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DOI: 10.2174/1874149501610010578
RESEARCH ARTICLE
Numerical Simulation Research of Construction Method for Shallow
Buried Large Section Tunnel
Bin Zhu1 ,*, Weifeng Kou2, Jiami Xi1 and Yanjun Shen1
1
School of Architecture and Civil Engineering, Xi’an University of Science and Technology, Yan Ta Street, Xi'an
710054, China
2
Beijing Urban Construction Design and Development Group Co. Limited, No.5, Fuchengmen Beidajie, Xicheng
District, 100000, Beijing, China
Received: November 29, 2015 Revised: June 11, 2016 Accepted: June 15, 2016
Abstract: The background of this paper is based on Deli tunnel of Xi’an to Chengdu Railway passenger dedicated line. In order to
compare and optimize this large section tunnel project under different construction methods, General FEA software ANSYS was
utilized to simulate and analyze the stress and deformation in 2-D and 3-D. According to the Deli tunnel engineering case, the
preliminary comparison and discussion of mechanical properties and deformation characteristics of the construction of bench cut
method and two side-wall pilot tunnel method have been carried out. From this simulation, we made the conclusion for different
mechanical properties and deformation characteristics in different construction methods. It shows that the two side-wall pilot tunnel
method results in less stress and deformation than the bench cut method. Therefore, it is safer to use the former method. The key step
for bench cut method is the upper excavation, and the key step for two side-wall pilot tunnel method is the upper core soil
excavation. Monitoring and enhanced support of these key areas is imperative to guarantee the smooth construction.
Keywords: Bench cut method, Construction method, Large section tunnel, Nonlinear behavior, Numerical simulation, Two side-wall
pilot tunnel method.
1. INTRODUCTION
Railway is an important and basic transportation facility in China which plays an important role in transportation
system. The tunnel with super large section and long span has the characteristics of large sectional area and long span,
which is a type of tunnel developed with the construction of multi-track high-speed railway in recent years [1].
Although a lot of large section and long span tunnels have so far been built across the country, tunnels with super
large section can only be seen in station tunnels, which have a large cross section of construction. Difficulty arises in
construction of these tunnels due to complex mechanical property of tunnel and surrounding rocks, and it is associated
closely to its stress and deformation. In a uniform stress system, it is known that structures are supported by
surrounding rocks, as they bind each other and function together. To date, deformation and stability research of super
large section tunnel have been focusing on numerical simulation, model test and field investigation of construction
method, where the numerical simulation of tunnel construction is a very effective method to study such problems
[2 - 7]. Since the problem only appears for a short time, design and construction of tunnels with super large section have
so far gained very little experience to be used as references and there are a lot of challenges to overcome. In particular,
for the construction of tunnels with super large section and long span for high-speed railway passenger dedicated line,
there has been no new achievement in research of surrounding rock deformation.
Yang Jianhua [8], Liu Deping [9] and Yu Cunpeng [10] have made numerical simulation researches on weak
* Address correspondence to this author at the School of Architecture and Civil Engineering, Xi’an University of Science and Technology, Yan Ta
Street, Xi'an 710054, China; Tel: 86-13909185995; Fax: 86-29-85583153; E-mail: [email protected]
surrounding rocks and concluded that stress concentration occurs at the bottom of the surrounding rocks beneath the
wall in the whole construction process. Cao Tailin [11] has performed a comparative study using various construction
methods with engineering practice and obtained the best solutions of two side-wall pilot tunnel method in some
constructions. Wang Zhideng [12] has analyzed the section of Qianhuang tunnel beneath Ningbo-Taizhou-Wenzhou
Expressway by 3-D finite element method, and their result indicates that excavation with large pipe-shed advanced
support and two side-wall tunnel method has a good control of pavement and tunnel vault settlement; meanwhile,
because vault settlement and horizontal convergence displacement are greatly impacted by longitudinal excavation
spatial effect and covering thickness, computational results provide some theoretical basis for design and construction
of railway tunnel. Super large section tunnel involves a lot of construction procedures and at present many studies
analyze each procedure for the optimization of constructions scheme, For example, adjusting the cross section of pilot
tunnel can take advantage of mechanical equipment and improve construction progress, and rationally designed core
soil thickness is capable of changing the stress condition of tunnel properly and improve the stability of surrounding
rocks during construction.
At present, few large span railway tunnels have been built in China. For example, New Nail Bay tunnel of
Xiangyang-Chongqing railway Line II has a maximum span of 22m and a maximum excavation area of 250.36m2;
Dageshan highway tunnel in Guizhou Province has an excavation width and height of 22m and 13m, respectively.
