Our vulnerable pharmaceutical supply chains: interview with Emily Tucker
Drug shortages are becoming more common, says health-care supply chain expert Emily Tucker, and there is little incentive for drug makers to fix some of the more pressing problems.
David Maloney has been a journalist for more than 35 years and is currently the group editorial director for DC Velocity and Supply Chain Quarterly magazines. In this role, he is responsible for the editorial content of both brands of Agile Business Media. Dave joined DC Velocity in April of 2004. Prior to that, he was a senior editor for Modern Materials Handling magazine. Dave also has extensive experience as a broadcast journalist. Before writing for supply chain publications, he was a journalist, television producer and director in Pittsburgh. Dave combines a background of reporting on logistics with his video production experience to bring new opportunities to DC Velocity readers, including web videos highlighting top distribution and logistics facilities, webcasts and other cross-media projects. He continues to live and work in the Pittsburgh area.
Our nation faces a drug crisis. No, it is not the crisis of drug abuse, but one of potential scarcity for the drugs we rely upon every day for our health and wellbeing. Few people realize just how fragile our pharmaceutical supply chains are. For instance, most of the ingredients for drugs—and many of the finished products—are sourced from a single region of the world. Shortages are already common, including critical drugs that can save lives. Just how vulnerable are we to a pharmaceutical crisis?
Dr. Emily Tucker is an assistant professor at Clemson University’s Department of Industrial Engineering. Her main research focus is societal problems, including health-care policy, drug shortages, and supply chain resiliency. She recently spoke to DC Velocity’s David Maloney about our vulnerable pharmaceutical supply chains.
Q: A lot of people would be surprised to learn that most of the ingredients for our medicines and pharmaceuticals come from just one part of the world. Why is that the case?
A: Yes, about 75% to 80% of ingredients come from India and China. Largely, that is due both to the cost of production, which tends to be a lot lower in those countries than in the U.S., and production capabilities. Because they have been producing these ingredients for so long, they have developed the know-how to be able to do it relatively safely.
Q: Does that reliance on just two countries make those ingredients more vulnerable to shortages or supply chain disruptions?
A: To some degree it does. Whenever there is a centralized source of supply, it means if there is any issue within that geographic region—perhaps political instability or importation issues—it immediately propagates down the rest of the supply chain. If manufacturers were to contract with two or three or even more suppliers, that would give you diversity and redundancy in terms of production. However, that is rarely the case. Oftentimes, manufacturers will rely on a single supplier of their key raw ingredient, which does make the supply chain vulnerable.
Q: We have seen shortages with certain drugs throughout the pandemic. Is that because of a scarcity of key ingredients?
A: It has been an issue of both supply and demand. On the supply side, there have been labor interruptions because folks haven’t been able to get to work in the plants. There have also been other types of plant-related disruptions that affected the supply of these ingredients and medications.
On the demand side, we have seen some surges. For example, this morning I saw a report on a drug named Actemra, which is typically used to treat rheumatoid arthritis. It has recently been repurposed to treat patients with severe Covid-19. That means the demand for this drug is much, much higher than it has been typically, and if the supply remains constant, we could see shortages. That has certainly been a concern during the pandemic.
Q: What does it do to medical supply chains when we can’t get the drugs we need?
A: It is concerning. The major effect is downstream at the hospitals, at the health centers, and on the patients themselves, and it becomes very expensive. If the drug you typically use is unavailable, then you have to search for alternatives, and that can be costly. Managing and procuring these alternative supplies requires an estimated 9 million additional hours of labor per year, which costs health centers across the U.S. an estimated half billion dollars annually. And that cost is not borne by the manufacturers. It is borne by the recipients and purchasers of these drugs.
Then there are the downstream effects of shortages on the patients who need these medications. There have been cases where chemotherapy has been canceled because a key chemotherapy agent hasn’t been available. Surgeries have been delayed. It is hard to measure exactly what the impact has been, but the literature and the academic findings definitely suggest that it is very, very broad.
Q: Are generic drugs any less vulnerable than their branded counterparts to these supply disruptions?
