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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Seismic Design Criteria for Pile-Supported Wharves at the Port of Long Beach</title>
      <link>https://trid.trb.org/View/2263780</link>
      <description><![CDATA[The Port of Long Beach (POLB) acknowledged in the late 1990's that the continuous increase in container throughput volume would require establishing a consistent system of standards and guidelines for the design of container wharves to successfully execute the necessary capital improvement. The understanding of seismic requirements for design of pile-supported wharves has considerably increased during recent years. New and larger ships provided new challenges; new details and practices for the design and construction of wharves were developed and followed by new codes and guidelines for port structures. This work, however, was driven by different authorities, often not closely coordinated: Code Writing Authorities, Owners (Ports), and Consultants. As a result of the rapid development in this field, the resulting documents for the seismic design of wharves made their interpretation sometimes difficult. POLB recognized the need for uniform and port-specific guidelines and developed port specific Wharf Design Criteria. This paper specifically addresses the Seismic Design Criteria. They include Ground Motions and Performance Criteria, Geotechnical Considerations with particular attention to soil-structure interaction, Structural Design and Analysis Methods, and Seismic Detailing. These subjects are specifically adjusted for site-specific conditions in POLB, such as seismicity, foundation soils, construction practices and the requirements of the Port's Engineering Bureau, which had an important function in the development of the criteria. All seismic design and analysis procedures are based on displacement-based procedures. The development of the criteria was reviewed at various stages by experts in structural, geotechnical, and earthquake engineering disciplines. An experimental program verified the analytical assumptions. POLB's recent wharf construction experience confirmed the practicality of the construction details. It is anticipated that these Criteria will provide more uniformity, focus on design, quality assurance, and minimize construction costs, while providing better coordination between POLB's engineering staff and consultants.]]></description>
      <pubDate>Fri, 06 Feb 2026 13:53:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2263780</guid>
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    <item>
      <title>Reducing Air Emissions through Clean Ship Incentive Programs</title>
      <link>https://trid.trb.org/View/2612906</link>
      <description><![CDATA[The Port of Long Beach (POLB) designed the Green Ship Incentive Program in order to improve air quality. This program functions as an incentive scheme encouraging shipping companies to deploy a greater number of lower-emissions ships. The program utilizes the International Maritime Organization (IMO) standard that ranks the emission rates of ships by tiers from worst to best — from Tier 0 to Tier 3. POLB awards $2,500 to a shipping company each time one of its Tier 2 ships comes to port. Intuitively, this incentive should entice shipping lines to send cleaner ships (i.e. of a higher Tier) in order to receive the monetary award. However, a new ship costs substantially more than a monetary award of a few thousand dollars, and POLB has a limited budget for such awards. In light of this policy challenge, our paper assesses other factors related to a monetary incentive that could increase shipping lines’ deployment of Tier 2 ships to POLB and other ports in the Pacific. The incentive program registration process can pose significant administrative burdens for companies. Currently, shipping lines’ decisions to deploy ships are based on cost, route, size, and market demand, without considering Tier level. Shipping lines participate in the Green Ship Incentive Program and equivalent offerings at other ports already, but the program registration process demands significant administrative work from companies. We aim to increase shipping lines’ willingness to deploy cleaner ships by, on the one hand, improving their customer experience and mechanisms for communication and feedback and, on the other hand, lowering administrative costs. Focusing only on container ships, our policy options could impact the route and the administrative cost components of decision making by: (1) creating a new entity with other ports in the Pacific using a centralized data sharing platform, (2) collaborating with Pacific ports managed through existing maritime alliances, or (3) utilizing a third-party environmental index to manage the incentive program. This study will evaluate proposed policy options according to the following criteria: (1) Potential to Increase the Share of Tier 2 ships; (2) Financial Feasibility; (3) Political Adaptability; and (4) Accountability. These elements will receive further attention and explanation in a later section of this report. Ultimately, we recommend that the current informal working group among Pacific ports establish a new, formal collaboration — the Pacific Port Partnership — and create and utilize an information portal (referred to as the Pacific Environmental Portal) to centralize data and communications with shipping lines. This strategy would improve shipping lines’ awareness of Pacific port incentive programs and reduce the resources required to apply for ports’ separate incentive offerings.]]></description>
