Supply chain’s miracle workers: interview with Jim Cafone
In less than a year, Jim Cafone and his team at Pfizer created a whole new supply chain for the Covid vaccine. Now, with the development of a new antiviral pill, they’re looking to do it all over again.
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.
This story first appeared in the Quarter 1/2022 edition of CSCMP’s Supply Chain Quarterly, a journal of thought leadership for the supply chain management profession and a sister publication to AGiLE Business Media’s DC Velocity.
Imagine that your company is gearing up to launch a new product. First, take a moment to consider all the supply chain complexities inherent in any new-product introduction. Now imagine that you’ll be dealing with a product that’s based on brand-new technology, will require manufacturing processes unlike any your company has ever used, and will require a specialized temperature-controlled transportation and distribution network.
But wait, there’s more: Now imagine that the customer base for this product runs into the billions and is spread all over the world. And that these billions of customers are eagerly awaiting your new product—and closely scrutinizing your delivery performance.
And now, imagine that you have to design the supply chain for this product in less than a year.
JIM CAFONE
That was the challenge Jim Cafone and his team at the pharmaceutical giant Pfizer faced when they were tasked with creating the supply chain for the Covid-19 vaccine, in conjunction with Pfizer’s partner BioNTech.
Cafone, who is vice president of network design and performance for Pfizer Global Supply, says there was never any doubt that the company would accept this challenge. For Pfizer, one of the world’s largest vaccine manufacturers, unlocking a vaccine for Covid-19 and getting it to as many people as possible, as quickly as possible, felt like a moral imperative.
It quickly became apparent that one of the most promising ways to defeat the virus lay with the new messenger RNA (mRNA) technology that was being developed by BioNTech, a biotechnology company. That led Pfizer to form a partnership with BioNTech to produce the vaccine. But there was a hitch: At the time, Pfizer had an extensive manufacturing and distribution network for vaccines and pharmaceuticals, but none of it was designed for mRNA-based products. A whole new process and network would have to be created essentially from scratch—and with the virus sweeping across the globe, there was no time to lose.
In this interview with DC Velocity Editor at Large Susan Lacefield, Cafone talks about how his team rallied to meet that unprecedented challenge, which required them to change the very way that they worked.
Q: Did Pfizer have any previous experiences you could draw upon when developing the supply chain for the Covid-19 vaccine?
A: As one of the largest vaccine manufacturers, we of course had experience with building out supply chains, but not at the same scale. Nobody builds a manufacturing network for a pandemic. In a world with a population of 7.6 billion to 7.8 billion people, you are talking about a need that has never [arisen] before.
Up until Covid, the No. 1 vaccine in the world was a product called Prevnar [which is used to prevent diseases caused by the pneumococcal bacteria], and in 2019, we manufactured roughly 200 million doses of that.
But Prevnar uses a different sort of technology than the Covid vaccine. We were discussing whether to use what I would classify as “tried and true” traditional vaccine technology or move to the mRNA platform. We chose the mRNA platform due to the confidence we had in our partner.
Q: What sorts of challenges did the move to mRNA technology create?
A: In my view, there were three major challenges. One was building out an mRNA manufacturing supply chain that had not previously existed anywhere in the world. There just wasn’t enough equipment in the world [to meet our needs] if we used standard approaches. The type of scale that we needed just didn’t exist. So we had to fundamentally reinvent the manufacturing process, which included not only making the mRNA but also filling and finishing vials.
Challenge number two was building out a network of innovative collaborators. We have roughly 280 components coming in from 85 suppliers in 19 different countries, and we had to build out a network using these collaborators.
The third thing was the whole logistics side, which [included] building a shipment device that could handle deep-frozen vaccines. mRNA doesn’t like heat at all. So we optimized [our supply chain] on speed, and we optimized on deep-frozen.
So those were the three big challenges: reinventing the manufacturing process, developing a brand-new manufacturing network with a lot of innovative players, and reinventing deep-frozen distribution on a global scale.
Q: That global piece has got to be really difficult, because it’s one thing to keep product frozen in, say, the United States or Europe, but another thing altogether when you’re distributing in remote parts of Africa or Asia.
A: Exactly. The shipping container we designed was meant to double as a portable storage device. It wasn’t a situation where you had to immediately open it up upon receipt. We designed it so that it kept temperatures consistent up to, I want to say, about 10 days.
We wanted it to be easy and efficient to pack. We needed a product to be stable for up to 10 days in remote locations, and we wanted it to be [able to be] returned or reused. So that was like another medical innovation.
All during that time, we took 50% out of our cycle time for manufacture. We expanded wherever we could in our network to get more volume. We put $2 billion worth of capital at risk in order to optimize its speed. In 2021, we manufactured 3 billion doses, and 1 billion of those went to low- and middle-income countries. Our focus was on health-care equity regardless of where you were in the world.
Q: Another thing Pfizer did was to redesign the manufacturing process to be very “micro.” How did you accomplish that?
A: [Even before Covid,] the entire manufacturing process had been getting what I would call “miniaturized.” That miniaturization is based on the fact that, as the industry starts to attack more rare diseases, you don’t need big manufacturing infrastructures anymore. You need small, nimble manufacturing infrastructures.
