After 32 years in private industry, J. Paul Dittmann made the leap to academia. Now the former supply chain executive is working to strengthen the bonds between the two worlds.
Mitch Mac Donald has more than 30 years of experience in both the newspaper and magazine businesses. He has covered the logistics and supply chain fields since 1988. Twice named one of the Top 10 Business Journalists in the U.S., he has served in a multitude of editorial and publishing roles. The leading force behind the launch of Supply Chain Management Review, he was that brand's founding publisher and editorial director from 1997 to 2000. Additionally, he has served as news editor, chief editor, publisher and editorial director of Logistics Management, as well as publisher of Modern Materials Handling. Mitch is also the president and CEO of Agile Business Media, LLC, the parent company of DC VELOCITY and CSCMP's Supply Chain Quarterly.
Although he's now ensconced in academia, J. Paul Dittmann has no interest in ivory towers. Instead, the former Whirlpool Corp. supply chain VP prefers to stay grounded in the business arena, even as he becomes more involved in academic programs.
Dittmann's real-world experience makes him ideally suited for his responsibilities in the Department of Marketing and Logistics at the University of Tennessee in Knoxville. As director of corporate partnerships, he oversees town-gown collaborations with businesses that want to improve their performance by conducting supply chain assessments. And as managing director of the department's Integrated Value Chain Forums, he directs semiannual "think tank" events involving more than 50 companies. But Dittmann isn't all about business; he also lectures on logistics and supply chain topics to undergraduate and grad students as well as to attendees of UT's executive education programs.
Dittmann only recently entered into this marriage of mortarboard and business suit. For 32 years, he worked for Whirlpool Corp., where his career path touched on most aspects of supply chain management. Among the titles he held at the appliance maker were vice president, supply chain strategy and systems; vice president, global supply chain systems; vice president, logistics; director, manufacturing technology; corporate director, manufacturing planning; corporate director, strategic planning; director, logistics; and director, marketing services. With credentials like that, it's easy to see why companies of all stripes have benefited from Dittmann's involvement in supply chain audits and educational programs at UT.
In Dittmann's view, supply chain education should be a two-way street. In today's fast-changing global business environment, he believes, academics and practitioners must keep each other current by matching real-world needs with cutting-edge research.
DC VELOCITY Group Editorial Director Mitch Mac Donald recently spoke to Dittmann about the interplay of business and academia, and why it's important to those both on and off campus.
Q: You had a successful three-decade career in the private sector. Could you tell us a little bit about that and how you found yourself migrating to an academic role?
A: Basically, I spent 32 years in industry. All of that was with the Whirlpool Corp., running logistics, supply chain, and manufacturing operations. It was a long career with one company, but there was an unbelievably wide range of interaction there.
After 32 years, I wanted to do something different. I was in a position where I could do whatever I wanted to do, and I decided that it was time to try something new. I am loving every day of it.
But I wanted to stay involved in business organizations because it had been so rewarding. Some people talk about giving back, and I think there's something to that. Those of us who spent a lot of time in the business world have something to say to students.
Q: Could you describe for us what you do at the University of Tennessee?
A: I manage two business forums: the Supply Chain Strategy and Management Forum and the Sales Forecasting Management Forum. The supply chain forum has 35 sponsoring companies that meet on campus for a couple of days twice a year—generally in April and November—to really talk about the leading issues of supply chain and integrative management. The other program, the sales forecasting forum, really gets into the heart of supply and demand integration. We have 20 or so sponsoring companies for that program.
My role as director of corporate partnerships comes into play when companies come to UT to take advantage of a highly ranked logistics program. Oftentimes, companies come to us with questions with respect to the partnerships they want to establish. Sometimes it evolves into supply chain consulting.
When it does, I am at their disposal as well. We have done supply chain assessments in a wide range of companies. And I also do some teaching.
Q: How has your experience as a supply chain executive influenced the approach you take in directing those programs?
A: Having been in the same seat as industry people, facing the pressures they deal with every day, I understand that they don't have tolerance for anything that doesn't add value. When they pay the sponsor fee, they don't look at it as a contribution—they're looking for a return on their investment.
Knowing what challenges business people are facing helps you design a program with a value proposition that responds best to what their needs are. And there is mutual benefit. We help them, of course, but they help us as well. Just from their being here we have a better understanding of what their needs are.
Q: Are there particular concerns that companies want you to address in these forums?