However, the Deli tunnel as studied in this article has a maximum excavation section of 302.52m2 and a maximum
excavation height of 15.37m, which is unprecedented, given the large span and cross section. For super large section
and long span tunnels, construction of two side-wall pilot tunnel method can have a good control of the deformation of
surrounding rock. During construction of super large section and long span tunnels, excavation of tunnel face causes
great effect on surrounding rock deformation and is a major point of control during construction. This article
emphasizes the influence of tunnel excavation on surrounding rock deformation, and provides the experience and
reference for design and construction of super large section and long span tunnels.
Long span tunnels always have a long excavation span, complex construction procedures, repetitious disturbances
on surrounding rocks and complex soiling loading, real-time monitoring and feedback of surrounding rock-lining
deformation and stress are particularly crucial for controlling the stability of long span tunnel. Therefore, researches
should be made on lining mechanics analysis and surrounding rock deformation mechanism before construction so as to
adopt appropriate excavation sequence and supporting scheme and to ensure safety and controllability of construction
[13]. Based on engineering geological condition of Deli tunnel, this article compares and discusses the construction of
bench cut method and two side-wall pilot tunnel method by large universal finite element software ANSYS, which
provides a computational support for the establishment of scientific construction schemes.
2. PROJECT CASE
Fig. (2). Construction drawing for type B grade V section of surrounding rock.
Fig. (3). Construction drawing for two side-wall pilot tunneling method.
Construction procedures: a. Excavate part by manpower air pick (weak blast can be used as necessary). b.
Construct the primary and temporary supports around pilot tunnel in part . c. Excavate Part by manpower air pick ;
Part and Part shall be kept with a distance of 3-5cm. d. Construct the primary and temporary supports around pilot
tunnel in Part. e. Excavate Part , and in sequence and erect primary and temporary supports around pilot tunnel
with the same construction method mentioned above. f. Excavate Part and erect steel frame for arch part and primary
support of construction. g. Construct Part and by two-bench method, close the steel frame erected at bottom of
pilot tunnel into ring form and spray concrete up to design thickness.
582 The Open Civil Engineering Journal, 2016, Volume 10 Zhu et al.
Construction procedures: a. Firstly, excavate the upper bench Part and erect primary support for upper tunnel
structure after excavation. b. After upper bench is constructed to 1-3m, excavate the left side Part of middle bench,
construct the primary support for bench structure in left tunnel, with supporting structure the same as that of Part . c.
After Part is constructed to 1-3m, excavate the right side Part of middle bench and construct the primary support
for bench structure in right tunnel. d. After Part is constructed to 1-3m, construct Part and of lower bench in
accordance with the construction method for Part and . e. Then core soil Part , and can be excavated and
kept a step distance of 1-3m from upper, middle and lower benches. f. Finally, inverted arc Part is excavated, and
service road can be built in the middle for convenience of mechanical slag discharge and other constructions.
3.1. Modeling
This computation is based on the project background of Deli tunnel in Xi’an-Chengdu railway passenger dedicated
line, which carries out a 2-D numerical simulation analysis for the process of construction with two side-wall pilot
tunnel method and three-bench seven-step method using means of large universal finite element software. Three
elements were used in this computation – solid element (Plane42) for simulation of surrounding rocks, beam element
(Beam3) for simulation of sprayed concrete and steel arch and link element (Link1) for simulation of bolt. Bending
rigidity of steel arch was also considered in computation, which allows for an excellent support for surrounding rock
after tunnel excavation. In this model, surrounding rock adopts solid element Plane42, uses elastic-plastic DP
constitutive model and its structure uses linear elastic constitutive model. See Fig. (5) for model of primary support and
see Table 2, for material property of computing elements.
Contact problem is a highly nonlinear behavior. Surface - surface contact analyses were used in this project. After
building the tunnel model, the target elements and contact elements were defined, which moved together with the tunnel
structure linked by a common real constant.
Numerical Simulation Research of Construction The Open Civil Engineering Journal, 2016, Volume 10 583
Fig. (6). Direction displacement deformation for two side-wall pilot tunneling method
During finite element computation, boundary conditions show great impact on result. In order to decrease the
adverse impact of boundary conditions on result as much as possible, and ordinarily, the deformation of surrounding
rock impacted by excavation is 3 to 5 times of the span, the length selected in this computation model is 4 times of
tunnel span and depth boundary selected is 3 times of tunnel height. The tunnel has a buried depth of 22m, height of
14.5m and span of 20.7m, and as a result, the established model boundary has a total length of 185.66m and a total
height of 80m. Boundary conditions of computational model are vertical constraints for bottom surface, free boundary
for upper boundary and horizontal restraints for left and right boundaries.
