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Back in 2017, the Ports of Los Angeles and Long Beach announced plans to go zero emissions. The pledge, which built on the ports’ 2006 clean air goals, was an ambitious one, and officials estimated the cost of eliminating air pollution could reach $14 billion. Still, the plan, which involves transitioning to zero-emission terminal equipment by 2030 and zero-emission trucks by 2035, represented a critical step in the fight against climate change.
Six years later, there’s been progress.
The ports recently established a clean truck fund, which introduces a fee for cargo owners operating internal combustion drayage vehicles at the ports. In 2021, Los Angeles city council adopted a resolution asking major importers to transition to zero-emission vehicles by the end of the decade. The ports have also agreed to collaborate with ports in Asia on a Green Shipping Corridor, which pushes for the use of low and zero-emission fuels along major trade routes. The nearly a hundred shoreside cranes at the Port of LA are powered by electricity.
But one of the primary decarbonization strategies the ports have pursued is incubating new technologies. The ports have essentially turned themselves into development platforms for new shipping tech—devoting time, space, and money toward companies and projects that focus on zero-emission vehicles and port infrastructure. The idea is to play a role in developing the tools that could eventually help the port complex reach its environmental goals.
“Our view is: the sooner you deploy it, obviously, the sooner you get emissions reductions,” says Chris Cannon, the chief sustainability officer at the Port of Los Angeles. “The sooner we get that stuff deployed and out there, the sooner you learn those lessons, and the sooner you get the next generation”
The stakes are high. These hurdles are a reminder of how hard, but incredibly important, going zero-emissions at the ports truly is. Together, the Ports of LA and Long Beach represent the largest port complex in the United States, and take in around 29 percent of the goods that travel to and from the country via water every year. All this activity means that the ports represent a significant chunk of the US economy, but a significant source of carbon emissions, too.
There is already a wide range of technology under investigation.
Fenix Marine Services is currently conducting a nearly $12 million test to understand the efficacy of a battery-electric and hydrogen fuel-powered top handler — a port vehicle that’s used to load shipping containers. There’s also AtlaSea, a nonprofit accelerator that supports blue economy startups based at the Port of Los Angeles, which recently installed thousands of solar panels to power its facilities and hundreds of homes nearby.
This strategy has some real caveats. While the port has taken a range of steps to test emergent technologies, these systems still need to work — and then be deployed on a wide scale. And while the ports can take action to encourage companies to use new green technologies, those companies aren’t necessarily eager to invest in infrastructure that’s better for the environment.
“Some of the biggest contributors are actually the ships that are calling at the port, and then what we would call harbor craft, like ferries and tugs that are spending a lot of their time in the port,” explains Bryan Comer, the marine program lead at the International Council on Clean Transportation, a nonprofit that produces transportation-focused environmental analyses. “You end up having, on the land side, these pollution hotspots and hot corridors where you have older trucks that have higher emissions.”
Right now, one possible way to cut down on the emissions created by ports is to deploy battery electric technology, explains Comer, in part because it’s already been deployed. The Southern California ports have reached some milestones on this front. Cannon says there are already about 80 electric trucks registered to do business within the port, and the Port of Los Angeles has agreed to invest $6 million toward 22 more electric trucks for the port. With the help of federal and state funding and other incentives — like the new fee for internal combustion engines — the hope is to get 4,000 electric trucks over the next five to six years.
But in some cases, replacing these vehicles with battery electric cars isn’t the right solution.
The Ports of Los Angeles and Long Beach are also looking at hydrogen fuel cell technology. Hydrogen fuel technology works somewhat like a battery, but emits water, and could be particularly helpful for vehicles that need to carry heavier cargo or cargo that needs to travel longer distances. For this reason, the port doesn’t want to limit itself to battery-electric technology, and instead wants to focus on the broader idea of reducing carbon emissions.
“We always say, ‘going zero-emissions and not ‘electrify,’” says Cannon. “We're completely fuel neutral [...] There may be another technology or two that somebody figures out over the years here that also allows you to have zero emissions.”
An $82.5 million program called Shore to Store, which involves demonstrating two hydrogen fueling stations and 10 hydrogen trucks, finished up last month. The container terminal operator TraPac tested two yard tractors powered by hydrogen fuel cells last year — final results of the test are pending. With more than $17 million from the Japanese government, the terminal operator YTI is testing several types of hydrogen-powered equipment at the port, including a yard tractor, a crane, and a top handler. Initial deployment is expected in 2024.
Overall, the port has about 16 technology demonstrations in process, which collectively reflect about 200 pieces of equipment. More funding could come from the Infrastructure Investment and Jobs Law, as part of California’s bid to become a clean hydrogen hub.
Other incubators are also active at the ports.
Pacific Environment, the environmental advocacy organization, announced that it would partner with the venture advisory Braid Theory, on a zero-emissions shipping accelerator that will be based at the Port of LA. AltaSea also focuses, in part, on green maritime technology.
