P1247676901aOBpN

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Patty Senecal International Warehouse
Logistics Association California Government
Affairs psenecal_at_iwla.com www.iwla.com
Los Angeles Transportation Club May 12, 2008
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• Goods Movement Southern California
• Largest port complex in North America San
  Pedro Bay Port Complex with deep water
• Largest intermodal rail facility in North
  American BNSF Hobart /710 Fwy.
• Air Cargo from LAX and Ontario
• FedEx Oakland hub, UPS Ontario hub
• Strong capacity for intra and interstate trucks
• Intermodal trucks 14,500 LA/LB ports, 3,000
  Oakland
• Warehousing - Southern California is the largest
  industrial sector in the U.s. with 1.5 billion
  sq.ft. of warehouse distribution in our 5 county
  region (LA, Orange, Riverside, San Bernardino,
  Ventura). In the next 6 months in the same 5
  county region there is another 40 million sq.ft.
  of inventory empty building and /or finished
  product coming on-line. Based on historical
  absorption rate of 5 million sq.ft. a year this
  means we could have an 8 year inventory of space.
• Population growth and 8th largest GDP

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• California Global Warming Solutions Act of 2006
• Greenhouse Gases (GHG) AB 32 (Nunez and Pavley)
• California is 12th largest emitter of carbon in
  the world despite leading the nation in energy
  efficiency standards and lead role in protecting
  its environment.
• AB 32 Established first-in-world regulatory
  and market mechanisms to achieve real,
  quantifiable, cost-effective reductions of GHG
• California is FIRST state to formally approve a
  comprehensive GHG plan that is required under
  statue and involves every sector of the economy
• AB 32 requires California Air Resources Board
  (CARB) to
• Develop regulations to reduce Statewide GHG
  emissions to
• 2000 levels by 2010
• 1990 levels by 2020 25 reduction
• 80 percent by 2050
• No discrimination goods movement, construction,
  agricultural, cities, school, public agencies
  (Caltrans).

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• The proposed scoping plan was released on
  October 15, 2008 and approved at the CARB Board
  hearing on December 12, 2008
• The scoping plan contains the main strategies
  California will use to reduce the greenhouse
  gases (GHG)
• Reduce vehicle miles traveled (land use)
• Vehicle fuel efficiency (Pavley regulations)
• Fuel GHG intensity (LCFS) (gasoline diesel)
• Directs CARB to consider initiating a regulatory
  proceedings to establish and implement the LCFS.
  In response, ARB identified the LCFS as an early
  action item with a regulation to be adopted and
  implemented by 2010.
• CARB adopted on April 24, 2009
• The scoping plan has a range of GHG reduction
  actions which include direct regulations,
  alternative compliance mechanisms, monetary and
  non-monetary incentives, voluntary
  actions, market-based mechanisms such as a
  cap-and-trade system, and an AB 32 cost of
  implementation fee regulation to fund the
  program.
•  
• 85 of states emissions are covered in
  cap-and-trade
• Program developed in conjunction with the Western
  Climate Initiative
• Clean car standards, increase in
  cleaner/renewable energy, solar, low carbon fuel
• Under development detailed strategies to
  implement by 2012

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Scoping Plan- Key Elements

• gt Expanding and strengthening existing energy
  efficiency
• programs as well as building and appliance
  standards
• gt Achieving a statewide 33 renewable fuel mix
• gt Develop cap/trade that links with western
  states
• gt Establish regional targets for transportation
  related GHG emissions and pursue policies and
  incentives to achieve targets
• gt Adopt measures pursuant to existing state
  laws
• Clean Car standards
• Goods movement measures
• Low carbon fuel standard
• Aerodynamic truck retrofits
• gt Create targeted fees to fund the program

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Source California Air Resource Board
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Transportation Policy

• Aggressive Cap Trade System
• GHG emissions charged to polluter
• Technologies would have to meet
• Rigors of the market
• CO2 engine standards
• Café standards
• Ratcheted down caps imposed annually
• The amount of allowances (permission/permit to
  pollute a tonne) issued will decrease every year.
• 100 auction will generate billions of dollars
  that we can invest in solar, wind, geothermal and
  biodiesel
• Revenue is produced through an auction where
  there are more polluters than allowances/permits
  available

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Logistics in a carbon constrained world!

