Is it real? Or just a very clever fake? It's practically impossible to tell real drugs from the adulterated or counterfeit. Now one drug maker is using tiny radio-frequency tracking chips to assure pharmacists they're getting the genuine article.
John Johnson joined the DC Velocity team in March 2004. A veteran business journalist, John has over a dozen years of experience covering the supply chain field, including time as chief editor of Warehousing Management. In addition, he has covered the venture capital community and previously was a sports reporter covering professional and collegiate sports in the Boston area. John served as senior editor and chief editor of DC Velocity until April 2008.
To the long list of weapons in the war on drugs—trained dogs, undercover agents, spy planes—we can now add the RIFD chip. And if that sounds improbable, consider this: One of the world's most renowned drug cops, Aaron Graham, says that when it comes to thwarting counterfeiters and deterring thieves, RFID is the most promising technology he's ever seen.
Graham should know. He spent years tracking and buying counterfeit drugs, first as an undercover agent smuggling prescription drugs for the Food and Drug Administration (FDA), and later in a similar role for Pfizer. Today, as vice president and chief security officer for Purdue Pharma LLP, Graham is using what he's learned during his 20 year career to protect his employer's theft-prone painkillers while in transit.
He's counting on RFID to drive a stake through the heart of the shadowy black market drug business. Under Graham's direction, Purdue Pharma has begun attaching RFID tags to bottles of its narcotic painkiller OxyContin. In November, it began shipping batches of tagged products to two pilot customers, Wal-Mart and drug wholesaler H.D. Smith. In January, Purdue Pharma outfitted a manufacturing plant in New Jersey with RFID technology so it could start tagging its newest product, another potent painkiller called Palladone.
Lots of identifying markings
As for how a tiny label could deter drug rings, it's all about the indelible tracking information that label is now able to provide. The RFID tag applied to each 100-count bottle of OxyContin in the manufacturing process bears an electronic product code (EPC). That EPC, in effect, provides each bottle leaving the plant with a portable database containing such information as when and where the pills were packaged. That "pedigree" then accompanies the bottle as it moves from the manufacturer, to the wholesaler, and on to the pharmacy. When the bottle arrives at a drug store, the pharmacist can easily confirm the drug's origin—and therefore, its legitimacy—simply by scanning the tag.
It's worth noting that the bottles Purdue Pharma tags are the bulk bottles provided to retailers, not the smaller bottles dispensed to individual customers. In addition, the company only tags the 100-count bottles, not their shipping cartons. Carton tagging has proved unnecessary because the manufacturer is recording 100-percent tag read rates on all outgoing shipments, and Wal-Mart and H.D. Smith have recorded 100-percent read rates on their end as well.
Once that tiny read-only RFID tag is applied to a bottle, tracking it is a cinch. "We know when the RFID tag goes on the bottle in the manufacturing line," says Graham. "We know when the bottle comes off the line, we know when it goes into our vault, we know when it comes out of our vault, we know when it goes to the dock, and we know when it gets to the customer."
But is that enough to thwart thieves and counterfeiters? "I've been a cop for over 20 years and I've been studying the movement of prescription drugs since 1994, and clearly this is the most progressive technology I've ever seen," says Graham. "RFID is the first technology I've seen that will give our industry the ability to distinguish counterfeit from authentic, and to track the product from the manufacturer to the drug store and determine when somebody tries to introduce a counterfeit drug into the distribution channel."
Purdue Pharma has been so successful in creating its anti-counterfeit track and trace program that another major retailer and a second drug wholesaler have asked the company to ship RFID-tagged product to their facilities as well.
Can't touch this!
Of course, no technology is failsafe; and Purdue Pharma isn't relying solely on RFID to curb thefts of OxyContin. The drug manufacturer also has a security program in place that the U.S. Mint would envy.
For example, as an added deterrent to thieves and counterfeiters, the company has adopted what Graham calls fully integrated anti-counterfeiting packaging. Under the system, the RFID tags are strategically concealed behind the bottles' existing labels. In addition, those labels—at least in OxyContin's case—feature a variable-effect, color-shifting ink, similar to the technology used to deter the counterfeiting of U.S. currency.
Purdue Pharma has also configured its manufacturing sites to double as distribution centers, which cuts an entire leg out of the transportation process. "We distribute product straight from our manufacturing sites," says Graham, "because [shipping it to] a distribution center would be one additional step that we don't want to worry about from a transportation perspective. Our facilities are very Fort Knox-like."
Once a shipment is under way, Purdue employs armed guards and uses armored transportation carriers to discourage holdups. It has invested in GPS (global positioning system) tracking devices so it can track the movement of its product at all times. In addition, undercover agents follow each load once it leaves the dock.
"We have the most progressive transportation security protocol in the country for pharmaceutical drugs," says Graham, adding that the FBI has told him Purdue's system should be considered the gold standard for U.S. drug makers. "It's a very sophisticated and integrated transportation security protocol that is redundant in order to protect the load."
Other than a couple of minor incidents in 2001 when fake OxyContin showed up from overseas, Purdue hasn't had any major problems with counterfeiting. However, OxyContin continues to be a prime target for theft. But now when product is stolen, Graham believes the RFID tags will help police and drug enforcement agents track down and convict the thieves. In fact, Purdue Pharma has plans to donate 100 hand-held scanners from Symbol Technologies to law enforcement officials. When authorities recover stolen drugs, they can simply scan the label to determine where the supply chain was breached.
What price safety?
