We are slowly but surely accepting that one does not one day decide to become a leader. Rather, other people—staff, peers, or colleagues—choose to become followers.
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.
We are slowly but surely accepting that one does not one day decide to be (or become) a leader. Rather, other people—staff, peers, colleagues—choose to be (or become) followers. Research has pretty well established that genuine leadership consists of a complex and diverse set of behaviors that can, must, be learned and practiced—and are useless in the long run if not authentic to the practitioner.
So, the changing face is not at all similar to being two-faced. And the new look (with accompanying talk and walk) is not merely facing up to the perceived demands of the dreaded millennials, but is a recognition of the wants, desires, needs, and motivators of all generations in the workplace.
BUY 'EM BOOKS AND THEY CHEW THE COVERS
We have been very nearly buried in piles of books that claim to reveal the leadership secrets of any number of well-known individuals. Sometimes useful, in a transient way, these tend toward being essentially vanity publications that permit the famous to receive outrageous advance payments for books that go largely unread on their short path to the remainders bin.
The ostensible authors range from politicians to industrialists to military commanders. In the main, these self-congratulatory screeds seem to rationalize actions, decisions, and behaviors by organizing them into a structure, however rickety, that can masquerade as an organized leadership philosophy.
But they tend not to be systematically sustainable. That is, they appear to offer a concise set of values, beliefs, and principles, but are generally short on the details of how one develops and maintains them. They are slogans, buzzwords, and platitudes, and not so much programs with intentionally structured elements and observable, measurable outcomes.
ARE THE USER MANUALS WRITTEN IN ANOTHER LANGUAGE?
All is not lost. We have more than the superficial pretenders to work with. To be blunt, truckloads of valid research have been published. But these works are not always well-written and suffer, probably unfairly, from academic origins. We can learn from them, but they typically do not make useful guidebooks for lay readers to use in crafting their own leadership pathways.
Happily, there are life-altering exceptions. Because each author begins with an individual experience base and has his or her own philosophical biases, the specifics of leadership development programs can vary widely. No worries. What is important is not Method A versus Method B; what counts is how the reader adapts and maintains—and keeps practicing the principles with rigor, discipline, and consistency. And how the self-committed leader creates ripples in the pond by extending accountability of leadership throughout the surrounding organization.
PUT ME IN, COACH; I'M READY
Many of our leadership exemplars and imaginings come from the ranks of athletic leadership. And many of these are PR creations or last-century leftovers, or both. We have a romantic notion of a team being implored to win one for the Gipper, or to buckle down and shock the world with an upset win over a bigger, faster, smarter opponent. We think of Wayne Woodrow Hayes, Bear Bryant, Knute Rockne. Even such stalwarts as those icons acknowledged that a coach could only "motivate" a team for a couple of games a year; the rest were a matter of talent and tactics.
So, knowing that, how effective is the cheerleading leader likely to be over any sustained period?
Other notable cases come from the military—some exceptional, some mundane, some bureaucrats, some still figuring out how to fight the last war. Washington, Eisenhower, Patton, Grant, deGaulle, Rommel, MacArthur, Montgomery, Petraeus. There are ample cases of new-century military leaders who have turned the old command and control model on its ear. And there are legions who know that things are changing but don't know exactly how.
So, with all that background, how effective today is leading into battle versus sending troops into combat?
COACHES GO TO SCHOOL
The difference between coaches as uber-bosses and coaches as organized and authentic leaders is growing—and becoming more obvious—daily. The obvious beacons in contemporary college football coaching, Nick Saban and Urban Meyer, would be appalled at any suggestion that they are successful because they rule by fear, or that they scream loudest, are most persuasive in one-on-one recruiting promises, or are master motivators in half-time pleas and sermons.
