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Tunnel construc tion is a common phenomenon in the complex geological environment, especially in soft rock, whose rock rheological characteristics cannot be ignored, so it is necessary to develop a new support method for soft rock tunnel. In this paper, based on the traditional convergence constraint method, the time factor is taken into account, and the characteristic surface method of surrounding rock considering the rheological characteristics is analyzed, and then, a multi-layer support method is proposed according to the Maoxian tunnel. This method can bear the rheological pressure of long-term stability of squeezing soft rock tunnel with large deformation. The results show that the soft rock tunnel has obvious rheological properties, and the rheological pressure increases with time. Considering the rheological characteristics of soft rock, the deformation, supporting force, and time of the soft rock tunnel was described by a specific continuous curved surface. The results of the characteristic curve method of soft rock tunnel show that the deformation of surrounding rock release has an obvious improvement effect on the supporting structure force, but the improvement effect is gradually weakened. The multi-layer support system from weak to strong, soft first, and then rigid can not only realize the reasonable release of surrounding rock displacement, but also ensure structural safety.

Suspension in tunnel construction usually cause tunnel callapse in weak ground if the suspension time is long. Dongkeling tunnel on Guizhou-Guangxi line being as the engineering background, the indoor rheological experiment and back analysis were performed to obtain the rheological model and parameters of the surrounding rock, and the 3D viscoelasto-plastic calculation model was established to find the evolving rules of deformation at critical locations under two different water contents. It was found that the primary support has little effect on rheology of tunnel work face but on the cross section, and decreasing the water content of the surrounding rock to medium or low saturation level favors the tunnel stabillity greatly for water abundent tunnels.

Beijing subway line 6 crossing under the existing line 4 is the first domestic method of using the mined tunnels crossing under the existing interval shield tunnel, during the crossing process, the key of engineering control is the displacement of existing line and construction line. Dynamic numerical simulation for the crossing process has been made by FLAC3D, and the displacement and its change law of the existing line and construction line with the different WSS reinforcement measures are obtained.The conclusion show that the WSS reinforcement measures of upper semi-section achieves the balance of safety and economy,but the uplift of WSS to the existing line should be noted in the actual construction.

Based on the engineering background of Shijiazhuang six-line tunnel of Jing-shi Passenger Line, field measurements and indoor model test are both used to solve the stability issues of large ultra-deep foundation. Surface subsidence, pile displacement, and the force loss of prestressed anchors are analyzed. The results show that the model test and field test is basically the same, prestressed anchor cable can control surface subsidence and horizontal displacement of the pile effectively, so as to ensure the stability of the pit.

This article used the elastic-plastic finite element analysis method based on strength reduction theory and researched the regularity of longitudinal formation cracks during the loess tunnel construction. It analyzed the development trend of the crack dips and the distance between the surface crack and the tunnel center by different depth conditions when using the full section method and the bench cut method during the construction. From that it can get the boundary value of tunnel depth that the longitudinal crack can reach the ground. The result shows that: (1) Through the finite element analysis of the continuum structural model, it is feasible and effective to use the method, which is based on the area including the shear stress greater than the cohesive stress, the mutant horizontal displacement, and the change trend of the vertical displacement, to analyze the trend and the scope of longitudinal cracks after the excavation of the loess tunnels. (2) When using the full section method, the longitudinal cracks can reach the ground as long as the buried depth is less than 50m.With the increase of the buried depth, both of the depth of the cracks and the distance between the cracks and the tunnel center are all increased and the crack dips are changeable whose range is 56º~67º. However when the buried depth is more than 50m, the cracks can’t reach the ground and develop from the vault to the ground. The slip tendency near the ground is diminished. With the increase of the buried depth, the dips get larger, but the distance between the cracks and the tunnel center and the crack depth are invariable. (3) When using the-bench-cut method, the development trend of the formation crack is similar to that of the full section method. The cracks can reach the ground when the depth is less than 40m, and the range of the cracks is 56º~62º, or else the cracks can’t reach the ground. (4) From controlling the surface cracks, the bench cut method is superior to the full section method.

In accordance with characteristics of super-small-distance tunnels in Nanjing metro, the peak value distribution of vibration velocity for existing tunnel was investigated when cut-hole blasted under the conditions of different surrounding rock Grades, followed by dynamic response rule of super-small-distance tunnels blasting. In addition, monitoring emphasis should be placed on upper bench for right tunnel blasting. Therefore, controlled measures of the small-distance tunnels were obtained during construction. Not only is the result fit for the metro tunnel, but it can be as reference for similar engineering.