This past February, for example, ACUA Ocean — a company developing an uncrewed, hydrogen-powered vessel — announced a memorandum of understanding with AltaSea, as well as plans to demonstrate its tech at the port.
A company called Ecowave is developing technology to generate electricity from waves, which could eventually be used to power port infrastructure. The company is currently using AltaSea to demonstrate its technology and working on the permits and licensing necessary to expand further.
“Ports require a tremendous amount of electricity for their operations,” explains Inna Braverman, the co-founder and CEO of EcoWave. “By being able to power ports with ocean energy, that will help lower port operations footprint.”
Of course, these efforts face real headwinds.
Some of the ports’ demonstrations haven’t run on time or produced promising results. More broadly, logistical problems and supply chain woes at the ports have undermined some of the improvements on air quality thus far.
One estimate from the California Air Resources Board, the state agency that focuses on protecting air quality, found that the surge in container ships triggered by pandemic-era supp;y chain issues created severe air quality issues, including increases in particulate matter and oxides of nitrogen.
And while tech might be part of the solution, it won’t be enough on its own. For example, the National Resources Defense Council has continued to criticize the ports’ approach to air quality, an issue that disproportionately impacts the neighborhoods nearby and disproportionately impacts communities of color and low-income communities. Three years ago, the organization, along with others, successfully sued the Port of Los Angeles for failing to follow environmental laws when negotiating a leasing agreement with China Ocean Shipping Company.
“To demonstrate the ports’ commitments to these goals, the ports must commit to ending all new, renewed or expanded fossil fuel infrastructure on port property,” said says Allyson Browne, Climate Campaign Director for Ports, Pacific Environment, an environmental organization pushing for zero-emissions at the ports. “The math is crystal clear – we simply don’t have the carbon budget for any new fossil fuel infrastructure.”
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Long Beach has a long history of innovation. It’s one of the densest aerospace hubs on the West Coast. There’s a vital port there, and the city is home to several tech industries—including health care, space tech and cybersecurity. That, along with its colleges and universities, have made Long Beach an enticing destination for entrepreneurs.
It’s within this environment that the Long Beach Accelerator sprouted in 2019 and has grown since. To date, the accelerator has cycled 20 companies through its four-month program, helping them raise a total of over $12 million.
On July 5, the program will welcome its fourth cohort of startups from around the world, participating in a hybrid combo of virtual and in-person sessions. Each cohort includes between five to 10 companies.
Long Beach, along with Cal State University, Long Beach’s Institute for Innovation and Entrepreneurship and capital provider Sunstone Management, are all partners in this public-private model of startup investment. The accelerator itself operates as a nonprofit.
Long Beach Accelerator Managing Director Andrea White-Kjoss
The city provides help with some funding, covering the costs for some low- to moderate income Long Beach-based founders whose companies are accepted into the accelerator.
The organization's partnership with CSULB enables it to help founders move from idea stage to execution at the institute, and then advance to business growth via the accelerator.
Sunstone Management, a private capital management and investment firm, provides funding for the incoming cohorts. The firm's venture capital fund typically invests $100,000 in the startups as soon as they join the accelerator and takes a 6% equity stake in return.
Sunstone had also been providing some follow-on funding on a case-by-case basis. It upped the ante earlier this year by promising an additional $500,000 to current cohort and alumni.
“It's a model that brings enormous resources to the table for our portfolio companies, as well as for economic development, acting as a growth engine for the region,” managing director Andrea White-Kjoss told dot.LA.
A serial entrepreneur who has served as CFO at several companies, White-Kjoss came aboard as the founding managing director in July 2020. Before that, she co-founded seed-stage funding platform ExtraVallis, based in Rancho Santa Fe, and founded Mobis Transportation, which was the product of a public-private partnership with the city of Long Beach.
She also happens to be a 17-year resident of the city.
“So I know intimately how attractive this city is to tech entrepreneurs, from the high-tech industries, to the culture and lifestyle, to the world-class workforce and institutions,” she said. “When you bring all of that together...the opportunity to build a tech accelerator, and more than that really, a tech ecosystem here in Long Beach, was natural and irresistible.”
The accelerator was originally intended to be in-person, but quickly had to pivot to remote sessions during the pandemic. It remains virtual, for the most part, “which has turned out to be a huge source of strength,” White-Kjoss said.
That’s because the founders come from all over the world. There’s no geographic restrictions on who’s accepted and no need to burden founders with moving to Long Beach to participate.
White-Kjoss said the move has fostered diversity, and enabled the accelerator to draw on an international network of mentors, instructors, advisors and investors.
They—along with the accelerator’s staff of three facilitators — get to know the companies and their founders “deeply” and provide individualized assistance, including building strategic partnerships with potential customers and/or marketing partners.
