Ben Ames has spent 20 years as a journalist since starting out as a daily newspaper reporter in Pennsylvania in 1995. From 1999 forward, he has focused on business and technology reporting for a number of trade journals, beginning when he joined Design News and Modern Materials Handling magazines. Ames is author of the trail guide "Hiking Massachusetts" and is a graduate of the Columbia School of Journalism.
The pharmaceutical supply chain moves billions of dollars worth of drugs and medical products each year in the U.S. alone. Like other supply chains handling high-value, time-sensitive goods, it faces increasing demands from shippers and consignees to maintain product integrity, and from the federal government to comply with regulations. All the while, it is striving to prevent theft and counterfeiting.
The financial impact is enormous. The flow of counterfeit pharmaceuticals is on pace to equal 5 percent of the global drug market by 2016 and to cost the pharmaceutical industry about $70 billion in worldwide sales, according to a 2013 study, "Building New Strengths in the Healthcare Supply Chain," by consultancy McKinsey & Co. But the problem goes beyond money. People suffering from diabetes, heart disease, HIV, and other diseases can become seriously ill if their medication lacks therapeutic value because it is fake or stale.
The solution to the twin challenges of improved compliance and reduced counterfeiting may lie with improving the supply chain's track and trace capabilities, an obligation that will fall partly on the shoulders of logistics professionals. The Drug Supply Chain Security Act (DSCSA)—a section of the Drug Quality and Security Act (DQSA) of 2013—calls for the 10-year phase-in of an array of requirements that will lead to the creation of an electronic track and trace system. Through this system, the Food and Drug Administration (FDA) will be able to pinpoint the location of any drug throughout the supply chain and drill down to the individual package level.
However, few in the field understand how to manage the flood of data that will need to be generated, stored, and retrieved in support of this ambitious system. Experts say that if companies want to avoid stiff fines for noncompliance, they will have to make significant investments in information technology and in increased training for supply chain personnel.
3PLs GET AHEAD OF THE CURVE
That's not to say shippers will have to cope with all this on their own. Many will turn to third-party logistics service providers (3PLs) for help. Although the new law relieves 3PLs of the most onerous regulatory burdens by identifying them as having only temporary possession of the drugs (not full product ownership as drug manufacturers, wholesale drug distributors, re-packagers, and pharmacies do), many have nonetheless developed state-of-the-art tracking and tracing capabilities.
"From a 3PL standpoint, we don't purchase or take ownership, but we are in possession of the shipment; it is stored in our facility and tracked in our WMS (warehouse management system)," said Tim Bishop, healthcare compliance manager for UPS Inc., the Atlanta-based transportation and logistics giant. "So the details of that particular drug are known to us: where it came from, where it went, when we shipped it, [and] how much we sent."
By working with a 3PL, pharmaceutical shippers can take advantage of that tracking data and work in concert with their carrier to stay in compliance with the new regulations. Some of the largest providers are already preparing for those partnerships.
Contract logistics firm Exel and its sister company DHL Supply Chain, both of which have worked in the healthcare supply chain for many years, have developed serialization systems to help life science and healthcare (LSH) companies manage the cost of complying with the new regulations. UPS has contracted with an unidentified technology provider to transact DSCSA-mandated shipping data, a service Bishop said will be invaluable to small to mid-sized businesses. UPS is also creating a digital repository to store the three types of required reports—transaction history, transaction information, and transaction statements—known in the industry by the abbreviation TH/TI/TS, or by the shorthand "T3."
Although the FDA will not require companies to shift from paper to electronic T3 records until 2017, many drug firms are making the switch now to be ready for the huge volumes of data that will need to be processed. Big healthcare distribution specialists like Dublin, Ohio-based Cardinal Health Inc., San Francisco-based McKesson Corp., and Chesterbrook, Pa.-based AmerisourceBergen Corp. have already migrated to digital systems to enable the transfer of data between supply chain partners.
"Paper is great ... but there are not enough filing cabinets in the world to store this much data," Bishop said. "And the law requires that you keep the data for six years and [be able to] produce it on 24-hour notice ... it's a little mind-blowing."
The current industry standard for handling digital records is through advance shipping notices (ASNs) transmitted via electronic data interchange (EDI). However, many smaller companies continue to use paper packing slips. That practice will evolve in coming years toward the EPCIS (electronic product code information services) data standard as shippers prepare for the full implementation of DSCSA regulations, tracking every saleable unit of prescription drugs by a unique serial number.
BIG PAYOFF
Investing in the adoption of a global data standard for pharmaceutical logistics could be money well spent, according to the McKinsey study. Establishing a single track and trace technology for medical products could cut counterfeiting in half, yielding $15 billion to $30 billion in sales by 2016 that would otherwise be lost to counterfeits, the study showed.
