Cardinal rules for supply chain excellence: interview with Scott Nelson
As logistics challenges go, running a supply chain in the high-stakes healthcare sector has to be near the top of the list. Scott Nelson of Cardinal Health keeps his operation on track by following five basic principles of logistics excellence.
Mitch Mac Donald has more than 30 years of experience in both the newspaper and magazine businesses. He has covered the logistics and supply chain fields since 1988. Twice named one of the Top 10 Business Journalists in the U.S., he has served in a multitude of editorial and publishing roles. The leading force behind the launch of Supply Chain Management Review, he was that brand's founding publisher and editorial director from 1997 to 2000. Additionally, he has served as news editor, chief editor, publisher and editorial director of Logistics Management, as well as publisher of Modern Materials Handling. Mitch is also the president and CEO of Agile Business Media, LLC, the parent company of DC VELOCITY and CSCMP's Supply Chain Quarterly.
For someone training in accounting, Scott Nelson has touched a lot of different areas of the healthcare supply chain business over the past three decades. Although he did begin his career in finance, he quickly developed an interest in operations and went on to serve in a variety of tactical roles before moving into his present position as senior vice president of supply chain at Cardinal Health.
In his current capacity, Nelson oversees national supply chain operations for the medical segment of Cardinal Health. This includes the transportation and distribution of a vast portfolio of Cardinal Health-brand and national brand medical/surgical products to healthcare providers and suppliers across the U.S.
Nelson first joined Cardinal Health in 1995 as a region controller and worked his way up the organizational ladder, serving as director of operations at the company's pharmaceutical DC in Hudson, Wis.; director of customer development in pharmaceutical generic product purchasing; and director of healthcare supply chain services. In 2009, he left Cardinal Health for a six-year stint at Resource Optimization and Innovation (ROi), an integrated provider-owned supply chain organization in healthcare, where he held a variety of operational positions, including chief operating officer, before rejoining Cardinal Health in 2015.
He spoke recently with DC Velocity Group Editorial Director Mitch Mac Donald about the unique pressures of managing a hospital supply chain, the five basic principles of logistics excellence, and the one big logistics challenge the healthcare giant has yet to overcome.
Q: Describe your operation and the role of logistics in your company.
A: The medical segment operations at Cardinal Heath consist of more than 60 replenishment and distribution centers across the U.S. and Canada. We deliver a broad line of medical products to hospitals, ambulatory care and surgery centers, physician centers, and at-home patients every day. We manage a large portfolio of ambient, hazardous, refrigerated, and frozen SKUs (stock-keeping units) across numerous supply chain nodes, adhering to stringent regulatory requirements.
There is little room for error in the hospital supply chain because it puts patients at risk. It's crucial to have the right product at the right time. This makes the role of logistics vital. Our team provides a high level of service and quality at a very low cost.
Q: How do you ensure your team is meeting those ultra-high expectations?
A: We absolutely recognize the significant responsibility and seriousness of servicing the healthcare supply chain as well as the potential consequences of a failure. A hospital supply chain survey we conducted last fall found that 18 percent of hospital staff have seen or heard of a patient being harmed due to a lack of necessary supplies.
At Cardinal Health, we make a tremendous effort to ensure everyone who works here connects with our aspiration of being the "wings" for those who care for patients. To achieve this, we must operate a highly reliable and predictable supply chain. We exert a lot of energy assessing and mitigating risk, collaborating directly with healthcare providers and manufacturers to understand the unique needs of the end-to-end supply chain, and practicing continuous improvement through operational excellence to enhance processes.
Q: What parts of your personal skill set serve you best in the work you do each day?
A: I think there are three skills that best serve me in the work I do. The first is listening to customers and co-workers. By listening to our customers, we can learn what is important to them, including the needs and issues we can help them address. Listening to my co-workers helps me understand the obstacles they face and how we can help them be more successful and rewarded in their work.
The second is learning. Our industry is constantly changing, and it's important to stay abreast of new thinking and advancements. For a culture of continuous improvement, it's critical to remain vigilant in studying what others are doing and build on great ideas.
The third is coaching and teaching. I get great energy from being able to share what I've learned with others and seeing the individuals and the business grow and develop.
Q: What are the biggest challenges you face in achieving logistics excellence?
A: Logistical excellence comes from optimizing the entire supply chain, but the end-to-end supply chain is constantly changing and evolving—new suppliers, channels, and nodes. Understanding the trade-offs across the continuum is incredibly complex, and being able to quickly solve the equation and provide maximum benefit while still honoring the goals of the individual links is an ever-present challenge.
Q: Why has logistics become so critical in the optimization of a supply chain strategy?
A: In today's consumer-driven world, companies need to provide speed and service at a low cost in order to survive. The supply chain is intertwined throughout all the critical functions of the business, and if there are breakdowns and inefficiencies in those interactions, none of those outcomes will be realized. Understanding, aligning, and customizing logistics to these new customer expectations is what will differentiate the winners from the losers.
Q: What are some of the biggest changes you've observed in logistics operations over the past decade?
A: The biggest changes I've observed are a greater focus on capital deployment and speed (leadtime reduction) of the supply chain, the impact of digitalization and mobile technology, and globalization of the supply chain.
Q: What are some the basic principles of logistics excellence that remain the same, despite those changes?
A: I believe there are five basic principles of logistics excellence that still remain valid today: understanding the value stream, making processes visible across the value stream, creating flow based on demand signals at the point of consumption, focusing on total cost of ownership (vs. piece price), and identifying and eliminating waste.
Q: What does the future hold? What is, if you will, the "next big thing?"
A: Digitizing assets is still a major untapped opportunity in the supply chain. We have the technology to capture real-time data at the point of use across the supply chain. This is the gateway to collecting a large and rich set of data and advanced analytics.
This is why Cardinal Health is continuing to invest in advanced data capture and analytics that can be integrated with other data platforms for valuable insights that can improve decision-making. A whole new world of opportunities to improve supply chain quality and cost will open up once assets become "smart" across the entire logistics platform.
Q: What do you consider to be the biggest logistics challenge that you've faced but were unable to overcome? What were the issues? What did you learn from the experience?
A: Gaining good visibility into true demand at the point of care in a hospital is the biggest logistics challenge we haven't been able to overcome. The healthcare industry has traditionally been slow to invest in technologies that will enable frontline providers to spend less time managing inventory and more time with patients. We recently surveyed more than 400 hospital staff and learned that physicians and nurses currently spend, on average, nearly 20 percent of their workweek on supply chain and inventory management.
There are solutions available that support patient safety, reduce costs, and improve workflows, providing necessary data and analytics to optimize supply chain efficiency, but many healthcare providers have yet to adopt them. Our survey found that 78 percent of respondents are manually counting inventory in some parts of their supply chain and only 17 percent have implemented an automated technology system to track products and inventory in real time.
The key learning from this is that we need to help healthcare providers think differently about supply chain and couple the financial and operational improvements with the clinical benefits that follow.
Q: Any closing thoughts or comments?
A: A highly effective supply chain can be a strategic asset and competitive advantage for any healthcare organization. The influence supply chain leaders wield continues to grow—not only in improving service, predictability, and cost but also in developing organizational capabilities and bringing innovative solutions to their customers.
We need to seek out and develop talent that will bring diverse thoughts and experiences into the decision-making process and help us envision a high-performing, reliable supply chain from the bedside and back.
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.
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.