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No description available.

During the last decade, self-driving technology has become increasingly visible in the news, with the vision that people would enter vehicles that drive themselves, and that people could instead rest, read the newspaper, or have a meeting. However, these visions have mainly focused on the potential for car usage, even though public transport could benefit greatly from self-driving technology. For bus traffic, the bus driver accounts for half of the cost of driving, and savings on personnel costs could, for example, be reinvested in expanded public transport service or used to lower taxes. At the same time, more research has shown potential problems linked to self-driving technology, for example that more comfortable driving would lead to more traffic, which in turn would lead to increased emissions, higher noise levels in cities or further focus on car-centric infrastructure. For public transport, the driver's role in creating safety and acting as problem solvers has also been emphasized - who should I ask for directions if there is no knowledgeable driver on board? Various methods have previously been used to explore the social effects of self-driving technology and in this dissertation I have used so-called "four-stage models", more specifically the Swedish transport model Sampers. Four-stage models have been used for 50 years to evaluate effects on the transport system from e.g. infrastructure changes, but these models face new challenges, handling vehicles that drive by themselves. In my research, I have adjusted the model to simulate self-driving technology and investigated what effects this has on, for example, traffic volumes and emissions. In the three articles that are part of the dissertation, I have four main conclusions: Self-driving technology can mean large savings in costs for public transport, primarily for bus traffic but also to some extent for rail traffic. In addition, a smoother driving behaviour would mean more comfortable travel, which would increase the attractiveness of public transport. In addition, public transport not limited by, for example, driver schedules or current commercial conditions, could develop new types of services, such as on-demand public transport. Four-stage models have previously been used to model the transport system and have been shown to have good results, at least at an overall level. Within my research, I have made some adaptations of these models to mimic self-driving technology, but the models in their current form cannot consider, for example, vehicle sharing. It is important to point out that bus and train drivers currently perform many tasks that are not directly related to the driving of the vehicle, such as answering questions, maintaining social order among passengers and taking care of faults that occur during the trip. Today, self-driving technology cannot fulfil these roles. Self-driving technology for public transport would affect people's accessibility, driving style for vehicles, safety on board, how we plan traffic and the people who currently work as drivers. In fact, a multitude of societal effects have been identified, affecting all areas of transport. In addition, the effects are generally not similar across geographies, time units or for different actors, which further emphasizes that the total effect is not easy to summarize. / Självkörande teknik har under det senast decenniet synts allt mer i media, med målet att människor ska slippa köra själv på väg till jobbet, och istället kunna vila, läsa tidningen eller hålla ett möte. Dessa visioner har dock i huvudsak fokuserat på just bilen, trots att kollektivtrafiken skulle kunna dra stor nytta av självkörande teknik. För busstrafik står bussföraren för hälften av kostnaden för att köra trafiken, och besparingar på personalkostnader skulle t ex kunna återinvesteras i mer utökad kollektivtrafik, lägre skatter eller utökad välfärd inom andra områden. Samtidigt så har alltmer forskning visat på potentiella problem kopplat till självkörande teknik, exempelvis att den mer bekväma körningen skulle leda till mer trafik som i sin tur leder till mer utsläpp, höjda bullernivåer i städer eller ytterligare fokus på bilcentrerad infrastruktur. För kollektivtrafiken har även förarens roll som trygghetsskapande och som problemlösare lyfts fram – vem ska jag fråga om vägen om det inte finns en kunnig förare ombord?  