物流外文资料翻译---组合优化和绿色物流
绿色物流概论
绿色物流概论绿色物流（Environmental Logistics）是指在物流过程中抑制物流对环境造成危害的同时，实现对物流环境的净化，使物流资源得到最充分利用。
它包括物流作业环节和物流管理全过程的绿色化。
从物流作业环节来看，包括绿色运输、绿色包装、绿色流通加工等。
从物流管理过程来看，主要是从环境保护和节约资源的目标出发，改进物流体系，既要考虑正向物流环节的绿色化，又要考虑供应链上的逆向物流体系的绿色化。
绿色物流的最终目标是可持续性发展，实现该目标的准则是经济利益、社会利益和环境利益的统一。
绿色物流的概念及其理论基础可以追溯到20世纪中期的美国，之后这一概念开始在全球范围内流行。
其理论基础主要包括可持续发展理论、生态经济学理论和生态伦理学理论。
可持续发展理论要求在发展过程中既要满足当代人的需要，又不对后代人满足其需要的能力构成危害；生态经济学理论则涉及经济系统与生态系统之间的物质循环、能量转化和价值增值规律及其应用；生态伦理学理论则迫使人们对物流过程中造成的环境问题进行深刻的反思，从而产生一种强烈的社会责任感与义务感。
在国内，绿色物流的发展也受到了广泛的关注。
例如，浙江省于2019年发布了全国首个省级绿色物流发展指数，标志着中国在绿色物流领域迈出了重要的一步。
同时，许多企业也开始致力于发展绿色物流，通过采用环保包装、优化运输方式等手段降低对环境的影响。
然而，尽管绿色物流取得了一定的进展，但在实践中仍存在诸多挑战。
例如，如何平衡经济发展与环境保护的关系、如何提高企业的环保意识和责任感等。
因此，需要进一步加强政策引导和监管力度，推动企业采用更加环保的物流方式，促进绿色物流的健康发展。
总的来说，绿色物流是一个具有重要意义的概念和实践领域。
它不仅有助于实现可持续发展的目标，也是企业提升竞争力、实现经济效益和环境效益双赢的重要途径。
在未来，随着环保意识的不断提高和技术的不断进步，相信绿色物流将会得到更广泛的应用和发展。
物流术语小词典
物流术语小词典2物流logitic为物品及其信息流动提供相关效劳的过程。
物品从供给地向接收地的实体流动过程。
根据实际需要，将运输、储存、装卸、搬运、包装、流通加工、配送、回收、信息处理等根本功能实施有机结合。
3物流活动logiticactivity物流过程中的运输、储存、装卸、搬运、包装、流通加工与信息处理。
4物流管理logiticmanagement为了以适宜的物流本钱到达用户满意的效劳水平，对正向及反向的物流活动过程及相关信息进行的方案、组织、协调与控制。
为了以最低的物流本钱到达用户所满意的效劳水平，对物流活动进行的方案、组织、协调与控制。
5供给链upplychain生产及流通过程中，为了将产品或效劳交付给最终用户，由上游与下游企业共同建立的网链状组织。
6供给链管理upplychainmanagement对供给链涉及的全部活动进行方案、组织、协调与控制。
7效劳ervice满足顾客的需要，供方和顾客之间接触的活动以及供方内部活动所产生的结果。
包括供方为顾客提供人员劳务活动完成的结果；供方为顾客提供通过人员对实物付出劳务活动完成的结果；供方为顾客提供实物实用活动完成的结果。
8物流效劳logiticervice为满足客户需求所实施的一系列物流活动产生的结果。
9一体化物流效劳integratedlogiticervice根据客户需求对整体的物流方案进行规划、设计并组织实施产生的结果。
10物流系统logiticytem由两个或两个以上的物流功能单元构成的，以完成物流效劳为目的的有机集合体。
11第三方物流thethirdpartylogitic接受客户委托为其提供专项或全面的物流系统设计以及系统运营的物流效劳模式。
12物流设施logiticetablihment提供物流相关功能和组织物流效劳的场所。
包括物流园区、物流中心、配送中心，各类运输枢纽、场站港、仓库等。
13物流中心logiticcenter从事物流活动的具有完善的信息网络的场所或组织。
绿色物流的概念及实施策略
绿色物流的概念及实施策略【最新资料，WORD文档，可编辑】绿色物流绿色物流（Environmental logistics）是指在物流过程中抑制物流对环境造成危害的同时，实现对物流环境的净化，使物流资源得到最充分利用。
它包括物流作业环节和物流管理全过程的绿色化。
从物流作业环节来看，包括绿色运输、绿色包装、绿色流通加工等。
从物流管理过程来看，主要是从环境保护和节约资源的目标出发，改进物流体系，既要考虑正向物流环节的绿色化，又要考虑供应链上的逆向物流体系的绿色化。
绿色物流的最终目标是可持续性发展，实现该目标的准则是经济利益、社会利益和环境利益的统一。
在物流过程中抑制物流对环境造成危害的同时，实现对物流环境的净化，使物流资源得到最充分利用。
“绿色物流”的概念：绿色物流是指以降低对环境的污染、减少资源消耗为目标，利用先进物流技术规划和实施运输、储存、包装、装卸、流通加工等物流活动。
绿色物流是以经济学一般原理为基础，建立在可持续发展理论、生态经济学理论、生态伦理学理论、外部成本内部化理论和物流绩效评估的基础上的物流科学发展观。
同时，绿色物流也是一种能抑制物流活动对环境的污染，减少资源消耗，利用先进的物流技术规划和实施运输、仓储、装卸搬运、流通加工、包装、配送等作业流程的物流活动。
内涵绿色物流的内涵包括以下五个方面：[1]集约资源这是绿色物流的本质内容，也是物流业发展的主要指导思想之一。
通过整合现有资源，优化资源配置，企业可以提高资源利用率，减少资源浪费。
绿色运输运输过程中的燃油消耗和尾气排放，是物流活动造成环境污染的主要原因之一。
因此，要想打造绿色物流，首先要对运输线路进行合理布局与规划，通过缩短运输路线，提高车辆装载率等措施，实现节能减排的目标。
另外，还要注重对运输车辆的养护，使用清洁燃料，减少能耗及尾气排放。
绿色仓储绿色仓储一方面要求仓库选址要合理，有利于节约运输成本；另一方面，仓储布局要科学，使仓库得以充分利用，实现仓储面积利用的最大化，减少仓储成本。
绿色物流外文文献翻译最新译文
文献出处：Fransoo J C. Green Logistics: Enablers for Sustainable Development [J]. Supply chain management: an international journal, 2014, 8(2): 122-131.原文GREEN LOGISTICS: ENABLERS FOR SUSTAINABLE DEVELOPMENTJan C. FransooEindhoven University of Technology, Netherlands1 INTRODUCTIONLogistics is the backbone of industry and commerce. As a discipline, it describes the management and coordination of activities along supply chains. These activities include freight transport, storage, inventory management, materials handling and related information processing. A large part of logistics activities are often outsourced to specialized providers that provide cost- effective services. Research has shown that, at least in high income economies, the value of services is not assessed in monetary and service quality terms alone. In making decisions, logistics professionals are increasingly taking into consideration external effects such as emissions, pollution, noise, and accidents.The last LPI report release in 2012, for instance, pointed out that in shipments to OECD countries, environmentally friendly solutions are considered far more often than elsewhere. Mounting regulatory pressure, together with changes in customer preferences, are the main drivers of this phenomenon. One of the more widely used terms to describe this set of preferences is green Logistics, especially when the activities of logistics service providers are concerned.Research, including a recent book by Alan McKinnon, has established that green Logistics is an emerging concern of private operators and providers and users of logistics. From a policy standpoint, and especially for the global environment, green Logistics is potentially a major topic as well: estimates vary, but about 15% of global greenhouse gas emissions (GHG) can be traced to logistics activities.Green Logistics may not be an independent policy area. Rather, the supply chainperspective provides a framework to understand and deal with issues that are separate but ultimately interrelated. Importantly, looking at supply chains helps policy makers understand the interests and actions of private sector operators. Green Logistics may therefore propose a number of tools and identify emerging sustainable solutions contributing to the overarching objective of green Growth.From a policy perspective, logistics cut across several areas and sectors. The performance of supply chains depends on areas or activities where government as regulator or catalyst of investment is critical, such as:Transport infrastructure: road and rail corridors, ports and airportsThe efficiencies of logistics services: services include not only modal freight transport, but also warehousing and intermediary services, such as brokers and forwarders, and related information-flow management. In modern economies, the trend is towards integration in multi-activity logistics providers (3PLs, 4PLs) to which industrial and commercial firms outsource their supply chain activities. Understanding the regulatory dimension of services is becoming increasingly critical to the development of effective policies in areas such as: professional and operational standards, regulation of entry in market and professions, competition, enforcement.Procedures applying to the merchandise, such as trade procedures (customs and other controls).The soft infrastructure that supports information or financial flow associated with the physical movements along supply chains: IT infrastructure, payment systems.The concept of national logistics performance capturing the outcome of these policies is widely recognized by policy makers and the private sector worldwide as a critical contribution to national competitiveness. A key question for sustainable development is how to integrate supply chain participants concern with environmental sustainability with the concept of national logistics performance.Within logistics, transport creates the largest environmental footprint. But the volume of emissions can vary greatly, depending on the mode of transport. The volume of emission per ton per km increases by an order of magnitude from maritime to land transportation and to air transportation. This is a key environmental aspect oflogistics that is not taken into consideration by most supply chain operators. Logistics experts typically integrate freight modes and other related activities so that the transport and distribution network is used in the most efficient manner, which is important for keeping emissions in check, as well. Depending on the type of industry and geographical region, supply chain operators can place varying emphasis on the reliability of supply chains, as well. In summary, supply chain choices typically include multiple criteria and trade-offs, and this makes an analysis of their environmental impact complex; the most environmentally friendly choices do not only depend on mode of transportation, but also on other elements, such as efficiency and reliability.To reduce the environmental footprint of a supply chain, the focus should be on several dimensions and should select the best mode of transport, efficient movements, and innovation. Comprehensive work on greening individual modes of transportation is already available. Here, the key drivers have been energy efficiency and the urge to diminish various types of emission. Given the integrated nature of supply chains, however, the manner in which price signals and incentives catalyze supply chain structure is a rather intricate problem: lower- emission modes of transport (maritime, e.g.) are typically also less reliable or have other limitations (such as maritime access to a landlocked country). Such limitations may include the cost of such technologies, the temperature range within which they can be used or the availability of certain types of fuel. It is therefore critical to complement the current knowledge about emissions produced by different modes of transportation with an understanding of what drives the demand for Green Logistics within supply chains.The emerging response is likely to take the form of top-down policy, such as measures in the form of standards or taxes addressing emissions (GHG, SO2, NOx) by mode of freight. For instance, a cap on SO2 emissions on major maritime routes will go into effect at the end of 20152. At least as important is the response from the bottom up. These are supply-chain strategies coming from the private sector in response to policy or price changes, but also demand from consumers, clients and stake-holders. Green Supply Chain management has to be taken seriously by policymakers.An exclusive focus on price mechanism (including taxes), as is the current tendency, may miss some of the major driver of changes in supply chain management. Another complication, at least in the context of international trade, is that the focus on the impact on international logistics does not capture the footprint of production processes. These processes may have different impact than the supply chain itself, as in the case of food production.There is also evidence that much of the environmental footprint of logistics operations is tied to short distances and distribution. Green Logistics is intimately linked with concerns such as urban congestion, and innovations in Logistics are critical to sustainable supply chains. Grassroots innovations in Logistics have recently flourished, often producing win-win solutions in terms of jobs and the environment. More generally, there is increasing awareness that green supply chains can be also competitive, either because the awareness of the environment helps productivity or because consumers expect it, particularly in wealthy countries.A concrete case in point is also the so-called sulphur emission regulation by IMO that enters into force on January 1, 2015 in most of North Sea, Baltic Sea and along west and east coasts of US & Canada (bar Alaska). Ships have to go over from fuel with 1.5 % sulphur to 0.1 % sulphur or invest in so-called scrubbers, that absorb the sulphur from exhaust gases; technology that is still nascent in the maritime context. Scrubber investment per cargo ship is USD 2 million and uo with multiples as the ship engine size increases, with annual maintenance cost approx.. 