Women make up just 24% of the automotive industry, but Georgia Tech graduates Jenn Voelker and Julia Vorpahl haven't let statistics stop them from paving their own way in a male-dominated field.

Both Voelker and Vorpahl work for Karma Automotive, a luxury electric vehicle manufacturer based in California. Beginning with their time at Tech, they've never let gender bias stop them from pursuing their passion.

"It's math," Vorpahl, a visualization and digital design modeler at Karma, said. "You either get the question right, or you get the question wrong. I think that attitude really helps when you get into a professional environment. It teaches you to have tougher skin where if you are the best for that job, you will get the job. That's what Georgia Tech instilled."

Vorpahl grew up in the industry watching her family operate what is now the oldest independently owned Mercedes-Benz dealer in metro Atlanta after her grandfather, an engine designer for the German automaker, came to America and opened the shop in 1967. She arrived at Georgia Tech unsure if she'd follow in her family's footsteps, but ultimately, she landed an internship at Daimler, the nation's largest commercial vehicle manufacturer.

While other interns came in with a background in automotive design, Vorpahl’s willingness to learn and tireless work ethic landed her a full-time job as the only woman in the company's design studio.

During her three years at Daimler before accepting her position at Karma in 2022, she'd occasionally make the drive from Portland, Oregon, back to Georgia. Along the way, she crossed paths with truckers, who often expressed surprise that Vorpahl was among those behind the scenes designing their rigs. She often heard questions like “Why do you work there?” or “How did you end up there?”

And her response was simple. "Women like cars, too.” 

That rang true through Voelker's childhood as well. When the senior director of program management for Karma arrived in Atlanta for her first year at Georgia Tech, she knew she'd found a place that could help her turn an aptitude for math and science, and a fervor for cars, into a career.

"Best move I ever made," Voelker said on her decision to enroll at Tech, although it wasn't just the Institute's stellar reputation that lured her from her home state of New Hampshire. "I visited campus in February. There was 6 feet of snow on the ground and then I came to Atlanta, and the flowers were blooming."

After changing her major from mechanical engineering to industrial design, Voelker got her foot in the door through an internship with Masterack, a commercial cargo vehicle equipment manufacturer based in Atlanta. She attended Tech at a time when women made up around 27% of the undergraduate population, so when she entered the workforce, she wasn't fazed. "It never bothered me. I have always felt like I fit right in, especially when it's the right school, the right class, or the right company where everybody appreciates learning from each other and working together towards a common goal," she said.

In fact, her experience on North Avenue taught her to always keep learning and never give up, a piece of advice she now passes along to other women entering the industry.

"Don’t be afraid to give your opinion in meetings, speak up and use all of the knowledge that you've learned over the years toward whatever project you're working on," said Voelker, who worked her way up the ladder at Masterack for 18 years before seeking a new challenge at Karma. “That's one thing that I haven't backed down on. If I have a strong opinion about something, I have no fear of saying it.”

Vorpahl and Voelker each commended Karma for their dedication to promoting hard-working women and a culture that fosters diversity — a principle that Vorpahl especially values after completing two study abroad programs at the University of Singapore and the University of Strathclyde.

“One of the biggest advantages was seeing how people from different countries approach design and how different schools approach design. You don’t want a bunch of people who all think exactly the same way. Otherwise, we’d all be driving around in the exact same vehicle,” she said.

Leading Karma’s commercial vehicle product line, Voelker noted that she has continued to see more women in leadership positions and at industry conferences, and she hopes that momentum carries over to the next generation. Highlighting the importance of igniting both young girls’ and boys' interest in STEM, Voelker recently spoke to a local second grade class to share her experiences.

"I've been really fortunate to have had some great mentors over my career, so I love to pay it forward to the younger generation," she said. "They were so excited, and I hope that stays with them and excites them to learn more about engineering."

In addition to providing an example to young women of how to succeed in a competitive industry, Vorpahl also hopes to share the technical aspects of what she's learned in the field with her alma mater and offer future graduates a roadmap to a career in automotive design.

"The students would thrive in this industry because it is so nitpicky, and Tech minds would just love it," she said. "There's not really a direct path from the Georgia Tech studios into car studios, so I'm hoping that I can show them that path."

Voelker and Vorpahl are bonded by their employer and their alma mater, but it’s their shared passion for seeing their hard work hit the pavement that continues to drive them.  

