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Cerradinho avalia desafios para etanol de milho

  • : Agriculture, Biofuels, Biomass
  • 23/09/05

A empresa de bioenergia Cerradinho está investindo mais de R$1 bilhão para construir uma usina de etanol à base milho no Mato Grosso do Sul, solidificando sua presença no Centro-Oeste.

A Cerradinho está construindo a usina em Maracaju, no Mato Grosso do Sul, o terceiro maior estado produtor de grãos do Brasil, atrás de Mato Grosso e Paraná. O início das operações da primeira fase está programado para dezembro.

A nova planta tem capacidade para processar 608.000 t/ano de milho, o que equivale a uma moagem anual de 3,1 milhões de t em uma usina de cana-de-açúcar, segundo a Cerradinho. A empresa espera produzir 274.000 m³/ano de etanol na unidade, com o hidratado representando a maior parte desse total.

A unidade também processará 165.000 t/ano de grãos secos de destilaria (DDG, na sigla em inglês) e 11.000 t/ano de óleo de milho. A usina também gerará 52 GWh/ano de eletricidade e 135.000 CBIOs/ano.

A cidade de Maracaju é a maior produtora de milho do estado e tem condições favoráveis para aquisição de eucalipto para geração de energia, disse à Argus Renato Pretti, diretor-chefe de novos negócios e planejamento estratégico da Cerradinho, em uma conferência do setor esta semana.

Garantir biomassa é um desafio para a expansão do etanol de milho no Brasil, segundo ele. A maioria das usinas de etanol do país utiliza o bagaço – a biomassa do processo de moagem da cana-de-açúcar – para atender às necessidades energéticas de seus próprios processos de produção. As usinas brasileiras de etanol de milho, no entanto, dependem da queima de eucalipto ou de outros tipos de biomassa para alimentar suas operações.

O eucalipto, que também é cultivado na região Centro-Oeste, é uma fonte de rápido crescimento e geralmente está pronto para ser colhido cinco a seis anos após o plantio. Mas a aquisição de eucalipto ou outra biomassa para utilização como fonte de energia aumenta os custos e expõe os produtores às flutuações de outros mercados.

"Temos 100pc da nossa biomassa assegurada pelos próximos oito anos, plantando eucalipto e comprando biomassa", disse Pretti. "Essa foi uma estratégia que nós adotamos justamente para nos proteger".

Os preços da biomassa inflacionaram tanto no início deste ano, com o mercado de papel e celulose em alta, que alguns produtores de etanol de milho supostamente recorreram ao bagaço de cana para abastecer suas fábricas.

O cenário de oferta-demanda dos principais subprodutos do etanol de milho – DDGs e óleo de milho – também é fundamental para o sucesso desses projetos.

Pretti explicou que o DDG e o óleo de milho correspondem a aproximadamente 20pc da receita líquida total das usinas de milho, ajudando a cobrir 30-40pc dos custos com a matéria-prima principal. Para comparação, a energia elétrica tem no máximo 10pc da receita líquida no processamento de cana.

Quanto à comercialização de etanol, Pretti acredita que o aumento na oferta de Cerradinho será mais direcionado para os contratos de longo-prazo em detrimento do mercado spot. O aumento dos fluxos entre o Centro-Oeste e São Paulo, bem como os desafios logísticos, estão no radar da empresa.

Por ora, a empresa descarta qualquer investimento no mercado de combustível de aviação sustentável (SAF, na sigla em inglês).

Produção flex

A unidade de Maracaju será a primeira usina que produzirá exclusivamente etanol à base de milho da Cerradinho. A Cerradinho entrou pela primeira vez na crescente indústria de etanol de milho do Brasil em outubro de 2019, com uma usina flex no complexo de etanol de cana-de-açúcar da empresa em Chapadão do Céu, no interior do Goiás.

A empresa expandiu recentemente a produção de etanol de milho nessa unidade, elevando sua capacidade total de produção de etanol para 850.000 m³/ano.


