Los Angeles Harbor Department Technical Comments on the Proposed Federal Implementation Plan Marine/Vessel/Ports Regulation

1995 ◽  
Vol 32 (03) ◽  
pp. 186-192
Author(s):  
Barbara Dykman
Keyword(s):  
Los Angeles ◽  
Economic Incentive ◽  
Control Measures ◽  
Long Beach ◽  
Engine Emissions ◽  
Implementation Plan ◽  
San Pedro ◽  
Port Area ◽  
Marine Vessels ◽  
Port Infrastructure

A critical analysis is offered of the EPA's proposed Federal Implementation Plan strategy to control engine emissions from ships, trains and trucks in greater Los Angeles—including the area officially known as the San Pedro Bay Ports of Los Angeles and Long Beach. The author argues that the severe restrictions imposed by the Plan would improve the air quality only by driving trade and commerce elsewhere, with serious economic penalties for the LA area. Alternative ship emission control measures are proposed, including international NOx emission standards for marine vessels, imposition of a 25-mile offshore shipping lane, reduction of ship cruising speeds in the port area, an economic incentive program to assist shipowners reduce engine emissions, and port infrastructure improvements.

scholarly journals SHIP MOTION STUDY FOR THE 2010 AND 2020 PLAN IN THE SAN PEDRO BAY, CALIFORNIA

1986 ◽  
Vol 1 (20) ◽  
pp. 204
Author(s):  
A.F. Yuen ◽  
M.G. Burke ◽  
T.C. Leung
Keyword(s):  
Water Quality ◽  
Los Angeles ◽  
Ship Motion ◽  
Wave Forces ◽  
Master Plan ◽  
Long Beach ◽  
Tidal Circulation ◽  
San Pedro ◽  
Port Of Los Angeles ◽  
San Pedro Bay

The Port of Long Beach, in cooperation with the Port of Los Angeles and the Corps of Engineers, has been working on the development of a Master Plan for the San Pedro Bay area. This Master Plan, nicknamed the "2020 Plan", is intended to project the Port's land and channel requirements through the year 2020. Any landfill expansion program would be implemented in phases throughout the life of the Master Plan. The initial phases of such a plan would greatly limit the ability of the Port to revise the future configuration of landfill phases, making it important for the Port to determine a final landfill configuration before implementing the early phases. In developing the 2020 Plan, the Port projected a need for approximately 2,600 acres of additional land. In attempting to turn this 2,600 acre figure into a landfill scheme, the controlling agencies had to take a number of factors into consideration, including (1) water quality and tidal circulation; (2) potential ship motion problems; (3) additional berths required for future development; (4) land and waterside transportation corridors required; (5) availability of dredge material for creating the land; (6) available areas for creating landfills; (7) efficiency of land usage in various configurations; (8) types of ships anticipated to use the new landfills; (9) types of terminals anticipated to be located on the new landfills. The Port of Long Beach developed two basic schemes which addressed the requirements listed above. In either case, the landfill configuration for the Port of Los Angeles remained the same. The first scheme (called the island scheme, Figure 1) had the advantage of more closely matching the proposed Port of Los Angeles development. Water quality and tidal circulation would be improved with this scheme. The second scheme (called the horseshoe scheme, Figure 2) created a channel on the Long Beach side which did not match the orientation of the channel on the Los Angeles side. This channel was better protected from wave forces than the island scheme, where ships would have to be berthed along the exposed southerly boundary.

Ports of Long Beach and Los Angeles Transportation Study

2003 ◽  
Vol 1820 (1) ◽  
pp. i-26 ◽  
Author(s):  
Kerry Cartwright ◽  
Larry Cottrill ◽  
Gary Hamrick ◽  
Michael Leue ◽  
Larry Nye
Keyword(s):  
Los Angeles ◽  
Traffic Engineering ◽  
Transportation Planning ◽  
The United States ◽  
Transportation System ◽  
Long Beach ◽  
Port Area ◽  
Future System ◽  
Intermodal Logistics ◽  
System Access