What was interesting with the Covid vaccine is that we needed massive scale, but we couldn’t find 6-, 12-, or 20-thousand-liter vessels at that time to produce this mass volume. They just didn’t exist anywhere in the world. Again, you’re talking about a patient population of potentially 8 billion people. So we decided to take a page out of both books and look at how do we miniaturize, and, instead of scaling up, how do we scale out.
The answer is basically a miniaturized manufacturing plant. What we did was to design those [miniaturized plants] so that you could start to create racks of them. Almost like you see in a data center: If you go into a data center, you might see a rack of 10 servers, but if you go into an Amazon data center, you might see thousands of feet of servers, right? As you add [servers], you are adding computer power. As we were scaling out [our miniaturized plants], we were adding in volume. We redesigned the entire process to be like a “factory in a box,” and then you could start to replicate those in a way that is fundamentally equivalent to server arrays in a data center. That is how we largely did it.
Q: In the midst of all that, how did you build a network of suppliers to collaborate with you on a very new technology?
A: The genetic sequence for the SARS virus was updated on Jan. 12, 2020. That was when BioNTech approached us with their mRNA Covid technology. The way that I describe it is, it was a great marriage. They had great science. We had the best development organization and, I would argue, the best supply chain organization. Now, I’m biased, of course.
Once we decided to go with mRNA technology, we approached our suppliers that were in the mRNA space as rapidly as possible. The challenge we had was that mRNA was largely an academic exercise—a medical school exercise—at that time. Suppliers were really great at supplying those [researchers], but they were supplying relatively small amounts. Then we were calling up and saying, “Hey, we need plasmids, or capping agents, or some of the other materials. Can you send us some of this material?” They would then ask us how many liters we would need, and we were saying, “No. No. No. We need tens of thousands of liters.”
We worked exceptionally closely with all of our suppliers in an open, innovative fashion in order to get the volume. In some cases, when we couldn’t get the volume by helping them troubleshoot, we brought the volume into our [own manufacturing] network.
Q: Do you think the pandemic-induced crisis made that collaboration with external partners a little easier?
A: I definitely think there was a different sense of purpose. Now, of course, every pharmaceutical is important to some patient out there, but this one had an even larger sense of purpose. I also think our suppliers saw that sense of purpose in our light-speed culture, which grew pretty rapidly. It was all about speed. It was all about innovation. It was all about breaking down bureaucracies. It wasn’t about governance and meetings and PowerPoints anymore. It was all about the breakthrough mindset.
It was an interesting cultural element because my team designed the network during meetings that I wasn’t in. I was perfectly happy not being in them, because people were accountable for getting the work done. I never was on a call where there were more than maybe a dozen people at the meeting. If you were at the session, you were there for a purpose. You weren’t just there to listen.
You know, we have all been on conference calls in our careers where, unfortunately, you jump on and there are 50 people on there, and 30 are trying to get a word in. Again, it was all about speed, agility, innovation, and a breakthrough mindset, which means by default, you have to feel comfortable not being a part of everything. Let the organization as a whole do its work.
Q: And now Pfizer is starting to ramp up distribution for the Paxlovid antiviral pill. How is that different from your vaccine-distribution efforts?
A: Fundamentally, we are doing it all over again. The challenge you have is the volume, because now you are not dealing in biological processes; you are dealing in physical chemistry processes. What we are working through now is basically how quickly we can ramp up once again.
To put it in perspective, the highest volume of pharmaceuticals we ever produced was for Lipitor, the cholesterol-lowering agent, in 2010. It was one of its final years of patent protection, and we manufactured 250 metric tons of active pharmaceutical agents. That is the largest drug we have ever produced by volume. For Paxlovid, this year we need to produce 500 metric tons, so two [times as much as we did with] Lipitor. By the way, that Lipitor [production volume] that I talked about was during year eight or nine of its life cycle.
Q: Right, so you had already figured it all out.
A: We’d figured it all out, and we had seven generations of process improvement [under our belts]. With [Paxlovid], we’ve got to produce 500 metric tons, and we need to do that within the first year of launch. We are assembling a network of active pharmaceutical ingredient suppliers from all over the globe, including our own assets from product tableting operations and packaging operations. Again, [we’re doing] everything we can do for speed and agility.
Q: One last question: How do you keep your team from burning out?
A: We are fortunate. Pfizer has helped everyone, with all sorts of tools, to take a break. We have been focusing on doing everything we can to get people to [attain] a proper work/life balance in this difficult time. We have been focusing on mindfulness. We have been focusing on taking the right breaks at the right time.
The problem we have, fundamentally, is that people want to solve these problems. We didn’t have any issues with getting people into our manufacturing plants. We have people who wanted to come in because, even if they aren’t making the [Covid] vaccine or Paxlovid, they’re still making a lot of medicines that people need. We actually have trouble getting people to stop working and to feel OK with taking a break. It’s clear that our people have a commitment to Pfizer’s purpose:“Breakthroughs that change patients’ lives.”
Editor’s Note: For more on how Pfizer tackled the cold-chain challenges it encountered in distributing its mRNA vaccine, see “The vaccine that came in from the cold,” by Yossi Sheffi, in the Q1 2022 issue ofDC Velocity’ssister publication,CSCMP’s Supply Chain Quarterly.
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."