A: In our Sales Forecasting Management Forum, a huge issue is how best to implement sales and operations planning, or S&OP. It's cross-functional, and companies find it difficult. At nearly every company where we do [supply chain] audits, we find the functional silo problem. That is a fundamental problem in business: How do we manage that horizontal process when we're all organized vertically? Certainly, forecasting approaches, accuracy, metrics, and all those things are still on the agenda, but it's morphing into "How is the forecast going to be used?"
In the Supply Chain Strategy and Management Forum, there's concern about the cost of transportation. We are finding some companies now are reassessing their networks—for warehouses, in particular—because of the tremendous increase in the price of transportation. Companies are asking: Do we have our warehouses in the right place? Are they sized right? Are they in the right relationship to our source of supply and to our customers? [People are saying,] if we can't cut rates anymore, maybe we ought to skin this cat another way.
Q: What's the value of participating in the forums and the corporate partnership programs?
A: We aim to put on very relevant programs. Before each forum, we let sponsors set the agenda. Once we determine what the hot topics are, we recruit the best speakers from academia and business. That's what keeps the relationship so tight: We're designing forums to respond to specific needs that have been expressed. We look at sponsors as our customers, and they come away with ideas they can implement and that will help them save money.
Other benefits are that they have closer associations with the faculty, including access to research before it is published. That helps them stay current. Another big reason to participate is that when they're on campus, they have plenty of opportunities to interface with undergrads and MBAs. Many are competing for the very best logistics graduates, and I think it assists in their recruiting. Nothing is more important than building a talent base for the future.
Q: Is there enough new talent coming into the system to support the logistics and supply chain management needs of business?
A: Probably not, given the tremendous needs of business. Having said that, though, I think the opportunity to hire young, qualified people for their first positions in supply chain management is better than ever. As a matter of fact, when we work with many companies, we find that most people in logistics and supply chain have never had any real academic training in those areas. It is because programs are still relatively new. We graduate hundreds of students every year now who have a very firm, solid education in supply chain, and that is obviously going to help them. The bottom line is it's getting dramatically better, but there still is a shortage.
Q: Some academics have voiced concern about a gulf between academia and practitioners in the supply chain field. Can programs like the ones you run at UT help to bridge that gap?
A: I think there is the potential for that divide to exist between the business and the academic worlds, or for that matter, any part of society. We're all driven by performance measures, but academics have different types of performance measures than you find in business.
I've been extremely pleased at UT with the way the professors in this department look at the business community as their laboratory. As fast as the world is moving, unless you are out there interfacing with companies all the time, you will get out of date quickly. You'll also do a disservice to teaching and to your students if you don't keep up.
The mindset here is that the only way I can stay current within teaching and research is to keep up with what is happening in business. With that mindset, we can begin to bridge the gulf that might inherently exist out there. Still, we may not be typical of all universities. It takes a certain mindset from the administration and the leadership to realize that the university needs the business community for more than just money. We need them to help us make teaching and research relevant.
Q: How did you first get involved with UT's forums?
A: When I was at Whirlpool, I used to have a nagging concern that something we didn't know about was happening out there that would put us at a disadvantage. So I joined the supply chain forum—that's how I ended up where I am now. I wanted to make sure we weren't missing something or any new ideas that were emerging at other companies. By doing that, I'd always bring home two or three or four things. Some were small, but some were pretty big and helped us save lots of money.
Because of that experience, I do see it from the industry side. People are moving at such a fast pace! When do you ever have time to stop and get off the treadmill? There's no time to sharpen your ax, so to speak. But you have to at least do some executive education, go off to CSCMP's annual conference, or spend a couple of days on campus in a program like ours. You have to do that a couple of times a year, or the world will leave you behind pretty fast.
Q: Any closing thoughts?
A: I think one thing would be to urge people to take advantage of the professional development and educational opportunities available to them. That might seem obvious, but when we do supply chain assessments, I'm always amazed that so many companies do not have professional development programs in place. There ought to be a professional development plan for every person, and they ought to be held accountable for meeting those objectives. There are many opportunities for getting that education, and people need to take advantage of them.
When I think back to when I started in the industry over 30 years ago, there are so many things that were totally different from today. Unless you follow, the world leaves you behind very, very quickly. I've seen business executives retire, and within a couple of years, you could tell just by the way they talked that they never kept up.
A lifelong program of professional development and education is most important. In fact, I tell the students I teach that their career should be a lifelong learning exercise.
Penske said today that its facility in Channahon, Illinois, is now fully operational, and is predominantly powered by an onsite photovoltaic (PV) solar system, expected to generate roughly 80% of the building's energy needs at 200 KW capacity. Next, a Grand Rapids, Michigan, location will be also active in the coming months, and Penske's Linden, New Jersey, location is expected to go online in 2025.