7-10 % of investment. This seemingly innocent and rather technical change is going to have a huge impact on shipping and the spillover effect to other modes & Supply chains are goi ng to be significant Green Logistics also encompasses potentially longer-term concerns. A green focus within logistics analysis could examine a supply chain vulnerability to climate events or to large swings in the price of transport inputs, for instance. A recent volcanic episode in Iceland showed the vulnerability of one specific supply chain that relies heavily on air freight fresh produce coming from Africa spoiled when flights were cancelled because of the volcanic ash. Resilience concerns and other form ofuncertainty are likely to shape supply chain choices by regional and global operators. Given the importance of trade in components and intra-firm trade, how large operators develop green supply chain strategies will have profound economic impact. Resilient and greener supply chains are likely to be less extended and leaner, for example, though the consequences for trade and integration of low income economies cannot be treated fully here.Policy makers should be concerned by both the supply and demand aspects of logistics environmental dimensions. So far, the policy focus has been on modal footprint and has not taken into account a supply chain perspective. There have not been major initiatives in Green Logistics, even in the countries most sensitive to the issue, such as those in Northern Europe. Rather the most important changes have occurred as a combination of largely uncoordinated public and private initiatives: voluntary behavior by shippers, innovation in terms of technology, information (environmental logistics dashboard) or services, or common public-private objectives such as in modal shifts.2DEFINING GREEN LOGISTICS AND GREEN SUPPLY CHAIN MANAGEMENT There are many variations in the terminology regarding green logistics and green supply chain management. This section aims at providing a brief overview on some of the key terms used in the literature.Green logistics refers mainly to environmental issues related to transportation, material handling and storage, inventory control, warehousing, packaging, and facility location allocation decisions (Min & Kim, 2012). Gonzalez-Benito and Gonzalez-Benito (2006) use the term environmental logistics to describe logistics practices that are divided into supply/purchasing, transportation, warehousing and distribution, and reverse logistics and waste management. Although distribution is considered to be one of the interrelated areas of supply chain management, the term green distribution has also been used to describe the whole process of integrating environmental concerns into transportation, packaging, labelling and reverse logistics (Shi et al., 2012).Reverse logistics is often used as a synonym to efforts to reduce theenvironmental impact of the supply chain by recycling, reusing and remanufacturing. However, originally green logistics was used to describe the movement of the material against the primary flow in the form of commercial returns, wrong deliveries and recalls etc., i.e. from the customer towards the producer. (Rogers & Tibben-Lembke, 2001.) In addition to reverse logistics, closed-loop supply chain has also been used to emphasize that the reverse flow of material (e.g. Zhu et al., 2008). However, the activities motivated mainly by environmental concerns might be better labelled as green reverse logistics (Hazen, Cegielski & Hanna, 2011) or in the more general terms of green or environmental logistics (Rogers & Tibben-Lembke, 2001) instead of reverse logistics or closed-loop supply chains.The above-mentioned concepts are mainly used to describe the actions taken by the logistics service provider side. Green supply chain management (GSCM) is a more extensive concept that has been gaining increasing interest among practitioners and academia and is mainly directed towards manufacturing companies. The term implies that the focus of environmental management has shifted from a facility or organization level to supply chain level (Linton et al., 2007). Srivastava (2007) defines that GSCM is integrating environmental thinking into supply chain management, including product design, material sourcing and selection, manufacturing processes, delivery of the final product to the consumers as well as end-of-life management of the product after its useful life.GSCM is also known as environmental supply chain management (ESCM) (e.g. Zsidisin & Siferd, 2001;Walker et al., 2008). Some authors (e.g. Seuring & Meller, 2008; Craig & Carter, 2008) use sustainable supply chain management (SSCM) as a synonym of GSCM or ESCM although they mostly focus on the environmental aspect of sustainability, thereby paying less attention on economic and social aspects. According to Zhu et al. (2005) GSCM is strongly related to inter-organisational activities such as industrial ecosystems, industrial ecology, product life cycle analysis, extended producer responsibility and product stewardship.GSCM is often described to consist of green purchasing, green manufacturing, green distribution/green marketing and reverse logistics (Hervani et al., 2005). Greenor environmental purchasing or green supply refers to efforts to improve environmental performance of purchased inputs or of suppliers that provide them (Bowen et al., 2001). Green manufacturing is typically tried to be achieved by various types of environmental practices, such as pollution control, pollution prevention and product stewardship (Hart, 1995). The definitions of GSCM emphasize that environmentally conscious practices are evident in all stages of the supply chain and the product life-cycle (Hervani et al., 2005). Furthermore, Vachon and Klassen (2006) divide these green supply chain management practices into two sets: one of them being environmental monitoring and the other environmental collaboration. In the former the focus is on arm length transaction in which the buying organisation evaluates and monitors its suppliers, and in the latter the environmental solutions are developed jointly.GSCM activities aim at achieving market advantages and profits while reducing environmental impacts. One generally used concept to measure the effect of supply chain activities on natural environment is the environmental or ecological footprint. It accounts for human demand on global biological resources and compares the level of consumption with the available amount of bioproductive land and sea area and has been designed to show whether this ustainability threshold is exceeded (Wiedmann & Barrett, 2010). Lately the use of carbon footprint has increased rapidly but the question still remains whether it should contain only carbon dioxide emissions or other greenhouse gas emissions as well (Wiedmann & Minx, 2007).The increasing interest in environmental issues has led to the development of voluntary environmental management systems. Environmental management systems (EMS) is collection of internal efforts at formally articulating environmental goals, making choices that integrate the environment into production decisions, identifying opportunities for pollution (waste) reduction and implementing plans to make continuous improvements in production methods and environmental performance (Khanna & Anton, 2002). The most commonly used framework for an EMS is developed by the International Organization for Standardization (ISO) for the ISO 14001 standard. In addition, for example the European Parliament has created its ownenvironmental management system, EMAS. (Gonzalez et al. 2008.) In order to obtain a certification an environmental audit conducted by a registered external auditor is required (Rondinelli & Vastag, 2000).Different types of actors can use different approaches to contribute to environmental sustainability. These approaches can be viewed from macro and micro perspective. Actions in the macro domain are taken by governments and other legislative authorities, while in the micro domain the actions are taken by the companies (Aronsson & Huge-Brodin, 2006). When viewed from a supply chain perspective, the micro domain can be further divided into the logistics service users (manufacturing, trading) and logistics service providers. The decisions concerning the actions to be taken can be made at different levels: strategic, tactic and operational. Each level indicates different scope and time span of the decision. In general, the policy makers decisions are prepared for several months and even years beforehand, whereas logistics service providers and users also make plenty of day-to-day decisions. Figure X illustrates some of the actions taken by different actors that impact on the environmental footprint. It is not meant to be conclusive but to provide some examples on what kinds of activities affect the environmental footprint. Table 1: Actions Taken by Different Actors to Impact the Environmental Footprint.Management can take several approaches to greening the supply chains. Some firms choose to be reactive and commit minimal resources, while more proactive firms may choose to seek value by strategically committing to environmental sustainability and by integrating environmental policy in strategy. (van Hoek, 1999.) Formulating environmental strategy is equally important for both logistics service users and providers. An environmental management system (EMS) can be implemented to address environmental practices within the organisation. It is used to formally articulate environmental goals, to make choices that integrate the environment into production decisions, and to identify opportunities for pollution reduction and to implement plans to make continuous improvements (Khanna & Anton, 2002.) The two most widespread EMSs in Europe are ISO 14 001 and EMAS (Gonzalez, Sarkis & Adenso-Diaz, 2008).Green purchasing or green supply attempts to improve environmental performance of purchased inputs or of suppliers that provide them (Bowen et al., 2001). Green purchasing enables to specific issues, such as to reduction the waste produced, to substitute material through environmental sourcing of raw materials and to minimize the use of hazardous materials (Rao & Holt, 2005), e.g. through materials that are either recyclable or reusable, or have already been recycled. Supplier selection is an important decision at this stage. (Sarkis, 2003.) Supplier evaluation and development forms another important part of green purchasing (Zsidisin & Siferd, 2001). The survey study by Holt and Ghobadian (2009) revealed that over 50 % of UK manufacturers used informal supplier assessment and evaluation practices and over 30% used formal systems. Greener production is typically addressed through various types of environmental practices, such as pollution control, pollution prevention and product stewardship (Hart, 1995). It can be achieved by using renewable and recycled materials and by incorporating reverse logistics so that wasted generated in the production processes are processed and recycled into the production phase (Rao & Holt, 2005).There is a growing trend to outsource transport and logistics services to third party logistics service providers. Logistics service buyers increasingly ask for information on environmental performance of logistics service providers. (Wolf & Seuring, 2010.) Network design, planning and management are some of the pivotal issues to be considered by logistics service providers. Environmental sustainability usually calls for fewer shipments, less handling, shorter movements, more direct routes and better space utilization. Network design has an impact on fill rate, e.g. by increasing the size of warehouses, by centralizing distribution and by changing the location of warehouses. Consolidation is a central aspect to logistics systems on many levels, since consolidation of freight affects fleet size, vehicles, container and package sizes. (Aronsson & Huge-Brodin, 2006.) Other operational measures include e.g. educating and training drivers on eco-driving leads to reductions in fuel consumption (Helmreich, Bonilla, Akyelken, &Weiss, 2009).Although the supply chain to the retailers were optimized in terms ofenvironmental sustainability, the importance of mile deliveries cannot be underestimated. Browne, Rizet, Leonardi and Allen (2008) note that personal shopping trips can use more energy than the whole supply chain before, even if production is included. Hence, the consumers should be made aware of the environmental effects of their shopping behavior. Growing online retail can reduce these effects and retailers can actively aim at reducing their share by e.g. consolidating orders and by adopting off-peak/out-of-hours deliveries, allowing delivery vans to run more of their mileage at fuel-efficient speeds. (Edwards, McKinnon & Cullinane, 2009.)In the macro domain, the harmful effects of logistics have been recognized long ago. The transport strategy of the European Union highlights development needs towards sustainable transport and promotes multimodal and rail transport (European Commission white paper, 2011). Several policy instruments used by legislative bodies have long-term impacts on the supply chains. European commercial air transport and energy intensive manufacturing sectors are subject to the European Union Emissions Trading System (EU ETS).According to European Commission (2013a), the EU ETS is cornerstone of a cornerstone of the European Union's policy to combat climate change and its key tool for reducing industrial greenhouse gas emissions cost-effectively. The system applies to emissions of carbon dioxide (CO2) from power plants, energy-intensive industry sectors and commercial airlines. The EU ETS works on the 'cap and trade' principle. A 'cap' refers to the limit of the total amount of certain greenhouse gases that can be emitted by the factories, power plants and other installations in the system.