A new way to train leaders: interview with Lt. Gen. Claude Christianson
Rewarding officers for toeing the line throughout their early careers is no way to develop the creative thinkers needed to fill the military's most senior positions. Lt. Gen. Claude Christianson aims to change that.
Steve Geary is adjunct faculty at the University of Tennessee's Haaslam College of Business and is a lecturer at The Gordon Institute at Tufts University. He is the President of the Supply Chain Visions family of companies, consultancies that work across the government sector. Steve is a contributing editor at DC Velocity, and editor-at-large for CSCMP's Supply Chain Quarterly.
Lt. Gen. Christianson's last position before retiring from the Army in 2008 was director of logistics for the Joint Staff in Washington, D.C. In that role, he coordinated efforts across the defense logistics community, including the office of the secretary of defense, the services, the combatant commands, the industrial base, and our multinational and interagency partners. Prior to that, he had major responsibility during the combat phase of Operation Iraqi Freedom, where he directed in-theater logistics support for all land forces.
Lt. Gen Christianson has been described by some as perhaps the finest logistics operator ever produced by the U.S. military. He spoke recently with DC Velocity Contributing Editor Steve Geary.
Q: Can you fill us in on what you've been doing since you arrived at the center? A: Since joining the center in October 2009, I've had the opportunity to work with experts across defense logistics, including senior leaders in DOD, leading academicians in logistics and supply chain management, and senior executives in many commercial firms. We've been looking at best practices and listening to ideas on how to develop logisticians capable of successfully managing in the future. We're working to develop both innovative approaches to education and improvements to tools, processes, and systems that will provide our community with the ability to effectively and efficiently support future operations and meet any challenges we might face. We need leaders—both now and in the future—who are able to understand logistics and supply chain theory and conceptual approaches, and translate them into useful principles and practical applications.
Q: What sort of opportunities have you found? A: We have looked at military education along career paths, from pre-commissioning to high-level executive management programs. Our efforts so far have focused on the mid-career and senior manager levels; we refer to them as intermediate and senior service college levels of education.
At the senior service college level, there are three areas where we see great opportunities to enhance the educational experience for our leaders. The first is an understanding of supply chain management: the defense supply chain, how it operates, and how it might operate to be more successful in the future. Second, there is hardly any instruction at all about life-cycle systems management as a culture, a philosophy, and a way of doing business. Finally, we believe we should help develop a stronger understanding around the nexus of resourcing, readiness, and national security outcomes to help answer the question "How can you best resource national security strategy under conditions of uncertainty and constrained resources?"
Q: What about the intermediate-level officers with 10 to 12 years of experience? A: We're convinced that our major focus area at this level of education should be on joint logistics planning. We aren't doing a good enough job with our mid-career professionals in helping them understand how to effectively plan joint logistics operations. Keep in mind that we don't deploy as the Army, the Air Force, the Navy, or the Marines. We blend together as a joint force under a joint command structure.
That opinion—that we need to do a better job teaching joint logistics—was formed by what we found in observing and training units headed into Iraq and Afghanistan. This skill is very challenging to develop in the classroom environment because it requires extensive practice and interaction with experienced planners who are comfortable discussing planning, coaching, and assessing students in an interactive learning environment. It is my belief that you can't teach planning effectively using a stack of PowerPoint charts.
Q: If you had to pick one skill that all future leaders need, what would it be? A: I believe the most important skill for future leaders to possess is the ability to influence people they don't control. That will require developing skills in negotiation, mediation, and facilitation—skills that today are underserved in our educational system. An uncertain environment also requires leaders who see things as they are and can find unique ways of applying the capabilities they have at their disposal.
It is also important to note that in order for us to be successful in uncertainty, we will often need to have different relationships between organizations and people than we have today. In some cases, we may need completely new relationships with people and organizations that may not even exist today. We want to develop the kind of leaders who can make these relationships grow and actually bear fruit.
