Germany intents to cancel lower Rhine patents

The Central Commission for the Navigation of the Rhine (CCNR) is an international organisation that exercises an essential regulatory role in the navigation of the Rhine. It is active in the technical, legal, economic and environmental fields. In all its areas of action, its work is guided by the efficiency of transport on the Rhine, safety, social considerations, and respect for the environment.

Press release CCNR:

“The CCNR would like to inform the profession well in advance of its intention to reduce the number of stretches on the Rhine designated as presenting specific risks. The CCNR wishes to stress that the final decision will be taken at its next plenary session, to be held on 5 December 2024. The plan is for the measure to enter into force on 1 July 2025.

Currently, the stretch of the Rhine from km 335.92 (Iffezheim locks) to km 857.40 (Spyck ferry) is designated as a stretch with specific risks. It measures approximately 520 kilometres. An examination carried out by the competent German authority has concluded that it is no longer necessary to designate this whole stretch as presenting specific risks. This is explained by the fact that nowadays the waterways are well marked. Furthermore, the use of navigation tools and aids – such as Inland ECDIS, superimposed radar images, etc. – means that navigating there is no longer a problem.

The new draft resolution being proposed by the CCNR envisages reducing the stretches with specific risks to two:

• On the Upper Rhine: from km 335.66 (Wintersdorf road bridge) to km 425.00 (Mannheim)

• On the Middle Rhine: from km 498

What does this mean?

Given the present circumstances, only barges captained by individuals holding a Rhine patent for the lower Rhine are authorised to navigate into these regions, serving destinations like Duisburg, Cologne, Koblenz, and points along these routes.

The revocation of the lower Rhine patent has abruptly opened the Rhine to ARA-bound barges, significantly increasing the available fleet for these routes. This shift enables typical ARA crews and vessels to vie for spot, time charter, and contract of affreightment (COA) opportunities previously dominated by Rhine-focused shipping companies.

Additionally, the relaxation of patent requirements allows larger barges—up to 8,000 DWT—to enter the region, increasing cargo-carrying capacity per voyage. However, existing time charter and COA agreements often specify exclusive areas like the Rhine, ARA, or FARAG, necessitating renegotiation before deploying these barges. Furthermore, not all jetty facilities at depots and refineries are equipped to accommodate larger barges.