Idling at a crossroads no longer, the automotive industry is embracing electrification like never before. With more electric vehicles purchased in 2022 than any year prior, consumers are beginning to follow their lead. Yet, while opportunity abounds, new challenges will require an innovative approach to ensure a sustainable and accessible electric future for all.

With historic investments from major players in the EV space, including Rivian, Kia, and Hyundai, the state of Georgia is uniquely positioned to serve as a leader in this effort. As the state's leading research institute, Georgia Tech is on the cutting edge of the movement. 

The transportation sector is the largest greenhouse gas emitter in the U.S. at nearly 30%, with passenger vehicles accounting for around 80% of the sector's total output1 as of 2019. Electric vehicles are widely regarded as a budding solution to reduce emissions, but even as both demand and production continue to increase, EVs currently account for around 1% of the cars on America's roadways. 

From the supply chain to the infrastructure needed to support alternative-fuel vehicles alongside consumer hesitancy, achieving the goals set by both the public and private sectors — including the Biden Administration's target of EVs making up at least 50% of new car sales by 2030 — will not be easy. Through research and development, policy, and collaboration, Tech experts are working toward finding solutions that will serve as catalysts during this transitionary period for the environment and the way Americans drive.

Check out the full story. 

Through its interdisciplinary research, service-based learning, and innovative coursework, Georgia Tech’s School of Civil and Environmental Engineering is a leader in systems-level thinking and technological innovation at the interface of built, natural, information, and social systems. The school aims to not only define the challenges and complex problems facing humanity and the environment, but to catalyze the solutions to solve them.

This installment of the Faces of Research Q&A series is with Joe F. Bozeman III, assistant professor in the School of Civil and Environmental Engineering, the School of Public Policy, and director of the Social Equity and Environmental Engineering Lab (SEEEL).

What is your field of expertise and why did you choose it?
I research and develop equitable climate change adaptation and mitigation strategies anchored in environmental engineering practice. My current focus areas are urbanization, food-energy-water, and circularity (e.g., circular materials and the circular economy). I chose this path because I felt that I could merge my lived experiences, having come from humble beginnings, with the technical aspects of engineering and public policy to realize more equitable infrastructure and policy outcomes.  

What makes Georgia Tech research institutes unique?
Georgia Tech’s research institutes have an existing system which allows for collaboration across scientific disciplines and with real community members. This is something that I think is uniquely beneficial for folks like me. That is, for my research to have real-world impact, I need access to faculty and community collaborators who share an equity-centered mindset. 

What impact is your research having on the world?
It has been wonderful to see my research enter broader community and academic spaces through mainstream media, scientific publications, regulatory deliberation, and even art. For instance, my work on U.S. food-consumption impacts — for example, greenhouse gas emissions, land, and water impact that come from what we eat — across sociodemographic subgroups (Black, Latinx, white, and socioeconomic status) was featured in a range of media outlets including NPR, the New York Post, Popular Science, Free Speech TV, and political radio programs. Other aspects of my research have established international research priorities for cities, or urban systems, and even inform some of the music you may have heard on network TV and streaming services. My lab, the Social Equity and Environmental Engineering Lab (SEEEL), is exploring other ways to merge equity, engineering, and art in meaningful ways.     

What is the most challenging aspect of your research?
For SEEEL activities, acquiring and fairly distributing money, and time resources is the most challenging part. The concept of integrating systemic equity into existing engineering practices is new. This is exciting in many ways. However, it also presents challenges when it comes to developing standards around flexible funding access, community-based research and development, and establishing criteria to evaluate how well systemic equity is being achieved in various domains (e.g., within research labs, within governmental bodies, and for actual community members). Through these types of efforts, I hope to play a role in regaining some of the public’s trust in academia.

If you weren't a researcher, what would you be?
If I weren’t a researcher, I probably would have continued as a music sound engineer, producer, and performer. As I previously mentioned, I hope to leverage my experience in the arts to help translate some of the technical engineering findings into content that all of us can easily digest (e.g., songs, video, film, and physical art). I’d even go as far as to say that I think there is room to make the technical engineering findings, in their original form, more accessible to the broader public. This has compelled SEEEL to master the art of effective writing and presentation delivery.

What was the first thing you remember wanting to be when you were a kid?
As a kid, I first wanted to be a NBA player. Ironically, I listed becoming an engineer as a very close second. Back then, I believe I thought of engineering as a means to video game and sound design.

