According to the "Administrative Regulations on the Safety of Hazardous Chemicals" and the "Catalogue of Highly Toxic Chemicals" issued by the State Council, the Ministry of Transport has prohibited the use of highly toxic chemicals in rivers and other enclosed waterways since June 1 last year. According to reports, this ban has created significant challenges for chemical companies operating in the Yangtze River Delta, causing disruptions in their production and logistics. Several ports along the river have also expressed concerns, stating that the policy has had a major impact on local economic growth. Companies are now calling for adjustments to the current restrictions, emphasizing that while some bans are necessary, there should be a more balanced approach—ensuring safety without stifling industry development.
The Yangtze River Delta is a key economic hub with well-developed transportation networks and a large number of chemical enterprises. Notable locations include the Shanghai Chemical Industry Park, Nanjing Chemical Industry Park, and important ports such as Zhangjiagang, Jiangyin, Ningbo Daxie, and Zhenhai. Many chemical companies along the river rely on waterways for direct delivery of raw materials. However, after the ban was implemented, some docks became unused, and certain imported materials had to be transported overland from seaports hundreds of kilometers away, significantly increasing costs. One of the most vocal concerns comes from the transport of acrylonitrile. For example, Zhenjiang Guoheng Chemical Company reported that its acrylonitrile supplies had to be re-exported from Lianyungang, raising costs by over 600 yuan per ton and adding more than 20 million yuan in annual expenses.
This policy has also influenced corporate investment strategies. Yantai Wanhua originally planned to establish an MDI facility in Taizhou to supply products via the Yangtze River waterway. However, due to the new regulations, the company had to shift its plan and build a 160,000-ton/year installation in Ningbo, redirecting its products toward international markets instead. Similarly, several large-scale MDI and TDI projects in the Shanghai Chemical Industry Park are set to come online, further highlighting the growing tension between regulation and industrial needs.
In addition, the increased movement of hazardous chemicals through highways has raised concerns about road safety. Recent incidents involving yellow phosphorus, liquid chlorine, and acrylonitrile have drawn attention. While infrastructure deficiencies and outdated vehicle standards are often cited as causes, experts argue that the mismatch between market demand and transportation policies also plays a role in these accidents.
The government's decision to ban highly toxic chemicals in inland waterways was primarily driven by environmental and safety considerations. Some experts suggest that protecting the river environment and water resources should remain a priority, but at the same time, the utilization of inland waterways should be maximized. Internationally, countries with developed inland shipping systems rarely impose such bans. Before China’s restrictions, dangerous goods were commonly transported on inland waterways without major incidents. Only recent pollution accidents involving toxic substances like potassium cyanide have led to stricter regulations.
During the interview, it was also revealed that many chemical companies have differing opinions on the criteria used to classify highly toxic chemicals. The Chinese "Highly Toxic Chemicals Catalogue" sets higher thresholds than international standards, such as those from the UN Recommendations on the Transport of Dangerous Goods. Some substances, like yellow phosphorus, liquid chlorine, acrylonitrile, and TDI, are classified as highly toxic in China but not always in other countries. Companies believe that expanding the ban without proper justification may not effectively improve road safety and could hinder business operations.
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