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25/05/20

Brazil to walk tightrope in Cop 30 fossil fuel talks

Brazil to walk tightrope in Cop 30 fossil fuel talks

Rio de Janeiro, 20 May (Argus) — Brazil is arguing that its developing country status allows it to consolidate its position as a major crude producer and is likely to lean on developed countries during much-awaited discussions on moving away from fossil fuels at the UN Cop 30 climate conference in November. Attempts to reach an ambitious outcome on mitigation — cutting greenhouse gas emissions — and actions to move away from fossil fuels were quashed at Cop 29 in Baku last year, and all eyes are on Brazil to bridge divides on this issue . Cop 30 president-designate Andre Correa do Lago has failed to address fossil fuels in his two letters outlining priorities for the summit, but members of the Cop 30 team have indicated the issue will be on the agenda. With geopolitical tensions and energy security questions redirecting government priorities away from the energy transition, the outlook is more challenging than when Cop parties agreed the global stocktake (GST) conclusion on fossil fuels and energy in 2023 . But Brazil is well-placed to take the lead. It is a respected player in climate discussions and has one of the cleanest energy mix — 49pc of its energy and 89pc of its electricity comes from renewables. Its own mitigation efforts prioritize slashing deforestation, which accounts for the lion's share of Brazil's greenhouse gas (GHG) emissions. Non-profit World Resources Institute Brazil describes the emissions reduction target in Brazil's nationally determined contribution (NDC) — climate plan — as "reasonable to insufficient" and notes that energy emissions are expected to increase by 20pc in the decade to 2034. Its NDC avoids any concrete steps towards winding down crude. After you The government's view on fossil fuels is that Brazil's developing country status, the oil and gas industry's importance in its economy and comparatively low fossil fuel emissions justify pushing ahead with oil production. Correa do Lago said earlier that Belem was picked as a venue for Cop 30 to show that Brazil is still a developing country, adding that any decision on oil and gas should be taken by Brazil's citizens. President Luiz Inacio Lula da Silva said that oil revenue will fund the energy transition. It is a position that has earned Brazil accusations of hypocrisy from environmentalists at home and abroad, but which also places it as a possible model for other hydrocarbon-producer developing countries. Brazil's diplomatic tradition of pragmatically balancing seemingly opposing positions could serve it well here, said Gabriel Brasil, a senior analyst focused on climate at Control Risks, a consultancy. He does not see Brazil's attempt to balance climate leadership with continued oil production as hurting its standing among fellow parties or energy investors. Civil society stakeholders hope pre-Cop meetings will help bring clarity on how Brazil might broach the fossil fuel debate. Indigenous groups, which are set to be given more space at Cop, are demanding an end to fossil fuel extraction in the environmentally sensitive Foz do Amazonas offshore basin. Meanwhile, Brazilian state-owned Petrobras moved one step closer to being authorized to begin offshore drilling there . During meetings of the UN climate body — the UNFCCC — in Panama City this week, the Cop 30 presidency will present ideas for the summit "with a focus on the full implementation of the GST". But it has to wait for countries to update their NDCs to gauge what is achievable on mitigation. Only 20 have submitted new NDCs so far, with the deadline pushed back to September. Brazil's own NDC gives some clues. It welcomes the launch "of international work for the definition of schedules for transitioning away from fossil fuels in energy systems" and reiterates that developed countries should take the lead. And a report commissioned by Brazil's oil chamber IBP and civil society organization ICS to be given to negotiators ranks Brazil as a "mover" in the transition away from oil and gas, ahead of "adapters" like India and Nigeria but behind "front-runners" Germany and the US. The research develops the idea of a country-based transition plan, using criteria such as energy security and institutional and social resilience, as well as oil and gas relevance. By Constance Malleret 2023 Brazil emissions sources Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

Norway to implement ReFuelEU Aviation by 2027


25/05/20
25/05/20

Norway to implement ReFuelEU Aviation by 2027

London, 20 May (Argus) — Norway is planning to implement the EU's ReFuelEU Aviation regulations "as soon as possible, and no later than 2027", according to the transport minister. ReFuelEU Aviation entered into force in the EU on 1 January 2025, and will eventually require a 70pc sustainable aviation fuel (SAF) share in all EU airports from 2050. Norway is not part of the EU, but it wants the regulations to be incorporated into the European Economic Area (EEA) and into Norwegian law as soon as possible to "contribute to a level playing field in aviation in Europe". ReFuelEU would require Norwegian aircraft operators to gradually increase the volume of SAF in their fuel mix, starting with a 2pc share in 2025. "The government now wants to implement this as soon as possible," said transport minister Jon-Ivar Nygård. Norway established a sales requirement in 2020 that required aviation fuel suppliers to blend 0.5pc SAF. Norway's biofuels mandates align with EU sustainability criteria under the original renewable energy directive (RED) I, as part of EEA agreements. Norway has made stricter requirements for biofuels sales from the beginning of this year . It was consulting on three options for increases to the biofuels blending obligations for 2026 and 2027, in April . By Madeleine Jenkins Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

