Refreshed a number of world bests, and another cross-sea super project in China was opened to traffic

China News Weekly

2024-06-30 21:50The official account of China News Weekly

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01The Shenzhen-Zhongshan Corridor, which took seven years to build, was officially opened to traffic, connecting the core area of the Guangdong-Hong Kong-Macao Greater Bay Area, becoming the most difficult cross-sea cluster project in the world.

02 The toll standard for all vehicles in the project is 66 yuan/standard train, the design speed is 100 km/h, and there are eight lanes in both directions.

03 The Shenzhen-Zhongshan Corridor integrates "bridges, islands, tunnels, and underwater interconnection", with an investment of about 44.69 billion yuan, setting a new record for many of the world's best.

04As a result of this project, the "one-hour living circle" in the Greater Bay Area is expected to be accelerated, and the driving time from Zhongshan to Shenzhen will be shortened to about half an hour.

05In the future, the Shenzhen-Zhongshan Corridor will drive the development of related industries, enhance national competitiveness, and serve strategies such as the construction of a transportation power.

Technical support is provided by Tencent Hybrid Model

Just now, the Shenzhen-Zhongshan Corridor, which took 7 years to build, was opened to traffic for trial operation.

This major national project is located in the core area of the Guangdong-Hong Kong-Macao Greater Bay Area, and is currently the most difficult cross-sea cluster project in the world.

The Shenzhen-Zhongshan Corridor runs from Shenzhen in the east to Zhongshan in the west, with a total length of 24 kilometers, and the toll standard for the whole line of the project is 66 yuan/standard train. In the next 30 minutes, you can reach both sides of the strait, "buy a cup of hot coffee from Zhongshan in the early morning, and it will still be hot in Shenzhen!"

The Shenzhen-Zhongshan Corridor integrates "bridges, islands, tunnels, and underwater interconnections", with an investment of about 44.69 billion yuan. With a design speed of 100 km/h and eight lanes in both directions, it is currently the most difficult cross-sea cluster project in the world.

Looking down from a higher perspective, the Shenzhen-Zhongshan Corridor is 30 kilometers away from the Humen Bridge in the north and 31 kilometers away from the Hong Kong-Zhuhai-Macao Bridge in the south, which is the key "one horizontal" of the "A" shaped traffic main skeleton of the Guangdong-Hong Kong-Macao Greater Bay Area. After the completion and opening to traffic in 2024, the driving time between Zhongshan and Shenzhen will be shortened from one and a half hours to about half an hour, becoming a major traffic artery connecting the urban agglomerations on both sides of the Pearl River Estuary.

The Shenzhong Corridor has refreshed a number of world bests: the world's highest navigable bridge in the sea, the world's largest all-offshore steel box girder suspension bridge, the world's highest wind-resistant steel box girder suspension bridge, the world's largest volume of underwater anchorage, the world's first two-way eight-lane steel-shell concrete immersed tunnel, the world's longest and widest submarine steel-shell concrete immersed tunnel... After the official opening of the Greater Bay Area, will the formation of a "one-hour living circle" in the Greater Bay Area be accelerated?

Shenzhong Passage (September 2023). Photo/Visual China

Behind the "world's first".

From Ma'an Island on the west bank of the Pearl River estuary, board the Shenzhong Passage and wind east along a 17-kilometer sea bridge to a diamond-shaped artificial island, and the road ahead suddenly "disappears". Viewed from the air, the sea on the east side of this kite-like western artificial island is the only channel for cargo ships to enter and exit Shenzhen Port, and then to the east is Shenzhen Bao'an International Airport, above the water, an average of one plane takes off and lands every minute.

With the demand for navigation and the height limit of aviation, the construction of the undersea tunnel has become the only option for the Shenzhong Passage in the sea area on the east side of the West Artificial Island. After the completion of the project, the daily traffic volume is expected to reach 100,000 vehicles, and for this purpose, the technical standard of two-way 8 lanes has been adopted in the undersea tunnel. The Hong Kong-Zhuhai-Macao Bridge has been hailed as one of the seven engineering wonders of the modern world, and the immersed tunnel of the Shenzhong Passage is two lanes wider than it.

