Since the signing of the Kyoto Protocol in 1997, intensified with the signing of the Paris Agreement in 2015, the world has sought more sustainable alternatives to reduce polluting gas emissions. In the transport sector, electrification has become fashionable and this thesis has increasingly been highlighted as a viable and promising solution by the industry interested in selling and developing electric vehicles. However, it is important to recognize the alternatives that already exist, consolidated, viable and equally favorable in terms of the environment, such as ethanol.

While international movements for electrification advance and take shape, in the domestic market development occurs at a much slower pace. The explanation lies in challenges such as the acquisition price and the lack of adequate infrastructure.

Electric vehicles are more expensive and, given their low popularity, they do not have the diversity of models seen in combustion vehicles. Changing the consumption profile of the national fuel matrix with a view to decarbonization must consider the comparative advantages of the country, one of the world's largest producers of biofuels.

A recent study by Stellantis, an automobile conglomerate that controls brands such as Fiat, Jeep, Citroën, Peugeot and others, demonstrated that, in terms of Greenhouse Gas emissions, decarbonization through ethanol in Brazil is cleaner than the electrification of the European fleet. “From the well to the wheel” a vehicle fueled with ethanol in Brazil emits 25.79 kilograms of carbon dioxide after traveling 240.49 kilometers, while a 100% electric vehicle based in Europe emits 30.41 kilograms. In this sense, Stellantis has already announced that it will launch three national hybrids between ethanol and electricity, as well as an exclusively ethanol engine, starting in 2024.

Stellantis' work highlights the importance of looking beyond the final fuel used in transport, also considering its origin. The volume of emissions associated with a given consumption of electrical energy is directly dependent on the electrical matrix of the country where the vehicle will be used, and may be more or less polluting depending on the main source used in generation.

In regions such as Europe and Asia, where electrical energy is still predominantly produced by fossil sources, such as coal, the use of electric vehicles is still dependent on the burning of fossils, even though this process occurs at another stage of the chain.

Another issue to consider, when comparing the two alternatives, is the need to adapt the existing infrastructure. Combustion vehicles, which have dominated the transport industry for around 150 years, can today be refueled quickly and simply at any station, meaning the existing logistics are perfect. In a possible transition using biofuels, the existing supply infrastructure can be used together, without even requiring significant adaptations. Electric models, in turn, in addition to requiring considerably longer charging periods, depend on a supply infrastructure that does not yet exist, requiring significant investments to create a functional network structure.

The strategic value of biofuels becomes evident when talking about agro-export economies, in which crops with high energy potential, such as sugar cane or corn, are prevalent. In nations such as Brazil, the United States and India, ethanol has stood out as one of the best alternatives in the transport sector in terms of reducing greenhouse gas emissions and energy independence.

It is worth noting that there are long-standing criticisms of the correlation between the production of biofuels and the health of national agriculture. The intrinsic relationship between the two segments is undeniable, however, technological innovation has gradually distanced the competitiveness of these sectors by cultivable area. “Second generation” biofuels, such as green diesel and second generation ethanol, are produced through alternative methods that reuse substrates from different economic activities with greater versatility and efficiency. Second generation ethanol has the same chemical composition and uses as first generation ethanol, but the technology implemented in its production makes it possible to increase its productivity by up to 50%, without increasing the size of the planted area.

In Brazil, ethanol plays a leading role as an alternative to fossil fuels. The country's first ethanol-powered automobile was launched in the late 1970s. Today, according to information from the Ministry of Mines and Energy, around 80% of the Brazilian light vehicle fleet is made up of flex models fuel. In around four decades, the use of ethanol has provided savings of more than 2.5 billion barrels of oil equivalent, equivalent to more than two years of current oil production in the country. Calculated at current prices, this volume represents a saving of more than 200 billion dollars and a reduction of more than 1.5 billion tons of carbon dioxide equivalent.

With decades of successful experiences, countries such as Brazil, the United States and India have demonstrated that ethanol is not only an efficient sustainable alternative, but also an effective way to boost the economy. According to a conceptual note from Sustainable Mobility: Conversations about Ethanol, today, around 70 countries around the world have laws establishing a mandatory percentage of mixing ethanol with gasoline, highlighting the potential of biofuel in promoting sustainable mobility. Even with the rapid growth in the number of electric car sales around the world, the market has behaved more skeptically. Even in cities with more developed infrastructure, such as those in Europe and the United States, using a 100% electric car can still have setbacks.

Given the strength of electrification as a transition alternative, the best alternative for Brazil is to invest in hybrid models, powered by ethanol and electricity. Despite being a low-carbon fuel, ethanol also has carbon dioxide emissions and other polluting gases associated with its production, from cultivation to final use. This reality follows a pattern in Brazil, where the majority of carbon emissions come from changes in land use due to agricultural activities. Therefore, the advancement of hybrid models represents a chance to reduce the carbon footprint and stimulate both segments.

The energy transition, as its name suggests, is a period in which strategies must be combined to reduce emissions and not focus on the progressive elimination of fossil fuels. In this context, the adoption of ethanol as an integral part of the sustainable transport strategy will certainly play a fundamental role in building a greener and more resilient future. With effective public policies and a consolidated regulatory framework, Brazil can reach the forefront and opportunities of the low-carbon economy.