Shanghai Metro Line 7 is 34.4 kilometers long. It has 28 stations, among which we constructed 9 stations, and 8 intervals. On the basis of applying advanced technology and lessons learned in domestic and abroad in urban subway construction, combining project characteristics and difficulties, we carried out autonomous innovation in overall design, construction technology, electrical and mechanical integration, energy saving, safety and environmental protection. In terms of the overall design, we suggest integrating network, humanity, science and environmental protection into metro stations, developing several metro stations and underground space together. We independently developed the new cut-and-cover method and pneumatic caisson construction technique. The subway tunnel shield construction uses the innovative micro-disturbing tunneling technology to go through service tunnel and building structures. The development and application of more than 20 scientific and technological achievements established our leading position in the rail transport industry. We also won the second prize of 2011 National Excellent Design Award, the third prize of 2006 Shanghai Outstanding Consulting Achievement Award and 2011 Shanghai Outstanding Design Award.

Hubei Wuhan Sanyang Road Tunnel will become the first massive-diameter cross river tunnel in the upper middle stream of Yangtze River and also the largest-diameter “railway and road co-construction” shield tunnel in China. The total length of the tunnel is 4.6 kilometers and STEC contracted two shield working wells, 2,590-meter long tunnel in the middle of the river and Wuchang working shield wells which are the hidden part of Xujiapeng Station and tunnels as well as major cables working as power substation and construction missions as ventilator room in Xujiapeng.

Wuhan Hubei Sanyang Road Tunnel is renowned as the largest diameter, the largest shield tunneling machine and the largest wind foundation nationwide. We employ two combined type 15.76-meter-long diameter slurry balance shield machines, which are the largest in China, in the middle of river as well as big tunnel part in the process of erection. The outer diameter will reach 15.2 meters after its completion; as for the subway part of the whole tunneling erection, we adopt an earth pressure balance shield machine to excavate. During the entire construction process, we succeeded in the nearly 2.6-meter long distance excavation and the shortest distance of 0.5-meter minor distance construction and shooting construction by virtue of accumulated rich experience in massive-diameter shield constructing. What’s more, we even bypassed the barriers of changing the working tools under the circumstances of shield machines in high-water pressure tunnels. With the rapid development of our city construction, the method of “railway and road co-construction” has gradually become an efficient way to make the best use of underground space resources. STEC’s working performance in the first ever largest-diameter “railway and road co-construction” has proved our technical strength again and also offered a model example for the coming “railway and road co-construction” in China.

Shanghai East China Sea Bridge is the first sea-crossing bridge in mainland China. Its total length is 32.5 kilometers, including 27 kilometers over the sea. STEC constructed the bridge, and is in charge of maintenance. While building this grand bridge, many advanced technologies were used. STEC’s technical staff overcame problems of anticorrosion, fabricating and installing huge concrete box girder, and GPS positioning. These technologies became the standard of building the long-span bridge. Shanghai East China Sea Bridge created many miracles. The 32.5 kilometers length makes it the longest sea-crossing bridge in the world. The two bridge towers are 159 meters’ high, which are the highest in domestic offshore cable-stayed bridge. There is 1.22 kilometers of deep sea dike between the Zhushan Island and the Big Turtle Island. This is also a breakthrough in bridge-building technology. The biggest wonder is the building speed. We used highly efficient construction techniques to overcome the severe situation in open sea, and finished the project within 3 years. As a pioneer of building long sea-crossing bridge, the project’s experience has been practiced widely on building the Hangzhou Bay Bridge and the Qingdao Bay Bridge. The opening of the Shanghai East China Sea Bridge started the building Yangshan deepwater port and speeding up the development of Shanghai international shipping center.

