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.
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.
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.