Fundamentals of Supply Chain Management: An Essential Guide for 21st Century Managers
This book excerpt chronicles the history of supply chain fraud from the Trojan Horse (which the authors cite as an object lesson in the need for inbound inspection) to the shenanigans of two middle managers who circumvent a security program that the TSA would envy to divert truckloads of high-tech equipment into so-called "alternative channels."
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.
In their new book, Fundamentals of Supply Chain Management: An Essential Guide for 21st Century Managers, authors Kenneth B. Ackerman and Art Van Bodegraven offer a tour of the supply chain universe in the best "Star Trek" tradition. After they cover the basics (warehousing, transportation, material handling, and so on), the authors boldly go where few have gone before, exploring the strange new worlds of "lean" supply chains, supply chain migration, and the "green" movement. In other chapters, they return to the more familiar worlds of finance and accounting, human resources, and litigation, though always approaching the subject from a unique supply chain perspective.
This excerpt chronicles the history of supply chain fraud from the Trojan Horse (which the authors cite as an object lesson in the need for inbound inspection) to the shenanigans of two middle managers who circumvent a security program that the TSA would envy to divert truckloads of high-tech equipment into so-called "alternative channels." ("Think Tony Soprano. With better paperwork.") After tracing supply chain fraud through the ages, the discussion takes a more serious turn, concluding with an outline of a five-step anti-fraud program.
Our friend Whitney Massengill has observed, "A gang armed with guns can easily steal thousands. A gang armed with pens can just as easily steal millions—and the prison terms are shorter." Enron may have provided the ultimate proof of concept, but the supply chain world has been plagued by fraud and deceit since long before supply chains were known as supply chains. The manifestations, while often physical, are also found in the cooked books.
Not so long ago, it was stunningly easy to put an extra case or pallet on a truck for the driver to sell, splitting the take with the inside man. Today's information systems may make detection quicker, but collusion theft has hardly gone away. And in the meantime, modern forms of fraud have emerged, many of them complex—even elegant—in their design and execution.
The Classics of a Golden Age
It seems that fraud, in its infinite variety, has been around about as long as the human race. Some would cite Homer's Trojan Horse as an early example of logistics fraud, illustrating the need for inbound inspection. Maybe the good ol' days weren't so good after all.
The Teapot Dome scandal that engulfed the Harding administration involved shady doings around oil reserves.
Product adulteration or dilution has been practiced since the earliest times; it is not a modern phenomenon limited to the narcotics trade. Back in the day, it might involve such commodities as sugar, coffee, flour, and liquor.
Outright theft, of course, remains a staple occupation in some locales within our globalized supply chains. Some shippers deliberately send extra truckloads of product into known high-theft areas, knowing that they can expect to lose a predictable percentage of the cargo to hijackers.
An interesting variant of the extra-case scam involves unscrupulous suppliers who would ingeniously stack pallets with a case or a bag missing from the inside of the stack. The omission is not visible until or unless the pallet is broken down. But by then the goods have typically been paid for, and the missing case has disappeared into someone's personal supply chain.
Truth is, some of the more spectacular frauds in business history have had a supply chain management flavor.
In More Recent Times
In the annals of corporate misdeeds, the recent Enron scandal has overshadowed all others, and, of course, it had nothing to do with the supply chain. But what about McKesson & Robbins? In 1938, the giant wholesale distributor got caught up in a case of accounting fraud that involved a non-existent $10 million worth of inventory in Canadian warehouses that also didn't exist. The sum of $10 million was more than pocket change during the Great Depression. While considered at the time to be accounting fraud, the case might be more accurately described as a conspiracy between physical supply chain operations and accounting to perpetuate fraud. In the '80s, a large public accounting firm was brought down foreshadowing Arthur Andersen's collapse when entire manufacturing and storage facilities were belatedly discovered not to exist.
The '60s saw plenty of scandals as well. Billy Sol Estes, politically connected with Lyndon Johnson, managed a double whammy in the first half of the decade. First came the improper purchase of cotton allotments, aided by payoffs to Agricultural Adjustment Administration minions and complicated by the suicide of a principal antagonist. Then in a notorious exit from the public arena, Billy Sol was found to have extracted enough money to fund the illegal allotment transfers by using phantom fertilizer tanks as collateral. He was released from prison in 1983.
