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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>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>TrajCleaner: An end-to-end framework for systematic cleaning and completing vessel trajectory data</title>
      <link>https://trid.trb.org/View/2743175</link>
      <description><![CDATA[Reliable vessel trajectory data are fundamental for maritime situational awareness and intelligent port management, yet Automatic Identification System (AIS) records frequently suffer from drift errors, temporal gaps, and fragmented sequences. Existing studies on AIS trajectory cleaning and gap completion remain limited by fragmented workflows, weak integration between detection and completion, and insufficient adaptivity across heterogeneous maritime environments. To address these challenges, this paper proposes TrajCleaner, a systematic end-to-end framework for trajectory anomaly detection, repair, and event-based completion. This framework integrates adaptive multi-feature detection to identify missing or abnormal segments across diverse vessel types and port operational regimes. A multi-factor weighted similarity mechanism enables robust candidate retrieval, while a spatio-temporal joint completion strategy enforces port-specific navigational constraints and performs density-aware temporal allocation to ensure behavioral plausibility. Unlike prior approaches that treat drift correction, gap detection, and interpolation as independent tasks, TrajCleaner provides a unified pipeline from anomaly recognition to event-level trajectory completion. Experiments using AIS data from the port of Los Angeles (LA) demonstrate that TrajCleaner substantially enhances detection accuracy, completion fidelity, and temporal realism compared with state-of-the-art baselines. By generating eventized and behaviorally coherent vessel trajectories, TrajCleaner improves the analytical depth of downstream maritime applications, including vessel behavior profiling, port operational efficiency assessment, and channel and berth planning. These capabilities provide a more reliable data foundation for predictive, adaptive, and decision-support systems in next-generation smart ports, ultimately strengthening maritime safety, operational efficiency, and environmental sustainability.]]></description>
      <pubDate>Tue, 01 Sep 2026 14:02:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2743175</guid>
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    <item>
      <title>Cascading economic losses from port disruptions under capacity constrained multimodal freight networks</title>
      <link>https://trid.trb.org/View/2693770</link>
      <description><![CDATA[This study quantifies how throughput disruptions at major seaports cascade through capacity-constrained multimodal freight networks and interregional production systems. We couple an agent-based model (ABM) multimodal freight simulation that resolves rerouting, terminal queueing, and inventory drawdown under binding modal and facility capacities with a multiregional output loss input-output (MRIIM) model that propagates realized delivery shortfalls across regions and sectors. The framework is demonstrated for the Port of Los Angeles using Freight Analysis Framework flows and Bureau of Economic Analysis input-output accounts and is evaluated over a 52-week horizon under deterministic sector targeted shocks and stochastic disruption realizations with uncertain severity and duration. Results indicate nonlinear amplification: realized national losses concentrate in manufacturing and transportation/warehousing even when exogenous port shocks are dispersed, suggesting that congestion spillback and limited short-run substitution can dominate the initial shock allocation. We further evaluate a tabular reinforcement-learning (Q-learning) intervention layer that selects among a small set of implementable system level levers (truck-to-rail and truck-to-barge shift settings) without overriding shipper routing, finding that such interventions reduce total losses for moderate disruptions but yield diminishing returns once substitute modes approach capacity. By linking operational freight behavior to system wide impacts under uncertainty, the proposed ABM-MRIIM pipeline provides a reusable workflow for port disruption stress testing, identification of structurally critical sectors/corridors, and evaluation of resilience interventions under realistic capacity limits.]]></description>
      <pubDate>Tue, 21 Jul 2026 09:50:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2693770</guid>
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    <item>
      <title>Marine Investigation Report: Collapse of Emissions Control Barge STAX 1 Capture and Control Articulated Arm, June 2, 2024</title>
      <link>https://trid.trb.org/View/2714450</link>
