In the pharma sector at least, the great RFID debate isn't about payback on the technology. It's about the merits of high-frequency vs. ultra-high-frequency tags.
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.
There's a great debate brewing in the RFID technology sector, and for once it doesn't involve consumer goods manufacturers and their prospects for payback on RFID investments. This time, the debate involves the pharmaceutical industry and the frequency of the RFID tags used to identify, track, and trace drugs (particularly individual bottles of drugs) from manufacture to delivery.
On one side of the divide are those who back high-frequency (HF) tags; on the other, supporters of ultra-high-frequency (UHF) technology. Backers of HF tags claim they offer more accurate read rates than their UHF counterparts and are less susceptible to interference from metal and water. They also like to point out that the HF tags' smaller, tighter read ranges cut down on the risk of unwanted reads from tags on nearby objects.
Proponents of UHF tags counter that interference problems from water and metal have been largely resolved. They also point out that UHF tags, which offer faster reads than their HF counterparts and can operate over longer distances, are already in widespread use in case- and pallet-tagging applications. Companies that have UHF readers and hardware in place might be reluctant to invest in HF readers as well.
All these arguments have merit, which will make it difficult, if not impossible, for the industry to settle on a standard. But that leaves pharmaceutical manufacturers with a difficult choice: wait for the dust to settle or forge ahead on their own.
Complicating matters is growing regulatory pressure on drug makers to provide drug "pedigrees" to help track their products. Considered the most effective weapon against theft and counterfeiting, drug pedigrees document a drug's chain of custody as it moves through the supply chain—something many believe is best done via RFID. Right now, 15 states have drug pedigree requirements, and another 12 have legislation pending or are likely to introduce measures this year. Though some states will accept paper pedigrees, at least one, California, will require electronic documentation, known as an "e-pedigree," beginning in January 2009. The Food and Drug Administration (FDA), too, would like to see the industry move to full-scale adoption of RFID-based e-pedigrees, though it has not mandated the technology's use.
Given the regulatory climate, it's no surprise that several large pharmaceutical companies have decided they can't afford to wait. As the battle over frequencies rages, they're moving forward with their RFID programs in preparation for becoming compliant with impending pedigree requirements. They're expanding their tagging programs to include more product lines. They're rolling out the technology to additional production facilities. And, perhaps most significantly, they're refining their procedures for harvesting tracking data from the tags.
Safe and secure
One drug maker that's pressing ahead with its RFID tagging program is Purdue Pharma, which produces the wellknown— and often counterfeited—pain killer OxyContin. Purdue announced earlier this year that it will integrate Impinj's Gen 2 UHF RFID tags into its high-speed pharmaceutical packaging lines. Purdue recently concluded a low-volume pilot and was scheduled to have the technology ready for productionlevel deployment as early as this month.
Purdue is already something of a veteran where RFID is concerned. The manufacturer has been using UHF RFID tags to track OxyContin and another potent painkiller, Palladone, for more than two years now. However, the company did not achieve the results it had hoped for with the earlier generation of the technology (EPC Class 0 chips). It's making the switch to the new Gen 2 tags with the expectation of boosting throughput rates, read rates, and programming reliability.
Up until now, Purdue's tagging capacity has been limited to small batches. But as it moves forward with its plans, Purdue will expand its tagging operations to include two entire packaging lines for four different types of bottles for OxyContin. It will also expand its program beyond itemlevel tagging to include the case level.
Purdue's latest RFID effort is part of a push to boost supply chain efficiency and security. "We are working to implement innovative solutions that will enhance security within the supply chain," says Aaron Graham, a former law enforcement agent who serves as vice president of corporate security and chief security officer at Purdue Pharma. "The Impinj RFID technology has been selected as an integral part of our packaging line improvements to help the company establish an e-pedigree process that will significantly improve the delivery of products from the factory to the pharmacy counter."
Getting ahead of the game
Another drug manufacturer that's not waiting around for the HF/UHF debate to be resolved is Wyeth Pharmaceuticals. Wyeth is in the midst of retrofitting a high-speed bottling line at a plant in Puerto Rico so it can start applying RFID tags to a strategic product SKU.
Tom Pizzuto, Wyeth's director of RFID technologies, says the company may eventually apply as many as 750,000 HF RFID tags to individual bottles of the new drug. In the meantime, Wyeth will continue to use UHF tags at both the case and the pallet level. Later this year, Wyeth plans to outfit one of its U.S. distribution centers to take inbound and outbound RFID reads.