Shanghai Minpu Second Bridge’s span is the longest one among the rail joint double-deck cable-stayed bridge with one tower in China. The total length of main bridge is 436.65 meters, and its top deck is road while the other lower deck is two-way light rail. STCE undertook its design and maintenance. Due to the bold design of the Minpu Second Bridge, many breakthroughs were achieved. A cargo ship with 3,000 tons’ load can go through the main hole safely even if it encountered the highest navigable water level once in every 300 years. The main pier is in the center of the river, constructed by fully welded steel truss plate beam structure. The main tower has two cable planes. The 251.4 meters’ span makes the bridge the longest span bridge with a single tower and one cable plane. This bridge also used new type of bridge pier in the form of the Chinese character 干, which was the first time in China. This design not only overcame land space restrictions, but also solved the problem of poor view while navigating, which was previously built in the form of the Chinese character 门. What’s more, we carried out experiments on seismic performance, and worked out the rules of typical single column and double deck bridge when encountering earthquake. This provided experience to build rail joint double-deck cable-stayed bridge. Shanghai MinPu Second Bridge takes a vital role in the development of Fengxian district, which attracts more investors to come. It also shortens the traffic time between Fengxian and Shanghai city center.

Jiangsu Changzhou Elevated Highway, 57.45 km in length, is the first elevated highway in Changzhou, crossing over four new and old canal bridges and two Beijing-Shanghai railway bridges. To build the elevated highway on the basis of high standards, high demands and high tastes, we adopted the most advanced fish-bellied circular arc box beam in designing the box beam of the highway. It has the advantages of good overall performance, large torsion rigidity, and large span capacity. The normal pier adopted H-shaped column, which is not only delicate in appearance, but also clear and bright from watching under the bridge. We have positively adopted various energy-saving and green technologies. In terms of energy-saving, we installed embedded low-glare freeway ramp illumination system, which efficiently tackled problems of controlling glare, enhancing illumination level and evenness. It is the first time the system is widely used in China. In terms of land-saving, H-shaped and Y-shaped columns were adopted to save land. The deck space is 784,338 square meters, but the column occupation area is only about 5%. Other spaces were all designed for traffic lanes. We also introduced integrated smart traffic monitoring system by applying computing core technology, information technology, image transmission technology, and fiber optic network, to help drivers as well as the maintenance management unit know the real-time traffic condition through electronic screens. This project achieved a new high standard in terms of the investment scale, technological innovation, digital system, and modernized management. It was awarded the 1st prize and silver prize of National Outstanding Engineering Investigation Design. It was also given the China Construction Engineering Luban Award, and named as Jiangsu Province Model Construction Site and Jiangsu Quality Project.

Shanghai Yangtze River Bridge is the biggest rail joint cable-stayed bridge in the world, called “The First Bridge in Yangtze”. Its total length is 16.63 kilometers, and the main navigational hole’s diameter is 730 meters. STEC contracted, designed and built this bridge. We also undertook the daily maintenance. As one of the designers, we cooperated with Shanghai Municipal Engineering Design and Research Institute, bearing in mind the theory of “Design for Users”. We did our best to create and optimize every detail in order to unleash aesthetic value at the same time achieving transportation function. We reserved railway space and kept pace with six traffic lanes in both directions, which is the first case in the world. The main tower is 212 meters high without beam, which is the first case in China. In other words, when building this bridge, we tried new skills and techniques, realizing the perfect combination of strength and beauty. What’s more, the whole line of the bridge was designed into a shape of “S” considering its influence to water flow, and functional requirements. The “S” shape also meets the need of beauty and environmental protection. Based on these creative theories, we forged several word-leading skills which were used in bridge building for the first time. For one thing, the cable-stayed bridge, whose main span is 730 meters in length, used new separated steel box girder. For another, there are 700 meters high pier area that used a series of combining box-girder bridge whose main span is 105 meters. The project of fabricating the whole hole in advance is also a new practice. Asphalt on the bridge floor is only 4 centimeters, so its deadweight is light. We used Germany MOBA MaticII as the method of controlling the evenness. We also researched for long-lasting asphalt, and overcame the influence of marine climate to the bridge floor, in this case, we can ensure the quality. Shanghai Yangtze River Bridge fixed the situation of over a thousand years, there was no road pavement from Chongming Island to the mainland.