"If the width of the undersea tunnel is increased by 1/3, the force on the roof will increase by about 70%." Huang Qingfei, chief engineer of the tunnel division of CCCC Highway Planning and Design Institute Co., Ltd., has participated in the design and construction of the Hong Kong-Zhuhai-Macao Bridge and the Shenzhen-Zhongshan Corridor. In other words, under the same conditions, the width of the tunnel increases, and its self-weight and stress area also increase, making it more prone to bending and deformation.

The problem raised by this is that the reinforced concrete immersed tube structure used in the Hong Kong-Zhuhai-Macao Bridge tunnel is no longer suitable for the Shenzhen-Zhongshan Corridor project. Huang Qingfei explained to China News Weekly that according to the traditional structure, the number of steel bars is very large, which not only affects the quality of concrete pouring, brings hidden dangers such as water leakage to later operations, but also increases the weight and volume, which increases the difficulty of transportation and sinking of prefabricated pipe sections.

The engineers decided to adopt another steel-hulled concrete structure. "The biggest challenge is that there are no precedents to follow, which means the risks are unknown." Huang Qingfei introduced. Immersed pipes are large hollow pipes made of concrete or steel, which are placed under the sea and connected to form tunnels through which cars can pass. Specific to the steel-shell concrete structure, only two tunnels about a few hundred meters long in Japan have been used before, while the immersed tunnel of the Shenzhong Passage is 6.8 kilometers long, consisting of 32 pipe sections and 1 final joint, with a standard width of 46 meters and a special-shaped pipe section of 55.46 meters at its widest point, which undoubtedly puts forward higher requirements for the bearing capacity of the immersed tube.

On June 8, 2023, the immersed tube transportation and installation integrated ship "Yihang Jin'an 1" floated the E23 pipe section and the final joint to the installation site.

In 2017, after the preliminary design of the Shenzhen-Zhongshan Corridor was approved by the Ministry of Transport, Huang Qingfei followed the team to foreign countries to investigate and study the construction of immersed tunnels, but the other party was neither allowed to approach nor allowed to take pictures, so there was very little content to learn from. Publicly available sources can be used as references, but they are not sufficient as a basis for design. Huang Qingfei recalled that before going abroad for research, the Shenzhen-Zhongshan Channel Management Center had begun to organize joint research from industry, university and research.

In a series of key technology lists, the rational construction of steel-shelled concrete immersed tunnel structures has been given priority. The pipe section is docked underwater, and the final molding size needs to reach millimeter-level accuracy to ensure that the structure is not leaking and other basic requirements. However, concrete is a material that is significantly exothermic during pouring, resulting in expansion during pouring and contraction after pouring. The properties of the material itself dictate that deformation is almost impossible to eliminate, and this is only one of the many factors that affect the size of immersed tubes.

The secret to the 100-year life of the undersea tunnel is also hidden in the improved concrete. The steel shell of the standard immersed tube is divided into 2,255 independent and closed compartments, like an enlarged "ice grid", and the special structure makes it impossible to fill the concrete by vibrating and compacting, which will lead to irreversible consequences once it is hollowed.

"Achieving concrete filling density in a closed compartment is a worldwide problem, and the design and construction units have no previous experience, so we will jointly design it." Chen Yue, deputy chief engineer of the Shenzhong Channel Management Center, remembers that two 1:1 models were made at that time, and thousands of tons of steel were used in the test alone, and the structure and material properties were continuously optimized.

The four-year-long "industry-university-research-application" joint research has basically gathered the top scientific research forces in related fields in China, organized nearly 100 sets of model tests, and carried out systematic experimental research on the stress mechanism and design method of steel-shell concrete composite structure. Finally, the design method and reasonable key structure of steel-shell concrete immersed tunnel were creatively proposed, and technical standards were formed, which filled the domestic technical gap.

While large-scale projects promote technology research and development, it is also necessary to comprehensively consider the actual costs of transportation and construction. Huang Qingfei told China News Weekly that although the steel shell concrete structure uses more steel and is more expensive, it is lighter than the traditional structure, so that in the process of transportation and sinking, the channel and foundation groove can dig about 15 million cubic meters of silt, saving costs, saving construction time and improving efficiency.

