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Second-crop corn ethanol produced in Brazil has passed a decisive regulatory stage at the IMO, had its footprint defined at 20.8 g of CO₂ equivalent per megajoule, and paved the way to enter the global maritime transport dispute.
Brazil’s second-crop corn ethanol received technical approval from the IMO for use in maritime transport with a standard value of 20.8 g of CO₂ equivalent per megajoule, according to a report by Brazilian representative Flavio Mathuiy after the Marine Environment Protection Committee meeting held in London between April 27 and May 1. The move places the Brazilian product in a prominent position in the race for biofuels for ships.
According to the JornalCana portal, what makes the decision bigger than a technical approval is the timing of its arrival. The maritime sector is under pressure to cut emissions, and the IMO’s climate framework, approved in 2025, remains under discussion after the postponement of formal adoption in October 2025 and resumed in 2026. In this scenario, Brazilian ethanol takes the lead because it now has an official carbon reference already defined, while the global market tries to figure out which fuels will truly have a place in the transition.
The strongest detail lies in the number of 20.8 g of CO₂ per megajoule
The most powerful point of the approval is precisely the value recognized by the IMO. Brazil’s second-crop corn ethanol received the standard of 20.8 gCO₂e/MJ, a level much lower than the reference parameter used for traditional marine bunker fuel, cited in Bloomberg Línea’s coverage as 93.3 gCO₂e/MJ. It is this difference that makes Brazilian biofuel appear competitive not only politically but also in the mathematics of decarbonization.
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In practice, this number functions as a market signal. It shows shipping companies that Brazilian ethanol already has a concrete regulatory path to enter the conversation about alternative fuels, which reduces uncertainty in a sector that does not usually invest heavily without clear rules.
The curious twist is that Brazil started ahead precisely with second-crop corn
The most unusual element of this story is that the Brazilian advantage did not come from sugarcane, but from second-crop corn, known as “safrinha”. According to Bloomberg Línea’s coverage, this was the first biofuel compatible with maritime transport to have its carbon footprint defined and approved by the IMO, which gave Brazil a lead over the United States and other competitors who also want to supply the new low-carbon fleet.
This turnaround is relevant because it changes the international image of the product. Brazilian ethanol from corn is no longer just an expanding domestic solution and is now seen as a real candidate for marine fuel, in a global market that tends to reward those who can prove lower emissions in advance.
The broader context shows that maritime transport is opening space for new fuels
In April 2025, the IMO approved the so-called Net-Zero Framework, a set of rules to push maritime transport towards net-zero emissions, combining mandatory emission limits and climate pricing mechanisms. Formal adoption, however, stalled in October 2025 and discussions were postponed to 2026, keeping the market in a waiting pattern.
It is precisely in this regulatory vacuum that Brazilian ethanol gains strength. As the new rules are expected to open space for cleaner fuels and reduce dependence on oil in maritime transport, those who arrive first with metrics recognized by the IMO tend to gain commercial, technical, and diplomatic advantage.
Why this could change Brazil’s position in the global biofuels market
The approval doesn’t only affect the naval sector. It can boost corn producers, trading companies, and **ethanol** plants in Brazil, which are already rapidly expanding second-crop-based production. Projections cited by industry sources point to Brazilian production of about **10 billion liters** of corn ethanol in 2025/26, consolidating the country as the second-largest global hub for this fuel.
If maritime use truly advances, the country will no longer compete only in gasoline, occasional exports, or sustainable aviation, and will start targeting a new avenue of demand. This could reposition Brazilian **ethanol** as a key part of a broader international decarbonization strategy, with effects on agribusiness, logistics, and foreign trade.
What still needs to be confirmed before ethanol fully enters ship tanks
Despite the progress, not everything is resolved yet. The IMO approved the general framework in 2025, but the formal adoption of the climate package remains pending after the October 2025 deadlock, and the final implementation of the rules still depends on new consensuses among member countries. In other words, Brazilian **ethanol** has taken the lead, but the full regulatory framework still needs to be finalized to transform technical advantage into an effective market.
It also remains to be seen how shipowners, bunker suppliers, and port operators will react. It’s one thing to have carbon footprint approval. It’s another to convert that into contracts, tests, infrastructure, and commercial scale in global maritime transport.
Ultimately, what Brazil has achieved now is more than a technical seal. Second-crop corn **ethanol** has begun to speak the regulatory language of maritime transition and has gained an asset that few competitors currently possess: an approved number, an open door, and a concrete advantage in a race that is only just beginning.
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