      <pubDate>Mon, 08 Dec 2025 15:37:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2612906</guid>
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    <item>
      <title>Charging Infrastructure Strategies: Maximizing the Deployment of Electric Drayage Trucks in Southern California</title>
      <link>https://trid.trb.org/View/2611476</link>
      <description><![CDATA[The ports of Los Angeles and Long Beach are the largest container shipping ports in the nation and support thousands of jobs in Southern California. Unfortunately, the emissions produced by drayage trucks that transport cargo have significant impacts on regional air quality and greenhouse gas emissions, with the greatest impact felt by surrounding communities. In response to this issue, local community leaders have been pushing for a transition to zero-emission heavy-duty trucks. In 2017, the Mayors of Los Angeles and Long Beach stated a goal of zero emissions from drayage trucks entering the ports by 2035. In June 2018, Southern California Edison (SCE) received approval from the California Public Utilities Commission (CPUC) to invest over $300 million in electric-vehicle charging infrastructure, with a portion of the budget allocated to heavy-duty trucks operating out of the ports of Los Angeles and Long Beach. Our goal is to develop a strategy for rolling out heavy-duty electric vehicle charging stations that best supports the conversion of diesel port drayage trucks to electric. In this analysis, we created an algorithm that can be used to identify optimal placement for drayage truck electric charging stations in the short- and long-term. After establishing drayage industry travel patterns and charger and electric truck capabilities, we identified where trucks dwell overnight and assigning a likely electric truck adoption rate in the early phase of adoption. We further assessed each location by conducting a circuit analysis to identify which locations could support charging stations and whether they were located in disadvantaged communities (DACs). In the short-term, our findings indicate that optimal placement will be in truck yards nearest to the ports, where a majority of them are aggregated. Using a constraint-optimization algorithm, we estimated that 404 trucks can be electrified in the short run, which would result in an estimated regional reduction of 46,206.75 metric tons of carbon dioxide (CO2), 43.20 metric tons of nitrous oxides (NO2), and 0.21 metric tons of particulate matter (PM) annually. For the long term (year 2035), we identified drayage trip destinations using Los Angeles County origin/destination trip data to determine which zones in Southern California will have the highest demand for daytime opportunity chargers. Our findings indicate that optimal placement should take place at both truck yards and warehouses, the primary destinations for cargo transported by drayage trucks. Destinations are mainly concentrated in the 710 Corridor and areas surrounding the I-10/I-15 interchange in San Bernardino County. We estimate that 4,941 trucks can be electrified, which would decrease CO2 emissions by 565,117.66 metric tons, NOx by 528.39 metric tons, and PM by 2.55 metric tons per year. The majority of these stations would be placed in communities that would experience the greatest health and well-being impacts of reduced emissions. Our recommended strategy also includes a program of outreach and education to truck drivers, trucking companies, and local communities. This latter approach can help better ensure that the charging station rollout addresses trucking company and community concerns, thereby increasing the likelihood that the supply of charging stations will be met by sufficient demand via the uptake of electric trucks.]]></description>
      <pubDate>Sat, 06 Dec 2025 15:35:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2611476</guid>
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    <item>
      <title>Impact of Automated Port Operations on Landslide Freight Corridor Performance: Opportunities, Barriers, and Future Directions with the Port of Long Beach [supporting dataset]</title>
      <link>https://trid.trb.org/View/2620560</link>
