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Our products have been widely used in urban subways, railway and highway tunnels, cross-sea and cross-river tunnels, municipal utility tunnels, hydraulic engineering projects, and other fields.
Our customers are located in major cities across China and also export to global markets including the Americas, Europe, Southeast Asia, and the Middle East. We have established strong partnerships with numerous large construction groups and tunnel-boring machine manufacturers.
The “Four World’s Firsts” have set a new global benchmark for high-speed railway tunnels. The tunnel boring machine (TBM) has successfully completed a single-heading tunnel crossing beneath the Yangtze River, spanning a distance of 11.3255 kilometers—the longest single-heading tunnel ever excavated worldwide. The tunnel utilizes the world’s largest-diameter high-speed railway TBM, the “Linghang,” with a maximum cutterhead diameter of 15.4 meters, creating an excavation cross-section of 186 square meters—equivalent to the height of a five-story building. The tunnel plunges as deep as 89 meters below the riverbed, enduring an ultra-high water pressure of 1.02 megapascals (equivalent to 10 atmospheres). This makes it the deepest and highest-pressure underwater tunnel in the Yangtze River basin. The project has also established a world record for high-speed railway tunnels in the 15-meter class, achieving a monthly advance rate of 718 meters—and averaging 600 meters per month. With its “strategic-level value” at its core, this project not only overcame world-class engineering challenges such as ultra-long single-heading tunneling, ultra-high water pressure, and complex geological conditions, but also achieved breakthroughs across the board in engineering technology, construction management, and ecological protection.
With an excavation diameter of 15.8 meters—equivalent to the height of a five-story building—it was the largest-diameter slurry shield tunneling machine in China at the time. The tunnel’s exceptionally long distance of 3,603 meters represents a rare project of its kind in China, and its construction difficulty ranks among the highest in the world. The construction area is located in the core district of Shenzhen, where old buildings are densely packed along the route. The tunnel directly passes beneath 28 existing old buildings and runs alongside 78 other structures, most of which have shallow foundations with poor resistance to settlement. Furthermore, the tunnel must pass through 11 fault fracture zones, with surrounding rock strength reaching as high as 173 megapascals. Additionally, the project involves continuous curves with small radii, while also needing to avoid sensitive areas such as subway lines and railway tracks—resulting in extremely high construction risks.
It is the world’s first large-diameter shield tunnel located in an area with an earthquake intensity of 8 degrees. It is also Guangdong Province’s first highway tunnel constructed using the shield method beneath the sea, and has been dubbed “the most challenging large-diameter shield project” in China. At its deepest point, the tunnel lies 98.5 meters below sea level, situated in a region experiencing high seismic intensity of magnitude 8. To overcome challenges such as nearly 100-meter-high water pressure and severe chloride corrosion, the tunneling machine had to bore through extremely hard granite strata with a compressive strength of up to 200 megapascals. The shield tunnel section successfully passed through a 135-meter-long fault zone thanks to advanced ground consolidation measures applied ahead of the tunnel face. During construction, the team set several remarkable records: 14 meters per shift, 24 meters per day, and 432 meters per month—breaking the previous record for domestically produced ultra-large-diameter slurry balance shield machines.
Singapore MRT Cross Island Line Phase 1 CR105 Project Tunnel
A benchmark for technological breakthroughs in Singapore’s metro sector: This is the first metro construction project undertaken by Singapore’s Land Transport Authority to employ a large-diameter tunnel boring machine, marking a departure from traditional metro tunneling methods locally. The geological and environmental challenges during construction are exceptionally high: the tunnel must pass through a variety of complex geological formations, including marine clay, mixed granite, and old impact sand layers, with highly variable geological conditions. At the same time, the tunnel needs to run beneath Changi Airport—a major international transportation hub—as well as other critical structures, placing extremely high demands on construction settlement control and equipment stability. Throughout the construction process, it is imperative to strictly avoid any adverse impacts on nearby key facilities.
