Why Omstar For South Africa?

South Africa used to be one of the few countries on the continent where most people had reliable access to electricity. South Africa generates almost 60% of all the power generated in sub-Saharan Africa, derives nearly 90 % of its power from coal, a large nuclear power plant provides 5 percent of capacity. A further 5 percent is provided by hydroelectric and pumped storage schemes. South Africa’s cost of electricity is one of the lowest in the world, which makes it very difficult for the state run power provider to invest in new modern power stations and renewable energy. The lack of maintenance and investment has pushed Eskom into a daily crisis as it struggles to meet demand. Blackouts are threatening to drive Africa’s second-largest economy off a cliff, as mines and factories lose output and foreign investors pull back. This and political problems with the leadership of the country has caused that the local currency lost 50% of its value since 2012.

The average bid tariffs for wind were R0,66/kWh and for solar PV R0.88/kWh in 2013, well below the recent estimates of R1.05/kWh for supply from the coal-fired power stations. In 2013, the average levelized cost of electricity supplied to the grid was R0.82/kWh (Donnelly 2014), so wind-generated power has already achieved pricing parity with the grid in South Africa. CSP, while still expensive in relative terms, costs less than the alternative peaking supply option during peak hours at R3.94/kWh. The cost of diesel-powered open-cycle gas turbines bid an average for R1.46/kWh.

One of the big challenges for South Africa is the outlook to 2040 for air pollution in Africa in a new policies scenario is mixed: to serve the growing population, which almost doubles, and economy, which grows almost 3.5 times by 2040, energy demand grows strongly, projected to be 75% higher in 2040 than today. The energy demand growth combined with a persistent deficit in clean cooking and electricity access, despite some progress, and the relative absence of air pollution regulation in current policies add up to a 20% growth in PM2.5 emissions and a 50% growth in NOX PM2.5. Transport is a major contributor to outdoor air pollution in Africa. An old and growing vehicle fleet, poor fuel quality and rapid unplanned urban growth all contribute to increasingly choked cities. Proper urban planning as well as improving public transport systems could reduce the number of vehicles on the road. Improving fuel quality, particularly removing sulfur, is a necessary step towards the use of improved vehicle technologies that reduce tailpipe pollution. South Africa and Nigeria are the only countries in Africa that enforce vehicle standards today. South Africa has Euro 2 standards for light-duty vehicles (LDVs) and Euro II standards for heavy-duty vehicles (HDVs) and engines, but plans to move to Euro 5 (LDVs) by 2017 and to Euro V (HDVs) before 2020.

Transport oil consumption rises by around 70%, with demand for road freight growing particularly strongly. There are direct, adverse consequences for air pollution. NOX emissions are the most significant pollutant from transport today, contributing 3 Mt, or half of all energy-related NOX emissions in Africa. Trucks account for the majority of these emissions at almost 60% — a share which increases to 70% by 2040 as NOX emissions from trucks rise by two-thirds. Around 90% of truck emissions arise from diesel. South Africa, which is responsible for 15% of total African transport-related emissions

The resulting breakdown of freight GHG emissions makes it clear that road freight is far more emissions-intensive than rail, with rail only accounting for 8% of freight emissions despite accounting for 30% of freight activity. Emissions from road freight dominate, as expected, with road freight along corridors contributing 46% of freight emissions. This is followed by rural road freight, which accounts for close to 30% of freight emissions, and metropolitan road freight, which accounts for almost 20% of freight emissions.

In June 2015, the Minister of Environmental Affairs published notice of her intention to make the South African National Greenhouse Gas Emission Reporting Regulations. The Draft Greenhouse Gas Emission Reporting Regulations envisage the creation of a single national system for the reporting of greenhouse gas emissions. South Africa’s targets are stated as a wide range of emissions, rather than specific targets. Under the INDC, national emissions in 2025 and 2030 will be limited to between 398 and 614 million tons of carbon dioxide equivalent. South Africa estimates that over 2020–2050, adaptation costs under a low mitigation scenario would range from $200 million to $53.1 billion; in a high mitigation scenario, costs would range from $200 million to $50 billion.

Recommendation:

In 2013 the transport sector consumed 17.26 million tons of oil (723 million GJ), while the electricity sector counted for 16.86 Mtoe and the Industry with others counted for 18.71Mtoe. The combustion of the 723 million GJ has contributed 55.3 million tons of CO2e emissions (IEA 2015 Statistics Report)

The Goal is to reduce GHG emission by at least 40% resulting from transportation and diesel power generation within 2 years. This can be achieved with a low tech, low cost and easy to deployable fuel additive which is added in the fuel distribution channels.

