Grassed swales and permeable pavement that have greater permeable underlying surface relative to hard-pressing surface can cooperate with the city pipe network on participating in urban storm flood regulation. This paper took Nanshan village in Jiangsu Province as an example, the storm-water management model (SWMM) was used to conceptualize the study area reasonably, and the low-impact development (LID) model and the traditional development model were established in the region. Based on the storm-intensity equation, the simulation scene employed the Chicago hydrograph model to synthesize different rainfall scenes with different rainfall repetition periods, and then contrasted the storm-flood-management effect of the two models under the condition of using LID facilities. The results showed that when the rainfall repetition period ranged from 0.33a to 10a (a refers to the rainfall repetition period), the reduction rate of total runoff in the research area that adopted LID ranged from 100% to 27.5%, while the reduction rate of peak flow ranged from 100% to 15.9%, and when the values of unit area were the same, the combined system (permeable pavement + grassed swales) worked more efficiently than the sum of the individuals in the reduction of total runoff and peak flow throughout. This research can provide technical support and theoretical basis for urban LID design.

Porous asphalt pavement shows lower internal temperature than does dense-graded asphalt pavement under high temperature conditions in summer. To study the cooling effect of porous asphalt pavement, the thermophysical properties of a dense-graded asphalt concrete (AC) mixture and a porous asphalt concrete (PAC) mixture were determined using a parallel model. Then, a laboratory-simulated sunshine experiment was carried out, and the convective heat transfer coefficients of specimens were inferred by virtual experiment. Lastly, the temperature field distribution simulation of PAC pavement was analyzed. The results show that the thermophysical properties of the PAC-13 mixture are lower than those of the AC-13 mixture; the larger the proportion of air voids, the greater the difference appears. Under windy conditions, the convective heat transfer coefficients of the PAC specimen surfaces are higher than those of AC specimens, and the convective heat transfer coefficient of the specimen surface shows an upward trend with increasing air voids. The cooling effect of the porous pavement increases with increasing proportion of air voids, and the cooling effect of the porous asphalt pavement is better than that of the dense-graded asphalt pavement. There is a good positive linear correlation between cooling effect and air voids, and mathematical models between them which can provide an important reference for PAC pavement design were fitted.

To solve the problems of low flame retardant efficiency and weak low-temperature performance of asphalt modified by conventional flame retardants (CFR), in this study, halloysite nanotubes (HNTs) and CFR were used to prepare nanocomposite flame retardants (NCFR) to modify asphalt. A fluorescence microscope (FM), Fourier transform infrared spectroscopy (FTIR), and scanning electron microscope/energy dispersive spectrometer (SEM/EDS) were used to characterize the microstructure of NCFR-modified asphalt. An oxygen index meter, Cleveland open cup, and cone calorimeter were used to test the flame retardant properties of the asphalt. A dynamic shear rheometer, bending beam rheometer, and force ductility tester were used to test the rheological properties of asphalt. At the same time, flame retardant–modified asphalt mixtures were prepared to verify the flame retardancy and road performance of the flame retardant–modified asphalt. The research results showed that the asphalt modified with 8% CFR and 1% HNTs (MA/CFR/1% HNTs) showed better dispersibility. The increase of limiting oxygen index and self-ignition temperature and the decrease of heat release rate and smoke production rate of MA/CFR/1% HNTs indicated that it has good flame retardancy. At 64°C, compared with modified asphalt (MA), the rutting factor of MA/CFR/1% HNTs increased by 88.17%, the creep recovery increased, and the irreversible creep decreased, indicating that its high-temperature performance improved significantly. At $-18°\mathrm{C}$ , compared with that of MA/CFR, the low-temperature creep stiffness of MA/CFR/1% HNTs decreased by 36 MPa and the creep rate of MA/CFR/1% HNTs increased by 0.034, indicating that only 1% HNTs can improve the effect of degraded CFR on the low-temperature performance of MA. Simultaneously, MA/CFR and MA/CFR/1% HNTs can improve the high-temperature performance and water stability of asphalt mixtures. Adding 1% HNTs to a MA/CFR-modified asphalt mixture can improve the low-temperature performance of the asphalt mixture to the level of the low-temperature performance of the modified asphalt mixture. In summary, the modification of asphalt with 1% HNTs and 8% CFR can effectively improve the flame retardant efficiency and significantly improve the road performance of asphalt.

Extreme summertime heat is becoming a major issue for aircraft operations. As global temperatures continue to rise, some of the heaviest planes on the longest flights may eventually be unable to depart during the hottest part of summer days. During summer days, some airports have to reduce the payload of aircraft, including cargo and/or passengers in the hotter days of summer. Nonetheless, there is no existing body of research on the potential for airport cooling. Furthermore, extreme heat on the ground also affects airport workers; loading and unloading luggage and servicing platforms between flights could become more arduous. With global warming proceeding, it is becoming increasingly urgent to find a suitable strategy to cool airport environments, perhaps by irrigation of a vegetated landscape. All airports have large enclosed areas (usually of grass) acting as a buffer between airport activities and the adjacent industrial, commercial and residential land utilization. This paper describes the trial of irrigating the buffer area of Adelaide airport and analyzes the performance of irrigation cooling for Adelaide airport, examining whether this can benefit human thermal comfort. Results indicate that irrigation provides cooling, and the cooling effect reduces along with the increasing instance from the middle of the irrigation area. At 15:00, the average air temperature was 1.8 °C cooler in the middle of the irrigation area than in the non-irrigation area, and the relative humidity was 5.8% higher during the trial period. On an extremely hot day (the maximum air temperature was 45.4 °C), it was 1.5 °C cooler in the middle of the irrigation area than upwind the of irrigation area, and 0.8 °C cooler than downwind of the irrigation area at 13:00. Human thermal comfort (HTC) is unfavorable in the runway, but greater improvements can be made through promotion of irrigation.