Q: How do you foster a collaborative mindset in military leaders who grow up in a command and control environment? A: I think we have to focus on unity of effort as our guiding principle. In the military, we have talked about unity of effort without unity of command for a long time, and I think today's students, students who are coming out of multiple assignments in Iraq and Afghanistan, get it. We need to reinforce that in our classrooms and help the military institutions adapt to what the students have already learned.
Unity of effort is really driven by a few, very key components, one of the most important of which is finding common ground. Is it possible that we can all agree on what we are trying to accomplish? Can we all see the same picture? Are we sharing information that allows us to see the same thing? Having agreement on the common outcomes becomes the key to getting unity of effort.
You don't have to have a military command and control structure to do that. In fact, a rigid hierarchical structure may in some ways impede mission accomplishment by limiting collaboration and creative thought.
Q: How did you end up here? What insights can we gain as logisticians from your experience? A: I've been blessed throughout my career with the opportunity to work with exceptional people from all walks of life and professional disciplines. Personally, I was also very lucky to have done things that Army officers were, at one time, told not to do. One of those "no-nos" was to teach ROTC. The second was to serve a tour with the reserve components, where I spent three years. At the time, those two assignments were pretty much considered a death knell for one's career. But as I got older, those two assignments helped me understand important things that, had I not had those assignments, probably would have made my jobs a lot more difficult as I got to more senior positions.
My advice to younger officers and leaders—which at this point is just about everyone—is to work hard at every job you have and learn as much as you can from each of them. Look around you, and pay special attention to what your subordinates, see, know, and do. Every job offers remarkable potential—except, of course, my current one. [Editor's note: Gen. Christianson smiles and chuckles.]
Q: Is there anything else in your career path that helped you be successful? A: I've had lots of foreign exposure, almost 20 years outside of the continental United States during my 37 years in uniform. That has helped me immensely to develop a deeper understanding of how to work with people who don't think like you do, don't do things like you do, and don't share the same sense of priorities.
My exposure to peoples and cultures that did not share the same perspective as I did helped to build a deeper understanding of alternative views. Spending lots of time in places like Thailand, Korea, Germany, Italy, and the Middle East gave me a much broader look at my profession. My combat experiences in Bosnia, Kosovo, and Iraq were also very important. I think all of those things—when blended together—have given me what might be considered an eclectic career path. However, from an intellectual perspective, those experiences have allowed me to see things differently, and hopefully more broadly and deeply.
Q: Are you saying that the fact that you like to color outside the lines actually helped make you a better leader? A: To the extent that coloring outside the lines has helped me find new paths, it has helped me. If we believe that the future is going to be uncertain, then we will send our leaders into places where they will be asked to accomplish something we haven't seen before.
In that regard, we want to be able to develop officers who are creative. If they try to apply standard templates—cookie cutters—to solve problems that are unknown, they are going to fail. We need leaders who can be creative, who will understand the problems they face in the context in which those problems are presented, and can recognize when a template solution will not fit.
Q: But most organizations—and certainly the U.S. Army—live within structures. How do you reconcile the need to be creative with the reality that we have to have structured processes? A: Organizations have structures for good reasons. We have to have the discipline—both organizational discipline and personal discipline—so that under extreme pressure, we can depend on the guy next to us and we can depend on the organization next to us.
However, at the senior leadership level, how one applies capabilities—these structures—should not be looked at as one size fits all. There is really an art to senior leadership that is challenging, especially under the pressure of military requirements and life-and-death decisions.
Q: That goes back to your earlier point about how a diverse set of experiences helped prepare you for senior leadership. You learned to see things from a variety of perspectives? A: The fact that I colored outside the lines at times has helped me. However, it is important to understand that coloring outside the lines as a lieutenant and a captain is not always good. Recognizing when you can step outside the lines and when to stay inside the lines is very important.
Interestingly, my perspective is that we tend to reward officers who toe the line throughout their early careers and then all of a sudden—when they advance to the most senior positions—we want them to be critical thinkers, strategic thinkers. In other words, we want our most senior leaders to be able to envision new ways of doing business. That's a lot easier said than done, and that is why the center is looking at how we teach our logistics leaders in the military. We believe that what we teach is important, but it's how we teach that is most important.
