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Various suggested paths for greening logistics and supply chains often address the specific perspectives of single supply chain actors. Drawing on stakeholder theory, the purpose of this paper is to develop a deeper understanding of the alignment between logistics service providers (LSPs) and shippers in the context of adopting more environmentally sustainable logistics practices.

With a case study approach, a dual perspective is taken in which both LSPs and shippers were researched. The cases comprise eight LSPs and six shipper companies in Sweden, Italy and Ireland. Information was first analysed in relation to levels of environmental awareness, customer requirements and provider offerings and critical success factors (CSFs) and inhibitors. In a second step, the findings were analysed using stakeholder theory.

LSPs demonstrate higher ambition levels and more concrete offerings compared to shippers' requirements for green logistics services. Paradoxically, customers are an important CSF and also an inhibitor for both LSPs and shippers. Both LSPs and shippers perceive financial factors and senior management priorities as important CSFs. The application of stakeholder theory helps to illuminate the importance of the many secondary stakeholders vs that of one or a relatively small number of primary stakeholders.

The three-dimensional analysis of environmental alignment between LSPs and shippers reinforces existing knowledge and provides new insights. A novel use of stakeholder theory in a supply chain context underlines its usefulness in research of this kind.

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.

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

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.

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.

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.

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.

The emerging material flows of recycled goods have effects on roles, responsibilities and positions of a range of industrial actors, but also on the consumer as a part of the industrial recycling process. The purpose of the paper is to discuss the changing role and position of the final‐product customer, the consumer, as recycling is introduced into the supply chain.

This is a conceptual paper, building on theory and concepts from literature on marketing channels, industrial actors and material flows. Those concepts were developed basically for traditional forward material flows, while recycling complicates their application and further development.

Through recycling the consumer is given a new role; as a supplier, however, not as a seller in traditional terms. This new nature of its role complicates the conception of the consumer's position, vis‐à‐vis the recycler. It also addresses the consumer seen as an economic entity vis‐à‐vis other actors.

Including recycling in the concept of material flow structures and the consumer as an actor in industrial processes becomes more and more vital; both for theory development where this is still novel, and for practice, as the mechanisms of recycling and consumer behaviour need to be better described and understood for both industry and authorities.

The purpose of this paper is to develop the value concept for recycling contexts.

The paper is a conceptual discussion supported by empirical illustrations of value development for recycled paper and electric and electronics products.

Demonstrates the fundamental effects of applying the economic value concept for recycling. Suggests that value can be seen as negative and decreasing, besides positive and increasing. The end customer actually and voluntarily pays in both monetary terms and own work in order to help another actor further along the supply chain to exploit the value created.

Any supply chain analysis including recycling must also consider the consumption of value. Traditional models and concepts are based on the end customer as the endpoint. In striving for a societal development towards “closing the circles” this more holistic understanding of value development becomes crucial.

Recycling is traditionally seen as a cost‐adding activity, for firms and also for consumers in terms of direct and indirect costs and time consumption. As industrial firms are supposed to include recycling of their products in their total business offering (e.g. product stewardships), the value creation and consumption mechanisms regarding recycling need to be better understood.

The value concept has been widely researched in different settings, however the value development of products and material in supply chains including recycling has not been addressed. The inclusion of the end‐customer among industrial actors in a supply chain provides a new complexity, which this paper addresses.

On the basis of empirical studies, the purpose of this paper is to identify and analyse product properties that affect performance of end‐of‐life systems for electrical and electronic equipment (EEE).

The research was carried out as case studies of end‐of‐life management of EEE. Case A focused on disassembly of computer screens and TV‐sets, whereas Case B addressed logistics systems for recycling of various types of EEE. Data collection methods include interviews, on‐site visits and observations, video recording, and studies of documents.

In total, nine product properties that affect performance of end‐of‐life systems for EEE are identified. The properties relate to three different product levels: the product assortment, the product structure, and the component levels. A model is presented which indicates that choices made and decisions taken in the product development process affect the end‐of‐life system performance. Application of modular product architectures and component standardisation are suggested as relevant design strategies during product development.

The implications for managers are that the findings presented in this paper provide strengthened arguments that modular product architectures and component standardisation are favourable approaches to apply in product development. Complementary to the benefits for manufacturing and logistics also end‐of‐life system performance will improve when these approaches are applied.

Previous research has indicated some product properties that are supposed to influence performance of end‐of‐life systems. These properties originate primarily from conceptual discussions rather than empirical studies. This paper adds to current understanding by presenting empirically‐based insights regarding which specific product properties affect performance.

