PurposeWhilst green distribution alternatives for consumers have the potential to decrease environmental impact from logistics, retailers struggle to provide such alternatives. The purpose of this paper is to increase the understanding of the factors that hinder retailers from offering green distribution alternatives to consumers.Design/methodology/approachThe paper relies on a multiple case-study of three cases, with one retailer constituting each case. Semi-structured interviews with seven respondents and visits to the retailers checkouts were used for data collection.FindingsThe offering of green distribution alternatives is a complex task for retailers, with barriers related to six categories (organisational, financial, retailer-logistic service provider (LSP) market, retailer-consumer market, governmental and technological barriers) obstructing the way forward. A process towards offering green distribution services, including barriers and potential mitigation strategies, is suggested.Research limitations/implicationsThe study is limited to a Swedish context, and further research could consider how barriers would manifest themselves in countries with other characteristics.Practical implicationsA framework with barriers and mitigation strategies offers guidance for managers within e-commerce.Social implicationsThe greening of logistics is an important quest towards world-wide sustainability goals, and this paper contributes with an increased understanding of how to decrease environmental impact from e-commerce distribution.Originality/valueThe paper is one of few that takes the consumer side of the greening of logistics into account, thus contributing with valuable perspectives to this scarce body of literature.

Purpose

Sustainability approaches across product supply chains are well-known, while similar knowledge on transport supply chains (TSC) is limited. The purpose of this paper is to explore sustainability approaches and managerial challenges in extending sustainability across a TSC.

Design/methodology/approach

This paper presents a case study of a TSC with a shipper, a third-party logistics firm and a hauler. Each actor’s views on sustainability-related communication and relations with other TSC actors are analyzed through the lens of agency theory.

Findings

Each dyad in the TSC reveals different, more or less collaboration-based approaches. Challenges are revealed, including the lack of shipper understanding for the TSC context and the use of immature contracts, which disincentivizes sustainability compliance. The multi-tier study object reveals the silencing of distant actors and the need for actors to take on mediating roles to bridge information asymmetries.

Research limitations/implications

Combining literature perspectives (relations, communication and agency theory) provides a deeper understanding of the approaches applied and identifies different challenges. The inclusion of agency theory reveals principal problems such as information asymmetries between agents and less-informed principals and suggests complementary labels of supply chain actors.

Practical implications

Practical contributions include the highlighting of managerial challenges, which can aid managers in extending sustainability across TCSs.

Social implications

The case study method offers insights into collaboratively improving sustainability in supply chains (such as using contracts), thus having social and environmental implications.

Originality/value

The paper narrows knowledge gaps about managing sustainability among logistics service providers and analyzes data from multi-tier actors.

Logistik spelar en viktig roll för e-handelns miljöpåverkan och e-handelns framfart medför att konsumenten i allt större utsträckning kan, och vill, påverka den miljömässiga hållbarheten i logistiken. Särskilt i den senare delen av försörjningskedjan, det som ofta kallas sista milen, så har konsumenten stor makt att påverka.

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?

Even if flat glass is 100% recyclable, only 1% is currently handled in circular or closed-loop supply chains (CLSCs) in Sweden. This has an unnecessary environmental impact, indicating not only the potential for more energy-efficient solutions but also the challenges that need to be understood. The purpose of this article is to increase the knowledge of challenges in applying different types of more or less energy-efficient CLSCs for flat glass. Through a literature review, an overview of CLSC types, together with challenges in different areas, is provided. The CLSC types and challenges are corroborated in a flat glass context, including focus groups and expert interviews. Four CLSC types-two CLSCs based on remanufacturing, one on reconditioning, and one on reuse-are identified. A framework provides implications for both literature and practice. It contains 19 challenges-such as lack of large-scale actors, lack of material knowledge, lack of knowledge of customers behavior, lack of promotion of flat glass CLSCs at many levels in society-in terms of both legislation and cost-and lack of business models-structured in four areas-material characteristics and quality, inefficient logistics systems, demand and supply, and means of control and costs. The least-applied CLSC includes almost every challenge and has a large upscaling potential, indicating the necessity of mitigating challenges. The framework identifies challenges not included in earlier flat glass literature. CLSC types are related to different challenge set-ups and different energy efficiency potentials, leading to expanded CLSC knowledge. One additional implication is that practitioners can identify potential CLSC types and understand their challenges from the perspective of several stakeholders. The participatory research methodology fills a methodological research gap within CLSC literature and provides important insights.

