Santa Barbara Anti-Drilling Bill Passes Senate

By MarEx 2015-06-08 21:06:17

Two weeks after a ruptured pipeline led to a devastating oil spill along the Santa Barbara County coastline, a bill jointly authored by Senator Mike McGuire (D- Healdsburg) and Senator Hannah-Beth Jackson (D-Santa Barbara) to ban new offshore oil drilling in a nearby Marine Protected Area in the Santa Barbara Channel known as Tranquillon Ridge passed off the Senate floor. The vote was 21-13.

In 1994, the California Legislature banned any new offshore oil and gas leases when it passed the California Coastal Sanctuary Act. But a loophole in state law left Tranquillon Ridge, which extends into state and federal waters, with reserves that are currently being tapped in federal waters from Platform Irene, uniquely vulnerable to offshore drilling.

SB 788, the Coastal Protection Act, closes the loophole by repealing Public Resources Code 6244, effectively banning any new drilling in these state waters.

In 2007, Tranquillon Ridge was designated as a Marine Protected Area because of its sensitive marine ecosystem.

“The Refugio Oil Spill has been a dramatic wake-up call, reminding us just how destructive and dirty oil can be, “ said Jackson. “Tranquillon Ridge is one of the most important bio-regions on the planet. It is a place of extraordinary and wonderous diversity. If there’s ever a place and time where were should commit to no new offshore drilling, it should be here, in this extraordinary place known as Tranquillon Ridge, and it should be now, when the consequences of oil – oil-covered birds and an oil-drenched coastline – are so fresh in our minds.”

“California’s coast is truly a worldwide wonder. Its natural beauty attracts 150 million visitors annually from all across the planet. It is a core part of this great state’s identity and our coastal economy is a main driver of our statewide economic engine. In the wake of last month’s devastating oil spill, we cannot afford to wait any longer to permanently ban new oil drilling off our coast,” said McGuire.

“In 1969, 35 miles of Santa Barbara County’s pristine coast was devastated by an oil slick resulting from offshore oil extraction. Yet again, the residents of my district are faced with a devastating oil spill. It’s clear that, despite assurances from the oil industry, we will continue to face tremendous environmental threat as long as we authorize offshore drilling. This bill closes an obvious loophole in the law and brings us one step closer to avoiding catastrophic events like these in the first place,” said Assembly member Das Williams, D-Carpinteria, a co-author of the bill.

Over the years, oil companies have made numerous attempts to tap into Tranquillon Ridge’s offshore reserves from state waters. Since 2003, an oil development proposal has been pursued to drill into Tranquillon Ridge reserves from an onshore location at Vandenberg Air Force base.

Slant drilling from onshore into offshore waters raises significant concerns about possible oil spills, impacts on marine life, air and water pollution, and contributions to global climate change.

SB 788 now heads to the Assembly.

Last year, Jackson authored an identical bill, SB 1096. It stalled on the Assembly floor last year after facing significant opposition from the oil industry.


Footage Shows Damaged Chinese Cruise Ship

By Wendy Laursen 2015-06-08 21:28:21

Search crews have recovered 434 bodies from the cruise ship which capsized during a storm in the Yangtze River last week. Eight people remain missing.

The Eastern Star was righted and raised on Friday, allowing rescuers in to clear away debris, break down cabin doors and look for bodies. Footage released by The Guardian shows rescue teams using circular saws to cut through muddy mangled metal in the hull as passengers’ personal belongings lie strewn around.

The rescue and recovery operation has involved nearly 150 other ships, 59 machines, 3,400 Chinese troops and 1,700 paramilitary personnel, reports news agency Xinhua.

Officials have expanded the search area to include more than 600 miles downstream and warned ships to look out for floating bodies, reports CNN.

The majority of the 405 passengers on the vessel were between 50 and 80 years old, but the youngest was three. There were also 46 crew members and five travel agency workers on board. All those on board were reported to be Chinese, says CNN.

The China Meteorological Center said a tornado less than one kilometer in diameter and lasting 15 to 20 minutes occurred.

The suddenness of the storm might explain why the no emergency call was sent, and why there were so few survivors despite enough lifejackets being available for those on board.

Some have questioned why the vessel was sailing given that there were multiple weather warnings issued by regional authorities in Hubei and Jingzhou. At this stage, it is not clear if the captain received the warnings.

The company which operated the ship has apologized for the disaster and said it would fully cooperate with the investigation. Beijing has pledged there would be no cover-up.