译文绿色物流:促进可持续发展（5000多字）贾恩. 法兰斯1. 引言物流是工商业的支柱。
绿色物流发展中英文对照外文文献翻译
《绿色物流发展中英文对照外文文献翻译》摘要：is seen as the actions of which the objective is to minimize costs and maximize profits. The term was used mostly in purely business areas exhibiting companies and in financial reports. But, for many years, the term logistics was used in conjunction with the "green" by creating "Green Logistics" - the term containing costs, yet did not appear on financial reports and on the environment and society. The term green logistics is defined as supply chain management practices and strategies that reduce the environmental and energy footprint of freight distribution, which focuses on material handling, waste management, packaging and transport (Rodrigue et al., 2012). Green logistics consists of all activities related to the eco-efficient management of the forward and reverse flows of products and information between the point of origin and the point of consumption whose purpose is to meet or exceed customer demand (Mesjasz-Lech, 2011). Lee Klassen (2008) describe green logistics as Green Supply Chain Management that can be defined as an organizations activity taking into account environmental issues and integrating it into supply chain management in order to change the environmental performance of suppliers and customers (Lee Klassen, 2008). Green logistics activities include，environmental impact of different distribution strategies, reducing the energy usage in logistics activities, reducing waste and managing its treatment (Sibihi Eglese, 2009). From the sustainable development point of view, green logistics can be defined as, producing and distributing goods in a sustainable way, taking account of environmental and social factors (Sibihi Eglese, 2009). This broad definition of green logistics is in line with the WCED (1987) definition of sustainable development and definitions of corporate responsibility (Lyon Maxwell, 2008). The three pillars of Sustainable Development can be applied to green logistics (see Figure 1). As mentioned in the definitions of green logistics before, in the past, companies coordinated their logistics activities comprising freight transport, warehousing, packaging, materials handling and data collection and management to meet customer requirements at minimum cost which just refers to the monetary terms (Nowakowska-Grunt, 2008). Now, the environment has become a concern. It is treated as a factor of the cost. Some companies have already taken external costs of logistics associated especially with the environmental issues such as climate change, pollution and noise into account. Green logistics is therefore defined as efforts to examine ways of reducing these externalities and achieving a more sustainable balance between environmental, economic and social objectives, (see Figure 1). All efforts in the green logistics area are therefore focused on contributing towards, and ensuring, sustainability (Hans, 2011).，represents also three perspectives: public (public to private), operational (operational to strategic) and local (local to global). The first perspective of green logistics relates to pressure groups which began to lobby government intervention to mitigate the damaging effects of freight movement and public agencies sought to improve their understanding of the problem and find means of addressing it. The public sector interest in this subject has been complemented by a growth in the private sector involvement in green logistics research as business has begun to formulate environmental strategies both at a corporate level and more specifically for logistics. Operational to strategic as a second general trend has been a broadening of the corporate commitment to green logistics, from the adoption of a few minor operational changes to the embedding of environmental principles in strategic planning. Local to global perspective is focused on the local environmental impact of air pollution, vibration, noise, accidents and visual intrusion. With climate change now the dominant environmental issue of the age, the impact of logisticson global atmospheric conditions has become a major focus of many researchers (McKinnon A., Browne Whiteing, 2010). 3.Green logistics and reverse logistics文献信息：文献标题：The development of green logistics for implementation sustainable development strategy in companies（发展绿色物流，实现企业可持续发展战略）国外作者：Oksana Seroka-Stolka文献出处：《Procedia-Social and Behavioral Sciences》 2014,151:302-309字数统计：英文 2505 单词，14890 字符；中文 4265 汉字外文文献：The development of green logistics for implementation sustainable development strategy in companies AbstractWhile environmental issues have become critical concerns all overthe world, organizations are constantly under pressure to develop environmentally responsible and friendly operations. Commitment to the natural environment has become an important variable. Therefore, the interest in developing green logistics from companies, government, and the public is increasing dramatically especially because traditional logistics cannot meet the requirements of modern society and has huge impact on the environment. The purpose of this paper is to present determinant factors that can influence the development of green logistic concept in companies as an element of Sustainable Development.Keywords:Greenlogistics,environmental sustainability,Sustainable Development, factors, environmenta practices, company.1.IntroductionIn recent years there has been increasing concern about the environmental effects on the planet of human activity. That is why it has had ab increasing amount of attentionin the popular press, in governmental agendas, in the academic literature and from the general public. Stakeholders are increasingly pressuring firms to assume responsibility for any negative effects their business activities might cause as well. The results are that firms are considering the incorporation of environmental thinking into their business strategies in Polish companies (Romanowska, 2004). The rising attention to the greener solutions doesnt leave logistics aside because it plays a very important role, as it is one of the main pollution sources and resource user. 2.Green logistics and sustainable developmentTypically, logistics is seen as the actions of which the objective is to minimize costs and maximize profits. The term was used mostly in purely business areas exhibiting companies and in financial reports. But, for many years, the term logistics was used in conjunction with the "green" by creating "Green Logistics" - the term containing costs, yet did not appear on financial reports and on the environment and society. The term green logistics is defined as supply chain management practices and strategies that reduce the environmental and energy footprint of freight distribution, which focuses on material handling, waste management, packaging and transport (Rodrigue et al., 2012). Green logistics consists of all activities related to the eco-efficient management of the forward and reverse flows of products and information between the point of origin and the point of consumption whose purpose is to meet or exceed customer demand (Mesjasz-Lech, 2011). Lee Klassen (2008) describe green logistics as Green Supply Chain Management that can be defined as an organizations activity taking into account environmental issues and integrating it into supply chain management in order to change the environmental performance of suppliers and customers (Lee Klassen, 2008). Green logistics activities includemeasuring the environmental impact of different distribution strategies, reducing the energy usage in logistics activities, reducing waste and managing its treatment (Sibihi Eglese, 2009). From the sustainable development point of view, green logistics can be defined as, producing and distributing goods in a sustainable way, taking account of environmental and social factors (Sibihi Eglese, 2009). This broad definition of green logistics is in line with the WCED (1987) definition of sustainable development anddefinitions of corporate responsibility (Lyon Maxwell, 2008). The three pillars of Sustainable Development can be applied to green logistics (see Figure 1). As mentioned in the definitions of green logistics before, in the past, companies coordinated their logistics activities comprising freight transport, warehousing, packaging, materials handling and data collection and management to meet customer requirements at minimum cost which just refers to the monetary terms (Nowakowska-Grunt, 2008). Now, the environment has become a concern. It is treated as a factor of the cost. Some companies have already taken external costs of logistics associated especially with the environmental issues such as climate change, pollution and noise into account. Green logistics is therefore defined as efforts to examine ways of reducing these externalities and achieving a more sustainable balance between environmental, economic and social objectives, (see Figure 1). All efforts in the green logistics area are therefore focused on contributing towards, and ensuring, sustainability (Hans, 2011).conomicFigure 1. Green logistics as an element of sustainable development.Over the past 40 years, "Green Logistics" has represented a lot of nature trails, the most distinguishable as follows:․ reduction in transport costs,․ city logistics,˙ corporate environmental strategies towards logistics,˙ reverse logistics,˙ green supply chain ma nagement.The green logistics represents also three perspectives: public (public to private), operational (operational to strategic) and local (local to global). The first perspective of green logistics relates to pressure groups which began to lobby government intervention to mitigate the damaging effects of freight movement and publicagencies sought to improve their understanding of the problem and find means of addressing it. The public sector interest in this subject has been complemented by a growth in the private sector involvement in green logistics research as business has begun to formulate environmental strategies both at a corporate level and more specifically for logistics. Operational to strategic as a second general trend has been a broadening of the corporate commitment to green logistics, from the adoption of a few minor operational changes to the embedding of environmental principles in strategic planning. Local to global perspective is focused on the local environmental impact of air pollution, vibration, noise, accidents and visual intrusion. With climate change now the dominant environmental issue of the age, the impact of logistics on global atmospheric conditions has become a major focus of many researchers (McKinnon A., Browne Whiteing, 2010). 