I takt med urbaniseringstrenden har fokus alltmer hamn-at på de logistiska utmaningarna i staden. För trendernapekar på fler transporter och snabbare transporter, vilketnästan oundvikligen medför att lastbilar som kör i stadeninte utnyttjar sin fulla lastningskapacitet. Därför är detviktigt att ta fasta på hur man med smartare logistikupp-lägg kan minska exempelvis trängsel och miljöpåverkan,samtidigt som mottagarna av gods erhåller en hög gradav leveransservice.

Purpose The green logistics literature remains undecided on how collaboration between shippers (i.e. logistics buyers) and logistics service providers (LSPs) may facilitate green logistics practices (GLPs). This paper identifies two types of collaboration mechanisms, relation specific and knowledge sharing, to systematically examine their influence on facilitating the different types of GLPs - as seen by shippers versus LSPs. Design/methodology/approach Survey responses of 169 shippers and 162 LSPs in Sweden were collected and analysed using exploratory- and confirmatory factor analysis, followed by multiple regression analysis. Findings The findings reveal that neither of the actors consistently favour a certain type of collaboration mechanisms for facilitating all types of GLPs. Although it was found that both actors share the same view on the role of collaboration mechanisms for some GLPs, their views took contrasting forms for others. Research limitations/implications This study contributes to the green logistics literature by incorporating a trilateral distinction to present collaboration recommendations for GLPs, based on (1) the collaboration mechanism at play, (2) the actors perspective and (3) the GLP in question. Practical implications Insights are offered to managers at shipper/LSP firms to apply the right ("fit for purpose") collaboration mechanisms in their relationships with their logistics partners with respect to the desired GLPs. Originality/value This is one of the first large-scale studies to systematically reveal in what way collaboration can facilitate the different types of GLPs.

Purpose This paper takes its starting point in the possibilities consumers have to influence the greening of distribution. It focuses on three key actors who can facilitate consumer influence, namely e-tailers, logistics service providers (LSPs) and the consumers themselves. The purpose is to illuminate consumers possibilities to influence the greening of distribution by exploring the communication between LSPs, e-tailers and consumers. Design/methodology/approach Website scans of the 40 largest Swedish e-tailers and ten LSPs were combined with interviews of three e-tailers and three LSPs. Findings The findings suggest that consumers at present have limited possibilities to influence the greening of distribution. One reason for this is the limited communication between LSPs, e-tailers and consumers. A gap in communication arises because e-tailers determine how to promote distribution alternatives on their websites, while it is the LSPs who develop and offer green distribution services. Research limitations/implications This paper provides a first step in our understanding of what is needed in order to facilitate green distribution decisions from e-consumers. Practical implications E-tailers can gain an increased understanding of their important role as facilitators of environmentally sound decisions for consumers through their design of websites. This study also highlights the need for LSPs to support e-tailers in this work. Social implications The study contributes to the societal striving towards zero greenhouse gas emission by focussing on decreasing environmental effects by using suitable logistics. Originality/value In contrast with previous research into the environmental impact of e-commerce distribution, this study investigates the possibilities consumers have to influence green logistics within e-commerce.