The $1.1 billion Research enterprise at Georgia Tech is the embodiment of a commitment the advancement of technology and betterment of the human condition. Georgia Tech's Research enterprise through offerings such as the Enterprise Innovation Institute, the Georgia Tech Research Institute, Commercialization, and Interdisciplinary Research Institutes, to solve the most pressing challenges in a host of sectors, including computing, engineering, design, the sciences, liberal arts, and business.

This installment of the Faces of Research Q&A series is with Chaouki T. Abdallah, Executive Vice President for Research at Georgia Tech.

What is your field of expertise and why did you choose it?
My field of expertise is Systems Theory, and my degrees are all in Electrical Engineering. I chose it because it was heavily mathematical but can also be applied across multiple fields (aerospace, chemical, mechanical, electrical, biology, etc.).

What makes Georgia Tech research institutes unique?
Our IRIs (Interdisciplinary Research Institutes) connect research across colleges but what makes them even more impactful is their intra-connectivity. Problems that are even too big for one IRI, are being solved by researchers across multiple ones. 

What impact is your research having on the world?
My own research impact has been mostly through my students. However, I did use my research in systems and network science to study and improve the complexity of college curricula, leading to 150% improvement in the four-year graduation rate and tens of millions of dollars in savings for students.

What is the most profound advice you ever received?
Pick the hill you’re willing to die on.

What is something you wished you knew as a budding researcher that everyone considering research as a career should know?
The joy of knowing something is eclipsed by the joy of explaining it to others.

What song or album best describes you?
"With a Little Help From My Friends" by The Beatles.

The Division of Student Engagement and Well-Being is excited to welcome a new hybrid Stinger bus to campus. The EZ Rider II was unveiled this week and added to the Gold Route as Georgia Tech Parking and Transportation Services (PTS) takes another step toward decreasing its carbon footprint by reducing greenhouse gas emissions.

According to senior director of PTS, Sherry Davidson, “Our transportation team took a hard look at how we could build the future that we all wanted to see. The result was changing the way in which we operate. Moving to hybrid improves sustainability while maintaining fiscal responsibility.”

PTS is continually looking for ways to reduce its environmental impact, and this new bus is a significant step in that direction. One of the key advantages is its zero-emission electric mode, which allows the bus to operate fully electric for about 20% of the route. This not only helps to improve air quality but also reduces noise pollution.

“Hybrid” means that this new bus can switch between electric and gasoline power as needed, reducing emissions and increasing fuel efficiency. It also features advanced technologies such as regenerative braking, which captures energy normally lost during braking and uses it to recharge the bus's batteries. This not only improves fuel economy but also extends the life of the bus's braking system.

This new bus will also allow PTS to improve the customer experience and the efficiency of the overall transportation system. It also features automated passenger counters, automated stop announcements, and bike racks, and its low floor ramp will improve accessibility and ease of boarding for passengers. 

This new addition to the Gold Route is the first of nine hybrid buses to come to the Georgia Tech campus. The remaining fleet will arrive in April. 

Inclusivity and understanding past policies and their effects on underserved and marginalized communities must be part of urban planning, design, and public policy efforts for cities.

An international coalition of researchers — led by Georgia Tech — have determined that advancements and innovations in urban research and design must incorporate serious analysis and collaborations with scientists, public policy experts, local leaders, and citizens. To address environmental issues and infrastructure challenges cities face, the coalition identified three core focus areas with research priorities for long-term urban sustainability and viability. Those focus areas should be components of any urban planning, design, and sustainability initiative.

The researchers found that the core focus areas included social justice and equity, circularity, and a concept called “digital twins.” The team — which consists of 13 co-authors and scholars based in the U.S., Asia, and Europe — also provided guidance and future research directions for how to address these focus areas. They detailed their findings in the Journal of Industrial Ecology, published in January 2023.

“Climate change has certainly increased the amount and intensity of extreme weather events and because of that, it makes our decision making today critical to the manner in which our economy and our day to day lives can operate,” said Joe F. Bozeman III, the lead author and an assistant professor in Georgia Tech’s School of Civil and Environmental Engineering. He is also the director of Tech’s Social Equity & Environmental Engineering Lab and has a courtesy appointment in the School of Public Policy. “Our quality of life can be negatively affected if we don't make good decisions today.”

