completely from above
ground using conventional
sunken wells. For this reason
the approximately 100-m-long
pilot tunnels were driven by
pipe jacking using a TBM with
compressed air. Pipe jacking
commenced from the 30-m-
deep starting shafts at Wein-
straße and Dienerstraße.
Starting from these pilot
tunnels, specific ground
freezing was achieved using
a -40 °C cold calcium leach.
Under the safety of the
frozen ground structure, thetwo platform tunnels below
Munich town hall were con-
structed by full-face excava-
tion and temporary shotcrete
lining support, whereby crown
excavation was carried out
briefly ahead of the main
excavation. Some specific
features of the tunnel works
included undercutting of
an existing ventilation gal-
lery and the development of
two directional changes per
tunnel as a turning point into
Dienerstraße. As soon as the
tunnel drives were complete,
freezing of the ground was
terminated. The technically
difficult implementation of the
total 22 breakthroughs to the
existing platform tunnels and
the station building took place
after this.
For these passageways more
than 1,500 m³ of concrete had
to be removed. Special wire
saw cuttings were used to cutthe reinforced concrete vaults,
which measure up to 2.5 m
thick, into sections. Using a
specially made shaft extrac-
tor with high-load cylinders,
the concrete was then pulled
out and hydraulically crushed.
After this, massive reinforced
concrete frames were built into
these openings, shoring up
both the old and new tunnel
building. Due to the large sizes
of the building structures and
the high reinforcement level,
it was necessary to use self-
compacting concrete in the
ceiling sections of the shore-
up frames.
An essential detail connect-
ing the tunnel to the existing
building was the transition of
the structure sealing by using a
special clamp construction. As
the existing tunnels were pro-
vided with a welded-on black
sealing, it was necessary to
connect a clamp joint tape tothe new tunnels to be manu-
factured in waterproof con-
crete. The final completion of
the complex building structure
then formed the installation of
the waterproof inner shell and
the extension of the two start-
ing shafts.
Other reference projects:
• Munich subway U2
• Olympiapark Nord subway
All images: Munich subway – Marienplatz platform extension
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Nuremberg subway U3
line, northwest con-struction phase 3
Construction phase 3 is the
extension of the northwest
bound U3 line through the
newly-opened Friedrich-Ebert-
Platz subway station and
connects the northern location
of Nuremberg Hospital with
Nordwestring. The section of
track, which measures approxi-
mately 1.1-km-long, includesthe two stations Klinikum Nord
and Nordwestring, which were
both build using the cut-and-
cover construction method.
These two stations are linked
by a 440-m-long tunnel track
that was constructed using
underground excavation. The
tunnel begins as a double tube
structure, before splitting into
two single-track tunes after
240 m. At then end is a 167-m-
long turning loop behind
Nordwestring station. [*]
Other reference projects:
• Fürth subway, U1
Nuremberg subway U3
line, northwest con-struction phase 1.2
The construction phase 1.2 of
the northwest bound U3 line
includes the Maxfeld station
in cut-and-cover, the under-
ground line towards Rathe-
nauplatz station consisting
of two 600 and 700-m-long
single tunnel tubes including
emergency exits, as well as
the 250-m-long undergroundline up to Friedrichstraße as a
double tunnel, also with emer-
gency exits . Excavation of the
tunnels was carried out using a
road header in the Nuremberg
Keuper sandstone. Supporting
measures were determined
in six categories according to
ground classification. [*]
Nuremberg subway U3
line, northwest con-struction phase 1.3
The continuation of construc-
tion phase 1.2 of the north-
west bound U3 line, named
construction phase 1.3, is ap-
proximately 1.1 km long and
stretches from Kaulbachplatz,
through Friedrich-Ebert-Platz
up to Bielingplatz. Both single-
track tunnel tubes were driven
between 5 and 10 m into theNuremberg Keuper sandstone
using covered underground
excavation. The rest of the line
under Heimerichstraße up to
Bielingplatz was designed as
a two-track tunnel. Due to re-
stricted roadability, the 240-m-
long Kaulbachplatz station was
constructed using the cut-and-
cover construction method
under an extensive excavation
pit cover. [*]
Fully-automatic operation of the subway line U3, Nuremberg
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Kaufhof undercut atthe Kö (shopping mile)
The new construction of the
3.4-km-long Wehrhahn line is
currently the largest subway
project in Düsseldorf’s history.