The additive is produced by Omstar Environmental Products and has a 30 year proven track record (www.omstar.co.za). Omstar DX1® is a complex mixture of synthetic esters (at least 50 to 90% synthetic esters in each) designed for their use in combustion engines and furnaces for different fuel types comprising from short-chain and long-chain synthetic esters combined with a petroleum distillate carrier.

Omstar creates chemically bonds with any hydrocarbon fuel — gas, diesel, biofuels and coal. The low molecular weight esters act as a solvent, cleaning the injectors and as a boundary lubricant in the cool portion of the fuel feed system. The high molecular weight ester, acting as a synthetic overhead lubricant.

OMSTAR is

Certified by SGS as safe to use in Automotive fuels
Manufactured under ISO 9001:2008 quality standards
Biodegradable
Classified 65 “Non Hazardous”
Non Toxic
Non Flammable
99% Ashless Combustion

OMSTAR ADDITIVES REDUCING DIRECT POLLUTANTS

NOX UP TO -99%
SOX UP TO 79%
CO UP TO 68%
HC UP TO 87%
SMOKE OPACITY BY UP TO -89% (PM 10 & PM 2.5)
OMSTAR ADDITIVES IMPROVE FUEL ECONOMY BETWEEN 10% — 27%
OMSTAR REDUCES ENGINE TEMPERATURE BY 40% THROUGH REDUCED FRICTION
INCREASED COMBUSTION TEMPERATURE WHICH ALLOWS THE FUEL TO BURN CLEANER AND ATHIGHER EFFICIENCY
REDUCES EXHAUST TEMPERATURE

OMSTAR ADDITIVES ARE TESTED AND DOCUMENTED BY THE CALIFORNIA EPA — AIR RESOURCES BOARD.

Quote: Environmental Resource Management, Anaheim, CA, United States

…..During the past fifteen years ERM has had the pleasure of working with the California Air Resources Board (CARB), Air Quality Management District (AQMD) and the Environmental Protection Agency (EPA). Over that period, we have directed most of our efforts to mobile emission research and control ….The documented data base and results obtained by the CARB through the use of Omstar Dx1 are impressive and potentially meaningful to lowering the overall mobile emission levels…the mandated use of Omstar Dx1 fuel additive could make a major contribution in meeting our ambient air quality standards.

-Joseph R. Jones, President

1 liter Omstar Dx1 treats 46 GJ of transportation fuel. The additive will improve the fuel economy at least by 10% equivalent to 72.3 million GJ in fuel savings.
The wholesale price for diesel in South Africa in 2016 per liter is = Rand 10.463 = Rand 291.00/GJ
The minimum savings in transportation fuel are 72.3 mGJ x R 291 = R 21 Billion/year
The cost of the additive for 14.14 million liter is = R 7 Billion/year
This results in net fuel savings per year of R 14 Billion
Avoided CO2e Emissions from fuel savings = 5.5 MtoCO2e
Avoided CO2e Emissions from combustion improvement 19.5 MtoCO2e
Total avoided CO2e Emissions from fuel combustion 25 MtoCO2e (-45%)
The mitigation cost of 1 ton of avoided GHG Emissions = negative — R 560 / ton CO2e

This is a very effective and fast way to reduce GHG Emissions with real economic and health benefits. There are no capital costs involved or long time periods until you see the benefit.
To reduce the carbon footprint with Biofuels is costly (R 600 to R2700 /ton CO2e), it will take a very long time to show results and requires massive amounts of cropping area. LCA-based CO2 reductions claimed for biofuels, such “carbon footprint” evaluations are unreliable for guiding near-term actions to mitigate GHG emissions. Analysis can be anchored in a key certainty that LCA often obscures, namely, that the end use CO2 emissions of similar liquid fuels are essentially the same.

Potential Problems arising from the multi-national oil companies, their cost of sales are going up by R 0.25/liter of fuel and they will lose 10% on their sales through the improvement in fuel economy. This problem could be addressed with a carbon trading model where the offset could be traded. A mandatory live emission monitoring system would record the offset in CO2e. In this way the additive could be free of charge to the oil companies and the expenses for the additive + profits could be covered through the trade of the avoided carbon emissions.