In 2018, just after the construction of the Hong Kong-Zhuhai-Macao Bridge project was completed, 53-year-old Chen Yue seamlessly connected to the Shenzhen-Zhongshan Corridor project, and he was most worried about the floating transportation of pipe joints. The first section of the immersed tube E1 is 123.5 meters long, 46 meters wide and 10.6 meters high, and the steel shell alone weighs more than 8,000 tons, and after the pouring is completed, it weighs about 60,000 tons, and its displacement is like that of a medium-sized aircraft carrier. It cannot be checked in by man-made devices alone, and must be carried out with the buoyancy of water.

"Therefore, the buoyancy must be included in the calculation at the beginning of the structural design of the pipe section, so that the pipe section can float during the consignment process and be pressed down when it is settled." Chen Yue emphasized that this is almost a search for the optimal solution in a critical state. It takes nearly 60 kilometers to sail from the pipe section prefabrication plant to the sinking point, and the salt content and suspended matter density of seawater along the line change with the change of seasons, and the density measurement of the complex water environment lasts for one year.

At the same time, the project engineers used their imagination and spent three years to manufacture the super equipment "Yihang Jin'an No. 1", which is the world's first tunnel pipe construction ship that integrates immersed tube buoyancy and installation. "In the past, when doing large-scale projects, you can only use what you want, but now you need to build what you need, and only with sufficient economic strength can you achieve demand-led innovation." Chen Yue said.

Relying on the construction of the project, Chen Yue and the engineers are more concerned about how to "overcome the common key technical problems with promotion in the industry and form key technical achievements that can be promoted in the industry". Although the two-way 8-lane submarine steel shell immersed tunnel is the first application in China and the first large-scale application in the world, as environmental protection issues are paid more and more attention, if carbon emission trading costs are added in the future, the steel structure with higher cost will have more room for development due to the advantages of energy saving.

Above: On July 22, 2022, on the E19 immersed tube mounted on the immersed tube transportation and installation ship "Yihang Jin'an 1", the leader of the surveying and mapping team (first from left) explained the precautions for dismantling the underwater binocular photography positioning equipment for divers. Below: On January 30, 2023, the last pipe section of the undersea tunnel of the Shenzhen-Zhongshan Passage (non-standard pipe section, including the final joint) was carried out at the Zhuhai Niutoudao Immersed Tube Smart Factory of CCCC Fourth Harbor Bureau. This territory/Xinhua

Challenges of the Pearl River Gateway Project

Every morning, the crispy grass carp, which is loved by diners in Guangzhou, is loaded from Zhongshan in the production area and sent to various places, and there are at least 20 fresh cold chain trucks to and from Shenzhen every day. Under normal road conditions, it takes about three hours for the cold chain car to deliver the ingredients to Shenzhen, and in case of traffic jams, it will take another two hours to delay. The existing traffic is no longer able to meet the growing demand for passengers and freight across the Pearl River Estuary.

On the map, the Pearl River Estuary is a standard A-shaped inner bay. For a long time, land traffic on the east and west coasts had to detour north from the top of the inner bay. As a gift to the "handover of Hong Kong", the Humen Bridge in the north has been in operation for 24 years, and the average daily traffic has exceeded 190,000 times, which is more than double the average daily traffic of the bridge's original design.

Including the Humen Bridge, the Huangpu Bridge and the Nansha Bridge are currently responsible for the cross-river traffic of the Pearl River Estuary, with an average daily traffic of about 330,000 vehicles in 2021 and increasing every year. Chen Yue introduced that as early as the 90s of the last century, when the expressway network was planned, there was an idea of building a cross-sea channel to directly connect Shenzhen and China.

In 2004, the preliminary work of the construction of the Hong Kong-Zhuhai-Macao Bridge, which also spans both sides of the Pearl River Estuary, began first. "The two-way travel between the SAR and the mainland needs to promote the integration of all parties through geographical connectivity." Chen Yue said that after the opening of the Hong Kong-Zhuhai-Macao Bridge, due to customs clearance requirements, the existing passage still cannot meet the needs of economic development in the area 70 kilometers away from the Humen Bridge.

