Martinsen 2013a - Revision history

Scipediacontent at 15:13, 26 January 2021

2021-01-26T15:13:52Z

Scipediacontent at 17:04, 21 January 2021

2021-01-21T17:04:50Z

Scipediacontent: Scipediacontent moved page Draft Content 346170171 to Martinsen 2013a

2021-01-21T14:36:20Z

Scipediacontent moved page Draft Content 346170171 to Martinsen 2013a

Scipediacontent: Created page with " == Abstract == It is well-recognised that companies are under pressure to take responsibility for the environmental impact of their operations. Logistics service providers (..."

2021-01-21T14:36:17Z

Created page with " == Abstract == It is well-recognised that companies are under pressure to take responsibility for the environmental impact of their operations. Logistics service providers (..."

New page

== Abstract ==

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 LSPsâ 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 activitiesâ 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 shippersâ 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 shipperâs 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 actorsâ 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. MÃ¥nga fÃ¶retag kÃ¤nner av pressen av agera fÃ¶r att minska sin miljÃ¶pÃ¥verkan. Flera fÃ¶retag har ocksÃ¥ insett att ett sÃ¥dant agerande Ã¤ven har affÃ¤rsmÃ¤ssiga fÃ¶rdelar. NÃ¤r det gÃ¤ller miljÃ¶pÃ¥verkan sÃ¥ tillhÃ¶r logistikfÃ¶retagen, till stor del pÃ¥ grund av sina transporter, de fÃ¶retag som insett att nÃ¥got mÃ¥ste gÃ¶ras. MÃ¶jligheten fÃ¶r dessa fÃ¶retag att gÃ¶ra olika miljÃ¶Ã¥tgÃ¤rder pÃ¥verkas av varuÃ¤garna som kÃ¶per logistikfÃ¶retagens tjÃ¤nster. Som en fÃ¶ljd av detta blir lÃ¤nken mellan dessa fÃ¶retag â relationen â viktig fÃ¶r att mÃ¶jliggÃ¶ra fÃ¶rbÃ¤ttringar nÃ¤r det gÃ¤ller pÃ¥verkan frÃ¥n logistiken. Denna avhandling har som syfte att beskriva och fÃ¶rklara hur aktÃ¶rer i fÃ¶rsÃ¶rjningskedjan, med ett speciellt fokus pÃ¥ relationer mellan logistikfÃ¶retag och varuÃ¤gare, kan inkludera miljÃ¶Ã¥tgÃ¤rder i sina relationer med varandra. FÃ¶r att Ã¶ver huvud taget kunna diskutera miljÃ¶Ã¥tgÃ¤rder i relationer mellan logistikfÃ¶retag och varuÃ¤gare sÃ¥ Ã¤r det viktigt att veta vad fÃ¶r typer av miljÃ¶Ã¥tgÃ¤rder detta kan rÃ¶ra sig om. FÃ¶rsta forskningsfrÃ¥gan i avhandlingen behandlar detta och i avhandlingen identifieras ett antal sÃ¥dana Ã¥tgÃ¤rder. Det kan rÃ¶ra sig om relativt tekniska Ã¥tgÃ¤rder sÃ¥ som alternativa brÃ¤nslen, olika typer av fordon och energieffektiv kÃ¶rning, till Ã¥tgÃ¤rder som handlar om styrning av logistiken, sÃ¥ som design av logistiksystemen, till Ã¥tgÃ¤rder som Ã¤r vÃ¤ldigt relationsspecifika som exempelvis specifika projekt eller miljÃ¶grupper. Med avstamp i de identifierade Ã¥tgÃ¤rderna analyseras sedan relationerna mellan logistikfÃ¶retag och varuÃ¤gare i nÃ¥gra olika steg. En jÃ¤mfÃ¶relse mellan logistikfÃ¶retagens och varuÃ¤garnas perspektiv pÃ¥ de miljÃ¶Ã¥tgÃ¤rder som erbjuds, efterfrÃ¥gas samt ingÃ¥r i relationerna dem emellan visar att logistikfÃ¶retagen ofta kan tillgodose sina kunders Ã¶nskemÃ¥l. Samtidigt som detta visar att varuÃ¤garnas Ã¶nskemÃ¥l verkar vara uppfyllda, sÃ¥ finns det en frustration frÃ¥n varuÃ¤garnas sida Ã¶ver att logistikfÃ¶retagen inte Ã¤r mer proaktiva. En av anledningarna till detta kan vara maktbalansen mellan logistikfÃ¶retag och varuÃ¤gare. Resultaten i avhandlingen pekar nÃ¤mligen pÃ¥ att varuÃ¤garna oftast har makten Ã¶ver logistikfÃ¶retagen, vilket verkar leda till att varuÃ¤garens ambitioner gÃ¤llande miljÃ¶ ofta Ã¤r det som sÃ¤tter agendan fÃ¶r vilka miljÃ¶Ã¥tgÃ¤rder som inkluderas i relationen mellan dessa fÃ¶retag. Vidare sÃ¥ kan de miljÃ¶Ã¥tgÃ¤rder som ingÃ¥r i en relation mellan logistikfÃ¶retag och varuÃ¤gare koordineras pÃ¥ olika sÃ¤tt och flera sÃ¥dana tas upp i avhandlingen. Resultaten pekar Ã¤ven pÃ¥ att maktbalansen i relationerna pÃ¥verkar i vilken grad miljÃ¶Ã¥tgÃ¤rder inkluderas i relationer mellan logistikfÃ¶retag och varuÃ¤gare samt hur dessa koordineras. En matris, som bygger pÃ¥ logistikfÃ¶retagets och varuÃ¤garens ambitioner gÃ¤llande miljÃ¶ fÃ¶r en specifik relation, sammanfattar resultaten i avhandlingen. Beroende pÃ¥ om denna ambition Ã¤r hÃ¶g eller lÃ¥g fÃ¶r de bÃ¥da aktÃ¶rerna pÃ¥verkar i sin tur mÃ¶jligheten fÃ¶r varje typ av relation att arbeta mot grÃ¶na fÃ¶rsÃ¶rjningskedjor.