In 1963, in news largely overshadowed by the Kennedy assassination, Tino De Angelis, principally financed through loans guaranteed by American Express, was found to have storage tanks full of water. That wouldn't have been a crime, except that the tanks were supposed to be full of salad oil. AmEx was not pleased. Nor were Manufacturers Hanover Bank (among about four dozen banks), Bunge Corporation, Williston and Beane, and Ira Haupt Brokerage Company, all of whom got taken. Foreshadowing events that would unfold nearly four decades later, a major public accounting firm was ultimately accused of negligence.
It seems that De Angelis couldn't help himself. Earlier in his career, he had gotten away with selling bad shortening to post-war Europe and spoiled meat to U.S. school lunch programs. Encouraged by his apparent success, he then put together an ultimately failed plan to corner the world market in soybean oil.
Tino, only momentarily the pride of the Bronx, himself got taken, but to the pokey, for several years. Upon release, he attempted to recover his lost fortune with a Ponzi scheme,* which required more credibility to pull off than Tino possessed. The price tag of this oil escapade was a trifling $175 million, which would approach $2 billion in today's money.
Where Were the Auditors?
Uncovering fraud is not an arena in which the mild-mannered certified public accountant (CPA) has typically excelled. It's not that CPAs are naïve or feeble-minded, but that these aren't really the things they've been trained to run to ground. The auditing firms have been generally more concerned with matters that have material impact on the balance sheet or income statement—known material impact, that is.
Furthermore, because CPAs most often were not operations people, they didn't always know what to look for when physical inventories were involved. In one celebrated case, the fraud was so extensive that the company in question loaded bricks of approximately the right weight into sealed cartons ostensibly containing technological equipment. The physical inventory disclosed the right number of cases, and it never occurred to anyone that something else might be inside.
In another major event, the headquarters inventory was fine. But no one deemed the relatively tiny store inventories worth examining. Regrettably, fictitious transactions had moved mountains of non-existent product into phantom local stocks, creating enormous but false sales volumes.
Prevention
Over the years, companies seeking to prevent fraud have tried solutions as high tech as biometric screening and as low tech as intuition with approximately equal results. We vividly remember the very large international technology distributor that invested a lot of money in screening devices through which each and every employee, visitor, vendor, contractor, and consultant was required to pass. No one could enter or leave the DC at any time or for any purpose the start or end of a shift, in and out for lunch, or in and out for breaks without undergoing screening. The distributor's concerns were well-grounded because its products were both valuable and highly desirable in the consumer market.
While the working associates were queuing up to pass through a "security" process that would have made a TSA screener proud, however, two mid-managers were successfully conspiring until they were caught to move and sell truckloads of high-value product out of the distribution center and into what might be called alternative channels. Think Tony Soprano.With better paperwork.
So many times, it seems that thievery is discovered only after huge losses have been incurred over a long period of time. In another case we encountered, a chemical manufacturer for the automotive aftermarket became suspicious that product might be "leaking" out of its factory DC. In the end, its suspicions proved to be well founded. It turned out that thieves were taking a truckload of merchandise a day out of the DC and off the books through a scheme involving phony paperwork for phantom customers. But it took months of surreptitious observation and digging through paper and electronic files to come up with conclusive evidence and nail the individuals involved.
In another situation, no one in a catalog retailer's senior management ranks had even the remotest suspicion that a traffic manager of some 20 years' standing might be on the take. But a routine fact-finding analysis, with no agenda other than assessing potential improvements, found carrier selections that made no sense. The manager was allowed to quietly resign and keep the money, though it seemed that the offense called for a pistol-whipping at the very least.
An Organized Approach
In recent years, the impact of the Sarbanes-Oxley Act has been felt in the supply chain management arena, quietly requiring companies to put controls in place to prevent, identify, and detect fraud. PricewaterhouseCoopers (PwC), the public accounting and services giant, has published a white paper devoted to fraud schemes in the transportation and logistics sector. That white paper addresses not only the risks associated with financial reporting, but also the risks to a company's reputation and the legal and strategic implications of fraud. Ken Evans, the firm's U.S. transportation and logistics leader, has asserted that 45 percent of all companies have been victims of economic crime. (In the interest of full disclosure and in the spirit of Sarbanes-Oxley, we confess to being PwC alumni, having a predecessor firm as our consulting alma mater.)
