" 6"
Exhibit
Port Commission  QgLLiGI
August 24, 2009                                                  Meeting of

Bill Bryant '-
President
Port of Seattle Board of Harbor Commissioners
2711 Alaskan Way
Seattle, WA 98126

Dear Commission President Bryant:

On behalf of the undersigned national trade associations representing importers,
exporters, and the logistics industries and service providers that support them, we are
writing you in support of the Clean Truck Plan included in the Northwest Ports Clean Air
Strategy. We believe this program will improve harbor truck related emissions while
sustaining and promoting the competitive position of marine terminals in the region.
Other ports around the country are supporting ancillary policies attached to similar clean
truck programs that are designed to dramatically restructure the harbor drayage market
without any real benet to clean air. We support the Port of Seattle
program in its current
form and urge the Commission not to endorse policies designed to restructure the drayage
market under the guise of clean air initiatives.

By way of background, the members of the undersigned trade associations move a
significant amount of international cargo through Pacic Northwest ports as well as blue
water ports around the country. This cargo supports the many port, transportation,
logistics, and warehousing jobs in the region. Much of this cargo transits marine
terminals by way of harbor trucks. We have a direct interest to ensure that this truck-
borne freight moves efciently, safely, and in an environmentally responsible
manner.

To that end, we support the elements of the Clean Truck Plan that
are designed to
reduce harbor truck emissions. These elements, including a rolling ban on the age of the
truck, will have an enormous benefit to overall reduction of truck emissions. A similar
program that has been in place in marine terminals in Southern California has already
converted over 30% of the trucking eet to 2007 US EPA emissions compliant
equipment since the program was implemented. That number is expected to reach 50%
by the end of the year and will greatly contribute to air quality improvements. We would
like to emphasize again widespread support for this rolling ban based truck replacement
concept on the part of cargo owners moving freight through Pacific Northwest gateways.
We believe the Port of Seattle has taken the right approach by focusing
on the truck itself
and not on who drives the truck.

We are particularly concerned with efforts to amend existing federal law to give
port authorities and other localities an exemption from federal preemption over rates,
routes and service codied in the Federal Aviation Administration Authorization Act
(F4A). Already, the ports of Los Angeles, Oakland and the Port Authority of New York-
New Jersey (PANYNJ) support this change in federal law to grant them the ability to
regulate port trucking.  In our opinion, this attempt by other ports to rewrite longstanding

federal trucking laws is designed not to address emissions reductions,
safety or security
as they claim, but to fundamentally restructure the harbor
drayage industry to drive out of
business the many hard working independent truckers moving international
freight.
Current federal laws already allow port authorities to
move forward with clean
truck programs such as those included in the Northwest Ports Clean Air
Strategy. As
already noted, the ports of Los Angeles and Long Beach already maintain the legal
authority under federal law to ban and replace aging dirty trucks.  Other federal laws
regarding port security and motor carrier safety are in place to address these issues.

The effort to amend the F4A will do nothing to achieve clean air
goals while
fundamentally and unfairly restructuring the drayage market and increasing costs and
supply chain disruptions for the Port of Seattle's many customers. We
urge you to
oppose efforts to amend the F4A.

We stand ready to work with
you to implement a Clean Truck Program that truly
supports clean air goals and urge the Port not to endorse a change in federal law that will
ultimately harm the many truckers that serve Pacic Northwest marine terminals, the
customers of those terminals and the competitive position that
your port enjoys today.

Sincerely,

Agriculture Transportation Coalition
American Apparel and Footwear Association
American Import Shippers Association
American Trucking Association
Coalition of New England Companies for Trade
Consumer Electronics Association
Fashion Accessories Shippers Association
Footwear Distributors and Retailers of America
Harbor Truckers Sustainable Future LA/LB
International Warehouse Logistics Association
NASSTRAC, Inc.
National Association of Waterfront Employers
National Home Furnishings Association
National Industrial Transportation League
National Pork Producers Council
National Retail Federation
The Health & Personal Care Logistics Conference, Inc.
The Waterfront Coalition
Pacic Coast Council of Customs Brokers & Freight Forwarders Assns Inc.
Pacific Northwest Asia Shippers Association
Retail Industry Leaders Association
Travel Goods Association
US. Association of Importers of Textiles and Apparel
United States Council for International Business

Washington State Potato Commission
West State Alliance
Western Home Furnishings Association
World Shipping Council


PACIFIC COAST COUNCIL
OF CUSTOMS BROKERS & FREIGHT FORWARDERS
ASSN., INC.

9 Customs Brokers & International Freight Forwarders Assn. of Washington State
6 Columbia River Customs Brokers and Fomrarders Assn.
0 Custom Brokers & Fonlvarders Assn. of Northern California
0 Los Angeles Customs & Freight Brokers Assn
6 San Diego District Customs Brokers Assn.


