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.
Worldwide air cargo rates rose to a 2024 high in November of $2.76 per kilo, despite a slight (-2%) drop in flown tonnages compared with October, according to analysis by WorldACD Market data.
The healthy rate comes as demand and pricing both remain significantly above their already elevated levels last November, the Dutch firm said.
The new figures reflect worldwide air cargo markets that remain relatively strong, including shipments originating in the Asia Pacific, but where good advance planning by air cargo stakeholders looks set to avert a major peak season capacity crunch and very steep rate rises in the final weeks of the year, WorldACD said.
Despite that effective planning, average worldwide rates in November rose by 6% month on month (MoM), based on a full-market average of spot rates and contract rates, taking them to their highest level since January 2023 and 11% higher, year on year (YoY). The biggest MoM increases came from Europe (+10%) and Central & South America (+9%) origins, based on the more than 450,000 weekly transactions covered by WorldACD’s data.
But overall global tonnages in November were down -2%, MoM, with the biggest percentage decline coming from Middle East & South Asia (-11%) origins, which have been highly elevated for most of this year. But the -4%, MoM, decrease from Europe origins was responsible for a similar drop in tonnage terms – reflecting reduced passenger belly capacity since the start of aviation’s winter season from 27 October, including cuts in passenger services by European carriers to and from China.
Each of those points could have a stark impact on business operations, the firm said. First, supply chain restrictions will continue to drive up costs, following examples like European tariffs on Chinese autos and the U.S. plan to prevent Chinese software and hardware from entering cars in America.
Second, reputational risk will peak due to increased corporate transparency and due diligence laws, such as Germany’s Supply Chain Due Diligence Act that addresses hotpoint issues like modern slavery, forced labor, human trafficking, and environmental damage. In an age when polarized public opinion is combined with ever-present social media, doing business with a supplier whom a lot of your customers view negatively will be hard to navigate.
And third, advances in data, technology, and supplier risk assessments will enable executives to measure the impact of disruptions more effectively. Those calculations can help organizations determine whether their risk mitigation strategies represent value for money when compared to the potential revenues losses in the event of a supply chain disruption.
“Looking past the holidays, retailers will need to prepare for the typical challenges posed by seasonal slowdown in consumer demand. This year, however, there will be much less of a lull, as U.S. companies are accelerating some purchases that could potentially be impacted by a new wave of tariffs on U.S. imports,” Andrei Quinn-Barabanov, Senior Director – Supplier Risk Management Solutions at Moody’s, said in a release. “Tariffs, sanctions and other supply chain restrictions will likely be top of the 2025 agenda for procurement executives.”
As holiday shoppers blitz through the final weeks of the winter peak shopping season, a survey from the postal and shipping solutions provider Stamps.com shows that 40% of U.S. consumers are unaware of holiday shipping deadlines, leaving them at risk of running into last-minute scrambles, higher shipping costs, and packages arriving late.
The survey also found a generational difference in holiday shipping deadline awareness, with 53% of Baby Boomers unaware of these cut-off dates, compared to just 32% of Millennials. Millennials are also more likely to prioritize guaranteed delivery, with 68% citing it as a key factor when choosing a shipping option this holiday season.
Of those surveyed, 66% have experienced holiday shipping delays, with Gen Z reporting the highest rate of delays at 73%, compared to 49% of Baby Boomers. That statistical spread highlights a conclusion that younger generations are less tolerant of delays and prioritize fast and efficient shipping, researchers said. The data came from a study of 1,000 U.S. consumers conducted in October 2024 to understand their shopping habits and preferences.
As they cope with that tight shipping window, a huge 83% of surveyed consumers are willing to pay extra for faster shipping to avoid the prospect of a late-arriving gift. This trend is especially strong among Gen Z, with 56% willing to pay up, compared to just 27% of Baby Boomers.
“As the holiday season approaches, it’s crucial for consumers to be prepared and aware of shipping deadlines to ensure their gifts arrive on time,” Nick Spitzman, General Manager of Stamps.com, said in a release. ”Our survey highlights the significant portion of consumers who are unaware of these deadlines, particularly older generations. It’s essential for retailers and shipping carriers to provide clear and timely information about shipping deadlines to help consumers avoid last-minute stress and disappointment.”