A: You might be surprised to learn that they tend to be more vulnerable than patent-protected branded drugs. That is largely because generic drugs are much cheaper for patients and health systems to purchase. The downside to that is the profit margins are a lot tighter, which means that when a company is producing a generic drug, it is making a lot less money. So, there is less of an incentive for it to develop and maintain a more resilient supply chain, and, as a result, lower-priced generic drugs tend to be more vulnerable to supply disruptions than branded medications.
Q: Are there particular types of drugs that seem to be more vulnerable than others?
A: Largely, it is a combination of generic drugs and injectable drugs that have relatively low prices but are costly to produce. These tend to be chemotherapy agents, drugs that are used to treat central nervous system disorders, and cardiovascular drugs. These drugs are very complicated to manufacture.
Q: You mentioned that cost is a major factor in why we source drugs from India and China. We often hear of the huge profits that drug companies earn. Couldn’t they afford the cost of a more secure supply chain?
A: That is a legitimate question and a question I get a lot when talking about shortages. I think it is twofold. On one hand, if you look at the profit of a large pharmaceutical manufacturer overall, I think these companies could afford to develop more resilient supply chains for their lower-profit-margin drugs. That said, if you focus on these particular drug products that tend to be short—generic medications and injectable medications with very high cost—there currently isn’t any incentive for them to develop resiliency plans for those drug products. But if you zoom out and look at the company as a whole, there would be, in my opinion. I think that is a question for the public as well.
Q: So, with lives potentially at stake, we are really talking about an issue of national security, right?
A: We definitely are because, as you said, these patients’ lives are at stake. There has been a push at the government level as well as from advocacy and other medical groups to designate this an issue of national security. With that designation comes real status, and so there is an incentive at that point for funding for additional mandates that could require companies to become more resilient. It will be interesting to see how regulations change over the next few years. The justification for all of these is that patients’ lives are at stake. It is a concern if supply is not available.
Q: You mentioned regulation. I understand that is part of the problem, in that these drugs are highly regulated and there are a lot of hoops to jump through to make any changes in the supply. Can you explain how that works?
A: The pharmaceutical industry is very different from most other industries because of the regulations. For instance, a company has to go through an approval process just to begin producing a drug on a different manufacturing line within the same plant. Even more approvals would be needed to start producing that drug at a different plant entirely. That adds a lot of time as well as cost to the process.
What that does is to make the pharmaceutical industry a lot less adaptable or flexible if a disruption occurs. As an example, we might have an auto manufacturer whose truck plant goes down. Within a week, it might begin producing that particular truck at a different plant. That could never happen that quickly with pharmaceuticals because of the way regulations are set up. If a disruption occurs, it can take months for the company to be able to start producing a drug elsewhere. So how can we give companies the flexibility to adjust their operations while maintaining the strict safety standards we have in place for manufacturing medical products? That certainly is something that the FDA is working on and is a part of the conversation as well.
Q: So how can we make our pharma supply chains more resilient? Is it enough to simply diversify the supplier base?
A: That would definitely be a very solid option. I think when it comes to making a supply chain more resilient, there are a lot of different strategies, such as diversifying the supplier base as well as diversifying the plants the drug is made in. That would certainly add redundancy to the supply chain and would help support a more stable drug supply.
Another option for companies that might not have the resources to do that would be to invest in higher-quality production processes—ones that are less vulnerable to disruption.
Q: But of course, that comes with more cost, which means the drug is going to cost more at a time when many already feel that drug prices are too high.
A: Absolutely. I think cost is a major issue. I think it has been the main limiting factor to investing in strategies to improve resiliency. My argument in terms of investing in strategies would be to step back and look at the cost of the system as a whole. We talked earlier about how health systems tend to bear the costs of dealing with drug shortages. We could take the money we are now spending on additional staffing to procure substitute medications and invest it in higher-quality supply chains. I would need to look at the numbers, but I think that would be a worthwhile investment and would certainly lead to a more stable supply chain.
