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The marine green fuel supply chain is a crucial component in the development of green ports. Focusing on the issue of cooperative contracts between the port and green marine fuel supplier within the marine green fuel supply chain, first, a two-echelon marine green fuel supply chain optimization model consisting of a green marine fuel supplier and a port was constructed. Second, the changes in profits and decisions of a green marine fuel supplier and a port were compared under four scenarios: no contract, cost-sharing contract, revenue-sharing contract, and combined revenue-sharing + cost-sharing contract. Finally, the propositions were validated using numerical simulation methods. The research findings show that, in terms of revenue, the combined profits of a port and green marine fuel supplier under the combined revenue-sharing + cost-sharing contract exceeded those under the revenue-sharing contract alone. Regarding the sales price of marine green fuel and bunkering service quality, these factors peaked under the cost-sharing contract and were at their lowest under the revenue-sharing contract. An increase in the port's investment proportion in marine green fuel bunkering service quality led to decreases in the bunkering volume, sales price, wholesale price, and bunkering service quality of marine green fuel under both the cost-sharing contract and the revenue-sharing + cost-sharing contract. Additionally, the higher proportion of revenue shared by the port with the green marine fuel supplier resulted in lower sales price, wholesale price, and bunkering service quality of green marine fuel under both the revenue-sharing contract and revenue-sharing + cost-sharing contract.

Two-sided marine freight platforms attract massive participation from shippers and carriers through efficient matching of shipping demand and capacity resources. While intensifying market competition has driven these platforms to prioritize greenness level alongside pricing strategies, adopting hybrid revenue models (e.g., commission rate and membership fees), their operational dynamics under network externality and multihoming effects remain underexplored. This paper establishes three platform scenarios (monopoly, competitive single-homing, and competitive multihoming) and investigates the optimization of green-pricing strategies. The results demonstrate that: A monopoly platform maximizes profit under low commission rates, whereas in competitive multihoming scenarios, one platform dominates by strategically sacrificing its rival's profit; High freight rate consistently favors monopolistic platforms regardless of transaction frequency, while low freight rate enables Pareto optimality through single-homing on both sides; When shippers exhibit low sensitivity to greenness level and weak network externalities, competitive multihoming emerges as optimal. These findings provide actionable insights for platform differentiation, green-pricing governance, and sustainable competition in evolving digital freight markets. This study provides a decision-making framework for optimizing the operations of marine freight platforms in sustainable market environments.

Under strict resource and environmental constraints, improving the overall green efficiency of the industrial chain is crucial to the sustainable development of the marine ship industry. Based on the data of 40 listed companies in the industry chain from 2015 to 2019, the meta-frontier framework and three-stage epsilon based measure (EBM) model are employed to study the green technical efficiency (GTE) in each link of the industry chain and the technical gap between each link. The impact of the external environment on GTE, the main reasons hindering the development of GTE, and the ways to improve GTE are also discussed for policy reference. The results show that: (1) under the meta-frontier, the GTEs of the whole industry chain and the composed links are all high and rising year by year. (2) There are obvious green technological development gaps among the links of the industry chain. The GTEs are ranked as the upstream>the downstream>the midstream. (3) The inefficiencies of green technology (GTEI) in the upstream and downstream of the industry chain come from endogenous hindrance, while the GTEI of the midstream is due to exogenous hindrance. (4) The external environment has a significant influence on the development of GTE in the industrial chain. Highly open and innovative external environment can effectively reduce the input redundancy. (5) After eliminating the external influencing factors and random interferences, the actual GTE of the industrial chain is only 0.4 or so, with more serious imbalance among the three links. Therefore, it is important for the marine ship industry chain to optimize the allocation of innovation resources and cultivate an open and shared innovation environment.

San Diego Receives Green Marine Certification for Environmental Efforts.

In recent years, the International Maritime Organization (IMO) has set strict emission standards for the shipping industry, which has raised high demands for ship emission reduction technologies. This review analyzes the research status of ship emission reduction technologies using bibliometric methods based on 714 publications from the Social Science Citation Index (SSCI) and SCI-Expanded (SCIE) databases from 2000 to 2024, and use VOSviewer software for the visualization of publications. It identifies key trends, productive entities and key contributors, and research hotspots in the field. The core findings are that green power technologies, digital intelligence technologies, and emission reduction technologies are current focal points. Future research should focus on finding optimal solutions for alternative marine fuels, clarifying the low-carbon transformation pathways for ships, and promoting effective follow-up actions from all relevant parties.

Norway Releases Action Plan for Green Shipping.

MAERSK Supply Service A/S, a part of A.P. MØLLER-MAERSK , and Ørsted have joined forces to test a proto-type buoy that will act as both a safe mooring point and a charging station for vessels, potentially displacing a significant amount of marine fuel with green electricity. The solution, developed by MAERSK Supply Service, will be tested on one of Ørsted's offshore wind farms in 2021.

Swiss marine power company WinGD will supply X‑DF‑M methanol-fuelled engines for a series of six container vessels to be built at Yangzijiang Shipbuilding in China. The 9,000 TEU vessels will each be powered by an X82DF‑M engine built by HD Hyundai Heavy Industries' Engine & Machinery Division (HHI-EMD), to be delivered in August 2025.

The transition to scalable zero-emission marine fuels has the potential to create up to four million jobs across the energy supply chain by 2050.

While previous research on environmental efficiency examines data from the annual reports of shipping companies, this study takes a novel approach. It applies data envelopment analysis (DEA) and backcasting theory to assess environmental efficiency and plan the transition to cleaner fuels among global container shipping companies. Companies are categorized as first movers, second movers, and last movers based on their environmental efficiency. This categorization provides a new perspective on strategic differentiation and improvement tactics for each group. It allows for the development of strategic frameworks tailored to the unique positions of different shipping companies, aiding them achieve the International Maritime Organization's net-zero target by 2050. The study's originality lies in its use of DEA to evaluate efficiency and backcasting for strategic planning. This combination provides policymakers and industry leaders with actionable insights and a robust methodological framework for promoting sustainable maritime management. The dual approach not only contributes to academic literature, but also aids in navigating the complexities of green transitions in the shipping industry.