{"id":20322,"date":"2026-09-01T06:09:41","date_gmt":"2026-09-01T06:09:41","guid":{"rendered":"https:\/\/tunnelingworld.com\/?p=20322"},"modified":"2026-09-01T06:12:02","modified_gmt":"2026-09-01T06:12:02","slug":"1430-ton-debohra-tbm-dismantled-and-moved-across-vienna-for-second-tunnel-drive","status":"publish","type":"post","link":"https:\/\/tunnelingworld.com\/?p=20322","title":{"rendered":"1,430-Ton Debohra TBM Dismantled and Moved Across Vienna for Second Tunnel Drive"},"content":{"rendered":"

A good chunk of that clay is now sitting in Austrian builders\u2019 yards as bricks.<\/strong><\/p>\n

The machine that dug it is named Debohra. She weighs roughly 1,300 metric tons, or 1,430 US tons, and on July 10 she broke through into the emergency shaft at Augustinplatz in Vienna\u2019s seventh district for the second time in twelve months. Her first breakthrough was in July 2025 on the other track. This second drive completed the machine-bored portion of the first stage of the U2xU5 expansion, according to the STRABAG and PORR consortium.<\/p>\n

Getting her back to the start was the awkward part<\/strong><\/p>\n

Boring machines do not reverse. After Debohra reached Augustinplatz in July 2025, crews could not simply back her out and position her for the second tunnel.<\/p>\n

Instead, they dismantled her. Components were lifted out at Augustinplatz and transported by road to the launch shaft at Matzleinsdorfer Platz, while the long trailing gantries were pulled back through the completed tunnel.<\/p>\n

Felbermayr handled the road transport in September 2025 using a tandem lift, four-axle tractor unit and ten-axle semi low loader over roughly 11 km. Debohra was reassembled at the launch shaft and restarted the second drive later that year.<\/p>\n

Nine months later, she broke through at Augustinplatz again, almost exactly a year after her first breakthrough.<\/p>\n

Twenty-seven thousand parts and a purple cutting wheel<\/strong><\/p>\n

Debohra was built at Herrenknecht\u2019s plant in Schwanau, Germany, specifically for Vienna\u2019s geology. The 127 m-long machine contains roughly 27,000 individual parts and arrived in early 2024 in sections before being assembled inside the Matzleinsdorfer Platz shaft.<\/p>\n

She is an EPB shield, or earth pressure balance machine, suited to soft, sticky ground. Herrenknecht project manager Ralph Lickert described it as the optimal machine type for the predominantly clayey geology identified during site investigations.<\/p>\n

The machine worked mainly through Wiener Tegel, a stiff, clay-rich layer beneath much of Vienna.<\/p>\n

Debohra has an excavation diameter of 6.84 m, while the cutting wheel measures 6.88 m, weighs about 78 metric tons and carries around 40 disc cutters and 100 scraper knives. Its purple cutting wheel matches the colour of the U2 on Vienna\u2019s network map.<\/p>\n

The cutterhead has 1,920 kW of drive power, around 2,575 hp, and Wiener Linien says the machine achieved up to 10 m of progress per day.<\/p>\n

Behind the cutterhead, Debohra installed precast concrete segments into rings as excavation advanced. Across six drive sections, the consortium installed 2,850 rings made from around 17,000 segments. The first tube alone required 1,495 rings and 8,970 segments over 2.1 km. Together, the two tubes total 4.2 km.<\/p>\n

The clay she dug is already on sale as bricks<\/strong><\/p>\n

Wiener Linien and brickmaker Wienerberger established an arrangement to reuse suitable tunnel spoil instead of sending it to landfill. About 35,000 m\u00b3 of quality-checked Viennese clay excavated by Debohra has been transferred to Wienerberger.<\/p>\n

The material is transported to plants at Hennersdorf near Vienna and G\u00f6llersdorf in Lower Austria, where it is processed and blended with clay from existing pits.<\/p>\n

The result is around 2.8 million bricks, enough material for roughly 1,000 single-family homes. Production began in March 2026, with the bricks available through builders\u2019 merchants from May.<\/p>\n

The material is not used entirely on its own: Wienerberger blends the tunnel clay into its existing clay mix. The 35,000 m\u00b3 also represents material handed over after quality testing, rather than the total spoil excavated from both tunnels.<\/p>\n

For comparison, Vienna.at reported that around 83,000 m\u00b3 of ground was removed during the first tube alone. More material is expected to enter the brickmaking process after testing.<\/p>\n

Wienerberger Austria managing director Johann Marchner has said the resulting bricks meet the company\u2019s normal standards for structural performance, insulation and acoustics.<\/p>\n

Herrenknecht builds a lot of what digs under America<\/strong><\/p>\n

Compared with some machines produced by the same factory for the US, Debohra is mid-sized. Herrenknecht\u2019s machines for the Hudson Tunnel Project in New Jersey have cutterheads exceeding 28 feet in diameter, while the 54-foot machine built for San Jose is large enough to accommodate both tracks and two station platforms inside one tube.<\/p>\n

The four machines for New York\u2019s new Hudson River rail tunnel come from Herrenknecht and use different cutterheads for varying ground conditions.<\/p>\n