• As climate change gathers momentum, the responses
  of governments and the markets will all converge
  to fundamentally reshape logistics operations
• Emissions from freight
• The direct emissions of logistics are generated
  by the use of fuel in trucks, light commercial
  vehicles, rail, costal shipping, international
  ships and airplanes.
• Another source of direct freight emissions are
  from air conditioning and refrigeration units
  used in vehicles, warehouses, and distribution
  centers.
• Indirect freight emissions include those
  associated with electricity use in warehouses,
  distribution centers and corporate facilities
  such as office buildings.
• For warehouses, distribution centers, and
  corporate offices this will involve maximizing
  the energy and water efficiency of individual
  facilities.
• For freight transport this will involve modal
  switching where possible, fuel switching where
  possible, and maximizing the fuel efficiency of
  vehicle fleets
• Primary production industries will experience
  challenges in the future as a result of climate
  change, water supply and other environmental
  impacts that may lead to changes in production.

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• CA CARB On-Road Heavy-Duty Diesel Vehicles
  (In-Use) Regulation
• Bus and Truck Rule (private fleet rule)
• http//www.arb.ca.gov/msprog/onrdiesel/onrdiesel.h
  tm
• December 12, 2008, CARB approved a new regulation
  to significantly reduce emissions from existing
  on-road diesel vehicles operating in California.
• The regulation requires affected trucks and buses
  to meet performance requirements between 2011 and
  2023. 
• By 12/31/2010 pre 1994 engines must be
  retrofitted with highest PM controls
• By 1/31/2014 pre 1994 engines must be
  retrofitted with NOx BACT standard
• By January 1, 2023 all vehicles must have a 2010
  model year engine or equivalent.
• Affected vehicles include on-road heavy-duty
  diesel fueled vehicles with a gross vehicle
  weight rating (GVWR) greater than 14,000 pounds,
  yard trucks with off-road certified engines, and
  diesel fueled shuttle vehicles of any GVWR.
• Out-of-state trucks and buses that operate in
  California are also subject to the regulation.
• Who must comply with the regulation?
• Any person, business, school district, or federal
  government agency that owns, operates, leases or
  rents affected vehicles. The regulation also
  establishes requirements for any in-state or
  out-of-state motor carrier, California-based
  broker, or any California resident who hires or
  dispatches vehicles subject to the regulation. In
  addition, California sellers of a vehicle subject
  to the regulation would have to disclose the
  regulations potential applicability to buyers of
  the vehicles.

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• When does the regulation take effect?
• For most fleets, the first performance
  requirements for PM do not begin until
  January 1, 2011,followed by engine replacement
  requirements to reduce NOx emissions starting
  January 1, 2013.
• For fleets with three or fewer affected vehicles,
  none of the performance requirements begin until
  January 1, 2014.
• The regulation is phased in such that by January
  1, 2023, all vehicles must have a 2010 model year
  engine or equivalent.
• Fleet calculator
• http//www.arb.ca.gov/msprog/onrdiesel/calculators
  .htm
• The calculator is an Excel file designed to
  assist fleet owners in determining the yearly
  compliance and to help fleet owners plan for the
  coming years utilizing various compliance options
  available in the regulation.  The updated version
  includes the changes approved by the Board on
  December 12, 2008 and additional proposed
  changes.

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CA CARB Drayage Truck Program (port
rail) Approved 12 -24-2008 http//www.arb.ca.gov
/msprog/onroad/porttruck/porttruck.htm
http//www.arb.ca.gov/msprog/onroad/porttruck/fina
ldrayagereg.pdf

• This regulation applies to owners and operators
  of on-road diesel-fueled heavy-duty drayage
  trucks operated at California ports and
  intermodal rail yard facilities.
• This regulation also applies to motor carriers,
  marine or port terminals, intermodal rail
  yards, and rail yard and port authorities.
• Intermodal Rail Yard is any rail facility owned
  or operated by a Class I railroad where cargo is
  transferred from drayage truck to train or vice
  versa that is within 80 miles of a port or, is
  located more than 80 miles from the nearest port
  and having, on or after January 2008, 100 or more
  average daily drayage truck visits in any one
  calendar month.
• Intermodal rail yards include, but are not
  limited to, the following facilities Union
  Pacific (UP) Oakland, Burlington Northern Santa
  Fe (BNSF) Hobart, LATC Union Pacific, Commerce
  UP, Richmond BNSF, Commerce Eastern BNSF, ICTF
  UP, San Bernardino, Stockton Intermodal BNSF,
  Lathrop Intermodal UP, and BNSF Oakland.