Q: That makes a lot of sense. Would it also help to bring some of the manufacturing back to North America?
A: Yes. I think it is important to remember that the shortages are not just caused by distance—the fact that our supply is too far away; they also occur because if a disruption happens, there is nowhere to go. I think if the pharmaceutical companies do decide to bring manufacturing back, it is important to invest in higher-quality facilities and/or to invest in multiple facilities to have that redundancy in the supply chain.
Q: Should companies look at carrying more safety stock to ensure an adequate supply of medications? And does the limited shelf life of some medications also play a role?
A: That definitely plays a role and contributes to these vulnerabilities. If a disruption occurs, the supply is just out. Very little safety stock is being held at any layer of the supply chain, whether it is the manufacturer, the wholesaler, or within the hospital system. That is due to this very cost-constrained situation of the health system.
I think one of the main deterrents to that is how long these shortages tend to last. The average shortage is over a year, so to be able to continue to supply that long, the safety stock levels would need to be very, very high. In some of my research, I found that safety stock would be useful, but the cost of maintaining that level would essentially pay for a company to employ a second supplier or invest in higher-quality manufacturing.
Perishability definitely comes into play as well, so if a company were to start maintaining high levels of safety stock, it would be important for it to rotate its stock so that it is shipping out the oldest inventory first.
Q: Are there any other things we should be doing to make our pharmaceutical supply chains more resilient?
A: We need to start making big changes in the pharmaceutical industry. Drug shortages have been an issue for 20 years now, which has led to immense cost and patient health issues. It is really only in Covid times that a spotlight has been put on the medical supply chain. There have been pushes and mandates for companies to be more resilient if the drug is critical to patient health. We know it is an issue; we have been shown it is an issue. But we need to start making some changes to address the issue. We are at the point now that we have enough information to be able to start making some of these changes.
Here's our monthly roundup of some of the charitable works and donations by companies in the material handling and logistics space.
For the sixth consecutive year, dedicated contract carriage and freight management services provider Transervice Logistics Inc. collected books, CDs, DVDs, and magazines for Book Fairies, a nonprofit book donation organization in the New York Tri-State area. Transervice employees broke their own in-house record last year by donating 13 boxes of print and video assets to children in under-resourced communities on Long Island and the five boroughs of New York City.
Logistics real estate investment and development firm Dermody Properties has recognized eight community organizations in markets where it operates with its 2024 Annual Thanksgiving Capstone awards. The organizations, which included food banks and disaster relief agencies, received a combined $85,000 in awards ranging from $5,000 to $25,000.
Prime Inc. truck driver Dee Sova has donated $5,000 to Harmony House, an organization that provides shelter and support services to domestic violence survivors in Springfield, Missouri. The donation follows Sova's selection as the 2024 recipient of the Trucking Cares Foundation's John Lex Premier Achievement Award, which was accompanied by a $5,000 check to be given in her name to a charity of her choice.
Employees of dedicated contract carrier Lily Transportation donated dog food and supplies to a local animal shelter at a holiday event held at the company's Fort Worth, Texas, location. The event, which benefited City of Saginaw (Texas) Animal Services, was coordinated by "Lily Paws," a dedicated committee within Lily Transportation that focuses on improving the lives of shelter dogs nationwide.
Freight transportation conglomerate Averitt has continued its support of military service members by participating in the "10,000 for the Troops" card collection program organized by radio station New Country 96.3 KSCS in Dallas/Fort Worth. In 2024, Averitt associates collected and shipped more than 18,000 holiday cards to troops overseas. Contributions included cards from 17 different Averitt facilities, primarily in Texas, along with 4,000 cards from the company's corporate office in Cookeville, Tennessee.
Electric vehicle (EV) sales have seen slow and steady growth, as the vehicles continue to gain converts among consumers and delivery fleet operators alike. But a consistent frustration for drivers has been pulling up to a charging station only to find that the charger has been intentionally broken or disabled.
To address that threat, the EV charging solution provider ChargePoint has launched two products to combat charger vandalism.
