ABSTRACT

The number of constructed tunnels has been gradually increasing

during past decades because of the congested urban cities. Thus, it is highly likely that
some new tunnels may need to be designed and constructed nearby existing tunnels.
To meet the requirements for the heavy passenger flow, twin tunnels are constructed
side-by-side and one above the other.
This paper introduces a new construction practice, termed as the
tunnel-column method, used in constructing a metro station in Beijing, China. This
method is also used Dongzhimen station. Due to restrictions on the surface and
subsurface settlement of structures in the area, an in-tunnel support approach was
adopted using jacks controlled by programmable logic controllers (PLCs) in
combination with the mining method. Jacks were arranged, grouped and slowly
loaded in the new tunnel to support the overlying tunnel in service. The under-passing
tunnel was excavated under the protections of the lifting jacks, and the shell
composed of shotcrete and lattice girders. Performance of the tunnel in service due to
the under-crossing tunnel was continuously monitored by means of a real-time and
high-precision hydrostatic levelling system together with grating scales installed near
the jacks. The measured data were timely processed and fed back to operators to
readjust the procedure if required. As a result of the in-tunnel jacking, the movement
of the tunnelling service was below the allowable value, and the under-crossing
project was successfully completed without interrupting the metro traffic.

TABLE OF CONTENTS
1 INTRODUCTION .................................................................................................................. 3
2 DEVELOPMENTS IN TUNNELING METHODS ............................................................... 4
2.1 IMPORTANT YEARS IN TUNNEL CONSTRUCTION: ............................................. 4
3 A NEW CONSTRUCTION METHOD- TUNNEL COLUMN METHOD........................... 5
3.1 TUNNEL COLUMN METHOD FOR BEIJING METRO STATION ........................... 5
3.1.1 Procedures of the New Construction Method........................................................... 7
3.2 CONSTRUCTION OF UNDER PASSING TUNNEL USING TUNNEL COLUMN
METHOD ............................................................................................................................ 11
4. PROTECTION SCHEMES IN THE DESIGN PHASE...................................................... 17
4.1. COMPONENTS OF THE LIFTING SYSTEM WITH JACKS .................................. 17
4.2. DESIGN PRINCIPLES OF THE PROTECTION SCHEME ...................................... 18
4.3. STAGES OF LIFTING WORK WITH JACKS........................................................... 18
4.4. INSTALLING THE LIFTING SYSTEM AND DIVIDING THE JACKS INTO
GROUPS ............................................................................................................................. 20
4.4.1. Facilities of the lifting system ............................................................................... 20
4.4.2. Calculations of lifting force and layouts of jacks .................................................. 20
5. MONITORING MOVEMENTS OF THE OVERLYING TUNNEL AND INFORMATION
MANAGEMENT .................................................................................................................... 22
6. TEST OF LIFTING THE OVERLYING TUNNEL USING IN-TUNNEL JACKS AND
ADJUSTMENTS OF THE LIFTING SCHEMES .................................................................. 25
6.1 TEST OF LIFTING THE OVERLYING TUNNEL USING JACKS ........................... 25
6.2 ADJUSTMENTS OF THE LIFTING SCHEMES ........................................................ 27
7 CONCLUSION .................................................................................................................. 30
8 REFERENCES ..................................................................................................................... 31

1 INTRODUCTION
In recent years, the metro systems have been increased dramatically
due to the large population and limited surface space. When building tunnels in
densely populated urban areas, it is of paramount importance to control the adverse
effects of tunnelling on existing structures and utilities in the surrounding
environment. In particular, tunnelling under an existing tunnel can induce ground
movements and tunnel settlements, which, if uncontrolled, might not only produce
damaging effects to the overlying structure but also pose serious threat to passengers
in the tunnel. Therefore, protective measures must be considered and analyzed in the
design phase to ensure safe construction of the new tunnel as well as operation of the
existing tunnel.
To meet the requirements for the heavy passenger flow, twin tunnels
are constructed side by side and one above the other. In the later case, it is important
to investigate the effects of tunnelling on the support systems of existing adjacent
tunnels so that the existing tunnels can continue to operate safely both during and
after construction of the new tunnel.
For twin tunnel construction generally adopt combined application of
ground reinforcement by glass-fiber components and multi-layer grouting or
underpinning methods or ground freezing technologies. It is clear that the above
commonly employed schemes and methods centeron reducing disturbances to
surrounding ground of the tunnels and then indirectly reduce settlements of overlying
structures. Based on a case study in Beijing metro construction, a direct protection
methodology using in-tunnel jacks for excavating an under-passing tunnel is
presented herein. Lifting schemes with jacks are widely used in moving and
reconstruction of buildings and bridges in China. However, it was the first time that
an in-tunnel support methodology using lifting jacks was employed to control
settlements of the overlying tunnel in China metro construction.