PwC's five-step anti-fraud program is the usual straightforward, even dull, recitation, with the devil as well as the excitement and the effectiveness in the details. Its recommendations are as follows:
Establish a baseline, preferably with a multi-disciplinary team, that includes the development of remediation plans;
Conduct a risk assessment that is not only an inventory but also a weighting of likelihood and seriousness;
Evaluate controls design and effectiveness, with major roles and responsibilities for operating management;
Assess residual financial reporting risks, which link fraud risks to internal audit weakness and ineffectiveness;
Standardize incident investigation and remediation processes that recognize that fraud will occur in the real world, and demand that the gaps be filled on a continuous basis.
In PwC's assessment, fraud and misconduct schemes can be classified into the following six categories:
Financial statement manipulation, which can be sub-divided into improper revenue recognition and the over- or understatement of assets and liabilities. This is really the mother lode, encompassing such things as manipulation of estimates, over-accrual of rebates and receivables, understatement of liabilities, overstatement of receivables, sham transactions with related parties, overstating revenue, fictitious transactions, premature revenue recognition, revenue leakage, backdated and side agreements, and "round-tripping," transactions with no net economic benefit that can inflate earnings.
Asset misappropriation, including cargo theft, fraudulent disbursements, cash skimming, industrial espionage, and "lapping" or theft of customer payments.
Unauthorized receipts and expenditures, including bribery, tax evasion, improper labor practices, and fraud against employees (e.g., failure to fund pensions or pay insurance premiums).
Aiding, abetting, or helping a third party commit fraudulent acts.
Senior management fraud, including, in addition to involvement in all of the above, conflicts of interest and insider trading.
Disclosure fraud, including the intentional omission or misstatement of such items as channel stuffing, even if they conform to Generally Accepted Accounting Principles (GAAP), the usual gold standard for what practices are allowable.
We salute PwC for its work in this area. Its efforts could go a long way toward restoring accountants' reputation and credibility.
New Disciplines
We have reached a point of understanding the nature, variety, and scope of supply chain fraud, and the linkages between its physical and financial components. It's time for a couple of forces to join together in fighting these crimes.
Forensic Accounting has been around for a long time, certainly since the days when Al Capone was jailed for tax evasion instead of murder. We see a need for a newer specialty that could be called Forensic Logistics and would entail the analysis of operations for evidence of and potential for bad behavior.
Putting these two together might put real teeth in efforts to thwart supply chain fraud.
*NOTE: PONZI SCHEMES ARE INVESTMENT SCAMS HAVING SOME SIMILARI- TIES TO PYRAMID SCHEMES. THEY ARE NAMED FOR CHARLES PONZI, WHO PROSPERED ILLICITLY IN THE EARLY 1900S.
Occupiers signed leases for 49 such mega distribution centers last year, up from 43 in 2023. However, the 2023 total had marked the first decline in the number of mega distribution center leases, which grew sharply during the pandemic and peaked at 61 in 2022.
Despite the 2024 increase in mega distribution center leases, the average size of the largest 100 industrial leases fell slightly to 968,000 sq. ft. from 987,000 sq. ft. in 2023.
Another wrinkle in the numbers was the fact that 40 of the largest 100 leases were renewals, up from 30 in 2023. According to CBRE, the increase in renewals reflected economic uncertainty, prompting many major occupiers to take a wait-and-see approach to their leasing strategies.
“The rise in lease renewals underscores a strategic shift in the market,” John Morris, president of Americas Industrial & Logistics at CBRE, said in a release. “Companies are more frequently prioritizing stability and efficiency by extending their current leases in established logistics hubs.”
Broken out into sectors, traditional retailers and wholesalers increased their share of the top 100 leases to 38% from 30%. Conversely, the food & beverage, automotive, and building materials sectors accounted for fewer of this year's top 100 leases than they did in 2023. Notably, building materials suppliers and electric vehicle manufacturers were also significantly less active than in 2023, allowing retailers and wholesalers to claim a larger share.
Activity from third-party logistics operators (3PLs) also dipped slightly, accounting for one fewer lease among the top 100 (28 in total) than it did in 2023. Nevertheless, the 2024 total was well above the 15 leases in 2020 and 18 in 2022, underscoring the increasing reliance of big industrial users on 3PLs to manage their logistics, CBRE said.
