When it comes to inventory shrinkage, the victims tend to have something in common: They've usually committed one or more of what I refer to as The Seven Deadly Sins of Distribution Center Security.
Barry Brandman is president of Danbee Investigations, a Midland Park, N.J., company that provides investigative, loss prevention and security consulting services to many of the top names in the logistics industry. He has been a guest speaker for the Department of Homeland Security, CSCMP, and WERC, and is the author of Security Best Practices: Protecting Your Distribution Center From Inventory Theft, Fraud, Substance Abuse, Cybercrime and Terrorism. You can reach him via e-mail at
or (201) 652-5500.
Hackers get headlines. So do terrorists and people caught engaging in questionabl e accounting practices. But in many ways, internal theft committed quietly behind the scenes poses just as real a threat to corporate profitability. In fact, nearly 25 percent of the respondents to a survey taken by a national accounting firm reported that employee theft had cost their companies more than $1 million.
When it comes to inventory shrinkage, the victims tend to have something in common: They've usually committed one or more of what I refer to as The Seven Deadly Sins of Distribution Center Security. What follows is a look at these costly mistakes:
1. Relying on alarms, guards and cameras. Ask most executives how they protect their inventory and they'll assure you they've installed alarms, employed guards and set up closed-circuit television systems. But if these controls work, why do so many companies that have them in place report losses?
Alarms are designed to p rotect against break-ins, not theft committed by insiders—which is how inven tory loss usually occurs. Most uniformed guards aren't adequately trained to recognize or respond to theft and collusion. Closed-circuit television is only effective if i t's been strategically designed and consistently monitored … and that's rarely the case.
2.Getting lax about dock supervision. Because they don't know how to prevent internal theft,many distribution managers inadvertently make it too easy for drivers to make shady deals with people who routinely work on the dock—shippers, receivers, checkers and loaders. These theft schemes are silent—no alarms will go off—but they can cost a small fortune.
3. Reacting to problems (rather than preventing them). A large percentage of companies that report shrinkage have done little to prevent theft in the first place. By the time they wise up and decide to act, they've already suffered a substantial loss.
It's been repeatedly proven that preventing loss is far less expensive than reacting to it.
4. Soliciting tips in-house. A confidential hotline can be an invaluable tool for gathering tips on individual theft, collusion, fraud, workplace substance abuse, arson, product tampering, harassment or discrimination. But it has to be truly confidential. Too many companies continue to rely on open—door policies or inhouse tip lines and then wonder why employees who become aware of unethical or illegal activity remain silent.
In our experience, outsourced tip-line programs are far more successful because they allow workers to speak to people who won't recognize their voices. Employees are more likely to confide in someone outside their company, rather than using an inhouse system.
Equally important, callers should never have to provide their names.The best response comes when you offer complete anonymity. For example, our Danbee Hotline, which has collected information that's exposed millions of dollars of losses for our clients over the last several years, provides every caller with a code number.
5 . Failing to check your checkers. Too many companies have made the mistake of not keeping their checkers accountable. Unfortunately, without rigorous oversight, a percentage of checkers drift into negligence or dishonest behavior overtime, and that's when companies can rack up substantial losses. One effective way to monitor the accuracy and integrity of your checkers is by performing regular loss prevention audits. There are a number of ways to do this: One might be to arrange for a security representative to arrive (wi thout advance warning) during the time your trucks are being loaded, select one (or several) and audit the product found on the vehicles vs. the shipping manifest(s).
Another technique would be to arrange for surprise audits to be performed on your trucks as drivers begin their route deliveries. We refer to these as non-covert surveillances. By having an investigator meet a driver at his or her first stop and list each piece delivered throughout the course of the day, you will uncover product that's been over-loaded.
Both of these security techniques are excellent ways to not only detect collusion or negligence, but also to prevent it from taking place.When workers know there is a high risk of being exposed,they'll be far less likely to steal.
6. Allowing substance abusers to remain on the payroll. Nearly 90 percent of all employee drug users either deal or steal to support their addiction. As many distribution executives have learned,if you have a drug problem inside your company, you can expect to have a theft problem as well.
Two of the best ways to identify drug users and distributors on your payroll is through the use of a tip-line program or by inserting an undercover investigator into your operation.
7. Failure to provide the right training. All too often, losses occur because managers and supervisors are not educated on how to recognize the subtle, ingenious ways that theft takes place in a distribution center. Simply put, if your key people don't know what they're looking for, they probably won't see it.
If you're not sending your managers and supervisors to conferences or arranging to hold in-house security seminars that teach techniques for detecting and preventing various types of theft, you're not giving them the tools they need to protect your assets.
A move by federal regulators to reinforce requirements for broker transparency in freight transactions is stirring debate among transportation groups, after the Federal Motor Carrier Safety Administration (FMCSA) published a “notice of proposed rulemaking” this week.
