Dr. Chris Caplice wants to make supply chain education freely available to anyone, anywhere. More than 150,000 people from 190 countries have taken him up on that offer so far.
Before Chris Caplice, executive director of the Center for Transportation and Logistics at the Massachusetts Institute of Technology (MIT), got involved in supply chain management, he was a civil engineer. He's still passionate about identifying problems and solving them with an engineer's quantitative approach. Today, though, he's applying his considerable analytical skills to a new area: not just what is taught in supply chain management (SCM), but how it is taught.
As a leading proponent of online education in SCM, Caplice has worked with colleagues to design, implement, and teach a variety of online courses at both the undergraduate and graduate levels. The aim: to use technology to make high-quality supply chain education available to anyone, anywhere in the world. Through the new MicroMasters in Supply Chain Management program he leads, this vision is expanding beyond MIT to include a variety of programs at more than a dozen other universities.
For his leadership in making educational opportunities in supply chain management more widely available, Caplice received the 2016 Distinguished Service Award (DSA) from the Council of Supply Chain Management Professionals. The organization's highest honor is given to an individual for significant achievements in the logistics and supply chain management professions.
Caplice recently spoke about innovations in education with Supply Chain Quarterly Editor Toby Gooley.
Name: Chris Caplice, Ph.D. Title: Executive director, Center for Transportation and Logistics (CTL); founder, MIT FreightLab; chief scientist, Chainalytics Organization: Massachusetts Institute of Technology Education: Doctorate in transportation and logistics systems, MIT; Master of Science in civil engineering, University of Texas at Austin; Bachelor of Science in civil engineering, Virginia Military Institute Recognitions: 2016 CSCMP Distinguished Service Award and 1996 Doctoral Dissertation Award; 2016 MIT Silver Family Research Fellow Previous Experience: Taught at Virginia Military Institute; senior management positions, Logistics.com, SABRE, and PTCG; U.S. Army Corps of Engineers CSCMP Member: Since 1994
What are your responsibilities at the Center for Transportation and Logistics? How does CTL fit with other programs at MIT?
CTL is an interdepartmental center that focuses on all issues related to supply chain management, logistics, and freight transportation. We do three things: education, business partnerships/corporate outreach, and research. ... We have a great team of researchers and faculty, so my main responsibility is just ensuring that all the programs work together!
You may have noticed that there is no Department of Supply Chain Management here. One of the benefits of CTL being independent and interdepartmental is that we're able to bring different disciplines to bear on the field. That frequently includes the Media Lab, the School of Engineering, the Sloan School of Management, urban planning, and others. The fun thing is that we can tie so many different disciplines together.
Are you working on any major research projects?
In the past couple of years I've mostly focused on developing online education, but there are three other projects that I've been involved with. We just finished a project called "Voice of the Machine" with Drs. Francisco Jauffred and Daniel Steeneck. With the advent of the Internet of Things, we can now get signals such as diagnostic tests from equipment in the field. We worked with a company called OnProcess Technology to gather signals from machines' self-diagnostic tests and see if we can do anything proactively with them. We found that while the ability to predict one machine failing is weak, over a long period, and in the aggregate, the machines give us good signals we can use to allocate service-parts inventory and potentially reduce safety stock by up to 10 percent.
A second project was with a large restaurant chain. Every restaurant has restrictions on how much it can store in the backroom. If you devote more square feet there, then you don't have that square footage out in front. We wanted to know how that could affect service levels. As demand increases, do we have to increase the size of the storeroom, or can we make it more efficient? How do pack size and delivery frequency affect service levels? We're trying to determine the optimal order-stocking frequency. This is becoming more relevant for retailers, because with omnichannel the backroom is now serving multiple purposes.
A third project concerns better synchronization of transportation flow with inventory flow. Suppose I have different transportation options, and each has different costs, transit time, lead time, and capacity. How do I select the best mode—ahead of time, in my contracting—to best handle varying demand? Tied to that is inventory: some stock-keeping units (SKUs) are predictable, while others are not. Is there a way to synchronize both of these flows, and can I allocate the right SKUs to the right mode in advance?
