| 1. |
- Björklund, Maria, 1973-, et al.
(författare)
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E-consumers’ role in greening distribution
- 2019
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- 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.
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| 2. |
- Björklund, Maria, 1973-, et al.
(författare)
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Konsumentens vitala roll för miljösmart logistik
- 2018
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Ingår i: Supply chain effect. ; 5, s. 18-22
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Tidskriftsartikel (populärvet., debatt m.m.)abstract
- 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.
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| 3. |
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| 4. |
- Haag, Linnea, 1992-, et al.
(författare)
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Supply chain capabilities for facilitating the internationalisation of retailers : a multiple case study of three Swedish retail companies
- 2019
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Ingår i: International Review of Retail Distribution & Consumer Research. - : Routledge. - 0959-3969 .- 1466-4402. ; 29:3, s. 321-339
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Tidskriftsartikel (refereegranskat)abstract
- 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.
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| 5. |
- Haag, Linnea, 1992-
(författare)
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The Supporting Role of Logistics during the Early Stage of Retail Internationalisation
- 2019
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Licentiatavhandling (övrigt vetenskapligt/konstnärligt)abstract
- Retail internationalisation refers to the establishment of retailers into foreign sales markets and is an important success factor for many retail chains. Logistics has been acknowledged as an important prerequisite and key component of retail internationalisation, enabling physical distribution to new foreign markets as well as ensuring customer satisfaction in terms of on-time delivery and product availability. Despite the recognition of logistics, logistics managers struggle to adapt their logistics organisation and operations in order to efficiently and effectively support retail internationalisation due to the complexity of operating in multiple markets. Previous research seldom mentions how logistics supports retail internationalisation, especially when retail chains are at the beginning of their retail-internationalisation journey. By exploring the supporting role of logistics during the early stage of retail internationalisation, retailers can better understand how logistics organisation and operations can be organised in order to successfully expand into foreign sales markets. Therefore, the purpose of this licentiate thesis is to:Explore the supporting role of logistics during the early stage of retail internationalisation.This licentiate thesis is based on an abductive, multiple-case-study approach that combines empirical data with literature in an iterative process in order to explore the supporting role of logistics during the early stage of retail internationalisation. The selected case companies were three large-sized Swedish retail chains that have recently established themselves into nearby foreign sales markets.The findings of this licentiate thesis suggest that logistics plays both a reactive and a proactive supporting role during the early stage of retail internationalisation. The reactive supporting role refers to logistics that adapts to predetermined conditions set by the retail company’s top management team. As a reactive supporter, the logistics organisation is typically involved at an operational level and scales up its logistics operations in order to supply multiple markets. Beyond its reactive role, logistics can also play a proactive supporting role. This refers to its involvement at a strategic level within the retail company where it can influence the conditions of retail internationalisation. When logistics is involved more proactively, its operations can become better aligned with the other company operations involved in retail internationalisation. Furthermore, proactive logistics support enables more efficient and effective logistics that can better cope with increased complexity as well as more effectively keeping track of logistics costs. In addition to these findings, the importance of top management has been identified as a key aspect of proactive logistics support. More specifically, logistics competence within the top management team enables logistics to be prioritised at a strategic level and to be better integrated during retail internationalisation, including during individual establishments into new markets. The findings also suggest that the importance of logistics increases over time during retail internationalisation. The more markets the retailer enters, the more important efficient logistics becomes in order to deal with both complexity and logistics costs. By involving proactive logistics from the start of retail internationalisation, retail chains can more efficiently and effectively establish into and operate within foreign sales markets, which in turn supports a sustainable retail internationalisation.One of the main academic contributions of this licentiate thesis has been to study logistics in the specific context of retail internationalisation, which has previously not been researched in any great detail. In addition, logistics has often been studied as a static aspect, but in this thesis it is studied from a dynamic perspective in order to understand how its supporting role changes over time during the early stage of retail internationalisation. Another important contribution is that the role of logistics has been studied from both a strategic and an operational level, as previous research has mostly focused on the strategic level of logistics related to retail internationalisation. In terms of practical contributions, this licentiate thesis clarifies the logistics characteristics and supply-chain capabilities that support the early stage of retail internationalisation. This licentiate thesis can also help practitioners to better prepare their logistics organisation and logistics operations for a future retail internationalisation, as well as helping them to avoid making logistical mistakes during the early stage of retail internationalisation.
