To study the impact of Arctic routes on shipping networks, this paper uses an Arctic route system (ARS) model. Based on the evolution of the ARS, an improved weighted network evolution model (the BBV model) is used to predict the evolution of shipping networks from 2017 to 2035. Then, the multiple linkage analysis method is applied to extract the significant flows in the networks, and a competition network is built. The main results are as follows: (1) Significant flows in the maritime network under the influence of the ARS show an increasing trend and then a decreasing trend during evolution process. (2) According to multiple linkage analysis, Shanghai, Busan, and Tokyo have higher positions. (3) The overall network competition decreases. (4) In terms of the competitive landscape of China’s container ports, Guangzhou has the strongest domestic competitive intensity. In addition, Chinese ports that face greater competition from foreign ports are always Shanghai and Shenzhen. One implication of analysis is that due to gradual influence of the ARS, port policy makers should implement different policies at different times. The paper also shows that some ports (such as Shanghai and Ningbo) should formulate cooperation agreements to promote ports development.

This study considers a two-tier supply chain consisting of a fairness-neutral manufacturer and a fairness-concerned retailer. The manufacturer adjusts product quality and distributes the products through the retailer. The retailer sells the products to consumers having reference quality (RQ) effects that depend on the previously purchased product quality and change over time, and is assumed to have three, i.e., fairness neutral (FN), fairness-concerned with the status reference point (FSP) and fairness-concerned with the non-status reference point (FNSP), behaviors. The supply chain is modeled as a Stackelberg game wherein the manufacturer has the first mover advantage. The utility optimal control models with fairness concerns (FC) and RQ effects under FN, FSR and FNSR are developed using prospect theory, and are reformulated using the Hamilton-Jacobi-Bellman equations as tractable forms to derive the dynamic pricing and quality decisions. The results show that pricing and quality decisions are influenced by the FN, FSR and FNSR behaviors over time. The steady-state quality and wholesale price are, but the steady-state retail price is not, influenced by the fairness reference profit and the RQ. The manufacturer should cede some profit to the retailer with FC, especially when the retailer has the bargaining power. The FC is not always beneficial to the retailer. Numerical experiments are performed to examine the effects of the major parameters on the manufacturer and retailer utilities and to derive the managerial implications

The issue of black carbon (BC) emissions from Arctic shipping has garnered significant attention from the international community. Promoting action among key stakeholders is particularly critical at this juncture. This study constructed a BC emissions governance model for Arctic shipping based on government regulation and differential port fee policies, and established an evolutionary game model of Arctic coastal governments, ports and shipping companies, analyzing the impact of evolutionary steady state and various parameter variables on the choice of stakeholder behavioral strategies. The results show that $${E}_{8}(\mathrm{1,1,1})$$ is the optimal steady-state case for the system, which means active government regulation along the Arctic, implementation of port fee differential policies by port, and active emission reductions by shipping companies. During the game process, each participant’s strategy is influenced by the initial choices made by other participants. Among them, the coastal government’s first supervision is the key factor in promoting the emission reduction behavior of the shipping industry. At the same time, appropriate coastal government reward and punishment mechanisms and differential port fee policies play a decisive role in emission control. If the policy intensity is too low, shipping companies may lack action for a long time. Excessive policy intensity may affect the long-term sustainability of the policy. In addition, lower emission reduction technology costs help to enhance the willingness of shipping companies to reduce emissions. On the contrary, high technology costs will weaken their enthusiasm and may cause the government to turn to passive regulation due to regulatory costs and delayed market response. Overall, to achieve the desired stabilization strategy for BC emission reductions in Arctic shipping, collective action is essential.

Warming weather has led to melting sea ice, and increasingly complex global geopolitics has drawn more countries’ attention to the Arctic. The Arctic Northeast Passage, as an emerging route connecting Eurasia, has seen a sharp increase in vessel activity. The period from 2015 to 2020, being a stable and undisturbed data period, is of significant theoretical importance for exploring the natural development of the Arctic Northeast Passage. The study found that the research period can be divided into three stages: from 2015 to 2017, the number of vessels grew slowly. In 2018 and 2019, the number of vessels and vessel activities saw significant growth, but an unexpected reverse growth occurred in 2020. Different types of vessels have unique activity characteristics and evolutionary patterns, influenced by the Arctic’s unique geographical environment, abundant natural resources, deepening Sino-Russian cooperation, and increasing global trade supply and demand. The results of this study aim to provide policymakers with analysis based on the initial development stage of the route, offering data support for future policy formulation, route planning, and research on the navigation safety of vessels on the Arctic Northeast Passage.

Faced with the persistent and evolving threat of maritime piracy, strengthening international cooperation has become a critical priority for global maritime governance. However, the structural dynamics and long-term evolution of such cooperation remain underexplored from a network perspective. To address this issue, this study constructs a dynamic dual-layer counter-piracy cooperation network, comprising a bilateral cooperation layer and an institutional co-membership layer. The network is built by extracting state- and region-level cooperative interactions from official reports, joint statements, and organizational records from 2013 to 2024, and is modeled using a multiplex framework to capture both vertical and horizontal ties. Using cross-layer and intra-layer centrality metrics, the study analyzes the network’s temporal evolution. The results reveal a pronounced “Matthew Effect”, with a small number of core countries consistently dominating the network. Over time, key hubs have expanded from Southeast and South Asia to Africa and other global regions, indicating a trend toward increasing multipolarity. Analysis of structural vulnerabilities and key nodes shows a gradual convergence in network fragility, with the institutional co-membership layer demonstrating greater stability and stronger institutional embeddedness than the bilateral cooperation layer. Further findings highlight that certain countries have persistently played hub roles in counter-piracy cooperation. The United States demonstrates a balanced and diversified cooperation model, while countries such as China, Vietnam, Japan, and the Philippines follow a diplomacy-driven model. This research offers a nuanced network-based perspective on the long-term evolution of international counter-piracy cooperation and proposes policy recommendations to strengthen institutional linkages, reduce fragmentation, and enhance the robustness of global maritime governance against emerging security threats.