Purpose: In response to increasing demands on improved environmental performance, companies need to develop their capabilities in assessing the environmental performance of their operations. Knowledge among practitioners as well as solid research results in this area lacks. This paper aims to present a framework of dimensions important to consider regarding environmental measurement in supply chain management. The paper also aims to present a practical example on how environmental performance measurements can be a success by applying these dimensions.

Design/methodology/approach: Literature regarding logistics management and performance measurement is coupled with theories regarding environmental logistics and green supply chain management. A framework is developed. A case study based on four actors in a reverse supply chain is used to illustrate the framework.

Findings: The paper outlines important aspects to consider in the design of environmental performance measurements in supply chain management and identifies shortcomings in existing research. The case presents successful examples of how environmental performance measurements can be applied across managerial levels as well as company borders in a supply chain.

Practical implications: The literature review shows shortcomings in the measuring tools applied today. The case provides examples of how these shortcomings can be addressed.

Originality/value: This paper addresses the intersection between environmental logistics and performance measurements. The case shows how environmental performance measurements can be applied over a single company’s borders by including four different actors in the supply chain.

This paper aims to address the knowledge gap regarding e-consumers’ role in greening distribution by investigating the exchange of distribution related information between consumers, e-tailers and logistics service providers (LSPs). The 40 largest Swedish e-tailers' homepages were visited, and three e-tailers and four LSPs were interviewed. Consumers appear to have limited ability to affect the greening of distribution. Only a few e-tailers offered green distribution on the online purchase. Lack of communication between LSPs and e-tailers, regarding content, direction and frequency was one reason behind the slow development towards greening distribution.

Transporter lyfts vanligen fram som ett av de viktigasteområdena för en hållbar utveckling. Flertalet forsknings-studier och utredningar har genomförts för att öka för-ståelsen för hur exempelvis logistikföretag och handels-företag kan göra sina distributionssystem mer hållbara.En viktig aktör som nästan helt glömts bort är konsu-menten.

Det finns en uppsjö av studier som pekar på vikten avnära samverkan över företagsgränser för en hållbar om-ställning av logistiken. Men hur ser egentligen dennasamverkan ut? Hur möts företagen? Vad pratar de om?Hur är stämningen i rummet? Vilka nya satsningar föds urdenna typ av samverkan?

Purpose: Lately, some e-commerce retailers have started displaying climate labels – i.e., eco-labels focusing on greenhouse gas emissions – on distribution or fulfilment alternatives in the check-out of the online store. Using actual purchase data, the purpose of this research is to understand the impact of climate labelling on customers’ choice of fulfillment.

Design/methodology/approach: We analyse six months of customer checkout data from a market-leading pharmacy in Northern Europe using a nested logit formulation.

Findings: We find that climate labels have a large and significant impact on the probability that a fulfillment alternative is selected by the customer. Further, if the label is attached to a top alternative, it increases the probability that the alternative is chosen. We also find that preselection has a strong effect on the impact of climate labels.

Research limitations/implications:We note that climate labelling seems to have a strong impact on customer behavior, it opens up several venues for further research. For instance, there may be other relevant ways to slice the data to bring additional insights. And as climate labelling from more “well-known” labels are being used in e-commerce, the impact might be different.

Research limitations/implications: The results have implications for retailers and logistics service providers alike, by indicating both how the content of the fulfillment option and the display of the option in the check-out impacts the business. The results further underline the importance of coordination between retailers and logistics service providers to provide support to consumers.

Original/value: Contrary to previous research into greening e-commerce distribution, this paper takes a quantitative approach to address green consumer preferences.

Aktörssamverkan är central för omställning mot en grönare transportsystem, exempelvis vid omställning till eldrift. En organisation i isolering har inte allt det som krävs för en omställning till eldrift, och resurser måste istället delas mellan centrala aktörer såsom fordonstillverkare, infrastrukturhållare och logistikföretag. En aktör har tekniken medan en annan kanske har kunskapen. Beroendet kan vara av olika karaktär och dess omfattning påverkas av exempelvis hur kritisk eller vanlig resursen är. Men på vilket sätt är dessa beroenden centralt vid valet av lösning? Laddning av batterier med sladd är det koncept som vi satsar främst på inom Europa, medan byte av batterier (battery swapping) är den teknik med störst genomslag i exempelvis Kina. Vi har jämfört vilken roll resursdelning har för dessa tekniker.Studien har jämfört resultat från två forskningsprojekt finansierade av Vinnova och Energimyndigheten. Båda projekten har haft arbetspaket som berör samverkan, samtidigt som de fokuserar olika former av tekniska lösningar. Empirin kommer från en strukturerad intervjustudie med 19 svenska logistikaktörer som testat sladdladdning, djupare intervjuer och workshops med olika aktörer från akademi och näringsliv. Empiriska data har analyserats utifrån Resource dependency theory.

While electrification of freight deliveries has the potential to heavily reduce the sector's negative impact, there is a clear lack of understanding how logistics systems are affected when electric freight vehicles are implemented. The purpose of the paper is to present an overview of the area and identify major gaps in the literature. A systematic literature review was conducted, with an initial sample of 353 papers, finally resulting in 62 papers after several exclusion steps. A descriptive analysis showed that the area is growing fast and that a vast majority of the papers applied mathematical methods with transport data. Further, five categories were deemed of interest in relation to logistics and electrification in the analysed literature: transport operation, charging, cost, actors, and sustainability. Each category is elaborated on and described in the paper. Additionally, the discussion includes several research gaps that the paper proposes need to be addressed to achieve viable electrified logistics systems and the gaps resulted in a research agenda with seven bullet points aiming to guide future research. The research agenda include, how planning of logistics systems is affected when charging is included; how logistics performance is affected when adopting electric trucks, and there is a need to include actors and their perspectives to a larger extent than what is done in the current literature. By highlighting what is missing in the literature, this paper strives to be an important addition to achieve viable electrified logistics systems, which can ultimately lead to a reduction of the freight sector's negative climate impact.

Purpose:Electrification of freight transports is an area that is under fast development, and there is a need to capture the current status of the research. The purpose is to create an overview of the area of electrified freight transport and describe how logistical aspects have been taken into consideration in the literature

Design/methodology/approach: A systematic literature review has been carried out to create the overview and laying the foundation for identification of research gaps. 

Findings: The results suggest that there has been a lack of focus on qualitative methods, on actors in general, and inclusion of logistical aspects when studying electrification of freight. 

Research limitations/implications: Based on the overview of the area, a future research agenda has been proposed that highlight different gaps in the current literature. 

Practical implications: Within the area of electrification of freight transports, the industry and research are evolving simultaneously, and the proposed research agenda can thereby function as a guide for both.

Social implications: Electrification is important in reducing the sector’s negative impact on the environment.

Original/value: This paper is one of the first to provide an overview of electrification of freight transport with the perspective on the effects on logistics systems.