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• Drayage Truck Program Requirements and
  Compliance Deadlines
• Drayage trucks subject to this regulation must
  meet the following requirements by the compliance
  deadlines detailed in both Phase 1 and Phase 2.
• Phase 1 By December 31, 2009, trucks must be
  equipped with
• (A) 1994 2003 model year engine certified to
  California or federal emission standards and a
  level 3 VDECS for PM emissions or,
• (B) 2004 or newer model year engine certified to
  California or federal emission standards
• or,
• (C) a 1994 or newer model year engine that meets
  or exceeds 2007 model year California or federal
  emission standards.
• Phase 2 After December 31, 2013, all drayage
  trucks must be equipped with a 1994 or newer
  model year engine that meets or exceeds 2007
  model year California or federal emission
  standards.
• All drayage trucks must be registered with the
  DTR by the end of September 2009. Additionally,
  both the DTR registration and truck labels are
  free of charge (labels are optional).
  http//www.arb.ca.gov/msprog/onroad/porttruck/port
  truck.htm

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• 2007 Ports of Los Angeles and Long Beach
• Clean Truck Program (CTP)
• Clean Truck Program (CTP) vs. CARB Port Drayage
  Rule
• January 1, 2010
• CARB bans pre-1994 retrofit 1994-2002
• CTP bans pre-1996 no retrofit requirements for
  1996-2002
• January 1,2020
• CARB replace 2003-2006 with 2010 trucks
• CTP no similar requirement
• http//www.polb.com/environment/cleantrucks/defau
  lt.asp
• http//www.portoflosangeles.org/environment/ctp.a
  sp
• Post 2011 LA/LB port requirements CARB private
  fleet rule?

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• CA CARB Greenhouse gas Emissions From Heavy-Duty
  Vehicles Regulation
• http//www.arb.ca.gov/regact/2008/ghghdv08/ghghdv0
  8.htm
• CARB Board approved in December 2008
• Applicability
• Long-haul tractors pulling 53 or longer box-type
  trailers 53 or longer
• Box-type trailers (dry-van and refrigerated-van
  trailers) pulled by long haul tractors
• Responsible for compliance owner, driver, motor
  carrier, California-based broker, and
  California-based shipper
• Implementation begins in 2010

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• Exemptions
• Short-haul tractors trailers
• 100 mile radius
• 50,000 miles per year or less (tractors only)
• Drayage tractors trailers
• Operate 100 mile radius of port or intermodal
  rail yard
• Container chassis
• Drop frame vans
• Curtain side vans
• Authorized emergency vehicles

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• Greenhouse gas Emissions From Heavy-Duty Vehicles
  Regulation
• Reduce GHG emissions from long-haul tractors by
  reducing Tractor trailer aerodynamic drag and
  Tire rolling resistance
• Tractor aerodynamics Streamlined hood, sleeper
  cab roof fairings, gap fairings, fuel tank
  fairings, aerodynamic bumper and mirrors
• Trailer aerodynamics Side skirts, front gap
  fairings, rear trailer fairings
• Low rolling resistance tires Both tractors
  trailers

Side Skirts
Front Trailer Gap Fairings
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• Tractor Requirements
• 2011 model year sleeper-cab tractors that are
  SmartWay certified January 1, 2010
• 2011 model year day-cab tractors that have
  SmartWay verified low rolling resistance tires
• January 1, 2010 All pre-2011 MY sleeper-cab and
  day-cab tractors have SmartWay verified low
  rolling resistance tires
• Trailer Requirements
• 2011 model year 53-foot or longer box-type
  SmartWay certified or
• Retrofitted with SmartWay technologies
• Low rolling resistance tires
• Minimum of 1.5 fuel efficiency improvement
• Aerodynamic devices
• Minimum of 5 fuel efficiency improvement for a
  dry van, and
• Minimum of 4 fuel efficiency improvement for a
  refrigerated van

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• Refrigerated Van and Dry Van Optional Phase-In
  Compliance Schedules- 2010 and Older MY Trailers
  - Refrigerated van 2003-2008 model year
• Phase-in 2017 2019
• Other Refrigerated and Dry vans
• Small fleet 20 or less trailers
• Phase-in 2013 - 2016
• Large fleet 21 or more trailers
• Phase-in 2010 - 2015
• Early compliance credit