In order to minimise encroach-
ments on the surface, the
length of the tunnel between
the two suburban railway
stations Bilk and Wehrhahn
is being constructed using
underground shield driving.
A shield machine with an
external diameter of 9.50 m is
being used. The construction
of one of the most technicallydemanding tunnel segments,
the approximately 100-m-long
section under Galeria-Kaufhof
at the Kö, is being constructed
according to a special proposal
by the Central Tunnelling De-
partment using underground
excavation with ground freez-
ing protection. The “Heinrich-
Heine-Allee unten” station,
one of six underground sta-
tions, is located directly under
the foundations of the listed
building. [*]
Centre and below:
Nuremberg subway
line U3 – Kaulbachplatz
subway station
Tunnel of
subway line 1, Fürth
Kaufhof undercut at the Kö,
Düsseldorf
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Vienna subway, U2/8
With the extension of the
Vienna subway U2 line up to
the airfield district, the new
U2/8 construction stage should
pave the way for new urban
development. The 1.1-km-
long section of track, includ-
ing both the stations Stadtlau
and Hardeggasse, runs on
two separate, single-track
steel structures. At double the
height, the new line cuts acrossthe 6-lane ÖBB A 23 motorway
and the connecting 15-track
ÖBB and/or future suburban
railway line. Further along, the
reinforced concrete line reverts
back to single height up to the
Hardeggasse station and merg-
es into a two-track reinforced
concrete structure. [*]
Other reference projects:
• Vienna subway, U1/8
Alaudagasse
Vienna subway, U2/3Praterstern
As part of the extension of theVienna subway network, the
section of the U2 line includes
the future track section from
Schottenring to Aspernstraße.
The focus of the first extension
phase stretching up to the Ernst
Happel stadium is the construc-
tion of section U2 – Lot 3, the
subway station named Prater-
stern. The line runs in two
single-track tunnels, which was
built using the New Austrian
Tunnelling Method.
In front of the 160-m-long sta-tion building, constructed using
the cut-an-cover method, the
U2 line undercuts the existing
U1 tunnel and the ÖBB Vienna
North station. The geological
and hydrological conditions
required the ground water
level to be lowered in stages
according to the progress of
the construction works. The
excavation pits were protected
using jet grouting with back-
anchored walls. [*]
All images:
Praterstern station,
Vienna U2/3 subway
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Berlin subway,U 55 line
The Brandenburger Tor subway
station was constructed as a
section of the proposed and
sizeable U 55 line, which is ap-
proximately 1,800 m long and
runs between Lehrter stationand Pariser Platz/Unter den
Linden.
Due to the high ground-water
level and prohibition from low-
ering this, the excavation pits
were built using diaphragm
wall/cut-and-cover construc-
tion method with a mediumlow-placed “HDI” base. The
tunnelling excavation was
carried out using shotcrete
construction, whilst the water-
bearing sand layers were
protected by ground freezing.
After the relevant section was
complete, the actual load-bearing reinforced cross-sec-
tion was installed. [*]
Brandenburger Tor
subway station,
Berlin
Tunnelling under the protection of ground freezing
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When building the Pegnitz-
sammler sewage tunnel in
Nuremberg, the construction
stages III, IV and IV of Lot
2 were carried out. In both
construction lots III and IV, a
1,635-m-long tunnel with a
diameter of 2.5 m was driven
Water supply installations:Tunnels for state-of-the-artenvironmental technology
using semi-mechanised tunnel-
ling machinery and shotcrete
lining support. The construc-
tion stage IV, Lot 2, consists
of a 505-m-long tunnel with a
diameter of 4.2 m. It was built
using a hydro shield with tub-
bing lining segments. [*]
Pegnitzsammler sewage tunnel, Nuremberg
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21
For years, the Central Tunnel-
ling Department has seen an
increasing demand for new
tunnel construction projects.
