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Tag: Manufacturers

  • The Cancer-Drug Shortage Is Different

    The Cancer-Drug Shortage Is Different

    Last November, FDA inspectors found almost farcical conditions when they inspected an Indian manufacturing plant that supplies medical drugs to the United States. The plant, owned by Intas Pharmaceuticals, had hardly any working systems for ensuring the purity or sterility of its products. And its employees were trying to conceal evidence of these problems by shredding and hiding documents or, as one quality-control officer admitted, dousing them in acid.

    Intas provided America with a lot of frontline chemotherapy drugs—half of the country’s supply in some cases—that are used to treat more than a dozen types of cancer. When the disastrous inspection led the company to halt production, other manufacturers couldn’t make up the difference. Hospitals are now reeling: In a recent survey, 93 percent of U.S. cancer centers said they were experiencing a shortage of the drug carboplatin, while 70 percent were low on another, cisplatin.

    Even short delays in cancer treatment can increase a patient’s odds of death, and substitute medications may be less effective or more toxic, if they exist at all. Chemo drugs often run dry—“I can’t think of a year in the past 10 or 12 where we didn’t face some kind of shortage,” Yoram Unguru, a pediatric oncologist at the Herman & Walter Samuelson Children’s Hospital at Sinai, told me—but the current crisis is unprecedented in scale, for reasons that go beyond Intas’s woes. Fourteen cancer drugs are currently scarce, jeopardizing the care of hundreds of thousands of Americans. “I’ve been doing this forever, and this is absolute lunacy,” Patrick Timmins III, a gynecologic oncologist at Women’s Cancer Care Associates, told me.

    By delivering drugs at lower doses or over longer intervals, most oncologists are still managing to treat most of their patients—but barely. “Patients often say to us, I just need a plan,” Eleonora Teplinsky, an oncologist at Valley Health System, told me, and the shortages riddle every plan with question marks. Some institutes have already been forced to ration care. Timmins no longer has enough cisplatin and carboplatin to treat patients with recurrent tumors, even though those drugs can improve one’s quality of life or offer decent odds of another remission. “A lot of people are going to be hurt,” he told me. “Lives will be shortened.” Such tragedies are especially galling because the drugs in shortage aren’t expensive, state-of-the-art treatments that patients might struggle to access anyway, but cheap ones that have existed for decades. “It’s just unfathomable that a patient wouldn’t be able to receive them,” Amanda Fader, a gynecologic oncologist at Johns Hopkins, told me.

    Intas screwed up, but how could one manufacturer’s downfall trigger such widespread problems? The coronavirus pandemic made plain how reliant the U.S. is on brittle international supply chains, but this much-discussed fragility doesn’t explain the current shortages: Cancer drugs are not scarce for the same reasons that yeast, toilet paper, or couches were. They’re scarce because the market for some of our most important medicines—the ones that should be most accessible—is utterly dysfunctional, in a way that is both very hard to fix but also entirely fixable.


    Many recent supply-chain problems were caused by an external force—a pandemic, a hurricane, a stuck ship—that throttled a product’s availability, leading to surging demand and dwindling stocks. But most cancer-drug shortages are caused by internally generated problems, created within the market because of its structure. In other words, “they’re self-inflicted wounds,” Marta Wosińska, a health-care economist at the Brookings Institution, told me.

    Generic drugs such as cisplatin are sold at extremely low prices, which overall have fallen by more than 50 percent since 2016. These ever-tightening margins have forced many manufacturers to tap out of the market; for example, the U.S. gets all its vincristine, an anti-leukemia drug, from just one company.

    Such drugs are also hard to make. Because they’re injected into the bloodstream, often of severely ill people, they must be manufactured to the highest possible standards, free of microbes and other contaminants. But quality costs money, and generic drugs are so unprofitable that manufacturers can rarely afford to upgrade machinery or train employees. If anything, they’re compelled to cut corners, which makes them vulnerable to spontaneous manufacturing problems or disastrous inspections. And because they usually run at full capacity, any disruption to production has severe consequences. The affected manufacturer might fail to financially recover and leave the market too. Its competitors might struggle to ramp up production without triggering their own cascading shortages. And the drugs, which were never profitable enough to manufacture in surplus, quickly run out.

    These principles apply not only to cancer drugs but to generics as a whole, dozens or hundreds of which have been in shortage at any given time for the past decade. The markets that produce them are frail and shrinking. And even when a drug is manufactured by many companies, they might all rely on the same few suppliers for their active pharmaceutical ingredients (APIs)—the chemicals at the core of their medicines. Mariana Socal, a pharmaceutical-market expert at Johns Hopkins, has shown that a third of the APIs in America’s generic-drug supply are made in just two or three (mostly overseas) facilities, and another third are made in just one.

