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Building America Case Study: Evaluation of Passive Vents in New-Construction Multifamily Buildings, New York, New York
Exhaust ventilation and corresponding outdoor air strategies are being implemented in high-performance new construction multifamily buildings to meet program or code requirements for improved indoor air quality, but a lack of clear design guidance is resulting in poor performance of these systems despite the best intentions of the programs or standards. CARB's 2014 'Evaluation of Ventilation Strategies in New Construction Multifamily Buildings' consistently demonstrated that commonly used outdoor air strategies are not performing as expected. Of the four strategies evaluated in 2014, the exhaust ventilation system that relied on outdoor air from a pressurized corridor was ruled out as a potential best practice due to its conflict with meeting requirements within most fire codes. Outdoor air that is ducted directly to the apartments was a strategy determined to have the highest likelihood of success, but with higher first costs and operating costs. Outdoor air through space conditioning systems was also determined to have good performance potential, with proper design and execution. The fourth strategy, passive systems, was identified as the least expensive option for providing outdoor air directly to apartments, with respect to both first costs and operating costs. However, little is known about how they actually perform in real-world conditions or how to implement them effectively. Based on the lack of data available on the performance of these low-cost systems and their frequent use in the high-performance building programs that require a provision for outdoor air, this research project sought to further evaluate the performance of passive vents.
32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
Building America Case Study: Design Guidance for Passive Vents in New Construction Multifamily Buildings, New York, New York
This document addresses the use of passive vents as a source of outdoor air in multifamily buildings. The challenges associated with implementing passive vents and the factors affecting performance are outlined. A comprehensive design methodology and quantified performance metrics are provided. Two hypothetical design examples are provided to illustrate the process. This document is intended to be useful to designers, decision-makers, and contractors implementing passive ventilation strategies. It is also intended to be a resource for those responsible for setting high-performance building program requirements, especially pertaining to ventilation and outdoor air. To ensure good indoor air quality, a dedicated source of outdoor air is an integral part of high-performance buildings. Presently, there is a lack of guidance pertaining to the design and installation of passive vents, resulting in poor system performance. This report details the criteria necessary for designing, constructing, and testing passive vent systems to enable them to provide consistent and reliable levels of ventilation air from outdoors.
32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
Dedication of the hall of science, world's fair, new york city, new york, september 9, 1964 news release
Significance of hall of science, new york city, in understanding scientific disciplines - dedication remarks
NEW YORK↗
Characterization of the Triassic Newark Basin of New York and New Jersey for geologic storage of carbon dioxide
The Newark Basin is a Triassic-aged rift basin underlying densely populated, industrialized sections of New York, New Jersey and Pennsylvania. The Basin is an elongate half-graben encompassing an area of more than 7,510 square-kilometers (2,900 square-miles), and could represent a key storage component for commercial scale management of carbon dioxide emissions via geologic sequestration. The project team first acquired published reports, surface and subsurface maps, and seismic data, which formed the basis for a three-dimensional model framework for the northern end of the Basin incorporating stratigraphic, hydrologic, and water quality data. Field investigations included drilling, coring, and logging of two stratigraphic test borings in Clarkstown, NY (Exit 14 Tandem Lot Well No. 1), drilled to a depth of 2,099 meters (6,885 feet); and Palisades, NY (Lamont-Doherty Earth Observatory Test Well No. 4) drilled to a depth of 549 meters (1,802 feet). Two two-dimensional seismic reflection data lines arrayed perpendicularly were acquired by Schlumberger/WesternGeco to help characterize the structure and stratigraphy and as part of pre-drilling field screening activities for the deep stratigraphic borehole. A total of 47 meters (155 feet) of continuous whole core was recovered from the Tandem Lot boring from depths of 1,393 meters (4,570 feet) to 1,486 meters (4,877 feet). Twenty-five horizontal rotary cores were collected in mudstones and sandstones in the surface casing hole and fifty-two cores were taken in various lithologies in the deep borehole. Rotary core plugs were analyzed by Weatherford Laboratories for routine and advanced testing. Rotary core plug trim end thin sections were evaluated by the New York State Museum for mineralogical analysis and porosity estimation. Using core samples, Lawrence Berkley National Laboratory designed and completed laboratory experiments and numerical modeling analyses to characterize the dissolution and reaction of carbon dioxide with formation brine and minerals, and resulting effects on injection rate, pressure, effective storage volume, and carbon dioxide migration within a prospective sandstone reservoir. $$Three potential porous and permeable