Mark Solomon joined DC VELOCITY as senior editor in August 2008, and was promoted to his current position on January 1, 2015. He has spent more than 30 years in the transportation, logistics and supply chain management fields as a journalist and public relations professional. From 1989 to 1994, he worked in Washington as a reporter for the Journal of Commerce, covering the aviation and trucking industries, the Department of Transportation, Congress and the U.S. Supreme Court. Prior to that, he worked for Traffic World for seven years in a similar role. From 1994 to 2008, Mr. Solomon ran Media-Based Solutions, a public relations firm based in Atlanta. He graduated in 1978 with a B.A. in journalism from The American University in Washington, D.C.
On the morning of Jan. 11, 2010, the California call center at specialty pharmaceutical manufacturer Valeant Pharmaceuticals International received an urgent request from the University of Wisconsin Medical Center in Madison.
Two infants had been hospitalized with severe lower respiratory tract infections caused by a virus known as the Respiratory Syncytial Virus, or RSV. Both were being treated with a drug called Virazole, which is the only treatment for infants and young children with that particular condition. However, the infants needed to complete their treatments by midnight Central time, and the hospital didn't have any more dosages available.
Upon receiving the alert—which came in shortly before noon Pacific time—Valeant contacted Kenco Logistic Services, its long-time logistics service provider. Kenco, which stores and distributes Valeant's products from its Chattanooga, Tenn., distribution center, then called one of its couriers to determine the chances of delivering the drug by midnight.
When told the delivery could be made no earlier than 2 a.m. the next day, James Levi, Kenco's warehouse supervisor, took control of the situation. Levi researched available flights out of Chattanooga and found a direct flight to Chicago arriving at 6: 50 p.m. local time. Levi booked the shipment and coordinated the picking and packing process at the DC. Once the plane landed in Chicago, a courier rushed the drug to the hospital in Madison, delivering it at 10: 30 p.m. in plenty of time for the infants' next treatment.
As harrowing as the experience was, this this was hardly an unprecedented situation for Valeant. Two weeks earlier, Valeant's customer service manager had received a call from the Hackensack (N.J.) Medical Center requesting an emergency shipment of Virazole for three infants already hospitalized with RSV and a fourth patient on the way. Kenco got the dispatch from Valeant just as it was closing for the day at 5 p.m. Eastern time. Kenco contacted a UPS driver who had just left the Chattanooga facility and requested that he return to accept the emergency shipment. In the meantime, Kenco's staff completed all the necessary paperwork. The shipment was delivered to the hospital at 8 a.m. the next day, in time for the patients' next treatment.
Urgent business
For Valeant and Kenco—which has been Valeant's exclusive domestic and international logistics partner since 2004—the dispatches were two more success stories in a sub-sector of supply chain management where failure is not an option. Depending on the patient's condition and the circumstances surrounding the treatment, getting a drug to its intended destination on time can spell the difference between life and death.
In the cases of the infants in Wisconsin and New Jersey, it is impossible to determine if their lives would have been at risk had the medication not arrived in time, according to Asha Soto, Valeant's vice president, supply chain operations. But Soto says she is aware of one case, an emergency shipment of Virazole bound for Sao Paulo, Brazil, where its delivery to the local hospital within 24 hours of the order saved the life of a one-year-old who had contracted RSV.
Although the details of each case vary, Valeant and Kenco follow essentially the same procedure whenever Valeant receives a call from a hospital requesting an emergency shipment. (In urgent cases, hospitals contact Valeant directly instead of going through Valeant's network of wholesalers.) As soon as Valeant processes the order, it contacts Kenco. The third party then makes transportation arrangements with its own network of delivery companies, which range from giants like FedEx Corp. and UPS to a highly regarded Chattanooga-based delivery company called Network Courier. Kenco handles all logistics issues that culminate in final delivery—almost always to a hospital—and the service operates on a 24/7 basis. In most cases, domestic shipments are delivered within eight hours of an order's being placed, regardless of where in the United States they're bound.
Although Valeant and Kenco have worked together for six years now, the current arrangement is a relatively new one. Until 2006, Valeant managed a nationwide emergency drop-shipping program from a facility located at its then-corporate headquarters in Costa Mesa, Calif.
When it moved to a new headquarters in nearby Aliso Viejo in 2006, however, Valeant had to make other arrangements. Part of the reason was its inability to obtain the necessary Food and Drug Administration permits to store products on site at the Aliso Viejo facility. But for Valeant, it was pretty much a moot point. The company had already determined the function would be better handled by a focused third-party logistics service provider (3PL). Not long afterward, Valeant asked its long-time partner Kenco to begin storing the drugmaker's products at Kenco's Chattanooga distribution center.
Among the advantages a major 3PL like Kenco brings to Valeant is the depth and breadth of its coverage, a key factor when lives may hang in the balance, says Soto. "They have more carrier options, and Kenco can react faster to manage the special requirements for these shipments," she adds.
The transition was seamless, with no service hiccups, according to Soto. "Kenco thoroughly planned and prepared for the switchover, and from our perspective, this challenging 24/7 responsibility has been handled very smoothly," she says.
Soto says service quality improved as a result of the transition. Valeant's costs rose as well, but the increases were not material, she adds.
Shared values
Valeant and Kenco wear their achievements with pride. The staffs at both companies track and document their accomplishments on a map showing "lives saved."
As for what has made the partnership a success, Soto says Kenco's operational abilities are just part of the story. Another part has to do with shared values. "Culturally, we have a great fit with Kenco," she explains. "Their people truly recognize the critical nature of the products we manufacture, and they take seriously the importance of their role in distributing these products. Beyond locations, facilities, and knowledge, it takes dedication to handle these types of shipments. A 3PL must share the same sense of urgency that we have."
Andy Smith, Kenco's president and CEO, says that although Kenco strives to deliver consistent, high-quality logistics service throughout Valeant's entire U.S. supply chain, the urgent distribution of drugs like Virazole is special.
"As human beings, how can we not sharpen our focus even more than usual when we know lives are at stake?" he asks. "I'm extremely proud of the way we handle each of these demanding and often unexpected shipments. This is one of the things about our people that makes me proud to be part of this great team."
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."