Mark Solomon joined DC VELOCITY as senior editor in August 2008, and was promoted to his current position on January 1, 2015. He has spent more than 30 years in the transportation, logistics and supply chain management fields as a journalist and public relations professional. From 1989 to 1994, he worked in Washington as a reporter for the Journal of Commerce, covering the aviation and trucking industries, the Department of Transportation, Congress and the U.S. Supreme Court. Prior to that, he worked for Traffic World for seven years in a similar role. From 1994 to 2008, Mr. Solomon ran Media-Based Solutions, a public relations firm based in Atlanta. He graduated in 1978 with a B.A. in journalism from The American University in Washington, D.C.
Somewhat quietly, diesel fuel prices have hit their highest levels in almost three years.
The Energy Information Administration (EIA), a Department of Energy unit that posts weekly price updates on various energy sources, reported on Monday that average nationwide on-highway diesel prices hit $2.915 a gallon as of mid-November. That is the highest level since mid-January 2015, when prices hit $3.05 a gallon. Last year at this time, diesel prices nationwide were at $2.44 a gallon.
The EIA divides its data sets into nine regions. One of the regions, California, traditionally reports the highest diesel prices because of heavy state taxes. In fact, on Nov. 1, a round of diesel tax increases took effect that bumped the price up to $3.63 a gallon. This week, the mid-Atlantic region posted average prices of $3.01 a gallon. The Gulf Coast region, generally the lowest because of its proximity to the country's refining infrastructure as well as lower taxes, reported prices of under $2.70 a gallon, on average.
Diesel prices spiked 15 cents a gallon during a one-week period in late August, coinciding with the disruptions to the Gulf Coast energy network caused by Hurricane Harvey. Prices nationwide, on average, hit $2.75 a gallon on Sept. 4 and have been rising steadily ever since.
Depending on prevailing prices, fuel is either the highest or second-highest cost item for a carrier, interchanging with labor. The EIA data forms the basis for fuel surcharges imposed by carriers and paid by truck users. As fuel prices rise, the surcharges take a bigger bite out of shipper budgets. Carriers, meanwhile, will use a complex pricing formula known as a "peg" to effectively arbitrage the difference between what they pay and what they receive in surcharges.
Fuel price fluctuations will also affect choice of transport modes, as higher prices will often compel shippers and third party users to shift traffic to rail service, which is considered more fuel-efficient than over-the-road trucking.
In its most recent short-term forecast issued last week, EIA forecast diesel prices to average $2.65 a gallon in 2017 and $2.83 a gallon in 2018.
Editor's note: An earlier version of this story mis-stated Monday's average nationwide on-highway diesel price. DC Velocity regrets the error.
Its latest expansion adds both specialized U.S./Mexico cross-border and international trade compliance services. "JAMCO's capabilities align perfectly with our growth strategy and commitment to providing comprehensive, highly specialized premium logistics solutions,” Imperative CEO Dante Fornari said in a release. “JAMCO will significantly enhance our service offering by adding highly differentiated and integrated cross-border trade and logistics services. We'll be better positioned to support existing customers who manufacture in Mexico while providing JAMCO clients with our expedited mission-critical shipping and global forwarding capabilities."
According to Imperative, that move is significant because Laredo, Texas-based JAMCO is well located to serve the growing nearshoring trend that saw Mexico become the largest trading partner of the United States in 2023, surpassing China with over $800 billion in trade value. Amid that growth, Laredo, Texas, has also solidified its role as the top U.S. port, measured by trade value, representing approximately 40% of all U.S.-Mexico trade flows.
Seagull Software, which makes “BarTender” label management software, today said it has combined with Mojix, a provider of item-level inventory management and traceability.
As a single company, the combined firms will offer new capabilities in end-to-end supply chain management, leveraging BarTender’s global customer base and value-added channel partner network with more than 250,000 customers across 175 countries.
“We believe that labeling is the key to addressing the traceability challenge,” Dan Doles, now acting CEO and Director of Seagull, said in a release. “BarTender’s labeling software is ubiquitous at the front end of the supply chain, enabling the printing of more than 100 billion labels each year. By combining with Mojix, we will capture and track that data through the supply chain, providing unparalleled item-level traceability and visibility.”
That approach will allow the partners to provide their customers with value-added solutions for compliance, sustainability, serialization, and inventory and asset management requirements across the supply chain ecosystem, according to Chris Cassidy, the newly appointed Chief Revenue Officer of Seagull.
The features are based on SAP’s “generative AI copilot” platform called Joule, launched about a year ago. The latest upgrades to that product add collaborative AI agents that truly speak the language of business, expand Joule’s capabilities to support 80% of SAP’s most-used business tasks, and embed Joule more deeply within the company’s portfolio.
Specifically, collaborative multi-agent systems can now deploy specialized AI agents to tackle specific tasks and enable them to collaborate on intricate business workflows, adapting their strategies to meet shared objectives. SAP is infusing Joule with multiple collaborative AI agents that will combine their unique expertise across business functions to collaboratively accomplish complex workflows. These AI agents enhance productivity by breaking down silos and freeing workers to concentrate on areas where human ingenuity thrives.