The sustainable logistics business case (SLBC) provides underlying argumentation to convince decision makers to approve initiatives within sustainable logistics. Little knowledge exists on how companies conduct SLBCs or the challenges that need to be addressed. The purpose of this paper is to explore how companies conduct SLBCs, to increase the understanding of how perceived challenges can be addressed. Potential challenges were identified in literature on business cases models in general and sustainable logistics business cases. As third-party logistics providers (3PL) are big contributors to emissions and often are responsible for designing logistics setups, they were focused in the empirical study. How SLBC were conducted was investigated based on interviews with managers responsible for conducting SLBCs and the responses triangulated with information derived from actual business cases. Despite the careful selection of 3PLs well ahead within the area, few challenges were perceived by the studied companies. This does not imply that challenges do not exist but can rather be described as a consequence of their pragmatic and inward-looking perspective. Examples of how to address challenges are provided. The compiled list of SLBC challenges provides an overview that was missing in literature. 

Research on inter-organizational supply chain interaction (IOSCI) for sustainability can be described as fast-growing and fragmented. It is uncertain to what extent logistics and supply chain management (SCM) literature has been able to close research gaps regarding e.g., empirical scope and sustainability dimensions addressed. A systematic literature review (SLR) is carried out to synthesize the existing knowledge and ongoing trends, and to propose a research agenda. The trend analysis shows that the gap between the environmental and social dimension is increasing, that Asian studies grow nearly exponentially, and that the focal firm perspective gains more ground. The research agenda calls for participatory studies of multiple actors and for studies addressing, e.g., the invisible logistics service providers. This study provides an important complement to existing literature reviews on sustainable supply chain interaction, primarily by its focus on the development over time, the empirical scope, the focus on publications in logistics/SCM journals, and its narrow focus on the interaction among firms in supply chains.

Urban consolidation centers (UCCs) are presumed to provide more efficient goods distribution in cities and lead to decreased environmental impact and energy usage. There is, however, limited knowledge as to the actual performance of UCCs, and what roles and perspectives the involved actors have in the performance measurement. The overall aim of this paper is to investigate the roles and perspectives of involved actors when estimating and evaluating the performance of UCCs. The article is based on a study of one case that evaluates the performance of a UCC involving several actors. Interviews were triangulated with documents from the case. The results showed that actors have different roles in performance measurements and even if they share a mutual interest in conducting the measurements, they did not share opinions regarding factors such as system limits or performance indicators. The study provides a deeper understanding of the importance of inter-organizational interaction when conducting performance measurements. The study provides additional insights into the roles of the actors and their perspectives in logistics performance measurement that targets energy usage and environmental impact. These aspects are seldom addressed in less complex estimations or mathematical modelling estimations.

Researchers and practitioners alike need support in the challenges to develop sustainable logistics, and one cannot afford to have a limited view of what constitutes sustainable logistics innovation (SLI). In order to inspire researchers and practitioners to expand their mindset when addressing sustainable logistics, the purpose of this paper is to develop a framework for classifying sustainable logistics innovations, and by classifying some SLIs evaluating the applicability of the framework. The study is based on a literature review within logistics innovation, sustainable innovation, and sustainable logistics innovation, resulting in a framework. It contains three areas: softness, extent of change and scope, which in turn contain nine dimensions. Interviews in three retailers acting in Sweden were conducted. SLIs were illustrated and classified in the framework. By moving outside how research so far has studied SLIs, examples of SLIs in logistics activities other than transport were identified, in forms aside from technological solutions, and in industries outside of logistics service providers. It was found that it was possible to classify SLIs in all dimensions, with some difficulties in extent of change in output, which also shows the applicability of the framework. Using the framework, SLIs can be understood in a more concrete and applicable way, which can inspire practitioners to develop and expand their efforts towards sustainable logistics. Therefore the study has implications for research, practice and society. Several suggestions for future research are presented.

