The rectangular pipe jacking method is an efficient, green, trenchless technology for constructing urban underground space. However, some problems, including the high jacking resistance, the instability of the tunneling face, and excessive ground settlement during the large-section rectangular pipe jacking for the underpass of national highways, seriously affect construction safety and traffic. Based on the engineering background of the large-section rectangular pipe jacking in constructing the subway entrance tunnel of Guangzhou Metro Line 7, this work adopts the methods of theoretical calculation, numerical simulation, and engineering application. Five kinds of mechanical models for pipe soil slurry interactions in rectangular pipe jacking are analyzed. An evaluation of the applicability of the jacking force prediction of the different models is conducted. Moreover, the ground settlement law for the large-section rectangular pipe jacking for the underpass of national highways under different influencing factors, including slurry sleeve thickness, grouting pressure, and earth chamber pressure, is revealed. The control countermeasures of the ground settlements, such as installing a waterproof rubber curtain for the tunnel portal, pipe jacking machine receiving techniques, thixotropic slurry for reducing friction resistance, and soil stability at the tunneling face, are carried out. The results show that there is no need to install an intermediate jacking station in the large-section rectangular pipe jacking project with a jacking distance of 63 m. The most reasonable thickness of the thixotropic slurry sleeve is about 150 mm. The most reasonable grouting pressure range is 600–700 kPa. An earth chamber pressure of about 153 kPa is more reasonable to control the soil stability of the tunneling face. The engineering practice shows that the maximum ground settlement of the national highway during jacking is 10 mm. The maintenance effect is excellent, and the traffic operates normally.

In order to determine appropriate anchoring parameters after enlarging the cross-section of the mining roadway, a comprehensive study was conducted to investigate the development of deformation and failure characteristics in the surrounding rock. The mechanical behavior of rock failure under high-stress conditions and the progressive evolution of deformation and failure from shallow to deep zones were thoroughly analyzed. It was proposed that the primary function of bolt support in mining roadways is to guide the surrounding rock to form a stable compressive arch or ring structure. The mechanical mechanism underlying the formation of such an arch under bolt guidance, along with the stability characteristics during this process, was investigated. The principles for determining bolt support parameters were established as follows: (a) ensuring the formation of a closed compressive ring within the anchorage zone around the roadway; (b) preventing shear failure at the roadway corners; and (c) controlling the extent of roof subsidence under gravitational loading. Design methodologies for determining rock bolt and anchor cable length and spacing were formulated and implemented in the support design of large-section mining roadways within million-ton fully mechanized mining faces. The cross-sectional dimensions of the supported roadway are 5.8 × 4.0 m. Field monitoring results indicate that, after stabilization of the surrounding rock deformation, the maximum convergence between both sides does not exceed 140 mm, the maximum roof subsidence remains below 40 mm, and the maximum roof separation is limited to within 4 mm. These findings provide strong evidence that the selected design parameters fully meet the engineering requirements for roadway support.