If your future depends on how well your teams do (and it does), you've got to invest in conscious team construction, using every tool and insight you can find.
Art van Bodegraven was, among other roles, chief design officer for the DES Leadership Academy. He passed away on June 18, 2017. He will be greatly missed.
As football reigns and basketballs bounce in the wings, thinking about teams is inescapable. In most all team sports, split-second and intimate interactions are paramount to success. (Baseball is a bit of an exception, with more room for the freewheeling cavorting of superstars and misfits—not mutually exclusive categories.)
In our supply chain world, opportunities and needs for team effort and collaborative solutions abound—even overwhelm: Corporate implementation of an ERP. Installation of a new warehouse management system. A process redesign in the facility's pick/pack/ship operations. A move to a new DC. Integration of automated equipment into material handling operations. And on and on.
Teams have been a fact of life in our organizations for a couple of generations now. The once-vaunted cross-functional team approach has been around long enough to become a cliché. This approach, now an anachronism, was a useful beginning in assembling a variety of functional skills for complex problem solving. But cross-functional presence alone falls far short of what it takes to make truly effective teams—and can actually create seriously suboptimized solutions.
Without denigrating the importance of having competency resident in teams, there are a few levels of planning, selection, and leadership without which teams risk falling off the edge of a cliff into an abyss of failure.
TEAM FUNCTIONS, ROLES, AND BEHAVIORS
Classical team research shows that, while the nomenclature may vary, all teams must have embedded within them specific roles that are critical to success. For instance, in management consultant Glenn Parker's work, we find:
Contributors: Those who typically provide the nuts-and-bolts-type functional skills and expertise
Communicators: Those who, along with useful functional skills, work to foster a strong sense of group interaction, mutual trust, and alignment on goals and behaviors
Challengers: Those who test concepts, demand consideration of alternatives, and (while appearing to obstruct progress) keep the team from disastrous outcomes
Collaborators: The big-picture visionaries; the forward-looking folks who are committed to reaching the Shining City on the Hill, sometimes overlooking pesky details and dismissing challenges.
Other practitioners classify team members as task-oriented, goal-directed, process-oriented, and idea-challenging. Please note that the tendency to identify four classes of team member in no way indicates that the team should be restricted to just four individuals. Teams can be large and complex, with a number of each type of player present. Of course, any team that gets to be too large runs the risk of becoming a committee—a sure kiss of death.
No matter. What is important is that the team leader recognizes the legitimacy of each role. The next step is to teach the team members about themselves, and to help them value the other members and their roles and contributions to the end objective.
Importantly, a little examination will reveal that whatever the role nomenclature, team members' preferences, styles, and behaviors will map vary closely with the sundry assessment tools that have become popular in business, industry, the military, and government in the past several decades. This recognition is vital, in that simply knowing what you've got with respect to team composition is not likely to get you where you need to go in a world that demands results.
There are many tools available to help the savvy leader to build with purpose and determination high-performing teams; merely accepting what you've been handed has worse odds of winning than a Mega Millions lottery.
TEAM BUILDING AND ASSESSMENT TOOLS
When it comes to team building and personality assessment tools, perhaps the best known is the venerable Myers-Briggs Type Indicator (MBTI). Dating back to WWII, this indicator classifies individuals into one of 16 boxes in a matrix, with a four-letter code to provide a shorthand description. Despite its age, it remains a useful (if imperfect) device to assess personality.
Over the years, a number of similar personality assessment tools and temperament sorters have emerged. Usually simplified versions of the MBTI, they employ comparable categorizations. David Keirsey's work in this variant is probably the best known, along with Otto Kroeger's.
Other well-known assessment methods include the DiSC tool (now proprietary to Wiley), which focuses more on communication and styles. (DiSC, which stands for Dominance, Inducement, Submission, and Compliance, slots individuals into the usual number of boxes.) Perhaps the most sophisticated of this family of tools is the Herrmann Brain Dominance Instrument, which presents a nuanced profile of the balance (or imbalance) of styles, preferences, and characteristics.
Whatever the system used, it is imperative that the leader deliberately seek out differing personality types, with the four principal team roles in mind. It's not simply a matter of balance; it takes all styles to make a complete team and to achieve an optimal result.
Also important in team construction and assessment is the employment of a tool to determine conflict resolution preferences—you've got to know how team members handle contention and differing opinions, interpretations, and perspectives. For this, the Thomas-Kilmann Conflict Mode Instrument is invaluable.
You will also want to know how enthusiastic and committed team candidates are, and how they see their roles, how strongly they are motivated to lead—or to follow. You can't afford to have talented people on board who really don't care about the outcome. Nor can you afford to have two or three who are determined to drive the team bus, no matter who the preferred leader might be. Further, strong contributors might need a lower-key, calm leader, but more passive followers might do much better with a strong, even fiery, de facto floor leader. The right tool for these decisions is FIRO-B (Fundamental Interpersonal Relations Orientation - Behaviors). Btw, there is no such thing as FIRO-A.
Of course, there is no assurance whatever that a person with an identified style or preference is any good at using what might be inferred from the assigned nomenclature. Further, an individual might be highly skilled in the use of a style opposite his or her primary preference. All the more reason to get to know people beyond superficial levels.
READY TO THROW IN THE TOWEL YET?
