Jackson Schreiber’s research while affiliated with Southern Research Institute and other places

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Publications (5)


Port Authority of New York and New Jersey Criterion Pollutant and Greenhouse Gas Emission Inventory
  • Article
  • Full-text available

January 2011

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254 Reads

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1 Citation

Transportation Research Record Journal of the Transportation Research Board

Maureen A Mullen

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Manish Salhotra

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Jackson Schreiber

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[...]

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The Port Authority of New York and New Jersey (PANYNJ) has adopted a policy to reduce its greenhouse gas (GHG) emissions by 80% by the year 2050. For this project, E. H. Pechan & Associates, Inc., and Southern Research Institute developed 2006, 2007, and 2008 calendar year GHG and criteria pollutant emission inventories for PANYNJ facilities and operations, including the emissions of its tenants (e.g., airlines and shippers) and patrons [e.g., airport passengers and Port Authority Trans. Hudson (PATH) riders]. In addition, the consulting team developed and implemented systems that allow for annual tracking and reporting of GHG emissions. PANYNJ manages and maintains the bridges, tunnels, bus terminals, airports, PATH commuter rail system, and marine terminals that are critical to the metropolitan New York and New Jersey region's trade and transportation capabilities. Major facilities owned, managed, operated, or maintained by PANYNJ include John F. Kennedy International, Newark Liberty International, and LaGuardia Airports; the George Washington Bridge; the Lincoln and Holland Tunnels; Port Newark and the Howland Hook Marine Terminal; the Port Authority Bus Terminal; and the 16-acre World Trade Center site in lower Manhattan. This paper describes the methods used to develop consistent GHG and criterion pollutant emission estimates for a diverse set of source types and how these methods have been updated as new information and new protocols have emerged.

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Port Authority of New York and New Jersey Criteria Pollutant and Greenhouse Gas Emission Inventory - Calendar Year 2006-2007

1 ABSTRACT 2 The Port Authority of New York and New Jersey (PANYNJ) has adopted a policy to reduce its greenhouse gas 3 (GHG) emissions by 80 percent by the year 2050. For this project, Pechan and Southern Research Institute 4 developed 2006, 2007, and 2008 calendar year GHG and criteria pollutant emission inventories for Port Authority 5 facilities and operations, including the emissions of its tenants (e.g., airlines and shippers) and patrons (e.g., airport 6 passengers, PATH riders). In addition, the consulting team developed and implemented systems that allow for 7 annual tracking and reporting of GHG emissions. 8 The PANYNJ manages and maintains the bridges, tunnels, bus terminals, airports, Port Authority Trans- 9 Hudson (PATH) commuter rail system, and marine terminals that are critical to the metropolitan New York and 10 New Jersey region’s trade and transportation capabilities. Major facilities owned, managed, operated, or maintained 11 by the PANYNJ include John F. Kennedy International (JFK), Newark Liberty International, and LaGuardia 12 airports; the George Washington Bridge; the Lincoln and Holland tunnels; Port Newark and the Howland Hook 13 Marine Terminal; the Port Authority Bus Terminal; and the 16-acre World Trade Center site in Lower Manhattan. 14 This paper describes the methods used to develop consistent GHG and criteria pollutant emission estimates for a 15 diverse set of source types, and how these methods have been updated with time as new information and new 16 protocols have emerged.


State Approaches to Reducing Transportation Sector Greenhouse Gas Emissions

July 2009

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12 Reads

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5 Citations

To address climate change, many U.S. states are taking action to establish policies to reduce greenhouse gas emissions in all economic sectors. With the transportation sector contributing 28 percent of national greenhouse gas emissions in the United States in 2006, strategies to mitigate transportation sector emissions are an important component of state's climate action plans. This paper summarizes the transportation and land use approaches that states have included in their climate action plans to date. Transportation and land use sector options are generally organized into three main categories: vehicle technology, fuels, and travel activity/land use. This paper adds a fourth category: vehicle operations to acknowledge that important mitigation options include how drivers operate their vehicles. Annual greenhouse gas reduction potential in 2012 and 2020 and cost effectiveness values are provided. The information in this paper provides a starting-point for transportation practitioners to use when initiating their own evaluations of greenhouse gas mitigation options at the regional, state, or local level.