    The supply chains that link these chemicals to finished drugs are also frustratingly opaque. Consider fludarabine, one of the cancer drugs that’s currently in shortage. The FDA has approved 12 companies to make it, but only five actually market it; only because of a Senate-committee inquiry is it publically known that of those five, only one makes the drug itself; two others get theirs from Europe, and one of those used to supply the final two. Meanwhile, six facilities are registered to make fludarabine’s API, but it’s again unclear which ones really do, or which manufacturers they supply, or even, for one of them, which country it is in. The fludarabine market is clearly weaker than it first appears, but how weak is hard to gauge. The same goes for cisplatin and carboplatin, Socal told me: She and other experts thought their markets looked resilient, until the Intas shutdown dispelled the illusion.

    This opacity masks not only the market’s weaknesses but also its strengths. Erin Fox, a drug-shortage expert at the University of Utah Health, oversees a drug budget of more than $500 million, and would love to spend it on manufacturers that make the most reliable medicines, even if their products cost a little more. But “we just don’t know which products are higher-quality than others,” she told me. The FDA has an internal scoring system that it uses to decide which facilities to inspect, Fox said, but because those data aren’t publicly available, manufacturers can distinguish themselves only through price. “We get a race to the bottom where companies undercut each other to get the lowest price, and then quit either because their manufacturing is so poor, or they can’t afford to make medicines anymore,” Fox said. As Wosińska and Janet Woodcock of the FDA identified in 2013, “The fundamental problem … is the inability of the market to observe and reward quality.”


    The average generic-drug shortage lasts for about a year and a half. Many people I spoke with hoped that the current wave could abate more quickly if other manufacturers slowly ramp up. The FDA is also looking to import scarce drugs from international suppliers, and has temporarily allowed a Chinese company to sell its cisplatin in the U.S. But ultimately, “it’s very hard to solve a shortage after it started,” Allen Coukell, of the nonprofit Civica Rx, told me. They need to be prevented from happening at all.

    Some commonly suggested preventive measures might not work very well, because they misdiagnose the problem. Politicians often focus on bolstering domestic manufacturing, but Wosińska, Fox, and others told me that many drug shortages have been caused by manufacturing problems in American facilities. Because American drugmakers are subject to the same flawed markets as foreign ones, moving the problem inshore doesn’t actually solve it. Nor does stockpiling generic drugs, though a worthwhile idea. These strategies work well against an external shock like a pandemic, Wosińska said: When faced with unpredictable external forces, it pays to build a large buffer. But because the shocks that cause drug shortages arise from predictable forces inherent to the market, the best bet is to reimagine the market itself—a “very difficult problem but a solvable one,” Stephen Colvill, the executive director and a co-founder of the nonprofit RISCS, told me.

    A few new initiatives show how this could be done. Civica Rx, which was launched in 2018, sources generic drugs from manufacturers that it vets for quality; it then builds up rolling six-month inventories of those drugs, which it supplies to hospitals through long-term contracts. (Civica is also building its own generics-manufacturing facility in Virginia.) RISCS, founded in 2019, uses confidential data from manufacturers to rate generic-drug products according to the robustness of their supply chains. The FDA has also been developing its own rating system—the “quality management maturity” (QMM) program—that assesses a manufacturer’s quality-control practices; the program successfully completed two pilots but is still being developed and has no firm launch date, an FDA spokesperson said.

    In theory, these initiatives should allow hospitals to make better purchasing decisions, and shift the market toward drug companies that are least likely to be responsible for shortages. In practice, Wosińska thinks that hospitals need to be pulled into such a culture shift. For example, she and her colleague Richard G. Frank argue that Medicare could reward hospitals for proactively choosing reliable vendors or participating in programs like Civica. The FDA could support such a scheme by finally launching its QMM program. Congress could require manufacturers to disclose more details about their products and suppliers, so that supply chains can be fully mapped. HHS could offer loans to generic-drug manufacturers for upgrading or expanding their facilities. The point, Wosińska told me, is to do all of this at once, and shift the market into a new stable state. The solution, she said, needs to be comprehensive.

