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.
None of this related to David Sedaris's subversively funny book about, among other things, learning to speak French, the beauty of which tongue is vastly overrated. We would all, I suppose, like to talk pretty and are awed by those with a fluent command of language in both written and spoken forms.
But to be honest, on the job, we should aspire not so much to be pretty as clear, complete, convincing, and even compelling in our communications.
A HUE AND CRY
Communications, in general, gets all the attention it can stand these days. Basta! We get it. Communications is important—with customers, with colleagues, with suppliers, with our bosses. Without rock-solid communications, we can't build trust and confidence; without trust, we can't genuinely collaborate. Without collaboration, we can't realize our own potential or achieve the possibilities that lie at the feet of our enterprise.
But the mavens in the field tend to focus on executives, our bosses, and delight in pointing out what poor communicators leaders are. This could be because that target audience is the one with a corporate checkbook big enough to fund lessons that will transform their communications skills.
Here's some sobering news. We all need to be, or become, good at communications—up, down, sidewise, every which way, and with every conceivable audience. Communications is not some flaw, a gap to be filled in, among leaders. It is part and parcel of what it takes to be a leader in the first place.
So, the principles of effective communications are musts. For leaders, for those ready to move into leadership roles, for those who aspire to leadership roles down the road, and for those who want the respect, support, and enthusiasm of the team around us.
WHAT'S HOLDING US BACK AND HOW DO WE FIX IT?
In total, the best start on a litany of communications challenges is to get professional training in all aspects of communications—and practice, practice, practice. The points below deal with more specific issues.
We model the style of our current leaders or of striking leadership exemplars from the past. Check your Apple Watch, dude. We are too far into the 21st century to even think about going back. The day of magnates, robber barons, gray flannel suits, straw bosses, commanders, and merciless bullies is long past. Break free of those models and treat people like human beings.
Some of us are fearful of face-to-face communication, either singly or in groups (even small groups). We don't want to make a public mistake. So we hide behind e-mail messages or send corrosive memos to the world at large to correct the actions of one or two miscreants. Stop it. Handle problems directly. Join Toastmasters.
Stop harping on the negatives. It is too easy to enumerate what's wrong and then direct people to fix things. Communicate the positives, what's going right. Put the positive vision in front of the team, and let them get motivated about stretching to reach it.
Find the balance. Don't underprepare communications. Winging it, and extemporizing, leaves holes your gran' mama could execute a zone read through. But don't overprepare, either. Totally scripted content comes off like a candidate for high office. And there is always the risk of leaving your game on the practice field.
Unique expertise is a common disease. It encourages an assumption that everyone already knows as much as the speaker, making further detail superfluous. Fight to draw questions out of the audience, even an audience of one; answer them with patience and without condescension.
We too often gloss over or omit issues we don't have answers for. Look, it is not necessary to be omniscient. In fact, people appreciate when others admit to not having all the answers. Get over it, and get over yourself. Admit that there are gaps and commit to obtaining the information and/or expertise needed to fill them.
Usually unintentionally, we fail to address diversity in all forms, including perspective, education, and background. We blindly expect that all others are more or less just like us. So we make cultural references and language choices that either don't resonate or mean something completely different from what we intended. Compounding this are "microinequities," biases based on style and personality, and "microaggressions," even the innocent variety, delivering insult and injury when care, concern, and comprehension were intended. Get help to understand these conditions and the consequences of related miscommunication.
Especially when we are en fuego regarding the latest vision and prospect, we tend to be overhopeful that others already have the same perspective and passion. They don't, but we push them onward as if they did. It's up to us to set the stage, explain the context, and verify that the core concepts are understood before we fire up the "A" team. Assume nothing about their knowledge of the situation and predisposition to positive action.
A corollary condition is our focus on the end state and its outcomes. We get so excited that we leapfrog essential details to get to the climax. This leaves the listeners confused, a bit dazed, and behind an eight ball they didn't even know was in play. Like Dorothy and her cohort, it's perhaps inspiring to contemplate the Emerald City in the distance, but if no one knows about the Yellow Brick Road, they'll never get there. And we will be at minimum disappointed, at maximum frothing rabidly at the failure.
It may shock some, but from interns to supervisors, from managers to CEOs, we are human. We all have worries, cares, distractions, and fears. It is easy to slip into letting these skew our communications, which can twist core messages and disincent listeners—colleagues, followers, peers, business partners, or public audiences. Be honest, but balanced, in the inclusion of concerns, vulnerabilities, or weaknesses in whatever is being communicated. Overemphasis on the negatives will otherwise be heard as the thrust and heart of the message.
I could, and probably should, go on. Effective communications may seem to be a requirement that can be a set of mechanical processes. But, in fact, those around us, up, down, and all around, live for communications. They thrive on being in on what's going on and where the enterprise intends to go. It is a lifeblood element of loyalty and engagement.
And it is essential to letting people know that they, and their efforts, are appreciated. Everyone needs to know that they are not being taken for granted, that they are not cogs in the machinery, that they have worth, as people and as performers.
Good, authentic, heartfelt, and well-crafted communications are an essential part of the business toolkit, what we use to inspire people to motivate themselves to be the best they can be. Now that's talking pretty.
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.