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• Greenhouse gas Emissions From Heavy-Duty Vehicles
  Regulation
• CARB Enforcement Strategy for California Shippers
  and Brokers
• California shippers and brokers notified when a
  notice of violation (NOV) has been issued to a
  non-compliant truck transporting their goods
• Notice Of Violation (NOV) will be issued to
  owner, driver, and motor carrier found in
  violation NOT TO THE SHIPPER OR BROKER
• If NOV not settled, and shipper or broker
  continues to use delinquent owner or motor
  carrier, shipper or broker may be subject to NOV
  if
• Shipper or broker has not taken proactive steps
  working with ARB, owners, and/or motor carriers
  to ensure goods are shipped in compliant tractors
  and trailers, and
• Shipper continues to load freight onto
  non-compliant trailers owned/dispatched by
  delinquent owners/motor carriers

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CA CARB Large Spark Ignition (LSI) Off Road
(gasoline and liquefied petroleum
gas) http//www.arb.ca.gov/msprog/offroad/orspark
/orspark.htm http//www.arb.ca.gov/msprog/offroad/
orspark/background.htm http//www.arb.ca.gov/mspro
g/moyer/guidelines/2008green_charts/lsi.pdf
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• Large Spark Ignition (LSI) Off Road Rule
• The regulation established more stringent
  hydrocarbon and oxides of nitrogen emission
  certification standards for engine manufactures.
• Individual persons, business and government
  agencies that own or operate LSI engine-powered
  fleets in California are subject to the fleet
  requirement
• The LIS engines include forklifts, portable
  generators, sweeper /scrubbers, and an array of
  agricultural, construction and general industrial
  equipment. The regulation requires engine and
  retrofit emission control systems.
• Regulation established feet average emission
  level requirements for medium and large fleets
  that start January 1, 2009 and become more
  stringent with time to January 1, 2010.

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• New Engine Standards and Test Procedures
• 2.0 g/bhp-hr in 2007 0.6 g/bhp-hr in 2010
• 95 percent emission reduction vs. uncontrolled
• Retrofit Kit Verification Procedures
• Fleet Average Requirements Applicability
• 4 or more forklifts, tow tractors,
  sweeper/scrubbers, or pieces of airport ground
  support equipment

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• Third-party fleet average calculators
• Pape Material Handling http//www.papemh.com/car
  b.aspx
• Raymond Handling Solutions http//www.raymondhand
  lingsolutions.com/Emissions_calculator.html
• Exemptions
• Construction and farm equipment greater than 175
  hp
• Small fleets
• Uncontrolled 2003 2004 LSI engines through 2010
• Exclusions
• Limited hours of use (250 or less)
• Rented 30 or fewer calendar days per year
• Rental or lease less than one year, provided
• no more than 20 percent of fleet, and
• meets standards (3.0 in 09 2.0 in 11)

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• Recordkeeping and Reporting Requirements
• The LSI regulation has no reporting requirement.
• Operators must maintain records
• A baseline inventory due November 12, 2007
• Contents equipment/engine make, model, SN,
  certification or verification level as
  demonstrated by a label
• Propane fuel quality receipts if available
• Records retained through December 31, 2015 fuel
  quality records retained for three years.
• Enforcement Performed by ARB and local air
  districts ARB recently hired additional
  enforcement staff and conducted in conjunction
  with other inspections
• In-use off-road diesel regulation
• Cargo handling equipment regulation
• Other mobile and stationary source regulations
• Penalty Maximum of 500 per day per piece of
  equipment

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Low Carbon Fuel Standard for California
April 23, 2009 CARB Board adopts regulation to
implement the LCFS. The LCFS is intended to
reduce, on a full-fuel, life-cycle basis, the
carbon intensity of transportation fuels
(gasoline diesel) used in California.
Reformulation starts 2011 finished by 2020
Low Carbon Fuel is complicated life cycle
analysis CARBOB (CA gasoline blend stock), CARFG
(CA reformulated gasoline, ULSD (CA ultra low
sulfur diesel), corn ethanol, sugarcane ethanol
from Brazil, Cellulosic ethanol (farmed trees),
cellulosic ethanol (forest waste), biodiesel
(soybean), renewable diesel (soybean), compressed
natural gas (CNG from North America natural gas),
landfill gas to CNG, electricity(CA mix),
hydrogen (gaseous hydrogen from North American
natural gas)
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Western States Petroleum Association
Western States Petroleum Association
Supply and Demand - California

