Mark Ferguson

Varieties of Logistics Centers: Developing Standardized Typology and Hierarchy

Despite the growing interest in the development of intermodal logistics centers by scholars and public- and private-sector actors, there is no consensus on the definitions of these centers. The purpose of this paper is to explore the literature and propose a unified and standardized typology and hierarchy of logistics centers. Several current terms and definitions are presented and used to establish criteria for creating a combined typology of logistics centers. This information is used to form a hierarchy of facilities according to their size, influence, value-added activities, and function in freight and logistics processes. The resulting typology and hierarchy are useful as a foundation for advancing research in this area.

Light rail and land use change: Rail transit's role in reshaping and revitalizing cities

Planners and policymakers often cite the tangible objective of land use change as a primary motivation and justification for an investment in light rail transit (LRT). But how has light rail performed with respect to achieving this goal? This paper reviews and synthesizes the previous literature on LRT and other rail rapid transit systems in North America, demonstrating that rail transit alone is not a primary driver of land use change and that six beneficial factors affect the ability of these systems to have a measurable impact on reshaping and revitalizing cities.

An Empirical Evaluation of the Aggregated Spatial Choice Model

The purpose of this paper is to demonstrate the performance and capabilities of the aggregated spatial choice model with empirical data. The application is to a problem of Canadian interregional migration in the 1990-91 time period. The strength of the aggregated model is its ability to capture the role of elemental processes in defining the attractiveness of aggregate spatial units without knowledge of elemental choices. The theory of the aggregated model has been discussed in the discrete choice literature. Applications of the model, however, have been very limited in number, while the model in its complete form has never been applied. The application intends to demonstrate the use of the model in the spatial context. The idea that the spatial resolutions of attribute and choice data do not need to be identical can address the aggregation difficulties often inherent in spatial choice problems.

Utility Variability within Aggregate Spatial Units and its Relevance to Discrete Models of Destination Choice

In this chapter, we examine a logit model designed specifically for spatial choice among aggregate destinations. Typically, the logit and gravity models are applied to problems of spatial interaction without due consideration for the aggregation scale of the data. There is of course a general awareness that models estimated at different levels of aggregation will yield different parameter estimates but most researchers proceed directly with their analysis at the aggregate level and make no adjustments. Research on aggregation issues has been intertwined with work on the ‘modifiable areal unit problem’. This research examines how spatial Statistical models and diagnostics are affected by the aggregation scale and spatial configuration of spatial units. Choice processes per se, as are present in all problems of spatial interaction, are not specifically addressed in this body of research. Rather the focus is on the univariate or bivariate spatial processes associated with one or two spatially-referenced attributes [Openshaw (1984) and Arbia (1989)]. Aggregation issues are relevant in both scenarios but as will be illustrated in this chapter, the theoretical framework to accommodate aggregation in a choice context is quite different from that considered in analysis of the modifiable areal unit problem.

Spatio-temporal analysis of particulate matter intake fractions for vehicular emissions: Hourly variation by micro-environments in the Greater Toronto and Hamilton Area, Canada

Previous investigations have reported intake fraction (iF) for different environments, which include ambient concentrations (outdoor exposure) and microenvironments (indoor exposure). However, little is known about iF variations due to space-time factors, especially in microenvironments. In this paper, we performed a spatio-temporal analysis of particulate matter (PM2.5) intake fractions for vehicular emissions. Specifically, we investigated hourly variation (12:00am-11:00pm) by micro-environments (residences and workplaces) in the Greater Toronto and Hamilton Area (GTHA), Canada. We used GIS modeling to estimate air pollution data (ambient concentration, and traffic emission) and population data in each microenvironment. Our estimates showed that the total iF at residences and workplaces accounts for 85% and 15%, respectively. Workplaces presented the highest 24h average iF (1.06ppm), which accounted for 25% higher than residences. Observing the iF by hour at residences, our estimates showed the highest average iF at 2:00am (iF=3.72ppm). These estimates indicate that approximately 4g of PM2.5 emitted from motor vehicles are inhaled for every million grams of PM2.5 emitted. For the workplaces, the highest exposure was observed at 10:00am, with average iF equal to 2.04ppm. The period of the day with the lower average iF for residences was at 8:00am (average iF=0.11ppm), while for the workplaces was at 4:00am (average iF=0.47ppm). Our approach provides a new perspective on human exposure to air pollution. Our results showed significant hourly variation in iF across the GTHA. Our findings can be incorporated in future investigations to advance environmental health effects research and human health risk assessment.

Simulating Sustainable Urban Gateway Development: Illustration from Hamilton, Ontario, Canada

The term “gateway” refers to a city, or to some transport and logistics-oriented area in a city, that is associated with goods movement in, out, and through the area. Although the definition of a gateway is typically focused on goods movement, a more holistic view is adopted with consideration of the movements of people and the environmental implications of all movements. The relevance of this view is based on the interdependence of commercial and persons mobility, because all moves are happening within the same transport network, and is based on considerations of quality of life in a gateway city. Hamilton, Ontario, Canada, was chosen to test these concepts. Hamilton had a suitable geographical location, a busy port, an international airport, good highway and railway access, and an educated labor force. The gateway prospects for Hamilton were given perspective through a study of other prominent gateways that distilled success factors. Analytical work focused on multiregional economic impact modeling to assess the direct and indirect effects of Hamiltons potential evolution as a gateway. Local-level analysis, through integrated urban modeling and simulation of scenarios, stressed the impact of gateway development on commercial goods movement, auto commuting levels, emission levels, and transit ridership. Increased emissions resulting from gateway economic development could be overcome with forward-thinking policy focused on the uncongested movement of goods and people, compact urban form, and enhanced public transit working in concert. The addition of light rail transit in Hamilton and the promotion of a compact urban form would be catalysts for sustainable local gateway development. Finally, gateway-oriented development in Hamilton will cause noticeable regional economic growth. The models that were developed can be calibrated for other cities, given appropriate data.

Pavlos Kanaroglou, his McMaster Institute for Transportation and Logistics and Research Contributions to the City of Hamilton (2007–2016)

At an age when others might have considered slowing down, Pavlos Kanaroglou was just getting started. Neither his age nor the knowledge that he had chronic leukemia were going to stand in his way. Pavlos had accomplished a lot in his years as an academic (he held, for example, a prestigious Tier 1 Canada Research Chair for two consecutive 7 year terms up to 2015) but he felt the need to do something new and ambitious that would be of additional service to society. Pavlos was integral to the process that led to the formation, in October 2007, of the McMaster Institute for Transportation and Logistics (MITL) and he was the natural choice to take on the role of the Institute’s founding director. MITL was launched in Hamilton, Ontario, Canada which had been Pavlos’ home from the mid-1970s. During Pavlos’ tenure, the Institute completed a substantial body of work, associated with approximately

Electric buses: A review of alternative powertrains

3.5M in funding. Much of the research that was undertaken intertwined with aspects of Pavlos’ expertise and was quite applicable for his adopted hometown. The purpose of this chapter is to provide a retrospective look at the insights that emerged for Hamilton as MITL grew and as Pavlos did all he could for the benefit of both, and for the development of his students and team members.