GENERAL Archives - Page 34 of 68

Reefer containers go through a lot of wear and tear during the shipping process. Damages happen, and when they do it’s important to have the right insurance. We’ll help you protect your boxes with our container insurance plans. Also, cover all there’s to know about reefer container repair.

Reefer containers are the key components of transportation of perishable goods and they’re also quite prone to damage. Even a little damage to a reefer container can impact the cargo that’s being transported. Repairing reefer containers is costly, but not when you have the right insurance in place. xChange helps you insure your boxes so you don’t have to worry about the repair costs.

Let’s understand a bit more about repairing your reefer containers and the types of insurance you can get to cover the cost of repairs.

But before we get into it, you can use our public search bar to look for reefer containers easily.

What is reefer container repair?
A reefer container is a specialized container that carries temperature-sensitive goods like food items, pharmaceuticals, and plants. Repairing reefer containers involves determining which component of the container is damaged and needs to be fixed.

Reefer containers are very sensitive and require additional care for their maintenance. Material overstressing, extreme weather conditions, and contamination can cause significant damage to the containers. Sometimes inexperienced fork lifters also cause damage during the loading and unloading process.

Periodic maintenance of your reefer containers is essential. You should also check for damages frequently. This will not only help in the maintenance of the container but will also reduce the cost of repairs in the long run.

Now let’s take a look at the different types of reefer container repairs.

Types of reefer container repairs
Here are some of the most common repairs that reefer containers undergo regularly.

Reefer container floor repair
Container flooring differs from one container to another. The floor of most reefer containers is made with plywood. Although it’s a sturdy material, it often needs repairs due to constant wear and tear. The constant pressure from goods can cause the floors to become uneven and even crack.

It’s important to routinely check the floors of reefer containers as even a minute crack can damage your cargo.

Rust removal from reefers
Rust removal is a common type of shipping container repair. Most shipping containers are prone to rust since they’re constantly exposed to harsh weather. Rust can further lead to holes in the container walls. Repairing these holes in reefers is going to be more costly.

On the surface level, sandblasting can help. If the rust is underneath the paint, it’ll need to be cut out and welded with a new piece of steel.

Compressor repairs in reefers
The compressor in reefer containers helps maintain the ideal temperature and pressure. Any damage to the compressor can damage your cargo. Regular repairs and maintenance can help reduce the running cost of the reefer container as well.

Cooling unit repair
Similar to the compressor, the cooling unit helps maintain the ideal temperature in the reefer container. Any issues in the cooling unit of a reefer container require professional help. The professional will either repair the cooling unit or replace it with a new one.

Door seal repair
Door seals are made of rubber and keep the reefer container air and water tight. The rubber disintegrates over time and requires frequent repairs. This helps maintain the required temperature and pressure within the container.

Most of these damages are inevitable. The cost of repairing these damages can add up significantly if you don’t have insurance. This is where xChange can help you.

We’re a neutral marketplace for buying, selling, and leasing shipping containers. Plus, we can help insure your boxes, top up your existing cover, and can make the process of repair claims easy.

5 benefits of refrigerated shipping container repairs
Reefer container repair can have various benefits. Let’s look at a few of them.

• Helps maintain ideal temperature: Repairing your reefer container can help in maintaining the ideal temperature inside. The right temperature is crucial for transporting perishable goods.
• Maintain ideal humidity: Similarly, repairing reefer containers can also help in maintaining the ideal humidity. This is also important for keeping the goods fresh while transporting them.
• Extends the shelf life of reefer containers: Regular repairs can help extend the shelf life of the container. Moreover, they can reduce operating costs and help with energy efficiency.
• Maintains required airflow and ventilation: Airflow and ventilation are crucial to maintaining the right temperature within the container. Regular repairs can help you do that.
• Helps keep cargo fresh: Reefer containers are mostly used for shipping perishable goods. Regular container fumigation and repairs help the cargo remain fresh during transportation.

Now that we’ve looked at the various benefits of repairing your reefer containers, let’s understand how much this can cost.

Reefer container repair costs: How to insure your container for damage or loss
The cost of reefer container repair depends on the damage your container has. If the damage is significant, the cost will also be more. For example, repairing the cooling unit or compressor costs more than repairing the door seal. However, even the cost of minute repairs can significantly add up in the long run.