For best results, Stamps.com advises consumers to begin holiday shopping early and familiarize themselves with shipping deadlines across carriers. That is especially true with Thanksgiving falling later this year, meaning the holiday season is shorter and planning ahead is even more essential.
According to Stamps.com, key shipping deadlines include:
December 13, 2024: Last day for FedEx Ground Economy
December 18, 2024: Last day for USPS Ground Advantage and First-Class Mail
December 19, 2024: Last day for UPS 3 Day Select and USPS Priority Mail
December 20, 2024: Last day for UPS 2nd Day Air
December 21, 2024: Last day for USPS Priority Mail Express
Measured over the entire year of 2024, retailers estimate that 16.9% of their annual sales will be returned. But that total figure includes a spike of returns during the holidays; a separate NRF study found that for the 2024 winter holidays, retailers expect their return rate to be 17% higher, on average, than their annual return rate.
Despite the cost of handling that massive reverse logistics task, retailers grin and bear it because product returns are so tightly integrated with brand loyalty, offering companies an additional touchpoint to provide a positive interaction with their customers, NRF Vice President of Industry and Consumer Insights Katherine Cullen said in a release. According to NRF’s research, 76% of consumers consider free returns a key factor in deciding where to shop, and 67% say a negative return experience would discourage them from shopping with a retailer again. And 84% of consumers report being more likely to shop with a retailer that offers no box/no label returns and immediate refunds.
So in response to consumer demand, retailers continue to enhance the return experience for customers. More than two-thirds of retailers surveyed (68%) say they are prioritizing upgrading their returns capabilities within the next six months. In addition, improving the returns experience and reducing the return rate are viewed as two of the most important elements for businesses in achieving their 2025 goals.
However, retailers also must balance meeting consumer demand for seamless returns against rising costs. Fraudulent and abusive returns practices create both logistical and financial challenges for retailers. A majority (93%) of retailers said retail fraud and other exploitive behavior is a significant issue for their business. In terms of abuse, bracketing – purchasing multiple items with the intent to return some – has seen growth among younger consumers, with 51% of Gen Z consumers indicating they engage in this practice.
“Return policies are no longer just a post-purchase consideration – they’re shaping how younger generations shop from the start,” David Sobie, co-founder and CEO of Happy Returns, said in a release. “With behaviors like bracketing and rising return rates putting strain on traditional systems, retailers need to rethink reverse logistics. Solutions like no box/no label returns with item verification enable immediate refunds, meeting customer expectations for convenience while increasing accuracy, reducing fraud and helping to protect profitability in a competitive market.”
The research came from two complementary surveys conducted this fall, allowing NRF and Happy Returns to compare perspectives from both sides. They included one that gathered responses from 2,007 consumers who had returned at least one online purchase within the past year, and another from 249 e-commerce and finance professionals from large U.S. retailers.
The “series A” round was led by Andreessen Horowitz (a16z), with participation from Y Combinator and strategic industry investors, including RyderVentures. It follows an earlier, previously undisclosed, pre-seed round raised 1.5 years ago, that was backed by Array Ventures and other angel investors.
“Our mission is to redefine the economics of the freight industry by harnessing the power of agentic AI,ˮ Pablo Palafox, HappyRobotʼs co-founder and CEO, said in a release. “This funding will enable us to accelerate product development, expand and support our customer base, and ultimately transform how logistics businesses operate.ˮ
According to the firm, its conversational AI platform uses agentic AI—a term for systems that can autonomously make decisions and take actions to achieve specific goals—to simplify logistics operations. HappyRobot says its tech can automate tasks like inbound and outbound calls, carrier negotiations, and data capture, thus enabling brokers to enhance efficiency and capacity, improve margins, and free up human agents to focus on higher-value activities.
“Today, the logistics industry underpinning our global economy is stretched,” Anish Acharya, general partner at a16z, said. “As a key part of the ecosystem, even small to midsize freight brokers can make and receive hundreds, if not thousands, of calls per day – and hiring for this job is increasingly difficult. By providing customers with autonomous decision making, HappyRobotʼs agentic AI platform helps these brokers operate more reliably and efficiently.ˮ