3.Green logistics and reverse logisticsIt is worth mentioning about the reverse logistics which is a part of green logistics. Rogers and Tibben-Lembke (1999) briefly consider the differences between reverse logistics and green logistics. In reverse logistics there should be some flow of products or goods back from the consumer to an earlier stage of the supply chain. The reduction of waste that this implies certainly means that reverse logistics should be included within green logistics. Currently, the term "green logistics" is often used interchangeably with "reverse logistics", but in contrast to the reverse logistics, green logistics"summarizes logistics activities that are primarily motivated by environmental considerations" (Scott, Lundgren Thompson, 2011). First of all, the most significant difference is that reverse logistics concentrates on saving money and increasing value by reusing or reselling materials to recover lost profits and reduce operational costs. In turn green logistics focuses on transportation issues, recycling and re-use. Green logistics is about using material friendly options for transportation and centered on saving money but places priority on the companys image (Nylund, 2012). DeBrito (2003) clarifies that green logistics focuses on the forward flow of the supply chain while reverse logistics is viewed as sustainable development. The prominent environmental issues in [green] logistics are consumption of non- renewable natural resources, and both hazardous and non- hazardous waste disposal (DeBrito, 2003).Green logistics is often known as ecological logistics defined as understanding and minimizing the ecological impacts of logistics (Rogers and Tibben-Lembke, 1998). These activities are designed to measure environmental impacts on transport reducing energy consumption, and reducing the use of materials (see Figure 2).Figure 2. Comparison of green logistics and reverse logistics4.The drivers of green logistics4.1.Factors affecting green logistics from a wide perspectiveSchmied (2010) distinguishes four factors affecting green logistics company, customers, politics, and society. According to Figure 3, it can be concluded that each of the factors may affect green solutions (Schmied, 2010). From the consumers point of view they have their own requirements for green products and services. Customers especially with high environmental awareness may require products delivered with clean vehicles or in such manner that the emissions are minimized, forcing suppliers to go to green solutions. This should be a key drive for companies that are taking measures in green logistics. By understanding the consumers important role in green logistics it can be beneficial for the company. Perhaps the biggest affect from customers may be home delivery, as they are the direct users of this service.Figure 3. General factors affecting green logistics4.2.Determinant factors of green logistics at a corporate levelMany researchers have proposed various explanations as to what factors influence a firms adoption of environmental practices. Generally, we can distinguish external and internal factors of environmental practices (Murillo-Luna, Garcs- Ayerbe Rivera-Torres, 2011). Stakeholder pressure, environmental regulations, company size, industrial sector and geographical location, internationalization, position in the value chain, strategic attitude, managerial attitudes and motivations, managers characteristics and human resources are relevant environmental and organizational variables frequently appearing in the related research (Gonzalez - Benito Gonzalez Benito, 2006). Among many factors there are some which can be the barriers to greenpractices. Chan (2008) identifies six types of barriers from the information provided by the managers of a sample of 83 hotels. Using an exploratory analysis, he finds that the six types of barriers are negatively related to environmental behavior: 1) lack of know-how and skills,2) lack of professional advice, 3) uncertainty of outcome, 4) participation of certifiers/verifiers, 5) lack of resources and 6) implementation and maintenance costs. Although organizational and environmentalfactors have been taken into account in several studies on green issues, these factors have been considered very rare in the studies of environmental management in the logistics industry. Lin Ho (2010) conducted a survey in 353 Chinese companies in the logistics industry. They proposed 32 variables describing 10 dimensions of determinants characteristic of the adoption of green practices in logistics companies (see Figure 4).Figure 4. Determinant factors of green management practices in logistics industry. A conceptual model derived from Lin Ho (2010).The research findings by Lin Ho, (2010) reveal that pressure resulting from legal regulations of the State, governmental support, organizational support and the quality of human resources have a significantly positive influence on the adoption of green practices for Chinese logistics companies (Lin Ho, 2010). Environmental uncertainty and the complexity of green practice show significantly negative influences on environmental practices. Surprisingly, the influence of customer pressure is not significant for Chinese logistics companies (Lin Ho, 2010). It is interesting because most of the studies from the EU associated with environmental issues indicate the influence of customer pressure and their environmental awareness on environmental practices but these findings are focused on manufacturing firms. Their study also provides the empirical evidence that technological factors have significant influence on the adoption of green practices when compared to organizational and environmental factors (Lin, Ho, 2010). Similar findings come from Polish studies, which indicate a weak and insignificant correlation between theenvironmental awareness of management staff and the eco-effectiveness of environmental practices (Seroka- Stolka Nowakowska-Grunt, 2012). Greening the supply chain is a growing concern for many business enterprises and a challenge for logistics management. The structure of the green supply chain is relevant to implementing a green logistics system, as a green supply chain creates green environment for green logistics in a sustainable development which, again, paves a green channel towards green logistics and, simultaneously, supports and promotes the development of green logistics. A real sense of green action can be achieved by supply chain management at a corporate level. It is worth mentioning that while adopting a green logistics approach towards supply chain, strategies can be additionally emphasized. Environmental logistics practices must be incorporated into corporate environmental strategies. When it comes to the product design and production planning, the most common is the fact that usually they emphasize the product design and the development that comes from the improvements of their competitive and commercial attributes, and these are factors such as price, quality, features and performance. Trowbridge (2006) distinguishes both internal and external driving forces of the implementation of GSCM at a chip manufacturer. The internal ones include the willingness to improve risk management due to potential interruptions in the supply chain, and the collaboration with suppliers to find alternative materials and equipment that minimize the environmental impact. The external ones include customers, investors and non-governmental organizations (Trowbridge, 2006). This is similar to the findings of Gonzlez-Benito Gonzlez-Benito (2006) which indicate that Spanish companies perceive two different sources of environmental pressure: governmental and non-governmental. However, only the latter is able to explain the implementation of environmental logistics practices in a significant way, perhaps because these practices are proactive and voluntary and governmental pressure focuses on the observance of regulations. They also prove that the environmental awareness of managers is also able to explain a significant part of the implementationof environmental logistics practices.Hu Hsu (2010) explore the factors that are critical for the implementation of green supply chain management (GSCM) practices in the Taiwanese electrical and electronics industries referring to the European Union directives, and they extract 20 critical factors in four dimensions (supplier management, product recycling, organization involvement and life cycle management) (Hu Hsu, 2010). Diabat Govindan (2011) introduce the review of studies which present different factors of green supply chain management. Diabat Govindan (2011) present 11 types of driving forces ( and interactions between them), which have been analyzed using Interpretive Structural Modeling (ISM). The research results show that the government regulations and legislation and reverse logistics are significant driving forces to achieve cooperation between product designers and suppliers to reduce and eliminate the environmental impact ofproducts. Environmental cooperation with suppliers and customers and ISO 14001 certification are placed at an intermediate level of the ISM model. Green design, integrating quality environmental management into the planning and operation process, reducing energy consumption, and reusing and recycling materials and packaging are at the top level of the ISM hierarchy (Diabat Govindan, 2011).The ISM model for the driving forces affecting the implementation of green supply chain management is presented in Figure 5.Fig 5. ISM model for the drivers affecting the implementation of green supply chain management according to Diabat Govindan, 2011.5.ConclusionsCompanies are constantly under pressure to develop environmentally friendly and responsible operations, and commitment to the natural environment is an important variable within the competitive scenarios. Organizations face either internal or external factors of green logistics at a corporate level. The review of the literature indicates some interesting findings. First all, managers must take into account that incorporating environmental issues into corporate strategies depends on various factors which can change over time. Determinant factors of adoption ofenvironmental logistics practices vary among companies and depend on sector of activity, geographical location and the level of customer environmental requirements. The findings of the influence on green logistics varies according to customer pressure on companys environmental behaviour and it may be associated with the different position of companies standing in the supply chain. Organizational factors are very important for most industries but technological factors should be taken into accountin the future by logistics managers. Pressure through legislation is not the only way offostering the environmental behaviour of a firm, rather, there are other means suchas increasing the environmental awareness of managers, but it is a long term objective at a corporate level.中文译文：发展绿色物流，实现企业可持续发展战略摘要当环境问题成为世界各地重要的关注点，社会组织在压力下不断地发展环境责任和友好行动时，对自然环境的承诺已经变成一个重要的变量。