The first is a cut-resistant charging cable that's designed to deter theft. The cable, which incorporates what the manufacturer calls "novel cut-resistant materials," is substantially more difficult for would-be vandals to cut but is still flexible enough for drivers to maneuver comfortably, the California firm said. ChargePoint intends to make its cut-resistant cables available for all of its commercial and fleet charging stations, and, starting in the middle of the year, will license the cable design to other charging station manufacturers as part of an industrywide effort to combat cable theft and vandalism.
The second product, ChargePoint Protect, is an alarm system that detects charging cable tampering in real time and literally sounds the alarm using the charger's existing speakers, screens, and lighting system. It also sends SMS or email messages to ChargePoint customers notifying them that the system's alarm has been triggered.
ChargePoint says it expects these two new solutions, when combined, will benefit charging station owners by reducing station repair costs associated with vandalism and EV drivers by ensuring they can trust charging stations to work when and where they need them.
New Jersey is home to the most congested freight bottleneck in the country for the seventh straight year, according to research from the American Transportation Research Institute (ATRI), released today.
ATRI’s annual list of the Top 100 Truck Bottlenecks aims to highlight the nation’s most congested highways and help local, state, and federal governments target funding to areas most in need of relief. The data show ways to reduce chokepoints, lower emissions, and drive economic growth, according to the researchers.
The 2025 Top Truck Bottleneck List measures the level of truck-involved congestion at more than 325 locations on the national highway system. The analysis is based on an extensive database of freight truck GPS data and uses several customized software applications and analysis methods, along with terabytes of data from trucking operations, to produce a congestion impact ranking for each location. The bottleneck locations detailed in the latest ATRI list represent the top 100 congested locations, although ATRI continuously monitors more than 325 freight-critical locations, the group said.
For the seventh straight year, the intersection of I-95 and State Route 4 near the George Washington Bridge in Fort Lee, New Jersey, is the top freight bottleneck in the country. The remaining top 10 bottlenecks include: Chicago, I-294 at I-290/I-88; Houston, I-45 at I-69/US 59; Atlanta, I-285 at I-85 (North); Nashville: I-24/I-40 at I-440 (East); Atlanta: I-75 at I-285 (North); Los Angeles, SR 60 at SR 57; Cincinnati, I-71 at I-75; Houston, I-10 at I-45; and Atlanta, I-20 at I-285 (West).
ATRI’s analysis, which utilized data from 2024, found that traffic conditions continue to deteriorate from recent years, partly due to work zones resulting from increased infrastructure investment. Average rush hour truck speeds were 34.2 miles per hour (MPH), down 3% from the previous year. Among the top 10 locations, average rush hour truck speeds were 29.7 MPH.
In addition to squandering time and money, these delays also waste fuel—with trucks burning an estimated 6.4 billion gallons of diesel fuel and producing more than 65 million metric tons of additional carbon emissions while stuck in traffic jams, according to ATRI.
On a positive note, ATRI said its analysis helps quantify the value of infrastructure investment, pointing to improvements at Chicago’s Jane Byrne Interchange as an example. Once the number one truck bottleneck in the country for three years in a row, the recently constructed interchange saw rush hour truck speeds improve by nearly 25% after construction was completed, according to the report.
“Delays inflicted on truckers by congestion are the equivalent of 436,000 drivers sitting idle for an entire year,” ATRI President and COO Rebecca Brewster said in a statement announcing the findings. “These metrics are getting worse, but the good news is that states do not need to accept the status quo. Illinois was once home to the top bottleneck in the country, but following a sustained effort to expand capacity, the Jane Byrne Interchange in Chicago no longer ranks in the top 10. This data gives policymakers a road map to reduce chokepoints, lower emissions, and drive economic growth.”
"Shrink" is the retail industry term for the loss of inventory before it can be sold, whether through theft, damage, fraud, or simple book-keeping errors. In the ongoing effort to reduce those losses, Switzerland-based retail tech company Sensormatic Solutions has expanded the scope of its Shrink Analyzer application to shine a light into previously unmonitored parts of brick-and-mortar stores where goods tend to go missing.
