Business
In 'generational moment,' Port of L.A. faces shifting winds in business and politics
The Port of Los Angeles has long been the single busiest seaport in the Western Hemisphere, employing thousands of Southern Californians and playing a critical role in the vast supply chain that underpins both the California economy and that of the United States as a whole.
Together with neighboring Port of Long Beach in the San Pedro Bay, it handles a whopping 40% of all the container traffic from continental Asia.
But today, as Port of Los Angeles director Gene Seroka puts it, this important but largely anonymous institution faces a “generational moment,” a set of challenges crucial for the regional economy and the well-being of many Americans.
Seroka has been leading the seaport since 2014. He recently sat down with the L.A. Times to discuss key issues involving the port.
We’ve been getting signs of slowing consumer spending. How busy have you been so far this year, and what do you see ahead?
It’s been an extraordinary year. For the first six months of the year, our business is up more than 14%, driven mainly by the strength of the U.S. We also have a dock workers’ negotiation on the East Coast, a drought in the Panama Canal and security issues in the Red Sea leading up to the Suez Canal. Many importers and exporters have told me that fractionally, they’ve shifted some of their allocation our way to hedge against any worsening in those three areas.
You’ve made many trips to Washington, including for three meetings with President Biden. What might changes in the White House and Congress mean for future funding and support?
Well, that remains to be a pretty big question mark. We’ve had unprecedented progress in the area of focus on ports, and a lot of it was brought to light because of the supply chain crunch that we saw during COVID. We saw the bipartisan Infrastructure Investment and Jobs Act that was passed, the Inflation Reduction Act, and now the Environmental Protection Agency call for applications on the Clean Ports Program, which should be announced sometime in the fourth quarter of this year.
What I’ve seen so far is that in the last three years, we’ve submitted applications for more than $1 billion in [federal and state] grant money, and we’ve earned over $380 million. That’s probably our best three-year period that I can recall.
Depending on what happens in November, can things shift?
The infrastructure law runs through ’26, but based on my own experience, yes. I think we could see more of the same type and better support, or we could see a complete reverse.
What would create that?
Changing policy, changing focus away from the state of California. I don’t want to speculate, but I have seen what it looked like — the lack of access, the lack of any meaningful legislation like the infrastructure act. So, again, I don’t want to speculate, but we’ve had a pretty good run here. This industry, still to this day, even with all the technology and the global trade, it’s still a relationship-based business. And it still is relationships that carry us in Washington and Sacramento today.
And how was your access to and relationship with the Trump administration?
It was very limited, if nonexistent.
What about tariffs? Biden recently increased tariffs on a wider array of Chinese goods — steel, EV cars, solar cells. And there’s potential for even higher, broader tariffs to come, especially if Trump wins.
Dating back to 2018, the previous administration implemented tariffs on a variety of goods originating from China. Those tariffs were met with retaliatory tariffs that really were very impactful on a negative side for a number of American companies, including the agricultural sector. Flash forward, the most recent tariffs that the Biden administration put in were on $18 billion worth of goods. It’s a very narrow, targeted approach to tariffs. So I don’t see that impacting the Port of Los Angeles. What we’ve seen with tariffs policy, and in some cases rhetoric, is that here at the Port of Los Angeles, the portfolio with China is now down to about 45% [from 57% three years ago].
How much potential do other countries around the Pacific Rim have for becoming alternatives to China in terms of manufacturing?
No one can replace China as a manufacturing hub. But we’ve made up that difference by capturing cargo from other markets, and specifically Southeast Asia – Vietnam, Indonesia, Thailand, to name three. We’ve also seen growth in manufacturing in Mexico. And while some folks would say, OK, you’re building up more products in Mexico to come across the border by truck or rail, but we’re also feeding components into the maquiladora areas like Mexicali here in Baja, California. So there’s still a market for us to be a strong player, especially as Mexico continues to shine in the manufacturing community.
What about India, which seems to be rising in terms of manufacturing in the global economy?