Australia's Ampol to focus on EV charging: Correction


25/05/20
25/05/20

Australia's Ampol to focus on EV charging: Correction

Corrects sale details in paragraph 4 Sydney, 20 May (Argus) — Australian fuel retailer and refiner Ampol is shifting its focus to electric vehicle (EV) charging and renewable fuels by selling its electricity retail businesses in Australia and New Zealand, it said today. But Ampol will continue to refine oil at its 109,000 b/d Lytton refinery and import oil products. Ampol plans to sell all its shares in Ampol Energy Retail, excluding its EV charging business, to Australian energy retailer AGL Sales, the firm announced in an Australian Securities Exchange statement on 13 May. Ampol is also selling the energy retailing portion of its wholly-owned subsidiary Z Energy, known as Flick Energy, to New Zealand power company Meridian Energy. The firm is simplifying its approach to energy by focusing on the EV charging and renewable fuels sectors, it said. Further details on Ampol's divestment will be provided in its half-yearly results on 18 August 2025, the firm said. Ampol launched its decarbonisation and future energy strategy in May 2021. It has since made plans to complete the Lytton Ultra Low Sulphur Fuels project at the end of 2025 to produce gasoline specifications compliant with the new fuel standard by the Australian Federal Government. The firm has previously expressed the need for long-term policies to support the uptake of renewable fuels and remains committed to progressing its Brisbane renewable fuels study . Ampol plans to reach delivery of 500 EV charging bays in Australia by 2027. Ampol missed its target of 450 charging bays in Australia and New Zealand in 2024, delivering only 315, mainly because of complexities around grid connection and sluggish EV sales. By Grace Dudley and Tom Woodlock Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

Verkehrssektor verfehlt Klimaziele


25/05/15
25/05/15

Verkehrssektor verfehlt Klimaziele

Hamburg, 15 May (Argus) — Der Verkehrssenktor hat sein Emissionsreduktionsziel in 2024 verfehlt. Dies geht aus dem Prüfbericht des Expertenrats für Klimafragen hervor. Branchenverbände des Kraftstoffmarktes nutzen den Bericht als Appell an die Bundesregierung. Laut des Berichtes vom 15. April hat der Verkehrssektor in Deutschland im Jahr 2024 rund 143 Mio. t CO2-Äquivalent emittiert. Dies stellt einen Rückgang um etwa 1,4 % gegenüber dem Vorjahr dar und entspricht etwa dem Rückgang der Emissionen von 2022 zu 2023. Ursprünglich sollte der Verkehrssektor eine Reduzierung auf 125,2 Mio. t CO2e erzielen. Entsprechend wurde diese Zielmarke um knapp 18 Mio. t CO2e überschritten. Insgesamt ist der Verkehrssektor für 9 % der bundesweiten Emissionen verantwortlich, so der Expertenrat. Dabei sei ein Großteil des Rückgangs auf den Bereich schwerer Fahrzeuge wie LKW und Busse zurückzuführen. Die Emissionen des privaten Personenverkehrs sind konstant geblieben. Der geringe Emissionsrückgang ist laut Expertenrat auf die mangelnde strukturelle Entwicklung im Verkehrssektor sowie der anhaltenden Dominanz fossiler Antriebsarten zurückzuführen. Außerdem soll die Verkehrsleistung von PKW zugenommen haben. Die daraus resultierenden Mehremissionen seien jedoch aufgrund des im Vergleich zum Vorjahr höheren Bestand an batterieelektrischen Fahrzeugen ein Stück weit ausgeglichen worden. Auch das geringe Wirtschaftswachstum hat zum Emissionsrückgang beigetragen. Die neue Bundesregierung hat im Koalitionsvertrag bestätigt, am Anstieg der THG-Quote festzuhalten. Dies soll Inverkehrbringer von Kraftstoffen dazu anregen, mehr emissionsärmere Kraftstoffe anstelle von fossilen in Verkehr zu bringen. Der Branchenverband Uniti begrüßt dieses Vorhaben zwar, mahnt jedoch an, dass diese Maßnahmen nicht ausreichen würden, um den Markthochlauf der erneuerbaren und alternativen Kraftstoffen voranzutreiben. Der Verband fordert die Regierung auf, sich auf europäischer Ebene für eine Anpassung der CO2-Flottenregulierung einsetzen. Diese berücksichtigt bei der Ermittlung der Emissionen nicht etwaige Einsparungen bei der Produktion des Kraftstoffes, sondern nur die tatsächlichen Emissionen im Betrieb. Von Max Steinhau Senden Sie Kommentare und fordern Sie weitere Informationen an feedback@argusmedia.com Copyright © 2025. Argus Media group . Alle Rechte vorbehalten.