绿色物流【外文翻译】
外文翻译原文Green Logistics (The Paradoxes of)Material source：The Handbook of Logistics and Supply-Chain Management Author：Brewer, K.J. Button and D.A. HensherIntroduction: The Issue of Green LogisticsThe two words that make up the title of this chapter are each charged with meaning, but combined, they form a phrase that is particularly evocative. ‘Logistics’ are at the heart of modern transport systems. As has been demonstrated earlier, the term implies a degree organization and control over freight movements that only modern technology could have brought into being. It has become one of the most important developments in the transportation industry. ‘Greenness’ has become a code-word for a range of environmental concerns, and is usually considered positively. It is employed to suggest compatibility with the environment, and thus, like ‘logistics’ is something that is beneficial. When put together the two words suggest an environmentally-friendly and efficient transport and distribution system. The term has wide appeal, and is seen by many as eminently desirable. However, as we explore the concept and its applications in greater detail, a great many paradoxes and inconsistencies arise, which suggest that its application may be more difficult than what might have been expected on first encounter.In this chapter we begin by considering how the term has been developed and applied in the transportation industry. Although there has been much debate about green logistics over the last ten years or so, the transportation industry has developed very narrow and specific interests. When the broader interpretations are attempted it will be shown that there are basic inconsistencies between the goals and objectives of ‘logistics’ and ‘greenness’. We conclude this chapter by exploring how these paradoxes might be resolved.Development and Application of Green LogisticsIn common with many other areas of human endeavour, ‘greenness’ became a catchword in the transportation industry in the late 1980s and early 1990s. It grew out of the growing awareness of environmental problems, and in particular with well-publicised issues such as acid rain, CFCs and global warming. The World Commission on Environment and Development Report, with its establishment ofenvironmental sustainability as a goal for international action, gave green issues a significant boost in political and economic arenas. The transportation industry is a major contributor to environmental degradation through its modes, infrastructures and traffics). The developing field of logistics was seen by many as an opportunity for the transportation industry to present a more environmentally-friendly face. During the early 1990s there was an outpouring of studies, reports and opinion pieces suggesting how the environment could be incorporated in the logistics industry. It was reported that the 1990s would be ‘the decade of the environment’.As we look back on the decade we can observe that interest in the environment by the logistics industry manifested itself most clearly in terms of exploiting new market opportunities. While traditional logistics seeks to organise forward distribution, that is the transport, warehousing, packaging and inventory management from the producer to the consumer, environmental considerations opened up markets for recycling and disposal, and led to an entire new sub-sector: reverse logistics. This reverse distribution involves the transport of waste and the movement of used materials. While the term ‘reverse logistics’ is widely used, other names h ave been applied, such as ‘reverse distribution’, ‘reverse-flow logistics’, and ‘green logistics’.Inserting logistics into recycling and the disposal of waste materials of all kinds, including toxic and hazardous goods, has become a major new market. There are several variants. An important segment is customer-driven, where domestic waste is set aside by home-dwellers for recycling. This has achieved wide popularity in many communities, notably because the public became involved in the process. A second type is where non-recyclable waste, including hazardous materials, is transported for disposal to designated sites. As land fills close to urban areas become scarce, waste has to be transported greater distances to disposal centres. A different approach is where reverse distribution is a continuous embedded process in which the organisation (manufacturer or distributor) takes responsibility for the delivery of new products as well as their take-back. This would mean environmental considerations through the whole life-cycle of a product (production, distribution, consumption and disposal). For example, BMW is designing a vehicle whose parts will be entirely recyclable.How the logistics industry has responded to the environmental imperatives is not unexpected, given its commercial and economic imperatives, but by virtually overlooking significant issues, such as pollution, congestion, resource depletion,means that the logistics industry is still not very ‘green’. This conclusion is borne out by published surveys. Murphy et al (1994) asked members of the Council for Logistics Management what were the most important environmental issues relating to logistics operations. The two leading issues selected were hazardous waste disposal and solid waste disposal. Two thirds of respondents identified these as being of ‘great’ or ‘maximum’ importance. The least important issues identified were congestion and land use, two elements usually considered of central importance by environmentalists. When asked to identify the future impact of environmental issues on logistical functions, again waste disposal and packaging were chosen as leading factors. Customer service, inventory control, production scheduling –logistical elements –were seen to have negligible environmental implications.This suggests that at the beginning of the 21st Century the logistics industry in general is still a long way from being considered green. Reverse logistics has been its major environmental pre-occupation. While this is an important step, recycling being one of the important elements in sustainability, many other environmentally significant considerations remain largely unaddressed. Are the achievements of transport logistics compatible with the environment?The Green Paradoxes of Logistics in Transport Systems1 CostsThe purpose of logistics is to reduce costs, notably transport costs. In addition, economies of time and improvements in service reliability, including flexibility, are further objectives. Corporations involved in the physical distribution of freight are highly supportive of strategies that enable them to cut transport costs in the present competitive environment. The cost-saving strategies pursued by logistic operators are often at variance with environmental considerations, however. Environmental costs are often externalized. This means that the benefits of logistics are realised by the users (and eventually to the consumer if the benefits are shared along the supply chain), but the environment assumes a wide variety of burdens and costs. Society in general, and many individuals in particular, are becoming less willing to accept these costs, and pressure is increasingly being put on governments and corporations to include greater environmental considerations in their activities.Although there is a clear trend for governments, at least in their policy guidelines, to make the users pay the full costs of using the infrastructures, logistical activities have largely escaped these initiatives. The focus of much environmentalpolicy is on private cars (emission controls, gas mixtures and pricing). While there are increasingly strict regulations being applied to air transport (noise and emissions), the degree of control over trucking, rail and maritime modes is less. For example diesel fuel is significantly cheaper than gasoline in many jurisdictions, despite the negative environmental implications of the diesel engine. Yet trucks contribute on average 7 times more per vehicle-km to nitrogen oxides emissions than cars and 17 times more for particulate matter. The trucking industry is likely to avoid the bulk of environmental externalities it creates, notably in North America.The external costs of transport have been the subject of extensive research. Early gross estimates suggested congestion costs to account on average for 8.5% of the GDP and from 2.0 to 2.5% for safety. Recent estimates in Europe suggest that annual costs amount to a figure between 32 and 56 billion ECU. Cooper et al (1998) estimate the costs in Britain at 7 billion ECU, or twice the amount collected by vehicle taxation.In addition, the hub structures of logistical systems result in a land take that is exceptional. Airports, seaports and rail terminals are among the largest consumers of land in urban areas. For many airports and seaports the costs of development are so large that they require subsidies from local, regional and national governments. The dredging of channels in ports, the provision of sites, and operating expenses are rarely completely reflected in user costs. In the United States, for example local dredging costs, were nominally to come out of a harbour improvement tax but this has been ruled unconstitutional and channel maintenance remains under the authority of the US Corps of Army Engineers. In Europe, national and regional government subsidies are used to assist infrastructure and superstructure provision. The trend in logistics towards hub formation is clearly not green.The actors involved in logistical operations have a strong bias to perceive green logistics as a mean to internalize cost savings, while avoiding the issue of external costs. As underlined earlier, a survey among the managers of logistical activities pointed out that the top environmental priority is reducing packaging and waste (Murphy et al 1994). Managers were also strongly against any type of governmental regulation pertaining to the environmental impacts of logistics. These observations support the paradoxical relationship between logistics and the environment that reducing costs does not necessarily reduce environmental impacts.2 ReliabilityAt the heart of logistics is the overriding importance of service reliability. Itssuccess is based upon the ability to deliver freight on time with the least threat of breakage or damage. Logistics providers often realise these objectives by utilising the modes that are perceived as being most reliable. The least polluting modes are generally regarded as being the least reliable in terms of on-time delivery, lack of breakage and safety. Ships and railways have inherited a reputation for poor customer satisfaction, and the logistics industry is built around air and truck shipments... the two least environmentally-friendly modes.3 WarehousingLogistics is an important factor promoting globalization and international flows of commerce. Modern logistics systems economies are based on the reduction of inventories, as the speed and reliability of deliveries removes the need to store and stockpile. Consequently, a reduction in warehousing demands is one of the advantages of logistics. This means however, that inventories have been transferred to a certain degree the transport system, especially the roads. This has been confirmed empirically. In a survey of 87 large British firms cited by McKinnon (1998), there had been a 39 per cent reduction in the number of warehouses and one third of the firms indicated an increased amount of truck traffic, although the increase was thought to be small in most cases. Inventories are actually in transit, contributing still further to congestion and pollution. The environment and society, not the logistical operators, are assuming the external costs.Not all sectors exhibit this trend, however. In some industrial sectors, computers for example, there is a growing trend for vertical disintegration of the manufacturing process, in which extra links are added to the logistical chain. Intermediate plants where some assembly is undertaken have been added between the manufacturer and consumer. While facilitating the customizing of the product for the consumer, it adds an additional external movement of products in the production line.译文绿色物流（即悖论）资料来源：物流与供应链手册作者：布鲁尔，K.J.巴顿和D.A.寒舍尔简介：关于绿色物流的一个问题绿色和物流这两个词构成了本文标题意义，两者相结合，就形成一个短语，特别令人回味。