      <description><![CDATA[Seaports play a critical role in enhancing the efficiency of freight transport and supply chains, acting as cost-effective hubs that manage high cargo volumes. The integration of automated technologies such as Automated Guided Vehicles (AGVs) and automated stacking cranes is intended to improve port operations. However, the effectiveness of these automated terminals varies, heavily dependent on the number of AGVs and the yard layout and can strain existing transportation infrastructures. This study assesses AGV performance by examining container dwell times and their impact on congestion in surrounding transport networks. Using a continuous approximation model, the research derives simpler, manageable equations to address port management challenges, analyzing how different configurations and operational strategies affect port efficiency. It also considers the traditional appointment systems at ports like Long Beach Container Terminal, aiming to optimize AGV deployment to reduce dwell times and manage congestion effectively. This study reveals that deploying 100 AGVs at the Long Beach Container Terminal optimally reduces seaside dwell times for priority containers to as low as 1,2, and 4 minutes based on unloading intervals post-ship docking but increases landside dwell times to between 1600 and 7000 minutes, exacerbating congestion in nearby transportation networks and significantly delaying trucks heading inland. The findings suggest that strategic AGV use can significantly enhance port operations while necessitating careful consideration of their impact on local transport infrastructures.]]></description>
      <pubDate>Tue, 11 Nov 2025 14:40:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2620560</guid>
    </item>
    <item>
      <title>Impact of Automated Port Operations on Landslide Freight Corridor Performance: Opportunities,
Barriers, and Future Directions with the Port of Long Beach</title>
      <link>https://trid.trb.org/View/2611033</link>
      <description><![CDATA[Seaports play a critical role in enhancing the efficiency of freight transport and supply chains, acting as cost-effective hubs that manage high cargo volumes. The integration of automated technologies such as Automated Guided Vehicles (AGVs) and automated stacking cranes is intended to improve port operations. However, the effectiveness of these automated terminals varies, heavily dependent on the number of AGVs and the yard layout, and can strain existing transportation infrastructures. This study assesses AGV performance by examining container dwell times and their impact on congestion in surrounding transport networks. Using a continuous approximation model, the research derives simpler, manageable equations to address port management challenges, analyzing how different configurations and operational strategies affect port efficiency. It also considers the traditional appointment systems at ports like Long Beach Container Terminal, aiming to optimize AGV deployment to reduce dwell times and manage congestion effectively.This study reveals that deploying 100 AGVs at the Long Beach Container Terminal optimally reduces seaside dwell times for priority containers to as low as 1,2, and 4 minutes based on unloading intervals post-ship docking, but increases landside dwell times to between 1600 and 7000 minutes, exacerbating congestion in nearby transportation networks and significantly delaying trucks heading inland. The findings suggest that strategic AGV use can significantly enhance port operations while necessitating careful consideration of their impact on local transport infrastructures.]]></description>
      <pubDate>Tue, 21 Oct 2025 10:30:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2611033</guid>
    </item>
    <item>
      <title>Investigation of a port queuing system on CO₂ emissions from container shipping</title>
      <link>https://trid.trb.org/View/2582315</link>
      <description><![CDATA[The maritime shipping industry is pursuing a diversity of strategies to meet its decarbonization goals, yet inefficiencies like traditional "first-come, first-served" port arrival systems, which encourages vessels to race to port to wait offshore, remain largely unaddressed despite their significant emissions impact. In 2021, the Ports of Los Angeles and Long Beach implemented a new queuing system for container ships that instead assigns predetermined positions when vessels depart their last port of call. Our research evaluates whether this system, implemented primarily to reduce port congestion during major disruptions, also reduces CO₂ emissions during transpacific voyages by enabling vessels to optimize speed. To examine this, the authors applied a bottom-up emissions model using vessel technical specifications and Automatic Identification System (AIS) data from 10,000 voyages by 1157 container ships across 6.5 years (2017-2023). The authors compared emissions before and after the new system was implemented at Los Angeles and Long Beach, observing 16-24 % reductions in emissions per voyage post-implementation, and compared emissions trends at three control ports along the West Coast of North America without similar systems. These comparison ports showed moderate emissions reductions, suggesting these decreases can be attributed to multiple combined factors (e.g. rising fuel prices, changing trade volumes, and new emissions regulations). The authors additionally found substantial variation in emissions efficiency among major ocean carriers, highlighting the influence of company-specific practices. Finally, the authors examine how additional queuing system modifications could even further reduce emissions.]]></description>
      <pubDate>Tue, 29 Jul 2025 15:51:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582315</guid>