== Original document ==

The different versions of the original document can be found in:

* [http://liu.diva-portal.org/smash/get/diva2:679084/FULLTEXT01 http://liu.diva-portal.org/smash/get/diva2:679084/FULLTEXT01]

* [http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-102564 http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-102564]

* [http://liu.diva-portal.org/smash/get/diva2:679084/FULLTEXT01.pdf http://liu.diva-portal.org/smash/get/diva2:679084/FULLTEXT01.pdf],
: [http://dx.doi.org/10.3384/diss.diva-102564 http://dx.doi.org/10.3384/diss.diva-102564]

* [http://liu.diva-portal.org/smash/get/diva2:679084/FULLTEXT01.pdf http://liu.diva-portal.org/smash/get/diva2:679084/FULLTEXT01.pdf],
: [http://www.diva-portal.org/smash/record.jsf?pid=diva2:679084 http://www.diva-portal.org/smash/record.jsf?pid=diva2:679084],
: [https://trid.trb.org/view/1367637 https://trid.trb.org/view/1367637],
: [http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-102564 http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-102564],
: [http://liu.diva-portal.org/smash/get/diva2:679084/FULLTEXT01 http://liu.diva-portal.org/smash/get/diva2:679084/FULLTEXT01],
: [http://liu.diva-portal.org/smash/record.jsf?pid=diva2:679084 http://liu.diva-portal.org/smash/record.jsf?pid=diva2:679084],
: [https://academic.microsoft.com/#/detail/2153681384 https://academic.microsoft.com/#/detail/2153681384]

@@ Line 2: / Line 2: @@
 == Abstract ==
-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.
+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.  Många företag känner av pressen av agera för att minska sin miljöpåverkan. Flera företag har också insett att ett sådant agerande även har affärsmässiga fördelar. När det gäller miljöpåverkan så tillhör logistikföretagen, till stor del på grund av sina transporter, de företag som insett att något måste göras. Möjligheten för dessa företag att göra olika miljöåtgärder påverkas av varuägarna som köper logistikföretagens tjänster. Som en följd av detta blir länken mellan dessa företag – relationen – viktig för att möjliggöra förbättringar när det gäller påverkan från logistiken. Denna avhandling har som syfte att beskriva och förklara hur aktörer i försörjningskedjan, med ett speciellt fokus på relationer mellan logistikföretag och varuägare, kan inkludera miljöåtgärder i sina relationer med varandra. För att över huvud taget kunna diskutera miljöåtgärder i relationer mellan logistikföretag och varuägare så är det viktigt att veta vad för typer av miljöåtgärder detta kan röra sig om. Första forskningsfrågan i avhandlingen behandlar detta och i avhandlingen identifieras ett antal sådana åtgärder. Det kan röra sig om relativt tekniska åtgärder så som alternativa bränslen, olika typer av fordon och energieffektiv körning, till åtgärder som handlar om styrning av logistiken, så som design av logistiksystemen, till åtgärder som är väldigt relationsspecifika som exempelvis specifika projekt eller miljögrupper. Med avstamp i de identifierade åtgärderna analyseras sedan relationerna mellan logistikföretag och varuägare i några olika steg. En jämförelse mellan logistikföretagens och varuägarnas perspektiv på de miljöåtgärder som erbjuds, efterfrågas samt ingår i relationerna dem emellan visar att logistikföretagen ofta kan tillgodose sina kunders önskemål. Samtidigt som detta visar att varuägarnas önskemål verkar vara uppfyllda, så finns det en frustration från varuägarnas sida över att logistikföretagen inte är mer proaktiva. En av anledningarna till detta kan vara maktbalansen mellan logistikföretag och varuägare. Resultaten i avhandlingen pekar nämligen på att varuägarna oftast har makten över logistikföretagen, vilket verkar leda till att varuägarens ambitioner gällande miljö ofta är det som sätter agendan för vilka miljöåtgärder som inkluderas i relationen mellan dessa företag. Vidare så kan de miljöåtgärder som ingår i en relation mellan logistikföretag och varuägare koordineras på olika sätt och flera sådana tas upp i avhandlingen. Resultaten pekar även på att maktbalansen i relationerna påverkar i vilken grad miljöåtgärder inkluderas i relationer mellan logistikföretag och varuägare samt hur dessa koordineras. En matris, som bygger på logistikföretagets och varuägarens ambitioner gällande miljö för en specifik relation, sammanfattar resultaten i avhandlingen. Beroende på om denna ambition är hög eller låg för de båda aktörerna påverkar i sin tur möjligheten för varje typ av relation att arbeta mot gröna försörjningskedjor.
 == Original document ==

← Older revision	Revision as of 14:36, 21 January 2021
(No difference)