Table 2. Material physical parameters.
Fig. (8). Direction displacement deformation for bench cut tunneling method.
According to the requirement for relative subsidence of tunnel vault of grade V surrounding rock and at a buried
depth of more than 50m,specified in Railway Tunnel Construction Specifications [14], the ultimate relative
displacement (%)for primary support of double-track tunnel is 0.08-0.16%. This project requires a settlement of
11.6mm-23.2mm, so both two side-wall pilot tunnel method and bench cut method meet the requirements of the
specifications.
From the comparison between Figs. (7 and 9), it can be seen that two side-wall pilot tunnel method has a settlement
of about 2 to 4mm during side wall excavation, despite having a large settlement up to 10mm during core soil
excavation; whereas bench cut method has a large settlement from 6 to 8 mm at the beginning of excavation and the
settlement value increases slowly with tunnel excavation.
As indicated above, bench cut tunneling method has a poor control of deformation of large section tunnel; while two
side-wall pilot tunneling method has a good control of surrounding rock deformation; inverted arch erected at the
bottom of tunnel greatly help for tunnel stability.
586 The Open Civil Engineering Journal, 2016, Volume 10 Zhu et al.
Fig. (10). Equivalent stress for two side-wall pilot tunneling method.
concrete occurs at vault of Bench I, has a maximum axial force of 186KN. During construction using bench cut
tunneling method, vault deformation should be specially noticed during construction of Bench I and support can be used
as necessary. Stress of steel arch in bench cut method is 11KN smaller than that of steel arch support and sprayed
concrete in two side-wall pilot tunnel method.
Fig. (12). Axial force for two side-wall pilot tunneling method.
Construction method Bench cut tunneling method by steps Two side-wall pilot tunnel method
Settlement control Common Good
Settlement/mm 7.448 6.636
Construction period Short Long
Amount of primary support Small Large
Stress of primary support/KN 186 198
Cost Low High
Two side-wall pilot tunneling method has a smaller settlement than bench cut method by steps as can be seen from
the computed result of displacement. It is due to that i) the former has more construction procedures and thus stress can
be unloaded by steps to avoid too much stress released at one time; ii) it ensures the stability of surrounding rock itself
and iii) concurrently, temporary strut rail and support in two side-wall pilot tunnel method is helpful for tunnel stability.
The disadvantage of the two side-wall pilot tunneling method (in comparison to the bench cut method) is that, stress of
primary support is larger, and excavation of next cycle can only be started when concrete is up to the compressive
Numerical Simulation Research of Construction The Open Civil Engineering Journal, 2016, Volume 10 589
strength specified in requirement of specifications during erection of primary support. This should be given enough
attention during construction.
Based on the result of numerical computation, both two side-wall pilot tunnel method and three-bench seven-step
tunneling method have a good deformation control of super large section tunnel, and the control level is within the
range of requirement of specifications. Two side-wall pilot tunnel method has a better stress-strain control than bench
cut method.
Combing the result of comprehensive numerical analysis and taken into consideration for economy and timeliness
of tunnel engineering construction, two side-wall pilot tunnel method is recommended to be used for site construction
of Deli tunnel.
Fig. (16). First working condition of two side-wall pilot tunneling method (step distance is 3m).
Fig. (17). Second working condition of two side-wall pilot tunneling method (step distance is 5m).
590 The Open Civil Engineering Journal, 2016, Volume 10 Zhu et al.
5.1. Modeling
A 3-D finite element model is established on the basis of stratum-structure continuum, according to construction
conditions on site. In finite element computation, boundary conditions have great impact on result. In order to decrease
the impact of boundary conditions on result as much as possible, length boundary selected in this computation models is
4 times of tunnel span and depth boundary selected is 3 times of tunnel height. The tunnel has the same buried depth as
DK144+733 cross section that is about 24m, has a height of 14.75m and a span of 20.7m, so the established model
boundary has a total length of 185.66m and a total height of 82m.
Modeling length of two side-wall pilot tunnel method was selected as 30m, and boundary conditions of
computational model are vertical constraints for bottom surface, free boundary for upper boundary and horizontal
restraints for left and right boundaries. See Figs. (18 and 19) for finite element physical models of two side-wall pilot
tunnel method.
Fig. (18). Finite element physical model of two side-wall pilot tunnel method.
Fig. (19). Finite element model for first lining and temporary support of two side-wall pilot tunnel method.