To shine the torch on Urban Meyer, to illustrate, he has had the benefit of a series of relationships with mentors, generally of the Old School—Earle Bruce, Lou Holtz, Sonny Lubick, Bob Davie. But he learned from each and all of them, and incorporated what he learned into an emerging philosophy of leadership and achievement. And he has actively cultivated other learning relationships, with such people as Nike's Phil Knight, JPMorganChase's Jamie Dimon, Jon Gruden, John Robinson, and Bill Belichick.
In turn, Meyer has become a mentor, with numerous assistants moving on to head coaching leadership positions and taking the lessons of new leadership with them. Tom Herman, Dan Mullen, Charlie Strong, Chris Ash, Tim Beckman, Steve Addazio, Doc Holliday, Gary Anderson, Everett Withers, Dan McCarney, Kyle Whittingham, and Gregg Brandon. Ripples on the pond, or waves of the future that are upon us?
PIECES AND PARTS
In a stroke of fortune, Meyer found a voice to speak what he had learned and articulate what more he needed to master as a sustainable leader. Tim Kight, founder and CEO of Focus 3, has provided process and structure to help Meyer leave his past negatives behind and carry his positives into new realms as he has used life epiphanies to transform his journey and inform his paying forward, developing leadership skills and capabilities in those around him. A key is that Kight's approach embodies a system and is not a collection of slogans or a burst of cheerleading.
The details would take more space than we have to work with, but some core elements include:
Living above the line, behaving intentionally, on purpose, and skillfully rather than below the line, being impulsive, on autopilot, and resistant.
The importance of the R Factor (as in E + R = O), in which Events occur unpredictably, and the Outcome depends on the strength of your Response.
A structured culture-building process, constructed on levels of Belief, Selling, and Demanding—an accountability that is a natural consequence of believing and persuading the legitimacy of the process and plan over time, and with continuous application. And teaching team members at all levels, and in all roles, to reach beyond their capabilities is a key to winning leadership.
There's more, of course. It's all in Meyer's 2015 book, Above the Line, published by Penguin Press.
A TAKEAWAY
My favorite, frankly, is Meyer's take on leveraging emerging leadership, in which assistant coaches and top 10 percent standouts are accountable for moving the middle 80 percent up into the top tier—and not wasting any precious time on rehabilitating lost causes, the bottom 10 percent. That alone can make the elusive "good to great" progression a practical reality.
So, whether you take the Urban Meyer model or another that's equally comprehensive and balanced, I'll pose the challenge. Are you really a leader or an emerging leader? Are you willing and able to dedicate enough of yourself to create a culture and link behavior to outcomes, rather than simply show up and do a job? Are you ready and willing to make those game-changing ripples in the pond?
I hope you are; the profession needs you—as a real leader—desperately.
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.
A Canadian startup that provides AI-powered logistics solutions has gained $5.5 million in seed funding to support its concept of creating a digital platform for global trade, according to Toronto-based Starboard.
The round was led by Eclipse, with participation from previous backers Garuda Ventures and Everywhere Ventures. The firm says it will use its new backing to expand its engineering team in Toronto and accelerate its AI-driven product development to simplify supply chain complexities.
According to Starboard, the logistics industry is under immense pressure to adapt to the growing complexity of global trade, which has hit recent hurdles such as the strike at U.S. east and gulf coast ports. That situation calls for innovative solutions to streamline operations and reduce costs for operators.
As a potential solution, Starboard offers its flagship product, which it defines as an AI-based transportation management system (TMS) and rate management system that helps mid-sized freight forwarders operate more efficiently and win more business. More broadly, Starboard says it is building the virtual infrastructure for global trade, allowing freight companies to leverage AI and machine learning to optimize operations such as processing shipments in real time, reconciling invoices, and following up on payments.
"This investment is a pivotal step in our mission to unlock the power of AI for our customers," said Sumeet Trehan, Co-Founder and CEO of Starboard. "Global trade has long been plagued by inefficiencies that drive up costs and reduce competitiveness. Our platform is designed to empower SMB freight forwarders—the backbone of more than $20 trillion in global trade and $1 trillion in logistics spend—with the tools they need to thrive in this complex ecosystem."