August 21, 2009

Dear Port of Seattle Commissioners,

We are an association of small businesses on the Pacific Coast,
serving all major port areas;
our livelihoods and those of our employees are dependant on the ow of
commerce through the
Pacific Coast ports, including the Port of Seattle. It is in our interest that all the Ports remain
viable and competitive. Therefore, we applaud your efforts to implement
a Clean Truck program
without new fees. In the same vein, we are hopeful that
you will reject proposals to restrict who
can own and drive those clean trucks. Despite all the other stated objectives, such
proposals
would dramatically increase the cost of shipping through the Port of Seattle. We cannot
standby
and watch, because the maritime business you impact is
our business too.

The 5 member associations of the Pacific Coast Council of Customs Brokers and
Freight
Forwarders, including the Customs Brokers & International Freight Fonivarders Association of
Washington State facilitate most imports and exports through the west coast. We know that
these importers and exporters are continuously seeking the most efficient, cost effective
port
through which to route their cargo. We also know very well that they have the choice of
many
ports here on the West Coast, as well as elsewhere. We are working to keep the business
here, and are alarmed at any proposals which would do precisely the opposite.

Our own companies are based here on the West Coast and in Puget Sound,
as are our families
and employees. If the Pacific Coast ports remain competitive, our businesses
can prosper. As
you consider port and freight policies, we invite you to call upon our expertise because we have
a mutual interest in the success of the Port of Seattle.

Thus far, since the Port's Clean Truck program has focused exclusively
on reducing emissions
of trucks serving the Ports, it has our whole-hearted support. The so-called FAAAA amendment
goes far beyond 'clean trucks.' it is being advocated by those who seek to prohibit individuals
from owning the trucks they drive onto the port terminals. Such limitations
on truck
drivers/owners will significantly increase cost of drayage to and from
any port that adopts such a
program, without making the air any cleaner. We ask the Port of Seattle to reject any such
proposal.



Pacific Coast Council ofCustoms Brokers & Freight Forwarders

Page 2
Pacic Coast Council of Customs Brokers & Freight Forwarders
August 21, 2009

We are also concerned about the impact on small business. The proposal before
you would
allow ports to limit the number of trucking firms that we, the customs broker
or freight fon/varder
will be able to deal with. If such a plan were to be adopted, it will particularly injure smaller
shippers that do not have enough volume to command reasonable pricing.  It has been our
experience that many of the large trucking companies now focus their efforts and best pricing
on
their larger customers. When there are two containers with the
same urgency, we see that the
larger customer gets his container rst. Small and medium importers and exporters rely
on the
smaller trucking rms to hustle for them and to help move their
cargo timely.  Many of our
customers are small companies that would find themselves lost
among all the customers of
those few large trucking companies. Small business will be stuck for delays and demurrage
when their containers are bypassed because a large customer demanded that their
freight
moves first. These additional costs will force small shippers in particular to find other
ports were
truck drayage remains competitive, in service and price.

Again, we applaud the Port of Seattle's approach to environmental responsibility and
commercial viability. We are thus hopeful that you will reject any efforts to change current law
designed to restrict truck ownership and drivers; this is not the time to render a west coast port
non-competitive.

Sincerely,

Anne-Marie Bush
President, Customs Brokers & lnt'l Freight Fon/varders Assn. of Washington State

Jayson Gispan
President, Customs Brokers & Forwarders Assn. of Northern California

Terri Bartle
President, Columbia River Customs Brokers and Fon/varders Assn.

Dan Meylor
President, Los Angeles Customs Brokers & Freight Fon/varders Assn.

Gerardo Chavez
President, San Diego District Customs Brokers Assn.

Jack Hubbard
President, Pacific Coast Council of Customs Brokers & Freight Forwarders Assn. Inc.






Pacific Coast Council ofCustoms Brokers & Freight Forwarders

AgTC Agriculture Transportation Coalition
1120 G Street, NW. Suite 1020 Washington, DC. 20005
Tel: 202-783-3333  Fax: 202-783-4422  www.AgTrans.org Info@AgTrans.org

