A new way to train leaders: interview with Lt. Gen. Claude Christianson
Rewarding officers for toeing the line throughout their early careers is no way to develop the creative thinkers needed to fill the military's most senior positions. Lt. Gen. Claude Christianson aims to change that.
Steve Geary is adjunct faculty at the University of Tennessee's Haaslam College of Business and is a lecturer at The Gordon Institute at Tufts University. He is the President of the Supply Chain Visions family of companies, consultancies that work across the government sector. Steve is a contributing editor at DC Velocity, and editor-at-large for CSCMP's Supply Chain Quarterly.
Lt. Gen. Christianson's last position before retiring from the Army in 2008 was director of logistics for the Joint Staff in Washington, D.C. In that role, he coordinated efforts across the defense logistics community, including the office of the secretary of defense, the services, the combatant commands, the industrial base, and our multinational and interagency partners. Prior to that, he had major responsibility during the combat phase of Operation Iraqi Freedom, where he directed in-theater logistics support for all land forces.
Lt. Gen Christianson has been described by some as perhaps the finest logistics operator ever produced by the U.S. military. He spoke recently with DC Velocity Contributing Editor Steve Geary.
Q: Can you fill us in on what you've been doing since you arrived at the center? A: Since joining the center in October 2009, I've had the opportunity to work with experts across defense logistics, including senior leaders in DOD, leading academicians in logistics and supply chain management, and senior executives in many commercial firms. We've been looking at best practices and listening to ideas on how to develop logisticians capable of successfully managing in the future. We're working to develop both innovative approaches to education and improvements to tools, processes, and systems that will provide our community with the ability to effectively and efficiently support future operations and meet any challenges we might face. We need leaders—both now and in the future—who are able to understand logistics and supply chain theory and conceptual approaches, and translate them into useful principles and practical applications.
Q: What sort of opportunities have you found? A: We have looked at military education along career paths, from pre-commissioning to high-level executive management programs. Our efforts so far have focused on the mid-career and senior manager levels; we refer to them as intermediate and senior service college levels of education.
At the senior service college level, there are three areas where we see great opportunities to enhance the educational experience for our leaders. The first is an understanding of supply chain management: the defense supply chain, how it operates, and how it might operate to be more successful in the future. Second, there is hardly any instruction at all about life-cycle systems management as a culture, a philosophy, and a way of doing business. Finally, we believe we should help develop a stronger understanding around the nexus of resourcing, readiness, and national security outcomes to help answer the question "How can you best resource national security strategy under conditions of uncertainty and constrained resources?"
Q: What about the intermediate-level officers with 10 to 12 years of experience? A: We're convinced that our major focus area at this level of education should be on joint logistics planning. We aren't doing a good enough job with our mid-career professionals in helping them understand how to effectively plan joint logistics operations. Keep in mind that we don't deploy as the Army, the Air Force, the Navy, or the Marines. We blend together as a joint force under a joint command structure.
That opinion—that we need to do a better job teaching joint logistics—was formed by what we found in observing and training units headed into Iraq and Afghanistan. This skill is very challenging to develop in the classroom environment because it requires extensive practice and interaction with experienced planners who are comfortable discussing planning, coaching, and assessing students in an interactive learning environment. It is my belief that you can't teach planning effectively using a stack of PowerPoint charts.
Q: If you had to pick one skill that all future leaders need, what would it be? A: I believe the most important skill for future leaders to possess is the ability to influence people they don't control. That will require developing skills in negotiation, mediation, and facilitation—skills that today are underserved in our educational system. An uncertain environment also requires leaders who see things as they are and can find unique ways of applying the capabilities they have at their disposal.
It is also important to note that in order for us to be successful in uncertainty, we will often need to have different relationships between organizations and people than we have today. In some cases, we may need completely new relationships with people and organizations that may not even exist today. We want to develop the kind of leaders who can make these relationships grow and actually bear fruit.
Q: How do you foster a collaborative mindset in military leaders who grow up in a command and control environment? A: I think we have to focus on unity of effort as our guiding principle. In the military, we have talked about unity of effort without unity of command for a long time, and I think today's students, students who are coming out of multiple assignments in Iraq and Afghanistan, get it. We need to reinforce that in our classrooms and help the military institutions adapt to what the students have already learned.