American water tunnels have their own TBM names. Nora, the Robbins machine used for the Delaware Aqueduct bypass under the Hudson, weighed more than 1,350 US tons. At roughly 1,430 US tons, Debohra is slightly heavier.<\/p>\n

Herrenknecht says its machines have bored more than 3,000 km of metro tunnel across over 1,300 projects, including 22 machines for Grand Paris Express and 15 for Sydney Metro.<\/p>\n

The hole is finished. The subway is not.<\/strong><\/p>\n

Debohra\u2019s breakthrough leaves behind the bored shells of two tunnels, but significant work remains.<\/p>\n

Track, power, ventilation, smoke extraction, safety systems, cross passages and interior fit-out must still be completed, followed by testing and commissioning. The four new stations are Matzleinsdorfer Platz, Reinprechtsdorfer Stra\u00dfe, Pilgramgasse and Neubaugasse.<\/p>\n

The machine-bored section ends at Augustinplatz. The onward section toward Rathaus was constructed using conventional mined tunnelling, while the U5 tunnel between Rathaus and Frankhplatz is also complete. Across the first stage, the project creates more than 5 km of new U2 and U5 route.<\/p>\n

Passenger service on the extended U2 to Matzleinsdorfer Platz is scheduled for 2030. The STRABAG and PORR consortium originally won the contract in late 2020 with a 2028 completion target, but geological conditions pushed the first stage back by two years.<\/p>\n

Debohra is now being dismantled at Augustinplatz, with her components returning to Schwanau for overhaul and future use. The machine has completed two tunnels, helped keep around 20,000 truck journeys off Vienna\u2019s streets and supplied millions of bricks from excavated clay.<\/p>\n

What is an Earth Pressure Balance machine and how does it operate?<\/strong><\/p>\n

An Earth Pressure Balance (EPB) machine maintains stability in soft, water-bearing soils by balancing pressure at the tunnel face. Excavated material is held inside a sealed chamber to provide counter-pressure, while a screw conveyor regulates muck removal and helps prevent ground collapse or surface settlement.<\/p>\n

Why is clay-rich geology particularly challenging for tunnelling projects?<\/strong><\/p>\n

Clay-rich soils are cohesive and can become highly sticky when wet. They can create face instability, heave and surface settlement, requiring precise pressure control. EPB machines are therefore commonly selected for tunnelling through stiff, clay-rich ground.<\/p>\n

What are precast concrete tunnel segments and why are they used?<\/strong><\/p>\n

Precast concrete segments are curved, factory-made elements bolted together to form continuous tunnel lining rings behind the TBM. They provide structural support, resist ground and groundwater loads, and allow rapid installation with consistent quality.<\/p>\n

How is excavated spoil managed sustainably in modern tunnelling projects?<\/strong><\/p>\n

Tunnel spoil can be classified, processed and reused rather than sent to landfill. Suitable material may be used in brick manufacturing, engineered fill or construction aggregates, reducing waste, raw-material extraction and transport-related emissions.<\/p>\n

What maintenance and inspection activities are typically required for TBMs after completing a drive?<\/strong><\/p>\n

After a drive, TBMs undergo preventive maintenance including cutter replacement, cutterhead inspection and refurbishment, lubrication of bearings and hydraulic systems, and checks of electrical, dust-removal and ventilation systems. These maintenance periods prepare machines for future drives.<\/p>\n

How will the U2xU5 extension integrate with Vienna\u2019s existing U-Bahn network?<\/strong><\/p>\n

The U2xU5 project will transform the existing U2 section between Karlsplatz and Universit\u00e4tsstra\u00dfe into the new driverless U5 while extending the U2 toward Wienerberg. New interchanges, including Frankhplatz and Matzleinsdorfer Platz, will improve connectivity and increase network capacity.<\/p>\n

What safety systems are required in metro tunnels after boring completion?<\/strong><\/p>\n

Completed metro tunnels require ventilation and smoke-control systems, fire detection and suppression, cross passages with fire-rated doors, emergency lighting, communications and public-address systems, evacuation signage and backup power for critical equipment.<\/p>\n","protected":false},"excerpt":{"rendered":"

A good chunk of that clay is now sitting in Austrian builders\u2019 yards as bricks. The machine that dug it is named Debohra. She weighs roughly 1,300 metric tons, or 1,430 US tons, and on July 10 she broke through into the emergency shaft at Augustinplatz in Vienna\u2019s seventh district for the second time in twelve months. Her first breakthrough was in July 2025 on the other track. This second drive completed the machine-bored portion of the first stage of the U2xU5 expansion, according to the STRABAG and PORR consortium. Getting her back to the start was the awkward part […]<\/p>\n","protected":false},"author":5,"featured_media":20323,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[4001],"tags":[84,5465,5464],"class_list":["post-20322","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-contract-projects","tag-tbm","tag-u2xu5-tunnel-drive","tag-vienna","post--single"],"yoast_head":"\nDebohra TBM Completes U2xU5 Tunnel Drive in Vienna<\/title>\n<meta name=\"description\" content=\"Debohra, a 1,300-tonne EPB TBM, has completed the second U2xU5 tunnel drive in Vienna, excavating clay for 4.2 km of new metro tunnels.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/tunnelingworld.com\/?p=20322\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta 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