AgTC Board of Advisors
Terri Battle
Aug ust 18. 2009
TLR  Total Logistics
Resource, Inc.
Emit: Beauregard            Port of Seattle Commission
Recfco Logistics            PO Box 68727
Perry Boumc               Seattle. WA 98168
Tyson Fresh Meat
Sheila Bmcken
Ailenbcrg Cotton           Dear Port of Seattle Commission.
Liz Chandler
ECOM USA lnc.
The Agriculture Transportation Coalition has been named
Robert Co lcman                                                                      by the Journal of Commerce as the
Allpons Fonivarding Inc.     "voice of agriculture exporters in U.S. transportation
policy." As such, we continuously strive for
Mike Hampel               a transportation environment which keeps U.S.
agriculture competitive in the global marketplace.
Smithcld Foods Inc
With this objective In mind, the AgTC has been impressed
Matt Han-is                                                                          by the Port of Seattle's approach to
Washington State Potato     maintaining and improving the environment, your "Clean Truck"
program in particular. We
Commission               understand that you will be considering the Port's clean air
strategy next Tuesday.
Anna Fioravanti Kendig
E.i. Dupont dc Ncmours
Your port recognizes the fragile and highly competitive
Richard Kinney                                                                   nature of global commerce and
Florida Citrus Packers       agriculture, and we applaud your outreach to the ag exporters. Agriculture
exports, so important
John Ki'cick                to the country and Washington State, simply cannot sustain
additional costs which the foreign
Pandol Brothers Inc
purchasers will not accept and which U.S. growers, packers, producers
Don Lake                                                                                       cannot absorb. Thus. we
Dunavant Cotton           appreciate that the Port has implemented its Clean Truck program without fees.
Emily Lauzon
Davisco Foods             in the same vein, we hope that the Port will
Donna Lcmm                                                        recognize that manipulation of trucking regulations in
order to mandate the type of individual allowed to drive
Mallory Group                                                                  a drayage truck on and off Port premises,
Lori McGinty               as has been attempted by the Port of Los Angeles, has
nothing to do with protecting the
DLF International Seeds      environment. However, such manipulation would lead to
a dramatic increase in the cost of
Duncan McGrath
drayage trucking. It is estimated that the cost of drayage, in terms of higher
Cargili lnc.                                                                                        charges and reduced
Chris Mullally               scheduling exibility, would triple. if, for example, a dray into a terminal currently costs $150, the
Southwest Hide Co.         type of trucking regulation manipulation envisioned by the Port of Los Angeles
would increase
Sabine Przysucha            that cost to, in aggregate. about $450. For all practical
Caldak lntemational                                                              purposes, this would be a new $300 per
container fee.
Patti Rccdcr
G3 Enterprises/ E & J Gallo
Winery                  Our West Coast ports are looking to
a future in which the expanded Panama Canal will facilitate
Tammy Rossi
more direct service to Gulf and East Coast ports
Blue Diamond Growers                                                      (many of which are in right-to-work states);
John Slinkard               Prince Rupert offers an alternative for Midwest shippers.
Thus, adopting or endorsing any
Sun-Maid Growers of       measure (such as the so-called FAAAA amendment) that would
dramatically increase the cost
California                of shipping through West Coast ports would constitute
Tom Subcr                                                                      the proverbial "shooting oneself in the
foot."
U.S. Dairy Export Council
Hayden Swofford
Pacic Northwest Asia       Again. the AgTC has found the Port of Seattle's approach to environmental
Shippers Association                                                                                  initiatives to be
responsible and sensitive to the needs of U.S. agriculture, both exporters and
Joltn Szczepanski                                                                                        importers. We
National Hay Association     encourage you to maintain this approach and avoid adopting or endorsing
any efforts to
Howard Tauge              manipulate the identity of the truck drivers.
.l.R. Simplot Co.
Sincerely,
5%
Peter Friedmann
Executive Director
Agriculture Transportation Coalition

AgriCulture Transportation Coalition:  U.S. Food, Farm & Fiber Shippers


August 24, 2009

Hon. Bill Bryant
President
Port of Seattle Commission
271 1 Alaskan Way
Seattle, WA 98126

Dear Commission President Bryant:

I am writing on behalf of the members of Pacic Merchant Shipping Association (PMSA)
-- a regional
trade association representing ocean carriers and marine terminal operators  to
express my strong
support for the NW Ports Clean Air Strategy. It is a strategy formed within the existing regulatory
framework, based on sound data, strong partnerships, and one that is achieving results in a measurable
way. Our membership will continue to work with the Port of Seattle to achieve the emissions
reductions we all want.

PMSA members represent the broad spectrum of companies that conduct business at the Port of
Seattle ranging from container ship operators, cruise ships, tug and barge companies, fuel providers
and marine terminal operators. We have been early supporters, both nancially, and through staff
involvement, in the formation of the Maritime Air Forum and the subsequent Marine Air Emissions
Inventory. The Inventory is the baseline from which we can measure progress and is based on data
gathered from ocean going vessels, harbor vessels, marine terminals, trucks and trains. It was also the
rst inventory of its kind to include greenhouse gas emissions.

