高雄捷運系統橘線延伸至高雄縣鳳山地區，鳳山為高雄縣人口最密集之地區，故大部份捷運施工沿線仍採潛盾施工以降低平面道路系統之交通衝擊，而潛盾施工造成之地表沉陷受潛盾隧道直徑，土層漏失率，土層工程性質及潛盾隧道埋深等因素影響最大。
本研究主要介紹潛盾施工及地表沉陷之監測儀器、佈設原則及方法，並探討高雄鳳山地區CO4區段標LUO16、 LUO17及 LUO20三條潛盾隧道開挖引起之地表沉陷。利用台北地區及高雄市CR2區段標與高雄鳳山地區同為沉泥質砂土質地層之實際監測資料，評估出單隧道沉陷槽寬度 及土壤漏失率0.68%，雙隧道沉陷槽寬度 及土壤漏失率0.75%，另再結合國外學者Peck（1969）經驗公式，以推估適用高雄鳳山地區單隧及雙隧道施工所造成的沉陷槽及地表最大沉陷量之經驗公式，並將施工監測所得的地表沉陷資料與潛盾鑽掘深度互相比較，得知鑽掘深度愈深，沉陷量愈小。

The orange line of Kaohsiung Mass Rapid Transportation（KMRT）extends to Fongshan, where is the most populated area in Kaohsiung county. In order to lower the impact on local ground traffic, shield construction method is adopted. However, this construction method may cause surface settlement, which is largely affected by tunnel diameter, the loss rate of soils, soil characteristics and the depth of tunnel.
The main purpose of this research is to present shield construction method and the installation of surface settlement monitors, and to look into the cause of surface settlement that took place route no. LUO16, LUO17 and LUO20 at section CO4 in the Kaohsiung Fongshan Area. Soil profile shows that the silty sand at CR2 section in Kaohsiung Fongshan Area is similar to that of Taipei Area. Thus, settlement trough width i of 0.39z and 0.68% of the loss rate of soil for single tunnel underground; while settlement trough width of 0.39z and 0.75% of the loss rate of soil for two-tunnel underground, are suggested. Besides, combining with the empirical formula suggested by Peck (1969), the study figured out a modified empirical formula for the settlement trough and the maximum surface settlement caused by both single and two-tunnel construction. Finally, comparing the monitored data of construction with the digging depth, the deeper soil dig, the less the surface settlement is concluded.

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