This document discusses reducing transport emissions from port operations in the Vancouver region. It identifies several key enablers for emissions reduction, including engine design, alternative fuels, infrastructure improvements, information technology, and stakeholder efficiencies. Specifically, it advocates for a common reservation system for carriers that optimizes load matching and measures on-time performance. It also recommends that marine terminals and off-dock facilities adjust their hours of operation to reduce traffic congestion. The document emphasizes that all supply chain members must work collaboratively to implement flexible operations and optimize efficiency in order to reduce emissions from drayage carriers.

1. Reducing Transport Emissions
Port Metro Vancouver Region
Practical Collaboration and
Operational Efficiencies
A Drayage Carrier’s
Perspective
Presented by:
John Bourbonniere,
Executive Vice President
Harbour Link Container Services Inc

2. HarbourLinkContainerServicesInc
KEY ENABLERS FOR EMISSIONS REDUCTION
 Engine Design and Opacity Testing (Limited)
 Alternative Fuels (Long term)
 Infrastructure Improvements (On going)
 Information Technology (Immediate Impact)
 Stakeholder Efficiencies (Immediate Impact)

3. HarbourLinkContainerServicesInc.
TECHNOLOGY IMPACT OPPORTUNITY
INFORMATION TECHNOLOGY
(reservation System requires transparency)
• A common reservation system is required
• System must optimize load match opportunities
• System must measure on time performance to established
standards of both the carrier and the terminal operator
• System should penalize carriers and/or marine terminal
operators for non compliance
• System must recognize reservation needs by type; i.e.
Highway vs Local
• Reservation system must match operational velocity
• Fluid system, No delays = lower truck GHG emissions

4. HarbourLinkContainerServicesInc.
STAKEHOLDER IMPACT OPPORTUNITY
Marine Terminal: Review Operating days/times:
• Earlier start time, Later end time
• Weekend and Evening Opportunities
• Reduces overall GHG emissions due to less traffic congestion
Off Docks: Establish hours of operation to match Marine Terminals
•Saturday/night work requires ability for carriers to drop or pick
MTY’s to meet customer requirements
• Reduces overall GHG, less stop and go, less traffic congestion
Exporters and Importers: Match hours of Warehouse Operations to
the Marine Terminals
•Reduction of GHG emissions requires all stakeholders to jointly
participate in the solution, move as much truck traffic away from
the traditional Monday-Friday, 8 AM-5PM

5. HarbourLinkContainerServicesInc
THE BOTTOM LINE
Supply Chain Members require:
• Fluid access and transit through the terminal to dovetail
with the Customer’s supply chain
• The ability to secure and complete reservations to match
supply chain requirements
• Marine Terminal flexibility to accommodate
uncontrollable supply chain failures
o Weather,
o Non arrival of railcars and/or highway loads
o Exporter production

6. HarbourLinkContainerServicesInc.
THE BOTTOM LINE
Drayage Carrier’s Require:
•Turn Time fluidity at Marine terminals
•Transaction time Certainty
•Reservation Certainty
•Two way container moves
Impact:
•Planning Certainty = Reduced bunching of trucks
•Efficiency Improvements = Fewer trucks required
•Engine Idle reduced = Reduced GHG emissions

7. HarbourLinkContainerServicesInc.
WHAT ARE WE DOING
HLCSI AND TECHNOLOGY
o Adapted a Dispatch System designed to maximize
efficiency from order entry to job completion and final
invoicing
o This is the only System of it’s kind in North America
o The system used by HL is designed to match the
drayage sector requirements of North America, from a
system used extensively in Europe by the courier
sector

8. HarbourLinkContainerServicesInc.
Highlights of HLCSI’s Technology
• Integration of job order, dispatch, navigation, truck chassis and
container tracking, messaging, wage capture and billing.
• Tracks all trucks, chassis and containers in real time using GPS
technology.
• Geo fencing to capture cycle times at all port, rail facilities and
inland destination points
• Bar code technology to track the deployment and location of chassis
fleet
• PDA’s (personal data assistant) to communicate all dispatch
assignments to drivers
o Receive dispatch assignments
o Relay messages pertaining to all assignment
o Electronic signature capture / Proof of Delivery for containers

9. CAPACITY AND THE FUTURE
• Get away from one truck, one container
thinking
• Lead the drive to establish consolidation /
distribution hubs for major importers and
exporters that includes adjoining Off Dock
storage facilities for Full and Empty
Containers
• Work in unison with Off Dock operators to
optimize supply chain performance for
importers and exporters
• Establish port nodes as relay hubs to ease the
flow of import and export traffic
HARBOURLINKCONTAINERSERVICESINC.

10. CAPACITY AND THE FUTURE
Port Operators and all Supply Chain members must get
more involved in optimizing the flow of the supply
chain. Look beyond their gates.
1) Implement a practical reservation system for
truck carriers that prevent gate and terminal
congestion.
2) Adopt operating strategies that provide a
seamless flow of container traffic between
adjacent Industrial Centre’s and Off Dock
container storage facilities
3) Work in partnership with Off Dock Operators and
supply chain providers to optimize service
performance
4) Implement automation technology- especially
the CY
HARBOURLINKCONTAINERSERVICESINC.

11. CAPACITY AND THE FUTURE
Establish Port Nodes Linked by waterborne
transport (barges)
1) Move Import Containers “In Bond” and Containers
destined to outlying destinations by barge to an
intermodal rail serviced port node located along the
Fraser river
2) The intermodal node would be a relay center for
Import, Export and Empty Containers by truck or rail
3) Truck traffic congestion is reduced in the urban core
4) Incorporate into the design of container terminals
inset barge slips spanned by canter-lever RMGs
5) Terminal Operators work in partnership with the Node
Operators and Supply Chain providers to optimize
service performance and a seamless supply chain
6) Who pays? PMV: 2,713,000TEU in 2012 – Average
wharfage fee per TEU: $30 - T2 Build Cost: $2.5 Billion
+ the landside interface
HARBOURLINKCONTAINERSERVICESINC.

12. Thank You
HARBOURLINKCONTAINERSERVICESINC.