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.
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.
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.
DAT Freight & Analytics has acquired Trucker Tools, calling the deal a strategic move designed to combine Trucker Tools' approach to load tracking and carrier sourcing with DAT’s experience providing freight solutions.
Beaverton, Oregon-based DAT operates what it calls the largest truckload freight marketplace and truckload freight data analytics service in North America. Terms of the deal were not disclosed, but DAT is a business unit of the publicly traded, Fortune 1000-company Roper Technologies.
Following the deal, DAT said that brokers will continue to get load visibility and capacity tools for every load they manage, but now with greater resources for an enhanced suite of broker tools. And in turn, carriers will get the same lifestyle features as before—like weigh scales and fuel optimizers—but will also gain access to one of the largest networks of loads, making it easier for carriers to find the loads they want.
Trucker Tools CEO Kary Jablonski praised the deal, saying the firms are aligned in their goals to simplify and enhance the lives of brokers and carriers. “Through our strategic partnership with DAT, we are amplifying this mission on a greater scale, delivering enhanced solutions and transformative insights to our customers. This collaboration unlocks opportunities for speed, efficiency, and innovation for the freight industry. We are thrilled to align with DAT to advance their vision of eliminating uncertainty in the freight industry,” Jablonski said.
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.