Electrification of freight transport is a way to heavily reduce the freight sector's environmental impact. However, charging of electric trucks is a major challenge, and charge point operator (CPO) thereby become crucial in electrified logistics systems. This study explored different actors in the position of CPO, what is required, and what roles they take. An embedded case study was used, based on interviews with 20 respondents. The results show that a wide variety of actors can position themselves as CPO and in different charging set-ups, where, for example, logistics service providers (LSPs) could utilize private charging at terminal, while also offer public charging along the road network. Other actors expected to take a role as CPO include shipper, fuel stations, energy companies, and truck manufacturers. In terms of resources, activities, and interaction for CPOs, these coincided to a large extent among actors, such as necessary possession of charging hardware and software, and necessary interaction power grid actors. Furthermore, this study suggests five distinctive roles of CPOs that actors take: gatekeeper, accessory provider, contributor, facilitator, and orchestrator. By focusing on the unexplored role of CPO, this study has important implications for both research and practice.

Purpose: Efficient interaction between actors within supply chains is crucial for their effectiveness. It could be argued that a certain degree of alignment between the different actors’ business model is a prerequisite for the success of interaction. The purpose is to explore how business model alignment between different supply chain actors is described and analysed in the context of Supply Chain Management (SCM).

Design/methodology/approach: A systematic literature review on business models in the context of SCM was performed. Based on holistic meta-business model (Kindström, 2005), the findings were analysed with respect to the business model and to the supply chain.

Findings: The findings confirm that business models in the context of SCM is a relatively unexplored area, and that the topic has been addressed in a wide variety of journals.In relation to the supply chain, alignment is discussed between buyers and suppliers, between actors in the transport provision chain, between the supply chain and the transport provision chain, and internally. Overall, alignment between buyers and suppliers is confirmed as positive for supply chain performance.

Research limitations/implications: The results provide bases for further research into more focused areas within the business model frame. In particular, the connection between transport provision and their suppliers –the automotive industry –is missing in the literature.

Original/value: The business model concept is poorly addressed with the perspective of alignment. Research into business model alignment can contribute to literature on strategic SCM.

Market-oriented aspects of retail internationalisation have received a lot of research attention since the 1990s. However, beyond these aspects lies also supply-chain oriented capabilities that are necessary for retailers to successfully internationalise into foreign sales markets. By using a perspective based on resource-based theories, this paper explores supply-chain oriented capabilities that facilitate retail internationalisation. The research is based on a multiple case study of three Swedish retailers. Through the perspective of research based theories, specifically capabilities, the empirical data is studied in a single-case as well as a cross-case analysis. Findings reveal three supply chain-oriented capability categories (leadership capability, integration capability and learning capability) of importance for retail internationalisation. Resources necessary for the capabilities are to be found internally at the retailer, but also externally at other firms. This research adds to the market-oriented knowledge on retail internationalisation by adding a supply-chain oriented perspective. Further, it provides an understanding of the early phases of retail internationalisation.

Purpose This study aims to explain how learning occurs in collaborative retailer-logistics service provider (LSP) relationships. The research is guided by two research questions, addressing absorptive and desorptive capacities and the interaction between these capacities. Design/methodology/approach The study is based on a case study of a Swedish, collaborative retailer-LSP dyad. The empirical data are structured around five specific learning situations within the retailer-LSP dyad. Findings The findings provide an explanation for how learning occurs within a collaborative retailer-LSP relationship based on subprocesses of absorptive and desorptive capacities. The interaction between these processes is found to rely on two types of support: one-directional and bidirectional. The findings also indicate positive outcomes of learning, such as improved cost efficiencies in warehouse operations, better customer services and improved long-term strategic planning. Practical implications This study shows how retailers and LSPs can learn from each other and together create an improved logistics system for end customers. Originality/value This research takes into account absorptive and desorptive capacities in a collaborative retailer-LSP relationship. This study enhances the understanding of inter-organisational learning processes in a retail logistics context.

Purpose

Due to the alarming reports on climate change probably caused by industrial and human activities, the awareness that “we need to do something” is growing in society. And there is not much time – in 2050 CO₂-emissions need to be reduced by 80%, compared to the levels some decade ago. In this a huge challenge is to pinpoint where we want to arrive, and what an improved future forecast may look like. Gazing as far as to 2050 would be accurate, however taking such a large leap can be considered as such a large effort that it paralyses rather than encourages action. As there is a need to start acting immediately to be able to alter the development, we have chosen to, as a first step, take a look at what should and can be accomplished during a shorter period of time, and start by gazing towards 2020. The paper aims at the logistics- and transport domain.

The purpose of the paper is to describe and discuss desirable scenarios regarding sustainable transport- and logistics systems by 2020.

Research approach

The basis for this paper is a series of focused group meetings in a “Think-tank” setting, where actors representing shippers, logistics- and transport providers and authorities were gathered into group discussions. The task given to the participants was to discuss what goals they perceived as both necessary to reach, and realistic to have reached, by 2020. Scenarios were built based on notes from four researchers acting “flies-on the-wall” in the Think-tank.

Findings and Originality

The findings of this paper are presented as a scenario, or a “report from the future”, of the situation for transport and logistics in 2020 when the development has become more sustainable. The data gathering and scenario building was initially focused on CO₂-emissions, however an aspect that emerged as perhaps even more relevant was the more general discussion on resources and energy. The scenarios include innovations in product development and delivery, elaborations on the global centralisation trends, new views on delivery service aspects and collaborative initiatives.

Research impact

The paper takes mainly a corporate approach to transport and logistics. It provides insight into what can be realistic goals in a close future, and which changes are needed to reach these goals.

Practical impact

The paper can provide a basis for further discussions among practitioners on where to direct future actions.

Purpose of the paper

In contrast to the general perception of logistics service providers, recent research suggests that logistics service providers can be considered as more open to developing green services than their customers are to require them. The purpose of this paper is to explain how green efforts and ambitions are transformed when logistics service providers co-operate with their customers.

Research method

The paper is based on a multiple case study of two networks, symmetrically composed of two relationships each with an LSP as the common actor. The networks are analysed first on a dyad level, which is the basis for a network analysis of the cases. The two cases are finally compared in order to identify patterns between the cases.

Research findings

The findings suggest that even though the logistics service providers display a certain level of greenness in their own appearance, the level of greenness decreases to different extent in the interaction with the shippers. The attitude among the shippers is an important reason to how the green efforts are transformed in the relationships, as they are in overall control of the relationships. In addition, even if the shipper is positive and contributes to a positive development the shipper’s customers can constitute a barrier in the LSP-shipper interaction. On the other hand, a mutually positive attitude may impose synergetic effects in the dyad.

Contribution

The paper applies the concept of network paradoxes to greening logistics in LSP-shipper dyads, and increases the understanding of why the green efforts among logistics service providers are not directly transferred to the surrounding network of shippers/customers. This contributes to the small but emerging body of literature on the greening of industrial networks, but also to a further understanding of the role of inter-organisational relationships in literature on green supply chain management and green logistics. 

