Bringing long industry experience to the classroom: interview with Joseph Estrella
For more than three decades, Joseph Estrella held supply chain management positions for major companies. He now brings that experience to bear in the classroom at the University of Rhode Island.
Peter Bradley is an award-winning career journalist with more than three decades of experience in both newspapers and national business magazines. His credentials include seven years as the transportation and supply chain editor at Purchasing Magazine and six years as the chief editor of Logistics Management.
For the past four years, Joseph Estrella has worked full time as a lecturer at the University of Rhode Island (URI), where he teaches operations, global supply chain management, international transportation, and other courses to both undergraduate and graduate students.
He brings to those classes more than 35 years of experience as a logistics and transportation professional. He held management positions for Roadway Express, Staples, and CVS. Before joining URI full time, he taught there part time while serving as director of the transportation and logistics network for CVS.
Estrella recently spoke with Editorial Director Peter Bradley about his industry experience and the supply chain program at URI.
Q: Tell me a little bit about your experience in private industry. A: I have had a terrific career. I worked for what were arguably the three best companies in their respective industries at the time. I worked for Roadway Express for 15 years in roles ranging from dock supervisor and sales representative to posts in operations management and terminal management. For my last six years there, I was the labor relations manager for New England. Roadway was a great place to learn about transportation and logistics, but more importantly, I think, Roadway had a terrific way of teaching you how to deal with people. During my time at Roadway, I certainly learned about honesty, integrity, and ethics.
The next stop in my career was working at Staples, which was a rather young company at the time. I am very proud to say that I was a big part of setting up the distribution process for the catalog division, which at the time was called Staples Direct. That part of the business grew very quickly. In fact, in two years, we went from $28 million in sales to $310 million. I certainly learned a lot about the retail industry working at Staples. I then moved to CVS and worked there for a long time. When I joined CVS, the company had no stores west of the Mississippi, and now, through tremendous acquisition and growth, it is a national and international company.
I was fortunate. I got to work in three really good areas with three really good companies, which serves me well now that I am at the University of Rhode Island.
Q: What made you take the leap from supply chain professional to educator? A: While I was at CVS, we were contacted by URI to work on a distribution project. That was my first interaction with URI. URI then asked me to serve on its Supply Chain Advisory Committee, which is made up of URI faculty and business people in the community. Later, URI asked me to be an adjunct, so I started teaching one course a semester, which I really enjoyed. About four years ago, URI asked if I wanted to teach full time. I think the timing was right for me to retire from private industry and become a part of URI's faculty.
URI is a great institution. The supply chain management (SCM) program started around 2007, and we have already been recognized as having one of the top 25 supply chain programs in the country. The SCM major is actually the fastest-growing major within URI's college of business.
Q: How does your experience in private industry influence what you teach and how you teach? A: At URI, we teach all the different theories and formulas that SCM students need to know and understand, but the fact of the matter is, in the real world of business, it still boils down to people executing their jobs properly. I try to relate real-life experiences to the students with real-world examples. A perfect example is economic order quantity (EOQ). For EOQ to work properly, you want to minimize your holding and ordering costs. You teach students the EOQ formula, you give them a few problems, and they now understand how to determine EOQ. But then I ask them a simple question: If you're working for a large corporation, you may have 40,000 or 50,000 stock-keeping units (SKUs). Do you really think you're going to sit down and go through this formula for 40,000 SKUs every single week? No, you just don't have the time to do it, and that's where software comes into play. That kind of example resonates with students. The idea is that students have to understand the concept, but how you actually use that concept is sometimes vastly different from what is taught.
Q: How do you get students interested in logistics and supply chain management? I don't imagine most kids come out of high school saying "I want to be a logistician." A: Supply chain is not something that's at the top of anyone's list just yet, certainly not when students come out of high school. What we try to do, and we have been pretty successful at it, is explain to students that supply chain is the only discipline that interacts with every other discipline in a corporation. I tell students that when you get into supply chain, you're going to be dealing with procurement, inventory, marketing, advertising, legal, real estate, finance, accounting, logistics, transportation, and distribution as well as with other companies. Then, if students take a course or two, it is not unusual for some of them to change their majors to supply chain.
Q: Do you send your students out into the field at any point in their undergraduate career? A: Yes. We emphasize internships to all our students. In fact, many of our students will do two or three internships at the undergraduate level, and that serves a couple of purposes. One, it obviously exposes students to private industry, and two—and this happens more often than not—students do such a great job at their internships that they receive job offers from those same companies. In fact, many of our students who are graduating in May have already accepted positions with various corporations.
