Port Of Oakland owns and operates airport and seaport facilities. Its airport handles passenger and cargo transportation. The company also leases and rents facilities for railroad and trucking operations for transporting import and export cargo. In addition, it involves in the management of commercial developments, as well as public parks and conservation areas. The company was founded in 1927 and is based in Oakland, California.
Port Authority/Commission: Port of Oakland
Name and location of Major Container Terminal(s):
- 20-26: Ports America Outer Harbor Terminal, 1599 Maritime Street, Oakland, CA 94607 www.portsamerica.com/oakland-california.html
- 30-32: TraPac Terminal, 2800 7th Street, Oakland, CA 94607 www.trapac.com
- 33-34: 3050 7th Street, Oakland, CA 94607 (510) 627-1308
- 35-38: Ben E. Nutter Terminal (STS/Evergreen), 5190 7th Street, Oakland, CA 94607 www.oak7th.com
- 55-56: TTI Terminal (Hanjin), 2505 Middle Harbor Road, Oakland, CA 94607 www.ttioak.com
- 57-59: Oakland International Container Terminal (SSAT), 1717 Middle Harbor Road, Oakland, CA 94607 www.ssofa.com
- 60-63: Global Gateway Central (EMS/APL), 1579 Middle Harbor Road, Oakland, CA 94607 www.eaglemarineservices.com
- 67-68: Charles P. Howard Terminal (Matson), 1 Market Street, Oakland, CA 94607
- Burlington Northern Sante Fe Railway, 333 Maritime Street, Oakland, CA 94607 www.bnsf.com
- Union Pacific Railroad Intermodal Yard, 1408 Middle Harbor Road, Oakland, CA 94607 www.uprr.com
Demographics of surrounding area:
Average household size 2.48, Average family size 3.43, In labor force (16yrs +) 65.3%, Median household income $48,596, Families below poverty level 15.3%, Total population 362,342, Race: White 36.9%, Black/African-American 29.8%, American Indian/Alaska Native 0.6%, Asian 15.6%, Native Hawaiian/Other Pacific Islander 0.5%, Other Race 12.9%, Hispanic/Latino 25.2%.
Economics of Port:
Rank in North American Container Volume by TEUs in 2013 (from AAPA): #5
|Annual Container Throughput||2012|
|Inbound Loaded TEU’s||791,624|
|Outbound Loaded TEU’s||986,760|
|Inbound Empty TEU’s||271,212|
|Outbound Empty TEU’s||294,796|
The Port of Oakland recently completed a $600 million expansion at the seaport. This encompassed 2 new marine terminals, an intermodal rail terminal, realignment of roadways, dredging, and a 38+ acre public waterfront park for education and wetland estuary. Construction began in September 2001, completing in December 2009.
Expansion was meant to accommodate the latest generation of container vessels. The design vessel for the project is a container ship that transports over 6500 twenty-foot equivalent units (TEU’s) of containers. It has a design draft (depth in the water) of 46 ft., is 1,139 ft. long, and 140 ft. wide. Rhetoric around the expansion maintained that it was essential to the port’s status as internationally-competitive. The dredging project was said to ‘maintain and improve Oakland’s position as an international cargo gateway’.
Intermodal facilities connected to port:
Joint intermodal terminal completed in May 2, 2002 near-dock rail facilities to make the port more convenient for shippers and competitive with other west coast ports. It’s being operated by Burlington Northern and Santa Fe Rails Company (BNSF) as the Oakland International Gateway.
Warehouses or distribution center complexes that service this port:
• Import Distribution Center, Lathrop, CA
• Trader Joes and Crown Bolt, Stockton, CA
Environmental problems (water/air/noise/traffic/lights):
January 26, 2010 by Contra Costa Times, entitled “Day II: Health problems persist when options are limited: East Bay ZIP codes lacking middle-class amenities have higher rates of asthma, heart disease and cancer”, talks about East Bay neighborhoods residents dying of heart disease and cancer at three times the rate . West Oakland youths breathe in diesel exhaust from trucks, trains and ships at the port, and the aging homes near the waterfront become magnets for mold. One policy that many believe contributes to the high asthma rates is a truck ban on Interstate 580 in the upscale Oakland hills. This funnels large volumes of truck traffic through low-income communities lining Interstate 880 in west and East Oakland. The ban has existed since the freeway opened more than 40 years ago. In 2000, the California Trucking Association sought to overturn it, but ran into fierce opposition from hillside residents, the city councils of Oakland and San Leandro, and the Alameda County Board of Supervisors. After the public outcry, state lawmakers made the ban permanent. Alameda County health leaders and others have seized on a different target: the Port of Oakland, where they have fought to reduce diesel emissions from trucks, trains and ships. The diesel exhaust has led to a cancer risk in West Oakland that is three times higher than the Bay Area average, the Bay Area Air Quality Management District told federal officials in September. Another article entitled “Cleaner air for Oakland — but no one wants to pay for it”, dated December 16, 2009, talks about the port’s Clean Truck Management Plan (CTMP), The new rules are an effort to address the public health crisis in communities near the port, where diesel exhaust fumes have been contributing to rampant asthma and increased cancer rates. While no one questions the need for cleaner air, there’s still a raging battle over who should pay to overhaul old, dirty trucks — and how to make it possible for small independent truckers not to lose their livelihoods. The Coalition for Clean and Safe Ports of Oakland (CCSP) is campaigning with Teamsters Union members and some truckers and Congress members to take the burden off independent owner- operators. But some say the industry model itself is the problem — that all the drivers should be employees of larger trucking firms that can pay for the latest equipment. Currently the drivers wait, engines idling, an average of 3.6 hours at or in the terminal. That’s in part because they don’t get hourly pay — which gives the shippers and trucking contractors little incentive to hurry things. In some ways, the problem is the result of the 1990s-era deregulation of the trucking industry. The Port of Oakland, the Environmental Protection Agency, and the Bay Area Air Quality Management District set up a grant fund to help drivers retrofit their equipment to meet the new standards, and some did. But others who sold their older trucks and bought upgradeable models lost out when the money ran dry.
Environmental public concerns/interests/protests/lawsuits about port expansion or operations:
“The Herald- Port must limit diesel pollution”, “SFBG- Importing Injustice”, SF Chronicle- Study says diesel emissions raise cancer risk”, “SF Chronicle- Oakland kids see how port pollution hits home”, “SF Chronicle- Big rigs at Port of Oakland linked to health woes”, “Port of Oakland-Day II_ Health problems”, “Cleaner air for Oakland-but no one wants to pay for it”. Advocacy groups- The Coalition for Clean and Safe Ports.
Open port authority meetings
Research: Elba Garcia and Carla Truax (University of Southern California, 2010 – 2011). Updated and expanded by EL.