We support the recent moves by the Port to implement the ABC Program  AtBerth Clean Fuels. So
far 37 ships from six container lines and one cruise line are participating in this voluntary
program.
Those ships have made 91 calls at the Port of Seattle since January and represent about 35
percent of
the vessels that make frequent calls at the Port. Sulfur dioxide emissions from those vessels have
declined by more than 20 tons. This success adds to the clean air improvements at
your marine
terminals through cleaner fuel use, retrots and upgrades to cargo handling equipment. There is still
much to do, but your collaborative partnership with industry, non-govemmental organizations and
government regulators has allowed us all to move forward -- even in these tough economic times.

We also worked together to push approval by Congress ofIMO Annex VI which has resulted in
new
international standards that will benet us all. As part of this effOIt, an Emissions Control Area (ECA)
has been introduced for North America and there is every indication that it will be adopted. This ECA
will provide additional clean air standards. These initiatives are important because they will provide

Pacic Merchant Shipping Association
250 Montgomery St.. Suite 700. San Francisco, CA 94104             (415) 352-0710  fax (415) 352-0717

the broadest clean air benets while providing
a level playing eld while avoiding an unworkable
patchwork ofregulations that would create confusion and threaten trade.

We greatly appreciate your efforts
on these initiatives and will continue to work with
you on program
implementation. It is vital that you avoid the mistakes
we are seeing in California where political
science has trumped real science. Up to
now, you have successrlly balanced your role in achieving
measurable emissions reductions while maintaining
a competitive port and providing good service to
your customers. We applaud your efforts.

Ifyou have any questions regarding these comments please feel free
to contact me at (415) 3520710
or our Seattle ofce.

Sincerely,


John McLaurin
President

National Retail Federation
The Voice of Retail Worldwide

August 21, 2009
Mr. Bill Bryant
President
Port of Seattle Board of Harbor Commissioners
2711 Alaskan Way
Seattle, WA 98126

RE: Port of Seattle Commission Meeting  Support for Clean Truck Plan

Dear Commission President Bryant:

On behalf of the National Retail Federation, I would like to express our strong
support for the Clean Truck Plan which is included in the Northwest Ports Clean Air
Strategy.  We understand that the Harbor Commission will receive an update on the
strategy during the August 25'h Commission Meeting. The Port of Seattle has taken the
right approach working with its stakeholders to develop a plan that will improve harbor
truck related emissions without imposing significant supply chain costs on the
Port's
customers.   We strongly  support the  program  in  its current form  and  urge the
Commission not to change direction or endorse
policies-designed to restructure the
harbor drayage market in the
name of clean air.
By way of background, NRF is the world's largest retail trade association, with
membership that comprises all retail formats and channels of distribution including
department,  specialty,  discount,  catalog,  Internet,  independent  stores,  chain
restaurants,  drug stores and  grocery  stores  as well  as the  industry's key trading
partners of retail goods and services. NRF represents
an industry with more than 1.6
million US. retail companies, more than 24 million employees - about one in five
American workers - and 2008 sales of $4.6 trillion.  As the industry umbrella group, NRF
also represents more than 100 state, national and international
retail associations.

The Clean Truck Plan included in the Northwest Ports Clean Air Strategy takes
the right approach by not including fees and focusing on removing the
older trucks
which service the port through the rolling ban based
on the age of the truck.  The Clean
Truck Plan should continue to focus on replacing the trucks themselves and not the
individual who drives the truck. A similar
program that has been implemented in marine
terminals in Southern California has already replaced
over 30% of the trucking fleet in
favor of equipment that meets
or exceeds 2007 US. EPA emissions requirements.
industry experts expect 50% of the fleet to be converted by the end of the year.  The
success of this program will greatly contribute to air quality improvements.

Liberty Place
325 7th Street NW, Suite 1100
Washington, DC 20004
800.NFiF.HOW2 (800.673.4692)
202.783.7971 fax 202.737.2849
www. nrf.com

We strongly oppose current efforts by other
ports to amend existing federal law
to give port authorities and other localities
an exemption from longstanding federal truck
rules codified in the Federal Aviation Administration Authorization
Act (F4A).  Current
federal laws already allow port authorities to
move fonNard with clean truck
programs
such as those included in the Northwest Ports Clean Air Strategy.
As noted, we have
already seen success with the Clean Truck Plan implemented by the
Ports of Los
Angeles and Long Beach without any changes to federal law or controversial
driver
related provisions.

