because of the large unloading area.
Therefore, it is difficult to con-
Downloaded from ascelibrary.org by California Institute of Technology on 10/03/15. Copyright ASCE. For personal use only; all rights reserved.
Application Results of the DAEM
trol the final deformation of the metro tunnels using conventional
excavation methods, and the uplift of the metro tunnels is likely
to be greater than it was in Yanggao Road Undercrossing and
Dongfang Road Undercrossing.
In the case of DAEM, many dividing walls are constructed in the
proposed construction scheme so that unloading is localized and the
unloading time is shortened. Thereafter, the DAEM proposed in this
paper has the advantage of reducing metro tunnel deformation.
Construction Safety
Unlike all the analogous cases, the skew angle between tunnel
excavation and the existing metro tunnel in this project was only
26°. Thereafter, the shape of the five divided small excavations in
the PIEM construction scheme is irregular and it is difficult to
install the temporary struts between the two retaining walls and
impossible to coordinate the construction joints and deformation
joints for the main structure.
In the PPEM construction scheme, the excavation slope is wide
and the construction duration is quite long because of the large
excavation depth and strip length, which results in a high construc-
tion risk. Furthermore, the width of each small strip in this scheme
is only 3 m and just one strut can be installed within each strip.
Because each strut is 27 m long, steel lattice columns must be
installed to support these struts and increase the stability of steel
struts. Therefore, both construction difficulty and construction
uncertainty are increased as a result of these adverse factors.
In the proposed DAEM construction scheme, the acute angle of
the two skew walls is avoided and the number of construction joints
and deformation joints is decreased so that the stiffness and imper-
meability of the tunnels are improved significantly. Moreover, the
large excavation is divided into several small discrete excavations
and this helps in the installation of the struts and improves their
stability so construction safety is improved.
Shaped steel
(a)
Steel strut Dividing wall
(b)
Fig. 7. Pictures of the construction site with DAEM: (a) SMW walls constructed; (b) first RC struts constructed; (c) steel struts installation; (d) the
bottom slab constructed
© ASCE
J. Aerosp. Eng.
Application of the DAEM
According to previous construction practice and the previous analy-
sis, both unloading and excavation duration should be reduced to
control the uplift of the underlying metro tunnels of Line #2. There-
fore, the DAEM is determined to be used in this project. In this
method, firstly, the soft soil surrounding metro tunnels is improved
by the deep soil mixing method, and the soil mixing wall (SMW)
method with shaped steel inserted is adopted to construct the
protecting walls at both sides of the two underlying tunnels (Chen
et al. 2013). The SMW method is also used to construct retaining
walls and dividing walls; thus, the overcrossing area is divided into
21 small pits and the width of each pit is between 6 and 8 m. Secondly,
on top of the dividing wall, the reinforced concrete beams with a sec-
tion of 800 × 1,000 mm join the shaped steel sections in the
cement–soil mixing columns together so that the dividing walls
can act as retaining walls for the small segment excavations as shown
in Fig. 7(a). Thirdly, the small pits are excavated in layer. Fig. 7(b)
presents a photo at the construction site when the first soil layer is
excavated. Three-level struts are installed during the excavation in
each small pit, including one reinforced concrete beam with a section
of 800 × 800 mm and two steel pipes with diameter of 609 mm as
shown in Fig. 7(c). Finally, the underground structure of the new tun-
nel, including slab, inner wall, and roof, can be constructed rapidly
after the excavation was completed. Fig. 7(d) is a photo of the con-
struction site after the steel section is cut and the construction of the
base slab is completed.
The excavation of all pits is not sequential based on their serial
numbers but is divided into four groups to be constructed. Because
of space, equipment, and contractual limitations, small pits
numbered 2, 8, 15, 17, 19, and 21 are constructed first, and then
construction of pits 1, 4, 10, 12, and 20 are carried out. In the third
Dividing wall
Retaining wall
Protecting wall
(c)
Shaped steel RC strut
Retaining wall
(d)
A4014003-5 J. Aerosp. Eng.
 20
Outbound

Verticle displacement (mm)

16
O x Stage1
Stage2
12 Stage3
Stage4
8

4
Excavation width
0
-80 -60 -40 -20 0 20 40 60 80
x (m)
Downloaded from ascelibrary.org by California Institute of Technology on 10/03/15. Copyright ASCE. For personal use only; all rights reserved.