And Walldorf, Germany-based SAP also said it had met its goal to train workers how to use those powerful new AI tools by upskilling 2 million people worldwide by 2025. That approach has lowered the world’s digital skills gap through role-based certifications, free training materials, and hands-on opportunities for developers. To continue that program, SAP says it will continue to expand its portfolio of AI-related learning opportunities, including courses on generative AI, AI ethics, and the company’s advanced AI tools and platforms.
For players in the drug distribution business, the countdown is on. In less than two months, every business involved in the pharmaceutical supply chain must be fully compliant with the Drug Supply Chain Security Act (DSCSA)—a 2013 law containing strict traceability requirements for the distribution of certain prescription drugs. Over the past decade, the DSCSA has been implemented in phases, but now the clock is running out. The law takes full effect on Nov. 27, barring any further adjustments or delays.
Among other measures, the DSCSA requires drug manufacturers to affix a unique product identifier, essentially a barcode, to every package so it can be tracked and traced during its journey through the supply chain. To thwart drug counterfeiters, the new law further requires wholesalers and drug dispensers to verify the validity of products they handle to assure they are genuine.
Is the pharmaceutical industry ready for all this? To find out, we spoke with Elizabeth Gallenagh, general counsel and senior vice president, supply chain integrity at the Healthcare Distribution Alliance(HDA), a national organization that represents U.S. health-care distributors. In addition to serving as HDA’s chief legal officer, Gallenagh is also the group’s primary expert on prescription drug traceability, supply chain safety and integrity, distributor licensure, and tax issues. She is a graduate of the George Mason University School of Law and George Washington University.
Gallenagh recently spoke with David Maloney, **{DC Velocity’}s group editorial director, about the enactment of DSCSA for an episode of the “Logistics Matters” podcast.
Q: First of all, can you tell us a little bit about the Healthcare Distribution Alliance?
A: Yes, the Healthcare Distribution Alliance, or HDA, is a national trade organization representing pharmaceutical distributors, also known as wholesalers. We have about 40 members that purchase drugs from manufacturers. They store the products in their warehouses and then fill orders for pharmacy customers throughout the country.
Q: The Drug Supply Chain Security Act will go into final effect in November. What’s the intent of the legislation?
A: The Drug Supply Chain Security Act—or as we call it, the DSCSA—is a law that was enacted in 2013. Its intent was to put together a national framework for drug supply chain security, essentially to enable a tighter, safer, more secure supply chain for the domestic U.S. market.
It involves all trading partners and ultimately will create an interoperable system that enables investigations by tracing a product with every transaction or sale of that product throughout the supply chain, down to the provider level.
Q: What are the law’s major requirements?
A: The law was actually phased in over a period of about 10 years. Many of the major requirements went into effect throughout that initial 10-year period—things like requirements mandating that manufacturers serialize their products and stipulating that trading partners only do business with other authorized trading partners. Authorized trading partners are defined as those that are duly licensed or registered with the Food and Drug Administration (FDA) or licensed by the states.
It also requires tracking of product with every transaction. A transaction is defined as a sale of the product, essentially from one authorized trading partner to another. And as we progress into the final phase, the law will also require serialized data, basically transaction information at the serial-number level that moves with the product through every transaction throughout the supply chain.
Q: You’ve said that the industry has had years to ramp up to comply with the law. Are our pharmaceutical supply chains ready for the final phase?
A: I think that’s still the $64,000 question. I can speak for our members, who have been doing everything in their power to get their own systems and processes ready to receive the serialized products and data, and then to transmit that serialized data with the product to their pharmacy customers.
That said, there are still some gaps in the system. We have been in a “stabilization” period that expires on Nov. 27. During this period, everybody has been testing and bringing product and data transactions live into production. I will tell you that many are ready, but there are still bugs that are being worked out as we race toward November.
I should also note that on Aug. 19, the HDA sent a letter to the FDA stating that “despite a concerted effort, some in the supply chain appear to remain short of reaching our joint goal of complete implementation.” In its letter, the group urged the FDA to “take immediate action to forestall potential disruptions to the drug supply chain and patient care that could stem from incomplete implementation of the enhanced drug distribution security (EDDS) requirements” and asked the agency to adopt “a phased, stepwise approach” to implementing the requirements in order to avoid disruptions to the movement of drugs through the supply chain.
Q: Will penalties be imposed on companies that fail to meet the deadline?
A: There will be penalties. But it’s important to note that the DSCSA is really about setting up the framework for tracking and tracing products—so that a manufacturer will only be permitted to sell its product downstream if it is a serialized product and the manufacturer can transmit the corresponding serialized data with the product. And then a distributor can only receive that product and purchase it if it has the corresponding data.
Q: Of course, this is only possible if you have the right technology in place to monitor and track drugs as they move through the supply chain. What kind of technologies are being deployed to make this possible?
