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.
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.
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.
Specifically, the new global average robot density has reached a record 162 units per 10,000 employees in 2023, which is more than double the mark of 74 units measured seven years ago.
Broken into geographical regions, the European Union has a robot density of 219 units per 10,000 employees, an increase of 5.2%, with Germany, Sweden, Denmark and Slovenia in the global top ten. Next, North America’s robot density is 197 units per 10,000 employees – up 4.2%. And Asia has a robot density of 182 units per 10,000 persons employed in manufacturing - an increase of 7.6%. The economies of Korea, Singapore, mainland China and Japan are among the top ten most automated countries.
Broken into individual countries, the U.S. ranked in 10th place in 2023, with a robot density of 295 units. Higher up on the list, the top five are:
The Republic of Korea, with 1,012 robot units, showing a 5% increase on average each year since 2018 thanks to its strong electronics and automotive industries.
Singapore had 770 robot units, in part because it is a small country with a very low number of employees in the manufacturing industry, so it can reach a high robot density with a relatively small operational stock.
China took third place in 2023, surpassing Germany and Japan with a mark of 470 robot units as the nation has managed to double its robot density within four years.
Germany ranks fourth with 429 robot units for a 5% CAGR since 2018.
Japan is in fifth place with 419 robot units, showing growth of 7% on average each year from 2018 to 2023.