    </item>
    <item>
      <title>Zero Emissions Locomotives—How One California Port Is Moving the Needle</title>
      <link>https://trid.trb.org/View/2559462</link>
      <description><![CDATA[The Ports of Long Beach (POLB) and Los Angeles (POLA) adopted a Clean Air Action Plan (CAAP) in 2006 to reduce air emissions. Recently, the Harbor Commissions have set new zero emission goals for year 2035 for port drayage trucks, and 2030 for container handling equipment. Statewide, the California Air Resources Board (CARB) and in Southern California, the local air regulatory agency, South Coast Air Quality Management District (SCAQMD), have adopted rules and commenced rulemaking to further restrict air emissions from mobile sources from rail locomotives. Federal agencies such as the US EPA and US DOT have been awarding grants to incentivize development of zero-emissions equipment. Zero emissions (ZE) infrastructure has been installed and is going through testing. Battery-electric-powered marine terminal equipment, transit bus equipment, and hydrogen fuel cells are now becoming a reality. ZE Locomotive technology is not yet as far advanced. Ongoing demonstration locomotive trials have been underway with Class 1 and short lines in the US and Canada. This paper outlines how the Port of Long Beach is planning improvements into the Pier B Railyard to allow for a ZE Locomotive future.]]></description>
      <pubDate>Fri, 27 Jun 2025 11:04:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559462</guid>
    </item>
    <item>
      <title>Fourth Track at Ocean Boulevard: Lessons Learned and Staying on Track for POLB’s Rail Expansion</title>
      <link>https://trid.trb.org/View/2559454</link>
      <description><![CDATA[Cargo growth has been consistent at the Port of Long Beach (POLB) for over 10 years, and projections indicate it will continue to grow. To meet growing needs, strategies to efficiently transport cargo out of the Harbor Complex are required. Maximizing containers moved via on-dock rail to increase cargo velocity is a key strategy of the San Pedro Bay Ports Clean Air Action Plan, California Sustainable Freight Action Plan, and California Freight Mobility Plan. The Ports of Los Angeles and Long Beach Rail Study identified rail network improvements needed over the next 25 years. Projections indicate that rail demand will likely double between 2018 and 2025. Adding a fourth track along a segment of the SR-710 corridor would greatly improve rail movement efficiency of a vital rail corridor serving the port complex. The project also enhances connectivity to the upcoming Pier B Rail Yard expansion. These projects and others will help achieve the goal of 35% on-dock rail utilization, while also contributing to the broader goal of reducing greenhouse gas emissions from port-related sources. This paper will detail lessons learned during the design process and construction.]]></description>
      <pubDate>Thu, 26 Jun 2025 11:43:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559454</guid>
    </item>
    <item>
      <title>Owner’s Best Practices (Approach) to Pile Misalignment Claim Management</title>
      <link>https://trid.trb.org/View/2559415</link>
      <description><![CDATA[This paper investigates the challenges and solutions associated with pile driving in large-scale port infrastructure projects, focusing on some significant capital improvement projects completed by the Port of Long Beach over the past 10 years. Despite the substantial investment and the diverse conditions across these projects, from varying in contractor, pile length, and environmental factors, each encountered claims related to pile misalignment. The study concludes that a systematic approach to data tracking and risk management is crucial for preventing and addressing claims, thereby ensuring successful project outcomes. By sharing best practices derived from these projects and past experiences, the paper aims to provide valuable insights for future contracts/projects, helping stakeholders reduce risk and improve project efficiency through proactive claim management.]]></description>
      <pubDate>Wed, 25 Jun 2025 09:20:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559415</guid>
    </item>
    <item>
      <title>Groundbreaking—An Update on Phased Construction of the $1.6B POLB Pier B Rail Yard Program</title>
      <link>https://trid.trb.org/View/2559413</link>
