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.
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.
A Canadian startup that provides AI-powered logistics solutions has gained $5.5 million in seed funding to support its concept of creating a digital platform for global trade, according to Toronto-based Starboard.
The round was led by Eclipse, with participation from previous backers Garuda Ventures and Everywhere Ventures. The firm says it will use its new backing to expand its engineering team in Toronto and accelerate its AI-driven product development to simplify supply chain complexities.
According to Starboard, the logistics industry is under immense pressure to adapt to the growing complexity of global trade, which has hit recent hurdles such as the strike at U.S. east and gulf coast ports. That situation calls for innovative solutions to streamline operations and reduce costs for operators.
As a potential solution, Starboard offers its flagship product, which it defines as an AI-based transportation management system (TMS) and rate management system that helps mid-sized freight forwarders operate more efficiently and win more business. More broadly, Starboard says it is building the virtual infrastructure for global trade, allowing freight companies to leverage AI and machine learning to optimize operations such as processing shipments in real time, reconciling invoices, and following up on payments.
"This investment is a pivotal step in our mission to unlock the power of AI for our customers," said Sumeet Trehan, Co-Founder and CEO of Starboard. "Global trade has long been plagued by inefficiencies that drive up costs and reduce competitiveness. Our platform is designed to empower SMB freight forwarders—the backbone of more than $20 trillion in global trade and $1 trillion in logistics spend—with the tools they need to thrive in this complex ecosystem."