CSCMP described you as leading the charge in "democratizing supply chain knowledge." What does that mean to you, and why is it important?
Higher education is facing a major decision. The way we teach in graduate school hasn't changed in 100 years: we lecture to a room of students; assign them a problem set, which they turn in two weeks later; and then we grade it and give it back to them two weeks after that. So after a month they get feedback. Does that still work today?
We're pushing ourselves to find out if we can deliver high-quality, graduate-level education that can be accessed by anyone across the world. For example, through edX [an online learning system founded by Harvard University and MIT] we want to educate the world for free. People should be able to get the knowledge they need—that's rule number one. Sometimes people want certification that they have mastered certain knowledge and skills. So, our second rule is to credentialize at cost. This cannot be done for free since it involves a lot more effort and work. Our third guiding rule is to be able to work with companies to customize the courses to fit their specific needs. We're finding that companies don't always want courses exactly as we created them; they choose modules and blend them to meet their own needs.
How does the new MITx MicroMasters credential in Supply Chain Management program work?
Over the past two years, more than 150,000 unique people from 190 countries have registered for at least one online course in supply chain management. In addition to demand for these courses there was tremendous demand for a formal MIT degree. So, in October of last year MIT President Rafael Reif announced the launch of the MicroMasters Credential, with our supply chain program being the very first. To earn the credential, students have to successfully complete a series of five courses and pass a final, proctored exam. If they are accepted to MIT, we will award them approximately one semester of credit. This is the first time MIT has awarded credits for online courses. It's online, but it still has the rigor and depth of graduate-level work. Also, through edX we are now offering about 20 different MicroMasters courses in a variety of subjects across about a dozen universities.
One thing we've learned is that there's no one best way to teach everything. There is a whole continuum, a portfolio of teaching methods, and you have to match that to the content and to the audience. For instance, we found that an analytical method like how to set inventory levels is best taught not necessarily in a lecture hall but via video. Students can move at their own pace; they can stop, start, and review as often as they need to. However, other things are best taught face-to-face, like case studies using the Socratic method, where students debate among themselves. Educators are realizing that for online teaching as well as in-residence graduate and executive education, it's more effective to do the prep work first, and then have face-to-face learning and discussion.
Launching the MicroMasters Credential required you to champion massive online open courses (MOOCs). How successful have they been?
The number of of registrations for an online course can be huge, and the number of people who are seriously doing something with it much smaller. After all, there is no charge, so the "cost" of registering is just a click. The number of registrants who are paid, verified students who want to be credentialed is averaging 12 percent for our courses. Those who are paid and verified tend to score higher on average, and by orders of magnitude are more likely to complete the course. We've awarded over 11,000 course certificates to almost 7,000 individual students over the past two years. To put this number in scale, I would have to teach for almost 100 years to reach this many students using traditional methods!
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.
Inclusive procurement practices can fuel economic growth and create jobs worldwide through increased partnerships with small and diverse suppliers, according to a study from the Illinois firm Supplier.io.
The firm’s “2024 Supplier Diversity Economic Impact Report” found that $168 billion spent directly with those suppliers generated a total economic impact of $303 billion. That analysis can help supplier diversity managers and chief procurement officers implement programs that grow diversity spend, improve supply chain competitiveness, and increase brand value, the firm said.
The companies featured in Supplier.io’s report collectively supported more than 710,000 direct jobs and contributed $60 billion in direct wages through their investments in small and diverse suppliers. According to the analysis, those purchases created a ripple effect, supporting over 1.4 million jobs and driving $105 billion in total income when factoring in direct, indirect, and induced economic impacts.
“At Supplier.io, we believe that empowering businesses with advanced supplier intelligence not only enhances their operational resilience but also significantly mitigates risks,” Aylin Basom, CEO of Supplier.io, said in a release. “Our platform provides critical insights that drive efficiency and innovation, enabling companies to find and invest in small and diverse suppliers. This approach helps build stronger, more reliable supply chains.”
Logistics industry growth slowed in December due to a seasonal wind-down of inventory and following one of the busiest holiday shopping seasons on record, according to the latest Logistics Managers’ Index (LMI) report, released this week.
