Blog-Chenxing supplier of shield machine cutterhead sealing brushes

New Zhengzhou Airport-Zhengzhou South Station Intercity Railway Tunnel

2025/12/24

New Zhengzhou Airport-Zhengzhou South Station Intercity Railway Tunnel

The project boasts numerous technological innovation highlights—it is China’s first intercity railway tunnel project featuring a dual-track, large-diameter shield tunnel. The tunneling machine has been equipped with a world-first six-axis underwater special-operation robot, which can effectively clean the cutterhead and solve the challenging problem of mud cake buildup. The tunnel passes through highly risky critical infrastructure, including a close proximity underpass beneath the central route of the South-to-North Water Diversion Project’s main canal. At this location, the tunnel arch is only 26 meters above the canal’s bottom, where the water pressure is 40 times higher than normal during tunneling. Moreover, the settlement must be kept within a strict limit of no more than 9 millimeters. To achieve this, the project team set up a pilot section and introduced advanced automated monitoring technologies, ultimately controlling the settlement in the underpass section to within 2.5 millimeters—a remarkable feat that ensured safe passage. The tunneling efficiency has reached unprecedented levels: the daily advance rate has been increased from an average of 3 rings per day to 7 rings per day, setting new national records for intercity railway tunnels, including a single-day advance of 22 meters, a monthly advance of 410 meters, and a one-time safe advance of 3,800 meters using large-diameter dual-track shield tunneling technology.

Beijing-Shenyang Wangjing High-Speed Rail Tunnel

2025/12/24

Beijing-Shenyang Wangjing High-Speed Rail Tunnel

The risk sources encountered during the tunneling process were exceptionally challenging. The tunnel continuously passed beneath the Airport Express, Metro Line 15’s Maquanying Station, 34 high-voltage 110-kV power transmission towers, and a residential area spanning 1.8 kilometers—each of these constituting Class-A risk sources. This project set a new national record for settlement control when large-diameter shield tunnels cross existing structures. By tackling environmental protection technologies that had long posed global challenges, the project successfully built one of the country’s first large-diameter slurry shield tunneling plants capable of achieving “zero pollution, zero leakage, and zero emissions” in slurry treatment, thereby completely resolving the issue of slurry contamination associated with urban shield tunneling construction.

Hengyang Second Ring Road Hejiangtou Xiangjiang Tunnel

2025/12/24

Hengyang Second Ring Road Hejiangtou Xiangjiang Tunnel

The longitudinal gradient design presents a level of difficulty rarely seen nationwide. With a tunnel gradient reaching 5.0%, this is China’s largest “V-shaped” longitudinal-gradient, large-section slurry shield tunnel crossing the river. Such an extreme gradient poses extraordinarily high technical challenges for shield launching, and makes it particularly difficult to adjust the shield’s attitude during tunneling—especially during the “upward” driving phase, where precise parameter control is crucial. The geological conditions are exceptionally complex: the tunnel is located at the confluence of three major rivers—the Xiangjiang, Leishui, and Zhengshui—and must pass through unfavorable geological formations including karst regions, fractured zones, and strata that are soft on top and hard below. Moreover, the tunnel faces the challenge of groundwater corrosiveness. Additionally, the launch shaft is situated close to the eastern embankment of the Xiangjiang River, raising the risk of river water seeping into the excavation pit and compromising structural stability. The core technologies employed here are internationally leading; notably, the innovative use of silane impregnation technology for corrosion protection of tunnel segments—a technique commonly used in port engineering—is being applied for the first time to underground tunnel corrosion protection. Furthermore, the newly developed “grouting and compaction method for replacing low-density fill materials in riverbed cavities” has also reached an internationally advanced level.

2025/12/24

Foguan Intercity New Shiziyang Tunnel

This tunnel was once the world’s largest-diameter underwater railway tunnel. It features a single-bore, double-track design, with a shield tunneling machine advancing alone for a total distance of 4.9 kilometers. During construction, the project encountered maximum water pressures as high as 0.9 megapascals and had to pass through three fractured zones and three sections of high-strength, full-face hard rock. Sections of full-face hard rock accounted for 48.5% of the tunnel’s total length, with the rock exhibiting a maximum saturated compressive strength of up to 75.7 megapascals. In response to this complex and varied geological environment, the construction team developed an efficient construction methodology, achieving a record-breaking monthly advance rate of 304 meters. The construction progress in the composite geological formations reached as much as 180 meters per month, with an average progress rate of approximately 126 meters per month—far exceeding typical tunneling speeds under similar complex conditions. This tunnel has truly become a high-standard, high-risk underwater railway tunnel for intercity rail transit.