Olika metoder har tidigare använts för att utforska samhällseffekterna av självkörande teknik, i den här avhandlingen har jag använt mig av så kallade ”fyrstegsmodeller”, mer specifikt den svenska transportmodellen Sampers. Fyrstegsmodeller har använts i uppemot 50 år för att utvärdera effekter på transportsystemet, men har ställts inför nya krav på att hantera fordon som körs av sig själva. Inom min forskning har jag gjort anpassningar av modellen för att simulera självkörande teknik och undersökt vilka effekter detta får på t ex trafikvolymer och utsläpp. I de tre vetenskapliga artiklarna som är del av avhandlingen har jag kommit fram till fyra huvudsakliga slutsatser: Självkörande teknik kan innebära stora besparingar i kostnader för kollektivtrafiken, i första hand för busstrafik men även i viss mån för spårtrafik. Därutöver skulle en mer jämn körstil innebära bekvämare resor, vilket skulle öka kollektivtrafikens attraktionskraft. Därutöver kan kollektivtrafik som inte begränsas av t ex förarscheman eller nuvarande kommersiella villkor kunna innebära nya tjänster, såsom efterfrågestyrd (”on-demand”) kollektivtrafik.  Fyrstegsmodeller har tidigare använts för att modellera transportsystemet och visat sig ha god överenstämmelse med verkligheten, åtminstone på övergripande nivå. Inom ramen för min forskning har jag gjort anpassningar av Sampers för att efterlikna självkörande teknik, men modellerna kan i sin nuvarande form inte ta hänsyn till t ex delande av fordon.  Det är viktigt att påpeka att förare idag utför många uppgifter som inte direkt är kopplade till framförandet av fordonet, såsom att svara på frågor, upprätthålla ordning bland resenärer och att ta hand om fel som uppstår på fordonet. Dessa roller kan självkörande teknik idag inte uppfylla.  De samhällseffekter som identifierats är överlag varierande och mångfaldiga. Självkörande teknik för kollektivtrafik skulle påverka människors tillgänglighet, körstilen för fordonen, tryggheten ombord, hur vi planerar trafiken och de personer som idag arbetar som förare. Dessutom är effekterna generellt sett inte likartade över geografi, tidsenhet eller för olika aktörer, vilket ytterligare understryker att effekten inte är enkel att sammanfatta.

Die chemische Zusammensetzung und die physikalischen Eigenschaften von troposphärischen Gasen, Partikeln und Wolken hängen aufgrund zahlreicher Prozesse stark voneinander ab. Insbesondere chemische Multiphasenprozesse in Wolken können die physiko-chemischen Eigenschaften der Luft und troposphärischer Partikel klein- und großräumig verändern. Diese chemische Prozessierung des troposphärischen Aerosols innerhalb von Wolken beeinflusst die chemischen Umwandlungen in der Atmosphäre, die Bildung von Wolken, deren Ausdehnung und Lebensdauer, sowie die Transmissivität von einfallender und ausgehender Strahlung durch die Atmosphäre. Damit sind wolken-chemische Prozesse relevant für das Klima auf der Erde und für verschiedene Umweltaspekte. Daher ist ein umfassendes Verständnis dieser Prozesse wichtig. Die explizite Behandlung chemischer Reaktionen in der Flüssigphase stellt allerdings eine Herausforderung für atmosphärische Computermodelle dar. Detaillierte Beschreibungen der Flüssigphasenchemie werden deshalb häufig nur für Boxmodelle verwendet. Regionale Chemie-Transport-Modelle und Klimamodelle berücksichtigen diese Prozesse meist nur mit vereinfachten chemischen Mechanismen oder Parametrisierungen. Die vorliegende Arbeit hat zum Ziel, den Einfluss der chemischer Mehrphasenprozesse innerhalb von Wolken auf den Verbleib relevanter Spurengase und Partikelbestandteile mit Hilfe des state‑of‑the‑art 3D-Chemie-Transport-Modells COSMO-MUSCAT zu untersuchen. Zu diesem Zweck wurde das Model um eine detaillierte Beschreibung chemischer Prozesse in der Flüssigphase erweitert. Zusätzlich wurde das bestehende Depositionsschema verbessert, um auch die Deposition von Nebeltropfen zu berücksichtigen. Die durchgeführten Modellerweiterungen ermöglichen eine bessere Beschreibung des troposphärischen Multiphasensystems. Das erweiterte Modellsystem wurde sowohl für künstliche 2D-Bergüberströmungsszenarien als auch für reale 3D-Simulationen angewendet. Mittels Prozess- und Sensitivitätsstudien wurde der Einfluss (i) des Detailgrades der verwendeten Mechanismen zur Beschreibung der Flüssigphasenchemie, (ii) der Größenauflösung des Tropfenspektrums und (iii) der Tropfenanzahl auf die chemischen Modellergebnisse untersucht. Die Studien belegen, dass die Auswirkungen der Wolkenchemie aufgrund ihres signifikanten Einflusses auf die Oxidationskapazität in der Gas- und Flüssigphase, die Bildung von organischer und anorganischer Partikelmasse sowie die Azidität der Wolkentropfen und Partikel in regionalen