Three core areas of focus to achieve urban sustainability

The researchers’ first core focus area, justice and equity, addresses innovations and trends that disproportionately benefit middle and high-income communities. Trends like IoT, “smart cities,” and the urban “green movement” are part of a broader push by cities to become more sustainable and resilient. But communities of color and low-income neighborhoods — the same areas often home to environmental contaminations, infrastructure challenges, and other hazards — have often been overlooked.

The researchers’ findings showed a consistent trend with marginalized communities across several countries, including Canada, the Netherlands, India, and South Africa. They call for mandatory equity analyses which incorporate the experiences and perspectives of these marginalized communities, and, more importantly, ensure members of those communities are actively engaged in decision-making processes.

“Planning, professional, and community stakeholders,” the researchers write in the paper, “should recognize that working together gets cities closer to harmonizing the technological and social dimensions of sustainability.”

The second focus area, circularity, addresses resource consumption of staple commodities including food, water, and energy; the waste and emissions they generate; and the opportunities to increase conservation of those resources by boosting efficiencies.

“What we mean by circularity is basic reuse, remanufacturing, and recycling efforts across the entire urban system — which not only includes cities and under resourced areas within those cities — but also rural communities that supply and take resources from those city hubs,” Bozeman said. The idea is aligned with the circular economy concept which addresses the need to move away from the resource-wasteful and unsustainable cycle of taking, making, and throwing away.

Instead, the researchers argue, cities should look for ways to improve efficiency and maximize local resource use. That has potential benefits not only for urban areas, but rural communities, too. One example, Bozeman said, is the Lifecycle Building Center in Atlanta. It takes old building supplies and sells them locally for reuse.

“By doing that, they’re at the beginning stages of creating an economic system, a regional engine where we share resources between cities and rural areas,” he said. “We can start creating an economic framework, not only where both sides can make money and get what they need, but something that can actually turn into a sustainable economic engine without having to rely on another state or another country's import or export economic pressures.”

To strengthen circularity and make it more robust, the researchers call for more expansive metrics beyond measuring recycling rates and zero waste efforts, to include other parts of the supply chain that may yield new ideas and solutions.

The third focus area, digital twins, addresses the development of automated technologies in smart buildings and infrastructure, such as traffic lights to respond to weather and other environmental factors.

“Let's say there's a heavy rain event and that the rainwater is being stored into retainment,” said Bozeman. “An automated system can open another valve where we can store that water into a secondary support system, so there's less flooding, and that can happen automatically, if we utilize the concept of digital twins.” 

Creating a new urban planning model

The research came about as part of the mission of the Sustainable Urban Systems Section of the International Society for Industrial Ecology, which aims to be a conduit for scientists, engineers, policymakers, and others who want to marry environmental concerns and economic activity. Bozeman is a board member of the Sustainable Urban Systems Section.

“In that role, part of we do is set a vision and foundation for how other researchers should operate within the city and urban system space,” he said. 

For urban sustainability, engineers and policy makers must come to the table and make collective decisions around social justice and equity, circularity, and the digital twins concepts. 

“I think we're at a really critical decision point when it comes to engineers and others being able to do work that is forward looking and human sensitive,” said Bozeman. “Good decision making involves addressing social justice and equity and understanding its root causes, which will enable cities to create solutions that integrate cultural dynamics.”

CITATION: Joe F. Bozeman III, Shauhrat S. Chopra, Philip James, Sajjad Muhammad, Hua Cai, Kangkang Tong, Maya Carrasquillo, Harold Rickenbacker, Destenie Nock, Weslynne Ashton, Oliver Heidrich, Sybil Derrible, Melissa Bilec. “Three research priorities for just and sustainable urban systems: Now is the time to refocus.” (Journal of Industrial Ecology, January 2023)

Banning scooters may reduce sidewalk congestion and keep would-be riders and pedestrians safer, but it comes at a cost, according to new research from Georgia Tech’s School of Public Policy.

In a study examining the impact of Atlanta's 2019 ban on e-scooters and e-bikes in the city, researchers found that average commute times increased by about 10%. Travel to stadium events such as soccer games increased by almost 12 minutes per trip or 37% increase in travel times while the ban was in effect.