2025/12/24

Dongjin Tunnel

This marks the first time in China that earth-pressure balanced tunnel boring machines have been applied to railway tunnel construction. It also fills a significant gap in the country’s development and application of large-diameter tunneling equipment, breaking the reliance on imported core technologies for large-diameter composite earth-pressure balanced tunnel boring machines. The tunnel traverses a variety of complex geological formations, including new loess, silty soil, sand layers, and high-grain-size gravel layers—among which the high-grain-size gravel layer stretches over 2,200 meters, with the largest gravel particles exceeding 600 millimeters in diameter. At the same time, the tunnel passes beneath 64 critical structures—including major urban thoroughfares, rivers, bridges, historic buildings, and residential buildings—posing extreme challenges in terms of settlement control and construction safety. During the project, the tunnel boring machine achieved remarkable milestones: monthly advance rates of 420 meters and daily advance rates of 22 meters, while maintaining maximum surface settlement within 10 millimeters.

2025/12/24

Baiteng Tunnel on the Menghua Railway

The world’s first horseshoe-shaped shield tunneling method was employed in this project. The tunnel is located on the fringe of the Maowusu Desert and primarily traverses loose geological formations such as sandy new loess and silt. The surrounding rock is mostly classified as Grade V and Grade VI, posing a high risk of collapse. Moreover, the tunnel must pass beneath critical infrastructure including the Baomao Expressway, natural gas pipelines, and high-voltage power towers—each presenting significant risks. As a result, the project faced exceptional geological and construction challenges. To address these unique difficulties associated with the unconventional shield design, an innovative approach was adopted: using a reinforced open-cut section to provide launching reaction force, thereby replacing the traditional reaction frame. Additionally, the tunnel segments were assembled using a “7+1” segmental configuration combined with an alternating odd-and-even ring jointing technique, ensuring structural stability. The “Menghua” shield machine set new records by achieving a maximum daily advance of 19.6 meters and a maximum monthly advance of 308 meters, completing the entire tunnel excavation in just 440 days.

Hangzhou Yanjiang Avenue – Canal and Jiang Tunnel

2025/12/24

Hangzhou Yanjiang Avenue – Canal and Jiang Tunnel

The first tunnel to cross the Hangzhou Canal fills a gap in local underground transportation along the canal. By eliminating the need to rely on bridges for crossing the canal, this tunnel effectively bypasses the peak-hour congestion in the Sanbao Ship Lock section of Hanghai Road, significantly improving traffic efficiency between Qianjiang New City and Xiasha. Located at the confluence of the Qiantang River and the Beijing-Hangzhou Grand Canal, the tunnel site features abundant groundwater and high hydrostatic pressure. To address the challenging safety issues posed by ultra-large and ultra-deep excavations under high-pressure water conditions, the construction team innovatively adopted the “top-down, reverse construction” method combined with an “island-style” excavation technique, successfully overcoming these formidable engineering challenges.

2025/12/24

Changsha Nanhu Road Xiangjiang Tunnel

This project is the first tunnel construction in Hunan Province to employ the slurry balance shield method with a large diameter of 11.65 meters, breaking away from the traditional construction approach for cross-river tunnels in the region. Located in the heart of the city between the Orange Isle Bridge and the Monkey Stone Bridge, the project site features dense traffic and a complex network of underground utilities. The extremely shallow burial depth poses significant risks during tunneling; the construction not only requires extensive relocation of utility lines and demolition of buildings but also demands careful coordination between construction activities and urban traffic as well as residents' daily lives. Moreover, the site has numerous overlapping work areas and limited space. During tunneling, the team encountered a zone with developed karst caves, which became the primary obstacle to construction. To overcome this challenge, the contractor conducted pre-treatment of the caves by injecting grout beneath the riverbed and pre-casting concrete slurry to fill the cavities. At the same time, they adjusted tunneling parameters and slowed down the tunneling speed, successfully resolving this difficult issue.