Purpose: Environmental sustainability is of increasing importance. The Logistics Service Industry is of specific interest: its impact from mainly transports is still increasing. However, the sustainability of any company also includes a long-term prosperous business. The purpose of this paper is to demonstrate how a hauler, as an example of a logistics service provider (LSP), through approaching environmental sustainability from an overall strategic business perspective, can succeed long-term.

Research Approach: The paper builds on an in-depth case study of a medium sized privately held LSP. The case was selected as it stands out compared to its competitors with respect to environmental engagement and long-term commitment to sustainability related issues. Starting from a framework based on RBT (Resource Based Theory), the case is analysed regarding how various types of resources and dynamic capabilities can contribute to sustainable competitive advantage.

Findings and Originality: The case study illustrates how an LSP can put various resources to work and how resources can be combined. It is demonstrated that these combinations of resources are valuable, rare and perfectly inimitable, and that they to a high extent are well established in the company, and hence not rely in certain individuals. The cases study further demonstrates how an LSP can sense possibilities, seize opportunities and, when needed, reshape its business accordingly, and hence possess critical dynamic capabilities. This research contributes by analysing an LSP that, in contrast to most of its competitors, has succeeded in making its sustainable development a strategic asset. This asset reaches beyond the commonly acknowledged efficiency gains, and is an interesting example of how an LSP through its dynamic capabilities can gain a unique position.

Research Impact: The strategic perspective through an RBT lens has previously been applied to LSPs mainly in survey based research. The results of this paper are rare, as they build on a real-case situation of a successful and sustainable LSP, while the extant research of success among LSPs going greener mostly suggest future development to become successful. This paper suggests how sustainable development can become a strategic asset for an LSP, and how dynamic capabilities can support that. Theories on dynamic capabilities have previously only been applied to a very limited extent on the analysis of LSPs aiming for going greener

Practical Impact: Based on this case, other LSPs may get inspiration to how they can develop their business to become more sustainable. The analysis points to that greening efforts cannot be seen in isolation, rather it is the combination of efforts, uniquely orchestrated for each case, that can make a difference. Therefore, the results point to relationships between various efforts, as well as how the different greening efforts fit the context of the LSP.

Purpose: Among a multitude of initiatives that can contribute to decarbonize freight transport (McKinnon, 2018), electrification has surficed as a main strategy (Li et al, 2022). The transition towards electrification has commenced, but in particular for long-haul transportation it is slow. Obstacles to the transition include the price of the new technology, lack of infrastructure and lack of policy incentives. In addition, the technology is new to all actors. This new-ness, together with the acknowledged complexity of the transition to electrified freight proposes learning challenges for all involved actors, for example vehicle manufacturers, haulier firms, logistics service providers and shippers. The necessary knowledge to navigate and operate the freight transport system cannot reside in one single orchestrator of the supply chain, but must be shared among actors, which in turn highlight the need for interaction with the purpose to share knowledge and experiences, and to jointly build new knowledge. 

This paper aims to address how learning among actors in the supply chain can contribute to accelerate the electrification of freight transport.

Design / Methodology / Approach: This conceotual paper presents a framework for describing and analysing learning between actors in a supply chain. The framework takes a stance in a model for organisational learning (Crossan, Lane & White, 1999) adapted to the context of inter-organisational learning. This model will be adapted to the context of electrification of freight based on findings from a range of ongoing research projects into electrification of freight transport. 

Findings: The paper presents a model for describing and analysing learning between organisations in a supply chain. The model is conceptual and is intended to be used for analysing multi-actor learning processes in the context of electrification of freight.

Practical implications: The results of the paper include suggestions for how learning between actors in supply chains can increase, by which the transition towards electrification of freight can be accelerated.

Relevance / Contribution: Supply chain collaboration has only scaresly been analysed with a learning perspective. The application of learning as mechanisms for supply chain integration in a context of ongoing transition suggests that the results are both novel and relevant.

Purpose of this paper

As logistics services increase in both scope and complexity, Logistics Service Providers (LSPs) face increasing challenges in their attempts to improve service performance to customers. One challenge encountered by LSPs comprehends how they should approach environmental issues and also what it is worth for their customers. One way for LSPs to achieve this is to focus on value co-creation between them and their customers. This paper will examine the adequacy of a Service Dominant (S-D) logic perspective in order to better understand value co-creation between LSPs and customers, with a specific focus on environmental aspects as value.

Design/methodology/approach

With the starting-point in S-D logic applied to a logistics context, empirical data from case studies with an environmental focus is analysed in order to illustrate LSPs’ situation today.

Findings

A range of key elements that can help LSPs to increase value co-creation is proposed. The findings indicate that an S-D logic perspective on environmental co-creation is useful in order to increase the understanding of the value co-creation process between LSPs and their customer.

Research limitations/implications

The empirical data focuses on environmental aspects of value co-creation within logistics and further research is needed in order to verify the findings on a more general level of value co-creation.

Practical implications

The results of this paper can inspire LSPs to shift from traditional thinking and working approaches towards a more S-D inspired approach, thereby increasing value co-creation.

What is original/value of paper

This paper provides a novel approach when it comes to how to view value co-creation in the relationship between LSPs and their customers. Perspectives and approaches from the S-D logic literature are studied, where LSPs previously are noticed to a very limited extent. 

Purpose: Electrification of freight trucks challenges logistics systems in many ways, for example the trucks have limited range, reduced payload, and charging needs to be included in the system. Current actors must adjust to new prerequisites while new actors enter the system, such as energy suppliers. Hence, there is a need to build an understanding of electrified logistics systems by focus on how central actors are connected to it. The purpose of the paper is to describe electrified logistics systems through an actor perspective.

Research Approach: The paper targets how an electrified logistics system can be described and how actors are connected to the system. Empirical data is collected through interviews and workshops with representatives from actors who are actively working with electrification of freight transports.  

Findings and Originality: The findings showed that both traditional actors, such as logistics companies and transport buyers, and new actors, such as energy suppliers and charge point operators, are important in electrified logistics systems. Through conceptualisation of logistics systems and how actors are connected the system, the findings present a five-layer model.

Research Impact: The paper provides a comprehensive identification of actors involved in electrification of freight transport, as well as, highlighting actors that are more central in the transition, something missing in the current literature.  

Practical Impact: Electrification forces logistics practitioners to alter their view of the logistic system and its actors. This paper provides a holistic view of the complex logistics systems the actors are a part of and can thereby help practitioners adjust to new prerequisites.

Purpose: In logistics systems, the implementation of heavy-duty battery electric vehicles (HBEVs) challenges actors in the transport system, and there is a need for actors to coordinate in various ways. The purpose is to explore how coordination between LSPs and relevant actors in electrified logistics systems can facilitate the adoption of HBEVs.

Design/methodology/approach: The study takes a qualitative approach and relies on four interviews with three LSPs as the empirical basis. Theoretically, coordination mechanisms provide a starting-point for the analysis.  

Findings: The findings highlight coordination mechanisms at play in the on-going electrification of logistics systems, as well as the potential use of coordination mechanisms not yet utilised.