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| 6. |
- Huge-Brodin, Maria, 1966-, et al.
(författare)
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Sustainable Logistics Service Providers : A strategic perspective on green logistics service provision
- 2015
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Ingår i: Proceedings from the 20th Annual Logistics Research Network Conference. - Derby : The Chartered Institute of Logistics and Transport & Derby University. - 9781904564508 ; , s. 1-8
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Konferensbidrag (refereegranskat)abstract
- 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 greenerPractical 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.
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| 7. |
- Rogerson, Sara, 1975, et al.
(författare)
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Internal coordination to enable high load factor
- 2017
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Ingår i: The International Journal of Logistics Management. - : Emerald Group Publishing Limited. - 0957-4093 .- 1758-6550. ; 28:4, s. 1142-1167
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Tidskriftsartikel (refereegranskat)abstract
- 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.
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| 8. |
- Rogerson, Sara, et al.
(författare)
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Markant ökad fyllnadsgrad med intern koordinering
- 2016
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Ingår i: Supply chain effect. - : Supply Chain Effect. ; :4, s. 23-26
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Tidskriftsartikel (populärvet., debatt m.m.)abstract
- 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.
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| 9. |
- Rogerson, Sara, et al.
(författare)
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The impact of power balances and trust on modal shift possibilities
- 2019
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- PurposeFor 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/approachThis 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. FindingsThe 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/valueContrary 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 paperFor 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/approachThis 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/implicationsThis 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 implicationsActors, 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.
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| 10. |
- Sallnäs, Uni, 1981-
(författare)
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Coordination to manage dependencies between logistics service providers and shippers : An environmental perspective
- 2016
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Ingår i: International Journal of Physical Distribution & Logistics Management. - : Emerald Group Publishing Limited. - 0960-0035 .- 1758-664X. ; 46:3, s. 316-340
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Tidskriftsartikel (refereegranskat)abstract
- 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.
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| 11. |
- Sallnäs, Uni, 1981-, et al.
(författare)
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De-greening of logistics? : Why environmental practices flourish and fade in provider-shipper relationships and networks
- 2018
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Ingår i: Industrial Marketing Management. - : Elsevier. - 0019-8501 .- 1873-2062. ; 74, s. 276-287
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Tidskriftsartikel (refereegranskat)abstract
- In the challenge of making transports and logistics greener, logistics service providers (LSPs) play a central role as the operators of freight transport. Their customers, the shippers, also play an important role in environmental development. Research has identified discrepancies between LSPs and shippers in their environmental practices. This paper takes a relational approach addressing these discrepancies, and the purpose is to develop the understanding of why environmental practices can both flourish and fade in provider-shipper relationships and networks. Paradoxes provide a theoretical lens, while an in-depth case study of two networks provides the empirical basis for the paper. The networks include relationships between LSPs and shippers. Findings show that paradoxes help to raise contextual awareness in the greening of these relationships. Paradoxes in many instances cause environmental practices to fade. One example is when an LSP's environmental ambition gives opportunities for environmental practices, but is limited by the financial goals of the shippers. Findings also indicate that if there are possibilities to relax the paradoxes, environmental practices may instead flourish in the relationships. One example of such a relaxation is environmental competence sustained and cultivated by an LSP, since such competence can increase the power position of the LSP.
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| 12. |
- Sallnäs, Uni, 1981-, et al.