2 DEVELOPMENTS IN TUNNELING METHODS

First tunnel of the world was constructed by Egyptians and
Babylonians about 4000 years ago. Current methods of tunnelling differ in principle
from those used for many decades or even hundreds years ago. Changes in technology
of tunnelling because of inventions such as gun powder in 1680, detachable tungsten
carbide drill bits in 1930 and rock bolts, shotcrete have not improved ability to
construct tunnel but have improved speed of excavation reduction in support required
and hence, economical tunnel construction can be made.
Construction rate has increased to 3.5Km/year and increased useful
cross sectional tunnel area from 50m2 to 80m2 with equal excavated volume and
reduced support volume from 45m2/m to 15m2/m and reduced fatality rates.
Since old days difficulty is experienced in tunnelling through soft soils.
From yester-years experience for tunnelling in soft soils, some findings are tabulated
for future advantages.
(1) Use shield if ground allows for easy penetration.
(2) Excavate small headings and support them immediately to prevent loosening.
(3) Provide good foundation for temporary support system.
(4) Find special solution for non-symmetric pressures likely to develop during
tunnel construction.
(5) Close the arch against the high lateral pressure.
(6) Provide adequate space for simultaneous excavation and support system.
2.1 IMPORTANT YEARS IN TUNNEL CONSTRUCTION:

Rock excavation:
Year 1600 Use of black powder for blasting.
1862 Use of dynamite for blasting
1918 Tungsten carbide bit for drill
4

1930 Air leg rock drill with detachable drill bit

1954 First successful mechanised tunnel boring machine.
Soil excavation:
1897 Price rotary digger shield.
Shields:
1860 First circular shield.
1869 First hydraulic jacking in shield.
1869 First cast iron segmented lining.
1889 Segment erector (hydraulic).
1899 Use of shield with compressed air.
1910 Tunnelling with shield in submerged soil.

3 A NEW CONSTRUCTION METHOD- TUNNEL COLUMN

METHOD
3.1 TUNNEL COLUMN METHOD FOR BEIJING METRO STATION
A section of the tunnel of Dongzhimen station on Beijing metro
Airport Express closely under-passing the turn-back track tunnel in service through
Dongzhimen station on Line 13 was constructed by a mining method, termed the
tunnel-column method, which was also used to construct the West Tiananmen
station of Beijing metro.
West-Tiananmen Station lies just under the south-western side of the
Tiananmen Square. The soil cover above the station crown is 6.2 m and there are
numerous existing utility pipes passing above the tunnel. Changan Street, which is
also well known for its heavy traffic, is directly above the station, in the same
direction as the station centerline.To meet the requirements for the heavy passenger
5

flow, the station was designed to be a two-story structure with center platform. On
completion, the station is a typical three-arch structure supported by two columns, as
shown in Figure 1. The station has a total length of about 227m and width of 24m
with a height of 14 m (Fig. 2).

Fig. 1 West-Tiananmen Metro Station

This type of structure normally would be excavated by the cut-and cover method.

Figure 2. The cross-section of the station and its ground properties

However, because the location of the station was very sensitive to the
surrounding environment, the choice of the construction method carried a high risk. In
comparison to many other types of cut-and-cover techniques, the tunnelling method
selected was the only possible choice, as it creates little disturbance above ground and
affects the pipelines less.