In 2001, 9.65 million 20-ft-equivalent units of containerized cargo moved through the Ports of Long Beach and Los Angeles. The ports are ranked third in the world in relation to containerized cargo, and first in the United States. Their existing throughput is expected to triple in the next 20 years. To adequately address the continued robust growth in international trade and corresponding cargo throughput, the ports have jointly prepared a transportation study. The study is the first comprehensive areawide analysis of the ports since the early 1980s and the first study that includes an integrated intermodal logistics analysis. In addition to logistics, the disciplines of transportation planning, traffic engineering, and civil engineering have been employed in the study. The ports transportation study includes detailed analyses of transportation system access in and immediately adjacent to the port area and a regional transportation system access analysis. The basic objectives of the study include the following: ( a) determine port and nonport truck traffic growth, ( b) develop transportation planning tools to address port growth, ( c) identify existing and future transportation system deficiencies in and around the ports, and ( d) recommend physical and operational improvements to mitigate future system deficiencies.

scholarly journals HISTORY OF LOS ANGELES HARBOR

2010 ◽  
Vol 1 (1) ◽  
pp. 29
Author(s):  
H. W. McOuat
Keyword(s):  
Los Angeles ◽  
Long Beach ◽  
Corps Of Engineers ◽  
San Pedro ◽  
History Of ◽  
The Subject ◽  
San Andres ◽  
History Of Los Angeles

The writer wonders if the person who assigned the subject of "History of Los Angeles Harbor" was aware that the conference was to be held in the Long Beach Municipal Auditorium. This latter city also has a harbor, the development of which is now so interwoven with that of Los Angeles that the Corps of Engineers in many official papers refers to "Los Angeles and Long Beach Harbors, California." In the evolution of this large, modern, combined harbor with its present friendly internal rivalry, it has been designated by a number of names. Cabrillo in 1542 called the place "Bahia de los Humos." On the charts Vizcaino, 1602-1603, it appears as "Ensenada de San Andres." In 1734, the Spanish Admiral Gonzales gave it the name San Pedro, which still applies to the bay as a whole and to the community along the westerly side of the harbor.

Black Gold and Paradise

2015 ◽  
Vol 97 (3) ◽  
pp. 240-243
Author(s):  
Steven A. Preston
Keyword(s):  
Los Angeles ◽  
Gold Rush ◽  
San Pedro

The presence and use of petroleum in the Los Angeles area date back to prehistoric times. The automobile-driven Black Gold Rush of the 1890s fueled the emergence of Los Angeles and its port at San Pedro. But oil also had its downsides. The following speakers will address oil-based growth, problems, remedies, and culture.

San Pedro Bay Ports Rail Enhancement Program: 2010 Update

2011 ◽  
Author(s):  
Michael Leue ◽  
Carlo Luzzi
Keyword(s):  
Los Angeles ◽  
Program Implementation ◽  
Development Process ◽  
System Development ◽  
Implementation Process ◽  
Current Status ◽  
Infrastructure Development ◽  
San Pedro ◽  
Rail System ◽  
San Pedro Bay

The San Pedro Bay Ports of Long Beach and Los Angeles continue to provide vital rail connections to the rest of the country. The Rail Enhancement Program sets forth the rail improvements necessary to maintain performance as cargo volumes grow through the year 2035. Implementation of the Rail Enhancement Program has faced hurdles including environmental permitting, funding and competing stakeholder concerns. Cargo growth eased in the years approaching 2010, but the timing of proposed improvements to the rail infrastructure remains critical and challenging. The Rail Enhancement Program is the result of work over the past ten years. Conditions affecting the program have continued to change since the original Rail Master Planning Study of 2000. Updates to the Master Plan have been performed in 2005 and 2010. These documents provide analyses and recommendations for rail improvements to maintain adequate rail service on the Alameda Corridor and through the Port to its rail yards. In developing the Rail Enhancement Program, simulation is used to understand the impacts of increasing cargo volumes on the rail system and to investigate infrastructure and operating improvements required to address deficiencies and to determine improvements to efficiently handle projected traffic. This paper describes the development process with a summary of the analysis methods, resulting proposed rail projects, implementation process and current status of implementation. The steps of the rail system development process include the following: • Evaluation of existing and proposed rail operations; • Conceptual design of over forty potential rail improvement projects; • Analysis of the capacity of existing and proposed facilities; • Scheduling of project development to meet demand; • Estimation of environmental, community and regional impacts and benefits; • Determination of schedule including environmental permit requirements; • Development of project funding plans; and • Preparation of engineering designs and construction documents. The paper will conclude with a summary of the status of key projects from the Rail Enhancement Program. Implementation of the Rail Enhancement Program has included permitting, funding and design efforts on individual projects. The projects currently under development total $1B out of the overall $2B program. The Rail Enhancement Program provides significant benefits to operating efficiencies, environmental impacts and economic impacts. Implementation has been a challenging effort and illustrates the myriad obstacles facing public infrastructure development.