Oh, you work in logistics, too? Then you’ve probably met my friends Truedi, Lumi, and Roger.
No, you haven’t swapped business cards with those guys or eaten appetizers together at a trade-show social hour. But the chances are good that you’ve had conversations with them. That’s because they’re the online chatbots “employed” by three companies operating in the supply chain arena—TrueCommerce,Blue Yonder, and Truckstop. And there’s more where they came from. A number of other logistics-focused companies—like ChargePoint,Packsize,FedEx, and Inspectorio—have also jumped in the game.
While chatbots are actually highly technical applications, most of us know them as the small text boxes that pop up whenever you visit a company’s home page, eagerly asking questions like:
“I’m Truedi, the virtual assistant for TrueCommerce. Can I help you find what you need?”
“Hey! Want to connect with a rep from our team now?”
“Hi there. Can I ask you a quick question?”
Chatbots have proved particularly popular among retailers—an October survey by artificial intelligence (AI) specialist NLX found that a full 92% of U.S. merchants planned to have generative AI (GenAI) chatbots in place for the holiday shopping season. The companies said they planned to use those bots for both consumer-facing applications—like conversation-based product recommendations and customer service automation—and for employee-facing applications like automating business processes in buying and merchandising.
But how smart are these chatbots really? It varies. At the high end of the scale, there’s “Rufus,” Amazon’s GenAI-powered shopping assistant. Amazon says millions of consumers have used Rufus over the past year, asking it questions either by typing or speaking. The tool then searches Amazon’s product listings, customer reviews, and community Q&A forums to come up with answers. The bot can also compare different products, make product recommendations based on the weather where a consumer lives, and provide info on the latest fashion trends, according to the retailer.
Another top-shelf chatbot is “Manhattan Active Maven,” a GenAI-powered tool from supply chain software developer Manhattan Associates that was recently adopted by the Army and Air Force Exchange Service. The Exchange Service, which is the 54th-largest retailer in the U.S., is using Maven to answer inquiries from customers—largely U.S. soldiers, airmen, and their families—including requests for information related to order status, order changes, shipping, and returns.
However, not all chatbots are that sophisticated, and not all are equipped with AI, according to IBM. The earliest generation—known as “FAQ chatbots”—are only clever enough to recognize certain keywords in a list of known questions and then respond with preprogrammed answers. In contrast, modern chatbots increasingly use conversational AI techniques such as natural language processing to “understand” users’ questions, IBM said. It added that the next generation of chatbots with GenAI capabilities will be able to grasp and respond to increasingly complex queries and even adapt to a user’s style of conversation.
Given their wide range of capabilities, it’s not always easy to know just how “smart” the chatbot you’re talking to is. But come to think of it, maybe that’s also true of the live workers we come in contact with each day. Depending on who picks up the phone, you might find yourself speaking with an intern who’s still learning the ropes or a seasoned professional who can handle most any challenge. Either way, the best way to interact with our new chatbot colleagues is probably to take the same approach you would with their human counterparts: Start out simple, and be respectful; you never know what you’ll learn.
With the hourglass dwindling before steep tariffs threatened by the new Trump Administration will impose new taxes on U.S. companies importing goods from abroad, organizations need to deploy strategies to handle those spiraling costs.
American companies with far-flung supply chains have been hanging for weeks in a “wait-and-see” situation to learn if they will have to pay increased fees to U.S. Customs and Border Enforcement agents for every container they import from certain nations. After paying those levies, companies face the stark choice of either cutting their own profit margins or passing the increased cost on to U.S. consumers in the form of higher prices.
The impact could be particularly harsh for American manufacturers, according to Kerrie Jordan, Group Vice President, Product Management at supply chain software vendor Epicor. “If higher tariffs go into effect, imported goods will cost more,” Jordan said in a statement. “Companies must assess the impact of higher prices and create resilient strategies to absorb, offset, or reduce the impact of higher costs. For companies that import foreign goods, they will have to find alternatives or pay the tariffs and somehow offset the cost to the business. This can take the form of building up inventory before tariffs go into effect or finding an equivalent domestic alternative if they don’t want to pay the tariff.”