Police have detained the captain and chief engineer for questioning as part of the investigation. An initial probe found the ship was not overloaded and had enough life vests on board.

The captain Zhang Shunwen, and chief engineer Yang Zhongquan both report the vessel being caught in a freak storm, and BBC reports one passenger describing the ship as tilting at a “45-degree angle” before going down.

Zhang was quoted as saying by Xinhua that the ship overturned within one or two minutes.

He could be found culpable if he had abandoned the ship, said James Hu, professor at the Shanghai Maritime University and an expert in maritime law, although there is no evidence he did.

“China has one rule that it’s particularly strict on – the captain must be the last one to leave the ship,” Hu said. “If the leader of the ship is not the last to leave the ship, it is a jailable offence.”


Sea Shepherd Resolves Contempt Dispute with Whalers

By MarEx 2015-06-08 21:43:41

Sea Shepherd Conservation Society, a U.S.-based non-profit marine conservation organization, has resolved its long-running legal dispute with Japan’s Institute for Cetacean Research (ICR) over whether Sea Shepherd and its affiliated parties were in contempt of a 2012 injunction entered by the Ninth Circuit Court of Appeals.

Sea Shepherd will pay ICR $2.55 million under the terms of a settlement reached on Monday. In exchange, ICR will dismiss its action for more than $4.1 million in damages related to contempt, and drop all claims against the former Sea Shepherd board of directors. Funding for the settlement will come from money from other legal actions and settlements, and will not include donor funds.

“Sea Shepherd does not agree with the Ninth Circuit’s holding that it was in contempt, but after more than two years of litigation, we are very pleased to be putting the contempt action behind us,” said Claire Loebs Davis, Sea Shepherd legal counsel and partner at Lane Powell. “By its very nature, the contempt action was a one-sided inquiry. We look forward to focusing on the continuing litigation in the district court, which provides Sea Shepherd with the opportunity to expose ICR’s dangerous and illegal activities in the Southern Ocean – including the violent actions taken against those who have tried to stop it from killing whales in violation of international law.”

ICR first filed suit against Sea Shepherd and founder Paul Watson in 2011 in federal district court in Seattle. In March 2012, District Court Judge Richard Jones denied ICR’s motion for a preliminary injunction, but in December 2012, the Ninth Circuit Court of Appeals reversed and entered its own temporary injunction, prohibiting Sea Shepherd, Watson, and any party acting in concert with them from approaching ICR’s vessels closer than 500 yards in the Southern Ocean.

This injunction came on the eve of Operation Zero Tolerance, a campaign planned to intervene against ICR’s whaling in the Southern Ocean during the 2012-2013 season. In response, Sea Shepherd withdrew from Operation Zero Tolerance and all future Southern Ocean whale-protection campaigns, but the campaigns continued under the leadership of independent foreign groups.

ICR filed a motion for contempt in early 2013, and after an eight-day trial, an Appellate Commissioner recommended that neither Sea Shepherd nor any of its affiliates be found in contempt. In December 2014, the Ninth Circuit disregarded this recommendation and found Sea Shepherd, Watson, and the former members of the Sea Shepherd Board of Directors in contempt of the injunction based on the actions of the independent foreign groups. The Ninth Circuit also ordered the payment of damages resulting from this contempt, including any money that ICR had “wasted” as a result of Operation Zero Tolerance.

“Although we believe we abided by the injunction, and the Appellate Commissioner agreed, we must accept that the Ninth Circuit found Sea Shepherd and its former board of directors to be in contempt, and it is time to put this dispute behind us,” said Ethan Wolf, current president of the Sea Shepherd board. “This court action has been a necessary part of the larger battle to save the oceans, but resolving it enables Sea Shepherd to renew our focus on our other campaigns to protect marine life around the world.”

Wolf noted that Sea Shepherd was also very pleased to be able to resolve all of the claims against its former volunteer board. “Sea Shepherd thanks its former directors for the service that they provided to the organization. It’s unfortunate that ICR pulled them into this dispute, but we are happy that all claims against them will be dismissed,” he said.

Meanwhile, Sea Shepherd’s legal efforts will continue to support its mission by pursuing claims against ICR in district court, where ICR is still seeking a permanent injunction against Sea Shepherd.