Like Purdue Pharma, Wyeth is already a seasoned RFID user. A supplier to Wal-Mart,Wyeth got its introduction to RIFD when Wal-Mart handed down its now-famous RFID mandate. It has been shipping tagged cases of painkiller Advil to the mega-retailer's DCs for some time now.
Though its first foray into RFID was driven by a customer's mandate,Wyeth says things are different this time. The current tagging initiative reflects the company's strategic decision to begin preparing for what it sees as the inevitable tightening of drug tracking requirements. "This is a case of Wyeth looking at [drug pedigree laws] in California and Florida, and also the FDA's interest in this, and internalizing all that to realize we need to start down this path," says Pizzuto. "That's why we initiated this pilot."
The more, the merrier
In the meantime, Pfizer is also stepping up its commitment to RFID. The giant pharmaceutical concern, which has been tagging all bottles of Viagra since the end of 2005, has extended RFID to a second product line. It will be tagging over-the-counter pain reliever Celebrex at both the case and pallet levels by the end of 2007. Although the company doesn't have immediate plans to tag individual bottles of Celebrex, it says it may re-evaluate that decision at a later date.
Pfizer uses HF tags on individual bottles of Viagra, but like many manufacturers, it uses UHF tags to identify cases and pallets. It will do the same with Celebrex, using UHF Gen 2 tags to track cases and pallets of the arthritis remedy. But tagging cases of Celebrex will be a much more complicated process than tagging Viagra, which is produced on a single production line in France. Celebrex will be produced on four high-speed lines at Pfizer's manufacturing facility in Puerto Rico. The company expects the first RFIDenabled cases and pallets to roll off the manufacturing line by the fourth quarter. Tagged product could work its way to wholesalers and pharmacies by the end of the year or early in 2008.
"We wanted to roll out the technology being applied to Viagra somewhere else, and Celebrex far outsells Viagra," Byron Bond, director of trade operations and customer service for Pfizer, told attendees at the RFID Healthcare Industry Adoption Summit in November. "Within the next four to six years, we expect to have something close to a universal track and trace [e-pedigree system], so we realize we need to spread our RFID capabilities into other areas."
Bond didn't say how many RFID tags the Celebrex line will consume, but the number will be significantly higher than the number Pfizer uses for Viagra, given Celebrex's extremely high volume. Although Bond says prices for tags have dropped 20 percent since it started tagging Viagra, he says it is still too costly to tag the millions of individual bottles of Celebrex.
Bond also announced that Pfizer is in the midst of initiating an e-pedigree pilot with trade partners using Viagra, and will also change the tag placement on its cases from the top of the case to the side. In addition, Pfizer now plans to rigorously pursue the operational efficiencies to be gained from RFID relative to shipping and receiving, both internally and externally. The company has also had discussions with the U.S. government about using RFID to improve the customs process for Viagra that enters the country from France.
Cardinal's numbers
Like Purdue, Wyeth, and Pfizer, Cardinal Health has decided to get a jump on the e-pedigree development process. But it's taking a slightly different route. While many pharmaceutical companies have taken a hybrid approach to tagging (using HF tags for items and UHF tags for cases and pallets), Cardinal Health is concentrating its efforts solely on UHF technology.
Late last year, Cardinal announced the results of a pilot program to test the feasibility of using UHF RFID technology for tracking and tracing at the unit, case, and pallet levels. As part of the program, it also looked at ways to use the tags to collect data needed for e-pedigrees.
Cardinal placed RFID tags on the labels of brand-name solid-dose prescription drugs, and then encoded the EPC standard data on those tags during the packaging process. The products were shipped to a Cardinal Health DC in Findlay, Ohio, where the data were collected and authenticated as workers handled products under typical operating conditions. From Findlay, the tagged product was sent to a pharmacy, where further tests of read rates and data flow were conducted.
Data from the pilot indicate that it is indeed feasible for RFID tags to be inlaid into existing FDA-approved pharmaceutical label stock, and that tags can be applied and encoded on packaging lines at normal operating speeds. Online encoding yields were 95 percent to 97 percent, and fine tuning of the process is expected to produce yields that approach 100 percent.
Cardinal Health executives note that although the overall test results were positive, there are some hurdles to overcome before the UHF RFID tracking technology can be adopted industry-wide. The challenges include achieving case-level reads in excess of 99 percent at all case-reading stations and achieving unit-level read rates in excess of 99 percent when reading from tote containers at DC and pharmacy locations.
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."
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.