For Atlantans, that adds up to 784,000 extra hours sitting in traffic each year — and that’s just between 9 p.m. and 4 a.m. when the ban was in effect. A moratorium during peak rush hour would cause even more congestion, the study’s principal investigator, Omar Asensio confirmed. Expanding the scope of their study, Asensio and his team in Georgia Tech’s Data Science and Policy Lab estimate that e-scooters, e-bikes, and other micro-mobility options can save an average of 17.4% in travel time for drivers nationally.

“These are fairly significant congestion effects that most travelers will feel and as an unintended consequence of the safety regulation,” said Asensio.

New data settle an old debate

The study, conducted in Georgia Tech’s Data Science and Policy Lab and published in Nature Energy, is the first to definitively show that investing in micro-mobility infrastructure such as e-bikes, e-scooters, and bike lanes can reduce traffic congestion and carbon emissions in cities. The research accounted for the rise in popularity of ride-sharing services and other sources of traffic.

Previous studies on micromobility were controversial and contradictory because they relied on travel surveys, which can be unreliable and are subject to biases resulting from self-reported data, Asensio said. This motivated his search for a more rigorous, data-driven approach to answering the question.

The opportunity arose when Atlanta banned scooters with a geo-fencing policy in 2019. The ban was done with a remote shutdown on all scooters within a certain perimeter, which ensured compliance across the city. Previous moratoriums in other places relied on people to choose to cooperate and follow the rules, so this 100% compliance rate was unique to Atlanta.

“I thought, okay, that's interesting because now we have near-perfect behavioral compliance in response to a policy intervention, which turns out to be extremely rare,” Asensio said. “All of a sudden, if you're without the use of the scooter, what do you do? This created a great natural experiment, to be able to precisely measure the traffic times before and after this policy intervention and in doing so, test behavioral theories of mode substitution.”

In addition, Asensio and his team received early access to the then-new Uber Movement Dataset, which gave them detailed information about commute times across the city that previously had to be collected by surveys as well. In short, the stars aligned in 2019 for the debate over the true impact of micro-mobility on city traffic to finally be settled.

Mary Feeney, program director for the Science of Science Program at the National Science Foundation, which supported the research, said “Asensio and his team are using newly available ‘big data’ sources to tackle practical questions with real policy implications. Bringing the appropriate data and analytical approaches to these problems helps empower decision-makers to enact evidence-based policy.”

Public safety vs. congestion and emissions

The regulation in Atlanta was one of many that U.S. cities put in place in response to increased accidents and hospitalizations from micro-mobility devices.

Reducing congestion also reduces emissions, noted Camila Apablaza, who worked on Asensio’s team along with Savannah Horner, Cade Lawson, and Edward Chen. “I thought this was an important question because the impact of certain modes of transportation, such as scooters, is sometimes overlooked,” she said. “We know that electric mobility will be the main contributor to decarbonizing the passenger transportation sector, therefore we need to understand the interactions between different modes of electric transportation.”

But, “the point of this paper is to present the idea that it’s not just as simple as ‘we should ban the scooters,’ right?” said Chen. “We have found that there are, in fact, trade-offs between banning them for public safety versus allowing them to relieve traffic congestion, and whether or not city governments make the decision does ultimately have an impact on people's daily lives.”

Economic impact

The researchers found that e-scooters and e-bikes do, in fact, reduce congestion on the road by substituting some personal vehicle or ridesharing use rather than only public transit or walking. When the estimated saved time for drivers nationwide is translated into monetary value, Asensio approximates that it adds up to $536 million a year.

“This is also just a personal thing,” Chen added. “I’ve lived around here my whole life. I start seeing these scooters around, and this kind of answers that fundamental question: are people actually using these, and are these actually replacing trips and inherently reducing all these carbon emissions?”

What’s Next?

The Data Science and Policy Lab partners with the private sector and city governments on data innovations in policy analysis and impact evaluation. Follow-up research to this project could dig deeper into the specific transit substitutions people choose and why, Asensio said.

“I think modeling the emissions impacts for those will continue to be an ongoing kind of investigation,” he said. “When it comes to electrification, micro-mobility is just one of many strategies that are aggressively being invested in by both the public and the private sector. It's a really exciting opportunity to meaningfully reduce emissions and to benefit from the public health co-benefit of reduced air pollution.”

The paper, “Impacts of Micromobility on Car Displacement With Evidence From a Natural Experiment and Geofencing Policy” was funded by Asensio’s 2020 NSF Faculty Early Career Development Program (CAREER) (Award No. 1945532). It is available at https://doi.org/10.1038/s41560-022-01135-1.