We urge the Port not to make
any changes to its Clean Truck Plan or to support
the efforts to amend the F4A. We stand ready
to work with you to implement the Clean
Truck  Program.  if  you  have  any  questions,  please  contact  Jonathan  Gold
(goldj@nrf.com), NRF's Vice President, Supply Chain and Customs Policy.
4147M
Tracy Muilin
President and CEO

WI'A
WASHINGTON TRUCKING ASSOCIATIONS
lxg PRESIDENT
OFFICERS:
PRESIDENT
Albert Ulrich

FIRST vrcs PRESIDENT
Stan Vander Pol
August 19, 2009
SECOND VICE PRESIDENT
Donna Hyatt
Port of Seattle Commissron. .                                                                       mum VICE PRBIDENT
PO Box 1209                                                                            ma Caponlgro
Seattle, WA. 981 1 1                                                                                        TREASURER
""9 ""3

Dear Port of Seattle Commission,

The lntermodal Conference of the Washington Trucking Associations,
comprise the majority of stake holders in
land transportation of container cargo moving through the Port of Seattle.  Our families and those of our business
partners live here and in nearby communities.  As such, we are vitally interested in responsible stewardship of our
environment, in particular the air we all breathe.

We applaud the Port of Seattle for their pro-active approach to reducing air
pollution in our area as it has been set
forth in the Puget Sound Clean Air Act which
was ratified in April 2009. We too thank the Port of Seattle for the
collaborative effort in which the plan was developed.  This plan accomplishes signicant reductions in air pollution
without the negative economic impact and potential losses of revenue which other Ports have tempted by their
levying of per-container fees.  While other Ports, in particular LA and Long Beach, have even further jeopardized
the economic stability of trade by attempting to impose requirements on the type of business model drayage
trucking rms are allowed to operate; the Port of Seattle has seen through the smoke and mirrors, clearly
understanding that whether a driver is an employee of a company or the company owner itself, is irrelevant to
reducing air pollution. They have resisted the temptation to enter into matters that
are clearly out of the realm of a
Port Commission.

The ports of LA, Oakland, and NY~NJ have announced their support for the concept of allowing port authorities
limited regulatory authority over harbor drayage firms in their jurisdictions, such as requiring that only drivers that
are employees of a harbor trucking rm would be allowed entrance to
a port terminal.  The Port of LA had such a
mandate in its "clean truck" program, but it was stricken by the courts as a violation of the Federal Aviation
Administration Authorization Act (FAAAA), which upholds federal government preemption
authority over state and
local entities in matters involving interstate commerce.  The Teamsters Union is also supporting an amendment to
the FAAAA which would allow Ports to require only employee drivers. If enacted, this would abolish the rights of
individuals to own their own trucking businesses and triple the cost of drayage
per container to shippers.  Ports that
would open up the possibility of such an
unnecessary escalation of costs would be committing economic suicide.

We encourage the Port of Seattle Commission to continue in its common sense, result-oriented, collaborative
approach to increasing the quality of the air we all breathe in the Pacic Northwest, while remaining an attractive
venue for international trade.

Sincerely,
70,44" CWW/d)
Kent Christopher
President, lntermodal Conference
Washington Trucking Associations


[253) 838-1650 .  I-BOO-732-9OI9  I  Fax (253] 838-I 793 I 930 S. 336th Street, Suite
B  I  Federal Way, WA c)8003


August 20, 2009

Bill Bryant
President
Port of Seattle Board of Harbor Commissioners
PO Box 68727
Seattle, WA 98168

Dear Commission President Bryant:

On behalf of the Waterfront Coalition, I would like to express our support for the
Clean Truck Plan included in the Northwest Ports Clean Air Strategy. It is our view that
this program will improve harbor truck related emissions without imposing additional
supply chain costs on the Port's many customers.  Other ports around the country
are
supporting certain policies attached to similar clean truck programs that
are designed to
dramatically restructure the harbor drayage market without any benet to clean air. We
support the Port of Seattle's program in its current form and urge the Commission not to
endorse policies designed to restructure the drayage market in the
name of clean air.

By way of background, the Waterfront Coalition represents manufacturers,
product suppliers, retailers and agricultural producers as well as transportation providers
moving international commerce through marine terminals and along the nation's surface
transportation system. Our members move a signicant amount of
cargo through the Port
of Seattle and our members' supply chains rely
on the region's harbor drayage industry.
We have a direct interest in insuring that the
port trucking industry operates safely,
efciently and in an environmentally responsible manner.

We support the Clean Truck Plan included in the Northwest Ports Clean Air
Strategy designed to reduce harbor truck emissions. The rolling ban
on the age of the
truck will signicantly contribute to harbor truck emissions reductions. A similar
program that has been implemented in marine terminals in Southern California has
already replaced over 30% of the trucking fleet in favor of equipment that meets
or
exceeds 2007 US. EPA emissions requirements. Industry experts expect 50% of the eet
to be converted by the end of the year. The
success of this program will greatly
contribute to air quality improvements.

