Item No. _7a_Report__ 
Date of Meeting: August 25, 2009 
Meeting _Aug. 25, 2009_ 


SEAPORT AIR QUALITY 
PROGRAM UPDATE 




August 25, 2009

Seaport Air Quality Program 
Update 
8/25/2009 
Contents 
2005 Puget Sound Maritime Air Emissions Inventory ....................................................... 2 
Project Management ....................................................................................................... 2 
Geographic Boundary ..................................................................................................... 2 
Air Pollutants .................................................................................................................. 2 
Source Categories ........................................................................................................... 3 
Results ............................................................................................................................. 3 
Proposed 2011 Emissions Inventory Update .................................................................. 5 
Northwest Ports Clean Air Strategy Implementation Status .............................................. 5 
Ocean-Going Vessels ...................................................................................................... 5 
Cargo-Handling Equipment ............................................................................................ 6 
Cleaner Fuels .............................................................................................................. 6 
Retrofits/Replacements ............................................................................................... 6 
Trucks ............................................................................................................................. 6 
2008 Drayage Truck Fleet Age Analysis .................................................................... 7 
PSCAA Buy-Back and Scrap Program ....................................................................... 7 
Cascade Sierra Solutions............................................................................................. 8 
Other Retrofit/Replacement Options .......................................................................... 8 
Office of Social Responsibility Small Business Initiative .......................................... 8 
Truck Parking.................................................................................................................. 8 
Rail .................................................................................................................................. 9 
Harbor Vessels ................................................................................................................ 9 
Administration ................................................................................................................ 9 
Customer Support Package Lease Amendments .............................................................. 10 
Proposed Changes to the Federal Aviation Act Administration Authorization of 1994 .. 10 
Port of Oakland National Goods Movement Policy Resolution ....................................... 11 
Community Coalition for Environmental Justice/Change to Win .................................... 11 
Other Port Clean Truck Program Updates ........................................................................ 12 
Ports of Los Angeles and Long Beach .......................................................................... 12 
Port of Oakland ............................................................................................................. 12 
Port Authority of New York/New Jersey...................................................................... 13 
Port of Tacoma .............................................................................................................. 13 
Port Metro Vancouver................................................................................................... 14 
1

2005 Puget Sound Maritime Air Emissions Inventory 
The Port of Seattle initiated and led a regional effort to locate and quantify all maritimerelated
emission sources in the greater Puget Sound region. Published in April 2007, the
Puget Sound Maritime Air Emissions Inventory (EI) is a 2005 activity-based inventory
conducted by Starcrest Consulting in partnership with 13 funding partners that comprised
the project Steering Committee.
Project Management 
The EI project was managed by the Port of Seattle and guided by a Steering Committee
comprised of project funding partners: American Lung Association of Washington,
Burlington Northern Santa Fe Railway, Northwest Clean Air Agency, North West
CruiseShip Association, Olympic Region Clean Air Agency, Pacific Merchant Shipping
Association, Port of Everett, Port of Tacoma, Port of Seattle, Puget Sound Clean Air
Agency, U.S. Environmental Protection Agency, Washington State Ferries, Washington
Department of Ecology, and Western States Petroleum Association. Total cost of this
project was $1 million ($500,000 in partner funding and $500,000 in in-kind partner
resources). 
Geographic Boundary 
The geographic boundary of the EI is
the  U.S.  portion  of  the  Puget
Sound/Georgia  Basin  International
Airshed.     This   area   spans
approximately 140 miles south from
the U.S./Canada border, and 160 east
from the entrance of the Strait of Juan
de Fuca. Because of the importance of
maritime trade to the Puget Sound
region, the Steering Committee opted
for this extensive study area so that all
maritime-related emissions, not just
those associated with ports, would be
captured. 
Air Pollutants 
Pollutants in the inventory include U.S.
Environmental Protection Agency criteria pollutants and precursors: carbon monoxide 
(CO), nitrogen oxides (NOx), sulfur dioxides (SOx), volatile organic compounds (VOCs),
and particulate matter (PM). The inventory also included emissions of diesel particulate
matter (DPM), and greenhouse gases: carbon dioxide (CO2), methane (CH4), and nitrous
oxides (N2O).

