"nothing is as fast as the speed of trust": interview with Stephen M.R. Covey
We may live in a hyper-networked digital age, says Stephen M.R. Covey. But the secret to swift, efficient business transactions is something distinctly old fashioned: trust.
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.
Ask around among business executives about ways to streamline operations, and they'll likely bring up automation, outsourcing, or perhaps business process reviews. But few, if any,will mention "trust building." Stephen M.R. Covey would like to change that. Covey, author of the 2006 breakthrough book The Speed of Trust, has been out on the lecture circuit for the past couple of years talking about the often-overlooked power of trust. Without exception, says Covey, doing business is faster (and cheaper) when the parties trust one another.
If you consider the time and cost of, say, post-9/11 airport security or post-Enron Sarbanes-Oxley compliance, you'll immediately see Covey's point. But he argues that it's equally true of routine business transactions. If trust levels are low, he contends, people end up verifying, validating, checking, fact finding, and questioning— all of which takes time and costs money. By contrast, he says, "when trust goes up in the relationship …, speed goes up. Everything can happen faster. Cost comes down."
A Harvard M.B.A., Covey is the co-founder and CEO of the training and consulting firm CoveyLink Worldwide. Along with speaking to audiences around the world on trust, leadership, ethics, and high performance, he consults to Fortune 500 companies as well as with small and mid-sized private sector and public sector organizations. As a consultant, he draws on his experiences as president and CEO of the Covey Leadership Center, where he personally oversaw the strategy that made a business best seller out of The 7 Habits of Highly Effective People, a book written by his father, Dr. Stephen R. Covey. Under the younger Covey's stewardship, the Covey Leadership Center became the largest leadership development company in the world. The company was valued at only $2.4 million when Covey was named CEO; within three years, he grew shareholder value to $160 million in a merger he orchestrated with Franklin Quest to form FranklinCovey.
A few weeks before he was due to deliver the keynote address at the Warehousing Education and Research Council's annual conference, Covey spoke with DC VELOCITY Group Editorial Director Mitch Mac Donald about trust and why trust building is particularly important to today's supply chain managers.
Q: When you take the stage as the keynote speaker at next month's annual conference of the Warehousing Education and Research Council (WERC), what message do you plan to deliver?
A: The core message will be the premise of my book, The Speed of Trust. The whole idea will be to take this topic—trust—which is often seen as a soft, nice-to-have social virtue, and show how trust is a hard-edged economic business driver. Trust always affects speed and cost, and you can measure speed and cost.
The second key idea—and one that's particularly likely to resonate with the executives attending the WERC conference— is the importance of establishing and building relationships of trust in today's economy, where technology and globalization are changing everything. The upsurge in border crossings and the use of multiple technologies have put a greater premium on the need for trust than ever before. Logistics, by default, requires partnering, collaboration, interdependence, and teaming. Those things drive or die based upon the presence or absence of trust.
The third part of my message will be that you can do something about this. You can actually get good at creating trust and establishing it and growing it and extending it and even, where needed, restoring it. You can turn trust into a strength as well as a competence. It's not something you either lament that you don't have or just feel grateful that you do. Instead, you make it a competency. It's something you can learn and get good at.
Simply put, trust is the critical competency of leadership needed today in this network-centric economy.
Q: So how do you go about building trust in the supply chain?
A: First of all, you can't just say "we've got to build trust" and leave it at that. Trust has to become a core part of who you are as a person, as a leader, and as a company, and of the way that you operate. It's really a process that works from the inside out, beginning with yourself and extending on out from there. You have to ask yourself and your team: Do we give others a sense that they can trust us, our team, our process? Once you're satisfied that you've reached that level of trustworthiness, you are now truly positioned to build and sustain trust in external partnering relationships at a different kind of level. You can't skip that and go straight to the external partner; it works far better when it's from the inside out. You are modeling this. Your own team sees it. They build that trust inside as well. That helps them sustain it as you go down the line and get into these broader supply chains.
External relationships are becoming increasingly vital today. It has always been important, but today, it's even more so because of the way work is being done and this whole network-centric approach. It requires a far greater degree of real partnering and collaboration. You cannot partner without trust. You can't really collaborate without trust. You might cooperate or you might coordinate if there is no trust, but real collaboration and partnering requires a level of trust and understanding that will extend to everything else once you have established that. It's important that we build relationships of trust so that we can repeat actions again and again and again, faster and faster, as opposed to delivering the result this time, but doing it in a way that is diminishing the trust. Otherwise, the next time we go to deliver, it becomes a little bit harder. It takes us a little bit longer because the trust has gone down from our prior actions. So, it is really a whole new approach—one that requires us to acknowledge that building trust is a priority and not just an afterthought.
