ESG & Industry Updates

Tank monitors are one of the best ways to simplify all the parts of your operation that rely on fuel, DEF, or bulk lubricants. With monitors, you eliminate runouts and streamline the ordering process. You can also maximize deliveries, which allows fewer interruptions to your business.

In addition to using monitors at our customers’ sites, we use them ourselves at our facilities to monitor our levels in bulk tanks, which allows us to maximize orders from our suppliers and minimize shop interruptions – just like it does for our customers.

We monitor a typical customer tank twice a day, so morning and night dispatchers review levels as they update, which ensures we have accurate information on volume and the trajectory of use so we can determine when to bring what products. Some tanks have very variable use (like say at a marina where demand fluctuates wildly) and this lets us make sure we get there ahead of any critical low volumes, and it also lets the manager on site focus on his customers instead of monitoring his fuel levels all day. Monitors also let us take a quick look at volumes in the field ahead of storms, anticipated outages, or other factors so we are able to top off where necessary and preempt a lot of headaches for everyone involved down the line.

The monitors are visible online on a secure, password protected site to both ourselves and the customer, from virtually anywhere. So just like we can get ahead of anticipated problems, customers on site can get ahead of upcoming vacations, outages, or just get some visibility into usage patterns that can better help them manage their operations over time.

It’s not just for fuel either – DEF and lubricants are also able to be fitted with monitors. Monitors can eliminate the need to stick tanks, track daily volumes, call for orders, or be physically on site to determine an upcoming fuel or lubricant need. One less worry.

We wrote an article for Oil & Energy magazine this past month that goes a little more into the details of tank monitoring – how the reporting works, what tanks make sense for monitoring, etc. You can read that article in its entirety here: Real-Time Tank Data Drives Better Fuel Management

In another move forward against Climate Change, Massachusetts will be home to the United States' first utility-scale offshore wind project. Vineyard Wind, about 35 miles off the Mass coast, will produce up to 800 megawatts of electricity, powering 400,000 homes and businesses across the Commonwealth, dropping carbon emissions by up to 1.6 million tons per year. 

The project has faced years and years of legal challenges and other issues, from environmental studies to lawsuits from local residents of Nantucket. As of today (9/28/2023), Nantucket residents have actually filed another suit (Saturday September 26) with the First Circuit Court of Appeals to overturn a district court ruling dismissing their prior lawsuit. The current suit centers on the allegation that federal authorities failed to consider the best evidence regarding impacts on endangered right whales in the area that would be effected by the project. 

Construction began in 2021, with cable laying to bring turbine power to the offshore substation. The turbines themselves began being constructed this past summer. The final project will include 62 turbines, each close to 850 feet tall. The project will be underway until 2024, but spokesmen for Avangrid (one of the project partners) expressed confidence that initial power generation would be online by the end of 2023.

One of the more recent confounding issues for Vineyard Wind is economic uncertainty in the general economy, particularly around offshore wind projects themselves. Supply chain, energy prices, rising interest rates, and labor issues have pushed costs for all building, and particularly turbine project building, through the roof. 

We wrote an article for Oil & Energy's September issue discussing the Vineyard Wind project and its current status. You can read that full article here: Construction Begins at Massachusetts' Utility-Scale Offshore Wind Project  

(For more articles & info on Climate & Carbon topics in general, go here: Climate Change)

The race is on among tech companies to be the first to perfect and roll out fully autonomous trucks. In 2016, Uber premiered the Otto - the first autonomous truck to complete a commercial shipment without a driver - it delivered beer after a 120 mile trek through Colorado. (We wrote an article on that at the time, for an Otto refresher you can find that here: Uber's Otto Delivers on Driverless Tech)

Since 2016 most of the focus (including by Uber) has pivoted to autonomous passenger vehicles, the most successful of which has been the Tesla. However, even the Tesla's impressive operating system cannot be fully driverless, because of the inherently complicated and difficult to predict nature of driving cars, particularly in urban areas and heavy traffic. Drive through downtown Boston or Cambridge on a weekday morning and it will be pretty clear, pretty fast, just how large the volume of variables involved for any onboard AI would be. Urban driving still requires human intervention, at least for the foreseeable future. (That's been the case all along: The Struggle is Real when it comes to Autonomous Vehicle Safety ) 

Long haul trucking however, runs almost entirely on the much-easier-to-navigate interstate highways. The so called "Depot to Depot" model involves preprogramming routes where the onboard AI systems would handle highway driving, leaving difficult aspects like offramps and surface roads to human drivers for the time being - with the ultimate goal down the line being fully autonomous driving. We wrote an article on the specifics of where the autonomous truck companies are in the process, what the challenges are, and what lies ahead for Oil & Energy Magazine this month. You can read that article here: The Race for Self Driving Big Rigs. 