What’s more, is that the cost of leasing a reefer container is a bit more than an average container. If you’re leasing a reefer container and it incurs damage on the way, the liability will be really expensive to deal with. Insurance can come in handy in protecting yourself from such costs and conflicts.

You can easily insure your containers with Container xChange. As a member, you can choose the right insurance plan in just a few clicks. You have the option to add a damage protection plan, total loss plan, or a container damage plan to your subscription.

Insuring your reefer container for damage or loss
Let’s take a detailed look at the plans offered by xChange to insure your containers. This will help you choose the right insurance based on your needs.

Damage protection plan (DPP)
This plan helps you compensate for the usual maintenance and repair of your container. DPP is agreed upon between the supplier and user. It’s the supplier that pays the repair costs up to the agreed DPP amount. Any repair costs exceeding it are paid by the user.

However, if you become an xChange member and opt for insurance, it will cover anything over and above DPP. This plan is also helpful if you don’t want to go through the process of damage assessment every time.

Total loss insurance
Shipping containers may disappear into thin air. They may fall off the ship or get stolen. It’s unfortunate but it happens. You want to be insured so you can cover the cost of the container.

Our total loss insurance plans help cover the costs and can be taken out in addition to the DPP plan. It insured constructive total loss, general average, and mysterious disappearances.

Premium insurance
If you wish to cover all your bases, container damage insurance is the one for you. It includes total loss insurance and free IICL6 — an inspection of your containers. In this plan, xChange will take care of the entire insurance process. This will give you more time to focus on your business rather than worrying about your containers.

Reefer container repair solutions with xChange
Apart from the plans we’ve discussed above, you can also get repair cover for your boxes. You can opt for this if you do not have insurance in place but your reefer container has incurred damage.

In this case, the amount is settled directly between the supplier and the user of the container. xChange offers support to settle the damage costs. Once the repair plan is agreed upon, the charges or credits are automatically settled through the xChange wallet.

It’s a great way to streamline your repairs. At xChange, we mediate the process to help our members. It protects the users from old damages that they aren’t responsible for. It also helps the suppliers get reimbursement for the repairs.

You can read more about the repair claim process here.

Reefer container repair claims with Container xChange
After reading about the damages and cost of repairs, we’re certain you’d want to insure your boxes.

With xChange, the process couldn’t be simpler. If you’re a member, you can opt for the insurance with just a few clicks. All you need to do is decide which plan suits you. You can contact us anytime and our team can help you in choosing the best plan.

Claiming for repairs and damages with xChange is simple, quick, and streamlined. You no longer need to waste your time on long phone calls or emails to track your case.

Ready to secure your boxes? Click below to talk to our experts to know about these plans in detail. They’ll tell you about the pricing and answer all your doubts.

Reefer container repair: Common FAQs
Can reefer containers be repaired?
Yes, reefer containers can be repaired. In fact, reefer containers need regular repair and maintenance to help them remain in their optimal conditions. Some common repairs include rust removal, floor repair, and compressor repairs.

Do you need to repair your reefer containers?
Yes, you need to repair your reefer containers regularly as they’re prone to wear and tear. Repairing reefer containers can help in maintaining the ideal temperature, pressure, and humidity in the container. It can also increase the shelf life of the reefer container itself.
Source: xChange Solutions GmbH

While symbolic barriers are better than nothing, it would be best to invest in physical barriers. The Nautical Institute gives this advice in its latest Mars Report in which a dredger’s master accessed the area a crane was in operation and was crushed between the crane and cargo hold as a result.

The Nautical Institute gathers reports of maritime accidents and near-misses. It then publishes these so-called Mars Reports (anonymously) to prevent other accidents from happening. A summary of this incident:

A small hopper dredger equipped with a deck grab crane was occupied with the refurbishment of a port breakwater. The work involved lifting boulders from the cargo hold with the deck grab crane and positioning them at the breakwater. The chief engineer, who maintained direct contact with the crane operator via a portable radio, was on the bridge overseeing the operation.

The master, who was new to the ship and had joined only two weeks earlier, was occupied with administrative tasks. At one point, he decided to go on deck and check on some recent maintenance work at the bow. He took the access way on starboard side of the cargo hold to reach the forecastle (the port side access way had been cordoned off.) During this time, the crane operator, who was placing one boulder in position at the breakwater, noticed the master in proximity of the paint locker.