      <description><![CDATA[The Port of Long Beach (POLB) is currently the second-busiest container port in the United States and is executing the $1.6B Pier B On-Dock Rail Support Facility Program (Program), which will enhance on-dock rail capacity at the Port’s shipping terminals, speeding the movement of cargo and strengthening the Port’s competitiveness, by adding critical rail car storage and dedicated arrival and departure tracks covering 171 acre. In 2024, the Program broke ground on the first two of ten individual construction projects, with two more scheduled to begin construction in 2025. The remaining six are scheduled to break ground between 2026 and 2029. Besides track improvements and facility infrastructure (e.g., roadways, pump stations, and compressed air), the up-front activity for the Program includes extensive utility relocations, property acquisitions, multi-jurisdictional agency permitting, and implementing required contracting language resulting from the $643M federal and state grant funding (including Buy America clauses). The schedules for these activities are highly variable, and when faced with mounting schedule pressure to initiate individual projects, meet grant funding timelines, and complete the Program in 2032, the team had to adapt and innovate. A new phasing plan was developed, the scope was shifted between the individual projects, and innovative delivery options were created to facilitate third-party utility collaboration and relocation implementation. This paper will provide an overview of the initial phasing plan and identify the key events that required innovative approach adjustments, the updated phasing plan, and early lessons learned as the initial phases of bidding and construction got under way. In addition, the authors will briefly review the following: (1) Program Facility Overview: Track layout and yard features, extensive third-party and POLB utility relocations, water, sewer, storm drainage, compressed air, pump stations, and lighting. (2) Real Estate and Permitting Challenges: Review of initial assumptions, updates, and lessons learned. (3) Third-Party Utility Relocation Challenges: Review the main obstacles to implementation and solutions the team deployed to manage risk and mitigate delays. (4) Cost Escalation Challenges: Review unprecedented construction industry escalation and how phasing could play a key role in managing the capital improvement budget.]]></description>
      <pubDate>Wed, 25 Jun 2025 09:20:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559413</guid>
    </item>
    <item>
      <title>Development of Roll Stabilization for the Floating Dock at the Port of Long Beach Fireboat Station 15</title>
      <link>https://trid.trb.org/View/2559516</link>
      <description><![CDATA[The efficiency of a bilge keel to mitigate the roll motions of a floating dock at the Port of Long Beach (POLB) Fireboat Station 15 was investigated by means of Computational Fluid Dynamics (CFD) modeling. Free decay roll simulations of the existing and modified docks were performed, and resulting roll motions, natural periods, and damping ratios were compared. The modified dock included a vertical 3-ft-deep (0.91 m), 90-ft-long (27.4 m) bilge keel on one side. The simulations showed that the damping ratio of the existing dock was ζ = 0.048 and ζ = 0.121 for the modified dock. At 2.5 (= 0.121/0.048) times more damping than the existing dock, the bilge keel was considered an efficient means to reduce the dock roll motions, and the dock modification was implemented successfully.]]></description>
      <pubDate>Tue, 24 Jun 2025 15:24:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559516</guid>
    </item>
    <item>
      <title>Geospatial Technologies in Action at the Port of Long Beach</title>
      <link>https://trid.trb.org/View/2559492</link>
      <description><![CDATA[The Port of Long Beach (POLB) recognizes the immense value and power of geospatial technologies in managing real estate, assets, and other critical information. POLB developed a program to create a centralized Enterprise Geographic Information System (GIS) database that serves the entire organization by providing complex spatial data through an intuitive web viewer (Port Atlas), CAD environments, published map exhibits, and mobile devices. All data and content are managed from a single source and presented as actionable information for stakeholders and intended audiences. Today, POLB uses GIS extensively to manage and maintain infrastructure, including underground utilities, rail systems, roads, traffic signs, leases, geotechnical reports, bathymetric and dredging data, and more. GIS has enhanced POLB’s ability to communicate and share information efficiently with staff, other agencies, consultants, and constituents. With ongoing and substantial infrastructure investments, POLB will continue to leverage GIS technology to remain competitive in the global trade industry and maintain its status as the Port of Choice. GIS is now integral to POLB’s business and engineering operations. This paper will provide a summary of POLB’s Enterprise GIS and, together with Use Cases, will illustrate how POLB has combined GIS with other technologies to serve the needs of all POLB staff and contractors by making vital information on POLB’s infrastructure, assets, and real estate areas available at their fingertips.]]></description>
      <pubDate>Mon, 23 Jun 2025 15:53:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559492</guid>
    </item>
    <item>
      <title>Design and Construction of POLB Fireboat Station 20: A State-of-the-Art Facility for Firefighting, Life Safety, and Emergency Response</title>
      <link>https://trid.trb.org/View/2559480</link>