      <description><![CDATA[​On June 2, 2024, about 1649 local time, the emissions control barge STAX 1 was capturing emissions from the containership Erving at the Fenix Marine Services Container Terminal in the Port of Los Angeles, Los Angeles, California, when a ship-to-shore container crane struck the barge’s capture and control articulated arm, causing it to collapse, and sections of it fell onto the barge, onto the Erving, and into the water. The arm’s hydraulic system released about 10 gallons of hydraulic oil onto the deck of the Erving and into the water. One person on board the STAX 1 received minor injuries. Damages were estimated at $3.2 million. The National Transportation Safety Board (NTSB) determined that the probable cause of the collapse of the emissions control barge STAX 1 capture and control articulated arm was a shoreside crane operator moving a ship-to-shore container crane without verifying the crane’s lowered boom had ample clearance over any obstructions, and the container terminal’s inadequate guidance for gantrying cranes.​​]]></description>
      <pubDate>Mon, 29 Jun 2026 09:11:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2714450</guid>
    </item>
    <item>
      <title>Monitoring port congestion based on vessel stay behavior recognition: A case study of two US ports around COVID-19 pandemic</title>
      <link>https://trid.trb.org/View/2670395</link>
      <description><![CDATA[Ports play a crucial role in maritime transportation, including cargo transshipment and ship maintenance. However, congestion hinders operational efficiency and disrupts the global supply chain. Vessel behavior provides near-real-time insights into port operations, making vessel-tracking data essential for understanding congestion dynamics. Currently, there is a lack of research on port congestion across different periods under the influence of external events, particularly in terms of accurately recognizing vessel behavior patterns. Therefore, this study proposes a research framework for identifying vessel stay behaviors and analyzing congestion using Automatic Identification System (AIS) data. By extracting spatiotemporal features of vessel trajectories and employing the eXtreme Gradient Boosting (XGBoost) classification model, this study accurately identifies anchoring and berthing behaviors. The framework designs indicators focusing on traffic flow, turnaround time, and congestion level to analyze port congestion dynamics. To this end, it is applied to real AIS data from the Ports of Los Angeles-Long Beach (LALB) and New York-New Jersey (NYNJ), analyzing the spatiotemporal evolution of port congestion across the COVID-19 pandemic phases. The findings highlight differing congestion characteristics and recovery patterns between the two ports, providing valuable insights for resource allocation and crisis response strategies.]]></description>
      <pubDate>Tue, 28 Apr 2026 17:06:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2670395</guid>
    </item>
    <item>
      <title>Seismic Upgrade of Berths 145–147 Container Wharf at the Port of Los Angeles</title>
      <link>https://trid.trb.org/View/2263801</link>
      <description><![CDATA[Existing Berths 145–147 at the Port of Los Angeles (POLA) were built in 1980's and were designed for smaller, older generation ships and 50-ft gauge cranes. The terminal needed operational upgrades to be able to accommodate the new ships with deeper draft and 100-ft gauge cranes. The upgrade of Berths 145–147 also constituted a seismic upgrade, which made them the first berths at POLA to be seismically upgraded. The upgraded structure was designed using the seismic hazard criteria for two earthquake levels the operating level earthquake (OLE), and the contingency level earthquake (CLE), defined in the POLA seismic code (Ref. 5). The wharf upgrade requires the removal and replacement of Berth 147 and a partial removal of the existing structure at Berths 145–146. The wharf upgrade design of Berths 145–146 requires additional piles to be driven on the landside to increase the lateral seismic capacity of the wharf. Also, a new concrete deck will be constructed to transfer load to these additional piles. The existing deck was used as falsework to reduced construction cost. Due to cost implications, the wharf upgrade design considered not removing the existing seismic piles as long it could be shown they have sufficient capacity to resist expected seismic demands. Therefore, a representative connection was built similar to the actual field condition and tested at the University of California at San Diego (UCSD) to assess the seismic capacity when subjected to reversed cyclic loading conditions. A full scale pile-to-deck connection test specimen was built and tested in upright position and supported by a hinged steel collar simulating at the point of contraflexure. The existing pile-to-deck connection reached displacement ductility greater than eight in both directions. This performance indicates that the existing pile elements and connections are able to can resist the expected demands and can be incorporated in the new wharf seismic upgrade. It is not necessary to cut the existing pile connection to the deck nor is it necessary to provide special reinforcement to the existing pile-deck connections. In addition, a dynamic soil-structure interaction analysis was performed using the finite difference computer program FLAC to evaluate and support the use of a king pile an underwater bulkhead system at the toe of the slope to accommodate the channel deepening to -53 ft.]]></description>