Awareness of environmental impacts on society is increasing among companies. In order to turn environmental problems into business opportunities, many companies are beginning to consider how environmental, or green aspects can be integrated into their service offerings. This opportunity can be of specific interest to logistics service providers, whose core business is an environmental impact in itself. The purpose of this article is to indicate where green‐labelled logistics service providers are positioned today in their development, and to seek the underlying rationale in development of green service offerings.

This article takes a logistics service provider's perspective and is based on a multiple case study of six companies. The analysis is based on cross‐case analysis, and empirical, as well as theoretical, pattern matching.

The attitude towards a green approach differs among the case companies: while some are working towards a green integration throughout the entire business, others offer green alternatives to the original service offering. The results point to possible explanations for these differences, and include differences in range of service offerings, size, and to different management principles for green aspects.

The article can inspire logistics service providers in their continuing work to integrate green initiatives into the company. By introducing alternative green approaches in the development of service offerings, logistics service providers can match their own business and context with alternative rationales.

While most of the green logistics research focuses on the logistics system's characteristics, this article offers initial insights into how the integration of green aspects into logistics services can impact logistics service providers.

This paper seeks to address how firms may contribute to environmental improvement through structural changes of their logistics systems.

A comprehensive literature review discloses the low interest that has been directed to environmental issues in logistics, and findings relevant for structural issues at a firm level are described. Three cases where firms have implemented different types of structural changes to their logistics systems support the analysis.

A range of different measures to succeed in environmental as well as logistics performance are presented, comprising types of consolidation, logistics standardisation, and IS/IT solutions allowing a vast restructuring of logistics systems.

The discussion about logistics and the environment has mostly revolved around more environmental friendly technological solutions, concerning single firms as well as governmental support for technology development. The structural, more organisational issues, have been addressed on a societal level, where solutions concern infrastructure. There is a need to reduce the amount of transport in general. The paper discusses how logistics systems' environmental performance can be improved simultaneously with a non‐reduction of logistics performance in terms of costs and delivery service.

This study aims to illustrate how retail chains with a green image align sustainable logistics actions, logistics measurements and contracts with logistics service providers (LSPs), and to develop a classification model that allows for a description of the various shades of green within companies.

We carried out a multiple case study of four retail chains with a green image operating in the Swedish market, collecting empirical data from the retail chains’ sustainability reports and home pages and conducting interviews with logistics, transportation and supply chain managers.

Based on the literature, we developed a classification model for judging green image, green logistics actions, green measurements and green contracts. The model is used to illustrate the different shades of green found within the respective retail chains. A green image seems well-aligned with green logistics actions. However, there are more levels to judge, and the measurement systems are not sufficiently developed to track green logistics actions. Contract handling is more developed among retail chains than measurements, which is positive, as this is a way of ensuring that LSPs are involved. In our classification model, greenwashing can be judged in a more nuanced way, delving deeper under the surface.

The provided classification model adds to our knowledge and illustrates the alignment within companies’ sustainable logistics. The robustness of the model can be strengthened by applying it to a larger number of cases and by continually validating its content and evaluation criteria.

The study’s main practical contribution is the classification model, which may potentially serve as a method for managers to easily judge the green alignment of a retail chain’s logistics.

Few empirical studies capture how retail chains measure environmental logistics performance, and even fewer concern contracts stipulating the environmental demands placed on LSPs.

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.

Website scans of the 40 largest Swedish e-tailers and ten LSPs were combined with interviews of three e-tailers and three LSPs.

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.

This paper provides a first step in our understanding of what is needed in order to facilitate green distribution decisions from e-consumers.

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.

The study contributes to the societal striving towards zero greenhouse gas emission by focussing on decreasing environmental effects by using suitable logistics.

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 interface between logistics service providers (LSPs) and shippers is an area that has received little attention in previous research and even less has been done when environmental issues are added to this interface. Nonetheless, the perception among researchers and the industry is that in many instances, supply and demand in this green interface does not coincide. The purpose of this paper is, therefore, to identify the matches and gaps between LSPs' green supply and the shippers' green demand.

This paper is based on a web‐based survey sent out to Swedish LSPs and shippers. A gap analysis based on mean values and confidence intervals was conducted.

Findings indicate that the LSPs overachieve when it comes to green categories and also that they are aware of this situation. Shippers, on the other hand, interestingly are not aware of this and they seem satisfied with what they perceive is offered by LSPs.

Contrary to previous research, the paper specifies matches and gaps in the green LSP‐shipper interface. As the survey covered actors in the Swedish market, future research would benefit from similar analyses from other countries.

The findings are of use for LSPs' understanding of shippers' environmental demands, and thereby enable them to adapt better to market demand. Similarly, shippers can use the findings to understand green supply and possibly change their demands accordingly.

This paper adds to the knowledge of the green LSP‐shipper interface. Furthermore, it uses gap analysis, which appears to be something not previously done within environmental logistics research.