• California consumes 44 to 45 million gallons of
  gasoline and 10 million gallons of diesel fuel
  per day

• Demand for transportation fuels increased nearly
  50 in last 20 years
• Number of refineries producing gasoline in
  California dropped from 32 in mid-1980s to 14
  today
• California imports 3.5 million gallons of
  gasoline and components per day

• Transportation fuel infrastructure is at capacity
  and not keeping up with rapidly growing
  population and demand

Source California Energy Commission
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CARB next phase! May 21, 2009 CARB public
workshop to discuss T-6 Goods Movement Efficiency
Measures (also referred to as Freight Transport
Efficiency Measures) The purpose of the
workshop is to discuss the development of
measures to reduce the carbon footprint of
freight transport.
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• Intersection of supply chain efficiency and
  carbon footprint
• Sustainability and green supply chain initiatives
  are rapidly moving to top priority positions at
  many companies. Lack of credit in today economy.
• Market research firm eyefortransport
  (www.eyefortransport.com) has conducted surveys
  on the greening of transportation and determined
  that this is definitely an area growing in
  significance.
• 75 of a company's carbon footprint is related to
  transportation and logistics activities
• Eyefortransport found that 69 of companies feel
  that green issues will be increasing over the
  next three years, and that 9 of companies feel
  it will be their top priority. Of these
  companies, 42 plan to use vehicle routing and
  optimization tools to help drive green supply
  chain initiatives. This number is sure to grow as
  the issue of greening grows.
• Does Green Green? Intersection of supply chain
  efficiency to reduce costs and make a company
  more agile and demand driven, it will also help
  green your supply chain. Will operational
  efficiencies safeguard existing margins against
  rising costs but will also reduce the emissions
  intensity of operations.

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MeTrIS Maps, Analyses, Models

• Components of MeTrIS for freight congestion
  mitigation are being developed in a project
  funded by the U.S. Department of
  TransportationResearch and Innovative Technology
  Administration, at the University of California,
  Santa Barbara.
• Research MeTrIS envisages extensive tracking of
  transportation assets using Global Positioning
  Systems (GPS) and Vehicle-Infrastructure
  Integration (VII) technologies. Vehicles report
  their location and attributes in real time.
  Sensors in infrastructure simultaneously report
  environmental conditions such as bridge ice or
  fog. The rich data stream from these sensors
  enables a variety of synoptic information
  products, both real-time and longitudinal.
  http//www.metris.us/
• The system extends beyond what is currently
  deployed by private logistics-oriented tracking
  firms, and focuses on analyses and models that
  employ the data for broad public benefitin
  particular, strategic transportation planning,
  tactical operational efficiencies such as
  intermodal synchronization and identification of
  avoidable trips, and security.
• MeTrIS technologies promise a future where policy
  and operational decisions are based on reliable
  information and verifiable forecasts, and
  therefore provide solutions that are financially
  sound, logistically efficient, environmentally
  beneficial, and equitable to the communities and
  motor carriers affected.

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MeTrIS Maps, Analyses, Models

• Maps
• First snapshots of drayage in LA
• Origins, destinations, routes, stops, time of day
• Congestion hot spots by time of day
• Analyses
• Terminal turn time by time of day
• Highway speed by time of day
• Highway drainage (useful to planners)
• Drivers working hours, idle time Models
• Deadhead reduction
• Strategically placed container depots
• Different operating scenarios
• Up to 25 reduction in traffic
• Port sync
• Give terminals precise information on truck
  arrival
• 25-50 reduction in stack rehandling

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Interface of smart truck to real-time road way
and distribution center
San Pedro Bay Port Complex
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Logistics in a carbon constrained world!