2

Source Categories 
The EI collected activity-based information for the following source categories: oceangoing
vessels, cargo-handling equipment, rail, trucks, harbor vessels, and fleet vehicles;
emission from ocean-going vessels, rail, and trucks were further broken out based on
activity type. 
Ocean-Going Vessels: 
Hotelling: Vessel is at berth or anchor. 
Maneuvering: Slow speed vessel operations while in port. 
Transiting: Vessel is traveling within the study area. 
Rail: 
Off-Terminal: Maritime-related rail activity occurring away from the marine
terminals but within the study area. 
On-Terminal: Rail activity occurring on or nearby a marine terminal. 
Trucks: 
Off-Terminal: Port-related truck activities (i.e., drayage) occurring near marine
terminals and within the boundary of the study area. 
On-Terminal: Truck activities occurring at or on marine or rail terminals,
including idling at terminal gates, and idling and traveling within terminals. 
Results 
Results were reported in tons of emissions per year per source category and aggregated in
a number of ways. It is important to note that not all emissions were assigned to a
particular port or facility. Only those emissions that occurred within the port or facility
physical boundaries were included. In the case of ocean -going vessels, this area
encompassed the immediate harbor area only and did not assign transiting emissions to
ports or facilities. 
Total emissions by pollutant and by source category for the entire study area. 
Total maritime-related emissions by pollutant and by source category for each
county within the study area. 
Total emissions by pollutant and by source category, compared with total
pollutant emissions, for regulatory agency jurisdictional areas. 
Total emissions by pollutant and by source category for ports and petroleum
refineries within the study area. 



3

Figure 2.60: Port of Seattle 2005 Maritime DPM Emissions by Source Category, tpy


Heavy-duty vehicles
Flee! vehicles
3%
< 1/o
Cargo'handling                                    Ocean-going vessel
equipment                                      hotellin g
32/o                                                           440/.



Rail, onpon, near-
port
12% .
Ocean-gomg vessel

9%


Figure 2.51: Comparison of 2005 Maritime and Non-Maritime DPM Emissions for
the Puget Sound Clean Air Agency Region, tpy


Ocean-going vessel   Ocean-going vessel
maneuvering       transiting
< 1/o
4/
Ocean-going vessel                                    Rail
hotening 2/o
4/o


Cargo handling
equipment
3/o
Heavy-duty vehicles
1/e
Non-maritime
Fleet vehicles
sources 
<1 /o
71/o



4

Proposed 2011 Emissions Inventory Update 
Staff is considering updating the 2005 Puget Sound Maritime Air Emissions Inventory
for the year 2011, as this will be the first year that our short-term (2010) goals under the
Northwest Ports Clean Air Strategy will be fully implemented. This update will be
dependent on staff and financial resources of the Port, as well as our partners. The 2005
inventory was in development for 2  years and cost $1 million ($500,000 in consulting
costs, $500,000 in in-kind staff resources), about half of which came directly from the
Port of Seattle. Staff anticipates that this update will take a minimum of 1  years to
complete, as the update will be conducted for the entire calendar year of 2011, with
approximately 3 months for front-end project management and minimum of 3 months for
data analysis, quality assurance, and report writing and review. 
Northwest Ports Clean Air Strategy Implementation Status 
The Northwest Ports Clean Air Strategy is a cornerstone of the Port of Seattle Seaport Air
Quality Program. The Strategy is a collaborative effort of the Ports of Seattle, Tacoma,
and Vancouver (B.C.) to reduce diesel and greenhouse gas emissions from maritimerelated
activities in the greater Georgia Basin/Puget Sound region. The Strategy, which
was adopted by the Port of Seattle Commission in January 2008, establishes short-term
(by 2010) and long-term (by 2015) goals for ocean-going vessels, cargo handling
equipment, rail, trucks and vehicles, and harbor vessels. Unlike prescriptive approaches,
the Strategy takes into account the many differences in port operations and allows for
customers and tenants to choose those strategies that are most cost-effective for their
particular business models. 
The strategy has three primary emissions reduction objectives: 
1.  Reduce maritime and port-related air quality impacts on human health, the
environment, and the economy 
2.  Reduce contribution to climate change through co-benefits associated with
reducing air quality impacts 
3.  Help the Georgia Basin/Puget Sound Airshed to continue to meet air quality
standards and objectives 
Ocean-Going Vessels 
Port of Seattle has partnered with the Puget Sound Clean Air Agency on an incentive
program for vessels that use 0.5% (or lower) sulfur fuels in auxiliary engines while at
berth. The At-Berth Clean Fuels Vessel Incentive Program (ABC Fuels) provides a
$1,500 per call incentive to vessels that use 0.5% sulfur fuel in auxiliary engines while at
berth. Currently, seven lines representing nearly 35% of vessel calls are participating;
these lines are Hapag-Lloyd, APL, Matson, Maersk, CMA-CGM, COSCO, and
Norwegian Cruise Line. ABC Fuels is expected to reduce emissions of participating lines
per call of particulate matter (PM) by 60% and sulfur dioxide (SO2) by 80%. 