Chemie-Transport-Modellen berücksichtigt werden sollten. Im Vergleich zu einer vereinfachten Beschreibung der Wolkenchemie führt die Verwendung des detaillierten chemischen Flüssigphasenmechanismus C3.0RED zu verringerten Konzentrationen wichtiger Oxidantien in der Gasphase, einer höheren Nitratmasse in der Nacht, geringeren nächtlichen pH-Werten und einer veränderten Sulfatbildung. Darüber hinaus ermöglicht eine detaillierte Wolkenchemie erst Untersuchungen zur Bildung sekundärer organischer Partikelmasse in der Flüssigphase. Die größenaufgelöste Behandlung der Flüssigphasenchemie hatte nur geringen Einfluss auf die chemischen Modellergebnisse. Schließlich wurde das erweiterte Modell für Fallstudien zur Feldmesskampagne HCCT‑2010 genutzt. Zum ersten Mal wurde dabei ein chemischer Mechanismus mit der Komplexität von C3.0RED verwendet. Die räumlichen Effekte realer Wolken z. B. auf troposphärische Oxidantien oder die Bildung anorganischer Masse wurden untersucht. Der Vergleich der Modellergebnisse mit verfügbaren Messungen hat viele Übereinstimmungen aber auch interessante Unterschiede aufgezeigt, die weiter untersucht werden müssen. / In the troposphere, a vast number of interactions between gases, particles, and clouds affect their physico-chemical properties, which, therefore, highly depend on each other. Particularly, multiphase chemical processes within clouds can alter the physico-chemical properties of the gas and the particle phase from the local to the global scale. This cloud processing of the tropospheric aerosol may, therefore, affect chemical conversions in the atmosphere, the formation, extent, and lifetime of clouds, as well as the interaction of particles and clouds with incoming and outgoing radiation. Considering the relevance of these processes for Earth\'s climate and many environmental issues, a detailed understanding of the chemical processes within clouds is important. However, the treatment of aqueous phase chemical reactions in numerical models in a comprehensive and explicit manner is challenging. Therefore, detailed descriptions of aqueous chemistry are only available in box models, whereas regional chemistry transport and climate models usually treat cloud chemical processes by means of rather simplified chemical mechanisms or parameterizations. The present work aims at characterizing the influence of chemical cloud processing of the tropospheric aerosol on the fate of relevant gaseous and particulate aerosol constituents using the state-of-the-art 3‑D chemistry transport model (CTM) COSMO‑MUSCAT. For this purpose, the model was enhanced by a detailed description of aqueous phase chemical processes. In addition, the deposition schemes were improved in order to account for the deposition of cloud droplets of ground layer clouds and fogs. The conducted model enhancements provide a better insight in the tropospheric multiphase system. The extended model system was applied for an artificial mountain streaming scenario as well as for real 3‑D case studies. Process and sensitivity studies were conducted investigating the influence of (i) the detail of the used aqueous phase chemical representation, (ii) the size-resolution of the cloud droplets, and (iii) the total droplet number on the chemical model output. The studies indicated the requirement to consider chemical cloud effects in regional CTMs because of their key impacts on e.g., oxidation capacity in the gas and aqueous phase, formation of organic and inorganic particulate mass, and droplet acidity. In comparison to rather simplified aqueous phase chemical mechanisms focusing on sulfate formation, the use of the detailed aqueous phase chemistry mechanism C3.0RED leads to decreased gas phase oxidant concentrations, increased nighttime nitrate mass, decreased nighttime pH, and differences in sulfate mass. Moreover, the treatment of detailed aqueous phase chemistry enables the investigation of the formation of aqueous secondary organic aerosol mass. The consideration of size-resolved aqueous phase chemistry shows only slight effects on the chemical model output. Finally, the enhanced model was applied for case studies connected to the field experiment HCCT-2010. For the first time, an aqueous phase mechanism with the complexity of C3.0RED was applied in 3‑D chemistry transport simulations. Interesting spatial effects of real clouds on e.g., tropospheric oxidants and inorganic mass have been studied. The comparison of the model output with available measurements revealed many agreements and also interesting disagreements, which need further investigations.

