There is a lot of shipping traffic on the Ringvaart and the A4 is a very busy motorway. This meant that during the construction both road and shipping traffic had to be considered. The canal had to remain open during construction (at least 12 metres wide and 3.3 metres deep) and there could be no hindrance for road traffic. As a result, the tunnel construction could not be built in a single operation.

In March 2001 the building started at the north side with a closed tunnel under the Ringvaart. For this work, half of the canal was closed for ships. At the same time, construction started at the south side with the access ramp of the railway, which from the Googerpolder will pass under the Ringvaart to Haarlemmermeer. Later, the same work was done on the other side: with the same teams and materials, the northern access ramp and the southern closed tunnel construction were built.

Because the tunnel lies below the water level of the Ringvaart and below the ground water level of the adjoining polders, construction pits were created so that the workers could keep their feet dry. The two construction pits were created by piling steel walls and sheetpiling with a maximum length of 24 metres into the bottom of the Ringvaart. The earth between the walls could be excavated without the surrounding earth collapsing. To this end, props (supporter beams) were placed between the walls in the course of the excavation, so that the pressure of the earth would not bend the sheetpile walls inward. This is one of the principles of the so-called cut & cover method.

To warrant the safety of the surroundings, earthen walls were raised around the construction pits. These walls are as high as the polder dike. If the sheetpile walls were to collapse, the earthen walls would prevent the surrounding polders from flooding.

During the excavation of the construction pits, the water level in the pits was kept a few centimetres above the groundwater level. In this way, only fresh water could leak from the pit and no (possibly salty) water could flow into the pit from outside. In addition, this prevents that salty groundwater (which is found in deeper layers) wells up to the surface and makes the soil brackish, which can be a nuisance to farmers in the vicinity (see also: groundwater).

As soon as the construction pit was deep enough, the piling work could start. This is done from a piling structure on a so-called traverse, a rollable construction bridge, which rests on the sheetpile walls. The piles support the subsequently poured layer of concrete and stop it from being pushed upward by water pressure.

The layer of concrete was poured under water, because the construction pit was not yet entirely watertight at this stage. As soon as the concrete had hardened, the pit was pumped dry and the tunnel construction could be built.

In the deepest section of the tunnel, a pump reservoir was built to collect rainwater and pump it away.

• Length of aqueduct: 1837 metres (including access ramps), of which 40 metres closed.
• Width of aqueduct tunnel construction: 11.5 metres.
• Thickness of roof: 90 centimetres.
• Depth of aqueduct tunnel construction: no more than –12 Normal Amsterdam Water Level.
• Number of piles: approximately 3500.
• Number of entry shafts for emergency services: 6.
• Length of underwater concrete: approximately 1600 metres.
• Fact: if high speed trains travel at 300 km/hour, they pass under the aqueduct tunnel construction in 20.3 seconds.