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In addition, Princess Cruises and Holland America Line vessels have been able to plug in
to grid shore power since 2005 and 2006, respectively. The Port was the first to offer
shore power infrastructure that allowed two vessels to plug in simultaneously. For those
cruise lines that are not able to plug in, the Port's tariff requires use of 1.5% or less sulfur
fuel while at berth. 
Cargo-Handling Equipment 
The Port has been working with the marine terminal operators for many years to reduce
emissions from cargo-handling equipment (CHE) through cleaner fuels, equipment
replacements, exhaust retrofits, and operational efficiencies. 

Cleaner Fuels 
All CHE operating at the Port's container terminals was voluntarily switched from offroad
high sulfur diesel fuel to ultra-low sulfur diesel and/or 20% biodiesel blend fuels. 

Retrofits/Replacements 
To assist our terminal operators in meeting this goal, the Port has partnered with the
Puget Sound Clean Air Agency, Washington Dept. of Ecology, and U.S. EPA to
successfully apply for state and federal grant funding to retrofit cargo-handling
equipment with advanced emission controls. Additionally, the marine terminal operators
have specified cleaner, on-road standard engines when replacing CHE. However, due to
the economic downturn, CHE replacements have been put on hold indefinitely. 
Including grants we have been awarded but are in the process of receiving, by the end of
2009 we expect 41% (155 out of 381) of CHE to have made progress toward the 2010
Strategy goal, while 32% (120 out of 381) to have met the goal. Port staff continues to
work with the marine terminal operators, PSCAA, and WA Dept. of Ecology to assess
the CHE fleets to further reduce emissions and strive to meet the 2010 Strategy goal.
Staff is aware that current economic conditions and compatibility of advanced exhaust
retrofits with existing CHE may limit success in achieving the 2010 goal. 
Trucks 
Our Clean Truck Program is the first developed collaboratively with stakeholders,
implemented by industry, and fee free. By December 31, 2010, trucks entering the Port
must be model year 1994 or newer, a requirement that will be enforced at the gates by the
marine terminal operators. 
The Port received approval from the Federal Maritime Commission (FMC) on June 23rd 
to discuss program implementation with the Marine Terminal Operators (MTOs); the first
discussion was held via teleconference on July 28th. S taff has reactivated the Supply
Chain Work Group, which is comprised of shippers, carriers, MTOs, truckers, railroads,

6

and third party logistics companies, to work with Port to implement the Clean Truck
Program into their respective operations. 
Currently, the Port is working with the MTOs and the Supply Chain Work Group to
develop the gate access system to prevent pre-1994 trucks from entering the container
terminals after 1/1/2011, as well as outreach and education for the trucking community. 

2008 Drayage Truck Fleet Age Analysis 
In 2007 and 2008, staff conducted a drayage truck fleet age analysis. The data source
was the radio-frequency identification (RFID) pilot program with SSA at Terminal 18.
The analysis utilized license plate information from 1,416 tucks registered with the
program and cross referenced with the WA Dept. of Licensing system to determine
model year. The 2008 analysis showed that 24% (or 346 trucks) are older than 1994 and
need to be replaced in order to meet the 2010 Strategy goal for trucks. In 2007, this
number was 26% (or 391 trucks). 
Additionally, staff was able to compare the drayage truck fleet age to the overall fleet age
of heavy-duty trucks registered in Washington. 
Average age of a drayage truck calling to the Port of Seattle: 1996 
Average age of a heavy-duty diesel truck registered in Washington: 1996 
Average age of a heavy-duty diesel truck registered in the PSCAA region: 1998 

PSCAA Buy-Back and Scrap Program 
In partnership with Puget Sound Clean Air Agency, the Port of Seattle is creating a buyback
and scrap program for pre-1994 trucks. Starting in November, eligible truck owners
will be able to turn in their old trucks for scrap and receive $5,000 or blue book value,
whichever is greater. PSCAA staff will issue a request for proposal (RFP) for one or
more operators to administer the program. Current timeline is as follows: 
July/August: Develop RFP, obtain stakeholder input 
September: Issue RFP for 3-4 weeks 
October: Select operators, execute contracts 
November: Anticipated program launch date 
Staff feels that the successful development and implementation of the buy-back and scrap
program is critical to the Clean Truck Program because: 
We legally can't fund a retrofit/replacement program. 
This gets the oldest trucks off the road first (the main purpose of our efforts). 
Gives the owners fair compensation for their old truck, with which they can
purchase a newer truck or do whatever they'd like with the money. Without this
compensation, the ability to purchase a newer truck is greatly limited. 
The Port doesn't support one replacement program over another, which is a
concern that has been voiced by all stakeholders. 