In December 2008, the State Council approved the implementation of the Outline of the Plan for the Reform and Development of the Pearl River Delta Region (2008-2020), which clarified that the Shenzhen-Zhongshan Corridor is an important transportation infrastructure project. However, the location of the starting and ending points and the technology of the channel are still the focus of contention among coastal cities.

At the end of 2015, the "Feasibility Study Report on the Cross-River Corridor from Shenzhen to Zhongshan in Guangdong Province" (hereinafter referred to as the "Gongke Report") was approved by the National Development and Reform Commission, and the plan was finalized. The route starts from Guangzhou to Shenzhen Yanjiang Expressway Airport Interchange, crosses the Pearl River Estuary to the west, and lands on Ma'an Island in Zhongshan, adopting the "East Tunnel and West Bridge" scheme.

"The project's engineering scheme comparison and navigation safety impact demonstration work are considered to be the most in-depth and thorough in China's transportation industry." Song Shenyou, deputy director and chief engineer of the Shenzhen-Zhongshan Channel Management Center, said frankly in the article "Key Technologies and Challenges of the Shenzhen-Zhongshan Corridor Project" that the construction conditions of the project are extremely complex, and the line crosses 7 waterways, among which the Alum Stone Channel and the Lingding West Channel are the main channels to the sea at the mouth of the Pearl River, with a high navigation level, which determines the clear height of the bridge across the channel and the buried depth of the tunnel.

In particular, the bridge across the Lingdingyang waterway, its navigable clear height determines the upper limit of the shipbuilding height of Guangzhou Port in the Golden Inner Bay. How high should be reserved between the bottom of the Lingdingyang Bridge and the water surface of the channel? After many games, the navigable clear height was increased from 73.5 meters in the early design to 76.5 meters. "This height has been demonstrated by well-known consulting units at home and abroad, and the development trend of ships in the next 50 years has been reserved." Liu Jian, an engineer of the Chief Engineer's Office of the Shenzhen-Zhongshan Channel Management Center, once told the media.

To build the tallest suspension bridge in the sea, the main tower will be built to a height of 270 meters, which is equivalent to a 90-storey building lifted from the sea. New problems followed, the annual wind speed in the Lingdingyang sea area exceeded 6 for more than 200 days, and typhoons were more frequent.

"In order to solve the wind safety and comfort of the Lingdingyang Bridge in the Shenzhen-Zhongshan Corridor during operation, the center jointly organized four universities to conduct parallel research." Chen Yue introduced that according to the physical model and wind tunnel test results, a new type of pneumatic control technology has been developed, through the combination of the integral steel box girder, the horizontal deflector, the upper and lower stability plates and the high air permeability railing, the flutter critical wind speed of the integral steel box girder is increased to 88m/s, which can withstand 17 typhoons.

"Combined with the overall design of the East Tunnel and West Bridge, it is impossible for the navigable clear height of the Lingdingyang Bridge to continue to increase." Huang Qingfei said that the height difference between the highest point of the bridge and the lowest point of the tunnel is about 130 meters, which is in line with the design specifications for the maximum longitudinal slope of the expressway, but there may still be certain risks, "in the actual operation process, special attention needs to be paid to the downhill speed control of heavy vehicles."

On November 28, 2023, the main line of the Shenzhen-Zhongshan Corridor was completed in its entirety, with a total length of 24 kilometers, bringing together ultra-wide submarine immersed tunnels, super-large span bridges, artificial islands in the sea and underwater hubs in the sea area. Song Shenyou has more far-reaching expectations for this "very difficult comprehensive technology" cross-sea cluster project, and he wrote an article to sort out the key technologies of the Shenzhen-Zhongshan Corridor, mentioning that not only to create a century-old gateway project in the Pearl River Estuary, but also hope that through the construction of new Chinese standards, the development of related industries will be promoted, the national competitiveness will be enhanced, and the strategic services for the construction of a transportation power will be provided.