There is still an in-person aspect to the accelerator. All cohort founders fly into Long Beach for about two weeks during the program. While there, they attend in-person workshops and networking events. They also participate in a Demo Day, with investors present. This helps the companies get additional seed funding for continued growth once they graduate.
So far, five graduating startups have received acquisition offers—but none have taken them.
White-Kjoss said that’s because those founders “felt they had much further to take their companies, at least in some degree, due to the empowerment of the tools, resources and networks provided by the accelerator.”
Bump's Success
One success is Los Angeles-based Bump. Since graduating from the Long Beach Accelerator, Bump has raised more than $5 million, co-founder and CEO James Jones told dot.LA.
It’s currently participating in another accelerator, Snap’s in-house Yellow Accelerator, which is now a co-lead investor in Bump, along with Sunstone.
The company is working on an AI-fueled fintech platform for the creator economy, which hasn’t yet launched. It would help creators track revenue from multiple sources, monitor expenses, access credit and manage their crypto and non-fungible tokens (NFTs).
The company has started a waitlist, for access to its credit and financial management tools. Once the services are available users would pay about $400 per year.
The company also plans to integrate micro-advances into its platform, designed to enable creators to stay in full control of their finances and keep 100% of the rights to their work.
Jones said that participating in the Long Beach Accelerator’s very first cohort was a “great springboard” for the company.
Specifically, sessions on customer personas and discovering addressable markets, as well as mentor meetings were “invaluable,” he added.
Meet the Startups In the Long Beach Accelerator's Latest Cohort:
Apsy: Creating the first true fully AI platform to build affordable elegant custom apps.
Crumbraise, Inc.: Fundraising made easy for creators, clubs & causes.
Educational Vision Technologies, Inc.: Automated video editing and content curation using A.I. to make online learning accessible, efficient and engaging.
Gift Pass App Inc.: Streamlining experiences around digital gifting & payments.
The Girls Co LLC: We are a women's health company that is currently focused on a solution to alleviate period cramp pain.
Intellitech Spa Inc.: Intellitech is a realtime telematics, predictive maintenance and driver behavior monitoring platform.
Kwema: Kwema provides an easy to scale Smart Badge Reel Duress Service that reduces incident response time without escalating the situation.
Pathloom, Inc.: Outdoor trip planning made easy!
Rotender: The world's fastest and most reliable bar.
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The city of Long Beach is partnering with a startup developing electric, self-flying aircraft to explore the possibility of deploying air taxis that would bolster the city’s transit infrastructure.
Silicon Valley-based Wisk Aero and the Long Beach Economic Partnership have launched a working group involving local businesses, government officials and community leaders to examine the viability of air taxis in Long Beach. The working group is also partnering with California State University, Long Beach’s Office of Economic Research on an economic impact study that is slated for completion later this year.
Even if all goes to plan, it would likely take up to 10 years before Wisk Aero’s air taxis are up and running in Los Angeles County, Wisk spokesperson Chris Brown told dot.LA. Developing an airborne transportation system from scratch is a logistical challenge that would require infrastructure like vertiports, while there are also financial and city planning obstacles to overcome.
Image courtesy of Wisk Aero
Wisk claims its technology, however, already works. The Mountain View-based startup has completed 1,500 test flights of its unmanned electric aircraft (though each test flight is supervised by an air traffic controller) and is developing larger craft designed to carry more passengers. Initially a pet project of Google co-founder Larry Page, Wisk launched in 2019 as a joint venture between Page’s air mobility company Kitty Hawk and aerospace giant Boeing. Last month, Boeing invested an additional $450 million into the startup.
While Wisk would not disclose its total funding to date, Brown noted the steep costs associated with the venture. “The standard accepted stats around what it takes to bring a new aircraft to market is 10 years, $2 billion, and 10,000 people—and we’re going on 12 years now,” he said. Wisk also has yet to find and develop a large-scale manufacturing site, though Brown said such a facility will be located in the United States.
L.A. County is no stranger to short-range air travel for the wealthy, who have long used private helicopters and chartered planes to ferry around the region. While public air taxis would, in theory, help alleviate Long Beach’s congested road traffic, one question sure to arise during the working group process is whether a ride on Wisk’s aircraft would be affordable to the public.
“The target of the [air taxi] industry right now is to be about [the price of an] Uber Black, or a couple of times [the price of an] UberX,” according to Emilien Marchand, Wisk’s public policy lead and director of ecosystem partnerships.
Marchand said Wisk will likely go to market later than competitors like Joby Aviation, a Santa Cruz-based startup valued at $4.5 billion after it went public last year. Joby is targeting a 2024 launch for its electric air taxi fleet.
“We fully expect to be building this ecosystem with our future competitors,” Marchand said. “We've absolutely recognized that we will not be the first to market, and that's fine—but we will be first with an autonomous vehicle.”