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.
Container traffic is finally back to typical levels at the port of Montreal, two months after dockworkers returned to work following a strike, port officials said Thursday.
Today that arbitration continues as the two sides work to forge a new contract. And port leaders with the Maritime Employers Association (MEA) are reminding workers represented by the Canadian Union of Public Employees (CUPE) that the CIRB decision “rules out any pressure tactics affecting operations until the next collective agreement expires.”
The Port of Montreal alone said it had to manage a backlog of about 13,350 twenty-foot equivalent units (TEUs) on the ground, as well as 28,000 feet of freight cars headed for export.
Port leaders this week said they had now completed that task. “Two months after operations fully resumed at the Port of Montreal, as directed by the Canada Industrial Relations Board, the Montreal Port Authority (MPA) is pleased to announce that all port activities are now completely back to normal. Both the impact of the labour dispute and the subsequent resumption of activities required concerted efforts on the part of all port partners to get things back to normal as quickly as possible, even over the holiday season,” the port said in a release.
The “2024 Year in Review” report lists the various transportation delays, freight volume restrictions, and infrastructure repair costs of a long string of events. Those disruptions include labor strikes at Canadian ports and postal sites, the U.S. East and Gulf coast port strike; hurricanes Helene, Francine, and Milton; the Francis Scott key Bridge collapse in Baltimore Harbor; the CrowdStrike cyber attack; and Red Sea missile attacks on passing cargo ships.
“While 2024 was characterized by frequent and overlapping disruptions that exposed many supply chain vulnerabilities, it was also a year of resilience,” the Project44 report said. “From labor strikes and natural disasters to geopolitical tensions, each event served as a critical learning opportunity, underscoring the necessity for robust contingency planning, effective labor relations, and durable infrastructure. As supply chains continue to evolve, the lessons learned this past year highlight the increased importance of proactive measures and collaborative efforts. These strategies are essential to fostering stability and adaptability in a world where unpredictability is becoming the norm.”
In addition to tallying the supply chain impact of those events, the report also made four broad predictions for trends in 2025 that may affect logistics operations. In Project44’s analysis, they include:
More technology and automation will be introduced into supply chains, particularly ports. This will help make operations more efficient but also increase the risk of cybersecurity attacks and service interruptions due to glitches and bugs. This could also add tensions among the labor pool and unions, who do not want jobs to be replaced with automation.
The new administration in the United States introduces a lot of uncertainty, with talks of major tariffs for numerous countries as well as talks of US freight getting preferential treatment through the Panama Canal. If these things do come to fruition, expect to see shifts in global trade patterns and sourcing.
Natural disasters will continue to become more frequent and more severe, as exhibited by the wildfires in Los Angeles and the winter storms throughout the southern states in the U.S. As a result, expect companies to invest more heavily in sustainability to mitigate climate change.
The peace treaty announced on Wednesday between Isael and Hamas in the Middle East could support increased freight volumes returning to the Suez Canal as political crisis in the area are resolved.
The French transportation visibility provider Shippeo today said it has raised $30 million in financial backing, saying the money will support its accelerated expansion across North America and APAC, while driving enhancements to its “Real-Time Transportation Visibility Platform” product.
The funding round was led by Woven Capital, Toyota’s growth fund, with participation from existing investors: Battery Ventures, Partech, NGP Capital, Bpifrance Digital Venture, LFX Venture Partners, Shift4Good and Yamaha Motor Ventures. With this round, Shippeo’s total funding exceeds $140 million.
Shippeo says it offers real-time shipment tracking across all transport modes, helping companies create sustainable, resilient supply chains. Its platform enables users to reduce logistics-related carbon emissions by making informed trade-offs between modes and carriers based on carbon footprint data.