In a case set for trial in the fall of 2016, Sea Shepherd is seeking a declaration that ICR’s whaling in the Southern Ocean is illegal under international law, as well as an injunction preventing ICR from using violent and dangerous tactics to protect its illegal activities. Sea Shepherd is also asking the district court to award damages for ICR’s deliberate ramming of the Sea Shepherd vessel ADY GIL in 2009.

“It is crucial that Sea Shepherd be able to support its direct-action campaigns on the seas with forceful action in the courts, against those who plunder the world’s oceans in violation of international law,” said Sea Shepherd founder and board advisor Captain Paul Watson.

“We never expected our efforts to stop illegal whaling in the Southern Ocean to be easy. After all, we have been challenging one of the world’s economic super powers for over a decade,” Watson said. “We weathered the violence directed at us by the whalers, we weathered the storms, the ice, the politics and the legal assaults directed at us, and in the end we prevailed where it was most important, in the fact that thousands of whales that would otherwise be dead, are alive and free in the Southern Ocean, and Japanese whaling has been internationally exposed as an illegal operation by both the International Court of Justice and the International Whaling Commission.”


RO/RO Gets Novel LNG Bunkering Solution

By Wendy Laursen 2015-06-08 18:58:58

Dale Emmerton, National Marine Manager at Australia’s SeaRoad Shipping, has come up with an innovative LNG bunkering concept for his RO/RO newbuilding that has turned the eyes of the world towards Australia.

Like in most ports, there is no direct infrastructure for refuelling LNG where the new vessel will call, so locally available LNG will be bunkered by loading LNG road tank trucks directly onto the vessel during normal loading operations.

The design features three LNG road tankers connected to a permanent fuel manifold on the ship. They will be changed out after every round voyage for three tankers that will have been filled the previous day at the local LNG plant. The tankers will be secured to the vessel in special loading bays on the weather deck, aft, with multiple twist-locks.

This process is a relatively simple logistic task, particularly when compared to bunkering heavy fuel oil. “LNG as the primary fuel was chosen with an eye to both the present and the future,” says Emmerton. “Currently our ships burn heavy fuel oil which is sourced overseas and imported into Melbourne by a single company for resale and delivery to the vessels. LNG is available locally from multiple sources and is seen as a more reliable and certainly cleaner energy source.”

He further explains: “Our eye to the future involved both the stability of supply and also the very strong likelihood that Australia will join other developed countries in banning the use of heavy fuel oil in the coastal waters where our vessels will exclusively trade. Australia has significant reserves of natural gas which should ensure security of supply into the future.”


Steel cutting for the new ship is expected to start in Germany’s Flensburger Schiffbau-Gesellschaft (FSG) shipyard in September 2015, and DNV GL is providing full classification services and liaising with Australia’s Maritime Safety Authority on its statutory requirements.

The project began back in 2008, says Timothy Holt, Area Manager Australia & New Zealand for DNV GL – Maritime. Having won the tender for the groundbreaking project, Holt’s enthusiasm led to a meeting of the SeaRoad Shipping team with a group of engineers in Oslo led by Torill Grimstad Osberg. The team conducted risk assessments and eventually granted Approval in Principle for the concept.

“Initially, I think we can safely say, our idea was met with dismay around the industry,” says Emmerton. “At that stage all the development and rules were being based on large permanent tanks fitted below deck, but our local DNV GL surveyor was most supportive. Our method simplified the task of bunkering compared to conventional methods and made it much safer. This was quickly understood by the team in Høvik, and after the initial meeting, the DNV GL team was very quick to assist with solutions for achieving our idea. The rest of the story is history with the various codes and rules now taking into account portable-type tanks for short-haul, quick-turnaround ships.”


The risk assessment led to the incorporation of a number of safety features to ensure appropriate levels of stability and fire safety. Heavier cargo units than an LNG tank would normally be secured by four twist-locks, however the gas tanks will have six.

The tanks take three cargo slots on deck, but the LNG piping system has no effect on cargo capacity. There are two main parts to the system, cryogenic and non-cryogenic. The cryogenic part includes the flexible pipes connecting the fuel tanks to a common manifold that feeds the LNG to a deck-mounted gas handling room where waste heat from the machinery plant is used to convert the -160 ºC liquid into a gas in specially designed heat exchangers.

The cryogenic pipes have to be stainless steel and double-walled because of the very low temperatures. Once the liquid has been heated and converted to gas, the piping is simpler but still requires ducts that are vented and monitored for potential leaks.