We oppose efforts to amend existing federal law to give port authorities and other
localities an exemption from longstanding federal truck rules codified in the Federal
Aviation Administration Act (F4A). Already, the ports of Los Angeles, Oakland and the
Port Authority of New York-New Jersey (PANYNJ) support this rule
change so as to

1707 L Street NW 1 Suite 570 [Washington, DC 20036 I (202) 861-0825
| www.portmod.org

unnecessarily regulate certain aspects of port trucking.  This attempt to rewrite
longstanding federal trucking laws is ultimately designed
to fundamentally restructure the
drayage industry so as to drive out ofbusiness the
many hard working independent
truckers moving international freight in favor of
employee drivers.

Current federal laws already allow port authorities
to move forward with clean
truck programs such
as those included in the Northwest Ports Clean Air
Strategy.
Already the ports of Los Angeles and Long Beach already maintain the
legal authority
under federal law to ban and replace aging
dirty nucks.  Other federal laws regarding
port
security and motor carrier safety are in place to address these issues.

The effort to amend existing federal trucking laws will do
nothing to achieve
clean air goals while mdamentally and unfairly
restructuring the drayage market and
increasing costs and supply chain headaches for the Port of Seattle's
many customers.
Support for the amendment could send the
wrong message to many cargo owners looking
for alternative North American
gateways.

We stand ready to work with
you to implement a Clean Truck Program that truly
supports clean air goals and urge not to endorse a change in federal law that will
ultimately harm the many truckers that serve Pacic Northwest marine
terminals and the
competitive position that your port enjoy today.



Sincerely,

Robin Lanier
Executive Director
.

'
1131 SW Kllckltat Way '
Seattle Washington
93134
.
SSAMa flne
90014223505 tel
A Carrlx muprlse
206162343179!"
we: I!


August 25, 2009


Port of Seattle Commission
2711 Alaska Way
Seattle, Wa. 98121

Dear Commissioners,

You and your staff have been unique amongst Ports in dealing with Air
Quality issues on a number of
fronts.

First, rather than prescribe solutions to a problem that was not fully understood,
you led the industry by
developing a fully researched and extensive Air Quality Analysis. This analysis was conducted with full
transparency and through collaboration with a broad array of stakeholders. Recognizing that air
emissions from all sources affect the entire air shed, and using science and sampling
to understand and
develop the best solution makes the Port of Seattle and its partners stand out
as leaders in the industry.

Second, you used this scientic basis coupled with an understanding of the basic operating practices of
the maritime industry and the proven success of using practical solutions to achieve results
to drive your
strategy. These principles formed the basis of your Northwest Ports Clean Air Strategy. Many elements
of this strategy have been successfully implemented and
you are on track to achieve the goals that you
have set.  Clearly, practical solutions that can be integrated into existing industry practices
are
producing the positive environmental results that you had hoped for.

Third, throughout the entire process, you have used a collaborative solution based approach, and have
focused on providing solutions that can be implemented without significant disruption
to the affected
businesses. This has consistently been done with keeping
an eye on the competitive effects these
solutions would have on the increasingly competitive business environment in which
we live.

Finally, you have set measurable goals that allow you to track progress and
measure improvement. On
all these fronts, you have demonstrated
a model approach, using practical, pragmatic, science based
solutions to a problem that affects us all.

One element of this program that we have recently been direct participants in is the Drayage Truck
Program. It has been designed and executed based on the principles outlined above. Port Staff
through
outreach to all sectors of the industry and environment have created
a set of policies and specific lease
requirements that together balance industry needs with meeting the goals of the Port's adopted
Northwest Ports Clean Air Strategy. This was achieved by getting all sectors of the
industry to voluntarily
agree to abide by standards that meet the goals outlined in your long term Clean Air Strategy. What is
even more remarkable is that this was done without implementing fees that would
negatively affect the
competitiveness of the Port of Seattle. In fact, the accomplishment of designing and implementing
a
program that is supported by industry, meets your goals, and cleans up the environment will serve
as
yet another reason for customers to build condence in Port of Seattle as a long term
cargo gateway.

We will be signing the nal lease documents shortly, after
a thorough and comprehensive review by all
parties. SSA Marine's commitment to adopt these amendments is matched by
our competitor's
commitment to do the same. Your staff deserves credit for not only pulling together
a program that will
yield signicant environmental benefits, but for bringing together competing parties to develop
a
solution that all affected parties can support.

We urge you to continue with this same strategy as we tackle other
major environmental initiatives.
Practical, science based solutions that can be phased in and supported by the affected industries will
achieve the overall desired results faster and better and with less disruption to the Port
operations. This
approach will help continue to build the reputation that the Port of Seattle is an efficient and
predictable Port in which to conduct business.