Q: What are the business professionals you talk to looking for in graduates? A: They are looking for, first of all, students with some type of SCM certification. This is an area where URI does an outstanding job, as many of our students will graduate with a CTL [Certified in Transportation and Logistics] certificate from the AST&L [American Society of Transportation and Logistics]. In addition, we have a Lean Six Sigma program, through which many of our students will earn a yellow or even a green belt.
Obviously, technology plays a big role in supply chain management. Business professionals want students who are proficient in programs such as Excel, Access, and simulation software. Our students have done extremely well in the workplace in part because of their knowledge as it relates to technology.
Q: As your students go out the door, what is your advice to them about what they're going to face and what they need to do? A: We teach the same things I'm sure most universities do as it relates to what students will face when they enter the work force—things like the importance of collaboration, knocking down silos, trade-offs, etc. But I also tell students that unfortunately, all of those things don't happen. Many companies will tell you that they collaborate with suppliers, that they are knocking down silos, etc., when in reality, they just don't do it.
I also tell students they need to trust the people they work with. Trust is something that I think is extremely important in business. For instance, if you have suppliers that are cost competitive, that perform well, and that you trust (and that trust you), you now have a terrific business relationship that will benefit all parties. Unfortunately, I think many companies are so cost driven in the short term that they actually spend more dollars in the long run by constantly changing suppliers who don't perform as expected. In addition, by constantly changing suppliers, customer service is impacted in a negative way.
I tell students that if they want to be successful, they really need to understand the business they are in. Listen, really listen; look, really look; and ask some questions.
I also tell them that if they want to be successful, they are going to work more than eight hours a day. Hard work has always served people well. If you do those things and you treat people right, you will be successful.
The one final thing I always preach is to be honest and have integrity. I tell students there is nothing more important than being honest and having integrity.
The Port of Oakland has been awarded $50 million from the U.S. Department of Transportation’s Maritime Administration (MARAD) to modernize wharves and terminal infrastructure at its Outer Harbor facility, the port said today.
Those upgrades would enable the Outer Harbor to accommodate Ultra Large Container Vessels (ULCVs), which are now a regular part of the shipping fleet calling on West Coast ports. Each of these ships has a handling capacity of up to 24,000 TEUs (20-foot containers) but are currently restricted at portions of Oakland’s Outer Harbor by aging wharves which were originally designed for smaller ships.
According to the port, those changes will let it handle newer, larger vessels, which are more efficient, cost effective, and environmentally cleaner to operate than older ships. Specific investments for the project will include: wharf strengthening, structural repairs, replacing container crane rails, adding support piles, strengthening support beams, and replacing electrical bus bar system to accommodate larger ship-to-shore cranes.
The Florida logistics technology startup OneRail has raised $42 million in venture backing to lift the fulfillment software company its next level of growth, the company said today.
The “series C” round was led by Los Angeles-based Aliment Capital, with additional participation from new investors eGateway Capital and Florida Opportunity Fund, as well as current investors Arsenal Growth Equity, Piva Capital, Bullpen Capital, Las Olas Venture Capital, Chicago Ventures, Gaingels and Mana Ventures. According to OneRail, the funding comes amidst a challenging funding environment where venture capital funding in the logistics sector has seen a 90% decline over the past two years.
The latest infusion follows the firm’s $33 million Series B round in 2022, and its move earlier in 2024 to acquire the Vancouver, Canada-based company Orderbot, a provider of enterprise inventory and distributed order management (DOM) software.
Orlando-based OneRail says its omnichannel fulfillment solution pairs its OmniPoint cloud software with a logistics as a service platform and a real-time, connected network of 12 million drivers. The firm says that its OmniPointsoftware automates fulfillment orchestration and last mile logistics, intelligently selecting the right place to fulfill inventory from, the right shipping mode, and the right carrier to optimize every order.
“This new funding round enables us to deepen our decision logic upstream in the order process to help solve some of the acute challenges facing retailers and wholesalers, such as order sourcing logic defaulting to closest store to customer to fulfill inventory from, which leads to split orders, out-of-stocks, or worse, cancelled orders,” OneRail Founder and CEO Bill Catania said in a release. “OneRail has revolutionized that process with a dynamic fulfillment solution that quickly finds available inventory in full, from an array of stores or warehouses within a localized radius of the customer, to meet the delivery promise, which ultimately transforms the end-customer experience.”
Commercial fleet operators are steadily increasing their use of GPS fleet tracking, in-cab video solutions, and predictive analytics, driven by rising costs, evolving regulations, and competitive pressures, according to an industry report from Verizon Connect.
Those conclusions come from the company’s fifth annual “Fleet Technology Trends Report,” conducted in partnership with Bobit Business Media, and based on responses from 543 fleet management professionals.
