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Investment of R$ 2.2 Million in Rondonópolis (MT) Promises to Reduce Up to 5 Thousand Truck Trips Per Year with a High-Flow Biodiesel Pipeline.
Ultracargo announced, this Friday (30), an investment of R$ 2.2 million to build a new biodiesel pipeline in Rondonópolis (MT), aiming to reduce the flow of up to 5 thousand trucks per year on the region’s highways.
The operation was structured in partnership with COFCO International, which maintains a biodiesel production plant in the municipality.
According to the project design, the pipeline will connect three biodiesel distribution terminals in the city, one of the main logistical support points for agribusiness in the Midwest.
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The COFCO industrial unit in Rondonópolis, according to the company, has an annual capacity of 432 million liters and will operate with a pipeline of 280 m³ per hour, which shifts part of the flow that was previously reliant on road transportation.
Biodiesel Pipeline in Rondonópolis and Integration with the Railway
The new asset was planned to eliminate intermediate steps, reducing maneuvers and transfers that, in practice, increase the number of trips by truck and increase the risk of operational bottlenecks.
Ultracargo states that the integration of the pipeline enhances connectivity between the Rondonópolis rail terminal and COFCO’s biodiesel plant, consolidating a more direct flow within the industrial hub itself.
Raphael Nascimento, commercial and planning director of Ultracargo, attributes to the project the role of reorganizing the movement of biofuel with more predictability.
“This project represents a more efficient structural solution for transportation and greater operational predictability,” said the executive when presenting the initiative.
In practice, the company bets that replacing part of the road section with a pipeline connection reduces pressure on local highways, where heavy traffic grows with the advancement of agricultural production and the need for continuous outflow, especially during harvest periods and increased demand for inputs and derivatives.
Agricultural Pole of Mato Grosso and Multimodal Logistics Strategy
Although the investment announced for the pipeline is specific, Ultracargo treats it as part of a broader movement towards internalization and multimodal integration.
The logic, according to the company, is to bring storage and movement closer to the producing centers, connecting the railway network to industrial plants and distribution corridors.
The company placed the Rondonópolis project within a cycle of investments aimed at efficiency in structuring routes, especially where logistical supply does not keep pace with production growth.
“We want to be where there are obstacles to unlock and create value,” Nascimento stated.
This type of strategy has been reinforced in the Midwest, where the distance to ports and major consumer centers increases costs and heightens dependency on integrated solutions.
By focusing efforts on transshipment and storage points close to producing areas, the company aims to reduce time losses in operations, improve shipping planning, and limit exposure to typical disruptions in road flows.
Ultracargo Investments in Port Infrastructure in Brazil
Between 2023 and 2025, Ultracargo reported investing approximately R$ 1.2 billion in logistical infrastructure, focusing on the integration between modes and expanding port terminals in the Southeast, North, and Northeast regions.
In the same context, Nascimento mentioned ongoing projects and works nearing completion at terminals like Santos (SP), Itaqui (MA), Suape (PE), and Vila do Conde (PA).
At the same time, the company indicates that new expansions are under evaluation, mainly in the North and Northeast regions, where agricultural production has grown and logistical infrastructure density remains limited.
Ultracargo did not detail which locations may be contemplated, but acknowledged that there is room for long-term projects aimed at the outflow of production and the supply of fuels and biofuels.
This consideration, according to the executive, depends on clear rules and regulatory stability to support investments with slower returns.
“These are, naturally, investments that require a longer return period.
So, a framework that supports them is necessary,” he stated.
Future Fuel Law and Predictability for Biodiesel
Ultracargo also related the decision to the regulatory environment created by the Future Fuel Law (Law 14.993/2024), enacted in October 2024.
The framework defines programs and guidelines for lower-emission fuels and establishes mechanisms for predictability regarding blends, which influences decisions on logistical and industrial capacity.
In the case of biodiesel, the law provides for a gradual increase in the content added to diesel, with annual increments starting in March 2025 until reaching 20% in March 2030, with implementation conditioned to evaluations by the National Energy Policy Council.
As for gasoline, the text sets the ethanol content at 27%, with the possibility of adjustment, by the Executive, between 22% and 35%, as long as technical and market conditions are met.
Previously, the blend in the country could reach 27.5%, with a minimum of 18%.
In defending the continuity of the program, Nascimento said he sees a scenario of the biofuel’s permanence in the matrix.
“The biodiesel blend is here to stay. The Future Fuel is the stability framework for investments,” he asserted. “You don’t see any agenda where this blend is challenged.
It will be maintained or expanded, depending on the intensity of the country’s energy policy,” he said.
The discussion about predictability has also gained traction due to recent decisions from CNPE itself, which, throughout the period, analyzed the pace of increasing mandatory blends.
For companies that operate storage and transportation infrastructure, changes in demand levels directly affect tank sizing, shipping capacity, and route planning.
With the creation of the pipeline in Rondonópolis, Ultracargo attempts to position itself to serve an expanding market, reducing dependence on trucks in specific stretches and bringing industrial production and railway connection together in the same area.
The declared ambition is simple to measure in numbers but complex in execution: to remove thousands of annual trips from a roadway corridor without interrupting the supply flow in one of the country’s most strategic poles.
Which other routes in Brazilian agribusiness could undergo a similar reorganization, swapping kilometers of road for direct connections between industry and railway?
Eles esquecem que pelo menos desses 5000, 3500 são pais de família que dependem do motorista pra sobreviver, tudo pela ganância de meia dúzia
Não fazer nem o” tapa buraco” nas rodovias..que é mais barato imagine, um investimento desseeeee!!!