7

The buy-back and scrap program is simpler to design and implement because it is
the Port and PSCAA working together with an approved funding source. We
aren't relying on a third party that may not have secured funding. 

Cascade Sierra Solutions 
The Seattle CSS center is scheduled to open in September, which was achieved
using $50,000 in seed money from PSCAA. 
The availability of newer trucks (MY 2001-2004) scheduled for scrap in
California is on hold indefinitely due to their state budget crisis. 
CSS applied for 56 grants nationwide, including a U.S. DOT grant for $2 million
and a U.S. EPA Region 10 grant. Staff has heard that CSS will receive the $2
million U.S. DOT grant for level 2 and 3 exhaust retrofits for MY 1994-2006
trucks operating in the Tacoma area, but that CSS was not selected for the U.S.
EPA Region 10 grant. Additionally, CSS has some funding for exhaust retrofits
from WA Dept. of Ecology. 

Other Retrofit/Replacement Options 
Staff has been investigating other retrofit/replacement program and funding options,
including: 
Funding via ShoreBank Cascadia 
Independent truck dealers (i.e. Valley Freightliner, Husky, International,
PACCAR/Kenworth) advertising MY 1994 and newer trucks for sale that comply
with the Clean Truck Program. 

Office of Social Responsibility Small Business Initiative 
The Office of Social Responsibility continues to work with the drayage truck community
through their Trucker Liaison duties. On June 3rd, OSR held a Trucker Resource Fair at
the South Seattle Community College Georgetown Campus. This Fair brought together
health insurance, community resources, financial resources, and gave a briefing of the
Clean Truck Program. OSR plans to hold a second Fair in November to coincide with
the launch of PSCAA's truck buy-back and scrap program. 
Truck Parking 
The Terminal 25 South drayage truck parking facility opened on July 1st, and so far has
been a success. This free facility allows for truckers to park their rigs overnight and their
personal cars during the day, alleviating parking pressures on neighborhoods and
reducing fuel consumption. To date, this 100 space facility is accommodating 75 trucks
and 15 cars on an average 6 AM weekday. Port staff continues to work with
neighborhood representatives to determine if the Terminal 25 South truck parking facility
is addressing parking issues in neighborhood hot spots. 

8

Rail 
The Port of Seattle reached its 2010 performance measure of supporting partner rail
operators' participation in the U.S. EPA SmartWay initiative, of which BNSF Railway
and Union Pacific have made commitments. Both railroads work to reduce fuel
consumption through switcher engine anti-idling and operational efficiencies. BNSF 
installed the first wide-span, electric rail-mounted gantry cranes in North America at the
North Seattle International Gateway intermodal facility. Additionally, the Port is
supporting PSCAA's application for American Reinvestment and Recovery Act (ARRA) 
funding via U.S. EPA to repower 3 BNSF switcher locomotives operating in Seattle and
Tacoma. 
Louis Dreyfus has also made strides in reducing rail-related emissions at the Terminal 86
grain facility. Louis Dreyfus voluntarily switched from off-road high sulfur diesel fuel to
ultra-low sulfur diesel fuel for their two switcher locomotives, ahead of EPA's 2012
requirement. PSCAA will be working with Louis Dreyfus in 2009 to implement antiidling
technologies on the switcher locomotives to further reduce emissions and fuel
consumption. 
Harbor Vessels 
Due to the fact that the Port has little to no jurisdiction over harbor vessels, the Puget
Sound Clean Air Agency has assumed responsibility for developing and implementing
the Strategy's harbor vessel performance measures. The Port is working with PSCAA to
address emissions of harbor tug operations. Foss Maritime and Crowley both voluntarily
switched their harbor tug operations in Elliott Bay from off-road high sulfur fuel to ultralow
sulfur diesel fuel. The Port is supporting PSCAA's application for ARRA funding
via U.S. EPA to retrofit one Foss harbor tug operating in the Puget Sound. 
Administration 
As part of the goal to continue to look for ways to reduce administrative emissions the
Port of Seattle has accomplished the following: 
Used biodiesel/ULSD blend, including B99 and B20 in all Port-owned diesel
equipment.1 
Converted two Toyota Priuses to plug-in hybrid electric. 
Included 29 hybrid vehicles in its Seaport fleet. 
Reduced electricity consumption by 43% at the Pier 69 headquarters. 
Diverted 32.2 tons of solid waste from landfills. 
Diverted 17.5 tons of organic waste from landfills. 
Is a founding reporter of The Climate Registry. 

