According to the on‐site vibration velocity monitoring and peak vibration velocity prediction, it is found that the maximum vibration velocity generated by the existing Dizong blasting scheme does not meet the requirements of the maximum allowable vibration velocity of houses. Therefore, the existing blasting scheme is optimized by reducing the maximum single‐segment charge and a variety of damping measures such as multistage duplex wedge groove, adding damping hole, and millisecond blasting. In addition, the blasting data before and after optimization are analyzed and compared by wavelet (packet) technology. The results show that the optimized blasting main frequency domain is increased to 50∼150 Hz and the maximum vibration intensity value is reduced by 79.8%. Based on the time‐energy analysis, the maximum energy value is reduced by 67.75% compared with the original scheme, and the dominant energy of the original scheme is reduced by 97.81%, 71.49%, 82.44%, 95.93%, and 93.03%, respectively, after optimization. The maximum vibration velocity generated by the optimized blasting scheme construction is 1.12 cm/s, which is less than the maximum allowable vibration velocity of the building of 1.2 cm/s, which meets the maximum allowable vibration velocity requirements of the building. The optimized blasting scheme realizes the safe and rapid construction of the two steps of the Dizong tunnel, which can provide a reference for similar engineering construction in the future.

Peck method and stochastic medium method are the two most commonly used methods to estimate surface settlement caused by tunnel excavation. However, the Peck method was not suitable for a shallow‐buried tunnel, and the calculation process of the stochastic medium theory was complicated. To solve this problem, in this paper, a simple and accurate prediction approach for surface settlement was obtained by improving the Peck method based on the basic idea of stochastic medium theory. In detail, the over‐excavation area of the tunnel was divided into n independent units, and the surface settlement caused by the collapse of each unit was calculated, respectively. Then, the total surface settlement can be obtained by superimposing surface settlement induced by each unit. Taking the shallow‐buried section of Mulingguan tunnel entrance as a case, the surface settlement calculated by the modified Peck formula and original Peck formula was compared with the observed data, respectively. The comparison results indicated that the surface settlement calculated by the modified Peck formula is closer to the observed data than that calculated by the original Peck formula in the calculation process of surface settlement of shallow‐buried tunnel. The table of recommendation for the number of units can be obtained by a discussion of reasonable n values. Finally, the difference between the original Peck formula and the modified Peck formula was analysed, and the results showed that the change rule of the surface settlement is consistent under the tunnel depth, internal friction angle, and ground loss of the tunnel. However, the calculation error of the surface settlements calculated by the original Peck formula is more significant than that calculated by modified Peck formula under the tunnel diameter ratio being less than 1.75. The modified Peck formula is more suitable for calculating the surface settlement under internal angle friction being less than 20° or greater than 40°. The research results expand the scope of application of the original Peck formula and enrich the calculation approach of surface settlement induced by underground excavation in tunnel construction.

The surrounding rock may become unstable or even fall down and the initial support may crack and be destroyed when the construction method of the underground excavation tunnel is not properly selected in the turn line of metro. . A section of the Santunbei turn line of Urumqi Metro Line 1# was taken as the engineering background. The proposed construction method was analyzed by numerical simulation. Numerical analysis shows that the final surface settlement caused by the proposed construction method is 3.0 mm and the horizontal convergence is 3.2 mm. It also turns out that the proposed construction method causes less deformation, and the method can be applied to the construction of the small interval tunnel in the Santunbei turn line of metro. The rationality of the method and numerical model was further verified by comparison between the monitored data of surface settlement, horizontal convergence and vault sinking, and numerical simulation results. Finally, the deformation and stress of the six construction methods were compared. The deformation and stress caused by the six construction methods are almost the same. It indicates that the construction spacing between the left and right tunnels does not affect the safety of tunnel construction. Therefore, the appropriate construction spacing could be selected according to the resource configuration, instead of deformation and stress.

Deep foundation pit excavation (DFPE) for metro stations in soft layers can cause strata deformation, impairing the safety and performance of nearby existing structures. This paper aims to explore the impact of DFPE on an adjacent oil pipeline using numerical simulations and field tests. Using the project of Xinxingcun Station of Tianjin Metro Line 4 in China as a case study, two approaches of layered excavation (LE) and bench excavation (BE) are proposed for DFPE. The deformation induced by the two approaches was analyzed using the FE method. The maximum vertical settlement of the oil pipeline caused by LE was 8.1 mm, compared with the maximum vertical settlement of 12.5 mm caused by BE. In practice, LE was selected as the construction scheme for the DFPE in Xinxingcun Station. Some field measurement work on pipeline deformation was conducted, and the results were in good agreement with the numerical simulation. Lastly, the change pattern in the pipeline-soil gap was studied. The angle of the position with peak gap width increased from 25° to 110°.