France consults on expanded biofuels mandate


25/05/15
25/05/15

France consults on expanded biofuels mandate

London, 15 May (Argus) — France has opened consultation on the transposition of part of the recast renewable energy directive (RED III) into national law, which would replace the current system with a new one called "incentive for the reduction of the carbon intensity of fuels" (IRICC). The proposal introduces two separate sets of requirements for transport fuels. The first is for greenhouse gas (GHG) emissions reductions, broken down by transport sectors — road, aviation, maritime, LPG and natural gas for vehicles, which could be CNG or LNG (see table). In the current draft, the GHG reduction target for the road sector will start at 5.9pc in 2026, rising to 10.6pc in 2030 and 18.7pc in 2035. For aviation, the target starts at 2.5pc in 2026, rising to 5.8pc in 2030 and 18.8pc in 2035. The GHG mandate levels include a gradual phasing-in of new fuel sectors – river and maritime fuels, fuel gasses, and aviation. To meet the overall RED III target of 14.5pc emissions reduction by 2030, the national French target includes the biofuels mandates, a share for rail transport, and a share or private vehicle charging. The second set of requirements is a renewable fuel requirement by energy content, which is broken down by fuel type — diesel, gasoline, LPG and natural gas fuels and marine fuel (see table). The blending requirements for diesel start at 9pc in 2026, rising to 11.4pc in 2030 and 16pc in 2035. For gasoline, the mandates start at 9.5pc in 2026, rising to 10.5pc in 2030 and 14.5pc in 2035. Finally, the proposal includes a set of sub-mandates for advanced fuels and renewable hydrogen . The advanced biofuels mandate would start at 0.7pc in 2026, rising to 1.95pc in 2030 and 2.6pc in 2035. Users of renewable fuels of non-biological origin (RFNBOs) would not be subject to the advanced sub-mandate. In feedstock restrictions, the crop cap will rise to 7pc from 6.2pc in 2030 and 2035, while the limit for fuels made from feedstocks found in Annex IX-B of RED will be at 0.6pc in 2026, 0.7pc in 2030 and 1pc in 2035 for diesel and petrol. Aviation fuel will not have a IX-B cap until 2030, and from then it will be 6pc. Mandate compliance would be managed by a certificate system through the CarbuRe registry, with a compliance deadline of 1 March the following year. Public electric vehicle charging would also generate tickets, although the amount of tickets generated by charging light passenger vehicles would be reduced from 2031 to reach 50pc in 2035. Renewable hydrogen used in transport would also generate tickets counting towards the hydrogen sub-quota and reduce the overall GHG savings requirement. Public charging stations will start generating fewer tickets for electric passenger vehicles from 2031 to 50pc by 2035. France is also considering steep penalties for non-compliance, at €700/t CO2 not avoided for the GHG reduction requirement and at €40/GJ for the fuel targets. The penalty for not meeting hydrogen and advanced fuel sub-targets would be doubled, at €80/GJ. The consultation is open for comments until 10 June. By Simone Burgin Proposed GHG reduction by transport sector % 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 Road and non-road diesel 5.9 7.1 8.3 9.5 10.6 13.2 14.8 16.2 17.5 18.7 Aviation 2.5 3.3 4.1 4.9 5.8 8.4 10.8 13.3 15.9 18.7 RFNBO sub-target (% en.) 0.0 0.0 0.0 0.0 1.2 1.2 2.0 2.0 2.0 5.0 Maritime 2.5 3.25 4.0 5.0 6.0 7.0 8.0 10.0 12.0 14.5 RFNBO sub-target (% en.) 0.0 0.0 0.0 0.0 1.2 1.2 1.2 1.2 2.0 2.0 LPG and natural gas fuels 0.0 0.0 2.7 6.3 10.6 13.2 14.8 16.2 17.5 18.7 DGEC Proposed energy content mandate by fuel type % (en.) 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 Diesel 9.0 9.5 10.1 10.7 11.4 12.2 13.0 13.8 14.9 16.0 Petrol 9.5 9.7 10.0 10.2 10.5 11.1 11.8 12.6 13.4 14.5 Natural gas fuels 0.0 0.0 3.0 7.0 12.0 15.0 16.0 18.0 19.0 21.0 LPG 0.0 0.0 3.0 7.0 12.0 15.0 16.0 18.0 19.0 21.0 Marine fuel 2.9 3.8 4.7 5.9 7.1 8.2 9.4 11.8 14.1 17.1 DGEC Proposed caps and sub-targets % (en.) 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 Feedstock caps Crop feedstocks 6.2 6.4 6.6 6.8 7.0 7.0 7.0 7.0 7.0 7.0 Annex IX-B feedstocks* 0.6 0.6 0.65 0.7 0.7 0.75 0.8 0.85 0.9 1.0 Cat. 3 tallow 0.5 0.6 0.6 0.6 0.6 0.6 0.7 0.7 0.7 0.7 Tall oil 0.1 0.1 0.1 0.1 0.15 0.15 0.15 0.15 0.15 0.2 Fuel sub-targets Advanced feedstocks 0.7 0.95 1.25 1.6 1.95 2.0 2.1 2.25 2.4 2.6 RFNBOs/Renewable hydrogen 0.05 0.2 0.5 1.0 1.5 1.6 1.7 1.8 1.9 2.0 *For diesel and petrol Send comments and request more information at feedback@argusmedia.com Copyright © 2025. Argus Media group . All rights reserved.

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