3.1.1 Procedures of the New Construction Method

Although the tunnelling method was eventually chosen in order to

meet the requirements regarding the ground movement and protection of the pipes
above the station, too much of the span of the station was still in loose soil to be
constructed by the normal tunnelling method. It was evident that multi-section
excavation would have to be employed. But there would be too much demolition
work for the normal multi-section tunnelling method, which would bring a significant
extra cost.
Based on the cut-and-cover principle, a new excavation technique was
developed for the station construction. This combination of the tunnelling and the cutand-cover top down method is referred to as the tunnel-column method. The
process is described below.
First, two rows of small pilot tunnels, four at the top and four at the
bottom line of the station (Fig. 3), were excavated. Then rows of vertical holes in each
top tunnel, with different intervals down to the bottom tunnels, were cut. The intervals
of vertical holes in the two side tunnels were designed to meet the needs of piles of
shoring wall and which, in the middle tunnels, were just for the station columns.
Afterwards, concrete base beams for the side piles and columns through each bottom
tunnel were made inside. Then reinforced concrete piles and station structure columns
could be made in the vertical holes. The top beams above the side piles and center
columns were placed afterwards.
The next step was the key to the successful construction of the station.
Three top drifts were excavated between the top pilot tunnels. Steel rib arches with
shotcrete then were installed and were supported by the side pile wall and middle
columns. This arrangement formed an integral initial structure of the station; it served

as a shell to protect the excavation works inside and created a part of the station
structure which did not need to be demolished.
Because the side piles and middle columns would bear the load from
the arching both vertical and horizontal direction in this case, it was believed that the
soil around the piles could provide sufficient support to the piles and columns. Under
the protection of this temporary structure, a normal top-down excavation technique
could be carried out. This procedure is shown in detail in Figure 3.
The advantages of this method can be summarized as follows:
1. By making the shoring pile wall and the center columns structure of the station in
the pilot tunnel, there is no disturbance to the ground surface, in comparison to the
cut-and-cover method.
2. Under the protection of the initial arch support structure based on the piles and the
center columns, the normal top-down or bottom-up technique can be carried out,
which is more favourable to the quality of the station structure than the multi-section
tunnelling method.
This approach has advantages in terms of environmental safety and structural stability
for large-scale underground excavations in loose soil.

Figure 3. Procedures of Tunnel Column Method

3.1.1.1Pilot tunnel excavation

Pilot tunnels are excavated in two schemes.
1. All the eight tunnels would be excavated by the sequence numbered in Figure 4.
2. The other option was a tunnel excavated by two rows, as shown in Figure 5.

Figure 4. Eight step excavation

Figure 5. Two step excavation

Figure 6

Figure 7
The ground settlement curve would be non-symmetrical in the

procedure of pilot tunnel excavation for the scheme in Figure 6, but at last the
settlement curve would come to be symmetric for both schemes. The maximum
settlement induced by the scheme in Figure 6 would be smaller than that shown in
10

Figure7 because the area of excavation disturbance in the eight-step excavation would
likely be less than that of in a two-step excavation.

3.1.1.2 Top drift and arch construction

After the completion of the pilot tunnels and the pile-wall-column

structure, three top drifts are excavated between the top pilot tunnels. Then steel rib
arches with shotcrete are installed, based on using the side pile wall and the middle
columns as initial support. The three top arches, with a span of 8m, will transmit the
coverage ground load to the pile wall and center columns. There are two possible
options for excavating the top drifts. One was to begin from two side top drifts and
then the middle drift. The other was to begin from the middle drift and then the side. It
is unadvisable to excavate the three top drifts at the same time because the soil
surrounding the columns could not provide sufficient support to the columns.
Maximum settlement in the surface induced by the top drift
construction would be up to 45 mm. In the pipeline level, it would be up to 55 mm,
which was impossible for the pressure gas pipe to bear. Therefore, special measures
need to be taken in this stage. A better choice is to install level steel bars at the top of
columns at intervals of 1.5 m to form a frame structure in the center columns and the
pile wall. Also, before the top drift construction, ground treatment should be carried
out.
3.2 CONSTRUCTION OF UNDER PASSING TUNNEL USING TUNNEL
COLUMN METHOD
The construction site belongs to part of Dongzhimen station project on
Airport Express of Beijing metro. The plan of the project is shown in Fig. 8. More
detailed information of the existing tunnel and the new tunnel are presented in Figs. 9
and 10, and the cross-sections of the existing tunnel are given in Figs. 11 and 12. The
Zone C of Dongzhimen station tunnel on Airport Express passes above and under the
turn-back track tunnel through Dongzhimen station on Line 13 at near zero distance
and about 0.9 m respectively. The intersection angle between the new tunnel and the
existing tunnel is approximately 61.74o.

11

Fig. 8. Plan view of construction site

Fig. 9. Plan of Area EFGH in detail.