After checking on the maintenance, the master decided to check the status of the boulders in the cargo hold. He climbed the starboard stairs to the cargo hold and looked inside the cargo hold. At this time, the crane operator had the crane’s boom in line with the cargo hold and was picking up a boulder from the hold. Within a matter of seconds, the crane turned clockwise towards the breakwater, entrapping the master between the body of the crane and the cargo hold coaming.

The crane operator heard a scream and turned the crane back towards the cargo hold. He immediately noticed the master lying on deck. He raised the alert and the chief engineer, who was on the bridge, called for shore medical assistance.

The master was admitted to the local hospital; he had suffered a massive hematoma, muscle laceration of the right abdominal wall, and a fractured vertebrae. The victim was discharged from hospital the next day and received further medical treatment once home.

Investigation findings

The investigation found, among others, that although access to the forecastle from the port side of the cargo hold had been cordoned off by a physical barrier system (a chain), access to the forecastle from the starboard side was unobstructed. Black and yellow “hazardous area” markings were painted in a semi-circle on the deck around the crane, extending from port to starboard. But paint markings are a symbolic barrier system and therefore require one’s interpretation to be effective (as opposed to a physical barrier system).

Advice from The Nautical Institute

While symbolic barriers are better than nothing, their effectiveness is debatable. Physical barriers are much better. And an excellent complement to physical barriers are administrative barriers documented in a vessel’s safety management system (SMS).
Mars Report 201851 documents a very similar accident, but one with more serious consequences as the victim, new to the ship, died of his injuries. In that case, not only was there an absence of physical barriers, but no danger warnings were present.

Source: https://swzmaritime.nl/news/2022/08/24/lack-of-physical-barriers-results-in-dredgers-master-being-crushed-between-crane-and-cargo-hold/

The project will address challenges to adopting new reactor technology in commercial maritime applications. ABS will develop models of different advanced reactor technologies for maritime applications and develop an industry advisory on the commercial use of modern nuclear power.

The contract was awarded by the DOE’s Office of Nuclear Energy last year and formally contracted through its U.S. Industry Opportunities for Advanced Nuclear Technology Development funding opportunity.

Support will be provided by the Department of Energy’s National Reactor Innovation Centre (NRIC), based at Idaho National Laboratory. NRIC will provide the advanced reactor framework to help propose how a maritime nuclear demonstration could take place.

In a separate, smaller award, the DOE has also contracted ABS to support research into molten salt reactors being carried out by the University of Texas.

“Modern nuclear technologies are increasingly suggested as a potential solution to shipping’s decarbonisation challenge. The technology certainly has potential both in terms of its contribution to emissions reduction and for U.S. shipyards and their supply chains to leverage national investment in terrestrial nuclear energy development. Nevertheless, many questions need to be answered and it is critical the industry is able to evaluate these technologies with a laser focus on safety. ABS is up to the challenge to support the DOE in these efforts,” said Patrick Ryan, ABS senior vice president, global engineering and technology.

“The national lab system has powerful capabilities – when we partner with industry, we can jointly apply those to our energy challenges, and NRIC was created to make that happen faster,” said NRIC director Ashley Finan. “There’s a tremendous opportunity to reduce emissions in shipping, as well as growing interest from both the maritime and advanced nuclear sectors, and we’re pleased to be a part of this important work.”

Source: https://maritime-professionals.com/research-nuclear-power-for-ships/

The nascent seaborne hydrogen trades are set to cross the Atlantic. Germany, which has been scouring the globe for new sources of energy in the six months since Russia invaded Ukraine, has signed a hydrogen supply deal with Canada.

Canadian prime minister Justin Trudeau and German chancellor Olaf Scholz signed a five-year hydrogen accord on Tuesday in Newfoundland and Labrador on Canada’s east coast. The two countries will create a transatlantic supply chain for green hydrogen this decade, with first deliveries aiming for 2025.

Scholz said Canada “has almost boundless potential to become a superpower in sustainable energy and sustainable resource production.”

To date, Japan’s Kawasaki Heavy Industries has been the only company to develop and operate liquefied hydrogen carriers, with a new route taking the gas from Australia to Kobe. Kawasaki Heavy is working on developing larger hydrogen carriers as are many other shipbuilders in Asia.