sandstone units were identified in the Passaic Formation at the New York State Thruway Exit 14 location. Potential Flow Unit 1, at a depth of 643 meters (2,110 feet) to 751 meters (2,465 feet); Potential Flow Unit 2 at a depth of 853 meters (2,798 feet) to 1,000 meters (3,280 feet); and Potential Flow Unit 3, at a depth of 1,114 meters (3,655 feet) to 1,294 meters (4,250 feet). Reactive transport simulations of interactions between carbon dioxide, brine and formation minerals were carried out to evaluate changes in formation water chemistry, mineral precipitation and dissolution reactions, and any potential resulting effects on formation permeability. The experimental and modeling analyses suggest that mineral precipitation and dissolution reactions (within the target formation) are not expected to lead to significant changes to the underground hydrologic system over time frames (~30 years) typically relevant for carbon dioxide injection operations. Key findings of this basin characterization study include an estimate of carbon dioxide storage capacity in the Newark Basin. Assuming an average porosity of twelve percent and an aquifer volume of 6.1E+12 meters3, calculated ranges of likely storage capacity range from 1.9 – 20.2 gigatonnes under high temperature (low carbon dioxide density) conditions; and 2.9 – 30.2 gigatonnes under low temperature (low carbon dioxide density) conditions. Intra-basin faulting, geometry of the Palisades Sill, and the presence of altered meta-sediments above and below the Sill, increase potential compartmentalization within the basin. A structural/stratigraphic trap type may occur where porous/permeable sediments are cross-cut by the Palisades Sill. Potential injection intervals are present within the Stockton Formation of the Newark Basin. Additional porous/permeable intervals may be present within sandstones of the Passaic Formation, increasing projected storage capacity. Deeper wedges of strata are likely present in the deeper portions of the basin in southern New York and into northern New Jersey. Abundant mudstones are present in the Passaic, Lockatong, and Stockton Formations. These intervals have the requisite petrophysical properties to form effective primary and secondary containment intervals to industrial-scale sequestration of carbon dioxide in the Newark Basin. Hydro-thermally altered meta-sediments in the region immediately surrounding the top and base of the Palisades Sill is devoid of porosity/permeability and forms an additional effective lateral/vertical sealing cap rock.
58 GEOSCIENCES↗
Characterization of the Triassic Newark Basin of New York and New Jersey for Geologic Storage of Carbon Dioxide
The project Characterization of the Triassic Newark Basin of New York and New Jersey for Geologic Storage of Carbon Dioxide is one of 9 site characterization projects that were implemented as part of ARRA (American Recovery and Reinvestment Act). Data from this project was used to improve resolution of data in NATCARB in the area of study. Data related to this study has already been incorporated in NATCARB Atlas. Sandia Technologies, LLC, and co-investigator Conrad Geoscience Corporation, examined the potential for large-scale, permanent CO2 storage in sedimentary strata within the Newark Rift Basin. The Newark Rift Basin underlies an industrialized, developed region comprising parts of New York, New Jersey, and Pennsylvania. The project characterized and investigated the suitability of Triassic age sedimentary formations for potential geologic CO2 storage. The project team drilled and cored two test wells to define the sedimentary geologic formations underlying the basin and to document or reach basement rock. With this geologic characterization phase, an integration of seismic, geologic, borehole, and formation core results provided a higher resolution assessment of CO2 storage potential. The Stockton Formation is known to be a potentially favorable geologic storage formation in the basin. In 2011, the 1-NYSTA Tandem Lot stratigraphic test well was drilled to a depth of 6,855 feet in the northern portion of the Newark Basin in southern New York State. Approximately 9 miles south-southeast on the Lamont Doherty Campus, TW-4 was drilled and cored in 2013 to a depth of 1,802 feet and contacted apparent igneous basement at a depth of 1,712 feet. Both wells penetrated the Palisades Sill ranging from 800 feet thick in the eastern well to approximately 1,800 feet in thickness at the 1-NYSTA Tandem Lot deep drill site. A diabase sill can provide an excellent seal and dense confining layer for potential CO2 storage reservoirs and flow layers that are situated beneath it within the Stockton Sandstone. The Stockton Sandstone was encountered beneath the sill in the TW-4 well on the Lamont campus, and data integration suggests that it was likely observed near total depth in the deep 1-NYSTA Tandem Lot well. The test wells confirm and define reservoirs are present beneath the sill and offer CO2 storage potential. The integration of geologic and reservoir characterization of well logs, formation cores, and formation fluids indicated Triassic age lacustrine playa lake and mudbank shales of the Upper Passaic Group can provide an effective seal for the porous and permeable underlying sandstone reservoir layers. This project acquired seismic data, drilled borehole well logs, acquired core samples, and integrated these findings to provide a better understanding of the subsurface geologic formations in the Newark Rift Basin. These findings have contributed to a higher degree of accuracy in predicting potential geologic storage opportunities, while refining geologic storage capacity estimates for the indicated reservoirs and flow units.