The newly enhanced, cloud-based application can now integrate radio-frequency identification (RFID) and electronic product code (EPC) data from overlooked parts of the building, like employee entrances, receiving doors, "buy online, pick up in store" (BOPIS) doors, or other high-risk areas selected by a store. It then integrates that data into Sensormatic's analytics engine to provide insights into when, where, and how shrink occurs to help users strengthen their loss-prevention strategies, the company says.
Those expanded capabilities allow the platform to provide enhanced "shrink insight" at locations beyond the store's main exit, Sensormatic says. For example, strategically placed RFID scanners at employee exits can reduce internal theft while providing item-level evidence for theft investigation efforts. Likewise, monitoring online-order pickup doors can help retailers both improve in-store e-commerce fulfillment accuracy and identify employee theft events, according to Sensormatic.
A few days before Christmas as I was busy preparing for the holiday, I received a text message from my bank asking if I had attempted to purchase a $244 Amtrak ticket in Orange County, California. Considering that I had the card in my possession and that I lived thousands of miles away from the attempted purchase location, I promptly replied "No." Almost immediately, a second message informed me that my card was locked and to contact my bank.
I'd like to say this was an isolated incident, but in 2024, I had to replace the same card four times. Luckily, it just took a quick trip to my local bank to replace the compromised card, but it was still an unwanted hassle.
Fraud is a never-ending issue facing not just consumers but businesses as well—no one is immune, it seems. In its latest industry report, "Occupational Fraud 2024: A Report to the Nations," the Association of Certified Fraud Examiners (ACFE) estimated that businesses lose 5% of their revenues to fraud each year. This report focused specifically on three basic types of occupational fraud: asset misappropriation, corruption, and financial misstatement. But what about other types of fraud?
The media often report on big organized theft rings stealing goods from trailers, trains, or containerships, or on bands of thieves breaking into warehouses or retail stores—but there are so many other ways in which fraudsters wreak havoc.
For instance, another area where fraud is rampant is consumer returns in the retail industry. Software company Appriss Retail, in collaboration with business management consultancy Deloitte, recently published its "2024 Consumer Returns in the Retail Industry" report. It states that "total returns for the retail industry amounted to $685 billion in merchandise in 2024." That might seem like a drop in the bucket compared to the $5 trillion in sales U.S. retailers racked up last year, but as the report's authors note in the executive summary, "the amount of fraud and abuse remains a significant issue that should be addressed. Fraudsters and abusers are often becoming adept at circumventing retailers' controls across all channels."
So what can businesses do? According to the ACFE study, internal controls (i.e., surprise audits, management reviews, hotlines or other reporting mechanisms, fraud training, and formal fraud risk assessments) are the best defense against occupational fraud.
When it comes to consumer returns fraud, Appriss Retail's report concludes that while retailers continue to adapt and refine their fraud prevention strategies, it's a delicate balancing act. The trick is for "retailers to implement solutions that have [a] minimal impact on the consumer experience," the report noted. "Brand loyalty can be fragile and competition continues to grow, so holding onto consumers is often a key to long-term success."
Then there's security and asset protection. Last October, I attended a session at the Council of Supply Chain Management Professionals' EDGE 2024 conference that focused on security and safety. In that session, Lee Ambrose, vice president of business development for Remote Security Solutions (RSS), discussed advanced strategies and technologies for violence prevention. But he also touched on asset/transit protection and specific solutions that can help companies discourage theft.
As an example, Ambrose cited his company's transit surveillance unit (TSU)—a portable monitoring device that can be installed on trailers to protect in-transit freight. According to the company's website, the TSU uses AI (artificial intelligence) detection, security cameras, and two-way communication to deter criminal activity, providing real-time detection and notification when unauthorized persons attempt to enter the trailer. It claims the device has a deterrence rate of 98%.
In the end, sometimes there is only so much a company can do to mitigate fraud/theft. But we are fortunate to have resources we can turn to if we need help. It's an uphill battle, but one that we will keep on fighting.