Dr. Larry Beaver is Vice President of Research & Development at RSC. He oversees research and development, regulatory, and environmental functions for all divisions of the company, including EnviroLogic®, FUTERRA™ and SAFECARE® products as well as the GUNK®, Motor Medic®, Liquid Wrench®, and the Tite Seal® brands.


For over 30 years Dr. Beaver has been actively involved in the commercialization of safer consumer and industrial chemical products. His experience ranges from developing low-VOC waterborne coatings to creating safer alternatives to replace arsenic-based wood preservatives. His current research efforts focus on safer zero-VOC cleaners, degreasers, and specialty lubricants and functional fluids for DIY and commercial use.


Dr. Beaver is the principal inventor on more than 14 patents covering product design and novel sprayer technologies for cleaners, coatings, and lubricants. He has served as President of the Southern Aerosol Technical Association where he currently serves as a member of that association’s board of directors. Dr. Beaver is also active within the National Aerosol Association, the Western Aerosol Information Bureau, and the Society of Tribologists and Lubrication Engineers. He currently serves on the Industry Advisory Board for the Tribology Minor in the College of Engineering at Auburn University.


Dr. Beaver has spoken on various regulatory topics at the international, national and regional level. He is considered an expert in VOC regulations (CARB, SCAQMD, OTC, LADCO) and formulating products to meet those requirements.


Dr. Beaver was granted a B.A. in Chemistry and Biology at Cedarville College and a Ph.D. from Miami University in Oxford, Ohio.


Lakes. It requires the use of Environmentally Acceptable Lubricants (EAL) in equipment that requires a lubricant and has a potential oil-to-water interface.


Marine Applications that use EALs


EALs should replace traditional petroleum lubricants in all marine applications where there is any oil-to-water interface. Marine vessels contain a variety of equipment that require lubricants, oils or greases. The oil-to-water interfacing equipment includes stern tubes, stabilizers, thrusters, rudders, propellers, bow thrusters, etc. While legislation has not yet mandated the use of EAL in deck equipment, it is recommended by the EPA in the 2013 VGP to use biodegradable lubricants. Applicable deck equipment includes deck cranes, winches, mooring drums, windlasses, capstans, emergency towing arrangements, hatch covers, etc.


Data on Discharge Contributors


Dagmar Schmidt Etkin, Principal Consultant at Environmental Research Consulting, conducted a study on operational discharges of lubricant oils within ports and harbors, as well as when in transition from harbor to port.


In


turn, an abstract was developed by Etkin titled “Worldwide Analysis of In-Port Vessel Operational Lubricant Discharges and Leakages”.


Etkin concluded that most blue water ships operate with oil- lubricated propulsion systems and a significant number of applications for on-deck and in-water (submerged) machinery utilize lubricating oils as well. As what was once considered typical “operational consumption” of oil – oil


Etkin estimated the discharges from deck machinery and in-water machinery based on the amount of oil used that was reported to a lubricant supplier in a five-year collection of data on daily usage of lubricants while in port and en route of port.


In Table 1 below,


Etkin estimated the average per- port visit inputs (discharges) from deck equipment from all vessel types. Keep in mind that leakage from deck machinery lubricants can enter the water during washdowns and stormwater runoff.


leakage from propulsion systems – is now a major oil pollution concern with hefty legal consequences. With the leakage caused by stern tubes, as well as spillage from other types of lubricants used in maritime operations, this has driven the need to assess alternatives to conventional oils and a means to oversee and alleviate the discharging of lubricants from a vessel.


Equipment with an oil-to-water interface such as stern tubes, stabilizers, thrusters, rudders, propellers and bow thrusters are the biggest discharge contributors and have been the primary focus of environmental regulations e.g. EPA’s 2013 VGP. Equally important are other discharges that result from runoff or wash-off from deck equipment such as deck cranes, winches, mooring drums, windlasses, capstans, emergency towing arrangements, hatch covers, etc. Deck equipment can have leaking seals on shafts and in turn cause gear oil leakage that will leak onto the deck and will ultimately wash over the side of the vessel and into the water. Intermittent spillage or leakage of petroleum-based oils are very apparent due to the rainbow sheen that resides on the surface of the water.


The Report • December 2017 • Issue 82 | 33


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