20
Inbound
Verticle displacement (mm)

16 Stage1
Stage2
Stage3
12 Stage4
O x
8

4
Excavation width
0
-80 -60 -40 -20 0 20 40 60 80
x (m)

Fig. 8. Tunnel displacements at each excavation stage

construction stage, Pits 3, 5, 7, 14, and 16 are excavated and the
remainder pits are constructed last.
The construction of the cross segment had to be finished within
260 days according to the contract. The actual construction time
for this project was 230 days which was 30 days less than the
planned construction duration. Prior to excavation, retaining wall
construction and soil improvement took 89 days. The durations of
each of the four excavation stages were 40, 34, 29, and 28 days,
respectively.
Displacement of the Metro Tunnels
Two automatic monitoring systems were installed in the tunnels to
monitor the displacements. An extensive field monitoring program
was carried out during the excavation. The automatic results were
also checked with the results of manual surveying to make sure that
the automatic system was performing satisfactorily.
Fig. 8 illustrates the uplift distributions of the metro tunnels. As
shown in this figure, the maximum heave of the Inbound and the
Outbound tunnels were 14.9 and 13.7 mm, respectively. Therefore,
using the proposed DAEM construction method, the heave
displacements of tunnels were controlled within the permitted
value, i.e., 20 mm.
Conclusions
A novel construction method is presented in this paper for excava-
tions crossing underlying tunnels. This construction method was
applied in a case of tunnel excavation above the metro tunnels
of Line #2 in Shanghai. The following conclusions can be obtained
based on the field data.
The DAEM decreases the unloading effect of soil during
a single excavation and increases the uplift stiffness of the tunnel
and surrounding soil, so that the deformation of the existing
tunnel induced by overlying excavation is reduced. Compared to
conventional excavation methods, construction duration can also
be shortened because the small pits spaced at intervals can be
constructed simultaneously in the DAEM.
This excavation method was applied in the case of tunnel
excavation above the metro tunnels of Line #2 in Shanghai. Actual
construction duration was only 230 days with the DAEM, which
was 30 days less than the planned construction duration. Field data
of the maximum final uplifts of the Inbound and the Outbound
tunnels were 14.9 and 13.7 mm, respectively, both of them being
controlled to within the permitted value, i.e., 20 mm.
Acknowledgments
The financial support from the National Natural Science Founda-
tion of China (NSFC Grant No.s 41172251, 41372282, 41330633)
is gratefully acknowledged. This research is also sponsored by the
Shanghai Pujiang Program (No. 13PJD017).
References
Andromalos, K. B., and Bahner, E. W. (2003). “The application of various
deep mixing methods for excavation support systems.” Proc., Third Int.
Conf.: Grouting and Ground Treatment, ASCE, Reston, VA, Vol. 120,
515–526.
Brown, D. C. (2003). “Novel method of excavation.” J. Constr. Eng.
Manage., 10.1061/(ASCE)0733-9364(2003)129:2(222), 222–225.
Chang, C. T., Sun, C. W., Duann, S. W., and Hwang, R. N. (2001).
“Response of a Taipei rapid transit system (TRTS) tunnel to adjacent
excavation.” Tunnelling Underground Space Technol., 16(3), 151–158.
Chen, J. J., Zhang, L. Y., Zhang, J. F., Zhu, Y. F., and Wang, J. H. (2013).
“Field tests, modification, and application of deep soil mixing method
in soft clay.” J. Geotech. Geoenviron. Eng., 10.1061/(ASCE)GT.1943-
5606.0000746, 24–34.
Doležalová, M. (2001). “Tunnel complex unloaded by a deep excavation.”
Comput. Geotech., 28(6), 469–493.

© ASCE A4014003-6 J. Aerosp. Eng.

J. Aerosp. Eng.