Unity of effort is really driven by a few, very key components, one of the most important of which is finding common ground. Is it possible that we can all agree on what we are trying to accomplish? Can we all see the same picture? Are we sharing information that allows us to see the same thing? Having agreement on the common outcomes becomes the key to getting unity of effort.
You don't have to have a military command and control structure to do that. In fact, a rigid hierarchical structure may in some ways impede mission accomplishment by limiting collaboration and creative thought.
Q: How did you end up here? What insights can we gain as logisticians from your experience? A: I've been blessed throughout my career with the opportunity to work with exceptional people from all walks of life and professional disciplines. Personally, I was also very lucky to have done things that Army officers were, at one time, told not to do. One of those "no-nos" was to teach ROTC. The second was to serve a tour with the reserve components, where I spent three years. At the time, those two assignments were pretty much considered a death knell for one's career. But as I got older, those two assignments helped me understand important things that, had I not had those assignments, probably would have made my jobs a lot more difficult as I got to more senior positions.
My advice to younger officers and leaders—which at this point is just about everyone—is to work hard at every job you have and learn as much as you can from each of them. Look around you, and pay special attention to what your subordinates, see, know, and do. Every job offers remarkable potential—except, of course, my current one. [Editor's note: Gen. Christianson smiles and chuckles.]
Q: Is there anything else in your career path that helped you be successful? A: I've had lots of foreign exposure, almost 20 years outside of the continental United States during my 37 years in uniform. That has helped me immensely to develop a deeper understanding of how to work with people who don't think like you do, don't do things like you do, and don't share the same sense of priorities.
My exposure to peoples and cultures that did not share the same perspective as I did helped to build a deeper understanding of alternative views. Spending lots of time in places like Thailand, Korea, Germany, Italy, and the Middle East gave me a much broader look at my profession. My combat experiences in Bosnia, Kosovo, and Iraq were also very important. I think all of those things—when blended together—have given me what might be considered an eclectic career path. However, from an intellectual perspective, those experiences have allowed me to see things differently, and hopefully more broadly and deeply.
Q: Are you saying that the fact that you like to color outside the lines actually helped make you a better leader? A: To the extent that coloring outside the lines has helped me find new paths, it has helped me. If we believe that the future is going to be uncertain, then we will send our leaders into places where they will be asked to accomplish something we haven't seen before.
In that regard, we want to be able to develop officers who are creative. If they try to apply standard templates—cookie cutters—to solve problems that are unknown, they are going to fail. We need leaders who can be creative, who will understand the problems they face in the context in which those problems are presented, and can recognize when a template solution will not fit.
Q: But most organizations—and certainly the U.S. Army—live within structures. How do you reconcile the need to be creative with the reality that we have to have structured processes? A: Organizations have structures for good reasons. We have to have the discipline—both organizational discipline and personal discipline—so that under extreme pressure, we can depend on the guy next to us and we can depend on the organization next to us.
However, at the senior leadership level, how one applies capabilities—these structures—should not be looked at as one size fits all. There is really an art to senior leadership that is challenging, especially under the pressure of military requirements and life-and-death decisions.
Q: That goes back to your earlier point about how a diverse set of experiences helped prepare you for senior leadership. You learned to see things from a variety of perspectives? A: The fact that I colored outside the lines at times has helped me. However, it is important to understand that coloring outside the lines as a lieutenant and a captain is not always good. Recognizing when you can step outside the lines and when to stay inside the lines is very important.
Interestingly, my perspective is that we tend to reward officers who toe the line throughout their early careers and then all of a sudden—when they advance to the most senior positions—we want them to be critical thinkers, strategic thinkers. In other words, we want our most senior leaders to be able to envision new ways of doing business. That's a lot easier said than done, and that is why the center is looking at how we teach our logistics leaders in the military. We believe that what we teach is important, but it's how we teach that is most important.
Worldwide air cargo rates rose to a 2024 high in November of $2.76 per kilo, despite a slight (-2%) drop in flown tonnages compared with October, according to analysis by WorldACD Market data.