    It also needs to be coordinated. The drug-shortage problem lingers partly because “it’s not obvious who’s responsible for solving it,” Joshua Sharfstein, a health-policy expert at Johns Hopkins, told me. The FDA is a candidate, but economic matters sit outside its wheelhouse. Instead, Sharfstein and others suggest that the drug-shortage problem could be owned by the Administration for Strategic Preparedness and Response. It already works to shore up medical supplies in the event of emergencies such as pandemics or natural disasters, and ongoing shortages of generic drugs are effectively a perpetual state of emergency that we’re trapped in.

    Meanwhile, the exact consequences of the shortages are hard to measure. Some of today’s cancer patients will suffer, or even die, because they couldn’t get treated in time, or were given lower doses, or were given more toxic drugs as substitutes. But it’s almost impossible to know if any individual person would have fared better in a world where shortages never happened: If they died, was it because of a few weeks’ delay or because their tumor was always going to be hard to treat? The impact of the shortages can only really be assessed at a population level, and that evidence takes a long time to collect. “I don’t think we’ll see the full downside for many years,” Yoram Unguru told me.

    The measures needed to prevent such shortages will also take years to implement—if they ever are. The coronavirus pandemic revealed just how frail our supply chains and health-care system are, but it also showed how quickly attention and resources can disappear once a problem is thought to abate. But the drug problem isn’t abating, and is actually compounding the problems the pandemic created. When health-care workers can’t help their patients, whether because their hospitals are inundated by COVID or because their drugs have run out, the resulting moral distress can be unbearable. Such conditions during the pandemic drove so many health-care workers to quit that “you can feel the system shaking,” Patrick Timmins III said. He worries that this exodus followed by the current drug shortages are “a one-two punch” that will be visible to outsiders only when they have neither the drugs to cure them nor the health-care workers to treat them.

    Ed Yong

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  • Your car’s dashboard is about to get a lot more expansive — and expensive – National | Globalnews.ca

    Your car’s dashboard is about to get a lot more expansive — and expensive – National | Globalnews.ca

    I still remember the Delco AM radio in my dad’s 1973 Oldsmobile Delta 88 that sat smack in the middle of the dash with its two knobs. The one on the left set the volume as well as turned it off and on. It had an inner ring on the same knob stalk that controlled “tone” (left to turn down the bass and right to turn up the treble; it was useless). The one on the right was for tuning in stations. Cranking it sent an indicator across the dial.

    Once you found the station you were looking for, you pulled out one of the five slat-like buttons on the front of the unit and then pushed it all the way back in, mechanically creating a memory for the tuning indicator. When you had all five buttons programmed, flipping from station to station was as easy as pushing the corresponding button which responded with a hearty ka-CHUNK.

    There was a lot of fighting over that radio because it was the only entertainment device available in the car. How times have changed — and continue to change.

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    I was reminded of that old Delco while attending a couple of panels at Canadian Music Week in Toronto this month. Dashboard times are a-changin’ and changin’ fast.

    As manufacturers and dealers pivot away from ICE (internal combustion engines) to electric vehicles, they’re also looking for new ways to monetize their vehicles. For example, dealers are going to be heavily impacted in the area of after-sales service, the part of the business that brings in most of the revenue.

    With electric vehicles, there are no oil changes, radiators to fix, belts to replace, injectors to clean, exhaust systems to replace, and spark plugs to change. Sure, there are still the mechanics of the electric motors that need attending along with tires to swap, bodywork to repair, and brakes to maintain, but overall, electric vehicles should need less service than ICE vehicles.

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    That lost ICE revenue needs to be made up somewhere. And that somewhere is going to be the dashboard.

    Manufacturers worldwide are looking at new ways to monetize the experience of being in a vehicle, not just for the driver but for all the passengers, too. And it all comes down to data. More and more vehicles are coming with cellular connections, linking them to the exchange of all kinds of data with the cloud. Cars are increasingly big computers on wheels run by millions of lines of code and for them to work properly, they need to be connected to the internet.

    We’re starting to see the introduction of what’s known as “pillar-to-pillar displays,” basically one long electronic ribbon extending from the driver’s side door to the passenger door. The driver will still have all the usual dials and indicators (virtual ones) while the passenger will be invited to engage in their own displays: vehicle analytics, navigation maps, video screens for watching things like YouTube and TikTok, and more. Mercedes S-Class and the company’s EQS EV are already deep into this territory as is Porsche’s all-electric Taycan. Hyundai/KIA isn’t far behind. I’ve driven all of them and it’s pretty sexy.

    Yes, we have CarPlay and Android Auto, but after years of ceding dashboard connectivity to Apple and Google, automakers are swinging back to proprietary systems that they can control — and from which they can harvest all kinds of user data. And by controlling the dashboard, automakers and their partners will start selling services and features as subscriptions.