When Alexandria Sweeny, better known as Alex, considered what she wanted to accomplish before graduating from Drew Charter School, the then high school junior set two goals: complete her engineering internship and make a positive impact.

She did both while strengthening her coding knowledge during her time as a camper and mentor at the Seth Bonder Camp in Computational and Data Science for Engineering (SBC).

“I did it when it was fully virtual, and it was definitely an experience,” said Sweeny who spent a week being introduced to computing and data science where she performed virtual activities, last June.

The camp, which is offered either as an online course or on-campus summer camp at Georgia Tech, is designed to build students’ problem-solving and analytical skills while furthering their interest in computer science as a potential career. It is also part of AI4OPT’s mission to inspire young Georgians to pursue STEM (science, technology, engineering and mathematics).

AI4OPT hosted its first in-person summer camp at Georgia Tech in June. The camp brought together 60 students from schools across Georgia including Drew Charter, Banneker High School, and Westlake High School.

Sweeny was asked to return to this particular camp—but this time, as a mentor.

“Of course, I said yes, because it was something fun that I could do over the summer preparing for college without it being too hefty,” said Sweeny. “It was something that I felt prepared for from attending the camp.”

Responses like Sweeny’s motivates SBC Site Managers like Reem Khir to introduce more bright minds to the camp centered around computer programming logic, programming language for AI, and teamwork.

“We expose them [high school students] to certain types of education areas like Twitter analysis, how to solve a sudoku, and even computational biology, if they wanted to consider a career in biology,” said Khir, who joined the camp last year to help students with assignments. This year, she took on even bigger leadership role by maintaining and observing two camps and facilitating 50 students and seven teaching assistants (TAs). She worked under a ‘student to student and student to TA’ interactive structure so that each participant took away a useful skill in data science.

“It’s the time where high school students start forming opinions and decisions about the career path they want to pursue,” said Khir. “The steppingstone is their college education, and we can help students in that period.”

AI4OPT Will Acquire and Advance Seth Bonder Camp

AI4OPT is working to adopt a short-term system used to track students after the camp. The institute wants to build up the system to see majors, colleges, and career paths each student has vowed to pursue before they head off to college or the workforce.

“This is a critical period for students,” said Khir. “It’s a time where students start thinking about a major for college and later impacting the next 20 or 30 years of their life. Being a part of that is very unique in terms of creating a positive influence in the next generation.”

AI4OPT is taking the lead over the SBC to offer the initiative more organizational support as the program has seen tremendous growth and has become a much broader initiative. The Seth Bonder Foundation, which first introduced the camp to those ages 10-18, will continue to fund the camp now more targeted towards high school students interested in engineering, but do not have access to computer science and/or data science in their middle and high schools.

“A lot of the different communities are not exposed to this and may never see this opportunity. The Seth Bonder Camp exposes high school students to AI opportunities and gives them skills to successfully enter the field of STEM with confidence,” said Professor Pascal Van Hentenryck, who’s brought his data sciences skills and knowledge to Georgia Tech and leads both AI4OPT and the SBC.

AI4OPT is in transition to lead the SBC to offer more organizational support as the program sees tremendous growth. The research Institute will expand the longitudinal camps to engage middle and high school students in these topics, while also bringing AI education and research programs to HBCU’s and Hispanic-serving colleges throughout the nation, addressing the widening gap in job opportunities.

Though Sweeny has transitioned away from coding and transcended into research, she never stopped setting goals even now as a first-year biomedical engineering major at Georgia Tech.

“Do anything you can to take it [the SBC] even if you don't want to go into coding,” said Sweeny. “It is a good way to meet new people learn new skills, it is something that you don't necessarily have to have a love for coding to have to do it.”

To learn more about the Seth Bonder Camp in Computational and Data Science for Engineering and to partner with the camp, visit sethbondercamp.isye.gatech.edu.

(Writer’s note: This article is part of a series highlighting AI4OPT members, students, education programs and professional development testimonies.)

A national shortage has parents and families across the country struggling to feed newborns as store shelves have been left bare of baby formula products – including many brands critical to young children with specific vulnerabilities. Retailers are having to ration their supplies, some parents have resorted to shipping in formula from overseas, and social media sites have been used to crowdsource goods to be shipped to parents nervous about where their children’s next meal might come from.