Present tunnelling projects like
the City Tunnel in Leipzig and
the Schlüchtern Tunnel
Tubbing segment production by Max Bögl
required a nationwide set-
up of functional facilities to
manufacture tubbing seg-
ments across several modern
locations in Northern and
Southern Germany. Providing
manufacturing accuracies
of +/- 0,3 mm, production
facilities, mechanical skills and
engineering services require a
very high standard of design,
production and handling each
and every day.
The use of a mobile production plant for segment production on the
Münster-Wiesing Tunnel construction site, Lot H3-4
Tubbing segments are fabricated at production
locations in Northern and Southern Germany, which
makes it possible to supply Germany area-wide.
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22
[*] Joint venture realisation
Founded by Max Bögl in 1929,
Max Bögl Group, headquar-
tered in Neumarkt, Germany,
is looking back on a successful
company history of more than
80 years. With annual sales
of more than 1.5 billion Euroand about 6,000 highly quali-
fied employees, Max Bögl not
only ranks among the top 5 of
Germany’s biggest construction
companies: managed by the
third generation of the family,
Max Bögl Group is Germany’s
biggest privately owned con-
struction company, too.
Thanks to innovations in tech-nology and organisation over
the past decades, Max Bögl
transformed from a single con-
struction service provider into
a technology and service com-
pany that operates globally. To-
day its activities extend across
all areas and difficulty levels of
the modern construction indus-
try: building and traffic route
construction, civil engineering
and tunnel construction, steel
and plant construction, pre-
fabricated part construction as
well as supply and disposal. In
the future, Max Bögl’s technical
know-how will be employed
increasingly to make renewable
energy even more efficient and
attractive. A first step in this
direction has been the develop-
ment and successful launch of
the “Max Bögl Hybrid Tower
System” for wind power plants.
Without losing sight of its
core competence, the tradi-
tional construction business,Max Bögl Group remains a
trustworthy, results-oriented
partner who reliably realises
tailor-made individual solutions
as well as complex one-stop
total packages – from planning
and financing to realisation
and operation. More than 35
locations, production facilities
and representative offices all
around the world open up newmarkets for innovative, trend-
setting products and highlight
our international focus.
The know-how that Max Bögl
Group has acquired over the
course of many years and
its skills in construction and
innovation are reflected in
a plethora of prestigious
building projects. For several
soccer world cups and Euro-
pean championships, Max Bögl
Group demonstrate its capa-
bilities with the construction
of several spectacular sports
venues. The Group continues
to foster its “Design & Build”
competence with the construc-
tion of complex and sustain-
able logistics properties.
As a specialist for modern civil
engineering and tunnel con-
struction, Max Bögl’s technical
and logistical solutions have
been successfully implemented
in many European countries.
The Group’s leading position insteel construction is reflected
especially with the construc-
tion of impressive bridges of all
sizes. And as one of the leading
manufacturers of prefabri-
cated parts Max Bögl produces
pre-cast concrete parts of the
utmost quality and precision in
its own seven stationary plants
as well as in a mobile produc-
tion plant.
Max Bögl’s innovations such as
the development of the “Slab
Track Bögl” or the guideway
girder for maglev systems, suc-
cessfully used in German and
Chinese high-speed networks,
benefit from decades of experi-
ence in the construction and
production of precision pre-cast
concrete parts. Modern light-
rail systems as well as pre-cast
slabs for switches & turnouts
and concrete sleepers round
off the guideway technology
portfolio.
Max Bögl
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Max-Bögl-Strasse 1D-92369 Sengenthal, Germany
Postal address:P. O. Box 11 20D-92301 Neumarkt, Germany
Phone +49 9181 909-0Fax +49 9181 905061
[email protected] max boegl com i
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