Nowadays, in response to the development of big cities, the expansion of traortation system is very vital. Due to the shortage of free ground space in urban areas, underground traortation system is ineviteble. The construction of new tunnels such as metro tunnels could probably pass near the existing tunnels or next to the crossing of other tunnels. Ground movement usually occurs during tunneling project that could cause ground surface settlement or undesirable effects on ground and underground structures around tunnel. The east-west part of line 7 in Tehran metro begins from Amir-al-momenin township and continues until the cross section of Qazvin Street and Navab Highway. The length of this part is about 12 km and is excavated by EPB shield which has 9.164 meter diameter. One of the challenges in metro tunnel excavation at the east-west route its cross passing beneath the east sewage tunnel of Tehran. The sewage tunnel with oval cross section has 3.3 meter height, 2.6 meter width and 11 meter overburden. According to the importance of sewage tunnel service in the city, the stability of tunnel is significant and the deformation of tunnel lining must be as low as possible. To achieve this purpose, the EPB shield operational parameters such as face pressure, advance rate and grouting pressure must be modied according to the ground condition and the position of other sensitive structures around different tunnels such as sewage tunnels. The aim of this research is the investigation of sewage tunnel lining behavior induced by new metro tunnel construction. For this reason, the operational parameters of EPB such as face pressure and grouting pressure effects are investigated by using a full 3D finite difference analysis coupled with elasto-plastic material models. At the first stage, the face pressure which is appropriate for field operation is achieved using analytical methods and is used in numerical analysis, the results that the existing support of sewage tunnel in the cross section area is affected first at the leading side (left), then at the invert, after that at the crown or at the far side (right) as the metro tunnel face advances, but relatively in the sections which are far from the crossing remains almost unchanged during the construction of the new tunnel. At the cross section of sewage tunnel next to metro tunnel, the impact on the leading side of sewage tunnel is larger than the sections that are far from the metro tunnel face. Generally, the large effects are occurred at the invert of sewage tunnel. Furthermore, the results have also demonstrated that the face pressure has little influences on the right side of tunnel and it is due to right side dependence of the sewage tunnel support. The influence of grouting pressure at the invert and right side of tunnel is much more than the left side and crown. In high grouting pressure, heaving at the invert of tunnel is possible. Also ground improvement at the cross section of the two tunnels have significant effects on the control of ground movement, therefore a significant decrease occurs in the magnitude of bending moment and thrust force of sewage support system.