A benchmark project in China’s deep tunnel drainage sector: As the country’s first-ever deep-tunnel drainage project, the northern section is one of the largest and most technically challenging segments in China’s drainage engineering field. The tunnel is buried 55 meters underground, requiring breakthroughs in several industry “bottleneck” challenges, including the construction of ultra-deep excavation support systems and the design of deeply buried tunnel lining structures. The construction environment and technical requirements are exceptionally stringent: the tunnel passes through ecologically sensitive areas such as the third phase of Xixi Wetland, placing extremely high demands on controlling construction-induced disturbances. To meet these challenges, the construction team employed technologies such as three-dimensional modeling for pre-construction simulations and ground-bearing capacity reinforcement. This enabled them to achieve millimeter-level precision in installing the core components of the tunnel boring machine. At the same time, a digital smart management platform was leveraged to monitor construction activities around the clock, ensuring both construction quality and ecological safety. With an ecological water allocation capacity exceeding 25 cubic meters per second, this project will effectively improve the aquatic ecosystem of the river network in the western part of the city.
Shenjiang Railway Zhujiang Estuary Tunnel
The hydrogeological challenges are of world-class magnitude. The tunnel has to pass through 13 different geological strata and 17 fault zones, with a solid rock section spanning an impressive 2.75 kilometers. The granite exhibits a compressive strength as high as 124.6 megapascals, and 22% of the tunnel’s length consists of alternating soft and hard strata. Meanwhile, the maximum water pressure reaches 1.06 megapascals—equivalent to 10.6 kilograms of pressure exerted on the tip of a fingernail. The tunnel’s maximum underwater burial depth is 115 meters, setting a new record for the deepest undersea railway tunnel in China. The tunnel’s geological conditions are exceptionally complex, with highly variable and intricate rock types, posing enormous challenges to both equipment performance and construction techniques. It presents three globally challenging issues: long tunnel lengths, ultra-high water pressures, and extremely complex geology.
Northern Section of the Wuhan Metro Line 12 PPP Project
Crossing Multiple High-Risk and Sensitive Areas: The northern section requires two crossings of the Yangtze River and one crossing of the Han River. The maximum burial depth of the tunnel roof beneath the riverbed reaches 51.7 meters below the bottom of the Yangtze River. Additionally, the tunnel must sequentially pass under the Wuhan Shipbuilding Vocational Technical College building, a dike, and the operating Line 1 light rail. The project must not only address tool wear caused by the riverbed rock formations but also ensure the safety of surrounding buildings and existing railway lines. Geological conditions are complex and highly variable: The construction section spans various geological strata, including silty clay layers and intricate rock formations at the riverbed. In some sections, the maximum burial depth for TBM tunneling reaches 41.2 meters. Particularly in areas directly beneath the Han River dike, precise control of excavation pressure is essential to prevent ground collapse or water inflow risks. Outstanding Connectivity and Interchangeability: As a key component of the ring line, the northern section connects multiple administrative districts, including Qiaokou and Jianghan. Via Hankou Railway Station, it provides interchange connections with more than ten metro lines. Moreover, the project includes the construction of the Danshuichi Vehicle Depot and the Fuxingcun Parking Lot. Upon completion, this project will help Wuhan achieve a transportation network featuring “three districts integrated into a single ring.”
Multiple sensitive areas to be traversed with stringent protection requirements: The tunnel boring machine (TBM) needs to sequentially pass beneath National Highway 318, the Changhu-Shen Class III waterway, the historic Qitang Canal Heritage Area, and the World Cultural Heritage Site of Nanxun Ancient Town. During construction, settlement and vibration must be strictly controlled. At the same time, leveraging the “Quan Zhiyun” intelligent monitoring and early-warning system, real-time monitoring of both the tunnel structure and its surrounding environment will be conducted to ensure the safety of cultural relics and scenic-area buildings. Significant geological and construction technical challenges: The tunnel passes through predominantly silty clay, silty clayey soils, and粉土 layers, with overburden thickness ranging from only 6.2 to 17.9 meters. This presents technical difficulties such as launching and receiving in extremely shallow overburden conditions and tunneling along tight-radius curves. The project employs an 11.7-meter-diameter slurry shield TBM, which addresses the stability issues associated with long-distance tunneling in soft ground by dynamically adjusting excavation parameters and precisely calculating cutterhead pressure.