Sincerely,

"
Mark Knudse
VP, Business Development
SSA Marine

m
"K" LINE AMERICA, INC.
17011 Beach Boulevard, Suite 1100
Huntington Beach, CA 92647-7402
TEL: (714) 861-5000  FAX: (714) 861-5001

August 22, 2009

President Bill Bryant
Port Commission
Port of Seattle
2711 Alaskan Way
Seattle, WA 98121

President Bryant and Commissioners:

We are aware that the Port Commission will be reviewing the Northwest Ports Clean Air Strategy
(NWPCAS) at your forthcoming meeting on August 25, 2009 and is interested in feedback as to how
your program is impacting your customers and the impact it has on our perception of the Port of
Seattle.

During a recent meeting of the Clean Cargo Working Group, the Port of Seattle gave a presentation
on the development and components of your environmental programs. At that forum, I was pleased
to be able to openly compliment the Port of Seattle on the collaborative process used in developing
your environmental programs. The Port of Seattle (and your neighbor and environmental partner the
Port of Tacoma) has done a good job of reducing the environmental impact of containerized
cargo
movements while minimizing the economic impact that your policies and regulations impose on
your
steamship line customers and the shippers who move cargo through the Pacific Northwest.

The connection between ill considered and costly environmental initiatives and a negative impression
by the ocean carrier of the promoter of those policies should be a concern for all port authorities.
Against general trends, the Port of Seattle has seen a growth in "K" Line cargo volumes (for the
period through the end of July 2009, "K" Line moved 9,546 loaded TEUs which is a 68% improvement
over the same period in 2008) and we would urge the Port of Seattle to maintain the well considered
and customer friendly components of your existing environmental programs.

Sincerely
/MVWV
Peter D. Bennett
Vice President
Pacific Coast Operations

CC:   Tay Yoshitani           Port of Seattle
Tim Farrell                 Port of Tacoma
N. Ishida                   "K" Line America  Richmond
T. Kessery               "K" Line America  Chicago
C.P. von Kannewurff      "K" Line America  Richmond
S. Gannon              "K" Line America  Chicago
S. Fullerton                 "K" Line America  Seattle

Pacific Terminals, Ltd
3480 West Marginal Way SW - Seattle. Washington 98106 - Ph: (206) 923-2155 - Fax: (206) 923-
Pacic Tenninais. m    "65



August 21, 2009


Pacic Terminals operates Terminal 7-A, handling substantial
export tonnage shipped out of
Port of Seattle Terminals. Our commitment to
a green alternative by offering barge services, the
greenest form of transportation, is unmatched.

Pacic Terminals existence depends
on the Port of Seattle's competitiveness compared to other
Ports, especially Tacoma and Vancouver BC.

We support Seattle's Clean-Truck Plan, it is a model for other Ports.  It does not have a hidden
labor agenda.

We ask only that the Port of Seattle work in concert with other Ports
so that this does not
become an economic liability for Seattle.


Sincerely,

Patrick Cohn
General Manager


Styrk, Linda
From:                   Kent Christopher [kchristopher@westernports.com]
Sent:                     Thursday, August 20, 2009 10:10 AM
To:                       Bryant, Commissioner Bill
Subject:                  POS Clean Air program
Attachments:            image002.jpg

Commissioner Bryant,

i am sending you this note, on behalf of Western Ports Transportation, lnc., in support of the port's Clean Air Program.
The Port has certainly been the catalyst
over the last two years to move this program along and not let it get tied into
social engineering issues. Your staff has done
an excellent job in bring the shipping companies, trucking companies,
terminal operators, and clean air agencies to the table to work
on this important issue. Because of this broad range of
groups working together, we were able to develop a program that was not only good for the environment. but
a program
that will keep Seattle competitive with Canadian and other US Ports that
are trying to take our business away!

We are working with our owner/operators to make
sure that. as a company, we will be ready to comply with the mandated
standards on January 1, 2011. In June 2007, 44% of our owner/operator's trucks were older than 1994.
I am pleased to
report that today 85% of the trucks that our owner/operators are driving are 1994
or newer.
As a company, we will be 100% compliant
on January 1, 2011!

We look fonlvard to working with you and the entire Port of Seattle Commission to reach each
of the goals set forth in the
program. A strong and competitive Port of Seattle will continue to be an economic and environmental model for the region
and the world.

Sincerely,
Kent Christopher

Kent Christopher
President                      1
Western Ports Transportation, Inc.
{PORT '
RANSPOR [AI-[0' INC
.


SEATTLE FREIGHT SERVICE,
INC.

August 24, 2009
Port of Seattle Commission
POB 68727
Seattle, WA. 98168

Dear Port of Seattle Commission,

Seattle Freight Service, Inc. is a major stake holder involved in land transportation
of international container cargo moving through the Port of Seattle. Our families,
and those of our independent business partners, live here and in nearby
communities. As such, we have an vested interest in the responsible stewardship of
our environment, particularly the quality of the air we breathe.