Georgia Tech economics expert Tibor Besedes says it has been a perfect storm of issues to create this stress-inducing situation.

“Like many other industries, the formula producers have faced supply chain issues with respect to ingredients and containers. Waves of Covid-19 infections have affected their workforce and how much formula they can produce,” explained Besedes.

The final straw that may have led to this nationwide shortage: an Abbott production shutdown in February 2022 after several babies were sickened and two died from bacterial infections connected to consuming baby formula from the Sturgis, Michigan facility. A recall followed, and that facility is believed to make at least 20% of all formula bought by consumers nationwide.

“It is one of a few plants in the U.S. producing formula,” said Besedes. “That fact itself is a bottleneck as those few plants operating in the U.S. produce 98% of all formula sold in the U.S.”

“The formula market has been highly concentrated for a long time,” explained Lindsay Rose Bullinger, Georgia Tech assistant professor of public policy. “Now we’re dealing with a crisis and it’s hard to be proactive.”

The overwhelming majority of those formula products are only made by four different companies, explains Wendy White, a nationally known food safety expert.

“Because infant formula is the sole source of nutrition and targeted at such a vulnerable population, it has extra regulations in the Infant Formula Act of 1980,” explains White.

This includes mandatory registration for any infant formula manufacturers and requirements for all formulation, processing details, and ingredient lists to be filed with the FDA.

The regulations are critical, according to Bullinger.

“We’re trying to make a product comparable to breast milk. Newborn children can’t digest many of the proteins in cow’s milk,” she explained.

Formula is developed by scientists in highly regulated environments for infants that are incredibly susceptible to sickness as their immune and digestive systems have just begun adapting to nourishment outside of the womb.

Diluted or homemade options do not provide the right balance of nutrients that infants need at the most critical time of their lives. Manufactured formulas are made in highly sterile environments to avoid harmful additions from getting into these mixtures.

“It’s incredibly hard to get that right in a home environment without introducing bacteria,” Bullinger said.

Those strict regulations also mean that possible scenarios to help alleviate this formula shortage have been complicated. Just shipping some in from another country? Not so fast.

“Foreign manufacturers need to obtain FDA approvals to begin exporting to the U.S. to make up the shortage,” said Besedes. “The FDA is now looking at manufacturers based in countries with similar regulations to expedite their approvals and increase shipments to the U.S.”

The first relief came from overseas within the past week – a shipment of about 70,000 pounds of formula. More foreign shipments are expected in the coming days, but the supply may only last for about a week as issues continue to compound.

“Once there was a recall and parents heard, they started stockpiling formula,” said White. The result is taking already short supplies and stretching them even thinner.

“The supply chain has to also deal with the unneeded bullwhip effect due to shortage gaming and hoarding behavior, making the situation even worse than what it should be,” says Operations Management Associate Professor Morvarid Rahmani.

White also says that 50% of the infant formula in America is purchased through government subsidies.

States who provide this assistance often sign exclusive contracts with one of these four formula manufacturers. Abbott carries the contract in nearly two-thirds of U.S. states – complicating the purchases for families with infants in those locations.

“Families in communities that are economically disenfranchised may be disproportionately affected,” explained Bullinger. “But even if you have the money, if you cannot buy formula how else are you supposed to feed an infant.”

Families who rely on Supplemental Nutrition Assistance Program (SNAP, also commonly known as food stamps) or Supplemental Nutrition for Women, Infants, and Children (WIC) may not be able to choose which brand of formula they can receive. They can only get the formula their state has a contract with. If it is out, they may just be out of luck.

Some of the most hard-to-find infant formulas are the specialized products developed for newborns with milk allergies or other digestive issues. There’s a special emphasis on sourcing those products for parents in need.

So how much longer could this shortage impact American consumers? At least a few weeks, Georgia Tech’s experts say.

“Abbott is estimating that it’ll take about two weeks to get production to resume but another 6-8 weeks to get formula back on supermarket shelves,” says White.

That means the closed facility should be open in late May with production back up to full speed sometime in August. Limited diversity in the market has left parents in a bind.

“A shortage could be alleviated by increasing output of other plants and manufacturers, which is being done, but it is difficult to replace an entire plant,” explained Besedes.