This team stuff is not easy. But if your future depends on how well your teams do—and it does—you've got to invest in conscious team construction, using every tool and insight you can get your hands on. There's plenty of information online about each of these tools, and there is a multitude of skilled practitioners who can help you through the process. Tip: If you pursue any of these options, do not send one or two people to learn them and report back. Train your entire cohort in them at the same time for optimal internalization and adoption.
Maybe you can even use how well your teams, with you as ultimate leader, do to leverage your way up from logistics and supply chain management execution into a valued role at the highest levels of the enterprise. No promises, but going unarmed into the combat of corporate politics is not likely to be a winning strategy.
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.
There’s a photo from 1971 that John Kent, professor of supply chain management at the University of Arkansas, likes to show. It’s of a shaggy-haired 18-year-old named Glenn Cowan grinning at three-time world table tennis champion Zhuang Zedong, while holding a silk tapestry Zhuang had just given him. Cowan was a member of the U.S. table tennis team who participated in the 1971 World Table Tennis Championships in Nagoya, Japan. Story has it that one morning, he overslept and missed his bus to the tournament and had to hitch a ride with the Chinese national team and met and connected with Zhuang.
Cowan and Zhuang’s interaction led to an invitation for the U.S. team to visit China. At the time, the two countries were just beginning to emerge from a 20-year period of decidedly frosty relations, strict travel bans, and trade restrictions. The highly publicized trip signaled a willingness on both sides to renew relations and launched the term “pingpong diplomacy.”
Kent, who is a senior fellow at the George H. W. Bush Foundation for U.S.-China Relations, believes the photograph is a good reminder that some 50-odd years ago, the economies of the United States and China were not as tightly interwoven as they are today. At the time, the Nixon administration was looking to form closer political and economic ties between the two countries in hopes of reducing chances of future conflict (and to weaken alliances among Communist countries).
The signals coming out of Washington and Beijing are now, of course, much different than they were in the early 1970s. Instead of advocating for better relations, political rhetoric focuses on the need for the U.S. to “decouple” from China. Both Republicans and Democrats have warned that the U.S. economy is too dependent on goods manufactured in China. They see this dependency as a threat to economic strength, American jobs, supply chain resiliency, and national security.
Supply chain professionals, however, know that extricating ourselves from our reliance on Chinese manufacturing is easier said than done. Many pundits push for a “China + 1” strategy, where companies diversify their manufacturing and sourcing options beyond China. But in reality, that “plus one” is often a Chinese company operating in a different country or a non-Chinese manufacturer that is still heavily dependent on material or subcomponents made in China.
This is the problem when supply chain decisions are made on a global scale without input from supply chain professionals. In an article in the Arkansas Democrat-Gazette, Kent argues that, “The discussions on supply chains mainly take place between government officials who typically bring many other competing issues and agendas to the table. Corporate entities—the individuals and companies directly impacted by supply chains—tend to be under-represented in the conversation.”
Kent is a proponent of what he calls “supply chain diplomacy,” where experts from academia and industry from the U.S. and China work collaboratively to create better, more efficient global supply chains. Take, for example, the “Peace Beans” project that Kent is involved with. This project, jointly formed by Zhejiang University and the Bush China Foundation, proposes balancing supply chains by exporting soybeans from Arkansas to tofu producers in China’s Yunnan province, and, in return, importing coffee beans grown in Yunnan to coffee roasters in Arkansas. Kent believes the operation could even use the same transportation equipment.
The benefits of working collaboratively—instead of continuing to build friction in the supply chain through tariffs and adversarial relationships—are numerous, according to Kent and his colleagues. They believe it would be much better if the two major world economies worked together on issues like global inflation, climate change, and artificial intelligence.
And such relations could play a significant role in strengthening world peace, particularly in light of ongoing tensions over Taiwan. Because, as Kent writes, “The 19th-century idea that ‘When goods don’t cross borders, soldiers will’ is as true today as ever. Perhaps more so.”
Hyster-Yale Materials Handling today announced its plans to fulfill the domestic manufacturing requirements of the Build America, Buy America (BABA) Act for certain portions of its lineup of forklift trucks and container handling equipment.
That means the Greenville, North Carolina-based company now plans to expand its existing American manufacturing with a targeted set of high-capacity models, including electric options, that align with the needs of infrastructure projects subject to BABA requirements. The company’s plans include determining the optimal production location in the United States, strategically expanding sourcing agreements to meet local material requirements, and further developing electric power options for high-capacity equipment.
As a part of the 2021 Infrastructure Investment and Jobs Act, the BABA Act aims to increase the use of American-made materials in federally funded infrastructure projects across the U.S., Hyster-Yale says. It was enacted as part of a broader effort to boost domestic manufacturing and economic growth, and mandates that federal dollars allocated to infrastructure – such as roads, bridges, ports and public transit systems – must prioritize materials produced in the USA, including critical items like steel, iron and various construction materials.
Hyster-Yale’s footprint in the U.S. is spread across 10 locations, including three manufacturing facilities.
“Our leadership is fully invested in meeting the needs of businesses that require BABA-compliant material handling solutions,” Tony Salgado, Hyster-Yale’s chief operating officer, said in a release. “We are working to partner with our key domestic suppliers, as well as identifying how best to leverage our own American manufacturing footprint to deliver a competitive solution for our customers and stakeholders. But beyond mere compliance, and in line with the many areas of our business where we are evolving to better support our customers, our commitment remains steadfast. We are dedicated to delivering industry-leading standards in design, durability and performance — qualities that have become synonymous with our brands worldwide and that our customers have come to rely on and expect.”
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.