Research limitations/implications: The study is performed in a Swedish setting and explore relevant actors and the connections between actors through a coordination lens, thus bridging a gap in the literature.

Practical implications: The results can help actors, such as logistics companies and transport buying companies, to understand how, and with whom, to coordinate to implement long-haul HBEVs.

Social implications: HBEVs are expected to reduce the amount of greenhouse gases and gives possibility to charge with renewable sources, hence the need to support the implementation.

Original/value: While much research into electrification focuses on quantitative studies with a mathematical approach, this paper takes a much-needed actor perspective and highlights how actors can coordinate to carry out a successful transition to fossil free transportation. 

Framtida miljö- och energiproblem kommer att beröra oss alla. En sektor som är särskilt berörd är logistik- och transportsektorn. För att på ett effektivt sätt ta sig an de utmaningar som bland annat klimatproblematiken medför, behövs initiativ från såväl myndigheter, politiska beslutsfattare, företagsvärlden som forskningen. Det finns idag kunskap inom vissa områden, men det saknas förmåga att implementera den. Inom andra områden är det bristen på kunskap som utgör problemet. Syftet med artikeln är att kartlägga kunskaps-, kompetens och forskningsbehovet inom miljölogistik ur olika perspektiv.

Kunskaps, kompetens- och forskningsbehovet har kartlagts och analyserats utifrån såväl forskares som praktikers syn på framtida behov. Artikeln bygger på resultat från fokusgruppsseminarier och en enkätundersökning. I seminarierna deltog representanter från varuägande företag, logistikföretag och samhällsaktörer. Resultatet från kartläggningen visar på ett stort behov av ny kunskap, såsom mätning och fördelning av miljöeffekter miljömätning och kopplingen mellan logistiksystemets miljöeffekter och affärsnyttan för såväl varuägare som logistikföretag. Samhällsaktörerna är den grupp som av samtliga aktörsgrupper, inklusive sig själva, beskrivs som den aktören med störst behov av kunskap kring miljölogistik. Forskningen spelar en viktig roll både för framtagning av ny kunskap och för spridning av ny och befintlig kunskap mellan olika aktörer.

This report is the result of a case study conducted at the Swedish retail company Clas Ohlson. The study has been conducted as one step in the PhD process of the author of this report and is financed by the Swedish Energy Agency (Energimyndigheten). In this first chapter, some background information to the case study is given: the aim of the study, the rationale behind choosing Clas Ohlson as the case company and data collection methods. Finally, the structure of the remaining parts of the report is presented.

The aim of this case study is to illustrate how environmental work can be conducted in different types of supply chain relationships, seen from the perspective of one focal shipper in a supply chain. The relationships include both upstream (such as suppliers and inbound logistics service providers) and downstream (such as outbound logistics service providers and stores in a city logistics context) parts of the supply chain. As these examples illustrate, the supply chain relationships can include shippers as well as logistics service providers (LSPs).

Purpose

Despite increasing research into logistics service providers’ (LSPs’) environmental measures, limited attention has been given to LSP-shipper relationships. This is surprising considering the fact that there is increasing pressure on supply chains to become greener and LSPs are important actors in these supply chains. The aim of this paper is to suggest how environmental measures can be coordinated in LSP-shipper relationships.

Design/methodology/approach

Four dyadic case studies, consisting of one LSP and one shipper each, provide the empirical basis for this paper. Literature on interorganisational coordination mechanisms is applied to the case findings in order to analyse how environmental measures are coordinated in the dyads. 

Findings

This paper identifies a number of coordination mechanisms applicable for different types of environmental measures in LSP-shipper relationships. Moreover, it is suggested that some environmental measures that can be taken in LSP-shipper relationships can be coordinated through different types of coordination mechanisms.

Research limitations/implications (if applicable)

Although the four cases presented in this paper give suggestions of coordination of environmental measures, studies into additional dyads could give further understanding with regards to environmental coordination in LSP-shipper relationships.

Practical implications (if applicable)

The results of this paper can help both LSPs and shippers understand how to work with environmental measures by the use of the appropriate coordination mechanisms.

Original/value

Contrary to previous research, which mainly takes one party's perspective, this paper takes a dyadic approach and thereby adds valuable knowledge to the interorganisational aspects of LSPs’ environmental work.

This report comprises a description of a case study which includes four dyadic relationships between logistics service providers (LSPs) and shippers. The case study has been conducted during the Vinnova‐financed research project “Competitive Business Models to meet Future Demands on Sustainable Logistics Systems” and focus in the report is on environmental (or green) work in relationships between LSPs and shippers. More specifically, the purpose of the report is to increase the understanding of such work in relationships between LSPs and shippers. Before the cases are described, the process of selecting the cases as well as collecting the data will be elaborated on.

A well-known concept, both in practice and in literature is the logistics market. This market is a place where shippers’ demand for logistics services meets Logistics Service Providers’ (LSPs’) supply of such services. Although this market has been given much attention in previous research, focus has been on shippers, while the LSP perspective has to a large extent been neglected. Several logistics related trends indicate that there is an increasing need for strong relationships between LSPs and supply chains, and one such trend is the “greening” of companies and supply chains. Although it is widely recognised that transports and  logistics are a major cause of greenhouse gas emissions, environmental logistics literature has only focused on the interaction between LSPs and their customers to a very limited extent. This is despite the fact that LSPs could include so-called green categories in their offerings, just as shippers could include green categories in their demands and that this interaction could in turn contribute to a decrease of greenhouse gas emissions.

The purpose of this thesis is to describe the extent to which green categories are taken into account in the logistics market and suggest explanations. This includes identifying those green categories that are relevant for the logistics market, as well as a description of matches and mismatches with regard to these green categories. The matches and mismatches are studied from both a general market perspective and a relationship perspective. Initial explanations for the matches and mismatches in the relationship perspective contribute to the final part of the purpose.

There are two basic theoretical starting-points in this thesis. Firstly, it is recognised that the logistics market is important to the purpose and different ways to view this market are therefore discussed. Secondly, general environmental logistics literature provides a basis for the research into green categories that can be offered or demanded on the logistics market. In the exploratoryresearch conducted for the thesis, the insights from literature are combined with empirical datafrom a survey, a homepage scan and four case studies of buyer-supplier relationships.

One main contribution of this thesis is the large number of green categories that are identified as relevant for LSPs and shippers on the logistics market. These green categories range from environmental management systems, vehicle technologies and CO2 reports, to reviews of sustainability reports, relationship specific green projects and general desires among shippers to decrease CO2 emissions.

A comparison of the supply of and demand for the green categories indicates that from a general market perspective, there appear to be clear mismatches between green supply and green demand. The same comparison made from a relationship perspective also indicates severalmismatches between green supply and green demand, but the buyer-supplier relationships studied show matches between green offerings and green demands to a greater extent than the market perspective does. Interestingly, the LSPs seem to include more in their offerings than the shippers appear to include in their demands for almost all mismatches in both the market perspective and the relationship perspective.