And over the coming year, the Pennsylvania-based company will add seven more sites under its power purchase agreement with Sunrock Distributed Generation, retrofitting them with new PV solar systems which are expected to yield a total of roughly 600 KW of renewable energy. Those additional sites are all in California: Fresno, Hayward, La Mirada, National City, Riverside, San Diego, and San Leandro.
On average, four solar panel-powered Penske Truck Leasing facilities will generate an estimated 1-million-kilowatt hours (kWh) of renewable energy annually and will result in an emissions avoidance of 442 metric tons (MT) CO2e, which is equal to powering nearly 90 homes for one year.
"The initiative to install solar systems at our locations is a part of our company's LEED-certified facilities process," Ivet Taneva, Penske’s vice president of environmental affairs, said in a release. "Investing in solar has considerable economic impacts for our operations as well as the environmental benefits of further reducing emissions related to electricity use."
Overall, Penske Truck Leasing operates and maintains more than 437,000 vehicles and serves its customers from nearly 1,000 maintenance facilities and more than 2,500 truck rental locations across North America.
That challenge is one of the reasons that fewer shoppers overall are satisfied with their shopping experiences lately, Lincolnshire, Illinois-based Zebra said in its “17th Annual Global Shopper Study.”th Annual Global Shopper Study.” While 85% of shoppers last year were satisfied with both the in-store and online experiences, only 81% in 2024 are satisfied with the in-store experience and just 79% with online shopping.
In response, most retailers (78%) say they are investing in technology tools that can help both frontline workers and those watching operations from behind the scenes to minimize theft and loss, Zebra said.
Just 38% of retailers currently use AI-based prescriptive analytics for loss prevention, but a much larger 50% say they plan to use it in the next 1-3 years. That was followed by self-checkout cameras and sensors (45%), computer vision (46%), and RFID tags and readers (42%) that are planned for use within the next three years, specifically for loss prevention.
Those strategies could help improve the brick and mortar shopping experience, since 78% of shoppers say it’s annoying when products are locked up or secured within cases. Adding to that frustration is that it’s hard to find an associate while shopping in stores these days, according to 70% of consumers. In response, some just walk out; one in five shoppers has left a store without getting what they needed because a retail associate wasn’t available to help, an increase over the past two years.
The survey also identified additional frustrations faced by retailers and associates:
challenges with offering easy options for click-and-collect or returns, despite high shopper demand for them
the struggle to confirm current inventory and pricing
lingering labor shortages and increasing loss incidents, even as shoppers return to stores
“Many retailers are laying the groundwork to build a modern store experience,” Matt Guiste, Global Retail Technology Strategist, Zebra Technologies, said in a release. “They are investing in mobile and intelligent automation technologies to help inform operational decisions and enable associates to do the things that keep shoppers happy.”
The survey was administered online by Azure Knowledge Corporation and included 4,200 adult shoppers (age 18+), decision-makers, and associates, who replied to questions about the topics of shopper experience, device and technology usage, and delivery and fulfillment in store and online.
Supply chains are poised for accelerated adoption of mobile robots and drones as those technologies mature and companies focus on implementing artificial intelligence (AI) and automation across their logistics operations.
That’s according to data from Gartner’s Hype Cycle for Mobile Robots and Drones, released this week. The report shows that several mobile robotics technologies will mature over the next two to five years, and also identifies breakthrough and rising technologies set to have an impact further out.
Gartner’s Hype Cycle is a graphical depiction of a common pattern that arises with each new technology or innovation through five phases of maturity and adoption. Chief supply chain officers can use the research to find robotic solutions that meet their needs, according to Gartner.
Gartner, Inc.
The mobile robotic technologies set to mature over the next two to five years are: collaborative in-aisle picking robots, light-cargo delivery robots, autonomous mobile robots (AMRs) for transport, mobile robotic goods-to-person systems, and robotic cube storage systems.
“As organizations look to further improve logistic operations, support automation and augment humans in various jobs, supply chain leaders have turned to mobile robots to support their strategy,” Dwight Klappich, VP analyst and Gartner fellow with the Gartner Supply Chain practice, said in a statement announcing the findings. “Mobile robots are continuing to evolve, becoming more powerful and practical, thus paving the way for continued technology innovation.”
Technologies that are on the rise include autonomous data collection and inspection technologies, which are expected to deliver benefits over the next five to 10 years. These include solutions like indoor-flying drones, which utilize AI-enabled vision or RFID to help with time-consuming inventory management, inspection, and surveillance tasks. The technology can also alleviate safety concerns that arise in warehouses, such as workers counting inventory in hard-to-reach places.