Generalised linear models (GLMs) provide a flexible and sound basis for calibrating gravity models for trip distribution, for a wide range of deterrence functions (from steps to splines), with K factors and geographic segmentation. The Tanner function fitted Wellington Transport Strategy Model data as well as more complex functions and was insensitive to the formulation of intrazonal and external costs. Weighting from variable expansion factors and interpretation of the deviance under sparsity are addressed. An observed trip matrix is disaggregated and fitted at the household, person and trip levels with consistent results. Hierarchical GLMs (HGLMs) are formulated to fit mixed logit models, but were unable to reproduce the coefficients of simple nested logit models. Geospatial analysis by HGLM showed no evidence of spatial error patterns, either as random K factors or as correlations between them. Equivalence with hierarchical mode choice, duality with trip distribution, regularisation, lorelograms, and the modifiable areal unit problem are considered. Trip distribution is calibrated from aggregate data by the MVESTM matrix estimation package, incorporating period and direction factors in the intercepts. Counts across four screenlines showed a significance similar to a thousand-household travel survey. Calibration was possible only in conjuction with trip end data. Criteria for validation against screenline counts were met, but only if allowance was made for error in the trip end data.

The National Transportation System (NTS) is undoubtedly a complex system-of-systems---a collection of diverse 'things' that evolve over time, organized at multiple levels, to achieve a range of possibly conflicting objectives, and never quite behaving as planned. The purpose of this research is to develop a virtual transportation architecture for the ultimate goal of formulating an integrated decision-making framework. The foundational endeavor begins with creating an abstraction of the NTS with the belief that a holistic frame of reference is required to properly study such a multi-disciplinary, trans-domain system. The culmination of the effort produces the Transportation Architecture Field (TAF) as a mental model of the NTS, in which the relationships between four basic entity groups are identified and articulated. This entity-centric abstraction framework underpins the construction of a virtual NTS couched in the form of an agent-based model. The transportation consumers and the service providers are identified as adaptive agents that apply a set of preprogrammed behavioral rules to achieve their respective goals. The transportation infrastructure and multitude of exogenous entities (disruptors and drivers) in the whole system can also be represented without resorting to an extremely complicated structure. The outcome is a flexible, scalable, computational model that allows for examination of numerous scenarios which involve the cascade of interrelated effects of aviation technology, infrastructure, and socioeconomic changes throughout the entire system.

Halogen-driven ozone and nonmethane hydrocarbon losses in springtime Arctic boundary layer are investigated using a regional chemical transport model (CTM). Surface observation of O3 at Alert and Barrow and aircraft observations of O3 and hydrocarbons during the TOPSE experiment from February to May in 2000 are analyzed. We prescribe halogen radical distributions based on GOME BrO observations and calculated or observed other halogen radical to BrO ratios. GOME BrO shows an apparent anti-correlation with surface temperature over high BrO regions. At its peak, area of simulated near-surface O3 depletions (O3 LT 20ppbv) covers GT 50% of the north high latitudes. Model simulated O3 losses are in agreement with surface and aircraft O3 observations. Simulation of halogen distributions are constrained using aircraft hydrocarbon measurements. We find the currently chemical mechanism overestimate the Cl/BrO ratios. The model can reproduce the observed halogen loss of NMHCs using the empirical Cl/BrO ratios. We find that the hydrocarbon loss is not as sensitive to the prescribed boundary layer height of halogen as that of O3, therefore producing a more robust measure for evaluating satellite column measurement. Tropospheric tracer transport and chemical oxidation processes are examined on the basis of the observations at northern mid-high latitudes and over the tropical Pacific and the corresponding global 3D CTM (GEOS-CHEM) simulations. The correlation between propane and ethane/propane ratio is employed using a finite mixing model to examine the mixing in addition to the OH oxidations. At northern mid-high latitudes the model agrees with the observations before March. The model appears to overestimate the transport from lower to middle latitudes and the horizontal transport and mixing at high latitudes in May. Over the tropical Pacific the model reproduces the observed two-branch slope values reflecting an underestimate of continental convective transport at northern mid-latitudes and an overestimate of latitudinal transport into the tropics. Inverse modeling using the subsets of observed and simulated data is more reliable by reducing (systematic) biases introduced by systematic model transport model transport errors. On the basis of this subset we find the model underestimates the emissions of ethane and propane by 14 5%.