Seven propositions are made to account for the matches and mismatches between green categories in buyer-supplier relationships. Three of these propositions are related to the characteristics of those green categories that are found in the relationships. It is suggested that the tangibility level of green categories influences the occurrence of matches and mismatches in the relationships and the more tangible a green category is, the higher is the likelihood of a match between supply and demand in that relationship. The opposite is also suggested, as well as the idea that the more relationship specific green categories are, the fewer the mismatches that appear in that relationship.

The remaining four propositions relate to the potential connection between the type of relationship between LSPs and shippers and green matches and mismatches in their relationships. It is suggested that the closer a business relationship is, 1) the greater the number of green categories it has 2) the better green categories are communicated 3) the greater the number of matches compared to mismatches of green categories and 4) the higher the level of green category collaboration is.

Purpose

Despite the fact that cooperation is commonly mentioned as important in the greening of supply chains, interaction between logistics service providers and shippers are rarely investigated in green logistics literature. Moreover, the knowledge of how green factors are taken into consideration in relationships on the logistics market appears to be very limited. The purpose of this paper is therefore to analyse how green factors are taken into account in relationships between logistics service providers and shippers.

Research approach:

This paper is based on a multiple case study, where four dyads between logistics service providers and shippers are researched. Logistics service providers as well as shippers are selected based on their environmental ambitions in logistics as well as in a more general sense. Both a single-case analysis and a cross-case analysis are conducted, based on evidence primarily from interviews with employees that are involved in the specific studied relationships. Relationship dimensions are investigated in order to analyse similarities and differences in matches and gaps of various green categories in the relationships.

Findings and Originality:

Contrary to previous research, this paper sheds light on how green factors can be taken into account in specific relationships between logistics service providers and shippers. Matches and gaps between green offerings and green demands are identified and explained by relationship characteristics that appear in these specific company interactions. Four propositions are developed and it is suggested that the closeness of a business relationship has an impact on the inclusion of green factors in that relationship.

Research impact:

This research provides a first indication that relational factors are of importance for the success of “green relationships”. It would be fruitful to extend the research to cover a longer period of time to understand how the inclusion of green factors in logistics market relationship changes over time. Moreover, given that the case studies provide a description of relationships on a national logistics market, it would be beneficial to study other countries’ logistics market as well.

Practical impact:

The findings of this paper apply to both logistics service providers and shippers who have an ambition to green their logistics operations. Both actors can benefit from knowledge about which relationship dimensions that may be of importance in order to succeed with the greening of logistics service provider-shipper relationships.

It is well-recognised that companies are under pressure to take responsibility for the environmental impact of their operations. Logistics service providers (LSPs), who through their transport and logistics operations have a large negative impact on the environment, are one type of supply chain actor that is under such pressure. However, in order for LSPs to be able to lower their environmental impact sufficiently, their customers, the shippers, also need to take responsibility. This thesis takes its starting point in the relationships between LSPs and shippers and argues that in order for LSPs’ environmental activities to reach their full potential, the shippers must be included in the activities.

The purpose of this thesis is to describe and explain how supply chain actors, with a specific focus on logistics service providers and shippers, can include environmental activities in their relationships with each other. This comprises identifying those environmental activities that are relevant for relationships between LSPs and shippers, as well as describing the extent to which environmental activities are included in such relationships. By means of the theoretical perspective of power between supply chain actors, the thesis also sets out to further understand how power balances between LSPs and shippers can influence the extent to which they include environmental activities in their relationships with each other. Finally, the use of the theoretical perspective of coordination aims, through the analysis of coordination mechanisms, to shed light on how environmental activities are included in LSP-shipper relationships.

The research in this thesis has mainly descriptive and explanatory aims, although due to the novelty of research into LSPshipper relationships in an environmental context, the research process as such is mainly exploratory. Following an abductive approach, the insights from literature are combined with empirical data from two cases studies, a homepage scan, a survey and a study of city logistics projects. Most of the applied research methods take a dual perspective of relationships between supply chain actors and thus include both LSPs and shippers.

One conclusion from the research conducted for this thesis comprises the identification of environmental activities as well as a suggestion for a classification based on the activities’ role in the business between LSPs and shippers. With a starting point in the identified activities, a comparison of a market perspective and a relationship perspective of environmental activities in LSP-shipper relationships indicates that LSPs are able to fulfil the requirements set by shippers and that shippers’ requirement thus are met. The research does, however, point to a passiveness among LSPs in their relationships with shippers, who in turn would like the LSPs to be more proactive.

Further, based on an analysis of power balances in LSP-shipper relationships, it is suggested that in an LSP-shipper relationship in which the shipper has a power advantage, the shipper’s environmental ambitions for logistics sets the agenda for the environmental activities in that relationship.

An analysis of coordination of environmental activities in LSP-shipper relationships indicates that the mechanisms of direct supervision, which is when one actor tells the other actor in the relationship what to do, and mutual adjustment can be chosen to be used in order to include environmental activities in LSP-shipper relationships. While direct supervision is suggested to be a coordination mechanism that is easy for shippers to apply, mutual adjustment appears to hold greater potential for the development of environmental activities.

Finally, these findings in combination are suggested to have implications for the coordination of environmental activities in LSP-shipper relationships. More specifically, this thesis offers a categorisation of different types of LSP-shipper relationships and the involved actors’ environmental ambition. Depending on whether the environmental ambition of the LSP and shipper in a specific relationship is high or low appears to have implications for the possibility to work towards greener supply chains for each type of relationship.

The management of interfaces is central in supply chain management (SCM) and logistics. An important part of SCM is coordination and collaboration with different partners such as suppliers, intermediaries, third party service providers and customers (CSCMP, 2010). Collaboration between parties in the supply chain is generally believed to decrease costs and increase efficiency as well as service. Moreover, the success of a firm is dependent on its managerial ability to integrate and coordinate the business relationships among the supply chain members (Lambert and Cooper, 2000). The supply chain linkage ought to be so tight that separate organizational units share the same purpose and suppliers and customers help each other to achieve mutually beneficial objectives (Seth et al., 2006).

In the SCM literature interfaces seldom include the logistics service provider (hereafter labelled LSP). Instead, most interfaces discussed are those between a shipper and the receiver of the goods (Skjoett-Larsen et al., 2003; Stefanson, 2006). One reason for this could be that logistics firms are the least integrated link in supply chains (Lemoine and Skjoett-larsen, 2004) or that, as noted by Fabbe-Costes et al. (2009), LSPs seem to be the forgotten actors of supply chain integration. Furthermore, LSPs are often merely seen as actors that supports other members of the supply chain, providing resources, knowledge, utilities or assets for the primary members (Spens and Bask, 2002). Several logistics related trends, such as the shift towards outsourcing and increased globalisation, increase the need for strong relationships between LSPs and supplychains (Seth et al., 2006).