1 In 2008, the Port used 25,500 gallons of biodiesel blends
. 
9

Customer Support Package Lease Amendments 
The Customer Support Package, which was approved by the Commission on April 14th, 
set forth the vehicle upon which the mandatory component of the Clean Truck Program
could be implemented. Through this package, the marine terminal operators (MTOs)
have committed to turning away pre-1994 trucks beginning on 1/1/2011 via lease
amendments with the Port. 
Since receiving approval from the Federal Maritime Commission on June 23rd, the Port
and the MTOs have engaged in discussions regarding implementation of the Clean Truck
Program. These meetings will help develop the specific plans for how the truck program
will be implemented, managed and enforced. These plans will be communicated to the
trucking community as they are developed. 
Proposed Changes to the Federal Aviation Act
Administration Authorization of 1994 
Staff is monitoring efforts in Washington, D.C. to amend the Federal Aviation Act
Administration Authorization of 1994 (FAAAA). The proposed amendments would
affect 49 U.S.C.  14501(c), which places limitations on state and local regulation of
trucking. 
"A state [or] political subdivision of a statemay not enact or enforce a law,
regulation, or other provision having the force and effect of law related to a price,
route, or service of any motor carrierwith respect to the transportation of
property." 
The FAAAA includes exceptions for the following: 
Motor vehicle safety; 
Size, weight, or hazardous cargo of motor vehicles; 
Insurance requirements for motor vehicles; 
Cargo liability, bills of lading, and cargo credit. 
The proposed amendments would add the following exceptions to the FAAAA: 
"Does not apply to the authority of a State or a political subdivision of a State or
other municipal authority of a State to condition entry to Port Facilities for the
purpose of addressing (1) environmental, safety, security or congestion concerns
at the Port Facilities or nearby areas, or (2) efficient utilization of the Port
Facilities." 



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Port of Oakland National Goods Movement Policy 
Resolution 
On July 30th, the Oakland Board of Port Commissioners approved a resolution supporting
a national goods movement policy. The resolution primarily focuses on promoting a
national freight policy for funding and investment in port infrastructure tied to goods
movement, such as intermodal freight connectors, federal navigation channels, and
marine highways. However, the resolution also supports the proposed FAAAA
amendments. 

Community Coalition for Environmental Justice/Change to
Win 
The Community Coalition for Environmental Justice (CCEJ) has teamed up with Change
to Win/Coalition for Clean and Safe Ports to conduct door to door voter registration in
anticipation of the November elections. As a part of their outreach campaign, these
organizations have included information on an upcoming study they will be releasing
prior to the elections on the state of port trucking in Seattle. The exact timing of the
study is not known. Staff anticipates the study will mirror those produced via
partnerships between Change to Win/Coalition for Clean and Safe Ports and local
environmental/community groups in other west coast port areas such as Oakland,
Vancouver B.C., and Los Angeles/Long Beach. The Vancouver and Los Angeles/Long
Beach reports can be found at: http://www.cleanandsafeports.org/index.php?id=60. The
Oakland report can be found at: http://www.oakland.cleanandsafeports.org/. 








