Background to the 2025 Clean Air Cooperative Agreement
The partnership between the Port of Los Angeles, its neighbour the Port of Long Beach and the South Coast Air Quality Management District (South Coast AQMD) was formalised in November 2025. The original cooperative agreement required both ports to devise comprehensive zero‑emission infrastructure plans covering every major emission source – from cargo‑handling gear and harbour craft to trucks, trains and ocean‑going vessels. As Maritime Logistics Professional reported, the framework builds on the Clean Air Action Plan (CAAP), a voluntary air‑quality programme first approved in 2006.
Since that baseline was set, the Port of Los Angeles has achieved substantial reductions in traditional pollutants. The same source notes that diesel particulate matter (DPM) emissions have fallen by 90 per cent, sulphur oxides (SOx) by 98 per cent and nitrogen oxides (NOx) by 73 per cent overall. When measured per 10 000 containers handled, DPM is down 93 per cent, SOx 99 per cent and NOx 81 per cent – figures that underscore the ports’ longstanding commitment to cleaner operations.
Addendum details and new incentives for ships and trucks
On 13 August 2026 the Los Angeles Harbor Commission approved an addendum intended to accelerate clean‑air technologies across the region. MarineLink highlighted that the amendment will “enhance incentives for the cleanest ocean‑going vessels” and introduce “new incentives to increase the use of zero‑emission trucks.” In practice, ship operators that meet stringent emission thresholds will be eligible for preferential berthing rates and reduced port fees, while drayage companies deploying electric or hydrogen‑fuelled trucks can claim additional financial support.
Port Technology International added that the addendum also establishes clear implementation milestones, annual reporting obligations and a public‑engagement framework to ensure transparency. Los Angeles Harbour Commissioner Edward Renwick was quoted as saying the new measures “further strengthen what we can achieve together” and move the ports closer to a zero‑emission future.
Financial commitment and infrastructure rollout
The most tangible element of the amendment is a $20 million investment earmarked for regional charging and fuelling infrastructure dedicated to zero‑emission drayage trucks. Maritime Logistics Professional confirmed that the funding will be allocated across both ports, supporting the installation of high‑capacity electric chargers at key terminals as well as hydrogen refuelling stations where appropriate.
Port Technology reported that the investment is part of a broader “next phase” aimed at expanding zero‑emission capabilities beyond vessels to land‑based logistics. Executive Director Gene Seroka noted that the terminal complex now boasts the lowest pollution footprint per container move since measurements began over two decades ago, and that this fresh capital infusion will cement that achievement.
Environmental performance to date and projected impact
The historic emission cuts cited by MarineLink – 90 per cent DPM, 98 per cent SOx and 73 per cent NOx reductions – provide a benchmark for assessing the addendum’s potential. By targeting the remaining high‑polluting sources – notably trucks and ships that have not yet adopted zero‑emission technology – the ports aim to drive further declines in particulate matter and greenhouse gases.
According to Port Technology, the combined incentives are expected to accelerate adoption of ultra‑low‑sulphur fuel alternatives for vessels while simultaneously prompting a measurable shift toward electric or hydrogen‑powered drayage fleets. If the projected uptake aligns with the ports’ modelling, per‑container emissions could fall an additional 10–15 per cent within the next three years, tightening compliance with California’s stringent air‑quality standards.
What this means for operators
Ship owners and charterers planning calls at Los Angeles or Long Beach should review the updated incentive criteria promptly. Vessels that meet the newly defined clean‑ship benchmarks will qualify for fee reductions, faster turnaround slots and potentially priority berthing during peak periods. Conversely, operators relying on conventional diesel propulsion may face higher costs unless they retrofit or switch to compliant fuels.
For drayage contractors, the $20 million infrastructure fund represents both an opportunity and a deadline. Companies that invest in electric or hydrogen trucks now can leverage the promised charging/fuelling stations and claim incentive payments, while those delaying risk missing out on cost‑saving programmes and could encounter stricter port access controls as emission standards tighten.
Overall, the addendum signals a decisive shift toward integrated zero‑emission logistics across the Southern California gateway. Stakeholders that align early with the incentives are likely to benefit from operational efficiencies, reduced regulatory risk and enhanced market reputation in an increasingly environmentally conscious shipping industry.