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The size of the logistics market is typically estimated from the national accounting and market data. However, this data does not take certain in-house logistics services into account and most likely underestimates the true size of the market. The purpose of this paper is to develop a method for estimating the potential size of the logistics market in terms of overall logistics expenditure and to also account for in-house services.

The research approach involves combining longitudinal industry- and firm-level turnover data, incorporating survey data from Finland on logistics outsourcing and costs, and calculating yearly logistics expenditure and the market demand for logistics services. Descriptive statistics, weighted arithmetic means and analyses of variance are employed in the estimations.

The research suggests and demonstrates a rigorous method for estimating the size of the logistics market, including both market-based demand and in-house services.

The empirical data used to illustrate the result are limited to a single country. The methodology should be further validated with data from other countries. The quality of the survey data could be improved by targeting multiple informants from a single firm.

One outcome of the research is that policymakers will be better able to estimate the size of the logistics market on a national level. For service providers, the results provide additional information on the market potential of logistics services.

The novelty of the research lies in combining multiple data sources and expanding the estimation of the logistics market to include services provided in-house.

The purpose of this paper is to present the results of an exploratory literature review investigating the similarities and differences in TQM implementation between 3PL organisations and organisations with an in-house logistics function.

The authors collected all relevant papers covering both types of organisations implementing TQM worldwide in a time period from 1991 until today. The aim was to identify key papers and analyse its contents based on the quality of services provided by these two types of organisations.

The survey contains information about the forces that encourage managers to implement quality practices in the logistics function, the reasons that impeded the implementation of such a quality programme, the quality methods being used and also the level of their satisfaction with the current quality management in logistics.

This paper only mentioned the principal papers that have been published globally from 1991 – today.

The present study is one of the few that reviewed literature from the year 1991 – today in order to provide a comparison of quality management practices between 3PLs and in-house Logistics organisations.

This paper investigates customer perceptions on three key logistics outsourcing decisions: why to outsource, what to outsource and how to manage satisfaction within third party logistics providers (3PLs) partnerships. In addition to an analysis of the current literature, a Europe‐wide postal and telephone survey revealed that outsourcing in the consumer good industry is heavily service driven and focused on the traditional logistics functions. The key findings of the work are that cost aspects play a smaller role for outsourcing in the consumer goods industry than anticipated, and that performance measurement systems will require increased sophistication over the coming years. It was found that a considerable number of consumer goods companies admitting that soft issues, such as cultural incompatibility and poor communication, may lead to the failure of the 3PL partnership.

This paper aims to develop a qualitative risk model to empirically identify the important outsourcing risks of logistical functions using the data of Taiwanese retail chains.

Transaction cost theory (TCT) and resourced based view (RBV) were combined to develop risk events. Analytical hierarchy process was used for risk calibration. Valid data from 75 outsourcer chains and 41 in‐house chains were collected through a three‐stage survey. Outsourcers were further clustered by risk perception using Wards' and K‐mean clustering and examined by an ANOVA. Results of outsourcers and in‐house chains were compared using nonparametric Spearman rank correlation test.

The risk perception increases as the number of functions outsourced increases. Risks related to transaction costs and strategic resources were both significant. Of the three main risks identified, asset risk and competence risk are more serious concerns than relationship risk. The values of information risk and loss of control account for the bulk of asset risk, while those of poor competence leverage and poor competence in supporting customer service comprise competence risk. Finally, in terms of risk priority, in‐house chains showed no significant difference from outsourcers.

Interrelationships between risk events were limited to avoid complication. Also, due to the sample limit, the risks calibrated may be more associated with outsourcing execution than outsourcing building/abandoning.

The risk structure developed herein can be used as a systematic checklist for outsourcing decision‐making. The qualitative results may provide specific indications for further risk analysis and future risk control.

The study fills a gap in the literature, where prior work has seldom used empirical research to compare how well TCT and the RBV predict logistics outsourcing risk, in particular for the distribution side of the supply chain.

The construction industry shows an increased interest in how to manage logistics within construction projects. Often construction logistics is outsourced to a logistics service provider (LSP). However, construction logistics is normally approached either as a strategic decision or as an operational issue and rarely as a tactical concern. The purpose of this study is to explore how to organize the logistics outsourcing decision at strategic, tactical and operational levels.

This study is performed as a single-case study within a construction corporation, containing (amongst others) a building contractor (BC) and a construction equipment rental company (CERC) offering logistics services.

The study shows that to procure construction logistics service successfully, BCs need logistics capabilities at strategic and tactical levels to maintain an alignment between the use of logistics services and operational characteristics. Simultaneously, CERC’s need to design their service offerings to correspond to the needs of the BC.

This study builds on a single-case study of a Swedish construction corporation. Further research is needed to better understand current logistics outsourcing and development practices and how these can be improved to foster better logistics management at the project level.

BCs find suggestions of different logistics organization structures and suitable outsourcing arrangements. CERCs and LSPs can use the findings to understand their customers’ needs and adapt service offerings.