High difficulty in geological adaptation to the surrounding environment: The southern route is located in the central urban area and passes through a mixed geological formation comprising soft, silty soil and portions of hard rock. At the same time, it runs in close proximity to dense urban buildings. During construction, it must also be coordinated with the renovation of the Zhonghe Elevated Ring-North Interchange and the reconstruction and restoration of non-motorized vehicle bridges—tasks that place extremely high demands on construction accuracy and the protection of nearby facilities. Significant pressure from pipeline and traffic coordination: The section includes the construction of a 174-meter-long parallel ramp on the south side, and the surrounding area is densely packed with underground pipelines. During construction, it is necessary to simultaneously coordinate pipeline relocation and traffic diversion. This requires not only avoiding multiple power, communication, and other pipelines but also minimizing disruptions to the flow of traffic on major thoroughfares such as Tianmu Mountain Road and North Ring City Road, making traffic management particularly challenging.
High Construction Risks in the Core Urban Area: The project section is located in the Wulin Square commercial district, where buildings are densely packed and underground utility lines are intricately intertwined. The project involves relocating 13 power circuits of 35 kV and above, as well as 55 circuits of 10 kV. Additionally, the construction requires passing beneath multiple infrastructure elements, including Metro Line 2, Metro Line 10, and the Guxin River. In total, the project faces dozens of high-risk construction sites, making it extremely challenging to control ground settlement. High Equipment and Construction Difficulties: The transportation, assembly, and installation of the ultra-large tunnel boring machine—measuring 13.46 meters in diameter—pose significant challenges. The equipment bridge alone is 23 meters long and weighs 68 tons. Meanwhile, the project has required coordinating numerous traffic diversions, totaling more than 30 such diversions. During construction, it was essential to minimize disruptions to traffic flow in the city center. Highly Adaptable Construction Method: To address the complex and variable geological conditions along the route, the project innovatively adopted a slurry balance tunneling method. This method enables precise control over ground disturbance during excavation and, combined with advanced construction technologies, achieves an average daily advance rate of 4 meters, ensuring both construction progress and the safety of nearby facilities.
Pearl River Delta Intercity Railway Pazhou Branch Line
High construction difficulty: The section between Pazhou Station and Beigang Shaft represents the first project in China to use a 13-meter-class large shield tunneling machine for tunneling through a complex geological formation with an extremely small curve radius of just 500 meters. At the same time, it achieved the world’s first successful reception of a 13-meter-class large shield tunneling machine using a steel casing, setting a new industry record for the reception of ultra-large-diameter steel casings measuring 14 meters. High risk-control pressure: The core section requires passing sequentially beneath rivers, wetlands, operating subway lines, highways, and other critical structures, involving more than 30 crossings of various risk points in total. Moreover, the project is located in the central business district of Guangzhou, where buildings are densely packed and underground utility networks are highly complex, placing extremely stringent demands on controlling ground settlement and ensuring the safety of surrounding facilities.
Taiyuan Hub Loop Railway Tunnel
Strong technological innovation: This marks the first time in China that earth-pressure balanced tunnel boring machines have been applied to railway tunnel construction, breaking the limitations of traditional underground excavation methods for railway tunnels. The associated construction technology has been promoted across the entire national railway network by China State Railway Group, filling a significant gap in both research and application within the domestic field of large-diameter earth-pressure balanced tunnel boring machines. High geological and risk-control challenges: The tunneling route includes a 2,200-meter section characterized by a layer of coarse-grained pebbles with high content, where the largest pebble diameter exceeds 600 millimeters. At the same time, the tunnel must pass through 64 potential risk sources—including major urban thoroughfares, rivers, historic buildings, and residential structures—and the tunnel is buried at a depth of only 8 to 25 meters, placing extremely stringent demands on surface settlement control. Ultimately, the construction process managed to keep the maximum surface settlement within 10 millimeters.
