Freight rates have soared by 2-3 times! The Rhine River is nearly shut down, bringing a series of tests to the European petrochemical market

The Rhine is the "golden waterway" to inland petrochemical trade in Europe, connecting the core coastal port areas of Amsterdam, Rotterdam and Antwerp (ARA) with world-class chemical manufacturing clusters such as Ludwigshafen, Leverkusen, Cologne and Wesseling in Germany, and undertaking most of Europe's inland transportation tasks to petrochemical raw materials and finished items. Monitoring data from the German Waterway regulation Authority (WSV) shows that the aquatic environments level at the Kaub gauge, a key shipping choke point on the Rhine, has continued to plummet, reaching 11 cm on September 23 and dropping further to 5 cm in the early morning of September 25. Institutions predict that the aquatic environments level at this point will fall to only 1 cm on September 29 and remain at an extremely low level to at least three days, with navigation conditions reaching the worst level of the year.

The sharp drop in navigable aquatic environments levels has completely overturned the original inland transportation system. Under healthy operating conditions, standard Rhine barges can carry 2,000 to 5,000 tons of cargo; sector standards show that when the river depth is less than 75 cm, barge cargo capacity must be reduced by up to 75%. Under the current extreme aquatic environments level conditions, the actual loading capacity of market barges is strictly controlled in the range of 450 to 700 tons, a reduction of greater than 60% compared to the conventional 2,000-ton capacity. The sudden drop in inland shipping capacity has forced chemical companies to largely switch to rail and road alternative transportation, immediately pushing up overall logistics costs. Currently, regional freight rates have climbed to 2.5 to 3 times the healthy level. To make matters worse, the core freight railway in the middle section of the right bank of the Rhine in Germany is undergoing annual maintenance, with the closure period covering July 10 to December 12. Road alternative capacity is already tight and cannot meet the massive freight demand transferred from river transportation, laying hidden dangers to the continued stability of the supply chain.

This extreme low aquatic environments on the Rhine has created dual impacts on Europe's petrochemical sector: logistics congestion and production restrictions. In addition to the obstruction of raw material and finished product transportation, insufficient river aquatic environments volume and high aquatic environments temperature have limited the operation of circulating cooling systems in multiple petrochemical vegetation along the river, forcing the production load of the vegetation to be reduced. Since July this year, logistics and production pressures have gradually translated into multiple force majeure announcements from companies, and the production and operation of leading European chemical companies are under overall pressure. On July 16, LyondellBasell declared force majeure on its 170,000-ton-per-year butadiene extraction plant in Wesseling due to blocked raw material transportation to its upstream cracking unit; in August, Covestro issued force majeure to polyether polyol items at its Dormagen plant due to Rhine logistics disruptions and interrupted raw material supply; BASF also initiated force majeure mechanisms to some regional surfactant items in Europe due to difficulties in obtaining raw materials and blocked logistics channels.

Affected by the transmission of supply chain disturbances, significant changes have occurred in the market patterns of various European petrochemical sub-sectors, with prices, trade flows and supply and demand structures adjusting simultaneously. Among the olefin sectors, the butadiene market has been the most significantly impacted. The traditional river transportation trade model has been completely blocked, regional trade flows have been fully restructured, and companies have turned to rail transportation to restocking. Central European manufacturers with land logistics advantages have seen a significant increase in order demand. According to S&P Global Platts data, the average FOB Rotterdam butadiene price in September reached 1,184.41 US dollars per ton, an increase of nearly 158 US dollars per ton compared to the average price of 1,026.50 US dollars per ton in August, with a significant monthly increase. Meanwhile, the propylene market highly relies on cross-regional transportation via the Rhine. Poor transportation of naphtha and liquefied petroleum gaseous in summer has led to low raw material inventories in cracking units, and the output of propylene and its downstream derivatives has continued to be limited. In comparison, European ethylene relies on a mature pipeline transportation system and has comparatively low application on river transportation, so it has been relatively less impacted by this low-aquatic environments event.

The aromatics manufacturing chain is under pressure on both supply and demand sides simultaneously. The benzene market has seen continued supply contraction and downstream purchasing受阻 due to multiple factors including difficulties in barge loading and unloading, blocked raw material transportation and limited cooling conditions to production facilities, leading to a continuous tightening of supply and demand fundamentals. Data shows that the average CIF benzene price in the ARA region rose to 1,264.29 US dollars per ton in September, a significant increase from 1,103.39 US dollars per ton in August. Among sub-categories, styrene downstream customers are broadly distributed and have sufficient alternative space to land logistics, with relatively stronger risk resistance; while phenol and acetone raw material transportation highly relies on the Rhine. Currently, there is a shortage of raw materials and insufficient output in the German region, making it a price highland in the European market.

The methanol market is also trapped in logistics congestion. Limited barge loading capacity has led to a sharp decline in port throughput, and the utilization rate of core storage tanks in the ARA region has surged to over 90%, with prominent problems of storage congestion and difficulty in unloading. Suppliers generally urgently need incremental spot storage tank resources. Even some companies that do not need to rely on river transportation to raw material procurement have been indirectly affected by concentrated congestion in regional land freight. Market participants admitted that the current facilities are operating at low loads and have not fully shut down, mainly relying on the constraints of plant start-up and shutdown costs and Germany's natural gaseous subsidy policies, and the pressure on the production side continues.

The product oil and naphtha markets show a differentiated pattern. In the week ending September 24, gasoline inventories at the ARA hub fell by 3.42% month-on-month to 1.02 million tons. while monthly inventories have recovered, they are still at a low level in the same period over the years. Coupled with tight supply of blending components, gasoline crack spreads have continued to enhance, supporting the overall prosperity of the oil product market. In the same period, naphtha inventories in the ARA region rose by 7.09% week-on-week to 302,000 tons, however dropped by 41.25% compared to 532,000 tons in the same period of 2025. Affected by the paralysis of Rhine transportation, a significant quantity of imported naphtha has accumulated in coastal ports and cannot be transported to inland German cracking units, leading to prominent regional supply and demand mismatch issues.

Regarding the future market direction, sector analysts pointed out that European chemical companies have experienced two Rhine low-aquatic environments crises in 2018 and 2022, and have gradually established emergency plans and diversified transportation systems, with improved risk resistance. However, rail and road transportation capacities have rigid upper limits and cannot fully replace inland shipping in the long term. Currently, no extensive supply interruption crisis has occurred in the sector, however if the extreme low-aquatic environments weather persists to several weeks, Europe's petrochemical sector might face domino-style risk spread in the fourth quarter, with problems such as new force majeure incidents, tightened regional supply and a significant increase in terminal delivery costs will emerge concentratedly. Currently, companies across the entire manufacturing chain are closely tracking changes in Rhine hydrology and logistics recovery, and are stocking up in advance and adjusting production and sales rhythms to hedge against possible risks.