Comments: Emerging…

Comments: Emerging Renewable Fuel Technologies
GENERAL
This document is forwarded at the urging of members of the Ontario Ministry of the Environment and Climate Change, and is aimed at providing information regarding innovative solutions focused on reducing greenhouse gas emissions (“GHG”s) from the use of diesel fuel. Of particular note, this technology, the Boron CLS (Crystal Lattice Structure) Bond® was commercialized by Jomini Solutions Inc., (then under a different Jomini banner) and has been deployed in the aftermarket in diesel fuel and as a coating in the inner workings of an engine; it has achieved ISO 14064 Process Conformance and is placed on the Canadian Standards Association Carbon Registry (formerly the CleanProjects™ Registry), for both applications. The deployment of the two solutions making use of the core technology has resulted in the generation of carbon offsets globally, including for the Canadian Tire Corporation Limited. Currently, the technology is in use with GO Transit locomotives resulting in significant fuel, and as a result GHG, reductions. Additionally, the solution is under assessment for a deployment within the US Navy, aimed at meeting new International Maritime Organisation (“IMO”) fuel requirements and emission reductions. In the last weeks, a major multi-national oil and gas firm requested information pertaining to the use of the technology solely in the diesel fuel, added at the point of production. This request was to investigate an improvement in lubricity with the other stated goal being the elimination of other harmful additive packages/chemicals with a resultant decrease in GHG emissions. Previous successful evaluations of inclusion of the core technology in diesel fuel now make this a primary opportunity for pursuit under a proposed change to the Regulation.
AIM
The aim of this document is to introduce two solutions that have proven to provide environmental benefits and operational value to users, and that have qualified and quantified GHG reductions through their use, in both regulated and voluntary markets. Each can be deployed singularly or together, and amendments to the Regulation may assist in greater market participation and assist in meeting Government Emission targets.
BACKGROUND
The Boron CLS Bond® technology was originally the result of efforts sponsored by NASA at the United States (“US”) Argonne National Laboratory, the US Department of Energy’s largest research facility, and was aimed at delivering a one-time use lubricant for the International Space Station. The resulting solution demonstrated the required characteristics in the laboratory, however to meet the one-time use requirement, both air and water (minute amounts) are necessary components to generate the continuous life-cycle; with no air in space, the project was dropped. However, with a US based manufacturer, Jomini undertook to make use of the chemistry and add it to synthetic lubricant ‘carriers’ for applications in car part production, transportation and transit, rail, shipping and power generation.
The solution’s distinct characteristics are the result of boron- a natural and biodegradable element that can be found in eye-wash stations, and contact lens solution, and that is commonly used in nitrate form for industrial lubricant use. However, the patented (still held cooperatively with the US Department of Energy) crystal lattice structure results from heat and pressure to form a Rockwell 85 boundary layer (85% the hardness of diamonds) that is ultra-thin (4-600 nanometer), and that fills in asperities to form a perfectly smooth surface layer with a co-efficient of friction of 0.01, or ten times any other lubricant. This is a macromolecular bond (covalent, ionic and hydrogen) that seals the surface and protects it from oxidation, corrosion and varnish, deposit and sludge formation. Any of these that are on the surface will be immediately displaced. As noted, it is totally biodegradable, and is also a natural bio-stat, meaning that there is no bacterial growth; it acts as a pour-point depressant and in rail applications, has proven to decrease the freezing point. As it prevents metal to metal contact, the boundary layer can withstand Timken loads exceeding 90.
DEPLOYMENTS
The original use of the core technology was to add it to grease(s) for use in process engineering applications, including in the rail and the automotive parts manufacturing sectors. The success was seen in significantly reducing metal wear and decreasing the frequency of application by more than a factor of four. In fact, there was a significant impact on part production for both Magna International Inc., and Martinrea International Inc.
Aftermarket-Engine Crankcase
As for mobile applications, the first deployment was with over 6,100 vehicles operated by CarQuest. In this deployment, the core technology was added to synthetic oil and added to the crankcase of the cars, pick-up trucks and Class 8 in their inventory, and it formed the basis of the ISO 14064-2 Project. This project was validated by Williams Engineering, Ltd., and verified by ICF, Inc., with legal assistance from Bennett Jones, LLP, and advice from Andrei Marcu (then the head of the International Emissions Trading Association). This first project resulted in the confirmation of an average 8% decrease in fuel consumption with the generation of over 30K tCO2e. The product is now known as MotorSilk® Engine Treatment.
To continue to prove the value of this technology when added to synthetic oils at a frequency of 250,000Kms driven, dynamometer tests were executed by third party Toromont CAT, (“Toromont’) one of Caterpillar’s largest distributors. For Canadian Tire Corporation Limited Class 8 vehicles, these tests showed a 6.7% reduction in diesel fuel use which led to the retailer negotiating for exclusivity to sell this to other truckers and within their supply chain. This relationship ended after five years, notwithstanding that their internal audits demonstrated an average fuel savings of over 5.53% per year. The deployment within their fleet resulted in their only carbon offsets ever recorded. Of note, the Return on Investment was just six weeks.