Beijing-Tianjin Intercity Extension Project Section 3

2025/12/24

Beijing-Tianjin Intercity Extension Project Section 3

The section of the project is located in a coastal alluvial plain, where the geological strata are predominantly composed of clay, silty clay, and silty loam. These soil types exhibit high sensitivity and low strength, with relatively high compression coefficients, making them highly susceptible to creep and disturbance. During tunnel boring machine (TBM) excavation, they can easily induce ground deformation, posing significant challenges to tunneling operations and the stability of surrounding rock masses. In this section, the upper layer contains Quaternary unconfined groundwater, while the underlying fine sand and silt layers harbor slightly pressurized groundwater. The tunnel runs directly beneath Jiefang Road’s commercial district, requiring continuous side or undercrossing of 32 commercial buildings. Along the route, eight locations have been identified as having extremely high risk levels, and five others as having high risk levels. Meanwhile, beneath the surface, there are 45 underground pipelines carrying electricity, water supply, gas, and other utilities; among these, 18 pipelines require special reinforcement measures. The minimum curve radius for the TBM tunnel is only 450 meters, accounting for nearly 25% of the total tunnel length. Furthermore, the project employs a large-diameter TBM with a diameter of 11.97 meters—a configuration that has no precedent yet in domestic tunnel construction projects using tunnels of similar diameters.

Tianjin Underground Diameter Railway Tunnel

2025/12/24

Tianjin Underground Diameter Railway Tunnel

The project is located in the core urban area of Tianjin and spans across three administrative districts. It crosses two major rivers—the Haihe River and the South Canal—and passes beneath several bridges, including the planned Metro Lines 4 and 6, as well as the Shizilin Bridge and the Jinguang Bridge. The tunnel’s maximum burial depth reaches approximately 43 meters. Remarkably, it successfully traversed large rivers and waterways under conditions of extremely shallow overburden—where the effective soil layer was less than 4 meters thick. For the first time in China, the BEAM system technology was employed for advanced geological exploration, enabling proactive identification and mitigation of geological risks. The slurry treatment system integrates a three-stage process that combines U.S.-designed hydrocyclone equipment with Spanish separation technology, achieving zero discharge of slurry waste and fully complying with environmental protection requirements. During tunnel boring machine (TBM) launching, a closed-type hard-interlocking pile reinforcement technique was adopted. Additionally, the project overcame significant technical challenges, such as extracting large-diameter bored piles in confined spaces.

Beijing Underground Diameter Railway Tunnel

2025/12/24

Beijing Underground Diameter Railway Tunnel

The project is located in the core urban area of Beijing, where structures along the route are densely packed. The tunneling work requires close proximity to important cultural relics such as Zhengyang Gate and the Qianmen Arrow Tower. In sensitive areas, the settlement control standard is exceptionally stringent—no more than 3 millimeters—far lower than the 30-millimeter settlement limit typically applied in conventional shield tunneling projects. Meanwhile, the underground area along the route is crisscrossed with various pipelines, including water supply and gas lines. To address the complex geological conditions found in different sections of Beijing, we innovatively proposed the concept of “three-dimensional cutting.” We also achieved full domestic production of shield cutter tools, and our independently developed peripheral scrapers and tearing blades have been granted national utility model patents. Furthermore, we developed an automated technology for monitoring cutter wear, effectively solving the problem of rapid wear commonly encountered with imported cutter tools. By precisely controlling slurry pressure and air cushion pressure, combined with synchronous backfill grouting techniques, we have attained ultra-high-precision settlement control.

Lion Ocean Tunnel of the Guangzhou-Shenzhen-Hong Kong Express Rail Link

2025/12/24

Lion Ocean Tunnel of the Guangzhou-Shenzhen-Hong Kong Express Rail Link

This is China’s first underwater railway tunnel constructed using shield tunneling technology. It marks the first time that large-diameter shield tunneling technology has been applied to the construction of a high-speed railway tunnel beneath water. Moreover, the project innovatively adopted a tunneling method known as “tunneling from opposite directions, underground docking, and in-tunnel dismantling,” setting a pioneering industry standard for precise underwater shield tunneling and in-tunnel dismantling. The tunneling operation was carried out beneath the main channel of the Shiziyang Strait, which is 3,300 meters wide and has a maximum water depth of 26.6 meters, facing a high hydrostatic pressure of 0.67 MPa. The geological strata traversed consist primarily of argillaceous siltstone and sandstone, interspersed with weak, "tofu-like" formations, numerous fault zones, and deeply weathered grooves. Additionally, the tunnel passes through sections with exceptionally shallow burial depths—where the tunnel crown is only 7 to 9 meters above the seabed—posing an extremely high risk of collapse. The project successfully overcame several globally challenging issues, including pressurized cutterhead replacement under water conditions. The comprehensive set of technologies developed during this project has been granted multiple patents and will subsequently be widely applied to more than 250 kilometers of composite-strata shield tunnels across China.

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Address: No. 1 Tongsheng Road, South Area, Industrial Park, Gu'an County, Langfang City, Hebei Province

Phone: +86 3165927222

Email: chenxing@cxtunnel.com

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