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A calamitous landslide happened at 22:00 on September 1, 2014 in the Yunyang area of Chongqing City, southwest China, enforcing the evacuation of 508 people and damaging 23 buildings. The landslide volume comprised 1.44 million m3 of material in the source area and 0.4 million m3 of shoveled material. The debris flow runout extended 400 m vertically and 1600 m horizontally. The Xianchi reservoir landslide event has been investigated as follows: (1) samples collected from the main body of landslide were carried out using GCTS ring shear apparatus; (2) the parameters of shear and pore water pressure have been measured; and (3) the post‐failure characteristics of landslide have been analyzed using the numerical simulation method. The excess pore‐water pressure and erosion in the motion path are considered to be the key reasons for the long‐runout motion and the scale‐up of landslides, such as that at Xianchi, were caused by the heavy rainfall. The aim of this paper is to acquired numerical parameters and the basic resistance model, which is beneficial to improve simulation accuracy for hazard assessment for similar to potentially dangerous hillslopes in China and elsewhere. [ABSTRACT FROM AUTHOR]

The numerical tools can be used to facilitate the design of the railway pantograph-catenary system. The validation of the current numerical results is mostly performed at a speed slower than 350 km/h. This paper aims at the validation and analysis of the numerical results at a super-high-speed. The catenary model is constructed based on a nonlinear finite element approach employing the absolute nodal coordinate formulation. A multibody dynamics model is adopted to represent the pantograph. The measurement data are collected by an inspection vehicle equipped with an instrumented pantograph operating at 378 km/h in Chengdu-Chongqing high-speed line. Comparing the numerical simulation and the field test shows that the present pantograph-catenary model can provide reliable numerical results at 378 km/h. The numerical analysis of pantograph-catenary interaction at super-high-speed shows that the trailing pantograph performance does not comply with the assessment standard at 378 km/h. The adjustment of double-pantograph interval and messenger wire tension can effectively improve the trailing pantograph performance. [ABSTRACT FROM AUTHOR]