Tariffs could be particularly painful for U.S. manufacturers that import raw materials—such as steel, aluminum, or rare earth minerals—since the impact would have a domino effect throughout their operations, according to a statement from Matt Lekstutis, Director at consulting firm Efficio. “Based on the industry, there could be a large detrimental impact on a company's operations. If there is an increase in raw materials or a delay in those shipments, as being the first step in materials / supply chain process, there is the possibility of a ripple down effect into the rest of the supply chain operations,” Lekstutis said.
New tariffs could also hurt consumer packaged goods (CPG) retailers, which are already being hit by the mere threat of tariffs in the form of inventory fluctuations seen as companies have rushed many imports into the country before the new administration began, according to a report from Iowa-based third party logistics provider (3PL) JT Logistics. That jump in imported goods has quickly led to escalating demands for expanded warehousing, since CPG companies need a place to store all that material, Jamie Cord, president and CEO of JT Logistics, said in a release
Immediate strategies to cope with that disruption include adopting strategies that prioritize agility, including capacity planning and risk diversification by leveraging multiple fulfillment partners, and strategic inventory positioning across regional warehouses to bypass bottlenecks caused by trade restrictions, JT Logistics said. And long-term resilience recommendations include scenario-based planning, expanded supplier networks, inventory buffering, multimodal transportation solutions, and investment in automation and AI for insights and smarter operations, the firm said.
“Navigating the complexities of tariff-driven disruptions requires forward-thinking strategies,” Cord said. “By leveraging predictive modeling, diversifying warehouse networks, and strategically positioning inventory, JT Logistics is empowering CPG brands to remain adaptive, minimize risks, and remain competitive in the current dynamic market."
With so many variables at play, no company can predict the final impact of the potential Trump tariffs, so American companies should start planning for all potential outcomes at once, according to a statement from Nari Viswanathan, senior director of supply chain strategy at Coupa Software. Faced with layers of disruption—with the possible tariffs coming on top of pre-existing geopolitical conflicts and security risks—logistics hubs and businesses must prepare for any what-if scenario. In fact, the strongest companies will have scenarios planned as far out as the next three to five years, Viswanathan said.
Grocery shoppers at select IGA, Price Less, and Food Giant stores will soon be able to use an upgraded in-store digital commerce experience, since store chain operator Houchens Food Group said it would deploy technology from eGrowcery, provider of a retail food industry white-label digital commerce platform.
Kentucky-based Houchens Food Group, which owns and operates more than 400 grocery, convenience, hardware/DIY, and foodservice locations in 15 states, said the move would empower retailers to rethink how and when to engage their shoppers best.
“At HFG we are focused on technology vendors that allow for highly targeted and personalized customer experiences, data-driven decision making, and e-commerce capabilities that do not interrupt day to day customer service at store level. We are thrilled to partner with eGrowcery to assist us in targeting the right audience with the right message at the right time,” Craig Knies, Chief Marketing Officer of Houchens Food Group, said in a release.
Michigan-based eGrowcery, which operates both in the United States and abroad, says it gives retail groups like Houchens Food Group the ability to provide a white-label e-commerce platform to the retailers it supplies, and integrate the program into the company’s overall technology offering. “Houchens Food Group is a great example of an organization that is working hard to simultaneously enhance its technology offering, engage shoppers through more channels and alleviate some of the administrative burden for its staff,” Patrick Hughes, CEO of eGrowcery, said.
The 40-acre solar facility in Gentry, Arkansas, includes nearly 18,000 solar panels and 10,000-plus bi-facial solar modules to capture sunlight, which is then converted to electricity and transmitted to a nearby electric grid for Carroll County Electric. The facility will produce approximately 9.3M kWh annually and utilize net metering, which helps transfer surplus power onto the power grid.
Construction of the facility began in 2024. The project was managed by NextEra Energy and completed by Verogy. Both Trio (formerly Edison Energy) and Carroll Electric Cooperative Corporation provided ongoing consultation throughout planning and development.
“By commissioning this solar facility, J.B. Hunt is demonstrating our commitment to enhancing the communities we serve and to investing in economically viable practices aimed at creating a more sustainable supply chain,” Greer Woodruff, executive vice president of safety, sustainability and maintenance at J.B. Hunt, said in a release. “The annual amount of clean energy generated by the J.B. Hunt Solar Facility will be equivalent to that used by nearly 1,200 homes. And, by drawing power from the sun and not a carbon-based source, the carbon dioxide kept from entering the atmosphere will be equivalent to eliminating 1,400 passenger vehicles from the road each year.”