To address the problem of the collapse of the roof of the Bailuyuan tunnel during construction, the causes of collapse were analyzed, targeted treatment measures were proposed, and the effects of the treatment measures were evaluated through on-site monitoring and three-dimensional numerical simulations. The results showed that the particular characteristics of loess and the synergy of groundwater were the internal causes of the tunnel’s collapse as well as, to a certain extent, atmospheric precipitation. Therefore, the combination of multiple factors contributed to the tunnel’s collapse. Untimely monitoring and measurement, as well as the low initial support parameters, reflect a lack of human understanding of the collapse. Based on the analysis of the causes of the collapse, comprehensive treatment measures for inside and outside the tunnel are proposed, which are shown to be effective and to be capable of preventing the occurrence of further collapses. After the collapse treatment, the measured maximum settlement of the tunnel vault was 65.1 mm, the maximum horizontal convergence was 25 mm, the maximum surrounding rock pressure was 0.56 MPa, and the maximum stress on the steel arch frame was 54.34 MPa. Compared with the original design plan, the vertical stress, horizontal stress, and shear stress of the surrounding rock obtained from numerical simulation after the collapse treatment were greatly reduced, the reduction rate at the vault reached 50%, and the safety factors of the initial support positions after treatment met the specification requirements. The research results can provide engineering guidance for the design and construction of large-section tunnels crossing deep-loess strata, and they are of important engineering significance.

The characteristics of the aerodynamic effects of high-speed trains passing in a shield tunnel were studied using the three-dimensional, compressible, unsteady Reynolds-averaged Navier-Stokes (RANS) equations for the simulation analysis. Numerical calculations were compared with dynamic model tests to verify the reliability of the numerical simulations. The results showed that the compression wave characteristics of high-speed trains in shield tunnels were consistent with those in molded concrete tunnels. When high-speed trains met in the middle of the shield tunnel, the positive and negative peak attenuation rates of shield tunnels were higher than the positive and negative peak attenuation rates of molded lining tunnels, and the maximum pressure attenuation rate could reach 57.8%. At the same time, the micro-pressure wave of the former was reduced by 10.78%, compared with those of the latter. When meeting cars at different locations, the maximum pressure at the intersection in the center of the tunnel was significantly higher than those at other intersection points in the tunnel. Different intersection positions and different tunnel lining structures had relatively little influence on the aerodynamic drag and lateral force, while train speed had a significant influence.

In view of the actual gap between the theoretical solution and the measured value of the range of the surrounding rock loose zone excavated by blasting, the formation process and influencing factors of the surrounding rock loose zone after blasting are analyzed by combining theoretical analysis, numerical simulation, and field tests. It is proposed that the formation of the surrounding rock loose zone can be divided into two parts: the stress loose zone formed by in situ stress release after chamber excavation and the blasting–expansion loose zone formed by blasting, corresponding to the stress loose zone crack propagation. In this paper, the stress method and work–energy relationship method based on the Fenner solution were used to study the range of the surrounding rock loose zone formed after chamber excavation. A theoretical formula for determining the range of the surrounding rock loose zone is presented. These methods can clearly explain the formation mechanism of the loose zone, and the parameter selection method is simple and fast, which can be used for the theoretical prediction of the loose zone of surrounding rock in tunnel engineering in rock areas. Finally, the two methods were used to calculate the range of surrounding rock loose zone under three different working conditions in the Qingdao Metro single-track section, and the results were compared with the field monitoring results to verify the applicability of the proposed methods.

To investigate the deformation and stability of the rock surrounding a tunnel excavated through layered rock, a three-dimensional numerical simulation was conducted to compare and analyze the right line of the YD2K100+560–630 two-stage docking cross-section of the Yuelongmen Tunnel using a ubiquitous joint model. Based on 3-D numerical simulations, the following conclusions were drawn: (1) The excavation on the construction entrance side significantly disturbed the construction exit side, and the exit side was more disturbed in the steeply dipping layer than in the gently dipping layer. (2) The influence of the dip angle of the laminae on the uplift of the tunnel invert was greater than the influence on the tunnel vault settlement when the laminae were oriented perpendicular to the trend of the tunnel and two-stage docking excavation was used. (3) When two-stage excavation was applied to gently inclined laminated rock, there was an obvious disturbance to both the top of the tunnel (less than one time the diameter of the through face; and to the bottom of the tunnel within 0.5 time the diameter of the through face on the side with the stopping construction exit side during the tunnelling process. When tunnel excavation was conducted against the trend of the layer, there was obvious disturbance to the top of the tunnel within 0.5 time the diameter of the through face and to the bottom of the tunnel within one time the diameter of the entrance face) on the construction exit side during the tunnelling process due to the presence of laminae. The excavation on the construction entrance side significantly disturbed the construction exit side. When docking and penetrating layered rock tunnels, priority should be given to docking and penetrating in the direction corresponding to the layers, and temporary support on the exit side should be strengthened to ensure the deformation stability of the surrounding rock mass.

Due to the long-term coupling effect of a train load and groundwater, the surrounding rock at the tunnel bottom will soften in a certain range and the mechanical parameters of the surrounding rock will decrease, causing the uneven distribution of the confining pressure at the tunnel bottom and affecting the base concrete structure service life. In this research, the method of combining field tests and numerical simulation is adopted, and the vertical displacement, vertical acceleration, and maximum and minimum principal stresses are used as evaluation indicators. The dynamic response law of the base structure with the softened surrounding rock of the heavy-duty train is analyzed, and the Miner linear cumulative damage theory is introduced to obtain the service life of the tunnel bottom structure under different softening conditions. The results show that with the decrease in the softening coefficient and the increase in the softening thickness of the bedrock, the displacement, acceleration, and principal stress response indexes of the structure increase by varying degrees, and the service life of the base structure decreases almost linearly. The maximum vertical displacement, acceleration, and tensile stress are located directly below the track, and the maximum compressive stress is located at the connection between the inverted arch and the side wall. According to the predicted value of the service life, the reliability of the base structure is divided into four levels: safety, warning, danger, and serious danger.