We commend the Port of Seattle for their collaborative and pro-active approach to
reducing air pollution in our area as it has been set forth in the Puget Sound Clean
Air Act which was ratied in April 2009. This plan represents signicant strides in
the improvement of air quality without the negative economic impact and potential
losses of revenue which other Ports have tempted by the levying of per-container
fees. While other Ports, in particular, LA and Long Beach have even further
jeopardized the economic stability of trade by attempting to impose requirements
on the type of business model drayage trucking firms are allowed to operate, the
Port of Seattle has demonstrated discernment, clearly understanding that whether
a driver is an employee of a company or the company owner itself, is irrelevant to
the improvement of air quality. They have resisted the temptation to enter into
matters that are clearly outside the responsibility of a Port Commission.

In order to preserve free enterprise, which is what has provided these great United
States with a standard of living unparalleled anywhere in the world, the trucking
industry, which is already tightly regulated, must not be further hand-cuffed with
restrictions on their operating model. The ports of LA, Oakland and NY-NJ have
announced their support for the concept of allowing port authorities limited
regulatory authority over harbor drayage rms in their jurisdictions, such as
requiring that only drivers that are employees of a harbor trucking rm would be
allowed entrance to a port terminal. Port of LA had such a mandate in its "clean
truck" program, but it was stricken by the courts as a violation of the FAAAA.
(Federal Aviation Administration Authorization Act, which upholds federal
government preemption authority over state and local entities in matters involving
interstate commerce.) The Teamsters Union is supporting an amendment to the
FAAAA which would allow Ports to require only employee drivers. This type of
regulation would abolish the rights of individuals to own their own trucking
businesses and triple the cost of drayage per container to shippers. Ports that
would open up the possibility of such an unnecessary escalation of costs would be
committing economic suicide.


8025 10th Avenue South Seattle, Washington 98108, Phone: 206-7673535, Fax: 206-763-0466
www.5eattlefreight.com

SEATTLE E"REI@H 7"
SERVICE, INC.

We encourage the Port of Seattle Commission to continue in its common sense,
resultoriented approach to increasing the quality of the air
we all breathe in the
Pacic Northwest, while remaining an attractive venue for international trade.

We also fully support the on-going efforts of the Port Commission, and
encourage it
to continue to support the Puget Sound Clean Air Agency's
program for buy-back,
or some form of compensation and assistance to the independent small businesses
that partner with us, in order to upgrade their commercial vehicles to comply with
the Northwest Ports Clean Air Act (NPCAA).

While a handful of our business partners have purchased 1994
or newer equipment,
to comply with the rst phase of NWCAA, many are patiently anticipating the
implementation of a scrap/buy-back/purchase option that was presented at
an
informational trucker meeting, sponsored by the Port, last June.

In summary, we appreciate the dedication and hard work of the Commission to
gather facts, sift through hype, and have the foresight to agree on and implement
a
common sense, quality approach to signicantly improve air quality here in the
Pacic Northwest, while fostering economic stability and growth for
us and our
families for years to come.

Sincerely,



Kevin A. Coon, CDS
Safety Director
Seattle Freight Service, Inc.








8025 10th Avenue South Seattle, Washington 98108, Phone: 206-767-3535, Fax: 206-763-0466
www.5eattlefreight.com

HANUPACTUHINB INDUSTRIAL BDUNBIL

August 24, 2009

Gael Tarleton, Commissioner
Port of Seattle
711 Alaskan Way
Seattle, WA USA. 98121

Re: Northwest Ports Clean Air Strategy

Dear Commissioner Tarleton,

As participants of the Truck Parking Work Group, we have watched with interest
as the Port
has begun to put various strategies into action for the Northwest Ports Clean Air
Strategy.
We appreciate that the Port has chosen to use an incentive based rather than
a fee or
regulatory approach. The amount of voluntary conversion to low-sulfur fuels should be a
good indication that businesses too are willing to do their part to improve the environment.

We have been impressed with the range of strategies that the Port is employing in order to
impact our local air quality.  This in particular allows the drayage businesses of varying size,
from single truck operators to large fleet operators, to nd the option that works best for
them.

The high utilization of the Terminal 25 parking facility may be an early indication that it is a
valuable service for truckers. We look fonNard to finding out more about whether it has been
useful in addressing the concerns of the local residents.

The report that you will receive today represents substantial effort and good
progress on the
Port's goals. We encourage you to stay the course.

Sincerely,
yaw -
John Odland, Chair
Manufacturing Industrial Council



P.0. Box 81063  Seattle, Washington 98108  ph: 206.762.2470  fx: 206.762.2492  www.5eattleindustry.org