Q: Now as trust relates to speed, are you saying it is simply easier to execute business decisions swiftly and repeat steps when you're dealing with a partner you trust?
A: Absolutely. When trust goes down in any relationship, on a team, in a company, or in a supply chain, speed will also go down. Everything will take longer to do and cost will go up. Everything will cost you more to do because you have to verify, validate, check, fact find, and so on. You are wondering. You are questioning. All of which takes time and costs money. I call that a low-trust tax.
By contrast, when trust goes up in the relationship, on a team, in a company, or in a supply chain, speed goes up. Everything can happen faster. Cost comes down. Everything costs you less. That is the high-trust dividend. It is really that simple and that predictable. Those are the economics of trust.
We have often thought just the opposite—that trust takes a lot of time to build and slows down the process. I am here to say that once you understand what trust is and how it is established, you can grow far faster than you might think possible. Second, once you have established the trust, nothing is as fast as the speed of trust. You can operate and move at an incredible speed that you can't come close to approximating when the trust has gone down. That is what I mean by the speed of trust. It truly is an economic force.
Q: When you put it that way, it makes a lot of sense. Still, isn't trust something that has to be earned and cultivated over time?
A: I acknowledge that it can take time. You can't artificially force it or mandate it because it's something that people have to give because they choose to give or because it has been earned. What I have learned in all of my work with organizations, leaders, and industries, though, is that you can prioritize the creation of trust. You make it an explicit objective as job one. If we can build a relationship of trust, everything will be better for all of us. Everything will happen faster and will cost us less, and it will create greater value.
In other words, there is no hidden reason for why we are doing this. We want to build relationships with trust not just because it's the right thing to do, but also because it's the economic thing to do. So you become explicit about it. You say things like, establishing a relationship of trust is so vital for all the reasons we discussed. You need to know something about me and about us. If we make you a commitment, you can count on us to deliver on the commitment or else we won't make it. You can be assured that if we say we're going to do something, we're going to do it. When you do that, you take some risks because you raise the ante, but you also accelerate the establishment of trust. People now know what to look for. When they see it, they recognize it. You are held a little bit more accountable, but you also accelerate the creation of trust.
Part of the process is helping people understand what behaviors help build trust. We have identified 13 behaviors that are common to high-trust people, hightrust leaders, and high-trust supply chains. People should behave and act in certain ways. They avoid the opposite behaviors, or the counterfeits. For example, one of the behaviors is to talk straight. The opposite is to lie. That obviously destroys trust. The counterfeit looks like the real deal, but it is really not. This is when people spin, posture, position. They technically tell the truth, but they leave the wrong impression. On paper it might look like they are being real, but they are not. Everyone kind of senses it and knows it and that diminishes the trust. Other behaviors that build trust include creating transparency as opposed to obscuring or covering. If you make a mistake, you right the wrong as opposed to denying the wrong or worse, covering it up. Keeping commitments as opposed to breaking the commitment or to counterfeit, which is when people over-promise and then under-deliver. These are just a few of the 13 behaviors. When people become aware of them and focus on them, when they get deliberate and explicit about it, you actually can build trust far faster than you might think possible. You can build it fast, and once you have established it, everything moves at an exceptional speed.
Q: So you're saying that being open and honest is more than a matter of simple decency; it also has economic benefits, correct?
A: Exactly. There is a convergence between the right thing to do and the economic thing to do. At one level, as you are suggesting, they are common sense. They are human values. They are values that cross cultures. They are principles and they are basic. So at that level you say, well this is not so revolutionary. But maybe what is revolutionary is the recognition, the awareness that, in fact, it is not just the right thing to do, it's the economic thing to do because it increases speed and decreases cost.
If it were so easy, we would all be doing it. And the fact that it's fundamental doesn't make it easy. We are all about trying to make these behaviors common. Whereas I would argue in most corporations, in most corporate cultures, in most supply chains even, the prevailing culture is counterfeit behavior. People are blaming instead of taking responsibility. They are covering up a little bit, and they are spinning instead of talking straight. They are operating with hidden agendas instead of being transparent.
Q: Do you have any closing thoughts you'd like to share?
A: Let me add that I'm not advocating blind trust, where you just go out and trust anybody and everybody because that doesn't work. That is not smart. That's being gullible and people will get burnt. At the same time, I'm certainly not advocating taking it to the opposite extreme and not trusting anybody. Neither extreme is sustainable in the long run without huge economic consequences.
Instead, I am advocating a third alternative—what I call "smart trust." You have an inclination and a desire to trust, but you are also smart about it. You bring your analytical skills to bear to assess the particular situation, the risk involved, and the credibility of the people involved. In some cases, you may trust conditionally because the risk is very high and you're just learning the players involved. In other cases, you're going to trust far more abundantly because you've already built that relationship. You've established it. You go faster.