      <description><![CDATA[As one of the busiest and most diverse ports in the United States, the Port of Long Beach (POLB) faces a wide range of potential hazards. To enhance port safety and ensure business continuity, POLB has constructed the new Fireboat Station 20 at Berth D50. This state-of-the-art facility includes a Leadership in Energy and Environmental Design (LEED) Gold-certified, two-story Fire Station Building and a 75-ft-tall Boat Bay to harbor the new fireboat. This paper describes the multifaceted challenges the design team had to resolve, including seismic resilience, sea level rise, underground obstructions, existing quay wall repairs, sustainability, and low-impact development. It addresses the challenges of selecting and designing key components, such as operational planning for the Station Building, foundation selection and installation, Boat Bay wharf and roof enclosure seismic design, quay wall underwater repairs, floating dock design and construction, and the implementation of LEED and low-impact design initiatives. Additionally, it explains the use of Computational Fluid Dynamics (CFD) modeling to evaluate the effectiveness of natural ventilation in the Boat Bay for fireboat exhaust.]]></description>
      <pubDate>Mon, 23 Jun 2025 15:53:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559480</guid>
    </item>
    <item>
      <title>Seismic and Construction Challenges for Modern Fireboat Station 15 Compound at the Port of Long Beach</title>
      <link>https://trid.trb.org/View/2559474</link>
      <description><![CDATA[Over the past two decades, the shipping industry has evolved with the consolidation of shipping lines and increased vessel sizes. The Port of Long Beach (POLB) aims to maintain financial strength and asset security, investing in new terminal facilities for larger vessels and higher container volumes. To ensure business continuity and emergency response, POLB upgraded its fire safety facilities, including the Leadership in Energy and Environmental Design (LEED) Gold Fireboat Station No. 15. This modern fire security compound features a landside station building, a waterside boat bay, an access bridge, and other structures, designed to be operational after significant earthquake events. Given the waterfront site’s susceptibility to liquefaction and slope movement, various seismic design and construction methods were implemented. These included ground improvements, moment frames for the boat bay, performance-based design, and seismic isolation of structures. Challenges included installing building foundations on buried rock dikes, using steel moment frames for the boat bay’s large span and high clearance, enhancing the boat bay wharf’s seismic design, and designing a seismically isolated access bridge. The paper discusses the unique site and subsurface conditions, seismic design challenges, safety, cost, code regulations, and design procedures. It compares force-based and performance-based design criteria and shares lessons learned from construction challenges such as jet grouting, pile driving, and large-span framing. Innovative engineering solutions ensured the project’s success, enabled POLB to provide robust waterborne safety and extensive landside firefighting coverage, and protected a major commercial gateway for the nation.]]></description>
      <pubDate>Mon, 23 Jun 2025 15:53:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559474</guid>
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    <item>
      <title>Why GIS? The Pier B Program’s Solution to Managing Large Quantities of Data</title>
      <link>https://trid.trb.org/View/2559450</link>
      <description><![CDATA[Large Programs like the Pier B on Dock Rail Support Facility Program (Program) need to make quick, important, and strategic decisions daily; manage complicated schedules; identify priorities and assign resources; and organize large quantities of data to be easily accessible. A well-defined GIS information management and digital delivery strategy for data transparency, analysis, and review purposes is paramount for a project of the scope and scale of the Port of Long Beach (POLB or Port) Program. Working with the Port, the authors have developed a custom program management tool that provides a central datastore for all the team members, including project design, program management, third party utility coordinators, real estate, and construction management to share all of the essential information and latest data. With this tool, team members can easily find the latest project design information and quickly provide as-built conditions from completed projects to future stages of the Program. The project team can easily view and track the utility relocation design, permitting, pipeline license agreement issuance, and construction progress for the entire Program or for each individual project. This GIS Management Tool will help to monitor property/easement acquisition status to make sure the Program is still on track with the proposed schedule. POLB management will be able to use this GIS tool to be proactive on any potential delays or risks to the Program schedule, which will help save time and money while delivering this Program on time and within budget.]]></description>
      <pubDate>Mon, 23 Jun 2025 15:53:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559450</guid>
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