For local/regional transportation companies, the timeline on autonomy is likely substantially further out than even autonomous passenger vehicles would be. For industries involving more complicated delivery operations especially, like fuel companies, it seems unlikely there will be full autonomy on the horizon, not just because of route difficulty, but the critical role of highly skilled drivers that do the actual delivering of product after stopping. For fuel, a Tesla type model where autonomy lightens the strain and load, while reducing emissions via efficient operation  is probably more realistic of a model.

However, if ten years ago you said all of the meetings conducted globally in 2020 would be on videoconferencing apps, people would have said you were insane so. We shall see. 

The newest passenger boat for Maine's Casco Bay Lines will be running a diesel-electric hybrid propulsion engine. The hybrid will be handling the Portland to Peaks Island run, fully on electricity. The diesel engine will function as a backup, or be engaged for trips longer than the normal run. This assigned route is approximately 2.5 miles, which should allow the ferry to travel one way, charge at docking (~10-15 minutes) and run the return trip on electricity as well. 

If you aren't familiar, Casco Bay Line's ferry runs all year round and carries over a million passengers, 30,000 vehicles, and 5,300 tons of freight in a given year, so they are a critical part of transportation in Maine,. The ferry functions as a vital link between the islands & main lands that allows for commuting to school, work, and postage services. 

The project is being funded in part by a Federal Grant as part of the Federal Transit Administrations Ferry Grant Program. Vessels essentially hit a point where maintenance becomes cost prohibitive (after about 30 years of operation), and the grant for this particular ferry project will replace one such vessel. The replacement with a hybrid is projected to eliminate up to 800 metric tons of carbon emissions annually. The new vessel should be completed and in operation by the end of 2022. 

I wrote an article for Oil & Energy this month about the Casco Bay project, as well as the Federal Fund Grant generally. You can read that article in its entirety here: A Ferry Different Approach

Local farms in Massachusetts are producing their own renewable energy, and they're doing it while diverting food waste and dropping their carbon footprint at the same time. How? By utliizing anaerobic digesters, produced by Vanguard Renewables.

The simplified version is that the process takes the potential energy in both food waste and organic waste (like cow manure) and converts it into biogas that is used to reduce energy costs, reduce methane emissions,eliminate food waste, generate heat, and offset carbon emissions. 

Massachusetts implemented a ban in 2014 on disposal of commercial organic wastes by businesses that dispose of more than a ton of organic waste per week. Prior to the ban, this type of waste was the second highest contributor to landfills, so the State mandated that instead of being disposed of, they had to be recycled.

The solution that arose in the form of waste to power anaerobic digesters is pretty ideal - it allows not just farms to upcycle their waste, but also helps food processors, supermarkets, and even fast food restaurants by opening up an avenue for food related industries to dispose of waste economically and in a way that is hugely beneficial from an environmental standpoint. 

I wrote an article for Oil & Energy online that goes more in depth into how the process works and the benefits - you can read that article in its entirety here: Farm to Grid 

For more in depth info on how waste-to-power works, and to view some of the currently operating facilites, check out Vanguard Renewables site. 

This September, the Commonwealth of Massachusetts awarded competitive grants to 91 municipalities across the state to the tune of 14.9 million dollars, at up to 250,000 per municipality. The grants allow cities to fund renewable energy projects for the community that help MA move towards its clean energy goals.

This is the largest single year payout for the program, which has paid out over 100 million in project grants since 2010. 

To obtain a Green Communities designation in Massachusetts, the community must pledge to reduce municipal energy consumption by 20% within 5 years. The project and its grants have allowed cities to offset the costs of energy efficiency projects like weatherization, LED streetlights, heating system conversions, EV charging stations, and EV fleet vehicles. This is beneficial for both the community running the project, and for the State energy efficiency levels overall. Massachusetts is the most energy efficient state in the union and is looking to hold on to that designation. 

If you want more background and info on the Green Communities program and grants, I wrote an article for the October issue of Oil & Energy Magazine on the program that you can read here: Massachusetts' Green Communities

Air conditioning is the new big thing globally. The huge increase in demand and the pace at which it is occuring, particularly in countries that are relatively rural with less reliable electricity, is bringing air conditioning to the forefront as a huge environmental concern that was essentially overlooked historically.

We tend to think of air conditioning as a sort of add on luxury item, but clearly the demand growth indicates it is becoming more and more of a standard item globally. We need to seriously look at how we approach making it a less energy intensive and environmentally destructive product. 