      <pubDate>Fri, 06 Feb 2026 13:53:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2263801</guid>
    </item>
    <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>
    </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>Port of Los Angeles Asset Management Program</title>
      <link>https://trid.trb.org/View/2559445</link>
      <description><![CDATA[As with most port authorities, the Port of Los Angeles (POLA) is a capital-intensive enterprise with numerous capital investment projects annually. In order to support its various lines of business and strategic goals, the Port has invested in a wide range of facilities and infrastructure, including docks and wharves, buildings, open storage, roadways, railroads, bridges, electrical, and mechanical systems among others. The Port constructs, maintains, upgrades, repairs, repurposes, or replaces in order to sustain and improve the Port’s operational and financial objectives. The Port of Los Angeles Asset Management (POLA AM) Program has been developed to identify, assess, and monitor the Port’s assets and to utilize the information to prioritize the Port’s capital investment strategies. The program was developed from the ground up as there are no known or published programs to reference in the development of the POLA’s program with the end goal to provide a systemic approach to assess and maintain the Port’s facilities and pertinent information. The POLA AM identifies the program-level and infrastructure-level information requirements by recognizing varying attributes necessary for each specific infrastructure type and establishing respective rating systems that are reconciled to provide a unified and consistent overview of the information. The program’s goals are to (1) maintain infrastructure and optimize maintenance to extend infrastructure life and utility and (2) make proper investments in the life and utility of the Port’s infrastructure that would result in long-term utilization and cost savings for POLA and its customers. The program’s primary objectives are to (1) maintain a uniform system to aggregate the infrastructure information on the existing condition, (2) compile, update, and maintain infrastructure information to be used for prioritization of the infrastructure maintenance work, and (3) prioritize infrastructure maintenance work plans. The program considerations are sustainability, agility, and scalability. Sustainability of the program in terms of resource availability and required level efforts. The Port staff is tasked with capital improvement projects as well as maintenance projects that arise due to, and in addition to, performing condition assessment on the assets. There needs to be a balance between performing the condition assessments and not interfering with capital improvement project schedules. Agility refers to being able to expand and contract with the changes in resource availability. Staff may be lost due to departures and the work remains. Scalability refers to the ability to modify the program based on the various assets. The development of the program is based on identifying key assets that are vital to the Port to maintain operations. Once the Port’s Asset Management Program is fully developed, additional assets can be added to the program. The development and progress of the AM has had its challenges. Assets range from bridges, various utilities, and wharf structures. The biggest challenge has been coordinating the different assets with their respective condition rating and consolidating those ratings into a uniform asset management program-level rating system. This paper will discuss the development of the POLA AM in terms of the status of inventory and assessment with recommendations on how to improve the program. In addition, this paper will discuss how the information is collected through inventory and assessment to deliver reports that will help Port staff in prioritizing repairs.]]></description>
      <pubDate>Thu, 26 Jun 2025 11:43:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559445</guid>
    </item>
    <item>
      <title>From Ashes to Concrete: Berths 177–178 Wharf Restoration</title>
      <link>https://trid.trb.org/View/2559538</link>
      <description><![CDATA[The Berths 177–178 Wharf Restoration Project began in September 2014 when a fire burned down a timber wharf and damaged a steel transit shed warehouse. Since then, the Port of Los Angeles (Port) has actively engaged with the tenant to define operational requirements and negotiate lease terms. Concurrently, the Port concluded negotiations with the insurance company, resulting in a fair settlement for the fire damage. Following this, the Port successfully demolished the transit shed warehouse, completed the design process for the replacement wharf, obtained necessary permits, and commenced construction. The Berths 177–178 Wharf Restoration Project required reports, technical memorandum, and permits facilitating unique coordination between environmental, structural, geotechnical, and construction disciplines. The paper discusses how the Port turned the ashes of a timber wharf into an upgraded, seismically compliant, concrete wharf with increased loading capacity that suits the present and future needs of the Port, tenant, and other stakeholders.]]></description>