The study showed that for five consecutive years, at least four out of five respondents have reported using at least one form of fleet technology, said Atlanta-based Verizon Connect, which provides fleet and mobile workforce management software platforms, embedded OEM hardware, and a connected vehicle device called Hum by Verizon.
The most commonly used of those technologies is GPS fleet tracking, with 69% of fleets across industries reporting its use, the survey showed. Of those users, 72% find it extremely or very beneficial, citing improved efficiency (62%) and a reduction in harsh driving/speeding events (49%).
Respondents also reported a focus on safety, with 57% of respondents citing improved driver safety as a key benefit of GPS fleet tracking. And 68% of users said in-cab video solutions are extremely or very beneficial. Together, those technologies help reduce distracted driving incidents, improve coaching sessions, and help reduce accident and insurance costs, Verizon Connect said.
Looking at the future, fleet management software is evolving to meet emerging challenges, including sustainability and electrification, the company said. "The findings from this year's Fleet Technology Trends Report highlight a strong commitment across industries to embracing fleet technology, with GPS tracking and in-cab video solutions consistently delivering measurable results,” Peter Mitchell, General Manager, Verizon Connect, said in a release. “As fleets face rising costs and increased regulatory pressures, these technologies are proving to be indispensable in helping organizations optimize their operations, reduce expenses, and navigate the path toward a more sustainable future.”
Businesses engaged in international trade face three major supply chain hurdles as they head into 2025: the disruptions caused by Chinese New Year (CNY), the looming threat of potential tariffs on foreign-made products that could be imposed by the incoming Trump Administration, and the unresolved contract negotiations between the International Longshoremen’s Association (ILA) and the U.S. Maritime Alliance (USMX), according to an analysis from trucking and logistics provider Averitt.
Each of those factors could lead to significant shipping delays, production slowdowns, and increased costs, Averitt said.
First, Chinese New Year 2025 begins on January 29, prompting factories across China and other regions to shut down for weeks, typically causing production to halt and freight demand to skyrocket. The ripple effects can range from increased shipping costs to extended lead times, disrupting even the most well-planned operations. To prepare for that event, shippers should place orders early, build inventory buffers, secure freight space in advance, diversify shipping modes, and communicate with logistics providers, Averitt said.
Second, new or increased tariffs on foreign-made goods could drive up the cost of imports, disrupt established supply chains, and create uncertainty in the marketplace. In turn, shippers may face freight rate volatility and capacity constraints as businesses rush to stockpile inventory ahead of tariff deadlines. To navigate these challenges, shippers should prepare advance shipments and inventory stockpiling, diversity sourcing, negotiate supplier agreements, explore domestic production, and leverage financial strategies.
Third, unresolved contract negotiations between the ILA and the USMX will come to a head by January 15, when the current contract expires. Labor action or strikes could cause severe disruptions at East and Gulf Coast ports, triggering widespread delays and bottlenecks across the supply chain. To prepare for the worst, shippers should adopt a similar strategy to the other potential January threats: collaborate early, secure freight, diversify supply chains, and monitor policy changes.
According to Averitt, companies can cushion the impact of all three challenges by deploying a seamless, end-to-end solution covering the entire path from customs clearance to final-mile delivery. That strategy can help businesses to store inventory closer to their customers, mitigate delays, and reduce costs associated with supply chain disruptions. And combined with proactive communication and real-time visibility tools, the approach allows companies to maintain control and keep their supply chains resilient in the face of global uncertainties, Averitt said.
Bloomington, Indiana-based FTR said its Trucking Conditions Index declined in September to -2.47 from -1.39 in August as weakness in the principal freight dynamics – freight rates, utilization, and volume – offset lower fuel costs and slightly less unfavorable financing costs.
Those negative numbers are nothing new—the TCI has been positive only twice – in May and June of this year – since April 2022, but the group’s current forecast still envisions consistently positive readings through at least a two-year forecast horizon.
“Aside from a near-term boost mostly related to falling diesel prices, we have not changed our Trucking Conditions Index forecast significantly in the wake of the election,” Avery Vise, FTR’s vice president of trucking, said in a release. “The outlook continues to be more favorable for carriers than what they have experienced for well over two years. Our analysis indicates gradual but steadily rising capacity utilization leading to stronger freight rates in 2025.”
But FTR said its forecast remains unchanged. “Just like everyone else, we’ll be watching closely to see exactly what trade and other economic policies are implemented and over what time frame. Some freight disruptions are likely due to tariffs and other factors, but it is not yet clear that those actions will do more than shift the timing of activity,” Vise said.
The TCI tracks the changes representing five major conditions in the U.S. truck market: freight volumes, freight rates, fleet capacity, fuel prices, and financing costs. Combined into a single index indicating the industry’s overall health, a positive score represents good, optimistic conditions while a negative score shows the inverse.