Masters of Science / The thesis investigates the potential of the Rietfontein and Spitskop aquifer to meet a demand of 1000 m3/d (12 Lis) as an alternative water resource for the Rietfontein and Spitskop Community. Increasing demand for clean and hygienic drinking water puts more pressure on one of our most valuable resources and supplying all communities with surface water is an extremely difficult and costly task in rural areas like Rietfontein and Spitskop in South Africa. Therefore it is necessary that interim water supplies be found from local aquifers and be utilized to address water supply challenges. Groundwater may serve as a short-term and an interim water supply which may be useful during future dry periods. Abstraction of groundwater is sensitive to recharge. Due to semi-arid conditions in Rietfontein and Spitskop area, there is high rainfall variation and disparity each year. During the research, hydrocensus was carried out. Water samples for chemistry analysis were taken. Literature review and pumping test data was utilized from the previous studies done by different consultants (Botha, 2000, Vivier and Pretorius, 2003). A numerical groundwater flow model for the local aquifers in the area and surroundings was constructed focusing on recharge and abstraction scenarios for the water supply from the local aquifers. For Rietfontein and Spitskop area, the mean annual precipitation (MAP) is 617mm/year. To be assured and rational in determining aquifers ability to meet the required demand a recharge with ninety-five (95th ) percentile was recommended, which estimates the MAP of 308mm/year which is 50% lower than the average MAP of 617mm/year. For a period of ninety six (96) years, the data indicates a severe drought occurred four (4) times where the rainfall was even lower than 95th percentile level of assurance of recharge estimated. This gives a comprehensible indication that average mean is not ideal or steadfast stature when building a water supply numerical groundwater flow modelling. These aquifers can only be exploited and managed if a reliable method can be obtained to estimate their long-term sustainable potential, since the sustainable potential of these aquifers to supply the communities is dependent upon the recharge from rainfall. The results from a numerical groundwater flow model indicated that a combined potential from the local aquifer from eighteen (18) boreholes is sufficient to meet the required demand and a total of 2600m3 Id can potentially be abstracted from the aquifer. With ninety-five (95th ) percentile recharge rate of 308mm/year a numerical groundwater flow model shows that the rate of abstraction is 80% far less than recharge, which gives high level of assurance in terms of local aquifer water supply demand. The abstraction of the boreholes confirmed by a numerical groundwater flow model shows the least impact on the surrounding aquifer for an extended period of time. In the event of drought, the boreholes will see a decline in water level after two (2) months of pumping local aquifer. The water level will decline steadily from two (2) months to two (2) years with a change in water levels of up to 40m. The impact of the drought is minimal compared to recharge rate, which verifies less depletion of the aquifer. The local aquifer shows the potential of 3MLld can be supplied to the communities with an assurance level of 95th percentile of rainfall. Reliable quantification of groundwater recharge rate remains the main challenges the hydrologist experienced and further research is essential for improvement of groundwater management for the area concerned.

