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The shipping industry plays an important role in international trade and world economic development. In particular, the rapid growth of the shipping industry since 2020 has become an important factor in supporting and stimulating the rapid recovery of the global economy in the post epidemic era. However, under the background that climate warming has increasingly become the theme of common concern for all mankind, greenhouse gas emission reduction has increasingly attracted the attention of governments of all countries, and has also become the requirement for production and operation of all industries, the green, environmental protection and sustainable development of the shipping industry have also become the focus of participants in all sectors. As environmental problems put forward requirements of a green shipping industry, some policies aimed at reducing pollution and greenhouse gas emissions, such as carbon tax, have brought considerations to the strategies of ports and enterprises, especially concerning their competition and cooperation. This study established a shipping supply chain system composed of two ports and one shipping company in order to analyse the impact of carbon tax on the shipping supply chain, and to optimize the decision‐making of government, ports and shipping companies. Through three‐level Stackelberg game of four models including ports cooperating or not cooperating with each other, and carbon tax levied on ports or the shipping company, the study finds that the collection of carbon tax will reduce the container handling volume of ports thus reducing the profits of both ports and the shipping company, but the handling volume when the government puts carbon tax on ports is lower than that when it puts carbon tax on the shipping company, and the handling volume under the port cooperation mode is lower than that under the port non‐cooperation mode. As the collector of carbon tax, the government's income when taxing ports is higher than that when taxing shipping companies, and when ports cooperate, the government's income is lower than that when ports do not cooperate. Moreover, no matter the ports cooperate with each other or not, the impact of carbon tax on port container handling volume under the mode of carbon tax levied by the government on ports is more significant than that when carbon tax is levied on the shipping company, leaving the former mode a lower container handling volume and lower profit. The findings of this study have the following significance and suggestions for the participants of shipping supply industry: In order to maximize the government's target value, the government should give priority to taxing shipping companies rather than ports; Under the background of carbon tax, ports should choose limited non‐cooperation strategies. [ABSTRACT FROM AUTHOR]

Facing the increasing demand for ocean transportation, transport participants are seeking new ways of cooperation to improve overall productivity. In this study, we suppose a terminal operator would propose an agreement, in which carriers who choose to sign the agreement with the terminal operator could be a privileged carrier, otherwise they can only be an ordinary one. The berth requirements of privileged carriers will be satisfied in priority, resulting in certain operation efficiency improvements. A non-cooperative model is proposed to investigate two competing carriers of two transportation chains about whether to be the privileged carrier. It is noticed that the equilibrium strategies for two carriers are always the same. The operation efficiency and intensity of competition are the two key factors influencing the optimal strategy. When the efficiency improvement is at an appropriate level, it is more profitable for carriers to sign the agreement with the terminal operator. When the operation efficiency is at a high level and intensity of competition between two carriers is comparatively greater, the Pareto-optimal strategy will be selected to be the ordinary carrier. Furthermore, we discuss some extensions to prove the robustness of our main insights. [ABSTRACT FROM AUTHOR]

Bacterial communities inhabiting the soil of mountain ecosystems perform critical ecological functions. Although several studies have reported the altitudinal distribution patterns of bacterial communities in warm-temperate mountain forests, our understanding of typical zonal vegetation dominated by Larix principis-rupprechtii Mayr (abbreviated as larch hereafter) and the understory elevation distribution patterns of soil bacterial communities is still limited. In this study, the Illumina NovaSeq 6000 sequencing platform was used to investigate the changes of surface and subsurface soil bacterial communities along an altitudinal gradient (from 1720 m to 2250 m) in larch forests in northern China. Altitude significantly affected the relative abundance of Proteobacteria, Actinobacteria, Acidobacteria, and Chloroflexi (bacterial dominant phylum) and Alphaproteobacteria, Gammaproteobacteria, and Actinobacteria (bacterial dominant classes). The diversity of bacterial communities showed a concomitant increase with altitude. The variations in available nitrogen and soil temperature content at different altitudes were the main factors explaining the bacterial community structures in pure stands and mixed stands, respectively. Altitude and the contents of soil organic carbon and soil organic matter were the main factors explaining the dominant phylum (taxonomy). Our results suggest that stand type has a greater effect on the structure and composition of soil bacterial communities than elevation and soil depth, and bacterial communities show divergent patterns along the altitudes, stand types, and soil profiles. [ABSTRACT FROM AUTHOR]

Many firms have turned to logistics outsourcing as a way to restructure their distribution networks and gain competitive advantages. Logistics outsourcing in which a third party logistics (3PL) provider is contracted for all or part of an organization's logistics operations has seen consistently increasing use. Although there are clearly pros and cons of using logistics outsourcing, the full extent of both of these has not been adequately examined. This paper begins to examine some of these risks and discusses some risk reduction measures.