Infrastructure

Tunnel Construction
Progress is built on ideas.

Johann He

Tunnel construction is one of

the most fascinating but also
most demanding areas of the
construction industry. Numerous 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 efficient
and environmentally sustainable transport infrastructure.

Stefan Jacob

In order to meet these requirements, its particularly important to expand rail and road
networks. Underground mining
has become an increasingly important aspect of such construction activity.
Therefore, in 1996 the tunnel
construction division within
Max Bgl Group was reorga
nised to become the Central
Tunnelling Department. Thanks
to the experience and knowhow 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 Bgl has a
skilled and powerful construction department, which supplements its range of services in
transport infrastructure construction.

Johann He
Managing Director
Infrastructure

Stefan Jacob
Head of Central Tunnelling
Department

Mnster-Wiesing Tunnel, Lot H3-4, Lower Inn Valley railway

Munich subway Marienplatz

platform extension

The Central Tunnelling

Department at Max Bgl

Since 1996 the Central Tunnelling Department of Max Bgl

has been covering the whole
spectrum of services in the field
of underground mining and
tunnelling. In close cooperation
with the machine engineering department as well as the
design personnel office, based
at the Neumarkt head office,
all underground or open cut
tunnelling is carried out expeditiously. The wide range of services also includes pipe jacking
and ground freezing.
The whole field of business
activity ranges from acquisition, bidding and construction
preparation work to carrying
out construction of road and

railway tunnels, supply tunnels and caverns. The Central

Tunnelling Department also
supports the Civil Engineering
and Underground Engineering
division in a cross-divisional
way by providing advice and
solutions to problems in difficult construction assignments.
Memberships with STUVA
and DAUB, as well as with
Underground Construction,
the federal specialist department of the German Construction Industry Association, and
with the Austrian Society Geo
mechanics confirm the recog
nition of the Central Tunnelling
Department among experts.

Offenbau Tunnel,
new railway line
from Nuremberg to
Ingolstadt

Tunnel subway line 8, Munich-North

Munich subway tunnelling works

for the Marienplatz platform extension

Regional train station Potsdamer Platz, Berlin

View from the Aegidienberg Tunnel to the Ittenbach Tunnel, new railway line from Cologne to Rhine/Main

Railway tunnels: 300 km/h for fast passenger

and cargo traffic within Europe
New railway line from
Cologne 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 technical leadership of the Max Bgl
Group, the Arge Mittelstand,
Fachgewerk Tunnelbau (joint
venture of medium-sized construction companies for professional tunnel construction) was
in charge of designing and
constructing the Ittenbach,
Aegidienberg, Rottbitze and
Gnterscheid 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 Westerwald 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 applying conventional tunnelling
with an overburden of up to
25m. The Aegidienberg Tunnel, which is 1,240 m in length,
was built using conventional
tunnelling methods with an
overburden 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 200m
to the south. The 1,130-m-long
Gnterscheid Tunnel was
excavated by conventional
tunnelling with an overburden
of 24 m.

For all these tunnel structures,

tunnel excavation was carried out using conventional
methods with drill and blast
and flexible shotcrete lining
support. After tunnel excavation, the Rottbitze and Gnterscheid Tunnels were supplied
with a water pressure-resistant
inner shell made of waterproof
concrete. In the case of the
Ittenbach and Aegidienberg
Tunnels, a water pressure-resistant and reinforced concrete
lining with watertight membrane was installed.
Rescue places were built at
each portal. Furthermore, tunnel structures measuring more
than 1,000 m were provided
with additional emergency
exits. [*]

New railway line

from Nuremberg to
Ingolstadt
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 traffic project named Deutsche
Einheit Nr. 8 (German Unity
No. 8). This 89-kilometre section, 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 section, our company built the
2,287-m-long Gggelsbuch
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 crosssection of the excavated area
was close to 145 m. The tunnel
excavation was divided into
crown and side walls.

Above and below: Gggelsbuch Tunnel, new railway line

from Nuremberg to Ingolstadt

Embankment slides and a

second groundwater level with
tensioned groundwater conditions meant that the O ffenbau
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 45,000running metres of
overlapping large-scale drilled
piles, onto which the final

tunnel top concrete slabs were

laid. The excavation of the tunnel cross-section with tunnel
excavators and construction of
the temporary dome structured base slab was executed
using compressed air up to a
maximum of 0.99bar overpressure. The tunnel, which is
1,332 m long, was completed
by building the final concrete
base and wall structures under
atmospheric conditions. [*]