物流 外文翻译 外文文献 英文文献 组合优化和绿色物流
物流外文翻译外文文献英文文献组合优化和绿色物流附件2:外文原文(复印件)Combinatorial optimization and Green LogisticsAbstract The purpose of this paper is to introduce the area of Green Logistics and to describe some of the problems that arise in this subject which can be formulated as combinatorial optimization problems. The paper particularly considers the topics of reverse logistics, waste management and vehicle routing and scheduling. Keywords GreenLogistics、 Reverse logistics 、 Combinatorial optimization 、Waste management 、 Hazardous materials1 IntroductionGreen Logistics is concerned with producing and distributing goodsin a sustainable way,taking account of environmental and social factors. Thus the objectives are not only concerned with the economic impact of logistics policies on the organization carrying them out,but also with the wider effects on society, such as the effects of pollution on the environment. Green Logistics activities include measuring the environmental impact of different distribution strategies, reducing the energy usage in logistics activities, reducing waste and managing its treatment. In recent years there has been increasing concern about the environmental effects on the planet of human activity and currentlogistic practices may not be sustainable in the long term.Many organizations and businesses are starting to measure their carbonfootprints so that the environmental impact of their activities can be monitored. Governments are considering targets for reduced emissions and other environmental measures.There is therefore increasing interest in Green Logistics from companies and governments.Traditional logistics models for production and distribution have concentrated on minimizing costs subject to operational constraints. But consideration of the wider objectives and issues connected with Green Logistics leads to new methods of working and new models,some of which pose interesting new applications for operational research models of various types. A survey of all operational research models in this area would require a very long article and so the focus of this paper is to concentrate on some of the new or revised combinatorial optimization models that arise in Green Logistics applications. For those working in combinatorial optimization it is hoped that these new models will pose interesting new challenges that may have significant effects on the environment when the results are applied.The original version of this paper can be found in Sbihi and Eglese (2007). It discusses different areas that relate to the Green Logistics agenda. Section 2 concerns Reverse Logistics modelsthat take account of the full life-cycle of a product and the possibilities of various forms of recycling. Section 3 covers Waste Management that includes models for thetransportation of hazardous waste, roll-on roll-off containers andthe collection of household waste. Section 4 deals with Vehicle Routing models and issues relating toGreen Logistics objectives. Section 5 contains the final conclusions.2 Reverse LogisticsThere are various definitions of Reverse Logistics to be found inthe literature. For example,Fleischmann et al. (1997) say that reverse logistics is ―a process whichencompasses the logistics activities all the way from used productsno longer required by the user to products again usable in a market‖. Dowlatshahi (2000) explains ReverseLogistics as ―a process in which a manufacturer systematicallyaccepts previouslyshipped products or parts from the point for consumption forpossible recycling,re manufacturing or disposal‖. Later, the European Working Group on Reverse Logistics,REVLOG, Dekker et al. (2004), give this definition: ―The process of planning,implementing and controlling backward flows of raw materials, in process inventory,packaging and finished goods, from a manufacturing, distribution oruse point, to a pointof recovery or point of proper disposal‖.In their book, Rogers and Tibben-Lembke (1999)briefly consider the differences between Reverse Logistics and Green Logistics. In Reverse Logistics there should be some flow of products or goods back from the consumer to an earlier stage of the supply chain.The reduction of waste that this implies certainly means that Reverse Logistics should be included within Green Logistics. For example, De Brito and Van Der Laan (2003) examine inventory management issues when product returns must be estimated. However there will be other models of logistics activities involving only forward flows of goodsthat could not be described as reverse logistics, but if they include environmental considerations, will also be included within Green Logistics. For example,Mondschein and Schilkrut (1997)describe a mixed integerlinear programming model to determine the optimal investmentpolicies for the copper industry in Chile. A key part of the model was to control air pollution through emissions in the production process. Legislation within the European Community gives high importance to recycled products and, in some cases, it has established the responsibility for the end of life products to the manufacturers. For example, the Waste Electronic and Electrical Equipment (WEEE) Directive (2002/96/EC)1 deals with this. Such legislationis one of the drivers in establishing the importance of reverse logistics operations. Most European companies will increasingly have tothink about incorporating Reverse Logistics activities in their business operations.2.1 Location models used in Reverse LogisticsThere is a huge amount of research in facility location theory in general. However, in the literature we found relatively few papers on this topic applicable to Reverse Logistics (RL). Krikke (1998) proposes some models for RL network design. He designsa model for a multi-product and multi-echelon situation. The model allows new facilities to be added with the corresponding cost functions when necessary. He proposes the design of a network graph and a transportation graph as basic inputs for his model. Barros et al. (1998) consider the problem of the recycling of sand (asubproduct of recycling construction waste) in the Netherlands. They propose a two-levellocation model for the sand problem and consider its optimization using heuristic procedures. Fleischmann et al. (2000) reviewed nine published case studies on logistics networkdesign for product recovery in different industries, and identified some general characteristics of product recovery networks, comparing them with traditional logistics structures. They classified the product recovery networks in three sub-areas: re-usable item networks, remanufacturing networks, and recycling networks.Other references deal with this topic (e.g., Krikke 1998; Sarkis 2001; Fleischmann2001). Most of the models developed in this field are similar to the traditional location problems,in particular location-allocation models (see Kroon and Vrijens 1995; Ammonset al. 1999;Spengler et al. 1997; Marìn and Pelegrìn 1998; Jayaraman et al. 1999; Krikkeet al. 1999,2001; Fleischmann et al. 2000). In most of the models, transportation andprocessing costs were minimized while the environmental costs associated with the designed network were often neglected.2.2 Dynamic lot-sizing problemThe dynamic lot sizing problem in its simplest form considers a facility, possibly a warehouse or a retailer, which faces dynamic demand for a single item over a finite horizon (see Wagner and Whitin 1958). The facility places orders for the item from asupply agency, e.g.,a manufacturer or a supplier, which is assumedto have an unlimited quantity of the product.The model assumes a fixed ordering (setup) cost, a linear procurement cost for each unit purchased, and a linear holding cost for each unit held in inventory per unit time. Given the time varying demand and cost parameters, the problem is to decide when and how much to order at the facility in each period so that all demand is satisfied at minimum cost.The dynamic lot-sizing problem has been well studied in the pastsince it was first introduced more than four decades ago. The exact solution technique, known as the Wagner- Whitin algorithm, based onDynamic Programming is well known in production planning and inventory control. For more information about this model, see the books by Bramel and Simchi-Levi (1997), Johnson and Montgomery (1974) and Silver et al.(1996). A variety of heuristic methods have also been proposed, for example the Silver-Meal heuristic described in Silver and Meal (1973).In Teunter et al. (2006) a variant of the basic lot sizing model is considered where the serviceable stock may also be made using a remanufacturing operation that utilizes returns and produces serviceable stock that is indistinguishable from the newly manufactured stock. Examples of remanufacturing include single-use cameras and copiers. An inventory system with remanufacturing can be described in Fig . 1. The model studied makes the following assumptions:– no disposal option for returns;– holding cost for serviceables is greater than holding cost for returns;– variable manufacturing and remanufacturing costs are not included.The objective is again to minimize the sum of the set-up costs and holding costs. Two variants are considered. In the first it is assumedthat there is a joint set-up cost formanufacturing and remanufacturing which is appropriate when the same production line is used for both processes. The second variant assumes separate set-up costs for manufacturing and remanufacturing. We review these models in the next two sections. 