Above: Workers work on the catwalk and main cable under the construction of the Lingdingyang Bridge in the Shenzhen-Zhongshan Corridor on February 22, 2023. Below: A freighter passes through the Lingdingyang Bridge in the Shenzhong Passage where a steel box girder is being hoisted. This territory/Xinhua

Tsukishima "Attracting Phoenix"

As the first batch of landed enterprises in Cuiheng New District, Honglida Group entered Ma'an Island, the Shenzhen-Zhongshan Corridor was experiencing the most fierce bridge and tunnel dispute, and the final landing site of the project had not yet been determined.

"At that time, the east bank of the Pearl River Estuary was already very mature, and the west bank was developing, and there would be more opportunities to invest in the west bank." Cai Junjie, founder and CEO of Honglida Group, introduced. In 1988, Honglida was established in Hong Kong, mainly producing molds and plastic products, to around 1993, in order to meet the needs of customers, Honglida began to enter the domestic market, since then the layout of Shenzhen, due to the company, factories and staff dormitories are more and more scattered, management problems are becoming more and more complex, Cai Junjie has been looking for suitable land to build a new operating base.

In 2013, Shenzhen proposed to vacate the cage for birds, Honglida was in an embarrassing situation in Shenzhen, and Cai Junjie accelerated the pace of searching. Compared with other second-tier cities, Zhongshan not only has the right land price, but also the lifestyle, cultural heritage and location advantages are more in line with Cai Junjie's vision: "Zhongshan can reach five nearby international airports in one hour, and it is difficult to find a second such city in the Greater Bay Area."

At the time of the initial site selection, part of Ma'an Island was still part of the Linhai Industrial Park of the Zhongshan Torch Development Zone, and according to the plan, the island focused on the development of equipment manufacturing, new energy, new materials and logistics industries. In Cai Junjie's memory, the only way to enter the island at that time was a bridge near Hengmen, and there were only two companies on the island except for the shipyard, and the rest of the island was either a fish pond or a banana farm. Until 2017, when the first phase of Honglida's project on the island was completed, the road in front of the door had not been repaired, and the customers invited from Dongguan turned around and left without even entering the gate.

What really impressed Cai Junjie was the local government's initiative to serve the enterprise. In the first half of 2013, the staff of the Torch Development Zone paid a return visit to Honglida's Shenzhen company and found that the company "did more work than talk", and took the initiative to attract investment, "helping to solve a series of threshold problems." Cai Junjie recalled that in September of the same year, Honglida signed a contract to settle on Saddle Island.

"At that time, although there was a debate about the location of the Shenzhen-Zhongshan Corridor, the concept of the cross-sea project was relatively clear, and Zhongshan Cuiheng New Area came into being." Zhang Huiyang, secretary of the Party Working Committee and director of the Management Committee of Cuiheng New District, told China News Weekly. On March 25, 2013, Cuiheng New Area was established, including Nanlang Street, Hengmen Island and the surrounding sea areas in Zhongshan City, and Ma'an Island entered a new stage of development as the starting area of the new area.

In terms of industrial and urban planning, Tsui Heng New Area has invited international companies such as McKinsey & Company and Singapore Jurong to make relevant plans. "The skeleton system of the municipal road network of Ma'an Island is gradually emerging." Zhang Huiyang introduced that most of Ma'an Island is reclamation land, which is convenient for the planning and construction of water and road networks. The main roads, secondary roads, and streets and alleys are straight and regular, and the urban transportation network of the new district is outlined in a staggered manner. With the start of construction of the Shenzhen-Zhongshan Corridor, the bridge era has become within reach, and the industry of Cuiheng New Area has also undergone a new transformation, no longer limited to the equipment manufacturing industry, and has begun to undertake the electronic information and other industries overflowing in Shenzhen.

In March 2017, the construction of the West Artificial Island had already started as a pilot project, and the Shenzhen-Zhongshan Corridor Project Management Center was stationed on Ma'an Island, first setting up a temporary office space near the New District Management Committee. A staff member of the project management center recalled that at that time, it was surrounded by "piling" and construction was going everywhere, and real estate poured "like crazy" on Ma'an Island, and "almost all domestic real estate companies with names can be found on the island". The office was often cut off from the network and electricity, and later the center simply purchased its own generator to ensure the office. During the same period, a series of enterprises were attracted to the island, such as Mingyang Group, the main enterprise of the Guangdong offshore wind power chain, Akeso, and Wistron Information Technology, a technology company in the biomedical industry, settled in Ma'an Island.

