Abstract
The shipping sector’s rising greenhouse gas emissions are often considered "hard-toabate", and ship-owners play an important role in emissions reduction. Some of them have
recently adopted or started to consider the adoption of green fuels, but systematic studies of such adoption practices are still lacking. We address this gap by studying how ship-owners differ in both actual and intended adoption of green fuels. We analyze data from a unique survey with 281 ship-owners in Norway, a major ship-owning country and center for maritime technology development, with descriptive statistics and analysis of variance. We find lead adopters among large and established ship-owners in offshore, international cargo and domestic passenger shipping segments, which are often subjected to specific contractual demands for green fuel
adoption. Laggards were typically small and young ship-owners operating in shipping segments where demands for green fuel adoption are weak. Our findings also suggest that firms' business strategy and financial and knowledge resources may have relevance for ship-owner’s adoption of green fuels. Our study has implications for national and international policymaking, highlighting for example how contracting mechanisms can be an effective tool in incentivizing the adoption of green fuels.
recently adopted or started to consider the adoption of green fuels, but systematic studies of such adoption practices are still lacking. We address this gap by studying how ship-owners differ in both actual and intended adoption of green fuels. We analyze data from a unique survey with 281 ship-owners in Norway, a major ship-owning country and center for maritime technology development, with descriptive statistics and analysis of variance. We find lead adopters among large and established ship-owners in offshore, international cargo and domestic passenger shipping segments, which are often subjected to specific contractual demands for green fuel
adoption. Laggards were typically small and young ship-owners operating in shipping segments where demands for green fuel adoption are weak. Our findings also suggest that firms' business strategy and financial and knowledge resources may have relevance for ship-owner’s adoption of green fuels. Our study has implications for national and international policymaking, highlighting for example how contracting mechanisms can be an effective tool in incentivizing the adoption of green fuels.