3 Waste managementThe widely acknowledged increase in solid waste production, together with the increased concern about environmental issues, have led local governments and agencies to devote resources to solid waste collection policy planning. Waste management is a key process to protect the environment and conserve resources. In recent years, policies of governments towards waste management have focused on waste avoidance, reuse and recycling. As a result there has been significant progress in these management areas, particularly for the more developed nations. The environmental aspects of waste management means that activities concerning the transport of waste materials are clearly part of the Green Logistics agenda.4 Vehicle routing and schedulingThe Vehicle Routing and Scheduling Problem (VRSP) concerns the determination of routes and schedules for a fleet of vehicles to satisfy the demands of a set of customers. The basic Capacitated Vehicle Routing Problem (CVRP) can be described in the following way.We are given a set of homogeneous vehicles each of capacity Q, locatedat a central depot and a set of customers with known locations and demands to be satisfied by deliveries from the central depot. Each vehicle route must start and end at the central depot and the total customer demand satisfied by deliveries on each route must not exceed the vehicle capacity, Q. The objective is to determine a set of routes for thevehicles that will minimize the total cost. The total cost isusually proportional to the total distance traveled if the number of vehicles is fixed and may also include an additional term proportional to the number of vehicles used if the number of routes may vary.The CVRP and many of its variants have been well studied in the literature since its introduction by Dantzig and Ramser (1959). Its exact solution is difficult to determine forlarge-scale problems as it is a member of the class of NP-hard problems. Specialisedalgorithms are able to consistently find optimal solutions for cases with up to about 50 customers; larger problems have been solved to optimality in some cases, but often at the expense of considerable computing time.In practice, other variations and additional constraints that must be taken into consideration usually make the vehicle routing problem even more difficult to solve to optimality.So many solution procedures are based on heuristic algorithms that are designed to provide good feasible solutions within an acceptable computing time, but without a guarantee of optimality.There are several books and survey articles that summarize different approaches and provide references to the large number of journalarticles that have been written on this topic (e.g., Golden and Assad 1988; Toth and Vigo 2001). There are many other researchworks about the classical CVRP. Some exact methods have beentailored for this problem (e.g., Laporte and Nobert 1987; Agarwal et al. 1989; Lysgaard et al. 2004;Fukasawa et al.2006). Others have proposed approximate methods and heuristics due to the complexity of the problem and the need to solve it in a reasonable computing time (see Gendreau et al.2002; Laporte and Semet 2002; Cordeau and Laporte 2004; Cordeauet al. 2005). Most of these approaches are based on local search techniques.Most papers assume that the costs and times of traveling between the depot and the customers and between customers are known and fixed. They are either given or calculated using a shortest path algorithm on the graph or network representing the locations. In practice,the times and shortest paths may vary, particularly by time of day. 5 Conclusions This paper has described the field covered by Green Logistics and described some of the new problems that arise when the objectives considered are not simply economic, but involve wider environmental and social considerations too. There are many different types of operational research models that have key roles to play in dealing with Green Logistics issues, but in this paper we have concentrated on describing areas where combinatorial optimization is central to the design of acceptable solutions. It is expected that as environmental factors assume increasing importance, the effective use of combinatorialoptimization theories and techniques will be needed to meet the challengesof new problems.There is a research consortium in the UK working on many different aspects of Green Logistics models and more information can be found on the website of the Green Logistics project. The Green Logistics project includes several work modules that relate to topics covered in this review such as reverse logistics and the effect of vehicle routing and scheduling policies on the Green Logistics agenda.附件1:外文资料翻译译文组合优化和绿色物流摘要:本文的目的是介绍绿色物流领域及描述通过组合优化制定中出现的一些问题。
绿色物流介绍
企业的使命就是盈利，是股东利益的最大化和社会利益的最大化
企业在整个经营活动中实现可持续发 展理念并在经营活动中处处体现可持
续发展精神是义不容辞的责任 随着经济的发展、社会的进步 以及人们对自身生活环境的日 益关注，有关环境保护的法律 法规更加严格，企业的生存和 发展受到他们自身提出的"绿
同时随着生态环境的色日约益束恶"化人们对 生态环境的不断认识及环境污染日益 严重对企业经营带来的巨大风险和机
会的认知也日益加深
实现可持续发展的绿色物流更应该是企 业自身健康发展的需要
现代企业要在竞争中取得优势， 就必须采取变革管理方式的新 思维
因此企业的"绿色物流"管理方式成为企 业在新的世纪里发展的新的战略
2
绿色物流是可持续发展的一个重要环节
面对经济全球化趋势，国内企业要融入到全球大环境中，在参与全球化的过程中，这些企 业不仅要接受国外企业的竞争压力，还必须承担相应的社会责任
因此企业的经营战略必须与社会目标和可持续发展目标相适应，"绿色物流"是这个大趋势 的必然要求
在全社会环保意识日益加强的今天，与生产环节紧密相连的物流活动也日益引起企业的重 视
THE PROFESSIONAL TEMPLATE
绿色物流有助于推动供应链的优 化
绿色物流不仅关注单个企业的运营活动，还 关注整个供应链的环保和社会责任。通过与 供应商、制造商、分销商等合作伙伴共同实 施绿色物流，可以优化整个供应链的资源利 用和环境影响，提高整个供应链的效率和可 持续性
绿色物流有助于 促进国际贸易
随着全球环保意识的 提高，许多国家开始 实施绿色贸易壁垒， 对不符合环保要求的 产品和服务进行限制 。实施绿色物流可以 帮助企业满足这些环 保要求，跨越这些贸 易壁垒，扩大国际贸 易的范围和深度
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附件1：外文资料翻译译文组合优化和绿色物流摘要：本文的目的是介绍绿色物流领域及描述通过组合优化制定中出现的一些问题。
本文重点介绍了逆向物流、废物管理和物流配送车辆调度等问题。
关键字: 绿色物流、逆向物流、组合优化、废物管理、危险物品1 引言绿色物流主要关注的是可持续的生产方式和货物的销售，重点考虑到环境和社会的因素。
因此，绿色物流的目标并不只是关注物流政策的执行对经济的影响，还关注对社会具有的更加广泛的影响，如对环境污染的影响。
绿色物流活动包括测量不同分销策略对环境的影响，减少物流活动中的能源使用量，减少废物，管理和处理物流对环境的影响。
近年来关于人们在地球的活动和物流实践对环境造成的影响越来越受到关注。
很多组织和企业开始测量他们碳的排放量，以便可以监视他们的活动对环境的影响。
政府现正考虑减少排放和其它环保措施。
因此不管是公司还是政府对绿色物流越来越感兴趣。
传统物流模式的生产和分配都集中在约束业务成本，将其降至最低。
但是考虑到更加长远的目标和与绿色物流有关的问题，就必须有新的工作方法和模式，其中也包含了一些有趣的，最新应用的研究模型。
阐述这一领域内所有的研究模型将需要很长篇幅的文章，所以本文的重点是集中于一些在绿色物流的应用中出项的新的或者是修订的组合优化模型。
对于这些组合优化的工作，希望对于那些组合优化的新模型将带来有趣的新挑战，同时该工作也可能对环境带来重大影响。
这份文件的原始版本可以在史宾斯和列更斯（2007年)找到。
它讨论了不同领域的有关绿色物流的议程。
第二部分阐述了对逆向物流的担忧以及考虑到产品的整个生命周期和对各种可能性的模型的回收利用。
第三部分是废物管理，包括了危险废物运输的模型、滚装滚卸容器和家居废物收集。
第四部分涉及车辆路径模型和绿色物流目标相关的问题。
第五部分为最后的结论。
2 逆向物流在文献中可以找到各种逆向物流的定义。
例如，弗莱希曼等人（1997年）称逆向物流是”涵盖了在物流活动中从使用的产品”，用户不再需要的产品及在市场中再利用产品的过程。
道拉图沙斯（2000年)逆向物流解释为”制造商有系统地从消费者手中回收以前所提供的产品或部件来再循环、再制造或处置的一个进程”。
后来，欧洲工作小组在逆向物流的研究中，列维朗，德克尔等人 (2004年）给出这一定义：在规划的过程中，实施和控制原材料的落后流动，在制品库存中，包装和成品从制造，分销到使用，恢复或适当处置的过程。
在他们的书中，罗杰斯和连布克 (1999年）简要地考虑逆向物流与绿色物流的区别。
逆向物流应该从消费者手中获得一些商品或产品回到商品流供应链的早期阶段从而减少了废物，这肯定意味着逆向物流应列入绿色物流。
例如，德布里托和范德兰（2003年）说必须估计产品返回检查库存管理问题。
但是会有的只涉及向前流动的其它类型那么就不可以被称为逆向物流，但如果它们包括环境方面的考虑，也将被列入绿色物流货物的物流活动。
例如，蒙德沙因和席勒库特（1997年) 通过描述混合的整数线性规划模型来确定在智利铜工业的最优投资策略。
通过在生产过程中排放的空气污染来控制模型的一个关键部分。
欧洲共同体内部立法高度重视产品的循环再造，而且，在某些情况下，已确立了制造商在产品使用结束后的相关责任。
例如，废电子和电气设备(WEEE) 指令。
这种立法是建立逆向物流业务的重要性的一种驱动。
大多数的欧洲公司会越来越多的考虑将逆向物流活动纳入他们的业务操作之中。
2.1 区位模型在逆向物流中的应用对于一般设施选址的理论研究已有很多。
然而，我们发现在文献中关于逆向物流（RL）这一主题的论文却相对较少。
库勒德库（1998）提出RL网络设计模型。
他设计了一个为多产品和多级的情况下的模型。
在必要时该模型允许添加附有相应的费用函数的新设施。
他建议将网络图的设计与交通图一同作为他的模型输入的依据。
巴罗斯等人（1998）考虑在荷兰（回收建筑废料的子产品）砂的回收问题。
他们提出了两个级别的砂的选址模型问题，并考虑采用启发式过程对其进行优化。
弗莱希曼等人（2000年）审查了九个发表的关于产品在不同行业的回收物流网络设计的案例研究，确定了一些产品回收网络的一般性特点，并与传统的物流结构进行比较。
他们产品分类回收网络在三个子地区：可重复使用的项目网络，再制造网络，和回收网络。
其他处理这个主题的相关引用（例如，克里克1998；萨尔基斯2001；弗莱施曼2001）。
在这个领域中大多数模型的开发都类似于传统的选址问题，在特定位置的分配模型中（可以看到克朗和夫里延斯1995；安蒙斯等1999；斯彭勒等1997；马林和贝利格林 1998；贾亚拉曼等1999；克里克等1999， 2001；弗莱施曼等2000）。
在大多数模型、运输和加工成本已最小化，而环境设计网络的成本经常被忽略。
2.2 动态批量问题关于它的动态形式有很多种，其中最简单的是，从设施方面考虑，在有限的资源条件下，仓库或者零售商，面临着单个项目的动态需求。
（见瓦格纳，于1958年圣灵降临节）。
该项目的设施场所是根据供应机构的订单来决定的。
比如说，这是一个有无限量产品的制造商或供应商。
该模型假设成本是按照一个固定顺序（所设置的）来支出的，采购成本为一个单位的线性支出，在单位时间内，库存都是具有线性持有成本的。
考虑到时间的价值以及成本参数，问题在于在每个阶段的什么时候以及怎样订购设施才能使得在满足生产需要的同时使得成本最小化。
动态调整很多问题得到了很好的研究，因为它是第一个推出了超过四十年前的方法。
精确解技术，称为基于动态规划的瓦格纳瓦锡算法，是众所周知的生产规划与库存控制。
有关此模型的详细信息，请参阅由布拉默尔和辛智列维书（1997年），约翰逊和蒙哥马利（1974年)和银等(1996年)。
各种启发式方法还提议，例如银粉银和餐中所述的启发式算法（1973)托特等人（2006年）认为很多规模模型是一种维修库存也可以是在制造的操作，利用回收和生产维修库存与新制造的库存并无区别。
再制造的例子包括一次性使用的相机和复印机。
可谓是再制造库存系统图。
1.研究的模型进行了以下假设：——没有回报的处理方案；——持有成本为服务成本大于持有成本的回报率；——变制造与再制造费用不包括在内。
我们的目标是再次尽量减少设置成本和持有成本的总和。
这被认为是两种变体。
第一个变量是假定建立两个程度相当的联合生产线，这将花费适当地费油。
第二个变量是假定制造与再制造费用单独设置。
3 废物管理由于固定废物生产被广泛认为有所增加再加上环境问题被日益关注，所以近年来，各国政府废物管理政策集中在避免产生废物、再利用和回收利用。
因此在这些管理领域，特别是对于较发达的国家方面取得了重大进展。
在环境方面废物管理指有关废物材料的运输活动，显然这是绿色物流议程的一部分。
4 车辆路径与调度车辆路径与调度问题(VRSP)涉及到确定路线和车队的时间表以满足客户的需求。
可以按以下方式描述制约车辆路径基本能力的问题(CVRP)。
我们在已知位置和要求的中央仓库设置车辆流量Q，以满足从中央仓库交货的要求。
车辆的每个路径必须满足每个交付客户的需求，且不能超过车辆的能力。
其目的是确定车辆，确定总成本最低的路线。
如果车辆的数量是固定的，可能还包括一个额外的任期，如果路线的数量不同，那么与车辆数目成正比。
CVRP 和及其各种形式也曾泽范和拉姆泽 (1959年)中推出了文学研究。
其确切的解决方案是很难确定大规模的问题，这是一个很难解决的问题。
专门的算法能够始终如一的为高达50家客户找到最优的解决方案；虽然更大的问题已经解决，但是在某些情况下，往往最优性的代价就是花费相当长的时间。
在实践中，其他的变化和附加约束，通常必须考虑到使车辆路径以及其最优性。
有许多的解决方案过程基于启发式算法，旨在提供良好可行的解决方案，在可接受的计算时间内，但不保证最优性。
有几本书和调查文章来汇总不同的方法，并且在文章中有所引用（例如，黄金与阿萨德 1988年；托特和维 2001年)，这些在杂志撰写的文章中被大量引用。
同时有很多关于CVRP的研究工作。
对于此问题已定制的确切的几种方法（如拉波特和诺贝特； 1987年阿格沃尔等1989 年；里斯加德2004 年；深泽等l2006 年）。
有人建议用近似方法和启发式技术来解决复杂的问题和算出合理的时间（请参见戈德诺等.2002 年；拉波特和塞姆特 2002年；科尔多和拉波特 2004年；科尔多等2005 年）。
大多数的这些做法基于本地搜索技术。
大多数论文认为车厂和客户之间行驶费用和时间是已知的，固定的。
他们一般就是用表或者图形或者网络计算最小路径。
然而在实践中，时间和最短路径可能有所不同，尤其是通过一天的时间。
5 结论本白皮书描述了绿色物流所涉领域，并描述了一些新的问题出现时，所考虑的并不仅仅是经济，而是更加涉及到环境和社会因素。
有许多不同类型的模型在处理绿色物流问题中，扮演了关键角色，但在本文中，我们都集中在描述用组合优化模型解决及设计方案。
据预计由于环境因素承担的重要性日益增加，组合优化模型和技术将面临更多的挑战。
在英国，绿色物流模式有许多对不同方面有研究的联合会和在绿色物流项目的网站上可以找到详细信息。
绿色物流项目包括涵盖的这项讨论了逆向物流和物流配送车辆调度，绿色物流议程上的政策的影响等有关主题的几个模块。
附件2：外文原文（复印件）Combinatorial optimization and Green Logistics Abstract The purpose of this paper is to introduce the area of Green Logistics and to describe some of the problems that arise in this subject which can be formulated as combinatorial optimization problems. The paper particularly considers the topics of reverse logistics, waste management and vehicle routing and scheduling.Keywords Green Logistics、Reverse logistics 、Combinatorial optimization 、Waste management 、Hazardous materials1 IntroductionGreen Logistics is concerned with producing and distributing goods in a sustainable way,taking account of environmental and social factors. Thus the objectives are not only concerned with the economic impact of logistics policies on the organization carrying them out,but also with the wider effects on society, such as the effects of pollution on the environment. Green Logistics activities include measuring the environmental impact of different distribution strategies, reducing the energy usage in logistics activities, reducing waste and managing its treatment. In recent years there has been increasing concern about the environmental effects on the planet of human activity and current logistic practices may not be sustainable in the long term.Many organizations and businesses are starting to measure their carbon footprints so that the environmental impact of their activities can be monitored. Governments are considering targets for reduced emissions and other environmental measures.There is therefore increasing interest in Green Logistics from companies and governments.Traditional logistics models for production and distribution have concentrated on minimizing costs subject to operational constraints. But consideration of the wider objectives and issues connected with Green Logistics leads to new methods of working and new models,some of which pose interesting new applications for operational research models of various types. A survey of all operational research models in this area would require a very long article and so the focus of thispaper is to concentrate on some of the new or revised combinatorial optimization models that arise in Green Logistics applications. For those working in combinatorial optimization it is hoped that these new models will pose interesting new challenges that may have significant effects on the environment when the results are applied.The original version of this paper can be found in Sbihi and Eglese (2007). It discusses different areas that relate to the Green Logistics agenda. Section 2 concerns Reverse Logistics models that take account of the full life-cycle of a product and the possibilities of various formsof recycling. Section 3 covers Waste Management