"Global supply chains are facing unprecedented complexity, and real-time transport visibility is essential for building resilience” Prashant Bothra, Principal at Woven Capital, who is joining the Shippeo board, said in a release. “Shippeo’s platform empowers businesses to proactively address disruptions by transforming fragmented operations into streamlined, data-driven processes across all transport modes, offering precise tracking and predictive ETAs at scale—capabilities that would be resource-intensive to develop in-house. We are excited to support Shippeo’s journey to accelerate digitization while enhancing cost efficiency, planning accuracy, and customer experience across the supply chain.”
ReposiTrak, a global food traceability network operator, will partner with Upshop, a provider of store operations technology for food retailers, to create an end-to-end grocery traceability solution that reaches from the supply chain to the retail store, the firms said today.
The partnership creates a data connection between suppliers and the retail store. It works by integrating Salt Lake City-based ReposiTrak’s network of thousands of suppliers and their traceability shipment data with Austin, Texas-based Upshop’s network of more than 450 retailers and their retail stores.
That accomplishment is important because it will allow food sector trading partners to meet the U.S. FDA’s Food Safety Modernization Act Section 204d (FSMA 204) requirements that they must create and store complete traceability records for certain foods.
And according to ReposiTrak and Upshop, the traceability solution may also unlock potential business benefits. It could do that by creating margin and growth opportunities in stores by connecting supply chain data with store data, thus allowing users to optimize inventory, labor, and customer experience management automation.
"Traceability requires data from the supply chain and – importantly – confirmation at the retail store that the proper and accurate lot code data from each shipment has been captured when the product is received. The missing piece for us has been the supply chain data. ReposiTrak is the leader in capturing and managing supply chain data, starting at the suppliers. Together, we can deliver a single, comprehensive traceability solution," Mark Hawthorne, chief innovation and strategy officer at Upshop, said in a release.
"Once the data is flowing the benefits are compounding. Traceability data can be used to improve food safety, reduce invoice discrepancies, and identify ways to reduce waste and improve efficiencies throughout the store,” Hawthorne said.
Under FSMA 204, retailers are required by law to track Key Data Elements (KDEs) to the store-level for every shipment containing high-risk food items from the Food Traceability List (FTL). ReposiTrak and Upshop say that major industry retailers have made public commitments to traceability, announcing programs that require more traceability data for all food product on a faster timeline. The efforts of those retailers have activated the industry, motivating others to institute traceability programs now, ahead of the FDA’s enforcement deadline of January 20, 2026.
Online grocery technology provider Instacart is rolling out its “Caper Cart” AI-powered smart shopping trollies to a wide range of grocer networks across North America through partnerships with two point-of-sale (POS) providers, the San Francisco company said Monday.
Instacart announced the deals with DUMAC Business Systems, a POS solutions provider for independent grocery and convenience stores, and TRUNO Retail Technology Solutions, a provider that powers over 13,000 retail locations.
Terms of the deal were not disclosed.
According to Instacart, its Caper Carts transform the in-store shopping experience by letting customers automatically scan items as they shop, track spending for budget management, and access discounts directly on the cart. DUMAC and TRUNO will now provide a turnkey service, including Caper Cart referrals, implementation, maintenance, and ongoing technical support – creating a streamlined path for grocers to bring smart carts to their stores.
That rollout follows other recent expansions of Caper Cart rollouts, including a pilot now underway by Coles Supermarkets, a food and beverage retailer with more than 1,800 grocery and liquor stores throughout Australia.
Instacart’s core business is its e-commerce grocery platform, which is linked with more than 85,000 stores across North America on the Instacart Marketplace. To enable that service, the company employs approximately 600,000 Instacart shoppers who earn money by picking, packing, and delivering orders on their own flexible schedules.
The new partnerships now make it easier for grocers of all sizes to partner with Instacart, unlocking a modern shopping experience for their customers, according to a statement from Nick Nickitas, General Manager of Local Independent Grocery at Instacart.
In addition, the move also opens up opportunities to bring additional Instacart Connected Stores technologies to independent retailers – including FoodStorm and Carrot Tags – continuing to power innovation and growth opportunities for retailers across the grocery ecosystem, he said.