Gnterscheid Tunnel, new railway line from Cologne to Rhine/Main

New railway line from

Ebensfeld 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 NurembergEbensfeld line and the new railway
line from Erfurt to Leipzig/
Halle. As part of the entire
project, the Central Tunnelling
Department 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. Alongside valleys and high ridges of
the Thuringian Forest, the tunnel crosses under part of the
city of Grobreitenbach and

a glass plant located there at

a depth of approximately
80m. 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,

side walls and base. During the

tunnelling works, the cavity of
approximately 1.6millionm
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
100cm thick and an invert arch
with section-by-section base
plate. [*]

Mnster-Wiesing Tunnel, Lot H3-4

Rolling tunnel factory with total weight of 2,600 tonnes, Mnster-Wiesing tunnelling

Mnster-Wiesing
Tunnel
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 Mnster-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 starting shaft at Brixlegg, one

Silberberg Tunnel,
new railway line
from Ebensfeld to
Erfurt

of the largest shield tunnelling machines in Europe with

fluid-supported working face
(bentonite suspension) was
used to drive the 5,835.5-kmlong tunnel. The diameter of
the cutting wheel was 13.03m.
The tunnel was extended under watertight conditions with
2,875 tubbing rings that were
manufactured in mobile onsite factory set up by MaxBgl
and which were installed whilst
protected by the shield skin.
After precise underpinning of
the key areas of Inn, Inntal
motorway 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 included a base drainage system
with shafts, gravel, a layer of
HGT and an over-lying concrete
base. [*]
Other reference projects:
Koralm Tunnel
Finne Tunnel
9

Grouft Tunnel, Luxembourg

Grouft Tunnel
An approximately 3,000-mlong 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 motorway, linking the Heeschdrefferbierg plateau in the south
with the Alzette valley at
Lorentzweiler in the north.

10

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 4.5percent so that the cross-section
of the uphill tunnel is designed for three lanes, while the

tunnel going in the other

direction is designed for two.
The tunnelling excavation was
executed in cycles using conventional tunnel construction
methods and drill and blast at
six heading locations. The inner shell is mainly unreinforced
and includes a flexible membrane sealing system. [*]

Grouft Tunnel, Luxembourg

Road tunnels:
Safely through the mountain state-of-the-art
road tunnel for fast transport links
Nollinger Berg Tunnel

Above and below:

Nollinger Berg
Tunnel

Construction of the Nollinger

Berg Tunnel became necessary in the course of building
the new High-Rhine A 98
motorway at Weil am RheinWaldshut, section WaidhofRheinfelden and the A 861
link road towards Switzerland.
Under the technical leadership
of the Max Bgl 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 Tunnelling
Method 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 section, while a water pressure
resistant cross-section with a
closed-base was used as an
inner shell in the second. [*]

11

Above and right: Bramschstrae Tunnel

Bramschstrae Tunnel
The Gorbitz northern tangent
road is an essential part of
the inner-city traffic system of
Dresden. By driving below a
densely populated residential
area, the Bramschstrae 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
Applying the New Austrian
Tunnelling Method, drill and
blast in conjunction with excavation took place. Substantial
tube 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.

Tunnelling works break ground, Scheibengipfel Tunnel

As a key construction structure

of the future Reutlingen bypass, from 2017 the Scheibengipfel Tunnel will drive under
the 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 technology, is being constructed by
the Central Tunnelling Department. At the same time, an
emergency tunnel with seven
cross-tunnels is being constructed 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 constructed
using 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 construction with an outer shell
reinforced with steel arches,
anchors, steel mesh and
shotcrete. The inner shell of
the tunnel is constructed from
waterproof concrete.

12

Stafelter Tunnel,
Luxembourg

Lohberg Tunnel
As the technical leader in a
joint venture, the Max Bgl
Group is constructing the Lohberg Tunnel near Darmstadt
as part of the B 426 NiederRamstadt 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 combination of excavation and drill
and blast partially supported
by tube spiling. High strain on
miners due to natural asbestos
deposits required substantial
occupational protection methods. A water-pressure resistant
inner concrete lining with
an intermediate ceiling was
installed as part of the final
construction works. [*]
Lohberg Tunnel, Darmstadt

Other reference projects:

Stafelter Tunnel

13

Glaciation lances freezing the ground

underneath Munichs town hall.

Right: Special wire saws were used to

cut into sections the concrete waiting to
be processed for the later passageways.

