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.
Radio-frequency identification (RFID) technology has spread through the logistics field in fits and starts.
One of the biggest "starts" came in 2003, when retailing giant Wal-Mart Stores Inc. mandated that its top suppliers prepare to tag shipments of pallets and cases with the tiny electronic chips. Although many suppliers rushed to comply, the dream of achieving inventory accuracy and labor savings soon ran into the harsh reality of high equipment costs and unreliable technology.
A decade later, RFID began to gain new proponents, as fashion industry and electronics retailers started to tag high-value items. By that time, many of the technology's kinks had been worked out, and tag prices had dropped to the point where RFID had become a viable solution to tracking costly inventory and discouraging shoplifters.
Now, RFID is gaining traction in another new sector, as an increasing number of businesses in the healthcare supply chain embrace the technology. They see RFID as a potential solution to a wide range of challenges, from tracking expensive devices to reducing unnecessary inventory stockpiles.
Most consumer goods retailers find that RFID tags—and the readers and networks that collect their data—are still too expensive to be used for tracking individual items like a jug of milk or a stapler. But the sheer size of the healthcare industry and the high value of items such as pharmaceuticals and medical devices have convinced many medical users that they'll likely see a quick return on any investment in the technology.
The sector could also use RFID to keep up with rapidly changing market conditions such as increased demand for services triggered by aging baby boomers, downward price pressure exerted by the Affordable Care Act, and track and trace capabilities mandated by the 2013 Drug Supply Chain Security Act.
RFID tags can help practitioners meet these market demands and save money, delivering a return on investment (ROI) by eliminating waste, increasing visibility, improving inventory tracking, and boosting regulatory compliance.
TAKING AIM AT WASTE
Many hospitals keep excess equipment in their stockrooms in order to ensure they can instantly provide any medical supply that a patient might need. Even with overnight delivery, there is no time to order a missing item when medical emergencies strike. That means waste reduction is a prime target for saving money.
"Today, we are faced with a healthcare supply chain with an unsustainable amount of waste," says Jean-Claude Saghbini, chief technology officer and vice president of inventory management solutions at Cardinal Health Inc. in Dublin, Ohio. Hospitals and medical device manufacturers throw one in five products in the garbage because the inventory has expired or is mismatched with patients' needs, he says.
"The root cause is the lack of visibility; the data is not there and it is not shared," Saghbini says. "By the time you scan a can of soup at the grocery register, everyone's doing analytics on the purchase: the manufacturer, the retailer, the consumer products producer. But there is much less data collected when you implant a $20,000 pacemaker."
"SMART SHELVES" BOOST VISIBILITY
One answer to the visibility problem may come in the form of RFID-enabled "smart shelves" that use embedded RFID scanners to automatically track high-value inventory like implantable stents, knees, heart valves, and pacemakers.
Each smart shelf has a power cord and an Internet connection, so it scans the items dozens of times per day, then sends that information to an inventory management platform that can be accessed by hospitals, manufacturers, and distributors. Most systems also run these scans every time an item is stocked or removed, recording details such as the lot number, serial number, universal product number (UPN), purchase order, expiration date, the time it arrived, and how long it's been sitting in inventory.
Compared with existing stock-keeping methods like handheld bar-code scanners or manual paper checklists, RFID scans collect more data and share it more broadly with other systems. The approach allows data to quickly flow between separate software platforms such as a device maker's manufacturing execution system, a healthcare network's materials management system, a hospital's electronic medical records platform, and a supplier's warehouse management system (WMS), Saghbini says.
NO DRUG LEFT BEHIND?
Another way that RFID can pay off in healthcare applications is by helping businesses adhere to strict product safety and security protocols, says Josh Cannon, director of global healthcare strategy at Atlanta-based UPS Inc.
For example, to comply with provisions of the Drug Supply Chain Security Act aimed at maintaining product integrity, discouraging theft, and preventing counterfeiting, logistics professionals in the pharma supply chain must implement rigorous systems for tracking and tracing their shipments. The precision of RFID tracking can help them meet the Food and Drug Administration (FDA) requirement that they be able to pinpoint the location of any drug throughout the supply chain and drill down to the individual package level.