• . Federal / Waxman legislation Mitigation of
  global warming and protection of individual House
  members who want to protect their own backyard
  industries.
• The challenges of managing strong population
  growth, supporting a changing economic base,
  making the shift to a low carbon economy and
  managing the growing freight task itself.
• Goods Movement / transport companies are
  simultaneously exposed to demand risk, regulatory
  risk, increasing cost structures, operational
  disruptions risk, and broader market risks.
• The exposure of all freight transport and
  warehousing to increases in both fuel and
  electricity costs will profit margins be eroded?
  More companies or less?
• The freight business is highly competitive with
  tight margins and a mix of small operators and
  large vertically integrated enterprises. These
  businesses will naturally tend to focus on the
  commercial implications for their own operations
  on particular parts of the network. How can the
  Future of Freight move beyond individual
  interests and provide a balanced plan of action
  in the interests of the freight network and the
  state as a whole?
•  

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Cap and Trade 101 Source January 16, 2008
Center for American Progress www.americanprogress.
org/issues/2008/01/capandtrade101.html The goal
To steadily reduce carbon dioxide and other
greenhouse gas emissions economy-wide in a
cost-effective manner.The cap Each
large-scale emitter, or company, will have a
limit on the amount of greenhouse gas that it can
emit. The firm must have an emissions permit
for every ton of carbon dioxide it releases into
the atmosphere. These permits set an enforceable
limit, or cap, on the amount of greenhouse gas
pollution that the company is allowed to emit.
Over time, the limits become stricter, allowing
less and less pollution, until the ultimate
reduction goal is met. This is similar to the cap
and trade program enacted by the Clean Air Act of
1990, which reduced the sulfur emissions that
cause acid rain, and it met the goals at a much
lower cost than industry or government
predicted.
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The trade It will be relatively cheaper or
easier for some companies to reduce their
emissions below their required limit than others.
These more efficient companies, who emit less
than their allowance, can sell their extra
permits to companies that are not able to make
reductions as easily. This creates a system that
guarantees a set level of overall reductions,
while rewarding the most efficient companies and
ensuring that the cap can be met at the lowest
possible cost to the economy.The profits If
the federal government auctions the emissions
permits to the companies required to reduce their
emissions, it would create a large and dependable
revenue stream. These financial resources could
be used to achieve critical public policy
objectives related to climate change mitigation
and economic development. The federal government
can also choose to grandfather allowances to
the polluting firms by handing them out free
based on historic or projected emissions. This
would give the most benefits to those companies
with higher baseline emissions that have
historically done the least to reduce their
pollution.
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What Would a Successful Cap-and-Trade Program
Look Like? The goal To limit the rise in
global temperature to approximately 2.0 degrees
Celsius (3.6 degrees Fahrenheit) above
pre-industrial levels by 2050 by reducing carbon
dioxide and other emissions from companies as
part of a larger plan for curbing global warming.
The cap To achieve this goal, the U.S.
government should steadily tighten the cap until
emissions are reduced to 80 percent below 1990
levels by 2050. Businesses would have to obtain
permits entitling them to emit a certain quantity
of carbon dioxide or its equivalent in other
greenhouse gases. All permits would be
auctioned off by the government. Emissions
permits in the near term would likely fall in the
range of 10 to 15 per metric ton of carbon
dioxide or its equivalent.The trade Companies
unable to meet their emissions quotas could
purchase allowances from other companies that
have acquired more permits than they need to
account for their emissions. The cost of buying
and selling these credits would be determined by
the marketplace, which over time would reduce the
cost of trading the credits as trading becomes
more widespread and efficient.
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The profits Initial estimates by the
Congressional Budget Office project that an
economy-wide cap-and-trade program would generate
at least 50 billion per year, but could reach up
to 300 billion. Approximately 10 percent of
this revenue should be allocated to help offset
costs to businesses and shareholders of affected
industries. Of the remaining revenue,
approximately half should be devoted to help
offset any energy price increases for low- and
middle-income Americans that may occur as a
result of the transition to more efficient energy
sources. The other half of the remaining
revenue should be used to invest in renewable
energy, efficiency, low-carbon transportation
technologies, green-collar job training, and the
transition to a low-carbon economy. Some
resources should also be invested in the energy,
environment, and infrastructure sectors in
developing nations to alleviate energy poverty
with low-carbon energy systems and help these
nations adapt to the inevitable effects of global
warming. Revenues from the permit auction would
essentially be recycled back into the economy
to facilitate the transition to an efficient,
low-carbon energy economy and ensure that
consumers are not unduly burdened by potentially
higher energy costs.
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Thank You!
Patty Senecal, California Government
Affairs International Warehouse Logistics
Association 310-678-7782 psenecal_at_iwla.com