Source: https://splash247.com/germany-to-import-hydrogen-from-canada/

Speedcast has signed a reseller agreement with Algérie Télécom Satellite (ATS), an Algerian satellite services provider.

The agreement will provision Speedcast’s experience and expertise for ATS’ resell, expanding its business in VSAT solutions and services.

ATS has provided satellite services in Algeria for more than four decades and currently operates fixed and mobile satellite networks for cellular, banking, government and other industries across the country. Headquartered in Algiers, ATS operates a teleport at Lakhdaria and offices around Algeria.

“By bringing Speedcast’s world-class technology and services to the Algerian market, ATS has positioned itself to take advantage of positive trends,” said James Trevelyan, senior vice president of enterprise and emerging markets at Speedcast. “The company conducted a thorough RFI process before selecting us as their global services partner, and we’re pleased to engage in a mutually beneficial opportunity to deliver critical connectivity solutions to customers in this region. We look forward to widening the collective business portfolio in this key North African nation,” Trevelyan added.

Source: https://www.thedigitalship.com/news/maritime-satellite-communications/item/8010-ats-signs-reseller-agreement-with-speedcast

In June, President Joe Biden spoke by phone to several traders and farmers highlighting the impact of rising shipping costs and how they were affecting businesses. Biden went on to castigate shipping companies for hiking prices and promised to take an action, aimed at reducing the cost of inflation.

Biden was only the latest in a growing number of critics citing the staggering profits of the large shipping companies over the past two years. With companies such as Maersk reporting the largest profit ever in 2021 for any Danish company the focus on profits has continued. While most of the focus was on how the companies were making staggering profits as long-term contracts and spot freight rates jumped to exorbitant levels, some commentators started to focus on the taxes paid by the shipping companies.

For a long time, shipping companies have enjoyed favorable tax terms. The carriers are taxed based on their tonnage, referred to as tonnage tax, which is different from the normal corporate tax system.

Thus, in most instances, many shipping carriers pay no corporate income tax. But even in situations where the corporate is charged, it is still way below that of other sectors. For example, the average corporate income tax of bulk carriers is 6 percent and just 3 percent for the tanker sector, which if contrasted with the 27 percent charged to freight forwarders appears outrageous.

However, since the pandemic began, the shipping industry has become lucrative. The ocean carriers are now moving massive volumes of cargo while at the same time posting eye-watering profits. Estimates for 2021 set the profits for the industry anywhere between a low of $110 billion to $150 billion or even $200 billion.

As a result, the discourse to reappraise the carriers’ tax regime is growing. Taking note of the matter, Sea-Intelligence in its weekly report said the present tonnage tax system creates a risk for big shipping players.

“The problem for the carriers right now is that the disparity between their present profits and their low tax rates has become extreme,” wrote the analysts at Sea-Intelligence. “Add into the mix that the carriers are politically seen as being part of driving inflation, even though not to the degree that some might believe. Add on top of that the very real emotional impact…that in the middle of a continuing supply chain crisis, the providers of exceedingly unreliable services are seen to profit like never before.”

With Maersk posting a profit of $8.6 billion and Hapag Lloyd $4.4 billion for Q2 2022, Sea-Intelligence goes further to predict that the political headwind against the carriers is poised to increase.

In the case of Maersk, they are going to pay $164 million in taxes for the second quarter of 2022. This is a rate of 1.8 percent. Hapag Lloyd is going to pay $20.9 million, meaning an effective tax rate of 0.5 percent.

Confronted by a sagging economy and soaring inflation rates, some French politicians were the first to take on the issue proposing a 25 percent windfall tax on the “super profits” earned by the domestic carrier CMA CGM, along with other French giants including TotalEnergies and Engie. According to the lawmakers, the windfall tax money would have helped to fund measures aimed at protecting consumers’ purchasing power.

CMA CGM’s CEO Rodolphe Saade argued with the politicians saying they needed to look at the company’s competition and the financial disadvantage they would be placed under with the windfall tax. In the end, CMA CGM and Total, both agreed to reduce prices for French customers to avoid the tax.

Globally politicians in the developed world have pushed for the first global minimum tax on multinational corporations. While some analysts agree that there is a need for a global minimum corporate tax, especially applicable to the big ocean carriers, some caution that a wrong political answer to the tax question could have a devastating outcome.