Congestion on U.S. highways is costing the trucking industry big, according to research from the American Transportation Research Institute (ATRI), released today.
The group found that traffic congestion on U.S. highways added $108.8 billion in costs to the trucking industry in 2022, a record high. The information comes from ATRI’s Cost of Congestion study, which is part of the organization’s ongoing highway performance measurement research.
Total hours of congestion fell slightly compared to 2021 due to softening freight market conditions, but the cost of operating a truck increased at a much higher rate, according to the research. As a result, the overall cost of congestion increased by 15% year-over-year—a level equivalent to more than 430,000 commercial truck drivers sitting idle for one work year and an average cost of $7,588 for every registered combination truck.
The analysis also identified metropolitan delays and related impacts, showing that the top 10 most-congested states each experienced added costs of more than $8 billion. That list was led by Texas, at $9.17 billion in added costs; California, at $8.77 billion; and Florida, $8.44 billion. Rounding out the top 10 list were New York, Georgia, New Jersey, Illinois, Pennsylvania, Louisiana, and Tennessee. Combined, the top 10 states account for more than half of the trucking industry’s congestion costs nationwide—52%, according to the research.
The metro areas with the highest congestion costs include New York City, $6.68 billion; Miami, $3.2 billion; and Chicago, $3.14 billion.
ATRI’s analysis also found that the trucking industry wasted more than 6.4 billion gallons of diesel fuel in 2022 due to congestion, resulting in additional fuel costs of $32.1 billion.
ATRI used a combination of data sources, including its truck GPS database and Operational Costs study benchmarks, to calculate the impacts of trucking delays on major U.S. roadways.
In a separate move, the U.S. Environmental Protection Agency (EPA) also gave its approval for the state to advance its Heavy-Duty Omnibus Rule, which is crafted to significantly reduce smog-forming nitrogen oxide (NOx) emissions from new heavy-duty, diesel-powered trucks.
Both rules are intended to deliver health benefits to California citizens affected by vehicle pollution, according to the environmental group Earthjustice. If the state gets federal approval for the final steps to become law, the rules mean that cars on the road in California will largely be zero-emissions a generation from now in the 2050s, accounting for the average vehicle lifespan of vehicles with internal combustion engine (ICE) power sold before that 2035 date.
“This might read like checking a bureaucratic box, but EPA’s approval is a critical step forward in protecting our lungs from pollution and our wallets from the expenses of combustion fuels,” Paul Cort, director of Earthjustice’s Right To Zero campaign, said in a release. “The gradual shift in car sales to zero-emissions models will cut smog and household costs while growing California’s clean energy workforce. Cutting truck pollution will help clear our skies of smog. EPA should now approve the remaining authorization requests from California to allow the state to clean its air and protect its residents.”
However, the truck drivers' industry group Owner-Operator Independent Drivers Association (OOIDA) pushed back against the federal decision allowing the Omnibus Low-NOx rule to advance. "The Omnibus Low-NOx waiver for California calls into question the policymaking process under the Biden administration's EPA. Purposefully injecting uncertainty into a $588 billion American industry is bad for our economy and makes no meaningful progress towards purported environmental goals," (OOIDA) President Todd Spencer said in a release. "EPA's credibility outside of radical environmental circles would have been better served by working with regulated industries rather than ramming through last-minute special interest favors. We look forward to working with the Trump administration's EPA in good faith towards achievable environmental outcomes.”
Editor's note:This article was revised on December 18 to add reaction from OOIDA.
DAT Freight & Analytics has acquired Trucker Tools, calling the deal a strategic move designed to combine Trucker Tools' approach to load tracking and carrier sourcing with DAT’s experience providing freight solutions.
Beaverton, Oregon-based DAT operates what it calls the largest truckload freight marketplace and truckload freight data analytics service in North America. Terms of the deal were not disclosed, but DAT is a business unit of the publicly traded, Fortune 1000-company Roper Technologies.