In the existing tunnel there are scissors crossovers, two movement

joints and two types of structures of cut and cover section and mined section. The cut
and cover tunnel made of C30 concrete is a box structure with a cover of 8.8 m in
depth, and is 14 m in length, 12.3 m in width and 7.75 m in height, and the
thicknesses of roof, floor and side wall of the tunnel are 1 m, 0.85 m and0.9 m
respectively. The mined tunnel is 12.05 m in width and7.52 m in height, and is a
12

double arched and composite lining structure, consisting of primary support made of
C20 concrete, waterproofing layer and secondary lining made of C30 concrete. The
thicknesses of primary support and secondary lining of the tunnel are both 0.3 m. The
scissors crossovers and movement joints in the existing tunnel are especially sensitive
to the under passing tunnel excavation induced settlements, and the main challenges
facing the construction of Zone C of Dongzhimen station on Airport Express were to
limit settlements of overlying structures when constructing the under-passing tunnel
of Dongzhimen station on Airport Express.
Special measures were needed to prevent the tunnel in service from
excessive settlements that could damage the tunnel structures and influence operation
of the existing tunnel. However, due to the restrictions by surface and subsurface
environments, it was not possible to have any working site above ground surface. A
more direct choice was to use in-tunnel lifting jack support methodology to control
movements of the existing tunnel.

Fig. 10. Section II.

13

Fig. 11. Existing cut-and-cover tunnel (Section JJ).

Fig. 12. Existing mined tunnel (Section KK).

14

As revealed by engineering geological investigation reports and shown

in Fig. 10, the subsoil at the construction site consists of miscellaneous fill, silt fill,
fine sand, medium coarse sand, silty clay and cobble soils. Because of excessive
pumping of water from the underlying cobble layer in the past, the groundwater table
is below the bottom of the under-passing tunnel.
As shown in Fig. 13, the construction method adopted for the underpassing tunnel of Zone C of Dongzhimen station on Airport Express, was termed as
the tunnel-column method which was used to construct the West-Tiananmen
Station of Beijing metro from December 1992 to August 1999. As illustrated in fig 13
the main steps of the construction method together with the in-tunnel support
methodology using jacks were:

(i) Two No. 1 drifts were excavated with the primary support consisting of sprayed
concrete, lattice girder and bolts.
(ii) Reinforced concrete piles were driven into the ground from within the No. 1 drifts
and L-shaped support beams were cast on top of piles.
(iii) The No. 2 drift was excavated and the strip foundation was built with concrete
casting, and steel props were erected.
(iv) Jacks were arranged in the No. 1 and No. 2 drifts, and the No.3 drifts were
excavated.
(v) Side walls between drifts were demolished and the roof of the under-passing
tunnel was built with concrete casting.
(vi) The remaining part was excavated and steel props were set up together with
anchor cables.
(vii) The side wall and floor of the under-passing tunnel were built with concrete
casting.
(viii) Jacks were removed and gaps between new and old structures backfilled.

Main advantages of the construction method are the excavation

efficiency associated with the multi-drift operation and less disturbance to
surroundings. Hence, this method is popular in many other projects in Beijing.

15

Fig. 13. Construction steps for the under-passing tunnel (Section II).

16

4. PROTECTION SCHEMES IN THE DESIGN PHASE

The protection schemes of the design phase consisted of:
4.1. COMPONENTS OF THE LIFTING SYSTEM WITH JACKS
Referring to Fig. 14and as an example, the commonly used lifting
system with jacks comprises hydraulic jacks, displacement sensors, a SIMATIC S7300 programmable logic controller (PLC), an in situ hydraulic pump station, a
computer, intake and return lines connecting jacks and the pump station, signal lines
connecting jacks and the PLCs, and other accessories such as valves and circuit
blocks. With the displacement sensors (grating scales are used in this project), the
system can easily realize the synchronous lifting of structures on and above ground
surface. When it is necessary to implement the lifting system, parameters are input
into the computer through the human machine interface, and instructions are
transmitted to the SIMATIC S7-300 PLC. Through the calculations of the central
processing unit of the SIMATIC S7-300 PLC, the instructions are verified along with
the measured data of the displacement sensors, and then the hydraulic jacks are
advanced or restrained to realize the synchronous movement of structures. In case of
more hydraulic jacks used in the project, two SIMATICS7-200 PLCs are added under
the control of the SIMATIC S7-300PLC.

Fig. 14. Components of the lifting system with jacks.