Subway and suburban railway tunnels:

The arteries of public transport
Munich subway
Marienplatz platform
extension
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 additional relief tunnels should provide
platform areas that are twice
as large as the existing ones,
thus effectively disentangling

14

subway and suburban railway

passenger flows. The old and
new platform extension tunnels are connected at a total of
eleven locations each. The order for the most laborious construction works in the history
of Munich subway construction
was awarded to the Max Bgl
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

All images: Munich subway Marienplatz platform extension

keeping the subway operational. 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-mdeep starting shafts at Weinstrae and Dienerstrae.
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, the
two platform tunnels below
Munich town hall were constructed by full-face excavation 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 gallery and the development of
two directional changes per
tunnel as a turning point into
Dienerstrae. 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 m of concrete had
to be removed. Special wire
saw cuttings were used to cut
the reinforced concrete vaults,
which measure up to 2.5 m
thick, into sections. Using a
specially made shaft extractor 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 selfcompacting concrete in the
ceiling sections of the shoreup frames.
An essential detail connecting the tunnel to the existing
building was the transition of
the structure sealing by using a
special clamp construction. As
the existing tunnels were provided with a welded-on black
sealing, it was necessary to
connect a clamp joint tape to
the new tunnels to be manufactured in waterproof concrete. The final completion of
the complex building structure
then formed the installation of
the waterproof inner shell and
the extension of the two starting shafts.
Other reference projects:
Munich subway U2
Olympiapark Nord subway

15

Fully-automatic operation of the subway line U3, Nuremberg

16

Nuremberg subway U3
line, northwest construction phase 1.2

Nuremberg subway U3
line, northwest construction phase 1.3

Nuremberg subway U3
line, northwest construction phase 3

The construction phase 1.2 of

the northwest bound U3 line
includes the Maxfeld station
in cut-and-cover, the underground 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 underground
line up to Friedrichstrae as a
double tunnel, also with emergency 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. [*]

The continuation of construction phase 1.2 of the northwest 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 singletrack tunnel tubes were driven
between 5 and 10 m into the
Nuremberg Keuper sandstone
using covered underground
excavation. The rest of the line
under Heimerichstrae up to
Bielingplatz was designed as
a two-track tunnel. Due to restricted roadability, the 240-mlong Kaulbachplatz station was
constructed using the cut-andcover construction method
under an extensive excavation
pit cover. [*]

Construction phase 3 is the

extension of the northwest
bound U3 line through the
newly-opened Friedrich-EbertPlatz subway station and
connects the northern location
of Nuremberg Hospital with
Nordwestring. The section of
track, which measures approximately 1.1-km-long, includes
the two stations Klinikum Nord
and Nordwestring, which were
both build using the cut-andcover 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-mlong turning loop behind
Nordwestring station. [*]
Other reference projects:
Frth subway, U1

Kaufhof undercut at the K,

Dsseldorf

Tunnel of
subway line 1, Frth

Centre and below:

Nuremberg subway
line U3 Kaulbachplatz
subway station

Kaufhof undercut at
the K (shopping mile)
The new construction of the
3.4-km-long Wehrhahn line is
currently the largest subway
project in Dsseldorfs history.
In order to minimise encroachments 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 technically
demanding tunnel segments,
the approximately 100-m-long
section under Galeria-Kaufhof
at the K, is being constructed
according to a special proposal
by the Central Tunnelling Department using underground
excavation with ground freezing protection. The HeinrichHeine-Allee unten station,
one of six underground stations, is located directly under
the foundations of the listed
building. [*]

17

All images:
Praterstern station,
Vienna U2/3 subway

Vienna subway, U2/8

Vienna subway, U2/3

Praterstern
As part of the extension of the
Vienna subway network, the
section of the U2 line includes
the future track section from
Schottenring to Aspernstrae.
The focus of the first extension
phase stretching up to the Ernst
Happel stadium is the construction of section U2 Lot 3, the
subway stationnamed Prater
stern. The line runs in two
single-track tunnels, which was
built using the New Austrian
Tunnelling Method.

18

In front of the 160-m-long station building, constructed using

the cut-an-cover method, the
U2 line undercuts the existing
U1 tunnel and the BB 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 backanchored walls. [*]

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-kmlong section of track, including both the stations Stadtlau
and Hardeggasse, runs on
two separate, single-track
steel structures. At double the
height, the new line cuts across
the 6-lane BB A 23 motorway
and the connecting 15-track
BB and/or future suburban
railway line. Further along, the
reinforced concrete line reverts
back to single height up to the
Hardeggasse station and merges into a two-track reinforced
concrete structure. [*]
Other reference projects:
Vienna subway, U1/8
Alaudagasse

Brandenburger Tor
subway station,
Berlin

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 approximately 1,800 m long and
runs between Lehrter station
and Pariser Platz/Unter den
Linden.

