I thank the gentlewoman for yielding to me and commend her for her leadership on this legislation, along with Mr. Rohrabacher. In 2 months in Congress, you have hit the ground running, and we're all very proud to serve as your colleagues.…
I thank the gentlewoman for yielding to me and commend her for her leadership on this legislation, along with Mr. Rohrabacher. In 2 months in Congress, you have hit the ground running, and we're all very proud to serve as your colleagues.
Madam Speaker, I rise in support of this resolution congratulating the Port of Los Angeles on its 100th anniversary.
When I first came to Congress in 1992, the Port of L.A. looked far different than it does today. It wasn't quite the sleepy port of 100 years ago, with mule-driven trains and wooden ships. It was a regional presence. But today it is the largest container port in the United States and part of the fifth busiest container complex in the world. It supports over 250,000 jobs at the port and adjacent communities and nearly 1 million jobs worldwide. It is an economic powerhouse whose importance to Southern California and the Nation cannot be overstated.
In recent years, the port has taken great strides to address the challenges that come with being a major port in the 21st century. It has dedicated millions to ensuring the quality of life for the surrounding communities, many of which are located in my congressional district. It has also taken on groundbreaking environmental initiatives to reduce the air pollution that it generates. Maybe most importantly, 100 years ago there was no such thing as a maritime security strategy. Today, the issue is of paramount importance, and the port has been a national leader.
In the hours after the September 11 attacks, port officials, the Coast Guard, and local law enforcement executed a pre-approved plan that quickly and efficiently secured the port. The planning, communication and execution we saw that day became the inspiration for many of the security initiatives that have come since, including the SAFE Port Act, which I coauthored with my California colleague, Dan Lungren, and which became law last year.
As I mentioned, Congresswoman Richardson deserves enormous appraise for her leadership on an issue that was very timely but which the rest of us had overlooked. I don't think this resolution would have come to the floor without her initiative. And it really is a big deal to the San Pedro community.
I look forward to working with her as her partner when we celebrate the next 100 years. We may be feeble, but we will be here.
And at this time, I would like to insert into the Record an article from today's edition of the Daily Breeze.
[From the Daily Breeze, Dec. 5, 2007]
Port of Los Angeles Marks 100 Years Since Its Creation
(By Art Marroquin)
San Pedro Bay had been struggling as a port for nearly a
half-century, but the mud flats surrounding the inland harbor
failed to excite railroad magnate Collis P. Huntington.
So rather than run his Southern Pacific Railroad down to
San Pedro, Huntington bought more than 200 acres in Santa
Monica in the hope of bolstering his vision for a ``Port Los
Angeles.''
He built a wharf that extended 4,720 feet into the Pacific
Ocean, attracting more than 300 cargo ships during its first
year in 1893.
``He wanted people to think his port was close to Los
Angeles, when in fact it wasn't,'' said Ernest Marquez of
West Hills, who chronicled Huntington's efforts in his 1975
book ``Port Los Angeles: A Phenomenon of the Railroad Era.''
``If he was successful, then the region's economy would
have been at the mercy of Southern Pacific and that would
have been disastrous,'' Marquez said.
While Huntington tried to get his Santa Monica port
recognized as the official harbor for the Los Angeles region,
efforts were already under way to bulk up the port in San
Pedro.
U.S. Sen. Stephen M. White, the Los Angeles Chamber of
Commerce and Los Angeles Times Publisher Harrison Gray Otis
believed the port should be a city-operated enterprise and
pushed efforts to build a ``Port of Los Angeles'' in San
Pedro Bay.
``Those men saw potential for the mud flats in San Pedro,''
Marquez said. ``They believed the harbor could be developed
by lots of digging and dredging.''
To a lesser extent, interests in Redondo Beach and Playa
del Rey had tried to enter the fray, but those efforts
quickly fell by the wayside, setting the scene for an epic
battle that became known as the ``Free Harbor Contest.''