      <pubDate>Tue, 24 Jun 2025 15:24:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559538</guid>
    </item>
    <item>
      <title>Terminal Island Maritime Support Facility: A New Container Terminal at the Port of Los Angeles</title>
      <link>https://trid.trb.org/View/2559369</link>
      <description><![CDATA[The project will develop an 80-acre technologically advanced terminal as part of a 200-million-dollar expansion project. This development will allow multiple operators to use the site to alleviate possible supply issues dealing with the storage of containers or truck chassis. This project will allow the Port of Los Angeles (POLA) to continue to expand and remain the largest container port in the United States. One of the challenges faced is that this project does not currently have an operator(s) agreement(s) and could potentially have up to four operators working on site. This will require significant collaboration with POLA, design team, and prospective tenants in order to create a site that can be used to its full potential. The new container terminal is a substantial facility designed to handle large volumes of containerized cargo, with the infrastructure and technology to support efficient operations and future growth in global trade.]]></description>
      <pubDate>Fri, 20 Jun 2025 11:58:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559369</guid>
    </item>
    <item>
      <title>Live Monitoring of Tanker Vessel Calls at U.S. Ports</title>
      <link>https://trid.trb.org/View/2548805</link>
      <description><![CDATA[While the U.S. was a net exporter via vessels of crude oil in 2024, exporting 208 million short tons, the country also imported 150 million short tons of crude oil via vessels. Sixty-seven percent of crude oil by value were transported via vessels, compared to other modes. In 2024, crude oil was imported and exported via vessel at 34 U.S. seaports. Data cited in this spotlight includes: tankers at anchor off the Ports of Long Beach and Los Angeles on April 4, 2025; number of tanker vessels at anchor for the Ports of Long Beach and Los Angeles by Date 1/1/25-4/4/25; average time spent at anchor for tankers for the Ports of Long Beach and Los Angeles by Date 1/1/25-4/4/25; and tankers at anchor off the Port of Houston on April 4, 2025.]]></description>
      <pubDate>Tue, 27 May 2025 09:30:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2548805</guid>
    </item>
    <item>
      <title>Evaluation of Analysis Methods for Earthquake-Induced Slope and Bridge Foundation Displacement—A Case Study on Vincent Thomas Bridge, West Tower Foundation, Port of Los Angeles, California</title>
      <link>https://trid.trb.org/View/2516766</link>
      <description><![CDATA[A case study is presented comparing three analysis methods used in current practice to estimate earthquake-induced slope and bridge foundation displacements. The West Tower foundation of the Vincent Thomas suspension bridge in the Port of Los Angeles, California, is adopted for the study. A group of 167 steel piles supports the tower, which is located at the crest of a submerged 60-ft tall channel slope, with a relatively soft and weak clay layer near the toe. Earthquake-induced slope movements were evaluated in a prior effort as part of the California Toll Bridge Seismic Retrofit Program of the 1990s and early 2000s. At that time, pile pinning effects were considered using a simplified decoupled procedure. Dynamic response of the potential sliding mass and rigid body movement of the presumed failure wedge (considering pile pinning) were evaluated independently. Since that time, a newer simplified approach has been developed, which accounts for both the deformability of the sliding mass (dynamic response) and the potential for sliding in a coupled manner. In addition, computational efficiency has improved such that fully coupled numerical model (e.g., finite element) time history analyses are utilized more frequently in practice. In the current study, the West Tower slope and foundation movements are evaluated using all three methods described above (simplified decoupled, simplified coupled, and fully coupled finite element time history analysis). The methods are described in detail, and results are presented and compared. Results indicate that the decoupled method predicts the lowest slope and foundation displacements, followed by the coupled method. The fully coupled finite element model analysis resulted in the largest displacements (50% higher than the simplified decoupled method results).]]></description>
      <pubDate>Tue, 06 May 2025 16:40:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2516766</guid>
    </item>
