Introductory words (Ron Kirchner): The bioKRAFTSTOFF E10 is not (yet) a box office hit in Germany (yet). So had a survey of the Federal Association of the German Bioethanol Industry e. V. (BDBe) from the summer of this year show that so far only just under a third of all German drivers have refueled with E10 fuel or have tried it. Even if experience shows that this market acceptance for a new fuel, one and a half years after its introductionis a good value, some industry players are surprised at the lack of interest from the remaining 70 percent.
I find this surprising questioning easy to understand. After all, biofuel helps to protect the climate, promotes greater independence from imported and petroleum-based fuels and shifts the profits of the value chain in the transport sector more domestically - in this case to Germany. All arguments that could spark a small glow in the eyes of the majority of motorists or at least arouse a basic interest in E10. E10 is a fuel that offers a real alternative to 90 percent of the other fuels on the market. By filling up with E10, you contribute directly to the fact that the existing tank structures are changed and you should be aware of this opportunity or responsibility. If you are completely satisfied with the current situation at German petrol stations (price development, etc.), refueling E10 is probably of little interest (at least that applies to the currently low price advantage of E10 compared to Super E5). Everyone else should at least try the new BIOFUEL and gather their own experiences. As far as I know, the initial concerns about engine damage have not been confirmed in any case, and biofuels do not necessarily contribute to increasing world hunger. Regarding the criticism that biofuels could aggravate world hunger, I would also like to add that biofuels (vegetable oils) can even help alleviate world hunger because they have the potential to agricultural production in developing countries to revolutionize.
Since I am also amazed at the lack of enthusiasm and acceptance of biofuels in Germany, I am pleased about Bernd Ahlers' exciting guest contribution. His next look back at the history of bioethanol in Germany, sharpens understanding of the current situation. Bernd Ahlers has been monitoring the development of the mineral oil and biofuels market for many years and reports about it regularly in a newsletter.
If you would like to publish a guest article on BiomassMuse yourself, you will find some here Comments on guest articles.
Guest contribution on the history of bioethanol in Germany by Bernd Ahlers
Dear friends of biofuels,
At the Essen Motor Show I was asked by a classic car driver whether he could fill up his "Adler 1.5 / AU Bj. 1933" with E10. I know from BMW that all engines built by BMW that are designed for petrol are E10 compatible and that BMW has given a binding approval. But whether engines from car manufacturers that no longer exist are also suitable, I had to fit first.
After doing some research, I found something very interesting.
The state-prescribed alcohol admixture is by no means new. The Weimar Republic already had the goal of becoming more independent of oil imports. For example, the German Reichstag had already issued the ethanol procurement regulation for fuel purposes in 1930. Each mineral oil company was then obliged to source 2,5% of the fuel produced from domestic alcohol. The proportion of admixtures increased to 1932% by October 10.
The ethanol came from the Reichskraftsprit (RKS), founded in 1925, an association of the German spirit factories and the Reichs monopoly administration that produced bioethanol from sugar beet, potatoes and cereals.
The main aim of the prescribed alcohol quota was not only to reduce oil imports, but also to strengthen our own agriculture, which had already established a second mainstay with fuels from alcohol at the end of 1898/99.
In this context it should be mentioned that the first engines by Nikolaus A. Otto were operated with bioethanol. It was only when the significantly cheaper petrol, which was offered in large quantities in Germany from 1904, did the engine manufacturers turn around and use the imported petroleum product. Because of its high knock resistance (up to 115 RON), ethanol was always considered a particularly high-quality fuel and was added to petrol up to the mid-XNUMXs when it came to fuels for highly compressed engines.
IG Farben acquired the license to produce lead tetraethyl from US Standard Oil in 1935, which then replaced alcohol as the cheapest way to make petrol-knock-resistant - thus eliminating the question of whether veterans before 1936 could be operated with El0.
Until next time, Bernd Ahlers