The DSCSA regulations also benefit pharmaceutical product distributors and 3PLs by setting a uniform set of supply chain rules, replacing the patchwork of state regulations that preceded the federal standard, according to Eric Newmark, program director for industry cloud and commercial life sciences at IDC Health Insights.
But the major benefits won't arrive until 2023, when the FDA fully implements its item-level and package-level visibility requirements. This will foster an efficient product recall process and enhance law enforcement efforts, experts said.
"There are enormous inefficiencies ... throughout the industry; this is a problem in the billions of the dollars per year in the global industry," Newmark said. "This is a huge guessing game. If you don't have visibility, you have to recall 10 times as many drugs."
CHALLENGES FOR SHIPPING DRUGS
When healthcare companies choose a 3PL to distribute their life science products, they should make sure the partner can overcome some common hurdles.
One problem with the precision tracking requirements is that warehouse workers can't retract a published ASN to correct a simple loading mistake. If workers ship 11 crates instead of 10, the transaction histories won't match up and the shipment will have to sit idle until the corrected paperwork catches up. That can be a slow and costly process.
Another common problem is shipping a load to the proper customer but to the wrong location. Some pharmaceutical products are temperature controlled, and the receiver may not want to return a valuable product and risk its becoming stale in warm weather. That can result in another costly delay while replacements are sent.
A third challenge may be training a warehouse management system (WMS) to recognize exceptions to DSCSA-controlled products. Most WMS platforms have no trouble tracking a batch of prescription pills, but the same pharmaceutical manufacturer may also ship related materials that do not fall under the act, such as over-the-counter medicines and simple medical devices that do not require strict tracking.
SOLUTION MAY BE IN THE CLOUD
Distribution center managers may not have to buy new material handling or tracking systems to comply with the pharmaceutical tracking law, but they will probably need to train floor workers and logistics coordinators to manage the immense amount of data that will be created.
"Visualization of products stops now at the lot level, but when you get down to the case and pallet level, and then the item level, you will be looking at a thousand or ten thousand times as much data being created, so there will be an enormous influx of data," said Newmark of IDC. "And they will need the ability to handle, organize, sort, and store all that data. That will be interesting."
That is why many businesses are choosing to bypass on-site servers entirely and subscribe to cloud-based supply chain transaction management solutions from providers like Axway, rfXcel Corp., and SAP.
"When the FDA comes calling, you'd better have maintained those documents," said Shabbir Dahod, CEO of North Reading, Mass.-based TraceLink, which offers a cloud-based track and trace network to subscribers. "As you pick and pack from your DC, you have to correlate that with the transaction history to prove the link to the product or ... that it was shipped to customers A to Z."
Smaller companies may not have the budget for these requirements, and even larger players may choose to avoid incurring the extra cost of IT support. By using a cloud-based solution, a 3PL provider can use a Web browser to track and trace all of its products, manage large-scale serialization of drug units, and exchange data with its trading partners, experts said.
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.
The Florida logistics technology startup OneRail has raised $42 million in venture backing to lift the fulfillment software company its next level of growth, the company said today.
The “series C” round was led by Los Angeles-based Aliment Capital, with additional participation from new investors eGateway Capital and Florida Opportunity Fund, as well as current investors Arsenal Growth Equity, Piva Capital, Bullpen Capital, Las Olas Venture Capital, Chicago Ventures, Gaingels and Mana Ventures. According to OneRail, the funding comes amidst a challenging funding environment where venture capital funding in the logistics sector has seen a 90% decline over the past two years.
The latest infusion follows the firm’s $33 million Series B round in 2022, and its move earlier in 2024 to acquire the Vancouver, Canada-based company Orderbot, a provider of enterprise inventory and distributed order management (DOM) software.
Orlando-based OneRail says its omnichannel fulfillment solution pairs its OmniPoint cloud software with a logistics as a service platform and a real-time, connected network of 12 million drivers. The firm says that its OmniPointsoftware automates fulfillment orchestration and last mile logistics, intelligently selecting the right place to fulfill inventory from, the right shipping mode, and the right carrier to optimize every order.
“This new funding round enables us to deepen our decision logic upstream in the order process to help solve some of the acute challenges facing retailers and wholesalers, such as order sourcing logic defaulting to closest store to customer to fulfill inventory from, which leads to split orders, out-of-stocks, or worse, cancelled orders,” OneRail Founder and CEO Bill Catania said in a release. “OneRail has revolutionized that process with a dynamic fulfillment solution that quickly finds available inventory in full, from an array of stores or warehouses within a localized radius of the customer, to meet the delivery promise, which ultimately transforms the end-customer experience.”
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.