It is. And I was just in India back in January. I had an opportunity to visit with Ambassador Eric Garcetti. What I can tell you is in the most recent full calendar year, China exported some 260 million 20-foot equivalent units of cargo. India exported 17 million. So while what we see there is opportunity and there is great talent, manufacturing in the same vein that we see in Asia may not happen overnight.
In the early months of the pandemic there were, at one time, more than a hundred cargo ships stuck at sea waiting to berth. What’s to prevent something like that happening again in San Pedro Bay?
Well, that’s job No. 1, in my view. What we did learn with the benefit of history is that this port must remain as a transit facility and not as a warehouse. Unfortunately, back in 2021 and 2022, a number of large importers used this port to store containers. Unbeknownst to us, they had deals with shipping lines to make sure that they could hold their containers here at the port for little to no charge. Once we diagnosed that by doing some data mining through our own system, the Port Optimizer, we were able to start moving cargo again.
No one was trying to hurt us, nothing sinister was taking place. The American consumer was simply buying at a pace that we’ve never witnessed. And importers had to get as much cargo here as quickly as possible, and it was just clogging up the works.
So now the next thing is going to be, how do we make sure that we can anticipate what’s going to take place next in the supply chain? A lot of that comes with data. I’ve been to Asia five times this year so far, and I’ve been to Europe once. I’m spending a lot of my energy talking to importers and exporters, service providers, leadership at the C-suite level to try to make sure I anticipate as much as possible, what’s happening now and what we can expect in the future.
More recently, we all read about the accident in Baltimore last March when a large container ship crashed into the Francis Scott Key Bridge. What’s the potential for such a mishap here, and what have you done to reduce the risk?
Well, we work hard every day at this, led by our head of public safety, Port Police Chief Tom Gazsi. And while vessel engine failures happen, it’s about how we create protocol to prevent that from going any further. We put a minimum of two tugboats on every ship that comes into this port. And for the larger ones, those workhorse vessels, you’ll likely see four tugs tied to a ship in the event of a power failure or engine failure. Those tugs go into action, put the rear thrusters on, slow down and stop that ship as it’s moving.
Also, our bridge has its legs on land. We’ve got rock formation under the channel near the stanchions to prevent a ship from getting anywhere close to it.
What is the longer-term impact of automation and AI at the port? Do you see that as threatening jobs?
Here in Southern California, out of our 13 marine terminals right now, we have three that are automated, and there may be more in the future. The automation or robotics that we see on our marine terminals today really is comprised of the land-side equipment, whether it’s to move containers onto truck chassis or onto rail cars, or for retrieval when the truckers come into the terminals to pick up their imports or drop off their exports.
But it’s our belief that while technology is moving faster than ever, we cannot leave the workforce behind. And that’s part of the motivation of why we just cut the ribbon on a new mechanics training facility on Terminal Island. That’s going to up-skill and re-skill longshoremen members so they can work on newer and greener equipment, and in some cases, automated machines.
Secondly, we have designated 20 acres of property here for the nation’s first workforce training campus dealing with goods movement — to bring people in who need training on trucking, warehousing, even coding [and] technology such as artificial intelligence that will be important to this port in the future.
What are the biggest environmental challenges at the Port of L.A.?
There’s nothing more that we want to see than for ourselves, the Port of Long Beach and others to reach this aspiration of a zero-emission port operation. But there are a lot of things that have to take place. We’ve got to be able to accelerate the technology, make it affordable for small businesses to be able to join.
Please know that of the 20,000 trucks that are registered to do business at the port, more than half are small businesses. We’ve got to make the barriers to entry as plausible as possible. We also have to support them by creating the infrastructure necessary to run these new and cleanest trucks that are possible.
For example, there are 7,500 gasoline stations in the state of California. There are only 46 hydrogen fueling stations. And according to their oversight board, they only work about half the time. There are only 92 high-speed heavy duty truck chargers in the country, less than two per state.