The issue with air conditioning, in terms of environmental impact, that is of particular concern (in addition to the huge energy usage and carbon emissions) is that older air conditioners are dependent on hydroflourocarbons (HFCs). HFCs are used as refrigerants and have hundreds of thousands of the heat trapping power of CO2. HFCs account for only 1-2% of warming currently, however, given their use in air conditioning and the increasing demand, projections put HFC contributions to emissions at up to 19% should their use continue unchecked. 

So what do we do?

As we discussed before, the Montreal Protocols were the critical factor in the global community moving away from CFCs, and there has been a demonstable effect on the ozone as a result of action on those protocols. The protocols replaced CFCs with HFCs - now we move into the second phase of the process, where HFCs also get phased out. 

I wrote an article for the August issue of Oil & Energy Magazine that details what the increasing AC demand looks like and goes into more of the process involved with the Kigali Amendment, Montreal Protocols, and the effect taking those actions is expected to have on the pace of Climate Change. You can read the full article here: Bringing Air Conditioning to Developing Countries

"Bill Gates has said that to solve our energy problems, someday we need to do what photosynthesis does, and that someday we might be able to do it even more efficiently than plants...That someday has arrived" - David Nocera, Harvard University

David Nocera & his colleague Pamela Silver, professors of energy science, biochemistry & systems biology (respectively) have co-created a system that combines H20 splitting solar energy and hydrogen-eating bacteria to essentially produce liquid fuel from sunlight, carbon dioxide and water. 

The "Bionic Leaf" (version 2.0) is a cutting edge hybrid approach to artificial photosynthesis that can convert solar energy to biomass at an efficiency rate of about 10% using pure CO2 and 3-4% using air, which believe it or not, far surpasses "real" photosynthesis. ("Real" or plant based photosynthesis generates about 1% return of carbohydrates from solar energy in efficient plants)

Generally speaking, artificial photosynthesis seeks to use solar energy, water, and carbon dioxide to produce energy dense liquid fuels in the same way that plants use the same elements to produce energy. The process has the potential to be carbon neutral, which is a huge upside, environmentally speaking. Pretty exciting stuff!

I did an article for Oil & Energy Magazine this month that deals with the Bionic Leaf & Artificial Photosynthesis, if you want a little more on the chemistry and details involved you can read that article here: "Bionic Leaf Turns Sunshine, Water and CO2 into Liquid Fuel" 

A number of start ups are seeking to replace your trip to the gas station with the tap of an app. Much in the same fashion you would use a ride share service, or a mobile glass replacement service, these apps would allow you to request a fill up via smartphone from your home, office, or wherever is convenient.

Two models in play currently are a weekly service based on a monthly membership, or essentially "touch fueling" cars (instead of 18 wheelers or equipment) on larger business campuses.

These types of start ups are still in the early stages, despite initial success. There are a lot of questions on how successful these types of apps would be nationally, as local regulations and variances could vary widely, as would requirements for drivers  - getting approval in Dallas TX may be different than doing so in Cambridge MA, for example.

I did an article for Oil & Energy Magazine this month running through the basics of these new apps, two of the successful early companies running them, and what types of integration with vehicles we may see in the future. If you'd like to read the article you can do so here:  "Fill Your Car's Gas Tank by Smartphone"

This past October, a Volvo 18 wheeler delivered 2,000 cases of Budweiser in Colorado - with no driver at the wheel!

Say hello to Otto, Uber's self-driving big rig.

Before you panic - It's hailed as a solution for the trucking industry's driver supply problem, versus being a replacement for drivers in general. The company is quick to point out that the application is only really able to be used on the highway i.e. long haul routes. The technology is nowhere near where it would need to be to even consider reacting to real world tough urban obstacles like bike riders, pedestrians, and things like tourists trying drive through the Back Bay in Boston.  

As of now, the pilot programs appear to be going well when it comes to these self driving big rigs. Arguably, long haul truck routes should be the initial phase in of AV technology, because of the lack of aforementioned city obstacles.

The how safe equation is an ongoing issue when it comes to autonomous cars as well (you can read about that here: "The Struggle is Real when it comes to Autonomous Vehicle Safety" But it appears that the big rigs are passing thus far with flying colors, and multiple manufacturers are looking to get similar options onboarded. It's big news potentially for the trucking industry as well, as drivers retire and move on, there has been a real struggle to find qualified applicants to fill the spots. (They just don't make 'em like they used to, as they say... We're looking at you Kevin!)

I wrote an article for this month's edition of Oil & Energy Magazine detailing Otto's debut, and what it means going forward for the trucking industry as well as the technology itself. You can read that article here: "Otto: Uber's Self Driving Big Rig Delivers"