17

4.2. DESIGN PRINCIPLES OF THE PROTECTION SCHEME

The design principles for protecting the existing tunnel when
constructing the under-passing tunnel, in the design phase can be highlighted as
follows:
(a) Measures must be taken to prevent any collapse or excessive deformations of the
existing tunnel.
(b) A special protection scheme must be devised to actively control settlements of the
overlying tunnel in service, and to reduce the settlements as much as possible, so that
no harmful deformations of the tunnel can occur. Moreover the scheme should be
adjustable in accordance with the monitored settlements of the existing tunnel based
on the observational method.
(c) The protection scheme must not affect operation of the existing tunnel and
interfere with quick development of the under-excavation, and should be efficient
enough so that the construction could be completed in time.
In accordance with the above principles, a protection methodology of
supporting the existing tunnel using jacks in the new tunnel, and corresponding
schemes for different construction steps were put forward and implemented.

4.3. STAGES OF LIFTING WORK WITH JACKS

In keeping up with the development of the under-excavation, the lifting
work with jacks was divided into three stages. In each stage of the lifting work, the
adjustments on movements of the existing tunnel could be carried out. The flowchart
showing the lifting schemes and associated main construction items is given in Fig.
15.
Stage I: in step 4 of the under-passing tunnel construction, i.e. the No.
1 and No. 2 drifts were finished and the excavations of the No. 3 drifts started, the
lifting system was installed in the drifts, and the hydraulic jacks were positioned in the
No. 1 and No. 2 drifts. With the excavation development of the No. 3 drift, the lifting
of the overlying tunnel using the installed lifting system could be performed based on
measured settlements of the existing tunnel.

18

Stage II: when step 5 was initiated, i.e. the side walls between drifts
were removed piecewise and the cast roof attained its designed strength and vertical
props set up under the roof, the adjustments and instalments of hydraulic jacks were
performed in time with the development of the roof construction, and the lifting work
could be performed when necessary.
Stage III: in step 7, i.e. the under-passing tunnel was finished and the
structural concrete attained its designed strength, the work of lifting the overlying
tunnel using in-tunnel jacks was performed based on the measured settlements of the
overlying tunnel.

Fig. 15. Flowchart of the lifting schemes and main construction items.
19

4.4. INSTALLING THE LIFTING SYSTEM AND DIVIDING THE JACKS

INTO GROUPS
4.4.1. Facilities of the lifting system
According to the numbering and layouts of the hydraulic jacks in the
different stages, the main facilities adopted in the lifting system were as follows:
_ Two hydraulic pump stations.
_ One PLC main station and two PLC substations.
_ Thirty 200-ton hydraulic jacks (two ready for use).
_ One grating scale for one group of hydraulic jacks
4.4.2. Calculations of lifting force and layouts of jacks

Based on the design drawings, the existing tunnel within the zone of
influence of the under-excavation was zoned for calculating the weights that should
be supported by jacks. It was estimated that the weights of the cut and cover tunnel
and the mined tunnel were about 1982 T and 1046 T respectively.
In the first stage, twenty-eight 200-ton hydraulic jacks in total were
arranged. Six jacks were in the No. 1 drift below the cut and cover tunnel, fourteen
jacks in the No. 2 drift and eight jacks in the No. 1 drift below the mined tunnel. The
maximum lifting force of the jacks was 5600 T and enough to lift the overlying tunnel
structures.
In the second and third stages, eight 200-ton jacks were arranged
below the mined tunnel and twenty 200-ton jacks arranged below the cut and cover
tunnel. Underneath the mined tunnel the jacks were positioned along the top of the Lshaped beam and under the bottoms of the middle wall and side walls of the mined
tunnel. Underneath the cut and cover tunnel, the jacks were positioned along and
under the bottom of the side walls and the floor centreline of the cut and cover tunnel.
The configurations of the PLCs and jacks for the second and third stages are given in
Fig. 17. It is observed from Figs. 16 and 17that in the first stage the jacks were
divided into six groups and in the second and third stages the jacks were divided into
eight groups.

20

Fig. 16. Configurations of the jacks and PLCs for the first stage.

Fig. 17. Configuration of the jacks and PLCs for the second and third stages.