Purpose - The development of more sustainable logistics calls for innovative thinking. In order to accelerate the development in the field, there is a need for increased understanding of the process behind successful implementation of sustainable logistics innovations (SLI). The purpose of this paper is to explore the SLI process, in order to identify critical factors, challenges as well as actors involved. Design/methodology/approach - A multiple-case study in six Swedish retailers and logistics service providers (LSPs), successful in SLI implementations, was conducted. Both within-case and cross-case analyses were applied. Findings - The SLI process consists of five phases. The positive relationship between formalisation and SLI success is supported. Critical activities and challenges not known from literature were found in each phase. Examples are the use of logistics and customer KPIs, quickness, developing simple concepts, using a sustainability business case template and selecting where to test SLIs. Some phases are involving many internal and external actors, while others involve few internal actors. Customers are not particularly involved, and retailers involve their LSP suppliers. Research limitations/implications - This study addresses the lack of empirical research in logistics innovation and has bridged the gap of innovation studies in other companies than in LSPs. Furthermore it has combined two developing areas, sustainable innovation and logistics innovation, into SLI. A number of critical activities and challenges, and complex patterns for actors involvement in the SLI process phases are explored as insights from particular cases; these results could be analytically generalised to theory. Practical implications - The practical implications lie in guiding managers who wish to improve sustainability and innovativeness in logistics and, consequently, business success. Knowledge from successful companies about which phases to go through in which sequence, which challenges that can be expected and who to include in the SLI process could imply that more companies focus on SLI. Social implications - Knowledge on how to include sustainability in a clear innovation process, e.g., by making strong business cases, should imply an accelerated development of sustainable logistics in society. Originality/value - This study addresses the lack of empirically-based research in logistics innovation and expands the concept to retailers.

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.

Purpose Urban consolidation centre (UCC) is a popular initiative targeting the challenge of negative environmental and social impacts from freight transports in cities. Despite this, UCC often fails in practice, which indicates a knowledge gap. Furthermore, research within the field can be described as fragmented, transdisciplinary and fast growing. The purpose of this paper is to provide an overview of the field by describing dominant categories and themes within the area, identify gaps in order to propose a future research agenda, and provide insights into the needs of practitioners. Design/methodology/approach A systematic literature review (SLR) targeting journal articles based on UCCs has been constructed with a supplementary snowball approach. A content analysis was performed to categorise themes in the research on UCCs and to identify research gaps, both within and outside the categories identified. Findings Despite substantial research on UCC, very little research ends up in academic journals. In all, 56 articles address UCC. The most common topics were the role of stakeholders, design of distribution structures and transport resources, environmental and social consideration, and economic considerations. Much focus is directed towards finding optimal solutions and designs for potential initiatives with very little, if any, consideration to financial viability or the management of the UCC initiative. Research limitations/implications This research points out existing gaps in the literature and proposes a future research agenda with UCCs as the focus. For example, although environmental and social arguments are often applied to justify the implementation of UCCs, few studies measure or evaluate their impact. Another important research gap is the economical consideration, both how to generate revenue and how to consider economies of scale. Practical implications The practical contribution of most studies is directed towards municipalities. Few findings are presented in a way to support companies. Additionally, by bridging the gaps related to how stakeholders can collaborate and describe what is happening in a UCC, practitioners can use such information as guidelines. Originality/value The results provide a research agenda for the fragmented research targeting UCCs, supporting the viability of future initiatives.

Abstract Although urban consolidation centres (UCC) worldwide have improved urban freight distribution and reduced externalities, other UCC initiatives have not materialised due to problems such as for example, business model limitations. All the same, researchers have rarely described business model components relevant to city logistics. In response, the purpose of this article is to analyse critical factors for viable business models of city logistics initiatives involving UCCs. Following an extensive literature review and multiple-case study of five initiatives with UCCs, we identified seven critical factors of viable city logistics business models: the ability to scale up and down the UCC solution; an ability to continuously develop and adapt to a dynamic environment; the important entrepreneurial role of the initiator as well; the acknowledgment of society; ability to innovate new services; logistics and supply chain management competence; and the ability to take full advantage of advanced IT. All seven factors describe continuously redeveloped business models seeking to seize new and unexpected opportunities, yet also indicate that city logistics systems require local authorities and municipalities to act as initiators, enablers, and customers. The models also underscore differences between purely commercial and purely municipal city logistics initiatives.