We have done a survey about the surface crack of the loess tunnel of Zheng-xi passenger railway by field survey, geophysical exploration test and pit detection and also have researched the produced regularity of the surface crack of the loess tunnel, especially about in the depth. The result of the survey and the detection indicates that: (1)The surface crack is mostly visible in the shallow area of the loess tunnel entrance. The visible width of the surface is extensive (0.2~200mm) and it is mostly visible in the tunnel, the depth of which is below 60m. The visible or wide cracks mostly appear in the area whose surface settlement is above 80mm. The width of the surface crack of the tunnel, which has a more shallow depth and a larger settlement, is much wider. (2)The effect of the High-density electrical method reflecting the development of the surface crack is obvious. The method of seismic reflection wave and seismic imaging is more accurate than Rayleigh wave in interpreting depth development of the crack. (3)There are two kinds of performance of the surface crack: longitudinal crack that inclines to the inside on both side of the tunnel and circumferential crack perpendicular to the axis of the tunnel. (4)The visible crack depth of the surface crack is limited, which is about 3.0~10m and it always doesn't reach the top of the tunnel. The depth by the geophysical exploration test is much more depth, which is about 10~15m.

The Wushaoling tunnel passes the active engineering fault 7(simply called F7 below), where the surrounding rock is broken, mainly composed of fault boulder clay and rubble with very low strength/geostress ratio, resulting in remarkable deflection. Measures have been taken to control the large deflection of the primary support effectively and to ensure safety of the lining structure so that the F7 can be passed as early as possible . Two small-section roundabout drifts for left and right line each, affected less by the high geostress, are excavated in order to continue the construction ahead, to release partial geostress and to conduct experimental study guiding the design &construction of the main tunnels. At the same time, in-situ experiments are carried on against different pattern and parameters of support structure. Based on the above study, the measures are finally determined such as adopting circular multiple-support composite lining, setting deformation joints per segment to absorb the movement of the active fault, adhering the construction principle of “rapid excavation, rapid support, rapid closure and timely lining”, etc. As a result, the large deflection is controlled effectively in subsequent construction and the large-scale active fault rarely encountered domestic and abroad has been passed successively.

Guanjiao tunnel being reconstructed is the key engineering in the 2nd line between Xingning and Golmud. It is 32.645km long. Carbonaceous slate stratum thereinto is nearly 300m long. The rock mass was suffered tectonic movement and crushed, and its physical and mechanical properties are poor. So large deformation will occur while tunnelling under high horizontal tectonic stress. Numerical simulation along with field experiments were utilized to study the mechnical effect of tunnel section shape. Two kinds of section shapes were considered, that are horseshoe-shaped section and large curvature wall, quasi-circle-shape section. Results show that quasi-circle-shape section could effectively lessen the deformation of tunnel and minish stress concentration of support. Field experiments of different support forms were also conducted. Support forms include Grid steel frame (4×ф22mm)with 0.5m span, I 20a steel frame with 0.67m span and I 20a steel frame with 0.5m span. Pressure of surrounding rock, axial force of anchor, stress of steel frame and shotcrete under different support form were measured and analysed. Because composite lining was adopted in the tunnel, the contact pressure shared by secondary lining and stress of molded concrete under different primary support stiffness were also analysed. Results showed stress of support are rational under support form of I20a. Deformation of tunnel measured in situ under different support forms showed that support form of I20a could control deformation of surrounding rock. Synthetically considering the above and economic benefit, support form of I 20a steel frame with 0.67m span was deemed to be optimal in carbonaceous slate stratum. That could offer engineering experience to tunneling in soft rock under high tectonic stress.

The work presented in this paper focuses on support time for tunnel, which has much effect on stability of tunnel. Based on loess tunnel of Zhengzhou-Xi’an high-speed passenger rail line in China, large scale model test with geometric proportion 1: 20 was applied to study on different support time. Supplemental numerical analysis was carried out to investigate the effect of release ratio of stress which cannot be covered by model test. It is revealed that it is asynchronous change for deformation, strain and stress of surround rock. If the supporting constructs prematurely, internal force of support would be excessive greatly and if the supporting constructs too late, it will bring excessive slack pressure which leads to the plastic zone unfavorable, even tunnel collapse. The reasonable support time can improve self-bearing capability of surrounding rock and reduce the cost. The limited displacements about 17.8 cm for crown and 12.9 for horizontal convergence are gained. The research results can act as reference for similar materials tunnel and underground engineering construction.