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Other Port Clean Truck Program Updates 
Ports of Los Angeles and Long Beach 
Truck Ban 
Currently, all trucks older than 1988 are banned from accessing the ports. The next ban
date is set for 1/1/2010, when all pre-1993 trucks and unretrofitted 1994-2003 trucks will
not be allowed access to the ports. On 1/1/2012, all trucks older than 2007 will be
banned. 
Truck Replacements 
The Port of Los Angeles reports that for the period of June 1-30, 2009 58.64%of the
177,920 cargo moves at its terminals were made by clean trucks that meet or exceed the
U.S. EPA 2007 emissions standards. Since the October 1, 2008 launch of the Clean Truck
Program (CTP), more than 5,000 model year 2007 or newer trucks have come into
drayage service at the Port. Many of these newer trucks have been acquired through 
private industry purchase and have not utilized port or state funding sources. 
Legal Issues 
On April 29, the U.S. District Court ruled against the program elements related to
concessions in the L.A. program (fees, LMC financial requirements, off-street parking,
employee mandate). The lawsuit filed by the American Trucking Association (ATA)
continues to be fought in court, with a full trial date set for December 15, 2009. The
FMC dropped their legal challenge in June; however, this action has no impact on the
ATA lawsuit. 
Security 
The Clean Truck Program does not provide enhanced terminal security. Rather, it
provides commonality between the program's drayage truck registry with the federal
TWIC system. This commonality is utilized to assist drivers in applying for TWIC. 
Port of Oakland 
The Port of Oakland Board approved the Clean Truck Management Plan (CTMP) on
June 16, 2009. The CTMP closely mirrors the CARB Drayage Truck Rule timeline for
truck bans; the first truck ban will go into effect on 1/1/2010, when pre-1994 trucks will
no longer be allowed access to the port. CTMP creates a separate drayage truck registry
called the Secure Truck Enrollment Program (STEP).
The local air agency, the Bay Area Air Quality Management District (AQMD), received 
$2 million in ARRA funding via U.S. EPA to retrofit 81 trucks with diesel particulate
filters and replace 22 old trucks with cleaner, newer ones that operate at and around the
Port of Oakland. 

12


Port Authority of New York/New Jersey 
The Port is in the process of developing an air quality management plan similar to the
Northwest Ports Clean Air Strategy. This plan will include a program to reduce 
emissions from drayage truck operations. On July 23rd, the Port Authority of NY/NY
approved a $28 million program to assist in the replacement of pre-1994 drayage trucks.
This $28 million includes $7 million in ARRA funding via U.S. EPA. The balance of the
funds will support low-interest loans that truckers will repay over five years. The port
expects to recoup $26 million through loan repayments. 
Port of Tacoma 
The Port of Tacoma Commission approved the Drayage Truck Emissions Improvement
Program on March 11, 2009. This program is designed to meet the Northwest Ports
Clean Air Strategy goals for trucks through the use of market-based best management
practices. According to their 2008 drayage truck fleet age analysis, 14% (or 433) trucks
that call to the Port of Tacoma are older than model year 1994. The Port will not provide
funding to assist the drayage truckers to meet the 2010 Strategy goals. 
The main objectives of this program are to: 
Generate and promote a Best Management Practice list of pre-qualified drayage
trucking companies and owners that meet the Northwest Ports Clean Air Strategy 
goals and achieve EPA SmartWay certification. 
Create and maintain a database of trucks serving the Port, including truck age and
owner information. 
Partner with trade and nongovernmental organizations to identify funding
opportunities and options to modernize and retrofit drayage fleets. 
Communicate with the local trucking community through: 
o  Real-time, "push" telecommunications 
o  Quarterly meetings to share best practices 
o  A dedicated website allowing truckers to receive such information as turn
times at terminals and vessel arrivals 
Form a council made up of representatives from the maritime industry, air
agencies, beneficial cargo owners, trucking companies, community and
nongovernmental organizations. 
Promote truck transportation efficiencies such as terminal gate technology and
congestion management methodologies. 
Use GPS tracking technology to investigate Port traffic flow management. 
Investigate the feasibility for a common chassis pool to increase truck movement
efficiencies. 
Explore other options for congestion relief, such as friendly and secure drayage
truck pre-gate parking facility. 


13

Port Metro Vancouver 
Port Metro Vancouver implemented their Container Truck Licensing System (TLS) in
response to congestion and labor issues, and is authorized via the federal Canada Marine
Act. This mandatory system requires that all drayage trucks that call to the port to be
registered in the TLS as one of the following: 
Full Service Operator: Licensed Motor Carriers (LMCs) that has a direct
relationship with cargo interests. Granted access to Container Terminal
Reservation System. 
Independent Operator: Gains the majority of cargo via subcontracts with other 
drayage firms. No access to Container Terminal Reservation System. 
Port Metro Vancouver is utilizing the TLS to implement the Northwest Ports Clean Air
Strategy truck goals. Currently, all trucks must be 1994 or newer to access the terminals.
By 2013, all trucks will need to be 2007 or newer. The Port does not provide funding
assistance to drayage truckers to meet these requirements. 












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