Purpose - Urban consolidation centres (UCCs) are often conceived to improve services in retail stores and potentially reduce costs. However, few studies have examined how retail stores perceive the services a UCC could provide. The purpose of this paper is to explore retail stores potential demands for different services that a UCC could provide in order to foster the development and implementation of UCC solutions aimed towards more economically feasible business models. Design/methodology/approach - Structured interviews were conducted with employees at 72 retail stores. Qualitative, as well as quantitative analyses, were conducted to identify the potential demands of the retail stores. Findings - The authors have provided arguments why retail stores might be interested in UCC services, and thereby potentially pay for them. Improved customer service to stores customers might not be a valid argument. The authors point to the cost aspect: stores expend resources that a UCC could provide in a more cost-efficient manner. Research limitations/implications - The findings contradict previous studies to some extent, as it indicates that a UCC may actually not enhance customer service in retail stores. Instead, the findings point to the importance of considering the potential advantages according to economies of scale that are facilitated by UCC services. Practical implications - Taking the perspective of the stores is important in order to identify arguments for why they should pay for the services provided by a UCC. Social implications - Financially viable UCC solutions are needed in order for the initiatives to be maintained and thereby provide a long-term decrease in the environmental and social footprints caused by urban freight. Originality/value - This study answers the call for research addressing retailers perspective in urban logistics, as it takes a demand-driven perspective of the development of UCC services. Furthermore, by highlighting services requested by retail stores, it can guide the financing of UCC initiatives, an aspect that has been lacking.

Purpose – The purpose of this paper is to explore and illustrate ways in which the world’s largest retailers describe their logistics-related environmental considerations, their environmental indicators applied to measure the effects of these considerations and their environmental consciousness in their CSR reports.

Design/methodology/approach – Classification models are developed via a literature review on logistics-related environmental considerations, indicators and consciousness. A content analysis approach is then applied to examine CSR reports from 12 of the world’s largest retailers.

Findings – Few retailers show environmental considerations in all logistics activities, but purchasing is especially well described. Even if many retailers claim to use the Global Reporting Initiative (GRI) framework, no one uses is completely. Judging consciousness from CSR reports raised a number of questions.

Research limitations/implications – A contribution to theory is the development of two classification models. The first provides a description structure for environmental considerations related to logistics activities. The second expands the GRI indicator framework by incorporating a structure for logistics activities.

Practical implications – The classification models developed can be an important mean for managers and also consumers to judge the environmental sustainability of retailers by their CSR reports.

Social implications – The study makes a social contribution with its input on sustainability and especially environmental issues.

Originality/value – Few studies have focused upon environmentally sustainable logistics in retail chains, and even fewer address how to measure environmental sustainability in this context.

Purpose– The purpose of this paper is to present a content analysis of corporate social responsibility (CSR) reports published by logistics service providers (LSPs), and to analyse factors influencing the level and scope of reporting. In order to address this objective, the authors show to what extent various social and environmental categories are covered in the CSR reports. The authors also investigate whether any differences in the use of CSR indicators can be found with regard to the use of a formal reporting framework, the size of a company, location of its headquarter, and ownership structure.

Design/methodology/approach– The study begins with a comprehensive literature review on the CSR policies and practices in relation to the field of logistics. A database of 350 international LSPs is compiled based on independent rankings of top logistics companies. Applying a content analysis approach, corporate web sites and CSR reports are examined in order to investigate how sustainability is reported and what CSR-related indicators are published. Statistical analysis is carried out to provide insight into whether any differences in the use of CSR indicators can be found with regard to four key factors identified in the literature review.

Findings– Although aspects of sustainability are mentioned on corporate web sites of most LSPs in the database (53 per cent), only 13 per cent publish formal CSR reports. This research identifies a variety of indicators used by LSPs and shows that the use of a formal reporting framework and the size of a company are the two main factors influencing the levels of CSR reporting in the sector.

Practical implications– This paper provides an insight into how transparently LSPs report on the sustainability of their performance. LSPs can compare their own CSR reporting approaches to the body of scientific literature and the findings presented in this paper, in order to adapt more general concepts and best practice evidence to their needs.