Most of the research conducted on LSPs applies either a shipper or an LSP perspective, instead of a dyad perspective. Literature in the context of service quality in supply chains also commonly considers only one directional view (Seth et al., 2006). Knemeyer and Murphy (2005) mean that there is a need to simultaneously consider both shipper and LSP perspectives in order to decrease the risk of key perceptual differences (gaps) that can negatively influence the logistics service quality.

Shippers and LSPs face an emerging and considerable challenge because of the large negative impact transports have on the natural environment and, as stated by for example the EEA (2007) and Roth and Kåberger (2002), the environmental performance of the transport sector is an increasing problem. Because of growing freight transport it is not surprising that both shippers and LSPs are pressured from different stakeholders, such as governments and customers, to lower their environmental impact from transports (McKinnon, 2003; McKinnon and Piecyk, 2009; Wolf and Seuring, 2010). This creates an opportunity for LSPs to be proactive and meet these demands by considering environmental issues in their business models and as a value adding service offering.

The correspondence between customer needs and the service offerings is essential in order to succeed with the service concept (Edvardsson, 1997). However, that does not necessarily mean that supply and demand always match. For example, Wolf and Seuring (2010) found that the LSPs seem to be ahead of their customers when it comes to environmental issues, but state this with caution and call for further research in this area. With the aim to learn more about the interface between LSPs and shippers and how environmental issues are taken into account, the purpose of this paper is:

To develop and apply a tool for the identification of matches and gaps in the interface between LSPs’ green offerings and shippers’ green demands.

There are many ways to label the actor responsible for the supply of logistics services. In this paper, the term logistics service providers (LSPs) is applied and, inspired by Fabbe-Costes et al. (2009) and Forslund (2010), includes actors such as carriers, forwarding companies, transport(ation) companies, third party logistics providers/partners and logistics service companies/providers/suppliers.

This paper is divided into five main parts. After the introduction, a literature section on the greening of the LSP-Shipper interface will be presented. This is followed by a gap section, ending with the developed gap model. Next, the survey study is explained, after which findings from the application of the model are presented. The paper ends with conclusions and future research suggestions.

Purpose of this paper: As a result of the negative impact of freight transport on the environment, logistics solutions in city centres have recently attracted increasing attention. In order to succeed with city logistics projects, collaboration between various stakeholders such as local authorities, logistics companies, retailers and property owners is essential, which is one reason why the interdependence among the stakeholders is a crucial aspect in relation to the projects. The purpose of this paper is to explore city logistics projects based on stakeholders’ cooperative relationships and to suggest how the nature of dependence between the stakeholders can affect the project.

Design/methodology/approach: A wide range of documented city logistics projects is narrowed down in an iterative process, and three projects where relationships are described are analysed, supported by literature on interorganisational relationships. The analysis is based on the official documentation of city logistics projects.

Findings: This paper illustrates how dependence between stakeholders in city logistics solutions can affect the project. The local authorities’ dependence on the commercial stakeholders is a common pattern, while the residents/consumers are those most often neglected. Although local authorities apply different strategies to involve various stakeholder groups, the poor documentation of stakeholder relationships suggests that this issue has been given limited attention in city logistics projects.

Research limitations/implications (if applicable): Because of the impact of stakeholder relationships on city logistics projects, it is suggested that future projects would benefit from increased attention being paid to such relationships.

Practical implications (if applicable): The notion of how various dependencies between actors may affect the projects can be beneficial for local authorities as it leads to a better understanding of their dependence on other stakeholders.

Originality/value: With support from literature on inter-organisational relationships, this research addresses the often omitted aspects of stakeholder collaboration and, specifically, the impact of stakeholder dependence in city logistics projects.

The importance of environmental consider- ation for companies is mounting. This applies particularly well to logistics service providers (LSPs) who will have a possibility to compete by being greener than their com- petitors by offering services that include different green practices. As their customers play a vital role with regard to the extent to which LSPs can include environmental practices in their business, the interface between these actors is of interest. The purpose of this article is to describe and explain how environmental practices are reflected in offerings and requirements on the logistics market. A systematic literature review of what has been published on environmental practices as parts of offerings and requirements was complemented by a wider literature review. Empirical data were collected through a home page scan and a case study of four LSP–shipper dyads. With a starting point in stakeholder theory, the different data sets were analysed separately as well as combined, and similarities and differences were discussed. The findings point to differences in the way that LSPs and shippers offer and require environmental practices on their home pages and reasons for this are suggested to be due to their different types of stakeholders. Further, the environmental practices in relationships between LSP and shippers are often more relationship specific than practices on home pages. Based on the combined findings of the data sets, a classification of environmental practices as reflected in offerings and requirements on the logistics market is proposed. The article is mainly based on com- panies’ practices in Sweden and thereby provides a pos- sibility to extend the research into other countries as well. By taking two perspectives, the findings from this research can have implications both for purchasing and marketing of logistic services. The paper suggests which environ- mental practices that LSPs and shippers can offer or require in different stages of their business relationships. Contrary to most research within green logistics, this paper takes a business perspective on environmental practices. Further, the dual perspective of LSPs and shippers taken in this paper offers novel insight into how environmental practices can be included at different stages of LSP–shipper relationships. 

Purpose of this paper: The importance of green aspects for companies is increasing. Therefore logistics service providers have a possibility to compete by being greener than their competitors. One possibility is to offer services that include different green aspects. The purpose of this paper is to develop a description of possible green categories of a logistics offering, based on a combination of customer and logistics service provider perspectives.

Design/methodology/approach: A structured literature review showed what has been published on offerings and requirements regarding green logistics. Empirical data was collected in two steps. A survey was sent out to both shippers and logistics service providers and selected company homepages were scanned.

Findings: The paper identifies a range of green categories as well as more specific aspects that can be a part of logistics service providers’ offerings. The findings consist of views from shippers as well as logistics service providers.

Research limitations/implications (if applicable): The paper is mainly based on Swedish companies only and thereby provides a possibility to extend the research into other countries as well. Specific research on logistics companies’ green offerings is still scarce and a multidisciplinary approach is recommended for future research.

Practical implications (if applicable): The paper provides insight into which green aspects logistics service providers can include in their offerings, as well as what customers could demand from logistics service providers.

What is original/value of paper: This paper illustrates both theoretically and empirically which green aspects that can be included in offerings and thereby providing logistics service providers with increased competitiveness alongside increased sustainability.

Purpose of this paper: The importance of environmental consideration for companies is mounting. This applies particularly well to logistics service providers (LSPs) who will have a possibility to compete by being greener than their competitors by offering services that include different environmental activities. As their customers play a vital role with regard to the extent to which LSPs can include environmental activities in their business, the interface between these actors is of interest. The purpose of this article is to describe how environmental logistics activities are offered and required on the logistics market, and how the green logistics exchange that becomes part of a business deal can relate to the scope of activities.

Design/methodology/approach: A systematic literature review of what has been published on environmental activities as parts of offerings and requirements was complemented by a wider literature review. Empirical data was collected through a homepage scan and a case study of four LSPshipper dyads. The analysis was performed stepwise, where the empirical data sets complemented and refined the initial findings from the literature review.