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    Satellite radio has been delivered this way for decades. I’ve used the example of BMW’s heated seats subscription. The car comes with the mechanics installed. However, you can’t turn them on without paying a monthly fee. Think about the other options you have in your current vehicle. Which ones could be ruled remotely and only usable if you pay?

    But this is just the beginning. The next version of the BMW 5-Series will offer a Tivo option, meaning that passengers, each with their own individual screen, will be able to access all kinds of streaming TV and recorded TV. That’s a far cry from minivan DVD players, isn’t it?

    Which brings me back to Dad’s old Delco. Radios have long been standard equipment, offering free news, information, and entertainment. As vehicles become more connected, AM/FM radio will be delivered via IP (internet protocol) instead of over the air from a transmitter and tower, meaning that it will be streamed to the car using cellular data and then interpreted by software instead of an old-school antenna and tuners. Data costs money, of course. And because the manufacturer controls which software goes in the dashboard, the chances of us having to subscribe to a radio tuner package is pretty much a slam-dunk.

    First, the bad news. Local radio will no longer be free and unlimited. Second, with all the other subscription offerings that will be available, radio runs the risk of getting lost in a multitude of news/entertainment choices. Today’s broadcasters will have to figure out what to do about that.

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    But there is also some good news. AM/FM radio is a one-way medium. By switching delivery to IP, cars and their occupants will have two-way communication with the broadcaster, paving the way for on-demand and personalized offerings. Real-time listening will still be a thing but there will be more curation opportunities for parties on both sides of the interface, not to mention advertising. I’m currently working with a company that envisions drivers calling up a display for, say, Tim Hortons, to order your double-double and old-fashioned glazed even before you hit the drive-through. If that’s your regular order, the car will even call ahead as you approach your usual location without you having to do anything.

    And then there’s the thorny problem of audience measurement. Compiling radio ratings has always been imperfect with results subject to wild and inaccurate swings. IP delivery of radio will allow for pinpoint determinations of who is listening to what and when — at least within the environment of the vehicle. I saw a demonstration of a system called DTS Soundstage that generates real-time dynamic heat maps of people listening to specific radio stations in their cars. Again, if you’re a broadcaster, this is the kind of accuracy and granularity you’ve been dreaming about when it comes to your audience’s habits and movements.

    How long before all this happens? Not as long as you may think. The average age of a car on Canadian roads is around 11 years; more impactfully, it’s 12.5 years in the U.S. As old analogue vehicles disappear from the roads, pushed by government demands for more EVs, we’ll see a wholesale change in the look, function, and cost of vehicle interiors in the early 2030s. Start budgeting now.

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    Alan Cross is a broadcaster with Q107 and 102.1 the Edge and a commentator for Global News.

    Subscribe to Alan’s Ongoing History of New Music Podcast now on Apple Podcast or Google Play

    &copy 2023 Global News, a division of Corus Entertainment Inc.

    Alan Cross

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  • Goodrays supplement startup launches CBD drinks, gummies and oils for the masses – Medical Marijuana Program Connection

    Goodrays supplement startup launches CBD drinks, gummies and oils for the masses – Medical Marijuana Program Connection

    Launched in 2020, the start-up has expanded from their original oils and gummies to launch their leading drinks range into top UK retailers last year. 

    Discussing the wide ranging consumption opportunities for CBD, Eoin Keenan, the brand’s co-founder and CEO, tells NutraIngredients: “We are offering different formats that work within different consumer occasions. We have something for somebody that feels anxious first thing in the morning before work, something for stress and claustrophobia when going on the tube in between meetings, something for unwinding and relaxing after work…”

    He says the demand for healthy alternatives to modulate cognition is growing, in-line with the increasingly holistic outlook on health, as consumers want to ‘optimise’ health, not just treat problems.

    “People are looking to optimise… they’re not looking for a solution. They don’t expect this to make everything better, but they are looking at nutrition in the mindset of ‘how will this improve my day by 5 to 10%,” he highlights.

    The company offers CBD gummies, containing 25mg of CBD in flavours ranging from lemon-lime to mango. In addition, their drinks contain 30mg of CBD with added vitamin D in flavours such as elderflower and yuzu, as well as raspberry and guava.

    Keenan says the formats and quantities of CBD used are determined based on the available science, stressing the responsibility of CBD companies to retain consumer trust and share the evidence-backed benefits of CBD,…

    Original Author Link click here to read complete story..

    MMP News Author

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