.las↗
Symposium on the Orion Nebula to Honor Henry Draper, New York University, New York, NY, December 4, 5, 1981, Proceedings
The present conference on astronomical studies of the Orion Nebula covers molecular clouds in Orion, the use of the nebula's cloak as a model for gas super-shells around OB associations, optical and UV data concerning the nebula's physical conditions, the presence of atomic carbon in Orion, large scale distribution of far-IR and sub-mm line emission, star formation studies in the IR, gas dynamics in the circumstellar nebula of the Becklin-Neugebauer source, maser sources and far-IR CO line emission in Orion-KL, and synthesis maps of mm molecular lines. Also discussed are Orion's star distributions, core region nebular condensations, energetic molecular flows in star-forming cloud cores, IR observations of HH objects, compact continuum radio sources, the SiO maser, shock waves, and the chemical evolution of OB associations.
Glassgold, A. E.↗
Hydrogen technology for maritime applications: A review of challenges, opportunities, and lessons from the port authority of New York and New Jersey
The maritime industry faces increasing demand for energy security, operational efficiency, and environmental performance improvements. Hydrogen technology, considered a potential energy carrier, is being explored for port operations, including cargo-handling equipment, heavy-duty vehicles, and stationary power systems. This review evaluates the feasibility, challenges, and potential benefits of hydrogen integration within port infrastructure, using the Port Authority of New York and New Jersey as a representative case study. Drawing on case studies, technical reports, and policy analyses, this study examines the infrastructural, regulatory, and operational factors influencing large-scale deployment, emphasizing supply chain development, storage requirements, and refueling infrastructure. By situating hydrogen within broader maritime energy transition efforts, this review provides an evidence-based assessment of its role in port operations and energy diversification strategies. In conclusion, the findings outline key barriers to adoption and emphasize the need for coordinated efforts among stakeholders to determine hydrogen's role alongside other emerging energy technologies.
08 HYDROGEN↗
Port Authority of New York and New Jersey Sustainable Aviation Fuel Logistics and Production Study
The Port Authority of New York and New Jersey (PANYNJ) sustainability commitment is to meet the goals set by the Paris Agreement, with an interim greenhouse gas reduction target of 35% by 2025 and 80% by 2050. PANYNJ is seeking sustainable solutions to reduce carbon emissions for all public forms of transportation, including aviation. Similarly, the global aviation industry adopted the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA), which seeks to cap net carbon dioxide (CO 2 ) aviation emissions at 2020 levels through 2035. Industry has also set a goal of reducing CO 2 emissions by 50% compared to 2005 levels by 2050. Sustainable aviation fuel (SAF), made from non-petroleum feedstocks, is a near-term alternative fuel that reduces emissions from air transportation. The National Renewable Energy Laboratory (NREL) conducted a resource assessment and a techno-economic analysis to identify the potential for production in the port district. Although SAF could be sourced from other areas of the United States or imported, an evaluation of local production was conducted due to the potential positive impacts of a circular economy by converting local waste feedstocks into SAF for use at nearby airports. The study found that the highest volumes of feedstock nearby were municipal solid waste and woody biomass. SAF must be blended with Jet A up to certain percent determined by ASTM International fuel quality standards prior to use in aircraft. SAF from a stand-alone facility could be delivered by barge, rail, or truck to a Linden, New Jersey based terminal for blending with Jet A or it could be blended in the Gulf region and shipped via the Colonial pipeline to one of the terminals. The investment will take place at the terminal(s) to accommodate SAF/Jet A blends and it will be business as usual for the airports in how they receive fuel and distribute it to aircraft.
09 BIOMASS FUELS↗
Hydrogen applications in airport operations: a review using the Port Authority of New York and New Jersey as an illustrative airport system
Airports combine aircraft propulsion, ground operations, stationary power systems, and fuel logistics in ways that make emissions reduction technically and operationally complex. Existing studies often assess hydrogen applications in these areas separately, limiting understanding of the shared infrastructure, safety, and operational constraints that shape airport deployment. This review evaluates hydrogen across three airport-relevant operational domains: aviation propulsion, ground support equipment and vehicles, and stationary power systems. Within aviation propulsion, the review examines sustainable aviation fuel production and hydrogen-powered aircraft as two distinct hydrogen-relevant pathways. The Port Authority of New York and New Jersey is used as an illustrative airport system to relate the literature to a real operating context. Drawing on peer-reviewed studies, technical reports, demonstration projects, and public operational information, the review also includes screening-level calculations of hydrogen demand and potential CO 2 e reductions for selected applications. The findings show that hydrogen's role is highly application-specific. Near-term opportunities are strongest where hydrogen serves as a low-carbon process input, supports selected high-utilization ground equipment, or contributes to resilient stationary power-system configurations. Hydrogen-powered aircraft remain a longer-term option because storage, fueling infrastructure, certification, cost, and NO x management continue to constrain deployment. Across all domains, infrastructure readiness, fuel logistics, safety requirements, and leakage management emerge as recurring determinants of viability. Future research should focus on cross-domain infrastructure planning, comparative assessment of hydrogen against alternative pathways, improved treatment of leakage and non-CO 2 effects, and clearer safety and regulatory frameworks for airport deployment.