The monthly LMI was 57.3 in December, down more than a percentage point from November’s reading of 58.4. Despite the slowdown, economic activity across the industry continued to expand, as an LMI reading above 50 indicates growth and a reading below 50 indicates contraction.
The LMI researchers said the monthly conditions were largely due to seasonal drawdowns in inventory levels—and the associated costs of holding them—at the retail level. The LMI’s Inventory Levels index registered 50, falling from 56.1 in November. That reduction also affected warehousing capacity, which slowed but remained in expansion mode: The LMI’s warehousing capacity index fell 7 points to a reading of 61.6.
December’s results reflect a continued trend toward more typical industry growth patterns following recent years of volatility—and they point to a successful peak holiday season as well.
“Retailers were clearly correct in their bet to stock [up] on goods ahead of the holiday season,” the LMI researchers wrote in their monthly report. “Holiday sales from November until Christmas Eve were up 3.8% year-over-year according to Mastercard. This was largely driven by a 6.7% increase in e-commerce sales, although in-person spending was up 2.9% as well.”
And those results came during a compressed peak shopping cycle.
“The increase in spending came despite the shorter holiday season due to the late Thanksgiving,” the researchers also wrote, citing National Retail Federation (NRF) estimates that U.S. shoppers spent just short of a trillion dollars in November and December, making it the busiest holiday season of all time.
The LMI is a monthly survey of logistics managers from across the country. It tracks industry growth overall and across eight areas: inventory levels and costs; warehousing capacity, utilization, and prices; and transportation capacity, utilization, and prices. The report is released monthly by researchers from Arizona State University, Colorado State University, Rochester Institute of Technology, Rutgers University, and the University of Nevada, Reno, in conjunction with the Council of Supply Chain Management Professionals (CSCMP).
As U.S. small and medium-sized enterprises (SMEs) face an uncertain business landscape in 2025, a substantial majority (67%) expect positive growth in the new year compared to 2024, according to a survey from DHL.
However, the survey also showed that businesses could face a rocky road to reach that goal, as they navigate a complex environment of regulatory/policy shifts and global market volatility. Both those issues were cited as top challenges by 36% of respondents, followed by staffing/talent retention (11%) and digital threats and cyber attacks (2%).
Against that backdrop, SMEs said that the biggest opportunity for growth in 2025 lies in expanding into new markets (40%), followed by economic improvements (31%) and implementing new technologies (14%).
As the U.S. prepares for a broad shift in political leadership in Washington after a contentious election, the SMEs in DHL’s survey were likely split evenly on their opinion about the impact of regulatory and policy changes. A plurality of 40% were on the fence (uncertain, still evaluating), followed by 24% who believe regulatory changes could negatively impact growth, 20% who see these changes as having a positive impact, and 16% predicting no impact on growth at all.
That uncertainty also triggered a split when respondents were asked how they planned to adjust their strategy in 2025 in response to changes in the policy or regulatory landscape. The largest portion (38%) of SMEs said they remained uncertain or still evaluating, followed by 30% who will make minor adjustments, 19% will maintain their current approach, and 13% who were willing to significantly adjust their approach.
Specifically, the two sides remain at odds over provisions related to the deployment of semi-automated technologies like rail-mounted gantry cranes, according to an analysis by the Kansas-based 3PL Noatum Logistics. The ILA has strongly opposed further automation, arguing it threatens dockworker protections, while the USMX contends that automation enhances productivity and can create long-term opportunities for labor.
In fact, U.S. importers are already taking action to prevent the impact of such a strike, “pulling forward” their container shipments by rushing imports to earlier dates on the calendar, according to analysis by supply chain visibility provider Project44. That strategy can help companies to build enough safety stock to dampen the damage of events like the strike and like the steep tariffs being threatened by the incoming Trump administration.
Likewise, some ocean carriers have already instituted January surcharges in pre-emption of possible labor action, which could support inbound ocean rates if a strike occurs, according to freight market analysts with TD Cowen. In the meantime, the outcome of the new negotiations are seen with “significant uncertainty,” due to the contentious history of the discussion and to the timing of the talks that overlap with a transition between two White House regimes, analysts said.