oEPA Case Study of the San Pedro Bay Ports'
EPA-420-F-21-028	Clean Air Action Plan (CAAP)
March 2021
About the Case Study
The Clean Air Action Plan (CAAP) at the Ports of Los Angeles and Long Beach, collectively
known as the San Pedro Bay Ports (SPBP), is a groundbreaking program. The Case Study of
the San Pedro Bay Ports' Clean Air Action Plan 2006-2018 provides a summary of the GAAP's
background and history followed by three focused discussions on environmental justice and levers
of community influence; technologies and practices for development and deployment; and the
2017 Clean Truck Program (CTP). Best practices and lessons learned presented in the case study
include the importance of community-port collaboration, conducting emission inventories, setting
quantified emissions targets, supporting technical innovations, and developing partnerships with
industry and government.
Updating the CTP
The CTP is one of the Ports' most impactful
programs. The 2006 CAAP set target dates to
either replace or retrofit trucks to meet or exceed
the EPA 2007 on-road air pollutant emission
standards. The 2010 CAAP revision in turn
implemented new California state requirements
on an accelerated timeline, drawing on financial
support from grants, incentives, and bulk purchase
pricing to help the industry comply.
"The CAAP process created markets and
technology much faster than it would have
otherwise. The Ports couldn't obtain emission
reductions without the technology elements in
the CAAP."
—Joseph Lyou, Executive Director,
Coalition for Clean Air
The full case study is on the EPA Ports Initiative website.
For more information on the case study, contact talkaboutports@epa.gov.

Case Study of the San Pedro Bay Ports' Clean Air Action Plan (CAAP)
With the success of the CTP, the Ports wanted to continue the program while adapting it to
support the 2017 CAAP Update's new goals, advancements in zero- and near-zero-emission truck
technologies, and new state and local greenhouse gas emission reduction targets (but fewer
"backstop" regulations that would have enabled strict fleet turnover requirements). The updated
CTP relies on an upcoming California regulatory deadline, economic incentives and disincentives
and the resulting accelerated truck fleet turnover to move toward a greater share of near-zero-
and zero-emission truck cargo moves at the ports.
2017 CTP update milestones and deadlines
¦	2018: New trucks entering the Ports Drayage Truck Registry (PDTR) must have a 2014 engine
model year or newer. Existing trucks already registered in the PDTR can continue to operate.
¦	2020: All heavy-duty trucks are charged a rate to enter the Ports' terminals, with exemptions
for trucks that are certified to meet a near-zero standard or better.
¦	2023: New trucks entering the PDTR must have engines that meet the near-zero-emission
standard or better. Existing trucks already registered in the PDTR can continue to operate.
Lessons Learned for Ports
The 2017 revision of the CAAP CTP provides a useful case study for ports outside of California
because it was developed as an independent port initiative with fewer corresponding state or
federal regulatory requirements than the original 2006 CTP.
Ports can:
¦	Set firm and reasonable goals and deadlines for implementing clean truck strategies (e.g.,
zero emissions by 2035), and provide a flexible framework that leaves room to investigate
questions and develop measures.
¦	Devote resources to technology development and demonstration through partnerships with
technology developers; equipment manufacturers; truck fleet and terminal operators; and
regional, state, and federal agencies.
¦	Conduct assessments to evaluate the technical readiness level of near-zero- and zero-
emission technologies.
Additional Resources
The EPA Ports Initiative has several additional resources for improving air quality from trucks at
ports including the following.
¦	Drayage Truck Best Practices to Improve Air Quality
¦	Drayage Truck Replacements Improve Air Quality in the Mid-Atlantic
¦	Massport Truck Replacement Program