The healthy rate comes as demand and pricing both remain significantly above their already elevated levels last November, the Dutch firm said.
The new figures reflect worldwide air cargo markets that remain relatively strong, including shipments originating in the Asia Pacific, but where good advance planning by air cargo stakeholders looks set to avert a major peak season capacity crunch and very steep rate rises in the final weeks of the year, WorldACD said.
Despite that effective planning, average worldwide rates in November rose by 6% month on month (MoM), based on a full-market average of spot rates and contract rates, taking them to their highest level since January 2023 and 11% higher, year on year (YoY). The biggest MoM increases came from Europe (+10%) and Central & South America (+9%) origins, based on the more than 450,000 weekly transactions covered by WorldACD’s data.
But overall global tonnages in November were down -2%, MoM, with the biggest percentage decline coming from Middle East & South Asia (-11%) origins, which have been highly elevated for most of this year. But the -4%, MoM, decrease from Europe origins was responsible for a similar drop in tonnage terms – reflecting reduced passenger belly capacity since the start of aviation’s winter season from 27 October, including cuts in passenger services by European carriers to and from China.
Each of those points could have a stark impact on business operations, the firm said. First, supply chain restrictions will continue to drive up costs, following examples like European tariffs on Chinese autos and the U.S. plan to prevent Chinese software and hardware from entering cars in America.
Second, reputational risk will peak due to increased corporate transparency and due diligence laws, such as Germany’s Supply Chain Due Diligence Act that addresses hotpoint issues like modern slavery, forced labor, human trafficking, and environmental damage. In an age when polarized public opinion is combined with ever-present social media, doing business with a supplier whom a lot of your customers view negatively will be hard to navigate.
And third, advances in data, technology, and supplier risk assessments will enable executives to measure the impact of disruptions more effectively. Those calculations can help organizations determine whether their risk mitigation strategies represent value for money when compared to the potential revenues losses in the event of a supply chain disruption.
“Looking past the holidays, retailers will need to prepare for the typical challenges posed by seasonal slowdown in consumer demand. This year, however, there will be much less of a lull, as U.S. companies are accelerating some purchases that could potentially be impacted by a new wave of tariffs on U.S. imports,” Andrei Quinn-Barabanov, Senior Director – Supplier Risk Management Solutions at Moody’s, said in a release. “Tariffs, sanctions and other supply chain restrictions will likely be top of the 2025 agenda for procurement executives.”
As holiday shoppers blitz through the final weeks of the winter peak shopping season, a survey from the postal and shipping solutions provider Stamps.com shows that 40% of U.S. consumers are unaware of holiday shipping deadlines, leaving them at risk of running into last-minute scrambles, higher shipping costs, and packages arriving late.
The survey also found a generational difference in holiday shipping deadline awareness, with 53% of Baby Boomers unaware of these cut-off dates, compared to just 32% of Millennials. Millennials are also more likely to prioritize guaranteed delivery, with 68% citing it as a key factor when choosing a shipping option this holiday season.
Of those surveyed, 66% have experienced holiday shipping delays, with Gen Z reporting the highest rate of delays at 73%, compared to 49% of Baby Boomers. That statistical spread highlights a conclusion that younger generations are less tolerant of delays and prioritize fast and efficient shipping, researchers said. The data came from a study of 1,000 U.S. consumers conducted in October 2024 to understand their shopping habits and preferences.
As they cope with that tight shipping window, a huge 83% of surveyed consumers are willing to pay extra for faster shipping to avoid the prospect of a late-arriving gift. This trend is especially strong among Gen Z, with 56% willing to pay up, compared to just 27% of Baby Boomers.
“As the holiday season approaches, it’s crucial for consumers to be prepared and aware of shipping deadlines to ensure their gifts arrive on time,” Nick Spitzman, General Manager of Stamps.com, said in a release. ”Our survey highlights the significant portion of consumers who are unaware of these deadlines, particularly older generations. It’s essential for retailers and shipping carriers to provide clear and timely information about shipping deadlines to help consumers avoid last-minute stress and disappointment.”
