At the junction stations Scheidplatz and Innsbrucker Ring, the four tracks run in parallel on the same level, with two island platforms allowing cross-platform interchange.

The following station, St.-Quirin-Platz has an extraordinary architecture, as it is covered by a large, shell-like structure made from glass and steel, which is drawn nearly down to track level on one side.

In 1994, during the construction of this section, an accident happened: the ceiling of the new tunnel collapsed due to the intrusion of water and a bus fell into the crater.

After leaving the three-track junction station Implerstraße, where the U6 heads west towards Harras before ending up in Großhadern suburb, the U3 reaches Brudermühlstraße (near the picturesque Flaucher section of the Isar river), Thalkirchen (Zoo) (a short walk from the large city zoo) and Obersendling, which is built 30 metres (98 ft) higher than the Thalkirchen station, because it is located on the "Hochufer" (western tread) of the River Isar.

After passing Odeonsplatz, where an interchange to U3/U6 trains is possible, and Lehel, the U4 crosses the River Isar in a tunnel, and reaches Max-Weber-Platz, the last station that is shared with the U5.

The original plan called for an extension to Johanneskirchen station (where easy transfer to the S8 S-Bahn line would be possible) via Fideliopark, but was never built, due to low current ridership in the area north of Max-Weber-Platz.

Fröttmaning has been expanded to two island platforms and four tracks to cater for the Allianz Arena football stadium, built for the 2006 FIFA World Cup.

Via Alte Heide, Nordfriedhof (station with side platforms), and Dietlindenstraße, the U6 reaches Münchner Freiheit, where it joins the U3 on the shared inner city tunnel.

The section via Partnachplatz and Westpark to Holzapfelkreuth was constructed for the Internationale Gartenbauausstellung (IGA) in 1983 was therefore dubbed "flower line", which is reflected in the design of these stations.

It is only running on Saturdays to ease crowding on the U2 and U3 lines, and to provide people an easier access to the Olympic Park from Munich Central Station.

Already in 1905 there were plans to build an underground metro in about the route of today's trunk line of the S-Bahn between the main and Ostbahnhof and a ring road that surrounds the old town.

At the time of Nazi Germany, from 1936, a network of electric subterranean railways was planned for the "capital of the movement" and construction was begun, but the Second World War put an end to this.

The tunnel of today's U6 between Sendlinger Tor and Goetheplatz - including the station there - were already completed in the shell, but still as part of a rapid-transit railway route.

Parts of the tunnel were filled with debris after the war, others served for a while as a breeding ground for mushrooms, before penetrating groundwater made the short piece of early metro history unusable.

However, even during the 1950s the Munich City Council discussed plans to run a few of the tram lines underground because the capacity for surface traffic was overstretched.

When completed, U5 will be the only subway line in Munich to connect Hauptbahnhof with both west (Pasing) and east (Ostbahnhof) termini that provide regional and long-distance train services.

MVG initially rejected the proposal due to higher cost and two S-Bahn lines already serving the northern and southern areas of Freiham.

Additionally, the western terminus is to be located in Freiham city centre, serving the suburban town better than two S-Bahn lines in north and south.

The 750 million euros Pasing Bahnhof-Freiham extension is 4.5 kilometres long and has four new stations: Westkreuz, Radolfzeller Straße, Riesenburgstraße, and Freiham Zentrum.

[6] On 28 July 2020, the administrative district of Oberbayern has approved the route alignment and construction plan for the second segment between the future subway stations Willibaldstraße and Am Knie.

The second segment is routed from Willibaldstraße U-Bahnhof between Landsberger Straße and Agnes-Bernauer-Straße toward the two popular swimming, recreational, and sport centres (Westbad Hallenbad and Eis- und Funsportzentrums West).

Due to the construction taking place in an empty field, it won't require intervention into existing infrastructure, which will save around 50 million euros in building cost.

After the success of citizen initiative to extend the U5 West to Pasing and then to Freiham, the state parliament is exploring the extension south of Neuperlach Süd station to Taufkirchen.

Although the plans for this extension were quite advanced, low passenger forecasts have led to its abandonment in favour of a tram or light rail from Schwanseestraße.

[16][17] The revised plan eliminates U6 service between Implerstraße and Münchner Freiheit to relieve the overburdened U3 and reduce the heavy congestion at Sendlinger Tor and Odeonplatz when transferring between lines during rush hour.

The increased number of employees would lead to the vehicular traffic chaos and collapse unless the new S-Bahn North Ring and new U26 are built with stations at Forschungszentrum.

Munich U-Bahn system is experiencing the increasingly frequency of passengers and objects falling from the platforms into the tracks lately, disrupting the service.

[26] MVG plans the pilot project at Olympiazentrum up to two years to test the feasibility and to resolve any issues before deploying system-wide technology.

[28] The bilevel mezzanine area was renovated with one section rebuilt and levelled to eliminate the small stairs and narrow ramp, which interrupt the flow.

The intersecting subway lines cause the overcrowding and frustrating movements between two station platforms, especially at Hauptbahnhof (U1/U2/U7/U8, U4/U5, and future U9 as well as S-Bahn), Sendlinger Tor (U1/U2/U7/U8 and U3/U6), and Odeonplatz (U3/U6 and U4/U5).