08 HYDROGEN↗
Port of New York and New Jersey Drayage Electrification Analysis
The National Renewable Energy Laboratory (NREL) evaluated the potential for drayage electrification in the Port of New York and New Jersey (PoNYNJ), with a focus on operators: Harbor Freight Transport (HF), Safeway Trucking (SWT), and International Motor Freight Inc (IMF). This report summarizes the data collection and electrification evaluation of all three drayage operators, includes detailed operational data, and identifies the performance requirements for battery electric tractors (BETs) and corresponding infrastructure operated within the context of PoNYNJ drayage operation. This report also details a methodology to evaluate opportunities, strategies, and challenges associated with future expansions of BETs in meeting PANYNJ emissions goals. The Port Authority has established a goal of achieving Net Zero carbon emissions by 2050 across all facilities, including from tenant and stakeholder sources such as drayage trucks. NREL used real-world performance data collected on the three PoNYNJ drayage operations, along with modeling and analysis tools to compare BET to diesel trucks. From March to July 2021, NREL collected 1Hz vehicle and engine data from 46 drayage trucks at the three operators totaling nearly 121,000 miles of operation, providing enough information to assess vehicle operations for electrification potential. A Future Automotive Systems Technology Simulator (FASTSim) electric truck powertrain model was validated using PoNYNJ data and scenarios were run to evaluate drayage truck electrification requirements over the real-world cycles. The first scenario examined BET viability with minimal changes to existing operations. This assumes the trucks charge when stopped for two hours or longer, have a functional battery size of 375 kWh, and can charge at 270 kilowatts (kW) average which are the specification of the commercially available Freightliner eCascadia. The second scenario looked at what operational, charging infrastructure, and BET technology changes would be needed to fully electrify. Finally, detailed analysis was run on charging rate structure to understand operational costs to the fleets. The studied drayage trucks averaged 5.1 MPG, spent roughly 9% of their energy at idle, and drove an average of 140 miles per day with a maximum daily distance of 573 miles. The FASTSim model results indicate a comparable BET would use 417 kWh of energy per day on average accounting for cargo weight, which is close to the full usable capacity of the eCascadia currently available on the market. Based on the daily average operating data, partial fleet electrification is possible with current technology. However, some specific days of operation would require over 1,600 kWh of energy due to longer distances traveled by the trucks and more intense operation. Trucks used for long distance and intense operation cannot be readily electrified with current technology without operational changes. Full adoption of BETs could reduce CO 2 emissions from these fleets by roughly 75% today, eliminating 76 metric tons of CO 2 (MTCO 2 ) per vehicle each year, which equates to 24,100 MTCO 2 per year for all three operators. Commercially available direct current fast chargers (DCFC) have charge rates up to 350 kW. Based on the average daily modeled energy use for each operator, current industrial rate structures, and the assumption of 350 kW peak charging, full drayage electrification would increase electricity consumption. In addition, peak demand usage would increase with unmanaged charging along with cost of electricity having a direct impact on cost per mile for electric vehicles. The resulting cost per mile for BETs along with comparable cost per mile for conventional diesel trucks are also examined at $\$$4.00 per gallon of diesel. It will be important for PANYNJ and the drayage operators within the PoNYNJ to consider these load impacts to their existing electrical infrastructure and devise operational strategies that avoid coincident charging of vehicles to mitigate demand charges. Despite these electricity cost increases, savings from reductions in diesel consumption will help offset the costs of this increased electricity consumption. However, prices of both electricity and diesel are subject to change based on various factors meaning the realized savings will vary over time. This shows BETs could be cost-competitive on an energy cost per mile basis for all scenarios while diesel is above $\$$3.00/gal. Further, if diesel prices dropped to the 15-year low of $2.33/gal, it would still be cost competitive to operate the EVs with electricity costs of 16.3 ¢/kWh or less.
