Abstract: The authors present statistical data on tunnels respectively on conventional railways, high-speed railways, and extra-long railways in China by the end of 2024. According to the data, China′s operating railways have reached a total length of 162 000 km by the end of 2024. Among these operating railways, there were 18 997 tunnels with a total length of 24 246 km. New railways opened for traffic in 2024 incorporated 424 tunnels, with a total length of 738 km. There were 2 521 tunnels located on railways under construction, with a total length of about 6 905 km; there were 5 634 tunnels located on railways under planning, with a total length of about 13 742 km. The total length of high-speed railways that have been put into operation in China has exceeded 48 000 km, incorporating 4 917 tunnels with a total length of 8 279 km. Among them, 120 were extra-long tunnels with a length of more than 10 km each and a total length of about 1 536 km. 12 new high-speed railways with tunnels were opened in 2024, stretching for a total length of 1 981 km and incorporating 356 tunnels, totaling about 544 km in length. There were 58 high-speed railways under construction with a total length of 9 866 km, incorporating 1 412 tunnels with a total length of about 3 509 km. The planned high-speed railways included 2 057 tunnels with a total length of about 4 843 km. China had 296 extra-long railway tunnels in operation, with a total length of about 4 007 km. Among them, 14 were extra-long tunnels over 20 km each, with a total length of about 335 km. China′s new railways opened in 2024 included 10 extra-long tunnels with a total length of about 138 km. There were 163 extra-long tunnels located on railways under construction, with a total length of about 2 504 km; there were 259 extra-long tunnels located on railways under planning, with a total length of about 3 633 km. The authors also provide an overview of tunnels located on the new key projects opened in 2024, including Foshan-Dongguan intercity railway, Chengdu-Lanzhou railway, Lanzhou-Zhangye No.3 & No.4 line high-speed railway, and Chizhou-Huangshan railway. The characteristics of these tunnels are highlighted, along with a summary of the technical experience gained from them. The Foshan-Dongguan intercity railway has adopted geological route selection and segment measures such as "double admixing technology" and distributed mortise-and-tenon structure, effectively reducing the safety risks of tunnel construction. The Desheng tunnel on Chengdu-Lanzhou railway has established a comprehensive prevention and control system for large deformation and developed a double track combined tunnel rescue station, improving the tunnel deformation prevention and control, as well as evacuation and rescue capability. The Lanzhou-Zhangye No.3 & No.4 line high-speed railway has drawn on existing construction experience, significantly reducing safety risks during construction and operation through disaster-reduction route selection and comprehensive utilization of existing service galleries. The quality analysis technology for tunnel face surrounding rock has been successfully applied in tunnels on Chizhou-Huangshan railway, ensuring the safety of tunnel construction. In complex environments, the construction technology of large-diameter shield tunnels in China will become increasingly mature. The design and construction level of tunnels under complex geological conditions will be further improved, and the all-process mechanization level of the drill-and-blast tunnels will be effectively enhanced.

Key words: railway tunnel, high-speed railway tunnel, extra-long railway tunnel, statistics