Characteristics of premium transit services that affect mode choice

This research seeks to improve the understanding of the full range of determinants for mode choice behavior and to offer practical solutions to practitioners on representing and distinguishing these characteristics in travel demand forecasting models. The principal findings were that the representation of awareness of transit services is significantly different than the underlying assumption of mode choice and forecasting models that there is perfect awareness and consideration of all modes. Furthermore, inclusion of non-traditional transit attributes and attitudes can improve mode choice models and reduce bias constants. Additional methods and analyses are necessary to bring these results into practice. The work is being conducted in two phases. This paper documents the results of Phase I, which included data collection for one case study city (Salt Lake City), research and analysis of non-traditional transit attributes in mode choice models, awareness of transit services, and recommendations for bringing these analyses into practice. Phase II will include data collection for two additional case study cities (Chicago and Charlotte) with minor modifications based on limitations identified in Phase I, additional analyses where Phase I results indicated a need, and a demonstration of the research in practice for at least one case study city.     

The impact of structural flexibilities of wheelsets and rails on the hunting behaviour of a railway vehicle

The hunting motion of a passenger coach is investigated using a multibody system in which the wheelsets and the rails can be modelled as flexible bodies. By comparing the results for different model variants, in which the structural flexibilities of the wheelsets and of the rails are either taken into account or neglected, the impact of the flexibilities is analysed. It turns out that the flexibilities of both the wheelsets and the rails have a significant impact on the hunting behaviour by increasing the lateral motions of the wheelsets and lowering the critical speed. In order to investigate the impact of the flexibilities under different operating conditions, the calculations are carried out for track geometries using different rail profiles (60E1, 60E2) and different rail cants (1:40, 1:20) and for different values for the friction coefficient (0.25…0.4) at the wheel–rail contact. The results show that the influence of the flexibilities is the strongest for high lateral forces, which occur e.g. for contact geometries leading to high hunting frequencies and for high values of the friction coefficient. The results also show in some cases a strong impact of the flexibilities on the position of the wheel–rail contact on the running surface of the rail, which is of particular interest with respect to wear simulation.     

Nitrogenous discharges to the eastern Gulf of Finland, the Baltic Sea: Elemental flows, stable isotope signatures, and their estuarine modification

We studied the nutrient input to the Gulf of Finland via River Neva, the largest river discharging freshwater to the Baltic Sea, and characterised the isotopic signatures (¹⁵N, ¹⁸O, ¹³C) in dissolved and particulate substances (NO₃⁻, PON, POC, DIC) in the River Neva over two seasonal cycles, as well as in samples from St. Petersburg wastewater treatment plants (NO₃⁻, NH₄⁺, PON, POC). These riverine and municipal discharges account for 40% of terrestrial inorganic N loading to the Gulf of Finland, representing annually 7% of the total nitrogen pool in the water mass of the whole Gulf. To describe and evaluate the modification of these isotopic signals along a Gulf of Finland transect towards the Baltic Proper, two cruises were arranged, one in late spring after the annual maximum in River Neva runoff, and one in autumn, in the late phase of the annual growth season.River Neva nitrate signatures of ¹⁵N and ¹⁸O indicated major agricultural fertilizer origin of nitrogen, and the isotopic composition was clearly lighter (δ¹⁵N-NO₃⁻ mean of 2.4‰ air) than previously measured from more southern rivers discharging into the Baltic Sea. Because of the light composition of the River Neva N source, close to the ¹⁵N signatures of the open Gulf, as well as of the efficient depletion of the inorganic load already in the innermost estuary, straightforward end-member tracer analysis of the transport of N in the basin is problematic. St. Petersburg wastewater ammonium showed, however, high δ¹⁵N values (ca. 13‰), which gives a first estimate of 5.8‰ for δ¹⁵N of the easternmost estuarine total inorganic N source. The available sediment data from the basin (δ¹⁵N 6 to 8‰) somewhat exceeds the average source signature. This emphasizes the significance of biological transformation processes, most importantly assimilation of inorganic nitrogen, food web interactions and denitrification, which all involve isotopic fractionation, for the mass balance models describing the dynamics of the sources and sinks of the N cycle of the basin.     

Material transport from the nearshore to the basinal environment in the southern Baltic Sea: I. Processes and mass estimates

Processes involved in erosion, transport and deposition of cohesive materials are studied in a transect from shallow (16 m) to deep (47 m) water of the SW Baltic Sea. The wave- and current-induced energy input to the seabed in shallow water is high with strong variability and suspended matter concentrations may double within a few hours. Primary settling fluxes (from sedimentation traps) are less than 10 g m⁻² day⁻¹, whereas resuspension fluxes (evaluated from sedimentation flux gradients) are 15–20 times higher and the residence time for suspended matter in the water column is 1–2 days. Settling velocities of aggregates are on average six times higher than for individual particles resulting in an enhanced downward transport of organic matter. Wave-induced resuspension (four to six times per month) takes place with higher shear stresses on the bottom than current-induced resuspension (three to five times per month). The short residence time in the water column and the frequent resuspension events provide a fast operating benthic–pelagic coupling. Due to the high-energy input, the shallow water areas are nondepositional on time scales longer than 1–2 weeks. The sediment is sand partly covered by a thin fluff layer during low-energy periods. The presence of the fluff layer keeps the resuspension threshold very low (<0.023 N m⁻²) throughout the year. Evaluated from 3-D sediment transport modeling, transport from shallow to deep water is episodic. The net main directions are towards the Arkona Basin (5.5×10⁵ t per year) and the Bornholm Basin (3.7×10⁵ t per year). Energy input to the bottom in deep water is low and takes place much less frequently. Wave-induced resuspension occurs on average once per month. Residence time of particles (based on radioactive isotopes) in the water column is half a year and the sediment accumulation rate is 2.2 mm year⁻¹ in the Arkona Basin.