According to FMCSA, its draft rule would strive to make broker transparency more common, requiring greater sharing of the material information necessary for transportation industry parties to make informed business decisions and to support the efficient resolution of disputes.
The proposed rule titled “Transparency in Property Broker Transactions” would address what FMCSA calls the lack of access to information among shippers and motor carriers that can impact the fairness and efficiency of the transportation system, and would reframe broker transparency as a regulatory duty imposed on brokers, with the goal of deterring non-compliance. Specifically, the move would require brokers to keep electronic records, and require brokers to provide transaction records to motor carriers and shippers upon request and within 48 hours of that request.
Under federal regulatory processes, public comments on the move are due by January 21, 2025. However, transportation groups are not waiting on the sidelines to voice their opinions.
According to the Transportation Intermediaries Association (TIA), an industry group representing the third-party logistics (3PL) industry, the potential rule is “misguided overreach” that fails to address the more pressing issue of freight fraud. In TIA’s view, broker transparency regulation is “obsolete and un-American,” and has no place in today’s “highly transparent” marketplace. “This proposal represents a misguided focus on outdated and unnecessary regulations rather than tackling issues that genuinely threaten the safety and efficiency of our nation’s supply chains,” TIA said.
But trucker trade group the Owner-Operator Independent Drivers Association (OOIDA) welcomed the proposed rule, which it said would ensure that brokers finally play by the rules. “We appreciate that FMCSA incorporated input from our petition, including a requirement to make records available electronically and emphasizing that brokers have a duty to comply with regulations. As FMCSA noted, broker transparency is necessary for a fair, efficient transportation system, and is especially important to help carriers defend themselves against alleged claims on a shipment,” OOIDA President Todd Spencer said in a statement.
Additional pushback came from the Small Business in Transportation Coalition (SBTC), a network of transportation professionals in small business, which said the potential rule didn’t go far enough. “This is too little too late and is disappointing. It preserves the status quo, which caters to Big Broker & TIA. There is no question now that FMCSA has been captured by Big Broker. Truckers and carriers must now come out in droves and file comments in full force against this starting tomorrow,” SBTC executive director James Lamb said in a LinkedIn post.
The “series B” funding round was financed by an unnamed “strategic customer” as well as Teradyne Robotics Ventures, Toyota Ventures, Ranpak, Third Kind Venture Capital, One Madison Group, Hyperplane, Catapult Ventures, and others.
The fresh backing comes as Massachusetts-based Pickle reported a spate of third quarter orders, saying that six customers placed orders for over 30 production robots to deploy in the first half of 2025. The new orders include pilot conversions, existing customer expansions, and new customer adoption.
“Pickle is hitting its strides delivering innovation, development, commercial traction, and customer satisfaction. The company is building groundbreaking technology while executing on essential recurring parts of a successful business like field service and manufacturing management,” Omar Asali, Pickle board member and CEO of investor Ranpak, said in a release.
According to Pickle, its truck-unloading robot applies “Physical AI” technology to one of the most labor-intensive, physically demanding, and highest turnover work areas in logistics operations. The platform combines a powerful vision system with generative AI foundation models trained on millions of data points from real logistics and warehouse operations that enable Pickle’s robotic hardware platform to perform physical work at human-scale or better, the company says.
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.
Progress in generative AI (GenAI) is poised to impact business procurement processes through advancements in three areas—agentic reasoning, multimodality, and AI agents—according to Gartner Inc.
Those functions will redefine how procurement operates and significantly impact the agendas of chief procurement officers (CPOs). And 72% of procurement leaders are already prioritizing the integration of GenAI into their strategies, thus highlighting the recognition of its potential to drive significant improvements in efficiency and effectiveness, Gartner found in a survey conducted in July, 2024, with 258 global respondents.
Gartner defined the new functions as follows:
Agentic reasoning in GenAI allows for advanced decision-making processes that mimic human-like cognition. This capability will enable procurement functions to leverage GenAI to analyze complex scenarios and make informed decisions with greater accuracy and speed.
Multimodality refers to the ability of GenAI to process and integrate multiple forms of data, such as text, images, and audio. This will make GenAI more intuitively consumable to users and enhance procurement's ability to gather and analyze diverse information sources, leading to more comprehensive insights and better-informed strategies.
AI agents are autonomous systems that can perform tasks and make decisions on behalf of human operators. In procurement, these agents will automate procurement tasks and activities, freeing up human resources to focus on strategic initiatives, complex problem-solving and edge cases.
As CPOs look to maximize the value of GenAI in procurement, the study recommended three starting points: double down on data governance, develop and incorporate privacy standards into contracts, and increase procurement thresholds.
“These advancements will usher procurement into an era where the distance between ideas, insights, and actions will shorten rapidly,” Ryan Polk, senior director analyst in Gartner’s Supply Chain practice, said in a release. "Procurement leaders who build their foundation now through a focus on data quality, privacy and risk management have the potential to reap new levels of productivity and strategic value from the technology."