Congress established the River and Harbor Act of 1896,
which created a commission to decide whether federal funds
should go to Santa Monica or San Pedro.
Three years later, Congress put its money on San Pedro and
breakwater construction began a short time afterward.
``There was no way a harbor of this magnitude could have
been developed in Santa Monica because there are too many
cliffs on the beach, and it was wide open to the ocean,''
Marquez said. ``San Pedro was favored because the harbor went
inland and protected ships from the open seas.''
The city of Los Angeles then annexed a 16-mile strip of
land to connect to the port in 1906. The communities of San
Pedro and Wilmington were annexed three years later.
The city's newfound ownership of the port gave rise to a
new harbor commission, a three-member panel appointed in 1907
by then-Mayor A.C. Harper.
The 100th anniversary of the harbor commission's creation
will be marked during a celebration at 4 p.m. Sunday.
The bash will include historical displays, refreshments,
boat shows and a performance by Taiwan's Evergreen Symphony
Orchestra. A fireworks display is set for 7 p.m.
The first commissioners--George H. Stewart, Frederick
William Braun and T.E. Gibbon--regularly met in downtown Los
Angeles and made ``big news'' during the rare occasions they
traveled about 20 miles south to San Pedro, according to
Geraldine Knatz, executive director for the Port of Los
Angeles.
The panel didn't have a budget and its members often had to
pay for expenses out of their own pockets, she said.
``When the voters approved the annexation and bond
improvements for port improvements, the money went to the
Board of Public Works, not the harbor commissioners,'' Knatz
said. ``It got so bad that all the commissioners resigned in
disgust by 1913.''
The first harbor commission faced many of the struggles
that persist today, such as building new infrastructure and
bolstering regional economic development, Knatz said.
``When you read through the meeting minutes from 100 years
ago, you learn that nothing really changes,'' Knatz said.
``There will never be enough money, you'll be lobbied by
different interest groups, and you'll always have to deal
with residents who live near the port. It's always going to
be hard.''
The port has come a long way since those early years, with
the arrival of cargo container ships in 1937, the advent of
towering gantry cranes during the late 1960s and, more
recently, an environmental push aimed at reducing diesel
emissions from ships and trucks.
About 15.8 million cargo units passed through the ports of
Los Angeles and Long Beach last year, accounting for more
than 40 percent of the nation's imports. That number is
expected to double by 2020 and nearly triple by 2030,
according to local economist John Husing.
Additionally, some 500,000 people in Southern California
are employed directly and indirectly by port-related
businesses, Husing said last month.
``The port is a vital part of our national economy, but it
is just as important locally, providing good jobs for
generations of local residents,'' said Los Angeles City
Councilwoman Janice Hahn, whose 15th District includes the
port.
To remain competitive, the port must continue to grow while
also keeping the environment in mind, Husing said.
Several shipping companies operating at the Port of Los
Angeles are studying expansion options that call for
environmentally friendly accommodations, such as AMP
technology that allows container ships to ``plug in'' to a
generator and operate on electrical power while docked,
rather than idling on their diesel engines.
China Shipping was the first company to use the technology
at the Port of Los Angeles, resulting in the elimination of
300 tons of pollution-forming nitrogen oxides since 2004,
according to port officials.
``Growing green is imperative if any kind of expansion is
going to happen,'' Knatz said. ``It's always difficult to be
out front on these issues, but we can't afford to be a
follower.''
Indeed, the ports of Los Angeles and Long Beach approved a
clean air plan in 2006 aimed at reducing emissions by 50
percent over the next five years.
The ports are poised in 2008 to roll out the plan's first
provisions, including a so-called Clean Trucks Program that
calls for replacing or retrofitting about 16,000 diesel-
spewing big rigs with cleaner-burning vehicles by 2012.
``The time has come for us to truly commit to cleaning up
our air and limiting emissions from the port,'' Hahn said.
``It is my hope that working together, we can finally have
both a productive and efficient port, but also clean and
healthy communities.''