Now, we’ve also been working closely with the shipping industry for the past several years on cleaner and renewable fuels. We call this our green shipping corridor strategy. If we could reduce the emissions from ships moving from our largest trading partner in China, from Shanghai to the ports of L.A. and Long Beach, if we can reduce that emissions by 10%, that would be the equivalent of all the emissions in the Port of Los Angeles for an entire year.
Finally, let me ask you about jobs at the port. What kinds of skills do you look for now and will be looking for in the future?
The interesting thing about this port complex is there are a variety of jobs and skill sets that are always in demand. For example, we talk a lot about the people that actually move the cargo — the longshoremen, the marine clerks, the truck drivers and warehouse folks, the mechanics are all vital to this port. And that’s part of the motivation for us setting up that mechanic center as well as the broader goods movement training campus that I spoke of on the 20 acres of property at the Port of Los Angeles.
The other piece is that you’ve got a growing community here in this harbor enclave. There are 260,000 residents, a lot of young kids going through school that see this port every day and want to be a part of it. We need engineers, naval architects and others that have expertise [who can] design, build and create for our industrial sector of marine terminals and other cargo moving interests.
And the next big thing obviously will be to put an even deeper emphasis on folks with information technology capabilities, whether it’s a young kid who knows technology because they play video games or those who have taken interest in coding, all the way to folks who are going now to college and grad school studying the sciences to be more involved in technology.
Business
Los Angeles tries again to phase out urban oil production
The Los Angeles City Council on Tuesday unanimously advanced an ordinance to halt new oil and gas drilling and phase out all existing production over the next 20 years. L.A. is home to more than 2,000 active oil wells.
The measure revives a similar ban passed in 2022, which was struck down by a judge following legal challenges from the oil and gas industry.
It must pass a second vote before final adoption later this summer, and would make L.A. the largest city in the United States to phase out existing oil wells.
“Today, Los Angeles is making a decision that aligns with our need to turn the page on urban oil drilling,” Councilmember Katy Yaroslavsky said during Tuesday’s council meeting. “The absence of an enforceable oil ordinance has had real consequences for our communities.”
The ban in 2022 was seen as a historic move for a region built on the petroleum industry.
But in 2024, a Los Angeles County Superior Court judge invalidated the law, ruling that the state, not the city, has jurisdiction over petroleum production. The legal challenge was brought by oil companies including Warren Resources, which operates a large oil field in Wilmington. Much of the field is beneath the city of Long Beach, but it also extends under Los Angeles.
Shortly after that, state legislators advanced Assembly Bill 3233, which reaffirmed city and county authority to regulate oil and gas activity. It was largely seen as the missing piece that made the original ordinance vulnerable.
“It’s now unequivocal that cities have the authority to regulate, limit and prohibit oil and gas operations within our jurisdiction,” Yaroslavsky said.
The new ordinance, written by the Department of City Planning, prohibits new oil and gas extraction, including drilling, redrilling or deepening existing oil wells for the purposes of production. It also designates all existing and active idle wells as “nonconforming uses,” meaning they may only operate during the phaseout period and are no longer compliant with current zoning.
Warren Resources, which led the lawsuit against the previous ban, did not immediately respond to a request for comment. The company previously argued that the 2022 ban was rushed and would lead to more oil imports to the area, causing increased emissions from tankers and trucks and other environmental consequences.
Many wells in the city operate near schools, homes and parks. Most are concentrated in low-income areas and communities of color, such as Wilmington and the harbor district, West L.A. and South L.A., where residents have long reported respiratory issues, headaches, throat irritation and other health problems. Studies have found oil wells can emit carcinogens and are linked to adverse health effects.
“This ordinance is such an important step toward giving every frontline community in Los Angeles access to clean air,” Silvia Esparza, a South L.A. resident and member of environmental justice group Stand-L.A., said in a news conference ahead of Tuesday’s vote.