Due to the high ground-water

level and prohibition from lowering this, the excavation pits
were built using diaphragm
wall/cut-and-cover construction method with a medium
low-placed HDI base. The
tunnelling excavation was

carried out using shotcrete

construction, whilst the waterbearing sand layers were
protected by ground freezing.
After the relevant section was
complete, the actual loadbearing reinforced cross-section was installed. [*]

Tunnelling under the protection of ground freezing

19

Water supply installations:

Tunnels for state-of-the-art
environmental technology

Pegnitzsammler sewage tunnel, Nuremberg

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

20

using semi-mechanised tunnelling machinery and shotcrete

lining support. The construction 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 tubbing lining segments. [*]

Tubbing segments are fabricated at production

locations in Northern and Southern Germany, which
makes it possible to supply Germany area-wide.

The use of a mobile production plant for segment production on the

Mnster-Wiesing Tunnel construction site, Lot H3-4

Tubbing segment production by Max Bgl

For years, the Central Tunnelling Department has seen an
increasing demand for new
tunnel construction projects.
Present tunnelling projects like
the City Tunnel in Leipzig and
the Schlchtern Tunnel

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.

21

Max Bgl
Founded by Max Bgl in 1929,
Max Bgl Group, headquartered 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 Euro
and about 6,000 highly qualified employees, Max Bgl not
only ranks among the top 5 of
Germanys biggest construction
companies: managed by the
third generation of the family,
Max Bgl Group is Germanys
biggest privately owned construction company, too.
Thanks to innovations in technology and organisation over
the past decades, Max Bgl
transformed from a single construction service provider into
a technology and service company that operates globally. Today its activities extend across
all areas and difficulty levels of
the modern construction industry: building and traffic route
construction, civil engineering
and tunnel construction, steel
and plant construction, prefabricated part construction as
well as supply and disposal. In
the future, Max Bgls 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-

As a specialist for modern civil

engineering and tunnel construction, Max Bgls technical
and logistical solutions have
been successfully implemented
Without losing sight of its
in many European countries.
core competence, the tradiThe Groups leading position in
tional construction business,
steel construction is reflected
Max Bgl Group remains a
especially with the constructrustworthy, results-oriented
tion of impressive bridges of all
partner who reliably realises
tailor-made individual solutions sizes. And as one of the leading
manufacturers of prefabrias well as complex one-stop
total packages from planning cated parts Max Bgl produces
pre-cast concrete parts of the
and financing to realisation
utmost quality and precision in
and operation. More than 35
its own seven stationary plants
locations, production facilities
as well as in a mobile producand representative offices all
around the world open up new tion plant.
markets for innovative, trendMax Bgls innovations such as
setting products and highlight
the development of the Slab
our international focus.
Track Bgl or the guideway
girder for maglev systems, sucThe know-how that Max Bgl
cessfully used in German and
Group has acquired over the
Chinese high-speed networks,
course of many years and
benefit from decades of experiits skills in construction and
ence in the construction and
innovation are reflected in
production of precision pre-cast
a plethora of prestigious
concrete parts. Modern lightbuilding projects. For several
rail systems as well as pre-cast
soccer world cups and European championships, Max Bgl slabs for switches & turnouts
and concrete sleepers round
Group demonstrate its capaoff the guideway technology
bilities with the construction
portfolio.
of several spectacular sports
venues. The Group continues
to foster its Design & Build
competence with the construction of complex and sustainable logistics properties.
ment and successful launch of
the Max Bgl Hybrid Tower
System for wind power plants.

[*] Joint venture realisation

22

Postal address:
P. O. Box 11 20
D-92301 Neumarkt, Germany

Phone +49 9181 909-0

Fax +49 9181 905061

info@max-boegl.com
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die-jaeger.de bne122463 09/14 . Photo credits: Foto Bischof & Broel (p. 7); J + W Diebel (p. 12); Nrnberg Luftbild, Hajo Dietz (p. 22); Stephanie Eisenkolb, Max Bgl Group (p. 3); Max Bgl Group (titel, p. 6, 8, 9, 10, 11, 12,
13, 16, 17, 18, 21); Gerhard Hagen/poolima/Max Bgl (p. 17); Tom Kimpfel Fotodesign (p. 19); Kitzbheler Fotohaus (titel, p. 4, 8, 9); Dieter Klaas (p. 7); Marc Kalbusch (p. 13); Reinhard Mederer (p. 5); Helmut Schfer (p. 5);
Photographie Wolfgang Seitz (p. 5, 20); Martin Starl (p. 13); Michael Stibitz (titel, p. 4, 5, 14, 15); Studio Stadler (p. 11)

Max-Bgl-Strasse 1
D-92369 Sengenthal, Germany