In 2017, GO Transit, (“GO”) again requested Toromont to evaluate the solution in a newly rebuilt 1,100hp CAT27 engine. The results showed savings beyond 8% and this has led GO to deploy the solution in their locomotives, where four months of data has shown preliminary improvements in excess of 5%. This has led to a re-introduction with Canadian National Railway Company, where earlier evaluation showed a 5.52% improvement in locomotives, 7% in mobile cranes and over 8% in company vehicles. The next steps needed prior to deployment(s) are being discussed at the present time, as have discussions with other Class One railways, truckers and municipalities. The solution has also been deployed in power generators with similar results.
The lack of a protocol for the generation of offsets in a regulated market has held back the acceptance of this solution. Although credits have been achieved in voluntary markets and through the Clean Development Mechanism methodologies, in North America the lack of transportation protocol for this type of solution has not lent itself to its full potential, although there is an upswing that the use of the solution can be exploited.
Diesel Fuel Additive
When working with the Canadian Standards Association, (“CSA”), it was decided to mix the core technology in diesel fuel. The Boron CLS Bond® biodegradable core solution was added in a 1:1000 ratio and improved fuel economy by over 6%. The reasons for its success are similar when applied to the metal workings inside the chamber, and it was then included in the CSA Carbon Registry.
The use of the boron provides the lubricity that was lost with the elimination of low sulphur fuels. (Recent rulings by the International Maritime Organization (“IMO”) are going further and this may have been the impetus for the call from the multi-national noted in the first paragraph above, GENERAL). Many additives and bio-fuels can hamper the efficiency of the injectors, meaning that fuel is not properly dispersed and this harms combustion and negatively impacts performance and more importantly, the emissions. Other additives make use of naphtha solvents that clean an engine, but these leave the metal surfaces dry; there may be a short lived octane improvement but the damage is done.
Using the Boron CLS Bond® as a diesel fuel additive will ensure that all surfaces are covered with the boundary layer described above, displacing all contaminants and prevent any further metal wear. The lubricity is provided by the boron and the co-efficient of friction remains at 0.01. With clean nozzles and a clean combustion chamber, the clean injectors allow for better use of fuel, meaning improved performance and a better burn leading to better emissions. The natural elements of the core technology also prevent corrosion, water and bacterial growth resulting in improved fuel stability. The impact includes a cetane number improvement of 8-10 numbers. The issue surrounding its use, notwithstanding the impressive test and deployment results, was that it was sold as an after-market solution. The need to measure at the truck fuel-tank or even at the central fuel storage location made this rather cumbersome, and for this reason, the use of the MotorSilk® Engine Treatment (in oil) was the first priority. When considering its use as a Diesel Fuel Additive in the fuel refining business, this crowded market included additive companies that already had their product in use. With recent environmental and regulatory differences, there is a terrific opportunity for the MotorSilk® Diesel Fuel Additive.
An analysis did show that up to five (5) chemical additives could be replaced by the biodegradable Boron CLS Bond® additive when added to fuel at the point of refining. Any incentive programme that would see this as an alternative would greatly assist in the adoption of this solution and a mitigation of harmful emissions.
Recent discussions with GO have approached the topic of including both solutions in the locomotives. As both are placed on the CSA CleanProjects™ Registry, the full impact of the life-cycle has been calculated with tremendous GHG results. It is only now that major fuel producers and users are interested in measuring the impact of these solutions. The IMO change to the uses and qualities of fuel may be the impetus that will see the shipping industry take note of the benefits of the Boron CLS Bond® technology to keep costs low while improving their environmental performance. As noted above, these two solutions are now being addressed for deployments, via Fairbanks Morse, with the US Navy.
ONTARIO REGULATORY EXPANSION
The opportunity to provide this information is appreciated. With the shipping sector taking note of changes to fuel standards and needs, as other sectors too have addressed additives and changes in fuel make-up, the Boron CLS Bond® solutions have steadily and impressively provided benefits to users and the environment alike. Both the MotorSilk® Engine Treatment and the MotorSilk® Diesel Fuel Additive have demonstrated success in environmental performance with their inclusion on the carbon registry and their ability to generate carbon offsets.
The opportunity to participate in an incentive for emerging fuel technologies like these is appealing. Although these two solutions, deployed singularly or together, have proven environmental and economic value, often the market needs to be assisted. The successful track record speaks for itself and that with an incentive opportunity the benefits would be realized by all stakeholders in a short period. There have been discussions on the format of inclusion in an incentives programme and/or acceptance by the Ministry and Jomini is prepared to provide any information and support as required.
CONCLUSION
The transfer to a low carbon fuels is a necessary step in working toward meeting stated objectives and standards. The Boron CLS Bond® technology, deployed in synthetic oil and diesel fuel to create MotorSilk® Engine Treatment and MotorSilk® Diesel Fuel Additive respectively, have proven to meet environmental and operational objectives. Should an incentive programme similar to those offered through the Ontario Centres of Excellence where up to 50% of the costs of a solution for a specific period be offered, the value of the solutions would easily be recognized. A period of one or two years for deployments would allow the value to be witnessed by the user to propel them to continue the use of the solution after the incentive programme has ended.
We are pleased to have this opportunity to provide our thoughts on the Regulation. We have significant technical and test assessments and papers and would be pleased to engage in further discussions as is deemed appropriate. Our contact information is below.
Contact:Ian P. MacKinnon President Jomini Solutions, Inc. 905-833-1801, ext 222 (o) 416-459-450 (m) Ipmjominisolutions@gmail.com ipmfingon@gmail.com

[Original Comment ID: 212236]