Ashley Hernandez, a Wilmington resident and organizer with the nonprofit Communities for a Better Environment, said bloody noses and noxious fumes were a regular part of life in the neighborhood growing up.
She noted that in addition to oil drilling, L.A. residents continue to face other environmental hazards, such as the recent oil pipeline rupture that sent crude into the L.A. River or the ongoing cold storage warehouse fire in Boyle Heights that is spewing toxic smoke.
“I’m here to remind L.A. city and these toxic neighbors that Wilmington residents are more important than any ‘black gold’ under their homes,” Hernandez said. “We need our city to protect our families now and to stop the oil industry’s reign of power in our city. A passage of the oil phaseout ordinance today gives the city a chance to correct this wrong.”
Times staff writer Dakota Smith contributed to this report.
Business
SpaceX stock returns to Earth after record IPO
Shares in Elon Musk’s rocket company SpaceX halted their three-day slide that had erased roughly $600 billion off its market value.
SpaceX shares closed at $156.11 with a nearly 1% gain on Tuesday, a slight recovery from a 16% fall on Monday.
That loss dropped the stock below $160.95, where it ended the day June 12 after a 19% surge during its record initial public offering. The IPO gave it a market cap of $2.2 trillion, making SpaceX one of the world’s most valuable public companies.
It also turned Musk into the world’s first trillionaire, a status he retains despite the sell-off.
The downturn probably reflects investor unease over the company’s spending plans and potential debt load, analysts say.
SpaceX raised a total of $86 billion after underwriters exercised their right to sell additional shares, on top of the $75 billion initially raised. It was the largest IPO in history.
A little more than half a billion shares were distributed to institutional and retail investors at a price of $135, with the stock opening at $150 as some holders immediately flipped shares for a profit.
Shares rose as high as $176.52 during the IPO before settling at the $160.95 price. In the weeks since, shares reached a high of $225.64, meaning that some investors lost money or are underwater with paper losses.
Since the IPO, SpaceX has dropped some big bucks.
It announced last week that it was acquiring AI coding startup Cursor for $60 billion in a deal expected to close in the third quarter. The San Francisco company, founded in 2022, enables engineers to instruct software in English to run coding tasks autonomously.
It also sold $25 billion in bonds on Tuesday , unusual for a company that just went public, much less for one that just raised a record sum.
The IPO surpassed the 2019 offering by Saudi Aramco, Saudi Arabia’s state-owned oil giant, which raised $29.4 billion, the prior record holder.
S&P Global issued a report last week that assigned SpaceX a “BBB” credit rating, the lowest possible rating to qualify as an investment grade credit risk. It noted the company will have “elevated capital expenditure” through 2029.
SpaceX rivals OpenAi and Anthropic filed this month for initial public offerings that, while not expected to be as large as Musk’s company, will be large in their own right.
Wedbush analyst Dan Ives, who has been bullish on SpaceX stock, said the market is digesting “massive debt and equity raises from Big Tech players” in the coming years.
“This is part of an industry wave of debt offerings on Wall Street, like Alphabet and SpaceX among others,” he wrote in an email.
With the stock already giving up gains since the IPO, it will be further tested when tranches of locked-up shares held by current and former employees are released.
At least 20% of the shares will be released after second-quarter results are disclosed sometime in the coming months, with all the lockups expiring in December.
SpaceX, based in Texas, is the leading launch services company in the world, with its Falcon 9 rocket accounting last year for the vast majority of satellites sent into space.
It is also the leading satellite-based broadband provider with its Starlink service. But the extraordinary interest in the IPO was driven by Musk’s plans to make the company an AI leader — including plans to launch orbiting satellite data centers powered by the sun that crunch AI data.
He merged his xAI artificial intelligence company into SpaceX this year, with the combined entity recently announcing it was leasing computer power to rivals Anthropic and Google at two terrestrial data centers it has constructed.
Musk moved the company’s headquarters from Hawthorne to Texas in 2024, but it retains large operations in the South Bay city and blasts off regularly from Vandenberg Space Force Base in Santa Barbara County.