For best results, Stamps.com advises consumers to begin holiday shopping early and familiarize themselves with shipping deadlines across carriers. That is especially true with Thanksgiving falling later this year, meaning the holiday season is shorter and planning ahead is even more essential.
According to Stamps.com, key shipping deadlines include:
December 13, 2024: Last day for FedEx Ground Economy
December 18, 2024: Last day for USPS Ground Advantage and First-Class Mail
December 19, 2024: Last day for UPS 3 Day Select and USPS Priority Mail
December 20, 2024: Last day for UPS 2nd Day Air
December 21, 2024: Last day for USPS Priority Mail Express
Measured over the entire year of 2024, retailers estimate that 16.9% of their annual sales will be returned. But that total figure includes a spike of returns during the holidays; a separate NRF study found that for the 2024 winter holidays, retailers expect their return rate to be 17% higher, on average, than their annual return rate.
Despite the cost of handling that massive reverse logistics task, retailers grin and bear it because product returns are so tightly integrated with brand loyalty, offering companies an additional touchpoint to provide a positive interaction with their customers, NRF Vice President of Industry and Consumer Insights Katherine Cullen said in a release. According to NRF’s research, 76% of consumers consider free returns a key factor in deciding where to shop, and 67% say a negative return experience would discourage them from shopping with a retailer again. And 84% of consumers report being more likely to shop with a retailer that offers no box/no label returns and immediate refunds.
So in response to consumer demand, retailers continue to enhance the return experience for customers. More than two-thirds of retailers surveyed (68%) say they are prioritizing upgrading their returns capabilities within the next six months. In addition, improving the returns experience and reducing the return rate are viewed as two of the most important elements for businesses in achieving their 2025 goals.
However, retailers also must balance meeting consumer demand for seamless returns against rising costs. Fraudulent and abusive returns practices create both logistical and financial challenges for retailers. A majority (93%) of retailers said retail fraud and other exploitive behavior is a significant issue for their business. In terms of abuse, bracketing – purchasing multiple items with the intent to return some – has seen growth among younger consumers, with 51% of Gen Z consumers indicating they engage in this practice.
“Return policies are no longer just a post-purchase consideration – they’re shaping how younger generations shop from the start,” David Sobie, co-founder and CEO of Happy Returns, said in a release. “With behaviors like bracketing and rising return rates putting strain on traditional systems, retailers need to rethink reverse logistics. Solutions like no box/no label returns with item verification enable immediate refunds, meeting customer expectations for convenience while increasing accuracy, reducing fraud and helping to protect profitability in a competitive market.”
The research came from two complementary surveys conducted this fall, allowing NRF and Happy Returns to compare perspectives from both sides. They included one that gathered responses from 2,007 consumers who had returned at least one online purchase within the past year, and another from 249 e-commerce and finance professionals from large U.S. retailers.
The “series A” round was led by Andreessen Horowitz (a16z), with participation from Y Combinator and strategic industry investors, including RyderVentures. It follows an earlier, previously undisclosed, pre-seed round raised 1.5 years ago, that was backed by Array Ventures and other angel investors.
“Our mission is to redefine the economics of the freight industry by harnessing the power of agentic AI,ˮ Pablo Palafox, HappyRobotʼs co-founder and CEO, said in a release. “This funding will enable us to accelerate product development, expand and support our customer base, and ultimately transform how logistics businesses operate.ˮ
According to the firm, its conversational AI platform uses agentic AI—a term for systems that can autonomously make decisions and take actions to achieve specific goals—to simplify logistics operations. HappyRobot says its tech can automate tasks like inbound and outbound calls, carrier negotiations, and data capture, thus enabling brokers to enhance efficiency and capacity, improve margins, and free up human agents to focus on higher-value activities.
“Today, the logistics industry underpinning our global economy is stretched,” Anish Acharya, general partner at a16z, said. “As a key part of the ecosystem, even small to midsize freight brokers can make and receive hundreds, if not thousands, of calls per day – and hiring for this job is increasingly difficult. By providing customers with autonomous decision making, HappyRobotʼs agentic AI platform helps these brokers operate more reliably and efficiently.ˮ