Of course, all this comes at a price—a price reportedly in excess of $2 million when the costs of the RFID tags and infrastructure are totaled up. What does Purdue Pharma stand to gain? Well, to begin with, by using RFID tags, it stays in Wal-Mart's good graces. As a top 100 supplier to Wal-Mart, Purdue comes under the retailer's mandate to include RFID tags on Class II drugs. The tags also keep it in compliance with FDA track and trace requirements for prescription drugs. And Graham adds that Purdue Pharma is also the first pharmaceutical company to comply with a multi-layered approach to combating counterfeit drugs recommended by the FDA's Counterfeit Drug Task Force last fall.
Still, Graham admits that other than some discounts issued by insurance companies because of the strong security protocols in place, the only other return on investment is the solace of knowing that its customers are buying authentic products.
"Usually corporate security isn't the place to demonstrate ROI," he says. "But when you're talking about human safety, it's a pretty [worthwhile] commitment. And as word gets out that the cops are solving some of these crimes, it'll act as a deterrent. It's all about [keeping] the bad guys [away] from your brand."
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.
There’s a photo from 1971 that John Kent, professor of supply chain management at the University of Arkansas, likes to show. It’s of a shaggy-haired 18-year-old named Glenn Cowan grinning at three-time world table tennis champion Zhuang Zedong, while holding a silk tapestry Zhuang had just given him. Cowan was a member of the U.S. table tennis team who participated in the 1971 World Table Tennis Championships in Nagoya, Japan. Story has it that one morning, he overslept and missed his bus to the tournament and had to hitch a ride with the Chinese national team and met and connected with Zhuang.
Cowan and Zhuang’s interaction led to an invitation for the U.S. team to visit China. At the time, the two countries were just beginning to emerge from a 20-year period of decidedly frosty relations, strict travel bans, and trade restrictions. The highly publicized trip signaled a willingness on both sides to renew relations and launched the term “pingpong diplomacy.”
Kent, who is a senior fellow at the George H. W. Bush Foundation for U.S.-China Relations, believes the photograph is a good reminder that some 50-odd years ago, the economies of the United States and China were not as tightly interwoven as they are today. At the time, the Nixon administration was looking to form closer political and economic ties between the two countries in hopes of reducing chances of future conflict (and to weaken alliances among Communist countries).
The signals coming out of Washington and Beijing are now, of course, much different than they were in the early 1970s. Instead of advocating for better relations, political rhetoric focuses on the need for the U.S. to “decouple” from China. Both Republicans and Democrats have warned that the U.S. economy is too dependent on goods manufactured in China. They see this dependency as a threat to economic strength, American jobs, supply chain resiliency, and national security.
Supply chain professionals, however, know that extricating ourselves from our reliance on Chinese manufacturing is easier said than done. Many pundits push for a “China + 1” strategy, where companies diversify their manufacturing and sourcing options beyond China. But in reality, that “plus one” is often a Chinese company operating in a different country or a non-Chinese manufacturer that is still heavily dependent on material or subcomponents made in China.
This is the problem when supply chain decisions are made on a global scale without input from supply chain professionals. In an article in the Arkansas Democrat-Gazette, Kent argues that, “The discussions on supply chains mainly take place between government officials who typically bring many other competing issues and agendas to the table. Corporate entities—the individuals and companies directly impacted by supply chains—tend to be under-represented in the conversation.”
Kent is a proponent of what he calls “supply chain diplomacy,” where experts from academia and industry from the U.S. and China work collaboratively to create better, more efficient global supply chains. Take, for example, the “Peace Beans” project that Kent is involved with. This project, jointly formed by Zhejiang University and the Bush China Foundation, proposes balancing supply chains by exporting soybeans from Arkansas to tofu producers in China’s Yunnan province, and, in return, importing coffee beans grown in Yunnan to coffee roasters in Arkansas. Kent believes the operation could even use the same transportation equipment.
The benefits of working collaboratively—instead of continuing to build friction in the supply chain through tariffs and adversarial relationships—are numerous, according to Kent and his colleagues. They believe it would be much better if the two major world economies worked together on issues like global inflation, climate change, and artificial intelligence.
And such relations could play a significant role in strengthening world peace, particularly in light of ongoing tensions over Taiwan. Because, as Kent writes, “The 19th-century idea that ‘When goods don’t cross borders, soldiers will’ is as true today as ever. Perhaps more so.”
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.
A Canadian startup that provides AI-powered logistics solutions has gained $5.5 million in seed funding to support its concept of creating a digital platform for global trade, according to Toronto-based Starboard.
The round was led by Eclipse, with participation from previous backers Garuda Ventures and Everywhere Ventures. The firm says it will use its new backing to expand its engineering team in Toronto and accelerate its AI-driven product development to simplify supply chain complexities.
According to Starboard, the logistics industry is under immense pressure to adapt to the growing complexity of global trade, which has hit recent hurdles such as the strike at U.S. east and gulf coast ports. That situation calls for innovative solutions to streamline operations and reduce costs for operators.
As a potential solution, Starboard offers its flagship product, which it defines as an AI-based transportation management system (TMS) and rate management system that helps mid-sized freight forwarders operate more efficiently and win more business. More broadly, Starboard says it is building the virtual infrastructure for global trade, allowing freight companies to leverage AI and machine learning to optimize operations such as processing shipments in real time, reconciling invoices, and following up on payments.
"This investment is a pivotal step in our mission to unlock the power of AI for our customers," said Sumeet Trehan, Co-Founder and CEO of Starboard. "Global trade has long been plagued by inefficiencies that drive up costs and reduce competitiveness. Our platform is designed to empower SMB freight forwarders—the backbone of more than $20 trillion in global trade and $1 trillion in logistics spend—with the tools they need to thrive in this complex ecosystem."