A: The key to all of this is the barcode, which is mandated under the law in terms of the way that product is serialized. Everybody in the supply chain has to have the capability to utilize the barcode. If you’re a manufacturer, you have to incorporate that 2-D barcode with the serialized data into that product’s label. And that should already be in place under the first phases of the law.
Downstream partners will have to be able to read that barcode and import that data into their systems. This also enables verification of the product at the unit level.
In addition, we’re also deploying what we call EPCIS [a global data-sharing standard developed by the global standards organization GS1 that allows businesses to capture and share information about the movement and status of goods]. That is the backbone for getting all of this serialized data flowing to all of the requisite trading partners throughout the supply chain.
Q: As we learned during the push to distribute Covid-19 vaccines, a good number of pharmaceutical products must be temperature- or humidity-controlled. Will these new regulations help ensure that they’re properly handled as they move through the supply chain?
A: The DSCSA doesn’t speak specifically to temperature controls. However, there are other parts of the law [the overall Drug Quality and Security Act, which includes the DSCSA as well as the Compounding Quality Act] that do require those controls to be in place. That said, the DSCSA does require affected parties to do business with authorized trading partners. And in order to be an authorized trading partner, you have to adhere to temperature controls and safety rules for products, product handling, etc.
Q: Many of our pharmaceuticals are manufactured overseas, in China and India, for example. Do foreign manufacturers have to comply with DSCSA requirements?
A: If a foreign entity is producing product for use in the U.S. domestic market, the product has to be approved by the FDA. And it also has to meet DSCSA requirements.
Q: We hear a lot about counterfeit products infiltrating the drug supply chain. Will these new regulations reduce the number of counterfeits in the market?
A: We certainly hope so. All of this really started [as an effort to combat the rise in] counterfeit products and transactions back in the early 2000s. Obviously, the idea is to deter counterfeiters from infiltrating the U.S. drug supply chain. But really, what the law does is provide tools for the FDA and regulatory agencies to investigate suspect and illegitimate product, as well as tools that will enable the trading partners that are involved in the transactions to identify suspect product, flag it, quarantine it, investigate it, and deem it OK or deem it illegitimate based on their investigations.
So it really gives some investigatory and prosecutorial tools to the agencies. And it puts a process in place with the technology and serialization to pinpoint whether something is good product through verification with the manufacturer or through tracing of the product data that has accompanied the product throughout its journey through the supply chain.
Q: Drug prices in the U.S. are notoriously high compared with prices in many other countries. Will these new requirements add to the overall cost of supplying medication?
A: I haven’t seen any data that alludes to DSCSA compliance adding to drug costs. It’s an industry that’s built around efficiency, and so my sense is that [pharma industry players] probably have also built in plans over the last decade to absorb some of those costs. That said, the law also established a national tracking and tracing framework, where before we had a 50-state patchwork of regulations. So there would likely be some efficiencies gained from following a single, nationwide protocol, even though it’s a huge undertaking, versus doing it 50 different ways across the country.
Q: Now that DSCSA is nearing full implementation, how are your members feeling about the process?
A: Our members have been committed to this from the very beginning. We were very involved in negotiating on the legislation and pushing these concepts. We really have been working toward implementation from the get-go and throughout this entire 11-year period; we very much want to get to full implementation. But in the beginning, there may be some hiccups. We may hit a few bumps along the way.
A colleague of mine used to say, “We don’t know what we don’t know.” And I think that at each phase as we deploy new technologies and new processes, we will learn new ways to do things more efficiently. So we’re pushing hard toward November, and we are very hopeful.
Autonomous inventory management system provider Corvus Robotics is delivering drone technology for lights-out warehouse environments with the newest version of its Corvus One drone system, announced today.
The update is supported by an $18 million funding round led by S2G Ventures and Spero Adventures.
“Corvus Robotics fits our mission to invest in companies that truly transform the way business is conducted,” Marc Tarpenning, co-founder of Tesla and partner at Spero Ventures, said in a press release Tuesday. “Other than a landing pad, its drone-powered system requires no infrastructure, is quick and easy to deploy, and cost-effective to manage. It literally merges with the existing warehouse environment.”
Corvus Robotics’ drone-based inventory management system uses computer vision and generative AI to understand its environment, flying autonomously in both very narrow aisles—a minimum width of 50 inches—and in very wide aisles. It uses obstacle detection to operate safely in warehouses and features an advanced barcode scanning system that can read any barcode symbology in any orientation placed anywhere on the front of cartons or pallets, according to the company.
The lights-out feature is already in use at customer locations.
“Being able to run inventory checks 24/7 without operator assistance has been a game changer,” Austin Feagins, senior director of solutions at third-party logistics services (3PL) provider Staci Americas, said in the release. “The lights-out capability in the Corvus One system allows our inventory teams to correct discrepancies off-shift and pre-shift before production starts each day, limiting fulfillment delays and production impacts.”