21

5. MONITORING MOVEMENTS OF THE OVERLYING TUNNEL

AND INFORMATION MANAGEMENT
Obviously, both the lifting scheme and the settlement control of the
existing tunnel were heavily dependent on accurate and timely information, as well as
the ability to use the information effectively in the decision-making process.
Meanwhile, there was a clear demand for real-time monitoring and availability of
results to effectively manage any unforeseen events during the construction of the
tunnel below the existing tunnel. So an automatic and high precision hydrostatic
levelling system was employed for continuous monitoring of movements of the
existing tunnel. As shown in Figs. 1820, the system is mainly composed of the
hydrostatic levelling monitor fixed to the mounting bracket on the tunnel sidewall and
floor, the data collection unit, and a computer.

Fig. 18. Makeup of the hydrostatic levelling system.

22

Fig. 19. Hydrostatic levelling monitors on sidewall.

Fig. 20. Hydrostatic levelling monitor on floor.

23

Fig. 21. Measuring points (MPs) layout.

As shown in Fig. 21, attention was focused on the behaviour of the

movement joints, and sixteen measuring points (MPs) were arranged to monitor
vertical movements of the existing tunnel. The measured movements were important
sources of construction feedback and decision-making when executing the lifting
work. The transfer and flow of measured data among the parties involved is of vital
importance to the in-tunnel lifting work, and a collaborative-work environment
provided facilities for sharing data, tracing decisions, and communicating the
information by efficient means. A joint team composed of the designer, the builder,
the inspection engineer, the owner and the administrator of the operating tunnel was
established, constituting an indispensable tool for the efficient and effective
management of the settlement control of the existing tunnel. During construction of
the under passing tunnel, the measured data were well recorded and shared among
members of the team. Discussion and analysis were ready to be conducted in the light
of movements of the existing tunnel, and parameters of the lifting system, to decide
whether, how and when to perform the lifting work.

24

6. TEST OF LIFTING THE OVERLYING TUNNEL USING INTUNNEL JACKS AND ADJUSTMENTS OF THE LIFTING
SCHEMES
6.1 TEST OF LIFTING THE OVERLYING TUNNEL USING JACKS

As at August 9, 2007, the maximum differential settlement and

settlement of the existing tunnel had reached 4.8 mm and more than 10.0 mm
respectively. In order to restrain the trend of settlement of the existing tunnel, and
ensure its safe operation, it was decided that the lifting methodology using in-tunnel
jacks should be employed. Before executing the lifting scheme, a test of lifting the
overlying tunnel using the in-tunnel jacks was performed on August 11, 2007.
Objectives of the lifting test are summarized as follows:
(i) To verify the contact between jacks and above shotcrete lining.
(ii) To preload the foundation underneath the jacks.
(iii) To ensure the lifting force of installed jacks was able to lift the overlying
structures and determine the needed lifting force to raise the overlying tunnel.
(iv) To examine the actual effect of the lifting methodology and preview the
performance of the existing tunnel and make improvements
The measured movements by four grating scales below four corners
(see Fig. 17) of the cut and cover tunnel, the loading processes of jacks and changes
of vertical movements at the MPs over the period of lifting tests are presented in Figs.
2224 respectively.

25

Fig. 22. Recordings by grating scales on August 11.

Fig. 23. Loading processes of jacks on August 11

As observed from Fig. 22, the synchronous lifting of the overlying
tunnel was more or less difficult to realize due to the uneven rigidities of initial
supports of the tunnels and the imperfect layout of jacks in the limited underground
space. There exist differences among vertical movements at action points of lifting
jacks, which will induce the additional internal forces in the overlying tunnel
structures. Therefore, the loadings of lifting jacks should be performed slowly. Once
fractures occurred in the existing structures, the lifting work should be terminated.

26

The loading process of jacks presented in Fig. 23 remains roughly the same, but is not
in full agreement mainly on account of imperfect layout and grouping of jacks. The
measured movements of the overlying tunnel in Figs. 22 and 24 showed that the
installed jacks were able to raise the above tunnel. It can be argued that in Fig. 24 the
vertical movements are a reflection of differential settlement from the jacks
foundation settlements and total vertical movement. It may be used to show
settlements of the jacks.

Fig. 24. Measured vertical movements of the existing tunnel on August 11.

Through the lifting test the lifting of the overlying tunnel was
previewed and the minimum hydraulic pressure of jacks was mastered, and from Fig.
23 it was found to be about 10 MPa average loads on the eight jacks. Of course, this
pressure should be increased with the construction development of the overlying
tunnel and surface backfilling.
6.2 ADJUSTMENTS OF THE LIFTING SCHEMES

Adjustments of the lifting schemes were made based on the lifting test,
and are given as follows:
(i) The forces of jacks directly acted on the primary support of the under-passing
tunnel instead of the floor of the existing tunnel. The following are the reasons. When
excavating the under layer and primary support of the existing tunnel, it was found
27

that the exposed structure face was rough and uneven. There was no enough time to
chisel and level off the face. So the initial support of the under-passing tunnel
consisting of welded wire mesh, lattice girders and sprayed concrete was employed to
directly bear the lifting forces.

