![\"Long](\"https:\/\/www.hajomech.com\/wp-content\/uploads\/2026\/11\/iStock-2210314580-1024x576.jpg\" "\\"Long")
\u3000\u3000So, we invest in what pays off under any scenario. Our 2050 Vision is to double our volume to 20 million TEUs annually. We won\u2019t get there by doubling our land, because that would take too long and cost too much. Instead, we\u2019ll densify, electrify and modernise, and move more cargo by rail. That\u2019s the logic behind our $3.3 billion capital programme, the largest of any port in North America, and every dollar of it is committed.<\/p>\n\n\n\n
\u3000\u3000We\u2019re also running a \u201churry-up offense.\u201d 2050 is closer than it sounds, so speed of delivery is itself a strategic decision.<\/p>\n\n\n\n
\u3000\u3000Pier B is intended to cut ship-to-rail transfer times from around four days to 24 hours. Beyond the infrastructure, what needs to change in how terminals and rail partners work together?<\/p>\n\n\n\n
\u3000\u3000Pier B will triple our on-dock rail capacity. But getting a container from ship to train in 24 hours instead of four days takes more than track. Three things have to change.<\/p>\n\n\n\n
\u3000\u3000First, decisions about rail transport need to be made earlier. Cargo should be sorted by inland destination while it\u2019s still on the water, so shippers, carriers, terminals and railroads need to share data before the ship arrives. Second, everyone needs to work to the same clock, with terminal shifts, rail crews and train departures lined up around the clock. Third, partners need shared performance measures. We\u2019re already working with the Class I railroads so their own plans make the most of Pier B.<\/p>\n\n\n\n
\u3000\u3000The urgency is real. Cargo from Southeast Asia spends two to three more days on the water than cargo from China, and Pier B helps us win that time back. We can already see what coordination delivers. Recently, we had 102,000 containers on our terminals with zero ships at anchor and no truck queues. This is what it takes to keep record cargo volumes moving efficiently and reliably.<\/p>\n\n\n\n
\u3000\u3000What measurable difference is CargoNav making to cargo movement today, and what barriers remain to getting more businesses participating and sharing data?<\/p>\n\n\n\n
\u3000\u3000CargoNav gives shippers, truck drivers and terminals one shared view of cargo. Shippers can track a container from its origin through the port. Truck drivers will be able to book appointments at our Port of Long Beach container terminals in a single system.<\/p>\n\n\n\n
\u3000\u3000More than 17,000 trucks are registered to move containers through the San Pedro Bay port, 618 of which are zero-emissions, including 515 battery-electric trucks and 103 hydrogen fuel cell trucks.<\/p>\n\n\n\n
\u3000\u3000The remaining barriers come down to trust and utilisation. Companies worry that sharing data means giving up a competitive edge, so we\u2019re clear that CargoNav is about visibility, not exposing commercial information. Connecting older systems takes time and money, especially for smaller trucking companies. And businesses join when they see results, so we have to keep proving the value. Every company that joins makes the tool more useful for everyone else.<\/p>\n\n\n\n
\u3000\u3000As Long Beach advances towards zero-emissions operations, how are you ensuring power and charging infrastructure are ready when terminal operators need them? What is the greatest challenge in aligning those timelines?<\/p>\n\n\n\n
\u3000\u3000The challenge is that the clocks run at different speeds. A terminal can order electric equipment and have it within a year or two. New grid capacity can take most of a decade. If we wait for the orders before planning the power, we\u2019re already late.<\/p>\n\n\n\n
\u3000\u3000So, we plan the power first. We work closely with our power provider, Southern California Edison, so our planning cycles line up. Last November we signed a cooperative agreement with the South Coast Air Quality Management District. Under it, we\u2019ll produce a zero-emissions infrastructure plan for container terminals by the end of 2027, in coordination with Edison.<\/p>\n\n\n\n
\u3000\u3000We\u2019re also building ahead of demand, putting infrastructure in place now to power the equipment we expect to use in future operations. Yesterday\u2019s grid won\u2019t power tomorrow\u2019s port, so we\u2019re evaluating every carbon-free source: solar, batteries, hydrogen, offshore wind and small modular reactors through our agreement with the US Maritime Administration.<\/p>\n\n\n\n
\u3000\u3000The proposed Pier T redevelopment would involve phased construction while the terminal remains operational. How would you manage that transition, and which improvements would you prioritise first?<\/p>\n\n\n\n
\u3000\u3000Total Terminals International (TTI) is leading the development and phasing of the project at Pier T. As one of our busiest terminals, Pier T handles about 3 million TEUs a year, and we plan to double that volume while electrifying the equipment. The project is still undergoing environmental review, so I\u2019ll focus on the principles.<\/p>\n\n\n\n
\u3000\u3000First, never remove more capacity than we can compensate for. Work would be sequenced berth by berth and yard section by yard section, so the terminal can continue handling the largest ships throughout construction, and the heaviest phases would be planned around peak season. Second, we need one schedule for everyone: our tenant and its customers, our dock workers and the railroads. Cargo owners should hear about changes months ahead, not days ahead.<\/p>\n\n\n\n
\u3000\u3000Phases 3 and 4 of TTI\u2019s project will expand the terminal\u2019s on-dock rail capacity, building on the Pier B On-Dock Rail Support Facility. Moving cargo from our port by rail remains a priority.<\/p>\n\n\n\n
\u3000\u3000As you prepare to meet other port leaders in London, what is one challenge Long Beach cannot solve on its own, and what practical cooperation would help address it?<\/p>\n\n\n\n
\u3000\u3000We focus on what we can control and work with others where we can help shape and influence outcomes. One challenge we cannot solve on our own is cleaning up the ships themselves. Ocean-going vessels account for more than half of the greenhouse gas emissions tied to the San Pedro Bay ports, and a ship that calls at Long Beach also calls at Busan, Singapore and Rotterdam. No port can decarbonise a global fleet alone.<\/p>\n\n\n\n
\u3000\u3000Our Clean Marine Fuel Feasibility Assessment with the Port of Los Angeles found that much of the infrastructure needed for methanol fuelling already exists here. What\u2019s missing is demand. We\u2019re working on that too: in May we launched a $1 million challenge for the first company to bunker a containership with methanol.<\/p>\n\n\n\n
\u3000\u3000Cooperation is what makes it scalable. With the Port of Los Angeles, we\u2019re part of green shipping corridors with Shanghai and Singapore. The next step is piloting fuelling operations and developing common safety and operating standards for alternative-fuel bunkering, so carriers aren\u2019t relearning the rules at every port of call. Aligned guidance and incentives would also send shipping lines one consistent signal across the network. IAPH, through the work of its Clean Marine Fuel working group, is the right forum to develop that alignment.<\/p>\n\n\n\n
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