When the gas reaches the engine room it is supplied to the engines via gas valve units which regulate the gas pressure according to power demand. “The uniqueness of the design means we had to go through a detailed approval process with DNV GL to take care of all the rules and regulations which are not yet 100 per cent established with respect to the draft IGF Code,” says Raimon Strunck, Vice President Sales at FSG.

The Cargo Mix

“The cargo mix has driven the design, because SeaRoad wants double-stack cassettes for shipping of containers on the main deck, a mix of trailers and cars in the lower hold and LNG trailers on the weather deck,” says Strunck. There is also a specially designed area for the transport of livestock. “An-other cargo-related design driver is the fact that we have dangerous goods cargo in the forward part of the weather deck and, right behind it, reefers. This is rather unusual and normally not allowed due to explosion risks, but together with DNV GL we have found a design solution that ensures that this can be done safely and in compliance with class rules.”

The vessel’s principal dimensions are 182 meters length overall, 26.6 meters beam and a maximum draught of 6.3 meters. Service speed will be 20 knots. The vessel’s stern ramp is a split design to enable loading and unloading of two decks simultaneously. The design will streamline operations for truck drivers.

The newbuild will be twin-screw, powered by two MaK dual-fuel engines rated at 7.2 megawatts each. Two MaK gensets of 2.5 megawatts each will be installed to give the ship 100 per cent electrical power redundancy, something that is critical considering the schedule that the vessel will keep and the high-value cargo that it will carry. “The main engines and auxiliaries are dual-fuel and the auxiliaries are unusually large for a RoRo, double the size in fact,” says Strunck.

The newbuild is expected to commence service in late 2016.


Paris MoU Names Best Performing Flags

By MarEx 2015-06-08 19:25:10

The Paris MoU has published its new white, grey and black list with France maintaining top position and India moving up.

The White, Grey and Black (WGB) List presents the full spectrum, from quality flags to flags with a poor performance that are considered high or very high risk. It is based on the total number of inspections and detentions over a three-year rolling period for flags with at least 30 inspections in the period.

The list contains 72 flags: 43 on the White List, 19 on the Grey List and 10 on the Black list.

The White List represents quality flags with a consistently low detention record. Compared with 2013, the number of flags on the White List has decreased by three flags to a total number of 43 flags. New on the White List is India, which was on the Grey List last year.

France has been placed highest on the list in terms of performance for the third year in a row. The next in line of the best performing flags in 2014 are Hong Kong, Bahamas, Norway and Sweden.

Flags with an average performance are shown on the Grey List. Their appearance on this list may act as an incentive to improve and move to the White List, says Paris MoU in a statement. At the same time flags at the lower end of the Grey List should be careful not to neglect control over their ships and risk ending up on the Black List next year.

There are 19 flags on this year’s Grey List. New on the list are Spain, Lithuania, Poland and Thailand, which last year were on the White List.

Belize has fallen from the Grey List to the Black List. The poorest performing flags are the United Republic of Tanzania, Republic of Moldova, Togo, Cook Islands and Dominica.

For several years the MoU Committee has closely monitored the performance of classification societies acting as recognized organizations (ROs) or flags. To calculate the performance of the RO, the same formula to calculate the excess factor of the flags is used. A minimum number of 60 inspections per RO are needed before the performance is taken into account for the list.

In 2014, 37 ROs are recorded on the performance list. Among the best performing ROs were:


Det Norske Veritas

Lloyd’s Register

American Bureau of Shipping

China Classification Society

The lowest performing ROs were:


International Register of Shipping

Bulgarian Register of Shipping

Compared with last year’s performance level, a small shift in RO performance in 2014 can be noticed. This year fewer organizations have been placed in the very low and low performing parts of the list and more organizations have been placed in the medium part of the list.

On July 1, 2015 the performance lists will be used for calculating the ship risk profile and flags on the Grey List and Black List are subject to the more stringent banning measures in force since 1 January 2011.

The full list is available here.


Lewek Constellation Sets Industry Record

By MarEx 2015-06-08 19:41:08

Singapore-based EMAS has announced that its flagship subsea construction vessel Lewek Constellation has established an industry record for pipelay in the U.S. Gulf of Mexico.

The Lewek Constellation has set an industry pipelay record in the GoM in 7,368 feet (2,246 meters) of water during its sea trials. In preparation for the execution of three subsea tie-back projects for Noble Energy, it performed its final pipelay trial, and during the deployment of the 3.2 kilometer, 16-inch diameter, 28mm wall thickness pipeline, complete with the second end pipeline end termination (PLET), the tension recorded was 632mt, rendering this the highest tension ever experienced in the history of rigid reeled-lay operations.