Unlike other industries, ocean carriers’ business model is quite volatile and depends on a range of factors spread across the world. Further, there is global pressure on the shipping industry to invest large sums to address emissions and achieve decarbonization of a sector that many considered one of the most difficult to decarbonize. There are already reports showing the shipping market may start to contract in 2023, meaning the revenues might fall before a consensus on the tax issue is reached.

Kalmar, part of Cargotec, will supply 11 Kalmar Hybrid Shuttle Carriers to The Port of Virginia, a deepwater port in the U.S. East Coast.

All of the new units will be delivered to Virginia International Gateway (VIG), one of the port’s primary container terminals and is capable of handling the biggest vessels in the Atlantic trade, with deliveries scheduled to be completed in Q3 2023.

A next step in the Port’s commitment to net-zero carbon emissions by 2040, the new units will directly replace the Kalmar diesel-hydraulic shuttle carriers that were delivered during the terminal’s grand opening in 2007.

The order is the sixth consecutive order of hybrid shuttle carriers from The Port of Virginia following previous corresponding orders dating back to 2017. The Port has been using Kalmar Hybrid Shuttle Carriers since August 2015. With this order delivered, the customer will have altogether 103 Kalmar Hybrid Shuttle Carriers in operation between their two terminals.

Kalmar also provides the port with support and servicing through a local team of technicians and local parts inventory.

Rich Ceci, Sr. Vice President of Technology and Projects, Port of Virginia, said, “The Port of Virginia has already surpassed a 32% reduction in CO2 emissions since 2017, which is largely due to the long term strategic decision to transition the shuttle carrier fleet to Kalmar hybrids. We are pleased with Kalmar’s continued commitment to delivering on-time quality products to us. Their local support team continues to work together with our management and ILA-partners to keep things moving consistently.”

Troy Thompson, Vice President, Sales, Kalmar Americas, said, “We are all faced with challenging times. Our customers, our suppliers and our factories continue to be burdened with shortages. However, we have remained steadfast in our journey and committed to our deliveries. We continue to invest in our local resources to be the world’s best intelligent horizontal transport supplier. Our hybrid straddle/shuttle carrier fleet has now surpassed some 250 units just in the USA, largely due to the partnership with The Port of Virginia.”

Source:

https://www.maritimeprofessional.com

Shell and unions representing workers at its Prelude floating liquefied natural gas (FLNG) facility have reached a wage deal to end a long-running strike and restart production at the site off northwest Australia, they said on Wednesday.

Shell shut the 3.6 million-tonnes-a-year Prelude facility in July and told customers it would be unable to supply LNG for the duration of the protected industrial action, or strikes approved by Australia’s Fair Work Commission, over a wage dispute.

“Shell is pleased to confirm an in-principle Enterprise Agreement has been reached with the Australian Workers’ Union and Electrical Trades Union in relation to the Prelude FLNG facility,” the company said in an emailed statement.

“The process to formally lift the work bans in place under the Protected Industrial Actions is expected to be completed shortly, which will enable the facility to commence the process to prepare for a hydrocarbon restart,” it said.

A Shell spokesperson was not immediately available to comment on how soon the company would be able to resume LNG shipments.

The Offshore Alliance, which combines the Australian Workers’ Union and Maritime Union of Australia, said workers would vote on the enterprise bargaining agreement (EBA) later this week.

“76 days of lawful Protected Industrial Action to secure an EBA which prevents jobs being outsourced to low-wage labor hire contracts is a fight worth having,” the Offshore Alliance said on its Facebook site.

Source: https://www.marinelink.com/news/shell-unions-reach-deal-end-strike-498955

The maritime sector is looking for new ways to cut emissions to meet future climate targets, but Finnish cruise ferry operator Viking Line reports that it has already made a significant dent. Viking reports that it has cut its fleet’s CO2 per mile by nearly a third over the span of the past 15 years, thanks in large part to investments in “the Baltic Sea’s most climate-smart vessels.”

The reduction is nearly enough to meet the midterm IMO climate goal – to reduce carbon dioxide emissions from maritime transport by 40 per cent from 2008 levels by 2030.

In port, Viking’s vessels have started to be supplied with green shore power. Fuel efficiency is now taken into account when Viking’s timetables and routes are planned. But according to the company, the measures that have had the greatest impact are the $450 million investment in the LNG/rotor sail powered Viking Grace, which made its maiden voyage in 2013, and the slightly larger Viking Glory, which entered service in March.