The notion of "smart trust" is captured nicely in the expression "trust and verify." The sequencing is important. The sequencing is trust as your starting place. Then you add to that verification. Too often, we go with the opposite sequence, where we say verify, then—and only then—trust. There's a danger in that approach. Even though it might look like it's safer because it's important to verify, when that is our starting place, we tend to view the world with suspicious lenses and people tend to reciprocate. When we distrust to begin with, they tend to distrust back. We can get into a vicious downward cycle of distrust and suspicion. I'm not saying to lose the analysis. I'm just saying suspend it for a moment. Begin with the propensity to trust. Then, with that in place, add to that your analysis of the situation. That will make you a better judge of when and how to trust.
The former CEO of Johnson & Johnson, Jim Burke, has said, "I have found that by trusting people until they prove themselves unworthy of that trust, a lot more happens." This is all about judgment. When you recognize the economics of trust, you're more inclined to build trust, establish trust, grow trust. You're also more inclined to learn how and when to extend trust in the supply chain. What an edge that is.
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.
A move by federal regulators to reinforce requirements for broker transparency in freight transactions is stirring debate among transportation groups, after the Federal Motor Carrier Safety Administration (FMCSA) published a “notice of proposed rulemaking” this week.
According to FMCSA, its draft rule would strive to make broker transparency more common, requiring greater sharing of the material information necessary for transportation industry parties to make informed business decisions and to support the efficient resolution of disputes.
The proposed rule titled “Transparency in Property Broker Transactions” would address what FMCSA calls the lack of access to information among shippers and motor carriers that can impact the fairness and efficiency of the transportation system, and would reframe broker transparency as a regulatory duty imposed on brokers, with the goal of deterring non-compliance. Specifically, the move would require brokers to keep electronic records, and require brokers to provide transaction records to motor carriers and shippers upon request and within 48 hours of that request.
Under federal regulatory processes, public comments on the move are due by January 21, 2025. However, transportation groups are not waiting on the sidelines to voice their opinions.
According to the Transportation Intermediaries Association (TIA), an industry group representing the third-party logistics (3PL) industry, the potential rule is “misguided overreach” that fails to address the more pressing issue of freight fraud. In TIA’s view, broker transparency regulation is “obsolete and un-American,” and has no place in today’s “highly transparent” marketplace. “This proposal represents a misguided focus on outdated and unnecessary regulations rather than tackling issues that genuinely threaten the safety and efficiency of our nation’s supply chains,” TIA said.
But trucker trade group the Owner-Operator Independent Drivers Association (OOIDA) welcomed the proposed rule, which it said would ensure that brokers finally play by the rules. “We appreciate that FMCSA incorporated input from our petition, including a requirement to make records available electronically and emphasizing that brokers have a duty to comply with regulations. As FMCSA noted, broker transparency is necessary for a fair, efficient transportation system, and is especially important to help carriers defend themselves against alleged claims on a shipment,” OOIDA President Todd Spencer said in a statement.
Additional pushback came from the Small Business in Transportation Coalition (SBTC), a network of transportation professionals in small business, which said the potential rule didn’t go far enough. “This is too little too late and is disappointing. It preserves the status quo, which caters to Big Broker & TIA. There is no question now that FMCSA has been captured by Big Broker. Truckers and carriers must now come out in droves and file comments in full force against this starting tomorrow,” SBTC executive director James Lamb said in a LinkedIn post.
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.
Specifically, the new global average robot density has reached a record 162 units per 10,000 employees in 2023, which is more than double the mark of 74 units measured seven years ago.
Broken into geographical regions, the European Union has a robot density of 219 units per 10,000 employees, an increase of 5.2%, with Germany, Sweden, Denmark and Slovenia in the global top ten. Next, North America’s robot density is 197 units per 10,000 employees – up 4.2%. And Asia has a robot density of 182 units per 10,000 persons employed in manufacturing - an increase of 7.6%. The economies of Korea, Singapore, mainland China and Japan are among the top ten most automated countries.
Broken into individual countries, the U.S. ranked in 10th place in 2023, with a robot density of 295 units. Higher up on the list, the top five are:
The Republic of Korea, with 1,012 robot units, showing a 5% increase on average each year since 2018 thanks to its strong electronics and automotive industries.
Singapore had 770 robot units, in part because it is a small country with a very low number of employees in the manufacturing industry, so it can reach a high robot density with a relatively small operational stock.
China took third place in 2023, surpassing Germany and Japan with a mark of 470 robot units as the nation has managed to double its robot density within four years.
Germany ranks fourth with 429 robot units for a 5% CAGR since 2018.
Japan is in fifth place with 419 robot units, showing growth of 7% on average each year from 2018 to 2023.