Findings: The paper identifies a range of environmental activities that can be included as parts of offerings of LSPs or requirements of shippers, as well as parts of the green exchange in business deals between these two types of actors. Further, a classification of environmental activities is proposed based on their role in the business between LSPs and shippers.

Research limitations/implications (if applicable): The article is mainly based on companies’ activities in Sweden and thereby provides a possibility to extend the research into other countries as well. By taking two perspectives, the findings from this research can have implications both for purchasing and marketing of logistic services.

Practical implications (if applicable): The paper suggests which environmental activities that LSPs and shippers can include in different stages of their business relationships.

What is original/value of paper: The dual perspective of LSPs and shippers taken in this paper offers novel insight into how various environmental activities can be included at different stages of LSP-shipper relationships.

The report focuses on the commercial feasibility of a battery-swapping system for heavy trucks in Sweden. By studying business models, the compatibility with Swedish regulations, and integration into transport operations, we explore how disruptive technologies, ecosystem effects, and circularity could enable a rapid introduction and diffusion of a battery-swapping system. A special focus is on China, covering the status of battery-swapping there and analysing the processes that have led to its rapid development and deployment. In China, battery-swapping creates a new business model where actors from energy production, battery manufacturing, and the mechanical industry spearhead the development and diffusion of the technology. Battery-swapping is now the dominant technology for electric trucks in China.

Advantages of battery-swapping include: only a few minutes battery swap time, reduced investment for truck owners, low impact on the local power grid, and separation of vehicle and battery life cycles. A simulation study in this report shows that battery-swapping for heavy trucks in harbour operations could offer clear advantages compared to cable charging. However, there are several challenges to introducing battery-swapping in Sweden. First, it has no clear promoters in the industry. Swedish and European vehicle manufacturers are hesitant because it challenges their current business model, and that they may instead take the role of gatekeeper. Second, current standards and regulatory frameworks for vehicles and energy systems in Sweden and in the European Union do not include battery-swapping. The report also addresses the need for knowledge and training of people at battery-swapping stations, and the importance of social sustainability in the electrification of heavy vehicle transport operations.

Although there is a strong relation between procurement and outsourcing, there is an unclear use of terminology in the literature. The purpose is therefore to unravel the interface between outsourcing and procurement and clarify how these two concepts relate to each other. The discussion suggests that outsourcing in much of the literature includes more than the definition of outsourcing allows. Leaning against accepted definitions of outsourcing and procurement, we present a description of the interface between these two concepts, thereby clarifying in what sense they overlap, and in which parts the two differ from each other.

Purpose – The purpose of this paper is to clarify how activities may be coordinated within shippers’ organisations to enable high load factor (a key aspect of transport efficiency).

Design/methodology/approach – A multiple-case study involving three shippers was conducted, in which the logistics or transport managers of each company were interviewed. The cases were analysed according to (1) which activities were coordinated to achieve high load factor, (2) interdependencies between the activities, and (3) the coordination mechanisms that shippers adopted.

Findings – A matrix is developed to show the differences in applying various coordination mechanisms in eight categories, according to (1) intrafunctional or interfunctional coordination, (2) sequential or reciprocal interdependencies, and (3) the number of activities (dyadic or multiple). For example, coordination mechanisms aimed at exerting control are more suitable for intrafunctional than interfunctional interaction; interfunctional coordination relies more on mechanisms that aim to increase the understanding of transport-related issues among non-logistics activities.

Research limitations/implications – The study is based on data from three Swedish companies.

Practical implications – Managers are provided with suggestions for coordinating activities when their goal is to improve load factor. These findings are of interest for reducing costs and emissions.

Social implications –

Originality/value – In response to suggestions in the earlier literature that shippers could improve their internal coordination to improve their load factor, this paper articulates several mechanisms for performing such coordination in eight situations.

Förvånansvärt ofta pratas det om att det inte är ekonomisk hållbart att satsa på miljöförbättrande åtgärder inom logistiken, både bland varuägare och bland logistikföretag. Exempelvis har vi i tidigare forskning sett att varuägare inte är beredda att betala extra för att få miljöanpassade tjänster från logistikföretagen. Vi kommer i denna artikel att behandla fyllnadsgrad, vilken kan ses som en åtgärd som både varuägare och logistikföretag kan jobba med för att minska sin miljlöpåverkan.

This paper explores time-related aspects of e-commerce and their impact on the environmental sustainability of last-mile deliveries. It addresses two key questions: 1) What time-related aspects of e-commerce can consumers encounter during an online purchase?, and 2) What implications can these time-related aspects of e-commerce have on the sustainability of last-mile deliveries? The study uses diary entries from 15 Swedish e-commerce consumers over one month, followed by semi-structured interviews. Findings reveal that consumers encounter various time-related factors throughout the purchasing process, from the website to delivery, with some of these factors having significant implications for the environmental sustainability of last-mile deliveries.

Purpose

For logistics to become environmentally sustainable, modal shift from road to more energy-efficient alternatives, such as rail and sea, is needed. Power balances and trust between actors may drive and hinder the collaboration needed to induce change. The purpose is to increase the understanding of how power balances and trust between shippers and transport providers influence a change from road to more environmentally sustainable modes of transport.

Design/methodology/approach

This paper combines theoretical perspectives with preliminary interviews with both shippers and transport providers involved in modal shift. Theoretically, it builds on change management principles and two inter-organisational perspectives, namely power and trust.   

Findings

The results suggest that power balances and trust do indeed have an influence on the probability of modal shift possibilities, albeit they have different impact during the different phases of change.

Research limitations/implications (if applicable)

This paper is mainly conceptual, but draws on insights from preliminary interviews with shippers and transport providers. Case studies of companies or dyads that have changed from road to rail or sea would be fruitful to validate the findings presented in this abstract.

Practical implications (if applicable)

Actors, whether being transport providers or shippers, that want to initiate a change toward modal shift, can benefit from the findings. Specifically, they illuminate power bases and different forms of trust that can have a direct impact on modal shift being realised or not.

Original/value

Contrary to previous research, this paper offers a novel perspective of modal shift by analysing power balances and trust between transport providers and shippers.

Keywords: Modal shift, power bases, environmentally sustainable logistics, supply chain collaboration.

1. Purpose of this paper

For logistics to become environmentally sustainable, modal shift from road to more energy-efficient alternatives, such as rail and sea, is needed (Regeringskansliet, 2018). This is a preferable choice in the direction of reducing both climate impact from transportation, as well as congestion on roads. Since de-speeding logistics is found to be a cost-effective way to decrease CO2 emissions (McKinnon, 2016), rail and sea transport should be an attractive option for companies striving towards environmental sustainability.