(författare)
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Exploring retailers’ learning towards greener supply chains
- 2019
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- PurposeIn order for retailers to decrease environmental impact from logistics, there is a need for a better understanding of what can be done from a retailer perspective in their relationships with logistics service providers (LSPs). This paper aims to explore how retailers can learn in order to become more environmentally sustainable in their relationships with LSPs.Design/methodology/approachThe paper is based on an in-depth, single case study of a Swedish retailer. The paper relies on learning theories, which are applied to the case study that is of longitudinal nature and covers a period of six years. FindingsFindings indicate that there are different ways to learn in order to improve environmental sustainability in relationships with LSPs. Specifically, both single- and double-loop learning is of relevance. In terms of what can be learnt, the results suggest a number of different learning items that have potential to contribute to a decrease in environmental impact.Research limitations/implicationsThis paper presents a first attempt to categorise different ways of learning for retailers who want to improve their environmental sustainability in relationships with LSPs. Deeper analysis is needed to understand if the learning items can be divided into more specific categories, such as different types of environmental practices (e.g. technological or managerial).Practical implicationsThe results will provide retailers with a better understanding of how to take the next step in terms of greening their relationships with LSPs. Environmentally ambitious LSPs can, in turn, benefit from deeper insight into their customers’ internal work and take action based on this knowledge.Original/valueDue to its longitudinal approach and the application of theory on organisational learning, this paper offers a novel perspective on retailers’ strive in increasing environmental sustainability in relationships with LSPs.
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| 13. |
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| 14. |
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| 15. |
- Sallnäs, Uni, 1981-, et al.
(författare)
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The influence of power and trust on potential for modal shift
- 2019
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- PURPOSEIt is well-recognised that logistics and transports cause large negative environmental effects and there are a number of environmental practices suggested to decrease these effects and lead to more sustainable logistics. One of these is modal shift, from for example road to more energy-efficient alternatives, such as rail and sea. A difficulty with such a shift is the many actors that need to be involved in order to induce and maintain change. Both shippers and transport providers have crucial roles in inducing and maintaining modal shift. Transport providers respond to shippers' demands. Transport providers may suggest transport solutions using rail and sea, but shippers ultimately make the decision, and may need to change how they formulate their needs or control transport providers. Thus, inter-organisational aspects such as power balances and trust between actors likely have an impact on potential for modal shift. The purpose is therefore to explore how power balances and trust between shippers and transport providers influence a shift from road to more environmentally sustainable modes of transport.RESEARCH APPROACHDrawing on inter-organisational theories, aspects of power and trust that can have an impact on modal shift potentials are identified, including a number of power bases. Interviews with shippers as well as logistics service providers provide the empirical basis for the paper.FINDINGS AND ORIGINALITYFindings point to both trust and power as highly relevant aspects of inter-organisational interaction in the context of modal shift. In terms of power, possession of a number of power bases, such as expert power and referent power, by shippers and transport providers are important. Further, these power bases are of more importance in the initial stages of modal shift, i.e. as facilitators to induce change, than later on in the process. Trust, on the other hand, appears to be equally important to induce and maintain a shift in modes. While trust appears only as an enabler of modal shift, power bases can act as both enablers and barriers.RESEARCH IMPACTThis research contributes to the green logistics literature in that it addresses modal shift. While drivers and barriers to modal shift for individual actors have been described in earlier literature, this paper addresses the need for interaction between shippers and transport providers. Specifically, the influence of power and trust on the potential for modal shift is outlined.PRACTICAL IMPACTThe identification of aspects of trust and power balances in this context may have a direct impact on modal shift being realised or not. For the actors directly involved in the modal shift, i.e. shippers and transport providers, the results will increase the understanding of what facilitates and hinders modal shift to more energy-efficient modes of transport. For policy-makers, which have a clear aim towards a modal shift of goods flows to rail and sea, the increased understanding of the importance of inter-organizational aspects impact on modal shift is valuable when directing new policies.
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