5.2. Finite Element Simulation for the Construction Process of Two Side-wall Pilot Tunnel Method
Finite element simulation for the construction of two side-wall pilot tunnel method can be divided into the following
steps:
Here, drilling and excavation of different benches are run simultaneously. Simulation uses excavation method of
simultaneous drilling. See Fig. (20) for schematic diagram of detailed construction procedures.
5.3.1. Displacement Analysis for Two Side-wall Pilot Tunnel Method with a Step Distance of 3m
Development process of UY direction displacement of tunnel in two side-wall pilot tunnel method with a step
distance of 3m is shown in Fig. (21).
592 The Open Civil Engineering Journal, 2016, Volume 10 Zhu et al.
Fig. (21). Variation of UY direction displacement with time in two side-wall pilot tunnel method.
It can be observed that the two side-wall pilot tunnel method shows the following phenomena after excavation:
i. In the first and second steps of excavating left pilot tunnel, vertical displacement of tunnel occurs mainly at
middle and lower part of arch buttress; tunnel excavation will result in ground heave on the bottom, and strut rail
provides some support to the tunnel. Displacement changes of side wall should be paid enough attention during
excavation of left and right pilot tunnel.
ii. After left pilot tunnel is excavated into ring form, right lower lining of left pilot tunnel has a large deformation at
the interaction of right angle; meanwhile, left lower part of left pilot tunnel does not have large deformation;
Numerical Simulation Research of Construction The Open Civil Engineering Journal, 2016, Volume 10 593
same results can be seen after right pilot tunnel is excavated, indicating that erection of arch springing into an
arched supporting structure is helpful for the stability of excavation face.
iii. During excavation of core soil in the central tunnel, steel arch support of vault and at lower part of vault will
have great deformation, which indicates that excavation of core soil is a key point of two side-wall pilot
tunneling method. At this moment, support is required to be strengthened.
iv. When temporary steel frame of the excavation face that has been closed into a ring form is demolished,
deformation range of vault extends, indicating that demolishment of temporary support has certain impact on
deformation of vault. Pouring of inverted arch has an effective control of ground heave of tunnel and UY
direction displacement of vault decreases after pouring, so pouring of inverted arch is helpful for the stability of
supporting structure.
After completion of excavating the first cross section, UY direction displacement of the profile sectioned by axis of
top left pilot tunnel, top tunnel vault and top right pilot tunnel, as section line, is shown in Fig. (22).
Fig. (22). Cloud diagram for UY direction displacement changes of profile under working condition I of two side-wall pilot tunnel
method.
See Table 4 for maximum and minimum surrounding rock displacement of the tunnel during each excavation step,
in which positive value means ground heave and negative value indicates tunnel settlement.
594 The Open Civil Engineering Journal, 2016, Volume 10 Zhu et al.
Table 4. Maximum and minimum UY direction displacement of the tunnel under working condition I of two side-wall pilot
tunnel method.
5.3.2. Displacement Analysis for Two Side-wall Pilot Tunnel Method with a Step Distance of 5m
Development process and rules of UY direction displacement for two side-wall pilot tunnel method with a step
distance of 5m is the same as that of working condition I. See Table 5 for maximum and minimum surrounding rock
displacement of the tunnel during each excavation step, where positive values indicate ground heave and negative
values indicate tunnel settlement.
Table. 5. Maximum and minimum UY direction displacement of the tunnel under working condition II of two side-wall pilot
tunnel method.
MIN
Excavation step MAX(m) Position Position
(mm)
1 2.08 Bottom of left pilot tunnel -0.82 Left and right side wall of left pilot tunnel
Middle part of left side wall and bottom of right side wall in left pilot
2 2.90 Bottom of left pilot tunnel -1.08
tunnel
3 2.85 Core soil in middle part of left pilot tunnel -1.15 Bottom of right side wall in left pilot tunnel
4 2.92 Bottom of left pilot tunnel -1.11 Bottom of right side wall in left pilot tunnel
5 3.07 Bottom of left pilot tunnel -1.12 Bottom of right side wall in left pilot tunnel
6 3.18 Bottom of left pilot tunnel -0.89 Bottom of right side wall in left pilot tunnel
7 3.16 Bottom of left pilot tunnel -1.35 Tunnel vault
8 3.67 Bottom of left pilot tunnel -1.77 Tunnel vault
9 4.21 Bottom of left pilot tunnel -1.93 Tunnel vault
10 4.84 Inverted arch -1.99 Tunnel vault
Under the working condition of two side-wall pilot tunnel method with a step distance of 5m, the rock-soil area
shows settlement larger than that with a step distance of 3m, total settlement is relatively large and settlement range has
expanded to earth’s surface, which are not discovered in the same excavation cycle under working condition I, so the
step distance of 3m is suitable for two side-wall pilot tunneling method.