Following the deal, DAT said that brokers will continue to get load visibility and capacity tools for every load they manage, but now with greater resources for an enhanced suite of broker tools. And in turn, carriers will get the same lifestyle features as before—like weigh scales and fuel optimizers—but will also gain access to one of the largest networks of loads, making it easier for carriers to find the loads they want.
Trucker Tools CEO Kary Jablonski praised the deal, saying the firms are aligned in their goals to simplify and enhance the lives of brokers and carriers. “Through our strategic partnership with DAT, we are amplifying this mission on a greater scale, delivering enhanced solutions and transformative insights to our customers. This collaboration unlocks opportunities for speed, efficiency, and innovation for the freight industry. We are thrilled to align with DAT to advance their vision of eliminating uncertainty in the freight industry,” Jablonski said.
Global trade will see a moderate rebound in 2025, likely growing by 3.6% in volume terms, helped by companies restocking and households renewing purchases of durable goods while reducing spending on services, according to a forecast from trade credit insurer Allianz Trade.
The end of the year for 2024 will also likely be supported by companies rushing to ship goods in anticipation of the higher tariffs likely to be imposed by the coming Trump administration, and other potential disruptions in the coming quarters, the report said.
However, that tailwind for global trade will likely shift to a headwind once the effects of a renewed but contained trade war are felt from the second half of 2025 and in full in 2026. As a result, Allianz Trade has throttled back its predictions, saying that global trade in volume will grow by 2.8% in 2025 (reduced by 0.2 percentage points vs. its previous forecast) and 2.3% in 2026 (reduced by 0.5 percentage points).
The same logic applies to Allianz Trade’s forecast for export prices in U.S. dollars, which the firm has now revised downward to predict growth reaching 2.3% in 2025 (reduced by 1.7 percentage points) and 4.1% in 2026 (reduced by 0.8 percentage points).
In the meantime, the rush to frontload imports into the U.S. is giving freight carriers an early Christmas present. According to Allianz Trade, data released last week showed Chinese exports rising by a robust 6.7% y/y in November. And imports of some consumer goods that have been threatened with a likely 25% tariff under the new Trump administration have outperformed even more, growing by nearly 20% y/y on average between July and September.
Declaring that it is furthering its mission to advance supply chain excellence across the globe, the Council of Supply Chain Management Professionals (CSCMP) today announced the launch of seven new International Roundtables.
The new groups have been established in Mexico City, Monterrey, Guadalajara, Toronto, Panama City, Lisbon, and Sao Paulo. They join CSCMP’s 40 existing roundtables across the U.S. and worldwide, with each one offering a way for members to grow their knowledge and practice professional networking within their state or region. Overall, CSCMP roundtables produce over 200 events per year—such as educational events, networking events, or facility tours—attracting over 6,000 attendees from 3,000 companies worldwide, the group says.
“The launch of these seven Roundtables is a testament to CSCMP’s commitment to advancing supply chain innovation and fostering professional growth globally,” Mark Baxa, President and CEO of CSCMP, said in a release. “By extending our reach into Latin America, Canada and enhancing our European Union presence, and beyond, we’re not just growing our community—we’re strengthening the global supply chain network. This is how we equip the next generation of leaders and continue shaping the future of our industry.”
The new roundtables in Mexico City and Monterrey will be inaugurated in early 2025, following the launch of the Guadalajara Roundtable in 2024, said Javier Zarazua, a leader in CSCMP’s Latin America initiatives.
“As part of our growth strategy, we have signed strategic agreements with The Logistics World, the largest logistics publishing company in Latin America; Tec Monterrey, one of the largest universities in Latin America; and Conalog, the association for Logistics Executives in Mexico,” Zarazua said. “Not only will supply chain and logistics professionals benefit from these strategic agreements, but CSCMP, with our wealth of content, research, and network, will contribute to enhancing the industry not only in Mexico but across Latin America.”
Likewse, the Lisbon Roundtable marks the first such group in Portugal and the 10th in Europe, noted Miguel Serracanta, a CSCMP global ambassador from that nation.