“On board Viking Grace alone, the intelligent, need-based ventilation system saves the same amount of energy that all of our offices and warehouses use in one year. And that is just the case of a single technological innovation on one vessel,” says Dani Lindberg, Viking’s sustainability manager. “The Grace and Glory are already equipped to start using biogas or synthetic fuels produced from renewable energy when they become available in the future. That is the next big step towards carbon-neutral maritime traffic.”

These carbon reductions will be helpful when the European Union’s new maritime transport carbon emission rules begin to take effect. The European Parliament and European Council are negotiating the final legislative text of new regulations to bring maritime transport into the EU Emissions Trading System, with significant implications for shipping between EU ports. The final draft is expected as early as the fourth quarter of the year.

In addition, the arrival of the EEXI and CII energy efficiency regulations next year will require continual reductions in carbon intensity – much like the steps Viking has already taken over the past decade.

A group of French entrepreneurs has acquired one of the former Holland America Line cruise ships sold during the pandemic with plans to revive their effort for a cruise line marketed to France. The former Holland America Line Maasdam recently adopted the new name of Renaissance and Compagnie Française de Croisières (CFC) based in Marseille plans to announce in September its new cruises.

Reports indicate the CFC is being started up by partners Clément Mousset and Cédric Rivoire Perrochat. Both of the executives had been working with UK-based Cruise & Maritime Voyages with plans to launch the dedicated French cruise operation. CMV had marketed cruises starting in 2016 to France and in late 2019 announced plans for these executives to launch a French division of the company. They were to start cruising year-round in May 2021. CMV reported it would refit the cruise line’s vessel Astor and rename her Jules Verne. The plan, however, did not proceed due to the suspension of cruising in March 2020 and the financial collapse of CMV later that summer.

The executives are deferring details of their new effort until the September press conference. However, they are being linked to the sale of the former Holland America Maasdam, which has been laid up in Greece since the summer of 2020. Greek investors which also own Seajets a Greek ferry operator purchased a series of cruise ships mostly from Carnival Corporation as the company sought to accelerate the disposal of older ships during the pandemic-related industry pause. Maasdam was renamed Aegean Myth but remained idled while it was believed Seajets sought a buyer or long-term charter.

Built in 1993, the 55,500 gross ton cruise ship was the second in a new class of vessels built for Holland America Line by Fincantieri shortly after the line was acquired by Carnival. Accommodating 1,200 passengers, the cruise ship was a key part of Carnival’s expansion and modernization of Holland America. In later years, she had been replaced by larger cruise ships while Holland America placed the Maasdam on longer cruises and sending her to exotic destinations. She along with her sister ship Veendam and two other sisters that were operating for P&O Australia were all sold by Carnival in 2020. Three of the ships were acquired by Seajets which offered them for resale while the fourth ship was acquired by Portuguese investors and now operating on charter to Nico Cruises.

CFC’s efforts to launch a French-speaking cruise line are not the first recent effort at developing the market. Before CMV’s plans for France, Spain’s Pullmantur tried to develop the French cruise market. In 2008, working with Royal Caribbean which had acquired Pullmantur, they launched Croisières de France, a new cruise brand using the 1981-built Europa renamed Bleu de France. The cruise ship was sold in 2011 but they replaced her with other ships from Pullmantur before disbanding the brand in 2016.

Other cruise lines including Ponant are based in France but market their ships internationally. The new cruise line will be predominately marketed in France and the on-board operations will be French-speaking. Details on the first cruise and the itineraries are expected to be announced on September 6.

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GENERAL Archives - Page 34 of 68 - SHIP IP LTD

Reefer Container Repair| Benefits [+ best deals on repair claims]

Lack of physical barriers results in dredger’s master being crushed between crane and cargo hold

Investigation findings

Advice from The Nautical Institute

Research nuclear power for ships

Germany to import hydrogen from Canada

ATS signs reseller agreement with Speedcast

Is it Time to Relook at Ocean Carriers’ Tax Contributions?

Port of Virginia Orders More Hybrid Shuttle Carriers

Shell, Unions Reach Deal to End Strike at Prelude FLNG

Ship Upgrades and Operational Changes Cut Viking’s CO2 by a Third

French Start-up Buys Former Holland America Ship to Launch New Line

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