5.4.1. Displacement Analysis for Two Side-wall Pilot Tunnel Method with a Step Distance of 3m
Cloud diagram for equivalent stress changes of two side-wall pilot tunnel method with a step distance of 3m is
shown in Fig. (23). From computed result, it can be seen that after the excavation of Bench I of left pilot tunnel, major
principal stress at both side walls of left pilot tunnel changes a lot, an area of stress concentration appears at side wall
and an area of tensile stress concentration occurs at vault of Bench I that has a maximum tensile stress of 0.52MPa; at
bottom of the Bench I, there is a large area of compressive stress concentration that has a maximum compressive stress
0.13MPa. As excavation of left pilot tunnel goes on, major principal stress has little change, mainly located at vault, top
Numerical Simulation Research of Construction The Open Civil Engineering Journal, 2016, Volume 10 595
and bottom of side wall. After Bench III of left pilot tunnel is excavated, a large compressive stress concentration area
appears at bottom of right side wall in left pilot tunnel that has a maximum compressive stress of 1.2MPa. This result is
consistent with the result of deformation computation, which indicates that the stability of the bottom of right side wall
is most likely to be lost and requires to be strengthened with support.
Fig. (23). Cloud diagram for major principal stress change of two side-wall pilot tunnel method with a step distance of 3m.
5.4.2. Displacement Analysis for Two Side-wall Pilot Tunnel Method with a Step Distance of 5m
Cloud diagram for equivalent stress changes of two side-wall pilot tunnel method with a step distance of 5m is
shown in Fig. (24). From computed result, it can be seen that as excavation of core soil goes on, and changes in
distribution of major principal stress is obvious. Furthermore, compressive stress has also shown a significant change at
vault with a compressive stress of 0.27Mpa. After excavation of core soil, given the excavation and pouring of inverted
arch, compressive stress at vault is reduced to 0.23Mpa and tensile stress at inverted arch is reduced to 0.17Mpa. This
indicates that pouring of inverted arch and closure of tunnel section is helpful for stability of surrounding rocks.
According to the computed results of displacement and stress under two working conditions, it can be seen that
either stress of lining or tunnel deformation at a step distance of 5m is significantly larger than the computed result at a
step distance of 3m. Therefore, two side-wall pilot tunnel method with a step distance of 3m is recommended for this
tunnel construction.
Fig. (24). Cloud diagram for major principal stress change of two side-wall pilot tunnel method with a step distance of 5m.
CONCLUSION
ANSYS was used in this study for numerical simulation of super large section tunnel (Deli tunnel of Xi’an-Chengdu
railway passenger dedicated line, with a sectional area of 302.52m2) constructed by steps, and for stress and
deformation analysis of tunnel lining under working conditions of bench cut method and two side-wall pilot tunnel
method. Results of the simulation show that:
1. In bench cut tunneling method, settlement at vault is 7.448mm and is 0.812mm larger than that of two side-wall
pilot tunnel method; settlement at haunch and arch springing is 0.872mm larger than that of two side-wall pilot
tunnel method. Therefore, bench cut tunnel method is not as well performed compared to two side-wall pilot
tunnel method in settlement control.
2. After excavation by bench cut method, steel arch has shown a maximum axial force of 186KN, 11kN smaller
than that of two side-wall pilot tunnel method; and at the same time, bolt has a maximum axial force of 36.42kN
that is 11.20kN smaller than of two side-wall pilot tunnel method.
3. Stress on primary support using two side-wall pilot tunneling method is larger than that of bench cut method;
excavation of next cycle only can be started when concrete is up to the compressive strength specified in
requirement of specifications during erection of primary support, which needs to be specially inspected during
construction. Meanwhile, monitoring and measurements should be strengthened at tunnel vault and in-time
support is also required to ensure smoothness of construction.
4. Combing the result of comprehensive numerical analysis together with consideration for economy and
timeliness of tunnel engineering construction, two side-wall pilot tunnel method with a construction step
distance of 3m is recommended to be used for construction of Deli tunnel.
CONFLICT OF INTEREST
The authors confirm that this article content has no conflict of interest.
Numerical Simulation Research of Construction The Open Civil Engineering Journal, 2016, Volume 10 597
ACKNOWLEDGEMENTS
This paper was supported by the Natural Science Foundation of Shaanxi Province (2016JM4014)and the National
Natural Science Foundation of China (41402265, 51508462). The useful help of students Ge Li in the calculations is
highly appreciated.
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