In the light of this, it is somewhat discouraging to find that a shift on modes from road to rail and sea is slow. One reason for this slow progress is that decisions regarding which mode of transport to use are not taken by individual actors. On the contrary, several actors influence the decision, which makes the decision-making process more complicated. Key actors are companies sending and receiving goods (shippers) and transport providers, that arrange and execute the transport. This paper takes its starting-point in these two groups of actors: the shipper and the transport provider. Shippers are of large relevance as they are the ones with a demand of transports and with requirements linked to these. Influencing factors underlying the choice of transport are cost, transport quality, transport time and reliability (Flodén et al., 2017). Transport providers, on the other hand, respond to shippers demands, as a majority of shippers sub-contract their transport operations through a third party (Lammgård and Andersson, 2014). 

To obtain modal shift in shippers’ supply chains to a larger extent, change is needed. Such change requires the participation of both shippers and transport providers and interaction between them is a prerequisite for success. Two critical change management principles, influencing the interaction between actors, are power and trust. Power balances between actors may both drive and hinder the collaboration necessary to induce change. At the same time, trust is likely to be of importance as an enabler for modal shift. The purpose of this paper is to increase the understanding of how power balances and trust between shippers and transport providers influence a change from road to more environmentally sustainable modes of transport.

2.  Design/methodology/approach

This paper combines theoretical perspectives with preliminary interviews with both shippers and transport providers involved in modal shift. Theoretically, it builds on change management principles and two inter-organisational perspectives, namely power and trust. Firstly, organisational change can be divided into three phases: unfreeze, change and refreeze (Fawcett et al., 2012). In this paper, two of these phases – the unfreeze and refreeze phase - are in focus, as they are the ones where power and trust are most likely to influence the potential for modal shift.

Power is suggested to entail "the ability to evoke a change in another's behavior" (Gaski, 1984, p. 10). Power is relationship-specific and an actor with high power over another in one relationship, might be at a power disadvantage in another relationship. Power can be said to stem from power bases possessed by the actors in a relationship. A commonly applied framework for such bases is the one suggested by French and Raven (1959), who propose five power bases: reward, coercive, expert, referent and legitimate power. Reward power means an ability to mediate rewards to a target actor; coercive instead includes punishment to that target; expert power means a skill or knowledge desired by the target; referent power occurs when the target values identification with the source, and; legitimate power entails a belief by the target that the source has a natural right to influence. In addition to these five power bases, supply chain position is suggested to be of relevance and not covered by French and Raven (1959). According to Kähkönen and Lintukangas (2010), customers often have power over suppliers.

Trust can be defined as “an expectation held by an agent that its trading partner will behave in a mutually acceptable manner” (Sako and Helper, 1998, p. 388). According to Sako (1992), there are three different types of trust: contractual, competence and goodwill. Contractual trust means a belief that collaborating actors will stay true to the contract, while competence trust entails a belief that a collaborating actor has the ability to conduct specific tasks. Finally, goodwill trust occurs when actors are willing to exceed the expected contractual agreements. The three types of trust can be said to be levels of trust, where contractual trust is the lowest level, but as relationships develop, trust also can develop and turn into competence trust or goodwill trust.

Empirically, the paper relies on preliminary findings from interviews with shippers and transport providers. The interviews have focused on actor collaboration for modal shift to take place and have identified both possibilities and difficulties in the different stages of change that modal shift entails.

3.  Findings 

The results suggest that power balances and trust do indeed have an influence on the probability of modal shift possibilities, albeit they have different impact during the different phases of change. In the unfreeze phase, the initiating actor needs to have power advantage over the other actor, as this appears to be necessary for change to take place. In other words, modal shift does not appear to happen by itself, and therefore some degree of power advantage is needed. The power advantage appears to derive mainly from expert power, coercive power or supply chain position. Interestingly, these power bases can be of different relevance depending on whether the initiating actor is the transport provider or the shipper in a relationship between the two actors. Further, some level of trust between the transport provider and the shipper is needed, but especially in the case of new relationships, this trust is not likely to be more than in the form of contract trust.

As change has been done and the next step is the refreeze phase, the challenge lies in maintaining the model shift. Here, trust becomes of higher importance than power. If competence trust or even goodwill trust have developed, there is high likelihood of a long-term change. However, if trust has not developed and sufficiently, there might instead be a high likelihood of the change to sustain.

4.  Research limitations/implications

This paper is mainly conceptual, but draws on insights from preliminary interviews with shippers and transport providers. Case studies of companies or dyads that have changed from road to rail or sea would be fruitful to validate the findings presented in this abstract. 

5.  Practical implications

Actors, whether being transport providers or shippers, that want to initiate a change toward modal shift, can benefit from the findings. Specifically, they illuminate power bases and different forms of trust that can have a direct impact on modal shift being realised or not.

6.   Originality/value  Contrary to previous research, this paper offers a novel perspective of modal shift by analysing power balances and trust between transport providers and shippers.

Modal shift to more energy-efficient alternatives, such as from road to rail or sea, is one path to reduce negative environmental effects. Transport providers and shippers have crucial roles in modal choice decisions, and a better understanding of the influence of interorganisational factors on modal shift is needed. The purpose is to increase the understanding of opportunities for modal shifts by exploring the influence of power and trust at the interface between transport providers and shippers. Aspects of power (coercive, reward, legitimate, expert and referent) and trust (contractual, competence and goodwill) influencing modal shifts were identified from interviews with shippers and transport providers in Sweden. During the initiation phase of modal shift, power appears more important, while trust is shown essential for the duration. By proactively suggesting modal shift, transport providers can use expert power to create rewards and referent power, through recognition of their expertise. Building trust, particularly goodwill trust, such as time invested in understanding the other party, transparency about challenges and jointly seeking solutions, is key to establish long-term modal shifts. This paper contributes to modal shift literature with insights on power balances and trust between transport providers and shippers.

Purpose: Although it has been suggested that shippers’ demands regarding environmental practices appear to have an impact on the environmental work of LSPs, limited attention has been given to environmental practices in the relationships between LSPs and shippers. The purpose of this paper is to explore how dependencies between LSPs and shippers can influence the way in which environmental practices are coordinated in the relationships between them.

Design/methodology/approach: Four dyadic case studies, each consisting of one LSP and one shipper, provide the empirical basis for this paper.

Findings: Two types of dependencies are suggested as having an influence over the coordination of environmental practices in LSP-shipper relationships: dependence between LSPs and shippers as such; and dependence with regard to specific environmental practices. In addition, the environmental ambition of the actors is found to be of relevance when LSPs and shippers coordinate environmental practices between them. Based on these parameters, different coordination mechanisms for environmental practices in LSP-shipper relationships are discussed.

Research limitations/implications: The research is limited to four cases in a Swedish context. Additional cases might provide other insights into LSP-shipper relationships and thereby lead to modifications of the proposed conceptual framework.

Practical implications: The results can help both LSPs and shippers improve their work with environmental practices through the use of the appropriate coordination mechanisms in their inter-organisational relationships.

Originality/value: Contrary to previous research, which mainly takes one party’s perspective, this paper takes a dyadic approach and thereby adds valuable knowledge to the inter-organisational aspects of LSPs’ environmental work.