A champion of end-to-end collaboration: interview with Jeff LeClair
Jeff LeClair learned the value of collaboration early in his career, lessons that have stayed with him throughout his 30 years in manufacturing and supply chain management.
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.
Jeff LeClair declares that his business roots are firmly embedded in the Toyota Production System. He spent the early part of his career with Toyota and has carried the lessons he learned there with him throughout his 30-year business career as a manufacturing and supply chain executive—lessons about processes, but lessons, too, about the critical role of trust and collaboration across the supply chain.
Before taking on his current position of vice president of operations and supply chain for Basin Industries and president of SteelTech, he spent several years in supply chain management with Caterpillar. In all of his management roles, he says, he strives to focus on a total-cost value chain approach to reduce costs, improve stability, and create competitive advantage.
Basin Industries is an industrial manufacturing holding and operating company focused on acquiring, operating, and developing equipment and equipment components manufacturers in numerous heavy industrial markets worldwide. SteelTech is an industrial fabrication company specializing in high-volume customized racking and container solutions for automotive and industrial customers.
LeClair spoke recently with Editorial Director Peter Bradley.
Q: You are a strong advocate of end-to-end supply chain collaborative processes. What do you mean by true collaboration in the supply chain and why is that important?
A: It really is about understanding what each other needs to be successful and providing that. Sometimes, customers don't know there are some better options or, I will say, better opportunities. These may be cheaper or they may be more expensive, but there are better ways of doing it. So, understanding is the first step. You can provide what they really need to be successful, and not just what they want.
I do believe customers will value your solution if they understand that you are, one, being truthful, and two, thinking about what makes them successful versus selling. Sometimes, selling is just saying yes and providing a product they really don't need or is really not right for them. Our value proposition actually delivers a lot more value for them in meeting their customer goals. It is not about always saying yes.
Q: Let me ask you to look back upstream. Give me your view of what collaboration means with your suppliers.
A: Well, the first step is developing a common understanding of what we need to be successful and how the supplier can help me. I share with my suppliers our customers' expectations, everything from leadtimes to bottom-line dollars. What I have done is use this "common goals" format, where I incorporate these key indicators in our metrics and they see exactly what I am doing. Then we have a review. I do this every quarter.
Just like a good employee or team member, you are really aware all the time and there are no surprises and you are working on it together. It is a cooperative venture versus saying, "Now give me a 5-percent reduction in price." I believe that common goals actually create a lot more value than just a price proposition. By doing this with our suppliers, you develop a long-term relationship and you develop a trust with your suppliers.
Q: How do you build trust with both your customers and your suppliers?
A: That is probably the hardest thing and yet the easiest thing—the hardest thing to start but the easiest thing to maintain once you have laid the foundation. You have to expose your weaknesses. As a supplier, the hardest thing to tell your potential or current customers is that you have a weakness and you need help. That could be anything from not meeting the customers' goals on timing to not having enough pieces to satisfy their demand. It could be that you can't deal with this cost and here are the reasons why. It puts you in a little bit of a vulnerable spot, certainly, and most people don't want to share their weaknesses.
The other side of it, however, once you do commit, you can then say to the customer "This is what I can do, and I can guarantee 100 percent success." You then have to deliver exactly what you committed to. I think the customers will value that because you're going to be delivering exactly what you said you would. There are no surprises. For the long term, the customer and the supplier both believe what you are saying because it is very transparent.
I will give you a comparison. I have several friends in Japan who are senior executives and many in the U.S. I ask them, "How do you balance your workload?" The Japanese typically will tell you they spend 50 to 75 percent of their time with the supply base because they see it as an extension of their business. And yet, you talk with some of my U.S. peers and they don't go out to (visit) their suppliers, because they don't see it as an extension of their business.
My goal is really to develop our suppliers to be part of the team, the big picture team. I can actually tell my customers that I know there is not going to be disruption in the supply chain for them because I have already committed and I have already received the same commitment out of my suppliers.
Q: How do you persuade suppliers and customers that are new to this approach?
A: Truthfully, in North America, this is a very difficult discussion. I do have these discussions all the time. I will just say that in my supply base, most of them are very reluctant. They are always protecting themselves because in their experience, other customers have only worried about one thing—short-term financials. So it is a very difficult discussion, but this change has to happen. It has to be initiated by me as a customer. So I have to take the first step by showing that I'm going to honor what I say to them. And I have had success doing that. Trust starts to be developed once they see that I am willing to take the first step and I'm not going to fire them over some small discrepancy and that I am willing to work with them to improve.
Q: So, maybe that first time they mess up and they are honest with you, you don't fire them but say, "OK, let's fix it ..."
A: Exactly. It's that step. I've had the opportunity in my latest role to start working with our suppliers, and I've offered to go out to see their facilities and learn more about their operations. I feel that it really helps my suppliers to see that I understand what issues and opportunities they're facing and then sit down with them and develop this "common goal" approach. We've had some really good successes. I can also share that a couple of suppliers don't believe in this. I understand their initial position, but the long-term success of our business is going to be based on that fundamental collaboration and trusting each other. I believe the long-term approach is best to develop strategic partnerships in business.
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.