“Successfully laying the test pipe at this record-breaking top tension during pipelay trials is a significant achievement for EMAS and an industry first,” said Lionel Lee, Chairman, EMAS AMC. “It’s a testament to the experience and expertise of our people combined with the quality of our new vessel built by EMAS Group’s subsidiary Triyards in Vietnam. I want to acknowledge the hard work and dedication of our integrated project teams in preparation for this important milestone.

“What this record means for clients going forward is that we can offer a more efficient pipelay solution in ultra-deep water for pipelines up to 16 inch in diameter when compared to traditional S-Lay or J-Lay methods, even with thick insulation coatings, thereby giving our clients more options to consider,” said John Meenaghan, Vice President Global Operations.

The Lewek Constellation is an ice-classed, multi-lay offshore construction vessel with ultra-deep water pipe laying and heavy lift capabilities. It was initially conceptualized in 2009 and its hull was successfully launched in 2012. It measures 178.27m by 46.0m, features all single berth cabins and is designed to deliver complex projects in water depths exceeding 3,000m.

Additionally, the Lewek Constellation is only one of two vessels in the world in its class achieving the highest environmental and comfort notations, with an ice-classed hull capable of transiting through 0.8m of ice and a technologically advanced DP3 system. It also comes equipped with an 800mT Huisman multi-lay system that is able to support both rigid and non-rigid pipelines, a 3,000mT Huisman offshore heavy lift crane, two Schilling workclass remotely operated vehicles and a unique portable reel system which significantly reduces mobilization time.


Google Builds Underwater Street View

By Wendy Laursen 2015-06-08 20:36:03

The oceans are one of the most uncharted ecosystems on the planet, but Google is working to change this.

Google, in partnership with XL Catlin Seaview Survey, NOAA’s Office of National Marine Sanctuaries and the Chagos Conservation Trust, has released new underwater Street View imagery of more than 40 locations around the world including the American Samoa and Chagos Islands and underwater dives in Bali, the Bahamas and the Great Barrier Reef.

ScienceAlert notes some highlights including views of a humpback whale, a great white shark and a sunfish.

“Mapping the ocean is key to preserving it,” says Jenifer Austin and Brian Sullivan of the Google Ocean Program. “Each image in Google Maps is a GPS-located digital record of these underwater and coastal environments, which can be used as a baseline to monitor change over time.”

Underwater Library

Project partner XL Catlin Seaview Survey started work on a visual underwater library back in 2012. The world’s reefs are in a dramatic state of decline with over 40 percent of corals over the last 30 years due to pollution, destructive fishing and climate change, says the group. According to the scientific community the decline is set to continue and will affect 500 million people globally who rely on coral reefs for food, tourism income and coastal protection.

In response the Survey is creating a baseline record of the world’s coral reefs in high-resolution 360-degree panoramic vision. The initiative aims to enable change to be clearly monitored over time to help scientists, policy makers and the public to see and understand the issues.


In addition to underwater and coastal Street View imagery, Global Fishing Watch, developed in partnership with nonprofits SkyTruth and Oceana, is producing the first public and interactive view of industrial fishing at a global scale. Global Fishing Watch aims to empower governments, industry, scientists and the public to be better informed about sustainable practices and management policies.

Knowledge Store

Google is also creating the largest store of knowledge in human history. To date the Knowledge Vault contains over 1.6 billion facts, reports New Scientist. This information will be used by search engines, smartphones and robotic intelligence. Google is racing Microsoft, Facebook, Amazon and IBM who are all attempting to build the same kind of database.


New IMO Limits of Liability Enter Force

By MarEx 2015-06-08 15:32:16

Amendments to increase the limits of liability for maritime claims enter force today under the 1996 LLMC Protocol.

The limits in the LLMC Protocol 1996 were raised and subsequently adopted in 2012 by IMO’s Legal Committee. The amendments increase the amount claimable for loss of life or personal injury on ships (not exceeding 2,000 gross tonnage) to 3.02 million Special Drawing Rights (SDR), up from 2 million SDR.

The 1976 LLMC Convention sets specified limits of liability for certain types of claims against shipowners such as claims for loss of life or personal injury, and miscellaneous claims including property claims, delay, bunker spills and pollution damage.