    <item>
      <title>A Deep-Learning Approach to Detect and Classify Heavy-Duty Trucks in Satellite Images</title>
      <link>https://trid.trb.org/View/2441870</link>
      <description><![CDATA[Heavy-duty trucks serve as the backbone of the supply chain and have a tremendous effect on the economy. However, they severely impact the environment and public health. This study presents a novel truck detection framework by combining satellite imagery with Geographic Information System (GIS)-based OpenStreetMap data to capture the distribution of heavy-duty trucks and shipping containers in both on-road and off-road locations with extensive spatial coverage. The framework involves modifying the CenterNet detection algorithm to detect randomly oriented trucks in satellite images and enhancing the model through ensembling with Mask RCNN, a segmentation-based algorithm. GIS information refines and improves the model’s prediction results. Applied to part of Southern California, including the Port of Los Angeles and Long Beach, the framework helps assess the environmental impact of heavy-duty trucks in port-adjacent communities and understand truck density patterns along major freight corridors. This research has implications for policy, practice, and future research.]]></description>
      <pubDate>Mon, 13 Jan 2025 10:32:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2441870</guid>
    </item>
    <item>
      <title>Pier 400 Container Wharf Indicator Pile Driving Program Results, Port of Los Angeles, California</title>
      <link>https://trid.trb.org/View/2218297</link>
      <description><![CDATA[The largest single-user container terminal in North America was recently constructed on Pier 400 at the Port of Los Angeles. The terminal's 2,250-meter-long wharf is supported by about 3,700 610-millimeter (mm) octagonal, precast, prestressed concrete piles. The 35- to 40-meter-long piles were driven through between 3 and 18 meters of rock dike. Sixty-six piles were monitored during indicator pile driving programs. The indicator pile driving programs included: 1) data from two different-size diesel hammers and one hydraulic hammer; 2) comparison of piles driven dry vs. those driven with jetting; and 3) restrike data after several days, several weeks, and several months. The indicator pile program results illustrate: 1) the impacts on capacity and schedule when the piles are jetted; 2) the validity of using short-term restrikes to evaluate the ultimate long-term capacity of the piles; and 3) the potential economic, schedule, and quality-control advantages provided by a hydraulic hammer.]]></description>
      <pubDate>Mon, 16 Dec 2024 11:59:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2218297</guid>
    </item>
    <item>
      <title>The Port of Los Angeles Zero- and Near-Zero-Emission Freight Facilities “Shore to Store” Project</title>
      <link>https://trid.trb.org/View/2440038</link>
      <description><![CDATA[The City of Los Angeles Harbor Department (Harbor Department, Port of Los Angeles) partnered with California Air Resources Board, Equilon Enterprises LLC (d/b/a Shell Oil Products US) (Shell), and Toyota Motor North America (Toyota), and Kenworth Truck Company (Kenworth) partnered with the Port of Hueneme (POH), United Parcel Service (UPS), Total Transportation Services Inc.(TTSI), Southern Counties Express, (SCE) Toyota Logistics Services (TLS), Air Liquide, the National Renewable Energy Laboratory, the Coalition For A Safe Environment, and the South Coast Air Quality Management District (SCAQMD) to introduce hydrogen fuel into the Southern California drayage truck market by demonstrating near-commercial heavy-duty hydrogen fuel cell electric trucks in operation at and between freight facilities throughout the region, while continuing to lay the groundwork for battery-electric operations. The Shore to Store project built on project team experience to help realize the vision of zero-emission freight operations in the future. Ten Kenworth zero-emission Class 8 fuel cell electric trucks, integrated with Toyota’s fuel cell drive technology, were operated by UPS, TTSI, SCE, and TLS in commercial service. The demonstration fleet fueled at the Shore to Store hydrogen fueling stations that were built in Ontario, California, and Wilmington, California. An additional station at the Port of Long Beach (Portal Station) was available for fueling the fleet. Portal Station was supported by grants from the California Energy Commission and SCAQMD and used as match funding for the Shore to Store project. The POH demonstrated two battery-electric yard tractors, and TLS demonstrated two zero-emission forklifts at their warehouse facility, showcasing elements of the entire supply chain operating with zero emissions. This project showcased a snapshot of the zero-emission supply chain of the future, providing a model by which freight facilities can support zero-emission operations.]]></description>
      <pubDate>Thu, 31 Oct 2024 09:19:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2440038</guid>
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