To the best of the authors’ knowledge, this study is one of the first studies of how two companies within a corporation can work together to develop construction logistics service offerings.

The purpose of this paper is to examine how modularity is used for enabling value creation in managing healthcare logistics services.

Material logistics of four different kinds of hospitals is examined through a qualitative case study. The theoretical framework builds on the literature on healthcare logistics, service modularity and value creation.

The case hospitals have developed their material logistics independently from others when looking at the modularity of offerings, processes and organisations. Services, such as assortment management, shelving and developing an information platform, have been performed in-house partly by the care personnel, but steps towards modularised and standardised solutions are now being taken in the case hospitals, including ideas about outsourcing some of the services.

This paper proposes seven modularity components for healthcare logistics management: segmentation, categorisation and unitisation of offerings, differentiation and decoupling of processes, and centralisation and specialisation of organisations. Thus, this study clarifies the three-dimensional concept of modularity as a cognitive frame for managing logistics services with heterogeneous customer needs in a rapidly changing healthcare environment.

Modularity offers a tool for developing logistics services inside the hospital and increases possibilities to consider also external logistics service providers.

Managing healthcare logistics services through modularity has potential social implications in developing healthcare processes and changing the usage of health services. On a wider scale, modularity is helping healthcare systems reaching their goals in terms of service quality and cost.

This paper shows the context-specific antecedents of service modularity and the usage of modular thinking in managing healthcare logistics.

This study aims to investigate the extent to which psychological factors and the agency of decision-makers drive outsourcing decisions. Arguments based on transaction cost economics, the core competence approach and the theory of planned behavior are used to explain logistics outsourcing.

The literature was reviewed to identify constructs that are antecedents of logistics outsourcing intentions, and corresponding measures were developed. The data were gathered through a survey of supply chain professionals in Finnish manufacturing companies. A measurement model was reviewed to ensure reliability and validity and converted into a structural model for analysis. The analysis was based on partial least squares (PLS) structural equation modeling.

Supply chain managers objectively consider the characteristics of their organization's logistics identified in previous research as requiring assessment during the outsourcing process. However, and surprisingly, they also tend to rely on behavioral subjective factors such as positive attitudes, encouraging subjective norms and competence. Moreover, it seems that firms do not outsource logistics activities despite the high strategic importance of the function, but because of it.

The constructed model is limited to the constructs chosen to represent drivers of logistics outsourcing. Further application with more samples would improve its reliability.

The factors proposed here with respect to assets and the capabilities of third-party partners could facilitate decision-making related to logistics outsourcing.

The findings emphasize the role of behavioral factors in the procurement function and therefore enhance the understanding of behavioral supply chain management.

To provide a taxonomy of third party logistics (3PL) research and, based on that, to develop a research agenda for this field of study.

The proposed 3PL research classification framework is based on a comprehensive literature review, which concentrates on peer‐reviewed journal papers published within the period 1990‐2005. A total of 114 academic sources have been retrieved and analysed in terms of research purpose and nature, method employed, theoretical approach and level of analysis.

The review reveals that 3PL research is empirical‐descriptive in nature and that it generally lacks a theoretical foundation. Survey research is the dominant method employed, reflecting the positivist research tradition within logistics. It identifies certain knowledge gaps and develops five propositions for future research. It suggests that focus should be directed towards more normative, theory‐driven and qualitative method‐based studies. It also argues that further empirical research in relation to 3PL design/implementation and fourth party logistics services is needed.

This paper fulfils an identified need for a comprehensive classification framework of 3PL studies. It essentially provides both academics and practitioners with a conceptual map of existing 3PL research and also points out opportunities for future research.

The purpose of this paper is to evaluate why companies reduce transportation emissions by examining the relative importance of external drivers vs internal motives for companies in considering CO₂ emissions in freight transportation.

A framework is suggested that captures internal, competitiveness-driven motives and external, stakeholder-driven drivers for companies seeking to reduce CO₂ in freight transportation. These factors are tested in a large industry survey in Sweden. The survey resulted in 172 responses from corporate heads of logistics, a response rate of 40.3 per cent.

Variations in responding to stakeholder pressure vs company strategy for reducing transportation emissions are identified. Company strategy outweighs stakeholder pressure in determining whether a company intends to green its transportation. The strategy leads to company-internal motives for reducing transportation emissions which differ from company to company. These differences, in turn, lead to different levels of intended reductions. Stakeholder pressure sets the minimal levels that elevate the performance of a group of companies in an industry or a country, but the differentiation effect across companies is lost. The intention to reduce emissions is greatest if a company has both economic and image motives. The logistics resource configuration does not seem to impact drivers and motives.

The research is based on companies in Sweden. Studies across several countries are needed to investigate the impact of national requirements.

The paper shows that the combination of the resource-based view and stakeholder theory presents a better explanation as to why companies reduce transportation emissions than either of them do separately. By combining the two theories this research differentiates between how stakeholder pressure and company strategy influence intents to green transportation.