The benefits of ensuring the safe, swift delivery of medical products to hospitals go beyond the savings achieved through streamlining the supply chain, however. It also helps improve patients' experiences.
"Leveraging this technology to streamline processes such as order placement for orthopedic-device surgeries and having visibility over inventory in distribution centers close to hospitals makes the supply chain an important component to patient care," Cannon says.
The use of RFID could make the supply chain more efficient by allowing suppliers to track pharmaceuticals and medical devices, fill orders quickly, support cost-savings initiatives, improve inventory control, and reduce errors, he says.
"Effective inventory management is critical within the healthcare supply chain, and RFID technology is a powerful tool for tracking, gaining visibility over inventory, and overall building out a more optimized, integrated warehousing and distribution network," Cannon says.
THE ROAD AHEAD
Despite the benefits of streamlining the supply chain for high-value healthcare products, the widespread adoption of RFID is still hampered by the technology's cost. RFID providers have made progress on driving down costs in recent years, but the solution is still too expensive to tag everyday items like bandages when you add up the price of the chips, software, hardware, and integration with existing software platforms.
"Within healthcare, RFID has found practical use for protecting high-value products such as implantable medical devices," Cannon says. If improvements in manufacturing and technology continue to make RFID cheaper, the technology could spread much farther throughout the healthcare sector.
One such avenue might arise from the confluence of RFID technology with an unexpected platform—smartphones. An increasing number of smartphones use wireless technology called near field communications (NFC) to transmit payment data when waved near a target or to exchange information when bumped against another phone.
Since NFC uses the same wireless specification as high-frequency RFID tags, that means millions of Americans will soon be enabled with RFID readers in their pockets, Cardinal Health's Saghbini says. This could have sweeping implications for home health care, he adds.
For instance, patients with RFID-scanning smartphones could monitor their own home medical care by recording the pharmaceutical products and medical devices they use each day and sending the data to their physicians. In turn, that could empower senior citizens to live more years in their own homes before moving to assisted-living facilities.
Medical providers in many corners of the healthcare industry are finding that the latest generation of RFID tracking and data-analysis technology can provide a reliable return on investment. From manufacturers to warehouses and from hospitals to homes, RFID adds visibility to the healthcare supply chain and could become an important tool in empowering the sector to meet the demands of practicing modern medicine.
According to FedEx, the proposed breakup will create flexibility for the two companies to handle the separate demands of the global parcel and the LTL markets. That approach will enable FedEx and FedEx Freight to deploy more customized operational execution, along with more tailored investment and capital allocation strategies. At the same time, the two companies will continue to cooperate on commercial, operational, and technology initiatives.
Following the split, FedEx Freight will become the industry’s largest LTL carrier, with revenue of $9.4 billion in fiscal 2024. The company also boasts the broadest network and fastest transit times in its industry, the company said.
After spinning of that business, the remaining FedEx units will have a combined revenue of $78.3 billion based on fiscal year 2024 results for its range of time- and day-definite delivery and related supply chain technology services to more than 220 countries and territories through an integrated air-ground express network.
The move comes after FedEx has operated its freight unit for decades. After launching in 1971 as an overnight air courier service, FedEx grew quickly and in 1998 acquired Caliber System inc., creating a transportation “powerhouse” comprising the traditional FedEx distribution service and small-package ground carrier RPS, LTL carrier Viking Freight, Caliber Logistics, Caliber Technology, and Roberts Express. And in 2006, FedEx acquires Watkins Motor Lines, enhancing FedEx Freight’s ability to serve customers in the long-haul LTL freight market.
FedEx share prices rose after the announcement, as investors cheered a resolution to the debate that had lingered since June about whether the event would happen, according to a statement from Bascome Majors, a market analyst with Susquehanna Financial Group. And FedEx Freight will become a major player in the sector, based on its 16% share of industry revenue in 2023, well above Old Dominion Freight Lines (ODFL)’s 10% and SAIA’s 5%, he said.
Likewise, TD Cowen issued a “buy” rating for FedEx based on the long-awaited move, according to Jason Seidl, senior analyst focused on rail, trucking and logistics. That came as investors were soothed about their worries of potential “dis-synergies” from the split by the detail that FedEx Freight and legacy FDX have signed agreements that will continue the connectivity of the two networks.
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.
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.