Figure 1 Economy-wide (Excluding AFW) Stepwise and Fitted Marginal Cost Curve for Michigan, 2020
Table 1 GHG Mitigation Options of Michigan (All Sectors Excluding AFW), 2020
Table 1 . (continued)
Figure 2 Marginal Cost Curves of MGA Partners (All Sections Excluding AFW), 2020
Table 2 Economy-Wide (Excluding AFW) Emission Trading Simulation among MGA Partners in 2020: MGA Goal 20 Percent Below 2005 Levels, With Free Granting of Allowances (Million Dollars or Otherwise Specified)
Climate Change Policy Formation in Michigan The Case for Integrated Regional Policies

57 Reads

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1 Citation

Like most other states in the U.S., Michigan recently began addressing the problem of climate change. The Michigan initiative involves combining a stakeholder process and technical analyses to formulate a climate action plan. This paper reports on how regional scientists collaborating with facilitators of the policy-making process and state government decision-makers addressed two key aspects. First is the choice and design of policy instruments to use to implement greenhouse gas (GHG) mitigation and sequestration. Second is the decision on whether the state should pursue its target for net GHG reduction on its own or in cooperation with other states. We summarize the results of applying a formal model for analyzing the implications of Authors' Note: The authors are, respectively, Research Professor, School of Policy, Planning, and Development (SPPD), University of Southern California (USC), Los Angeles, CA; Post-doctoral Research Associate, SPPD, (USC); Consultant to the Center for Climate Strategies (CCS); President and CEO of CCS. We would like to acknowledge the funding support of Faurecia, Inc., Roy A. Hunt Foundation, Kendeda Fund, Norman Founda-tion, the Rockefeller Brothers Fund, the Sandler Family Foundation, and the Michigan Department of Environ-mental Quality. Legions of stakeholders and analysts contributed to the process and research described in this paper. We wish to offer special thanks to CCS team members:. Of course, any remaining errors and omissions are solely those of the authors. Moreover, the views expressed in this article represent those of the authors and not necessarily any of the institutions with which they are affiliated nor the institutions that funded the research.

Citations (3)


... Emission reductions attributable to land use vary based type and level of policy or strategy and magnitude of implementation (Wilson et al., 2009). The study indicates that facilitating reduction of future GHG emissions needs travel behavior changes such as increased mode share and trip reduction. ...

Reference:

Modeling Emission Footprints of Sustainable Land Use Policies at Local Jurisdictional Level
State Approaches to Reducing Transportation Sector Greenhouse Gas Emissions
  • Citing Conference Paper
  • July 2009

... The basic data utilized for the regression analyses are taken from a set of macroeconomic analyses undertaken by the authors in conjunction with the Center for Climate Strategies 2 for the states of Florida, Pennsylvania, Michigan, and New York. These state-based analyses evaluated the macroeconomic impacts of a comprehensive set of GHG emission mitigation options, the critical features of which were specifi ed in each respective state's CAP [14][15][16][17]. Appendix A presents the list of major GHG mitigation and sequestration policy options that are recommended in the CAPs in the four states. ...

Climate Change Policy Formation in Michigan The Case for Integrated Regional Policies

... domestic lawn mowers) [38]. Fuel sales data may be a viable indicator of emissions, where the operation of off-road machinery are geographically constrained to the location of fuel purchase [39], although this method fails where fuel purchase does not represent the location of consumption. ...

Port Authority of New York and New Jersey Criterion Pollutant and Greenhouse Gas Emission Inventory

Transportation Research Record Journal of the Transportation Research Board