To enhance the calculation accuracy of shield tunnel uplift deformations, a novel analytical model has been developed to predict tunnel lining uplift. The model is predicated on the Yangcheng Lake 3rd Passage in Suzhou, China, and incorporates the elastic foundation beam theory and the interring friction effect. The analytical solution for segment uplift during construction is derived according to the proposed model, thereby revealing the impact of interring friction effect on tunnel longitudinal deformations. The results of the study indicate the following: (1) In the studied case, the model yielded a maximum uplift of 65 mm at approximately 24 m behind the shield tail, and the calculated results are in great agreement with field measurements. This verifies the feasibility of the proposed prediction model. (2) The presence of interring friction serves to suppress a portion of the segment misalignment. Consequently, under the constraints imposed by frictional forces, segment misalignment predominantly manifests within a range of 7.5 m behind the shield tail. In the absence of interring friction, the observed occurrence range and deformation magnitude are both underestimated. (3) Parameter analysis indicates that tunnel uplift deformation increases with an increase in grouting pressure and grout setting time, as well as with increasing jack thrust and interring friction coefficient. Notably, grouting pressure and grout setting time exert a more significant influence on the overall tunnel uplift, while jack thrust and interring friction coefficients primarily dictate the magnitude of misalignment. Considering these findings, it is recommended that joint status inspections be intensified and that bolts within 7.5 m behind the shield tail be retightened. Additionally, the utilization of a rapid-setting early-strength grout, with a setting time of 4 hours, is recommended, and interring friction coefficient should be maintained above 0.5.