“Ramping up production has been difficult because of shortages in labor and ingredients as well as production scheduling challenges,” explained Rahmani.

Some desperate parents have had to resort to extreme measures. But pediatricians have said infants should only be fed formula or breast milk. Anything else is likely deficient. Using alternative feeding methods could lead to long-term problems.

“There is a risk that a shortage will mean babies will not be getting the nutrition they need to develop. That could lead to a range of health problems affecting their physical growth and brain development,” explained Senior Research Engineer Maureen Linden from Georgia Tech’s Center for Inclusive Design and Innovation.

“Consumers should listen to their pediatricians and other experts and follow their advice. Pediatricians may have available samples they can give out,” said Besedes.

They can also offer advice for alternative baby formula (to the one in shortage) which is available. Medical experts are strongly advising against diluting formula or trying to recreate it at home which could cause long-lasting damage.

“We may see a rise in the rate of developmental disabilities in the age group that is presently reliant on formula – those presently six months or less,” says Linden.

Nutrition is the most important thing in an infant’s life. It’s the number one priority – making sure we are feeding them and they are developing,” explained Bullinger.

That’s why infants often get so many checkups – to make sure they are growing and gaining weight. Proper nutrition is critical for that to happen.

In the meantime, consumers can take their own action. White says it’s worth trying to buy online or shopping around at different stores.

The federal government has relaxed regulations for SNAP and WIC recipients to be able to get products with increased flexibility.

The White House has also invoked the Defense Production Act which is aimed to help manufacturers ramp up output quickly.

“Those companies will have first dibs at materials and ingredients that are needed to make formula,” said Bullinger.

“This shortage should be temporary, as demand settles, and supply is replenished from the reopened Abbott plant and FDA-approved imports,” says White.

Regardless, Georgia Tech experts have said we should have seen this coming and could have been better prepared and quicker to act – particularly for the sake of the youngest among us.

“The FDA, Biden’s administration, and baby formula manufacturers have been slow in taking actions during the past few months to prevent that. This crisis could have been prevented by timely actions,” said Rahmani.

 

“Infants always get the short end of the stick. They can’t speak for themselves,” said Bullinger.

 

 

Experts in this story:

 

Tibor Besedes

 

Wendy White

 

Lindsay Rose Bullinger

 

Maureen Linden

Morvarid Rahmani, associate professor, Operations Management Scheller College of Business

Georgians can now track where greenhouse gas emissions come from thanks to a tool that estimates those emissions at the state and county level.

Developed by Georgia Tech professors, the interactive map allows users to filter publicly available greenhouse gas estimates by county, month, year, and energy sector. Users can specify whether the emissions come from transportation, agriculture, commercial, forestry, residential, or industrial sources and counter with how much carbon is absorbed by trees and soils.

“The purpose of the tracker is to bring technology to bear on climate solutions,” said William Drummond, an associate professor in the School of City & Regional Planning and the lead behind the tracker. “This is the first time there has been effort to downscale emissions to the local level in a dynamic way we can update every month.”

The initiative is part of a trifold effort in Drawdown Georgia, a Ray C. Anderson Foundation–funded project across state universities to decrease reliance on carbon inspired by the national program Project Drawdown. As the first stage, the tracker enables Georgians to understand how the state contributes to emissions. Next, the Scheller College of Business will develop a business compact study to assess the economic impact of less carbon, and then the School of Public Policy will lead solutions activation. The tracker ties everything together by letting researchers measure how effective all the efforts are combined.

Ultimately, the researchers hope to inspire everyday Georgians to get involved in combatting climate change. With the public’s familiarity with Covid-19 case trackers, Drummond believes the tracker is accessible to most users, from regular citizens unsure how to help the environment to high school science students.

“This tracker is designed to be a catalyst for a climate movement across the state of Georgia, so it's important that we include ordinary citizens, advocacy groups, and businesses as partners in working toward climate solutions in Georgia,” Drummond said.

The researchers expect the carbon tracker will grow beyond Georgia. The tool is written in the common coding language R, so other states can replicate it. They also hope to track many other climate elements in the next few years.

“We'll progress as the technologies and markets evolve, and will soon turn to where the solutions are — not just where are the emissions are,” said Marilyn Brown, a Regents' and Brook Byers Professor of Sustainable Systems in the School of Public Policy. “We’re going to tie it all together, and it's all going to be facilitated by this geospatial tracking.”