“Automating labor-intensive tasks can provide notable benefits,” Klappich said. “With AI capabilities increasingly embedded in mobile robots and drones, the potential to function unaided and adapt to environments will make it possible to support a growing number of use cases.”
Humanoid robots—which resemble the human body in shape—are among the technologies in the breakthrough stage, meaning that they are expected to have a transformational effect on supply chains, but their mainstream adoption could take 10 years or more.
“For supply chains with high-volume and predictable processes, humanoid robots have the potential to enhance or supplement the supply chain workforce,” Klappich also said. “However, while the pace of innovation is encouraging, the industry is years away from general-purpose humanoid robots being used in more complex retail and industrial environments.”
An eight-year veteran of the Georgia company, Hakala will begin his new role on January 1, when the current CEO, Tero Peltomäki, will retire after a long and noteworthy career, continuing as a member of the board of directors, Cimcorp said.
According to Hakala, automation is an inevitable course in Cimcorp’s core sectors, and the company’s end-to-end capabilities will be crucial for clients’ success. In the past, both the tire and grocery retail industries have automated individual machines and parts of their operations. In recent years, automation has spread throughout the facilities, as companies want to be able to see their entire operation with one look, utilize analytics, optimize processes, and lead with data.
“Cimcorp has always grown by starting small in the new business segments. We’ve created one solution first, and as we’ve gained more knowledge of our clients’ challenges, we have been able to expand,” Hakala said in a release. “In every phase, we aim to bring our experience to the table and even challenge the client’s initial perspective. We are interested in what our client does and how it could be done better and more efficiently.”
Although many shoppers will
return to physical stores this holiday season, online shopping remains a driving force behind peak-season shipping challenges, especially when it comes to the last mile. Consumers still want fast, free shipping if they can get it—without any delays or disruptions to their holiday deliveries.
One disruptor that gets a lot of headlines this time of year is package theft—committed by so-called “porch pirates.” These are thieves who snatch parcels from front stairs, side porches, and driveways in neighborhoods across the country. The problem adds up to billions of dollars in stolen merchandise each year—not to mention headaches for shippers, parcel delivery companies, and, of course, consumers.
Given the scope of the problem, it’s no wonder online shoppers are worried about it—especially during holiday season. In its annual report on package theft trends, released in October, the
security-focused research and product review firm Security.org found that:
17% of Americans had a package stolen in the past three months, with the typical stolen parcel worth about $50. Some 44% said they’d had a package taken at some point in their life.
Package thieves poached more than $8 billion in merchandise over the past year.
18% of adults said they’d had a package stolen that contained a gift for someone else.
Ahead of the holiday season, 88% of adults said they were worried about theft of online purchases, with more than a quarter saying they were “extremely” or “very” concerned.
But it doesn’t have to be that way. There are some low-tech steps consumers can take to help guard against porch piracy along with some high-tech logistics-focused innovations in the pipeline that can protect deliveries in the last mile. First, some common-sense advice on avoiding package theft from the Security.org research:
Install a doorbell camera, which is a relatively low-cost deterrent.
Bring packages inside promptly or arrange to have them delivered to a secure location if no one will be at home.
Consider using click-and-collect options when possible.
If the retailer allows you to specify delivery-time windows, consider doing so to avoid having packages sit outside for extended periods.
These steps may sound basic, but they are by no means a given: Fewer than half of Americans consider the timing of deliveries, less than a third have a doorbell camera, and nearly one-fifth take no precautions to prevent package theft, according to the research.
Tech vendors are stepping up to help. One example is
Arrive AI, which develops smart mailboxes for last-mile delivery and pickup. The company says its Mailbox-as-a-Service (MaaS) platform will revolutionize the last mile by building a network of parcel-storage boxes that can be accessed by people, drones, or robots. In a nutshell: Packages are placed into a weatherproof box via drone, robot, driverless carrier, or traditional delivery method—and no one other than the rightful owner can access it.
Although the platform is still in development, the company already offers solutions for business clients looking to secure high-value deliveries and sensitive shipments. The health-care industry is one example: Arrive AI offers secure drone delivery of medical supplies, prescriptions, lab samples, and the like to hospitals and other health-care facilities. The platform provides real-time tracking, chain-of-custody controls, and theft-prevention features. Arrive is conducting short-term deployments between logistics companies and health-care partners now, according to a company spokesperson.
The MaaS solution has a pretty high cool factor. And the common-sense best practices just seem like solid advice. Maybe combining both is the key to a more secure last mile—during peak shipping season and throughout the year as well.