Social implications– By focusing on best practice in reporting of the environmental and social performance, this research can potentially improve the long-term sustainability of the logistics sector.

Originality/value– This is the first study providing a comprehensive review of the CSR reporting practice in the third party logistics sector. As such, this paper provides an important basis for CSR-related research in the field of logistics and supply chain management. Several areas for future research are also identified.

Municipalities play an important role in the development of sustainable societies, particularly by way of public procurement. Within this area, municipal governments can significantly impact the environment by placing environment-conscious demands on the products and services purchased. At the same time, municipalities are largely responsible when it comes to decreasing the fastest growing source of CO₂ emissions in urban areas: road transport. Yet, while much has been done to curb the environmental impact of passenger transport, freight transport seems to have been nearly forgotten. Some Swedish municipalities have set a good example by coordinating the distribution of goods to their facilities and by separating the purchases of goods from those of distribution services. Although municipalities claim that cooperation and knowledge dissemination are central to developing sustainability management, it remains unclear how such should be applied to coordinated urban freight distribution. This paper thus aims to describe and analyse activities in Swedish municipalities' developmental processes of promoting the coordinated freight distribution of goods, in order to identify which activities of knowledge dissemination and collaboration should be prioritised. Empirical data were gathered from interviews, the Internet, and brochures for initiatives taken by Swedish municipalities. Results indicate that the initiatives demonstrate several similarities and differences, as well as provide examples of how knowledge can be integrated into municipal organisation. Above all, results indicate a need for increased collaboration among actors to make freight transport in Swedish cities more efficient, as well as that increased knowledge transfer can help municipalities to overcome several of their weaknesses.

Purpose – The purpose of this paper is to investigate the inclusion of environmental performance in transport contracts, and to study whether differences in inclusion can be explained by managerial involvement.

Design/methodology/approach – The study is based on a survey of shippers and logistics service providers in Sweden. Regression and cluster analysis were used to link managerial involvement to inclusion of environmental performance.

Findings – Companies that include environmental performance in transport contracts do not necessarily consider how to measure the environmental performance and how to handle non-compliance. The most common performance metrics to include are CO2 emissions and energy use. A higher degree of managerial involvement is related to larger inclusion of environmental performance. Findings also indicate that transportation managers play a very central role for inclusion of environmental performance in contracts.

Research limitations/implications – The paper offers a theoretical contribution to transport contract and performance management theory by expanding it to encompass environmental performance. The authors provide some descriptive and explanatory results in a Swedish context.

Practical implications – The managerial contribution is to show practices and provide an understanding of the use of contracts for environmental performance, which in analogy with previous research can lead to environmental performance improvements.

Originality/value – Few identified studies focus on regulating environmental performance in transport contracts.

Purpose: Environmental performance measurement systems (EPMS) in supply chains are increasingly important. The aim of this paper is to investigate the purposes of having an EPMS in logistics and in what ways the purpose of an EPMS can influence its focus in the supply chain. Design/methodology/approach: The study is based on a survey of shippers and logistics service providers in Sweden. Exploratory factor analysis grouped the EPMS purposes. Regression analysis investigated the relation between EPMS purpose and supply chain focus. Findings: Those companies that had an EPMS had several purposes. The most common EPMS purpose was target setting. The seven purposes could be grouped into one external demand and one internal management factor. The most common focus was company-internal, and the least common was to have a downstream focus. Significant relationships were verified between EPMS purpose and supply chain focus; companies seem to design their EPMS mainly out of internal management purposes. Research limitations/implications: The study contributed to theory on performance measurement in logistics by expanding it to include environmental performance. The richest theoretical contribution is related to the descriptive first research question, which provided theoretical structures and empirical knowledge on EPMS, which to the best of our knowledge has not been published before. Logical, valid and reliable factors or scales for measuring the purpose of EPMS were provided. The conceptualized relation between EPMS purpose and focus is an additional theoretical contribution. Practical implications: Managers are provided with descriptions, structure and input to EPMS design. This paper has increased the understanding on EPMS design, related both to the own company's and other supply chain actors' EPMS. It indicates the complex practices of having many purposes for the EPMS and offers explanation to why companies may be reluctant to expand EPMS beyond their company boundaries. Originality/value: Despite the increasing importance of environmental performance, few studies on EPMS are conducted. This study expands performance measurement knowledge by providing empirical evidence in a Swedish context.