Fig. 25. Schematic diagram of lifting jack installation.

As shown in Fig. 25, a jack directly supported a steel plate that

contacted the initial support of the under-passing tunnel. Both the quality and
properties of the shotcrete lining initial support could be equal to those of cast in place
C20 concrete with proper care and control of the total placement procedure, and could
meet the demand of lifting the above tunnel.
As shown in Fig. 26, each group of lifting jacks was equipped with one grating scale
installed near the lifting jacks. The grating scale was used to measure vertical
movements of the sandwich between the steel plate and the overlying tunnel. The
sandwich comprised the initial support of the under-passing tunnel and the under layer
of the existing tunnel, and its movements were of great importance to regulating the
jacks.
(ii) Considering the existence of the moving joints, the forces of the jacks were
changed mainly in accordance with measured movements by four grating scales
below the four corners.

28

Fig. 26. Installed grating scale near lifting jacks.

(iii) On account of the uneven rigidities of the under layer of the existing tunnel and
the initial support of the under-passing tunnel, it was impossible in practice to realize
the synchronous lifting only in the light of measured movements by grating scales.
Measured movements of the existing tunnel by the hydrostatic levelling system were
indispensable to realizing the synchronous movement of the existing tunnel.
(iv) Based on the construction period, the lifting jacks played the role of temporary
support during construction. As at October24, 2007, the secondary lining of the underpassing tunnel was completed to provide firm support. At the same time, fracture
occurred in the primary support of the overlying mined tunnel, and it was time to
cease further lifting of the existing tunnel

29

7 CONCLUSION
Because of its special location and difficult ground conditions, the
West-Tiananmen Metro Station requires special ground control, which affects the
choice of construction methods. In this situation, the tunnel-column method was
adopted to avoid disturbance to the ground surface and to limit the ground settlement
successfully. The ground movements were monitored. The experience on this project
is valuable for solving similar problems of large scale underground excavation in
urban areas.
Experience indicates that, such an in-tunnel protection methodology
using jacks, when combined with cautious tunnelling procedures, was able to
effectively control the extent and degree of influence of the under-excavation on the
overlying tunnel. Based on the above statements and discussions, the following
conclusions are drawn:
(i) The completing of the settlement control of the existing tunnel in construction of
the under-passing tunnel using the in- tunnel jacking above tunnel methodology lies in
the prepared schemes, the lifting test, adjustments of the schemes, the construction
method of the under-passing tunnel, and most important of all, the application of the
high precision and automatic hydrostatic levelling system. Monitoring played an
important role in this project, modern instruments with advanced accessories, timely
processing of measured data, and feed-back to operators resulted in an informationoriented lifting work. This ensured the settlement control of the existing tunnel
without interruption of metro traffic.
(ii) Once lifting work is started it is unreasonable to unload the supporting jacks and
move them, and the suggested approach is to add jacks where needed.
(iii) Based on the lifting work presented, the loading rate of 0.44 2.87 MPa/min and
the unloading rate of 2.542.87 MPa/min are reasonable.
(iv) The lifting work using in-tunnel jacks is an active defence methodology and can
be used effectively to reduce settlements of existing tunnels caused by underexcavation.

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8 REFERENCES
Liu H.Y., Small J.C., Carter J.P., Williams D.J., Effects of tunnelling on
existing support systems of perpendicularly crossing tunnels, Computers and
Geotechnics, vol.36,pp 880-894.
Liu W, Luo, F., Mei, J., (2000), A new construction method for a metro station
in Beijing, Tunnelling and Underground Space Technology, vol. 15 (4), pp. 409
413.
Srinivasan,R., Harbour, Dock and Tunnel Engineering,25th edn, Charotar
Publishing House,India,2012

Xinggao Li, Chengping Zhang, Dajun Yuan. (2013),An in-tunnel jacking above
tunnel protection methodology for excavatinga tunnel under a tunnel in
service,Tunnelling and Underground Space Technology, vol. 34,pp. 22-37.

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