Recently, the girder erection for the Jingmai Interchange Main Line No. 1 Bridge on the Menglian–Menghai Expressway, invested in and constructed by Yunnan Communications Investment Group, was successfully completed.
　　The Jingmai Interchange Main Line No. 1 Bridge is located in Huilong Village, Donghui Town, Lancang County, in a medium-to-shallow cut ridge-type low-to-medium mountain landform, crossing a river. Precipitation in the bridge site area flows down the slopes into the river at the slope toe, belonging to the Lancang River system basin. The bridge superstructure adopts prestressed concrete small box girders of standard span 30.5 m in continuous arrangement, with 4 girders arranged transversely. During girder erection, the project construction unit overcame numerous difficulties including complex terrain and landforms and harsh, variable climatic conditions; with skilled technology and scientific management, and through pragmatic dedication and seizing the golden construction period, it refined node targets and rationalized responsibility allocation, ensuring the project advanced safely, efficiently and with high quality.
　　Ruili–Menglian Expressway
　　On September 17, the right tube of the Guangrong Xincun No. 3 Extra-Long Tunnel on the Ruili–Menglian Expressway, invested in and constructed by Yunnan Communications Investment Group, was successfully holed through.
　　The left tube of Guangrong Xincun No. 3 Tunnel is 4,050 m long and the right tube 3,968 m, with a maximum burial depth of 360 m. It is a separated left-and-right tube tunnel and one of the important controlling works of the Ruili–Menglian Expressway. The tunnel lies between the Nujiang major fault zone and the Lancangjiang major fault zone, where folds and faults are relatively developed and most folds have been destroyed by faults. The mountain is water-rich, and the surrounding rock softens and swells upon contact with water; during construction, tunnel face collapses and squeezing large deformations occurred frequently, and the invert was prone to cracking after construction, causing local rework and multiplying construction difficulty. To ensure smooth holing-through, the project construction unit organized carefully and planned scientifically; experts conducted multiple on-site surveys, studies and analyses, forming a construction concept of "distributed load bearing, yielding first then supporting, flexible first then rigid, layered support," using a "double-layer arch" to control large deformation of soft rock. During construction, the project construction unit carried out further planning and research, optimizing the support parameters from "double-layer arch" to "semi-protective arch," achieving the goals of reducing construction costs, saving construction materials and accelerating construction progress.
　　Xuanwei–Huize Expressway
　　Recently, both tubes of the Xin iushan Tunnel on the Xuanwei–Huize Expressway, invested in and constructed by Yunnan Communications Investment Group, were successfully holed through. As of now, 84.581 km of the 30 tunnels on the Xuanhui Expressway have been completed, accounting for 94.2% of the total length of 89.789 km, with 22 tunnels holed through in both tubes.
　　The Xiniushan Tunnel is designed as a separated double-tube tunnel, with a left tube 927 m long and a right tube 925 m long. The surrounding rock in the tunnel is mainly strongly to moderately weathered limestone in medium-to-thick layered structure, with developed joints and fissures, relatively broken to relatively intact rock mass, relatively developed karst, and poor self-stability of the surrounding rock. Karst is developed at the tunnel exit portal, where karst caves are filled with gravelly soil in a loose structure with poor self-stability and prone to collapse. In response to the geological characteristics of this tunnel, the project construction unit responded actively and tackled difficulties head-on, reversing the schedule, predicting and handling adverse geological conditions in advance, and following the principles of "strict advance support, strict grouting, short excavation, strong support, early closure, frequent measurement, and timely lining"; at the same time, adapting to local conditions and innovating boldly, it tackled various technical difficulties one by one, ensuring smooth holing-through of the tunnel.
　　Yongping–Changning Expressway (Dali Section)
　　Recently, both tubes of the Shuidi No. 1 Bridge on the Yongping–Changning Expressway (Dali Section), invested in and constructed by Yunnan Communications Investment Group, were successfully erected.
　　The Shuidi No. 1 Bridge is a main line bridge of the Yongchang Expressway (Dali Section), built to cross a low-lying valley, the Yinjiang River and Provincial Highway S234. The bridge superstructure is divided into 14 units in total, as a prefabricated prestressed concrete (post-tensioned) T-girder bridge, simply supported first and then continuous. The substructure piers adopt double-column piers plus pile foundations; the starting abutment is on the Yongping side and the ending abutment on the Changning side, with column-type and gravity-type abutments. To accelerate project construction, the project construction unit coordinated and organized carefully, actively organizing participating units to conduct systematic training and study on construction techniques, standards and specifications, and safety operating procedures, and carrying out comprehensive quality and safety technical briefings for each stage; during construction, key processes were monitored throughout to ensure project quality and construction safety.
　　Shizong–Qiubei Expressway
　　Recently, the exit end of the Potoushang No. 2 Tunnel on the Shizong–Qiubei Expressway, invested in and constructed by Yunnan Communications Investment Group, successfully broke ground and entered the tunnel.
　　The Potoushang No. 2 Tunnel is 3.897 km long with a maximum burial depth of 284.32 m, passing through karst landforms with complex geological conditions and many construction constraints. During tunnel excavation, the project construction unit strictly followed the principles of "advance pipe forepoling, strict grouting, short excavation, strong support, early closure, and frequent measurement"; the portal section adopted the ring-cut method with reserved core soil, and great attention was paid to environmental protection, adopting measures such as portal hardening, setting up sedimentation tanks, and constructing interception ditches and side ditches to minimize impact on the surrounding environment.
　　Concrete solid slab pouring for the superstructure of the ro-ro berth at Longkaikou Wharf completed
　　Recently, the pouring of the concrete solid slab for the superstructure of the ro-ro berth at Longkaikou Wharf, constructed by the Highway Construction Company of Yunnan Communications Investment Group, was completed.
　　The river-entry ramp of the ro-ro berth has a total length of 109.0 m and a width of 9.0 m (locally 10.4 m wide at the mooring ring in the solid section, and locally 10 m wide at the mooring ring in the elevated structure section), with a ramp gradient of 10%. The approach bridge plan lies on a left-deviated circular curve of radius 15 m and a left-deviated transition curve, and the bridge cross slope transitions from a one-way 6% cross slope at the starting point to a one-way 0% cross slope at the end point. The bridge span arrangement is 2×12.2 m cast-in-place reinforced concrete solid slabs, with a total bridge length of 26.92 m. The superstructure adopts cast-in-place reinforced concrete solid slabs with a slab depth of 0.75 m, no cantilever, and a slab width of 9 m. The ro-ro berth adopts a combined design of ramp plus approach bridge; the project construction unit pooled ideas and adapted to local conditions, using a combination of island cofferdam and full scaffolding to create a working platform for the superstructure, and carried out preparatory work including cofferdam and support scheme preparation, load checking, water level observation and site planning. During construction, it strictly managed the plan, organized carefully and arranged reasonably, advancing production and quality project creation in parallel, and based on construction standardization and safe site construction, guaranteed the safety and quality of the solid slab pouring construction and achieved the goal of "zero accidents" in safety and quality.