Researchers and society devote increasing interest to environmental impact assessments. The study here discusses and questions current assessment models by relating them to inter-organizational network analyses, and demonstrates that single entities as the basis for environmental impact assessments may not be in the best interests of society. Three case studies focusing on logistical solutions illustrate environmental effects on a single-entity and a network level. The paper concludes that considering environmental impacts on a single-entity level disregards indirect effects, which in turn has consequences for the environment. The paper points to the importance of identifying the appropriate level for analysis of environmental impacts since the single entity as the basis for assessments may undermine environmentally friendly intentions.

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: 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.

Awareness of the business environment in which a company operates is important for its success in purchasing. Consideration to the natural environment is increasingly important for long-term success of purchasing. A mail survey is used to investigate the character of different factors that can influence the environmental purchasing of transportation services. Factor analysis suggests that the factors can, to a large extent, be grouped according to actors involved. The largest factors regard the internal management, image, resources of the firm, customer demands, carriers and governmental means of control. Most factors work as drivers. Some differences have been identified when comparing the surrounding environment of the environmental purchasing of transportation services and the surrounding environment commonly described in the more general purchasing and environmental management literature. The uniqueness of this study can be found in the large number of contingency factors considered, the focus on purchase of transportation services, as well as in the Swedish context in which the study has been conducted.

Purpose – The purpose of this paper is to develop a benchmark tool that can be applied to improve corporate social responsibility (CSR) in purchasing. The tool has been tested on two companies that illustrate how the benchmarking tool can be applied.

Design/methodology/approach – A literature review provides arguments for the importance of a benchmarking tool in the area of social responsible purchasing. The literature review also provides information about the practices and activities that can be applied as well as a structure for these. Empirical data are based on the sustainability reports of two companies.

Findings – A benchmarking tool for social responsible purchasing is developed. The tool facilitates companies in their structuring, categorising and presenting of relevant data in order to benchmark their social responsibility in purchasing. The testing of the tool provided concrete examples of activities that can be used to address different aspects of CSR in purchasing.

Practical implications – The largest contribution is the development of a benchmarking tool that can be of great help for companies and organisations in their striving towards increased social responsibility in purchasing. The tool provides guidance to companies who want to understand the areas in which their strengths and weaknesses lie. The paper can also inspire and motivate companies to discover and try new ideas and ways to address CSR matters in purchasing.

Originality/value – The paper develops a benchmarking tool that can be applied in the area of corporate social responsible purchasing.

 Purpose – This paper aims to describe how research literature and logistics practitioners respectively describe the link between logistics and corporate social responsibility, focusing on the link between strategic logistics change (location, capacity and number of facilities as well as the design of supplier and customer network) and labor rights.

Design/methodology/approach – A literature review on the topics corporate social responsibility, green logistics and sustainable supply chain management was performed. A mail survey (103 respondents) was conducted in order to explore how strategic logistics changes have influenced corporate social responsibility. Step-wise regression analyses were used to identify relationships between strategic logistics decision making and the influence on labor rights.

Findings – There is a general unanimity in literature that logistics is an important area with regards to corporate social responsibility. Eight significant relations were identified linking strategic logistics changes to changes in the consideration of labor rights.

Practical implications – The study provides an understanding of how corporate social responsibility, focusing on labor rights, is influenced by strategic logistics changes. This can increase the understanding and the need for taking labor rights aspects into consideration in strategic logistics decision making as well as identification of what aspects of labor rights that are most important to consider in different types of logistics changes.

Originality/value – This study shows the importance of considering social responsible aspects regarding labor rights in strategic logistics decision making. Furthermore, as the empirical data are based on a Swedish sample it is an important complement to current, often American, studies within the field.