Susan Lacefield has been working for supply chain publications since 1999. Before joining DC VELOCITY, she was an associate editor for Supply Chain Management Review and wrote for Logistics Management magazine. She holds a master's degree in English.
Counterfeiters are creative folks and have come up with a number of different ways to make a buck off your brand. Here are just a few examples:
Label swapping: A common type of counterfeiting, this method involves removing the price tag from an article and replacing it with a tag for a lower-priced item.
Product divergence: This type of fraud occurs when products meant for one geographic market or channel (and priced accordingly) are sold in another market at a price lower than you'd typically find there. For example, a high-end piece of furniture intended for sale in Mexico ends up at a warehouse club store in Texas at the price meant for the Mexican market.
Authentic packaging, fake product: Someone at your packaging provider does an overrun of your packages (such as shoe boxes or cartons) and sells them to a counterfeiter, who then places fake goods in them.
Fake packaging, fake product: Fraudsters create a replica of your packaging, for example using Photoshop, and fill it with fake product.
And it's not just luxury goods or pharmaceuticals that are at risk. Robert Ryckman, vice president of market development for the labeling company CCL Industries and who has been working on product security for 20 years, has seen cases of counterfeiting that involved products worth only a dollar. As for why fraudsters would bother with low-value items, it's a matter of expedience. It's easier to produce a tube of fake toothpaste or shampoo than a fake luxury item. Plus, consumers are less likely to be suspicious of cut-rate toiletries than of severely discounted Rolex watches or Coach bags.
So how can you better protect your goods from counterfeiting? Part of the solution might be right under your nose: the packaging and labeling you already use for your products.
"Packaging is one possible countermeasure or control system [in the fight against counterfeiting]," says John Spink of the Food Fraud Initiative at Michigan State University. It's typically used in one of two ways, he says. "Sometimes, it helps authenticate the product or protects it from being tampered with. Other times, it provides monitoring of the movements."
Because almost every product has some sort of package or label, packaging provides a great vehicle for carrying anti-counterfeiting technology, Ryckman adds. It also ensures that the "authentication" for the product—typically, a difficult-to-copy identifying mark—is always traveling with it.
OVERT AND COVERT OPS
When it comes to authentication technologies for packaging, companies have no shortage of options. They can choose from holograms, special seals, and color-shifting inks, to name just a few. As sophisticated as they may sound, Ryckman of CCL warns that none of these solutions can do the job alone. Instead, he recommends a multilayered approach that uses more than one technology to verify that the product is not a fake.
That might sound like overkill, but it can help you stay one step ahead of the bad guys. Fraudsters are becoming increasingly creative in finding ways to breach their targets' supply chains (see sidebar). And these days, they have ready access to tools that allow them to replicate common anti-counterfeiting technologies. For example, it's now possible to buy many different types of holograms on Alibaba or to reproduce bar codes or serial numbers using Photoshop. Deploying more than one anti-counterfeiting technology on your packaging or labels makes it harder for fraudsters to reproduce your markings.
For best results, a multilayered approach should include at least one "overt technology" and one "covert technology," Ryckman says. "Overt" technologies are those that are discernable to the average person with no tools or training, but are difficult to reproduce or replicate. Some examples include special hologram labels, watermarks on the packaging, tamperproof labels that disintegrate when they're peeled off, and specialty inks that change color depending on the viewer's angle.
"Covert" technologies, on the other hand, are those that are not immediately discernible to the average person and are visible only with additional tools (or that require training on where or how to look for the authentication). Examples include bar codes, radio-frequency identification (RFID) tags, microtext that requires magnification to be read, and special types of "invisible" ink that can only be seen under infrared or ultraviolet light.
THE BACKBONE: SERIALIZATION
Whether they incorporate overt or covert technologies (or some combination of the two), most good authentication programs make use of serialization, Ryckman says. Serialization, or the practice of assigning a unique identification number to every item, might sound complicated, but it's not. It can be as simple as printing a serial number on the product or packaging, or using a bar code.