that includes models for the transportation of hazardous waste, roll-on roll-off containers and the collection of household waste. Section 4 deals with Vehicle Routing models and issues relating to Green Logistics objectives. Section 5 contains the final conclusions.2 Reverse LogisticsThere are various definitions of Reverse Logistics to be found in the literature. For example,Fleischmann et al. (1997) say that reverse logistics is “a process which encompasses the logistics activities all the way from used products no longer required by the user to products again usable in a market”. Dowlatshahi (2000) explains Reverse Logistics as “a process in which a manufacturer systematically accepts previously shipped products or parts from the point for consumption for possible recycling, remanufacturing or disposal”. Later, the European Working Group on Reverse Logistics, REVLOG, Dekker et al. (2004), give this definition: “The process of planning, implementing and controlling backward flows of raw materials, in process inventory, packaging and finished goods, from a manufacturing, distribution or use point, to a point of recovery or point of proper disposal”.In their book, Rogers and Tibben-Lembke (1999) briefly consider the differences between Reverse Logistics and Green Logistics. In Reverse Logistics there should be some flow of products or goods back from the consumer to an earlier stage of the supply chain.The reduction of waste that this implies certainly means that Reverse Logistics should be included within Green Logistics. For example, De Brito and Van Der Laan (2003) examine inventory management issues when product returns must be estimated. However there will be other models of logisticsactivities involving only forward flows of goods that could not be described as reverse logistics, but if they include environmental considerations, will also be included within Green Logistics. For example,Mondschein and Schilkrut (1997) describe a mixed integer linear programming model to determine the optimal investment policies for the copper industry in Chile. A key part of the model was to control air pollution through emissions in the production process. Legislation within the European Community gives high importance to recycled products and, in some cases, it has established the responsibility for the end of life products to the manufacturers. For example, the Waste Electronic and Electrical Equipment (WEEE) Directive (2002/96/EC)1 deals with this. Such legislation is one of the drivers in establishing the importance of reverse logistics operations. Most European companies will increasingly have to think about incorporating Reverse Logistics activities in their business operations.2.1 Location models used in Reverse LogisticsThere is a huge amount of research in facility location theory in general. However, in the literature we found relatively few papers on this topic applicable to Reverse Logistics (RL). Krikke (1998) proposes some models for RL network design. He designs a model for a multi-product and multi-echelon situation. The model allows new facilities to be added with the corresponding cost functions when necessary. He proposes the design of a network graph and a transportation graph as basic inputs for his model. Barros et al. (1998) consider the problem of the recycling of sand (asubproduct of recycling construction waste) in the Netherlands. They propose a two-level location model for the sand problem and consider its optimization using heuristic procedures. Fleischmann et al. (2000) reviewed nine published case studies on logistics network design for product recovery in different industries, and identified some general characteristics of product recovery networks, comparing them with traditional logistics structures. They classified the product recovery networks in three sub-areas: re-usable item networks, remanufacturing networks, and recycling networks.Other references deal with this topic (e.g., Krikke 1998; Sarkis 2001; Fleischmann 2001). Most of the models developed in this field are similar to the traditional location problems,in particular location-allocation models (see Kroon and Vrijens 1995; Ammonset al. 1999;Spengler et al. 1997; Marìn and Pelegrìn 1998; Jayaraman et al. 1999; Krikke et al. 1999,2001; Fleischmann et al. 2000). In most of the models, transportation and processing costs were minimized while the environmental costs associated with the designed network were often neglected.2.2 Dynamic lot-sizing problemThe dynamic lot sizing problem in its simplest form considers a facility, possibly a warehouse or a retailer, which faces dynamic demand for a single item over a finite horizon (see Wagner and Whitin 1958). The facility places orders for the item from a supply agency, e.g.,a manufacturer or a supplier, which is assumed to have an unlimited quantity of the product.The model assumes a fixed ordering (setup) cost, a linear procurement cost for each unit purchased, and a linear holding cost for each unit held in inventory per unit time. Given the time varying demand and cost parameters, the problem is to decide when and how much to order at the facility in each period so that all demand is satisfied at minimum cost.The dynamic lot-sizing problem has been well studied in the past since it was first introduced more than four decades ago. The exact solution technique, known as the Wagner- Whitin algorithm, based on Dynamic Programming is well known in production planning and inventory control. For more information about this model, see the books by Bramel and Simchi-Levi (1997), Johnson and Montgomery (1974) and Silver et al. (1996). A variety of heuristic methods have also been proposed, for example theSilver-Meal heuristic described in Silver and Meal (1973).In Teunter et al. (2006) a variant of the basic lot sizing model is considered where the serviceable stock may also be made using a remanufacturing operation that utilizes returns and produces serviceable stock that is indistinguishable from the newly manufactured stock. Examples of remanufacturing include single-use cameras and copiers. An inventory system with remanufacturing can be described in Fig . 1. The model studied makes the following assumptions:– no disposal option for returns;– holding cost for serviceables is greater than holding cost for returns;– variable manufacturing and remanufacturing costs are not included.The objective is again to minimize the sum of the set-up costs and holding costs. Two variants are considered. In the first it is assumed that there is a joint set-up cost for manufacturing and remanufacturing which is appropriate when the same production line is used for both processes. The second variant assumes separate set-up costs for manufacturing and remanufacturing. We review these models in the next two sections.3 Waste managementThe widely acknowledged increase in solid waste production, together with the increased concern about environmental issues, have led local governments and agencies to devote resources to solid waste collection policy planning. Waste management is a key process to protect the environment and conserve resources. In recent years, policies of governments towards waste management have focused on waste avoidance, reuse and recycling. As a result there has been significant progress in these management areas, particularly for the more developed nations. The environmental aspects of waste management means that activities concerning the transport of waste materials are clearly part of the Green Logistics agenda.4 Vehicle routing and schedulingThe Vehicle Routing and Scheduling Problem (VRSP) concerns the determinationof routes and schedules for a fleet of vehicles to satisfy the demands of a set of customers. The basic Capacitated Vehicle Routing Problem (CVRP) can be described in the following way.We are given a set of homogeneous vehicles each of capacity Q, locatedat a central depot and a set of customers with known locations and demands to be satisfied by deliveries from the central depot. Each vehicle route must start and end at the central depot and the total customer demand satisfied by deliveries on each route must not exceed the vehicle capacity, Q. The objective is to determine a set of routes for the vehicles that will minimize the total cost. The total cost is usually proportional to the total distance traveled if the number of vehicles is fixed and may also include an additional term proportional to the number of vehicles used if the number of routes may vary.The CVRP and many of its variants have been well studied in the literature since itsintroduction by Dantzig and Ramser (1959). Its exact solution is difficult to determine for large-scale problems as it is a member of the class of NP-hard problems. Specialised algorithms are able to consistently find optimal solutions for cases with up to about 50 customers; larger problems have been solved to optimality in some cases, but often at the expense of considerable computing time.In practice, other variations and additional constraints that must be taken into consideration usually make the vehicle routing problem even more difficult to solve to optimality.So many solution procedures are based on heuristic algorithms that are designed to provide good feasible solutions within an acceptable computing time, but without a guarantee of optimality.There are several books and survey articles that summarize different approaches and provide references to the large number of journal articles that have been written on this topic (e.g., Golden and Assad 1988; Toth and Vigo 2001). There are many other research works about the classical CVRP. Some exact methods have been tailored for this problem (e.g., Laporte and Nobert 1987; Agarwal et al. 1989; Lysgaard et al. 2004; Fukasawa et al.2006). Others have proposed approximate methods and heuristics due to the complexity of the problem and the need to solve it in a reasonable computing time (see Gendreau et al.2002; Laporte and Semet 2002; Cordeau and Laporte 2004; Cordeau et al. 2005). Most of these approaches are based on local search techniques.Most papers assume that the costs and times of traveling between the depot and the customers and between customers are known and fixed. They are either given or calculated using a shortest path algorithm on the graph or network representing the locations. In practice,the times and shortest paths may vary, particularly by time of day.5 ConclusionsThis paper has described the field covered by Green Logistics and described some of the new problems that arise when the objectives considered are not simply economic, but involve wider environmental and social considerations too. There are many different types of operational research models that have key roles to play in dealing with Green Logistics issues, but in this paper we have concentrated on describing areas where combinatorial optimization is central to the design of acceptable solutions. It is expectedthat as environmental factors assume increasing importance, the effective use of combinatorial optimization theories and techniques will be needed to meet the challenges of new problems.There is a research consortium in the UK working on many different aspects of Green Logistics models and more information can be found on the website of the Green Logistics project. The Green Logistics project includes several work modules that relate to topics covered in this review such as reverse logistics and the effect of vehicle routing and scheduling policies on the Green Logistics agenda.。