"Everyone is also thinking about what the new district should look like, whether it is a modern industrial park, a central business district, or a new city with the integration of industry and city." Zhang Huiyang said frankly that the current pattern of Cuiheng New Area is also the product of vacillating construction ideas over the years, "but the overall plan has not changed, the urban skeleton has not changed, and the swinging ideas have not had a great adverse impact on the development of the new area."

"At present, the spatial pattern of three theme industrial parks + three main urban areas has been basically formed." Zhang Huiyang held the land use planning map display board to introduce that the main urban areas are Ma'an Island, Nanlang, and Bay Area, and the three major theme industries are new energy and high-end equipment, biomedicine, and electronic information.

Nearly 30 years have passed, and the heavy industry enterprises that landed on the island in the early days are no longer suitable for the new positioning of Ma'an Island. In the "Work Deployment of Cuiheng New Area in 2023", it is proposed to accelerate the expansion of contiguous industrial space, strongly promote the transformation and upgrading of inefficient industrial parks, expropriate the existing construction land around the industrial park as a whole, and strive to "industrial reform" to revitalize the industrial space of no less than 3,000 acres.

"To recognize the historical contribution of these heavy industry enterprises, if they don't come, Saddle Island will be a desert island." Zhang Huiyang said that on the one hand, he urged enterprises to transform themselves into a model of headquarters + R&D center; On the other hand, after the enterprise cedes the shoreline, the new area strictly controls the attributes of M0 industrial land and builds a number of high-quality industrial buildings in accordance with laws and regulations.

According to the Master Plan of Zhongshan Cuiheng New Area (2012-2035), by 2035, the urban construction will reach the first-class level, and the leading industries will highlight their core competitiveness and have the driving force of radiation. As a new urban area born of bridges, Tsui Heng New Area hopes to replicate the miracle of Shenzhen and turn the small fishing village into a modern Lingnan coastal city.

On November 27, 2023, the artificial island in the west of the Shenzhong Passage resembles a giant kite. Photo/Xinhua

The bridge of "East meets West".

After the opening of the Shenzhen-Zhongshan Corridor, the time from Shenzhen to Zhongshan will be shortened from the current one and a half hours to about half an hour, which will greatly save Cai Junjie's operating costs.

Cai Junjie's office building on Ma'an Island on the fourth floor can see the starting point of the Shenzhen-Zhongshan Corridor in Cuiheng New District, and he is also looking forward to the opening of the project, which will not only facilitate the commuting of employees, but also make it more convenient for the company to contact downstream customers in Shenzhen or go to Dongguan to connect with suppliers. "But objectively speaking, the average employment cost of the company in Zhongshan is higher than that in Shenzhen, and to attract employees to the island, it is necessary to increase bonuses, commuting and other compensation in different names, as well as food and accommodation."

In Zhang Huiyang's view, the difference in industrial layout between the east and west banks of the Pearl River Estuary is becoming more and more obvious. Shenzhen on the east coast focuses on the high-quality development of the software industry, but the urban development space is limited and needs to be "expanded" urgently. The manufacturing foundation of the west coast is good, but the logic of industrial development is close to the ceiling, and the upgrading and transformation needs to take advantage of the industrial spillover and resource advantages of the east coast.

The Shenzhen-Zhongshan Corridor connecting Shenzhen and Zhongshan. Photo/Xinhua

In the past decade, Zhongshan's economic growth was once at the bottom of the province. "Zhongshan has missed at least two industrial waves after the new century, causing it to gradually fall behind in the 'Guangdong Four Little Tigers', especially in the competition and cooperation of cities in the entire Pearl River Delta." Zhang Huiyang said.

In the early days of reform and opening up, Zhongshan seized the opportunity of the rise of the first wave of consumer goods. At that time, Zhongshan's hardware products, Shaxi clothing, home appliance brands and other industries were well-known throughout the country, and a number of well-known enterprises such as Power, Xiaobawang, and Morning Star were born. However, the relatively traditional industrial structure has limited the development of Zhongshan, and missed the best development opportunity for industries such as automobiles, electronic information, and biomedicine.