<p>Promena parametara saobraćajnog toka utiče na promenu elemenata rada vozila JGPP-a, kada ona saobraćaju u me&scaron;ovitom saobraćajnom toku. Elementi rada vozila JGPP-a su definisani redom vožnje pa svako odstupanje od planiranih elemenata rada izaziva određene poremećaje u radu vozila na linijama kao i u celokupnom sistemu JGPP-a. Po pravilu, svaki poremećaj u radu vozila JGPP-a negativno se odražava na kvalitet usluga koje se pružaju korisnicima. U okviru ovog rada, izvr&scaron;ena je analiza uticaja karakteristika saobraćajnog toka na elemente rada vozila JGPP-a. Na osnovu analitičko&ndash;istraživačkog postupka razvijen je model zavisnosti vremena putovanja vozila JGPP-a od saobraćajnog opterećenja, na gradskoj uličnoj mreži. Razvijeni model testiran je na realnim podacima dobijenim istraživanjima na području Novog Sada. Utvrđene su međusobne zavisnosti veličine saobraćajnog toka i vremena putovanja, a indirektno, preko vremena putovanja određene su i zavisnosti ostalih elemenata rada vozila JGPP-a od promene veličine saobraćajnog toka. Poznavanjem zakonitosti promene ispitivanih parametara, moguće je projektovati elemente rada vozila JGPP-a u skladu sa realnim stanjem saobraćajnog toka i na taj način uticati na pobolj&scaron;anje funkcionisanja sistema JGPP-a, a samim tim i na povećanje kvaliteta usluge koji se pruža korisnicima.</p> / <p>Change of the traffic flow parameters cause the change of the function elements of public transport vehicles, when it operate in mixed traffic flow. Function elements of the public transport vehicles are defined by schedule, so that any deviation from the planned function elements cause some disorder in the entire public transport system. As a rule, any disorder in operation of public transport vehicles has negative impact on the quality of service provided to users. In this paper, the influence of traffic flow characteristics on the function elements of public transport vehicles has been analysed. The model depending travel time of public transport vehicles from traffic volume on the city&rsquo;s street network, based on the analytical research process, has been developed. The developed model was tested on real data obtained by research in the area of Novi Sad. Interaction of the volume and travel time has been determined and indirectly, through the travel time to the dependence of other function elements of public transport vehicles of traffic flow has been determined. Through knowledge of regularity of change of the parameters, it is possible to design function elements of the public transport vehicles in accordance with the real situation of the traffic flow and thus affect the improvement of operating of public transport system with increase the quality of service for users.</p>

Die chemische Zusammensetzung und die physikalischen Eigenschaften von troposphärischen Gasen, Partikeln und Wolken hängen aufgrund zahlreicher Prozesse stark voneinander ab. Insbesondere chemische Multiphasenprozesse in Wolken können die physiko-chemischen Eigenschaften der Luft und troposphärischer Partikel klein- und großräumig verändern. Diese chemische Prozessierung des troposphärischen Aerosols innerhalb von Wolken beeinflusst die chemischen Umwandlungen in der Atmosphäre, die Bildung von Wolken, deren Ausdehnung und Lebensdauer, sowie die Transmissivität von einfallender und ausgehender Strahlung durch die Atmosphäre. Damit sind wolken-chemische Prozesse relevant für das Klima auf der Erde und für verschiedene Umweltaspekte. Daher ist ein umfassendes Verständnis dieser Prozesse wichtig. Die explizite Behandlung chemischer Reaktionen in der Flüssigphase stellt allerdings eine Herausforderung für atmosphärische Computermodelle dar. Detaillierte Beschreibungen der Flüssigphasenchemie werden deshalb häufig nur für Boxmodelle verwendet. Regionale Chemie-Transport-Modelle und Klimamodelle berücksichtigen diese Prozesse meist nur mit vereinfachten chemischen Mechanismen oder Parametrisierungen. Die vorliegende Arbeit hat zum Ziel, den Einfluss der chemischer Mehrphasenprozesse innerhalb von Wolken auf den Verbleib relevanter Spurengase und Partikelbestandteile mit Hilfe des state‑of‑the‑art 3D-Chemie-Transport-Modells COSMO-MUSCAT zu untersuchen. Zu diesem Zweck wurde das Model um eine detaillierte Beschreibung chemischer Prozesse in der Flüssigphase erweitert. Zusätzlich wurde das bestehende Depositionsschema verbessert, um auch die Deposition von Nebeltropfen zu berücksichtigen. Die durchgeführten Modellerweiterungen ermöglichen eine bessere Beschreibung des troposphärischen Multiphasensystems. Das erweiterte Modellsystem wurde sowohl für künstliche 2D-Bergüberströmungsszenarien als auch für reale 3D-Simulationen angewendet. Mittels Prozess- und Sensitivitätsstudien wurde der Einfluss (i) des Detailgrades der verwendeten Mechanismen zur Beschreibung der Flüssigphasenchemie, (ii) der Größenauflösung des Tropfenspektrums und (iii) der