33 ADVANCED PROPULSION SYSTEMS↗
Hydrogen Applications for Energy Transition in Port and Airport Operations at the Port Authority of New York and New Jersey
The Port Authority of New York and New Jersey (PANYNJ) is focused on achieving meaningful reductions in emissions as part of its environmental sustainability efforts. To reach its 2030 target for reducing Scope 1 and Scope 2 carbon dioxide equivalent (CO2e) emissions and its goal of net-zero emissions by 2050, PANYNJ is exploring a range of energy solutions, including hydrogen technologies. This report evaluates the potential role of hydrogen in reducing emissions across key operational areas: vehicles, equipment, stationary power, aviation propulsion, and marine propulsion. It examines hydrogen's technical feasibility, infrastructure needs, and economic implications within PANYNJ's operational context. The findings aim to inform decisions as PANYNJ transitions to cleaner energy sources and reduces environmental impacts. Based on the existing literature and stakeholders' feedback, the report outlines both opportunities and challenges associated with hydrogen integration, providing insights to guide PANYNJ's future sustainability initiatives.
33 ADVANCED PROPULSION SYSTEMS↗
Air Traffic Forecasting at the Port Authority of New York and New Jersey
Procedures for conducting air traffic forecasts with specific application to the Port Authority of New York and New Jersey are discussed. The procedure relates air travel growth to detailed socio-economic and demographic characteristics of the U.S. population rather than to aggregate economic data such as Gross National Product, personal income, and industrial production. Charts are presented to show the relationship between various selected characteristics and the use of air transportation facilities.
Augustine, J. G.↗
Port Authority of New York and New Jersey (PANYNJ) Distributed Energy Resource (DER) Techno-Economic Comparison: Cooperative Research and Development (Final Report)
To support NYPA's efforts in delivering a feasibility study to advise PANYNJ on future distributed energy resource (DER) deployments at their facilities.
29 ENERGY PLANNING, POLICY, AND ECONOMY↗
Spatial genetic analysis of coyotes in New York State
ABSTRACT The robust dispersal capability of the coyote ( Canis latrans ) would suggest a pattern of widespread gene flow across North America, yet historical legacies, dispersal barriers, and habitat affinities may produce or reinforce genetic structure. In the northeastern United States, some coyotes carry genetic signatures from past hybridization events with eastern wolves ( C. lupus lycaon ). These so‐called “coywolves” may have differential predation or competitive success compared with the western origin coyotes with whom they share the contemporary landscape. We sampled coyote populations from New York ( n = 156) and Wyoming, USA ( n = 8) in 2006–2007 and from South Carolina, USA, in 2010 and confirmed regional genetic structure among these coyote populations. Then, within the putative contact zone between the northeastern and western coyote colonization fronts (New York State), we evaluated evidence for broad‐ and fine‐sale genetic structure, and a genetic gradient among New York coyotes using a suite of spatial genetic analyses. Although broad‐scale analyses indicated New York coyotes were highly intermixed, subtle isolation‐by‐distance was detected, and local spatial autocorrelation indicated potentially shorter dispersal distances and larger group sizes for coyotes in the Northeastern Highlands (Adirondack Mountains and foothills). Yet we failed to detect a distinct contact zone between 2 coyote types in New York, indicating that local abundance and ecological context rather than genetic lineage are likely to determine the local ecological effects of coyotes in this region. We suggest that the contact zone between coyote colonization fronts has either eroded or moved further south. © 2019 The Wildlife Society.
Berkman, Leah K.↗
Automation in Electronic Test Equipment. Volume 3 - Built-in Test and Continuous Monitoring, New York University, School of Engineering and Science, New York, N.Y., August 29-September 2, 1966, Lecture Notes.
Automation in electronic test equipment - Conference, New York, August-September 1966, Volume 3, Built-in test and continuous monitoring
AUTOMATION↗
Automation in Electronic Test Equipment. Volume 4 - Built-In Test and Continuous Monitoring, New York University, School of Engineering and Science, New York, N.Y., AUGUST 29-September 2, 1966, Lecture Notes.
Automation in electronic test equipment - Conference, New York, August-September 1966, Volume 4, Built-in test and continuous monitoring
TEST EQUIPMENT↗
Automation in Electronic Test Equipment. Volume 5 - Built-In Test and Continuous Monitoring, New York University, School of Engineering and Science, New York, N.Y., AUGUST 29-September 2, 1966, Lecture Notes.
Automation in electronic test equipment - Conference, New York University, August- September 1966, Volume 5, Built-in test and continuous monitoring
ELECTRONIC EQUIPMENT TESTING↗