Investment research firm Morningstar placed a $780-billion valuation on SpaceX, focusing on its core rocket and Starlink broadband satellite businesses. It suggested investors wait a few months for the stock to settle before buying in.
“I think the day-to-day stock price movements are usually based on market sentiment,” said report co-author Nicolas Owens, an equity analyst at Morningstar. “So I was not surprised when it went way up right after the IPO — and I’m not surprised it [came down]. Not much has really changed in the fundamentals.”
Mike Alves, founder of Pasadena’s Vida Vision Fund, has a stake in SpaceX that accounts for 46% of his AI and robotics fund.
He said he was not perturbed by the stock drop, noting that Facebook fell under $18 a share just months after its May 2012 IPO closed at $38 a share. It has since risen more than 1,000% above its offering price.
“The volatility doesn’t really matter because you’re going to multiply your best investment many times, so I’m not so worried about it,” he said, adding that investors seeking shares could now “scoop them up at a good deal.”
Business
The other anti-data center movement: California’s sky-high electricity prices
The nation is awash in data center hate and California is no exception.
Temporary bans have cropped up across the state as residents from Imperial County to San José fight proposals in their communities. Monterey Park became the first city in the country earlier this month to permanently ban data centers by a popular vote. And a recent poll sponsored by the environmental group Net-Zero California showed 70% of state residents don’t want data centers in their communities.
But unlike in Virginia, Texas, Ohio and other states where residents are fighting 400-plus megawatt hyperscaler facilities in their backyards, California has some major barriers keeping data centers at bay.
Sky high industrial electricity prices are more than double the national average. Long wait times to connect to the grid have some new data centers sitting empty in Silicon Valley. And the state regulates the size of the backup generators that keep the centers running when the grid goes down. That has limited most facilities to a fraction of the size that artificial intelligence increasingly demands.
That all means that California is seeing less of a boom — fewer proposed data centers, and smaller in size — than in the country’s hot spots.
“California isn’t even on the map today,” said Mehdi Paryavi, chairman of the International Data Center Authority. “Taxes are high, land is expensive, water is scarce, energy is difficult to find, communities are pushing back. There are all kinds of problems.”
Northern California and Southern California were hubs for an earlier generation of data centers. “But over time, as the sector has grown, the overwhelming majority has been developed elsewhere,” said Andrew Batson, head of data center research at real estate intelligence firm JLL.
“Almost all the data center demand being generated from California is being serviced by adjacent states,” from places such as Phoenix and Las Vegas, Batson said, “where power is much cheaper, land is more affordable, and regulations are quite less.”
Still, “California can’t outsource all it’s data center capacity,” and the state expects to see growth over the coming years.
Fifty-one facilities are currently planned in the state, according to a recent study from the Pew Research Center, an 18% increase over the 277 operating today. According to a study from UC Riverside, data center electricity use in the state doubled between 2019 and 2023.
But some grid operators elsewhere are already seeing overwhelming loads, such as the Pennsylvania-New Jersey-Maryland Interconnection that expects about 40% to be added to its total demand, largely from data centers, by 2035. Compare that to the California Energy Commission which expects data centers to drive an increase of about 2 gigawatts by 2030, and 5 GW by 2040. That’s about 4 and 9% of its 52 GW peak load respectively.
“It’s a significant amount of demand growth, but it’s not dwarfing all the other factors,” said Mark Specht, a senior energy manager at the Union of Concerned Scientists who put out a report on California data center growth last month. “Some of the projections we’re seeing for increased electricity demand from electric vehicles in 2045 is actually higher than the demand from data centers.”
California regulations are part of what’s keeping data centers relatively small: A state rule requires any backup generator bigger than 100 megawatts to be certified as a power plant.
Specht’s report found none of the current data centers in California and almost none of the proposed ones require that certification because they fall under the 100 MW cap. (Exceptions include a 417 MW planned facility in Santa Clara and a 330 MW one in Imperial County blocked Tuesday by a moratorium vote.)