The Convention also allows for shipowners and salvors to limit their liability except if “it is proved that the loss resulted from his personal act or omission, committed with the intent to cause such loss, or recklessly and with knowledge that such loss would probably result”.

New limits

The amendments to the LLMC Protocol 1996 raise the limits as follows:

The limit of liability for claims for loss of life or personal injury on ships not exceeding 2,000 gross tonnage is 3.02 million Special Drawing Rights (SDR) (up from 2 million SDR).

For larger ships, the following additional amounts are used in calculating the limitation amount:

• For each ton from 2,001 to 30,000 tons, 1,208 SDR (up from 800 SDR)

• For each ton from 30,001 to 70,000 tons, 906 SDR (up from 600 SDR)

• For each ton in excess of 70,000, 604 SDR (up from 400 SDR).

The limit of liability for property claims for ships not exceeding 2,000 gross tonnage is 1.51 million SDR (up from 1 million SDR).

For larger ships, the following additional amounts are used in calculating the limitation amount:

• For each ton from 2,001 to 30,000 tons, 604 SDR (up from 400 SDR)

• For each ton from 30,001 to 70,000 tons, 453 SDR (up from 300 SDR)

• For each ton in excess of 70,000 tons, 302 SDR (up from 200 SDR)

The LLMC Protocol has 50 Contracting States, which between them represent 57.41% of the world merchant shipping tonnage.

Special Drawing Rights

The daily conversion rates for Special Drawing Rights (SDRs) can be found on the International Monetary Fund (IMF) website:​)​


French Port Closed Following WWII Bomb Discovery

By Kathryn Stone 2015-06-08 12:31:19

France’s busiest passenger port was closed until midday Sunday due to the discovery of WWII bombs.

The Port of Calais, which handles around 30,000 people per day crossing the English Channel, shut down operations June 7 after two WWII bombs washed ashore. There were no sailings from the port for approximately 7 hours as explosion experts raced against the clock to diffuse the bombs before the tide came in. Diggers were also called in to create sand barriers to protect a newly constructed pipeline less than 100 feet from where the bombs were located.

Authorities stated that the explosions could pose a danger to anything inside the one mile exclusion zone, which included the port. My Ferry Link reported two cancellations yesterday and P&O Ferries advised travelers to postpone their journeys saying that anyone affected by the closure could rebook free of charge.

The two bombs were dropped by Britain’s Royal Air Force in WWII as part of an extensive campaign against the German-held Calais. They had remained buried for over 70 years until recent construction at the port unearthed them.

A team of French army explosive experts safely detonated the bombs during the port closure and by about 2:30pm operations had resumed.

Currently, the Channel port is undergoing a650m-Euro ($730m) expansion project to increase capacity and improve infrastructure. The bombs are part of a larger discovery of 25 WWII explosives unearthed during the renovation project.


SWIRE, Rickmers Forge Middle East and India Partnership

By MarEx 2015-06-08 14:19:52

SWIRE Shipping and Rickmers-Linie have launched a connecting carrier partnership in India and the Middle East, following an annoucement today.

Under this partnership, Swire Shipping, the liner shipping division of The China Navigation Company, will be able to connect its breakbulk and project cargoes in India and the Middle East, through Rickmers-Linie’s Middle East and India Service, to its network in Australia, New Zealand and the South Pacific, via Singapore.

“This collaboration with Rickmers-Linie allows Swire Shipping to provide its customers with another shipping solution for their multipurpose cargo needs. It enhances our network coverage by providing a regular breakbulk service out of India and the Middle East into the South Pacific region,” said William Arblaster, Commercial Manager, Swire Shipping.

In total the cooperation will connect 12 ports in the transportation network and will accept cargo up to 120 metric tons.

Gerhard Janssen, Director Global Sales and Marketing for Rickmers-Linie added, “Since our vessels from Europe to the Middle East and India continue to Singapore, this cooperation offers an increased range of destinations and loading ports on offer for customers of both Swire Shipping and Rickmers-Linie. We are looking forward to a fruitful cooperation.”

The first voyage is scheduled to depart Mumbai on 9 June 2015, the first voyage from Jebel Ali being on 28 June 2015. The load ports are Jebel Ali, Mumbai, Chennai, Dammam, Kolkata (other ports on inducement). The destination ports, via Singapore, are Papua New Guinea, Solomons, New Caledonia, Fiji, Australian East Coast, Darwin, East Timor and New Zealand.