Tropfenanzahl auf die chemischen Modellergebnisse untersucht. Die Studien belegen, dass die Auswirkungen der Wolkenchemie aufgrund ihres signifikanten Einflusses auf die Oxidationskapazität in der Gas- und Flüssigphase, die Bildung von organischer und anorganischer Partikelmasse sowie die Azidität der Wolkentropfen und Partikel in regionalen Chemie-Transport-Modellen berücksichtigt werden sollten. Im Vergleich zu einer vereinfachten Beschreibung der Wolkenchemie führt die Verwendung des detaillierten chemischen Flüssigphasenmechanismus C3.0RED zu verringerten Konzentrationen wichtiger Oxidantien in der Gasphase, einer höheren Nitratmasse in der Nacht, geringeren nächtlichen pH-Werten und einer veränderten Sulfatbildung. Darüber hinaus ermöglicht eine detaillierte Wolkenchemie erst Untersuchungen zur Bildung sekundärer organischer Partikelmasse in der Flüssigphase. Die größenaufgelöste Behandlung der Flüssigphasenchemie hatte nur geringen Einfluss auf die chemischen Modellergebnisse. Schließlich wurde das erweiterte Modell für Fallstudien zur Feldmesskampagne HCCT‑2010 genutzt. Zum ersten Mal wurde dabei ein chemischer Mechanismus mit der Komplexität von C3.0RED verwendet. Die räumlichen Effekte realer Wolken z. B. auf troposphärische Oxidantien oder die Bildung anorganischer Masse wurden untersucht. Der Vergleich der Modellergebnisse mit verfügbaren Messungen hat viele Übereinstimmungen aber auch interessante Unterschiede aufgezeigt, die weiter untersucht werden müssen. / In the troposphere, a vast number of interactions between gases, particles, and clouds affect their physico-chemical properties, which, therefore, highly depend on each other. Particularly, multiphase chemical processes within clouds can alter the physico-chemical properties of the gas and the particle phase from the local to the global scale. This cloud processing of the tropospheric aerosol may, therefore, affect chemical conversions in the atmosphere, the formation, extent, and lifetime of clouds, as well as the interaction of particles and clouds with incoming and outgoing radiation. Considering the relevance of these processes for Earth\''s climate and many environmental issues, a detailed understanding of the chemical processes within clouds is important. However, the treatment of aqueous phase chemical reactions in numerical models in a comprehensive and explicit manner is challenging. Therefore, detailed descriptions of aqueous chemistry are only available in box models, whereas regional chemistry transport and climate models usually treat cloud chemical processes by means of rather simplified chemical mechanisms or parameterizations. The present work aims at characterizing the influence of chemical cloud processing of the tropospheric aerosol on the fate of relevant gaseous and particulate aerosol constituents using the state-of-the-art 3‑D chemistry transport model (CTM) COSMO‑MUSCAT. For this purpose, the model was enhanced by a detailed description of aqueous phase chemical processes. In addition, the deposition schemes were improved in order to account for the deposition of cloud droplets of ground layer clouds and fogs. The conducted model enhancements provide a better insight in the tropospheric multiphase system. The extended model system was applied for an artificial mountain streaming scenario as well as for real 3‑D case studies. Process and sensitivity studies were conducted investigating the influence of (i) the detail of the used aqueous phase chemical representation, (ii) the size-resolution of the cloud droplets, and (iii) the total droplet number on the chemical model output. The studies indicated the requirement to consider chemical cloud effects in regional CTMs because of their key impacts on e.g., oxidation capacity in the gas and aqueous phase, formation of organic and inorganic particulate mass, and droplet acidity. In comparison to rather simplified aqueous phase chemical mechanisms focusing on sulfate formation, the use of the detailed aqueous phase chemistry mechanism C3.0RED leads to decreased gas phase oxidant concentrations, increased nighttime nitrate mass, decreased nighttime pH, and differences in sulfate mass. Moreover, the treatment of detailed aqueous phase chemistry enables the investigation of the formation of aqueous secondary organic aerosol mass. The consideration of size-resolved aqueous phase chemistry shows only slight effects on the chemical model output. Finally, the enhanced model was applied for case studies connected to the field experiment HCCT-2010. For the first time, an aqueous phase mechanism with the complexity of C3.0RED was applied in 3‑D chemistry transport simulations. Interesting spatial effects of real clouds on e.g., tropospheric oxidants and inorganic mass have been studied. The comparison of the model output with available measurements revealed many agreements and also interesting disagreements, which need further investigations.