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The construction of traffic network brings opportunities to the development of tunnel construction technology. At present, the construction of rock tunnels is still dominated by drilling and blasting. There are some problems in conventional blasting, such as over and underexcavation, damage of surrounding rock, large blasting vibration, and high content of tunnel dust. The energy-concentrated hydraulic blasting technology (ECHBT) combines the advantages of energy-concentrated blasting technology (ECBT) and hydraulic blasting technology (HBT) and makes up for the defects of conventional blasting. This paper summarizes the principle of ECHBT and its application effect in tunnel construction in China. In addition to solving the problems existing in conventional blasting technology, ECHBT can also improve tunneling efficiency, can be used in special stratum tunnels, and can save construction costs. However, there are also some factors affecting the blasting effect in practical applications, which need to be paid attention to. At present, there is little theoretical research on ECHBT; with the further improvement of optimization research, it can be expected to be more widely used in the field of tunnel construction.

It is well known that the tunnel structure will lose its function under the long-term repeated function of the vibration effect. A prime example is the Xi’an cross tunnel structure (CTS) of Metro Line 2 and the Yongningmen tunnel, where the vibration response of the tunnel vehicle load and metro train load to the structure of shield tunnel was analyzed by applying the three-dimensional (3D) dynamic finite element model. The effect of the train running was simulated by applying the time-history curves of vibration force of the track induced by wheel axles, using the fitted formulas for vehicle and train vibration load. The characteristics and the spreading rules of vibration response of metro tunnel structure were researched from the perspectives of acceleration, velocity, displacement, and stress. It was found that vehicle load only affects the metro tunnel within 14 m from the centre, and the influence decreases gradually from vault to spandrel, haunch, and springing. The high-speed driving effect of the train can be divided into the close period, the rising period, the stable period, the declining period, and the leaving period. The stress at haunch should be carefully considered. The research results presented for this case study provide theoretical support for the safety of vibration response of Metro Line 2 structure.