Historically, serial numbers were only used for high-value goods, but the advent of digital printing has made serialization a cost-effective solution for a broader range of items. "It's possible now to have individual labels printed at high speeds with high resolutions, and those can be printed directly on a case," says independent packaging consultant Tom Blanck. "That gives you the opportunity for serialization where every single case has a different unique number, date, and location, and allows for that information to be fed back into the warehouse management system."
Two-dimensional (2-D) bar codes, which use squares, rectangles, and dots to encode product information, are an especially effective tool for serialization, according to Dave Reba, director of consumable sales for data-capture solutions specialist Barcoding Inc. Compared with one-dimensional (1-D) bar codes, the 2-D versions are harder to replicate and can include more information. However, they're not "bulletproof." The codes can be compromised or counterfeited, which can create serious headaches for suppliers, Ryckman warns. "Once a serialization number has been duplicated, it's difficult to tell which product is authentic and which one is fake," he says.
In addition to 1-D and 2-D bar codes, there are some emerging technologies that have the potential to take serialization to the next level where security is concerned. Here are just a few examples:
Invisible bar codes. "Invisible" bar codes are imperceptible or barely perceptible to the human eye and are typically printed all over the package or label. Among other advantages, they can be scanned with a regular bar-code or QR scanner (like the ones found in most smartphones). Plus, they can encode the same amount of information that a 2-D code can but in a much smaller space.
Because the bar codes are embedded into an image on the package, they're also difficult to reproduce, according to Tony Rodriguez, chief technology officer of the invisible bar-code provider Digimarc. "You can't go into any image in Photoshop and insert [an invisible bar code] into it," he says. "You need the key [for deciphering the bar code], the software, and the tools [for creating it]." Invisible bar codes "are essentially in the DNA of the imagery," he adds.
Microtaggants. Microtaggants are microscopic particles that serve as a virtual fingerprint for each individual product or item. They can consist of an inert material, an alphanumeric code, or even a molecular or DNA tag that's embedded into the ink or top coat of the label or packaging.
Unlike 2-D bar codes or RFID tags, these taggants cannot be copied, says Janice Meraglia, vice president of military and government programs for DNA taggant producer Applied DNA Sciences. However, they do require a special reader. Applied DNA's taggants, for example, require a reader that's about the size of a coffee can and is capable of reading 16 different DNA taggants simultaneously in 30 minutes, Meraglia says.
RFID. Although we've been hearing about radio-frequency identification for decades, RFID is only now emerging as tool for fighting counterfeiting, Reba says.
"We're finding that RFID is changing rapidly in terms of the designs of labels, nanochips that go into those labels, antennas, and the technology that reads, receives, and transmits [the information]," he explains. "So that whole technology piece of the puzzle, I still consider to be on the emerging side."
The advantage of RFID labels is that they're difficult to counterfeit and hard to detect, according to Reba. The downside is that the tags are still costly, making them suitable mainly for high-value goods, he says.
A WORD OF CAUTION
As cool as these new technologies might sound, not everyone's ready to endorse them. Some packaging and labeling experts believe they have yet to prove their worth and remain cautious about recommending them to clients.
"Emerging technologies are still being tested and are sometimes really expensive," warns Reba, who typically recommends that his customers use more mature technology. "One-D and 2-D bar codes can be used without a lot of cost," he adds.
Eric Carlson, senior manager for Chainalytics' packaging optimization consulting service, agrees, saying that newer technologies still have to prove that they can be read quickly and easily for authentication purposes. "[In comparison,] bar coding and the infrastructure behind it is well established and well integrated into many enterprise resource planning systems, warehouse management systems, and other business software," he says.
BEYOND THE TECHNOLOGY
It's important to keep in mind that, for all they can do to protect product integrity, packaging and labeling are only one front in the fight against fake goods. Spink of Michigan State says packaging controls should be part of a larger holistic program that starts with an assessment of what type of counterfeiting is happening and how fraudsters are getting their product into the marketplace.
Rodriguez of Digimarc agrees. "The partners that we've seen be successful are the ones that have really thought this problem through; they understand the origin of the threat and how it's being done," he says. "They know where in the supply chain it's happening. And then they really get down to what their economic objectives are in trying to clamp down on the problem."
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.