One hundred MW could power a small city’s peak demand, yet the average U.S. data center is expected to demand over 600 MW by 2030, according to the energy intelligence company Cleanview.
A San Francisco Chronicle analysis showed that California facilities currently make up about 5% of national data center power demand, but that share is expected to fall to 1% if building proceeds as planned across the country.
Still, the growth that does exist is raising concerns among utility ratepayer advocates and environmentalists, not to mention the general public.
“There are real costs at stake,” said Mark Toney executive director at The Utility Reform Network, a ratepayer advocacy group.
He noted Pacific Gas & Electric anticipates a massive amount of new demand from data centers — about 10 GW worth — or enough to power 7.5 million homes. That would require grid upgrades he estimates at about $10 billion, partly borne by ratepayers. Interest has been high in PG&E territory because it serves the San Francisco Bay area, where California’s projected data center buildout is concentrated around San Jose, now that Santa Clara has reached capacity.
Data center electricity projections come with uncertainty, and PG&E says its confirmed large load in the pipeline — mostly data centers — is closer to 5.3 GW.
Whatever demand materializes, TURN and others are fighting to shield ratepayers from the costs of PG&E’s buildout, a battle playing out at the Public Utilities Commission.
PG&E spokesperson Rob Stillwell said data centers help reduce rates by spreading the costs of grid maintenance over more customers. He noted data centers already have to pay the up front costs of connecting to the grid, under a temporary rule.
But TURN says those don’t include all of the infrastructure and broader grid updates that PG&E will have to invest in to support data centers.
And the rule only applies for PG&E territory and doesn’t require data centers to bring their own clean power.
TURN is now backing a bill from State Sen. Steve Padilla (D-Chula Vista) that would require all data centers to pay for 100% of the costs of new transmission upgrades as well as new clean energy to cover at least half their required electricity. The industry is opposing the effort.
Another Padilla bill would approve data centers faster if they use more clean energy. One from Assemblymember Rebecca Bauer-Kahan (D-Orinda), would require data centers to disclose their energy use to the state. And bills by Assemblymember Diane Papan (D-San Mateo) would require them to project and report their water use as part of permitting and licensing.
Yet politicians have been hesitant to regulate. Last year, similar bills were either watered down, didn’t make it through the legislature or were vetoed by Gov. Gavin Newsom.
At a panel in January, gubernatorial candidates were asked how they would balance environmental concerns about data centers with their potential to drive economic activity.
“We have to make sure that those data centers are paying their fair share,” said Xavier Becerra, adding that businesses need to move away from diesel backup generators.
Former candidate Tom Steyer of San Francisco answered with a dodge or a dose of realism, depending on your view.
“What data centers are looking for is cost to compute and speed to compute, and the good news is that California’s energy is so expensive on a cost basis, they’ll never come here,” Steyer said. “We may talk all we want about data centers, but they’re not coming.”
-
Los Angeles, Ca11 minutes agoClue may identify SUV in Long Beach hit-and-run that left woman injured
-
Detroit, MI36 minutes agoIlitch Companies creates gaming platform, expands beyond Detroit
-
San Francisco, CA48 minutes agoFirst of its kind queer museum in San Francisco Chinatown amplifies Chinese LGBTQ artists
-
Dallas, TX50 minutes agoThese children were sold for sex. Then the system failed them again
-
Miami, FL56 minutes agoHard Rock Cafe lets Downtown Miami lease lapse after 30-plus years
-
Boston, MA58 minutes agoFederal judge in Boston bars Trump from implementing proof of citizenship requirement to vote – The Boston Globe
-
Denver, CO1 hour agoDenver Broncos Foundation launches extension of ‘ALL IN. ALL COVERED.’ emphasizing youth football participation
-
Seattle, WA1 hour ago
Iran and Egypt to play in Seattle ‘Pride Match’ despite earlier complaints | The Jerusalem Post