scholarly journals Modeling of energy amplification recorded within Greater Los Angeles using irregular structure

1994 ◽  
Vol 84 (1) ◽  
pp. 47-61 ◽  
Author(s):  
Chandan K. Saikia ◽  
Douglas S. Dreger ◽  
Donald V. Helmberger
Keyword(s):  
Los Angeles ◽  
Surface Waves ◽  
Transfer Functions ◽  
Long Beach ◽  
Low Velocity ◽  
Time Duration ◽  
California Institute Of Technology ◽  
Downtown Los Angeles ◽  
Institute Of Technology ◽  
Energy Amplification

Abstract We have investigated energy amplification observed within Greater Los Angeles basin by analyzing regional waveforms recorded from several Nevada Test Site (NTS) nuclear explosions. Although the stations are located nearly at the same azimuth (distances ranging from 350 to 400 km), the seismograms recorded in Compton (the central part of the basin), Long Beach (the southern edge of the basin), and downtown Los Angeles are remarkably different, even for a common explosion. Following the onset of Lg waves, the Long Beach sites have recorded surface waves for more than 100 sec. From one explosion, the sites within downtown Los Angeles have recorded seismograms with strong 3-sec surface waves. These waves are not observed on the seismograms recorded in the neighboring hard-rock site California Institute of Technology (CIT) station. Thus, they must have been generated by local wave guides. Numerically, we modeled these 3-sec waves by convolving the CIT seismogram with the response of a sedimentary strata dipping gently (about 6°) from CIT toward downtown. We also examined the irregular basin effect by analyzing the variation of cumulative temporal energy across the basin relative to the energy recorded at CIT from the same explosion. Variation up to a factor of 30 was observed. To model the energy variation that is caused by extended surface waves in the Long Beach area, we used numerically simulated site transfer functions (STF) from a NNE-SSW oriented two-dimensional basin structure extending from Montebello to Palos Verdes that included low-velocity sedimentary material in the uppermost layers. These STFs were convolved with the CIT seismogram recorded from the MAST explosion. To simulate elongated duration of surface waves, we introduced in the upper sedimentary structure some discontinuous microbasin structures of varying size, each microbasin delaying the seismic waves propagating through them. Consequently, the surface-reflected phases through these structures are delayed and reflected into the upper medium by the underlying interfaces. This mechanism helps delayed energy to appear at a later time and result in a longer time duration at sites located at southern edge of the basin.

Prelude to “Prologue to Ask the Dust”

2020 ◽  
pp. 281-289
Author(s):  
Stephen Cooper
Keyword(s):  
Los Angeles ◽  
California State University ◽  
State University ◽  
Long Beach ◽  
75Th Anniversary ◽  
Italian American ◽  
John Fante ◽  
The One ◽  
First Time ◽  
Insight Into

In this talk, delivered at the 2014 California State University, Long Beach, symposium celebrating the 75th anniversary of the publication of Ask the Dust, Cooper recounts the story of how he came to discover a remarkable letter, to that point unknown, written by John Fante in 1933. Addressed to fellow Italian American writer Jo Pagano, who like Fante had ventured west from Colorado to seek writing success in Los Angeles, the letter provides insight into the crippling doubts and frustrations that burdened the young Fante even as it reveals his deep-seated confidence that he would one day write a great novel. Published here for the first time, this letter prefigures another remarkable Fante letter, the one written in 1938 that is now known as the Prologue to Ask the Dust.

Sign in / Sign up

Export Citation Format

Share Document