"There is no contradiction between docking Shenzhen's scientific and technological innovation resources, undertaking Shenzhen's high-quality spillover industries, and leading the development of Zhongshan and even the west bank of the Pearl River Estuary." Zhang Huiyang said. The completion and opening of the Shenzhen-Zhongshan Corridor is a historic opportunity for Zhongshan to rise again.

However, from historical experience, the closer you are to the economic highlands, the "siphon effect" may occur. Zhang Huiyang is not overly worried about this, "the manufacturing industry needs space and will not be easily 'sucked' away; the brain drain has already occurred, and it will not be siphoned on a large scale because of convenient transportation, but Shenzhen's middle-level talents may flow to Zhongshan, where the cost of living is lower." In general, the function of Shenzhen's external radiation is stronger than the siphon effect. Zhang Huiyang analyzed.

"I was first attracted by the natural environment of Zhongshan." Yang Xiaobin, deputy general manager of Shenzhen Longsys Electronics Co., Ltd., introduced that around 2015, the company unexpectedly learned that Cuiheng New District was attracting investment during the group construction in Zhongshan, and Longsys has also been looking for a suitable location to build the park, and the two sides hit it off, and started construction in 2017, and the first phase of the park was completed and put into use in 2019, and now the second phase of the park has also been capped and is expected to be put into use this year.

Zhongshan Jiangbolong Science and Technology Park has become a business card for Cuiheng New Area to show Ma'an Island to the outside world and attract high-tech enterprises in Shenzhen. After the opening of the Shenzhen-Zhongshan Corridor, the one-way journey from the park to Bao'an Airport will only take 20 minutes. As of the beginning of 2023, there are more than 500 R&D technical engineers in Zhongshan Longsys Science and Technology Park.

The 13th Party Congress of Guangdong Province gave Zhongshan the historical mission of building a reform and innovation experimental zone, and included Cuiheng New Area in the characteristic platform of Guangdong Province. "First of all, it is necessary to create the integration of the business environment between Zhongshan and Shenzhen, so that Shenzhen enterprises that land in Zhongshan will not feel obvious differences." Zhang Huiyang introduced. Enterprises and employees in Shenzhen can handle government affairs services in the two places simultaneously at the "Cross-domain Communication" window of the Government Affairs Service Center of Cuiheng New Area, covering talents, social security, medical and health care and other fields.

How can Shenzhen enterprises really land after they arrive in Zhongshan? Shenzhen's housing prices are high and educational resources are scarce, making it difficult for young people to really put down roots. "Education, medical care, and affordable housing prices are just the conditions that Zhongshan can provide." Zhang Huiyang said.

Due to the innate location advantages and years of construction accumulation, Cuiheng New Area has been given high expectations, but is the "all-round champion" development path really suitable for Cuiheng? "It is also painful to take into account the development of all parties, and the development of the new area must be carried out step by step, and there must always be a priority and priority." Zhang Huiyang said frankly that the industry should be put in the first place, which will provide support for Zhongshan's economic development and guide the future industrial development.

A week before the Spring Festival this year, Zhang Huiyang just signed a Shenzhen cross-border e-commerce company, combined with the advantages of the local industry, the company's product design and development will be subcontracted to Zhongshan enterprises for production. "We need some companies to activate Zhongshan's manufacturing capacity and cultivate a local industrial atmosphere, and we are confident that we will cultivate our own world-class enterprises in the future."

In the vicinity of the Cuiheng New District Management Committee, the southern extension of Guangzhou Metro Line 18 is under construction, which means that in the future, it will take half an hour to reach the city center of Guangzhou from Ma'an Island. Cai Junjie is looking forward to the completion of the new passenger terminal in Zhongshan Port, which will not have to bypass Shenzhen for customs clearance, and can quickly return to Hong Kong by boat from Zhongshan, and the "one-hour living circle" in the Greater Bay Area is becoming a reality.

Published in the 1131st issue of China News Weekly magazine on March 11, 2024

Magazine title: The Shenzhong Passage: The Most Difficult "Cross-Sea Artery"

Reporter: Li Mingzi

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