Kaiser Permanente's Laurel Junk is leading the transformation of the healthcare giant's supply chain from a highly decentralized operation to a cohesive, centralized whole.
Contributing Editor Toby Gooley is a writer and editor specializing in supply chain, logistics, and material handling, and a lecturer at MIT's Center for Transportation & Logistics. She previously was Senior Editor at DC VELOCITY and Editor of DCV's sister publication, CSCMP's Supply Chain Quarterly. Prior to joining AGiLE Business Media in 2007, she spent 20 years at Logistics Management magazine as Managing Editor and Senior Editor covering international trade and transportation. Prior to that she was an export traffic manager for 10 years. She holds a B.A. in Asian Studies from Cornell University.
This story first appeared in the Quarter 2/2017 edition of CSCMP's Supply Chain Quarterly, a journal of thought leadership for the supply chain management profession and a sister publication to AGiLE Business Media's DC Velocity. Readers can obtain a subscription by joining the Council of Supply Chain Management Professionals (whose membership dues include The Quarterly's subscription fee). Subscriptions are also available to nonmembers for $34.95 (digital) or $89 a year (print). For more information, visit www.SupplyChainQuarterly.com.
Kaiser Permanente's Laurel Junk
Laurel Junk, chief supply chain and procurement officer at Kaiser Permanente, presides over a sprawling, bicoastal supply chain. Founded in 1945, the healthcare provider and not-for-profit healthcare plan serves nearly 12 million members across the country, encompassing 38 hospitals, more than 660 medical offices, and more than 200,000 employees.
For years, supply chain decisions, technology, and operations were managed regionally or locally, a situation that continued as Kaiser Permanente acquired healthcare providers beyond its home state of California. Junk (pronounced "Yunk") saw a need for a first-class supply chain organization that would turn a highly decentralized operation into a cohesive, centralized whole. The goal was not just to reduce costs and improve efficiency, but also to help Kaiser Permanente provide better care to patients. That challenging and ambitious initiative, started almost five years ago, has exceeded its promised deliverables by a wide margin.
In this brief excerpt from a longer, in-depth interview, Toby Gooley, editor of Supply Chain Quarterly and senior editor at DC Velocity, speaks with Junk about her career path and about Kaiser Permanente's supply chain transformation. You can find the full interview at www.supplychainquarterly.com.
Q: How did you get involved in supply chain management?
A: I liked math and had a great math teacher in high school, and I've always liked technology, so I studied computer science as an undergrad at the University of Minnesota. In my first job, I worked for Eli Lilly & Co. as a computer analyst. I quickly realized that I loved technology and analytics, but I enjoyed the business side much more, so I got an M.B.A. at Duke University majoring in marketing and finance. Then I worked at a Lilly subsidiary doing market research and later finance. Eventually, I got a general manager position for an acquisition and was tasked with integrating that into the company. After that, I somewhat serendipitously ended up as head of materials management there. That's where I learned to love what ultimately has become supply chain management.
Q: What was the supply chain organization like when you joined Kaiser Permanente?
A: When I came in, I was the first supply chain executive who had a real supply chain background, and I was also the only national supply chain resource. I had two direct reports: one was the Northern California director of operations, and the other was the same for Southern California. They were responsible for regional support functions like the warehouses where patient records were stored. A true supply chain function should manage getting products and services to clinicians from start to finish, but few of the existing roles or processes focused on that. Much of the supply chain activity was happening in the clinical settings, largely by clinicians. There was no national oversight or coordination; supply chain management was very decentralized, and there were no reporting relationships to national. For example, many of the materials management directors at the individual medical centers rarely worked together with other directors, and pretty much never across regions. We had to change.
Q: What changes did you make, and why?
A: We realized that we needed to change the organization and centralize it—really do a reset and create a full strategy. We also needed the company to recognize supply chain as a discipline and a profession, which was not the case before. So we developed a five-year plan that looked at organizational structure, process, metrics, and technology.
There were supply chain directors and supply chain managers at each site. They were good, very dedicated people, but there had not been a lot of investment in their education and training in regard to supply chain. So we rewrote their job descriptions and made them all the same to start. Then we recruited talent into those roles and centralized their reporting. In California alone, there were about 100 of those positions, and 80 to 85 percent of the people we hired came from outside Kaiser Permanente, and most of those were from outside health care, something historically not done.
We created a national team, including a head of demand planning and of inventory management. Kaiser Permanente had never managed inventory centrally before. We connected all the sites and their inventory together and brought in a head of supply chain operations [and] a head of warehousing and logistics. We also developed and implemented standard processes for activities like receiving, ordering, and cycle counting, and we standardized those across all sites.
We started with four "proof of concept" sites. ... They defined what their existing processes were, and then we set up metrics for things like inventory reduction. When we standardized their processes, we blew those measures out of the water. The improvement in service levels, cycle time, and inventory reduction gave us credibility with leadership. ...
By the end of this year, we will have a centralized supply chain organization in all regions, and we'll have standardized what they do. That includes technology; we now have a single instance ERP (enterprise resource planning) system—we used to have seven or eight—and we have a single item master. Our electronic medical record system is now integrated with our ERP system, so clinicians scan items as they use them, connecting usage with patients and outcomes. We then use the product usage to manage our inventories by statistically setting our safety-stock levels and decrementing actual inventory. What we are building is an overall national shared service that encompasses the execution of what we call "buy to pay"—everything from sourcing to supply chain execution and all the way to accounts payable.
We now have almost 2,700 people in the supply chain organization, and we are growing. We are still educating people internally about what supply chain management is. And we're still trying to change the old beliefs that it's just ordering—people would think, how difficult is that?—and that supply chain professionals are just people who bring you stuff. We do so much more.
Q: Were there barriers you had to overcome?
A: There were. One of the biggest barriers involved inventory. Clinicians at the sites were ordering products, and safety stocks were being set by nurses. Our research found that they were spending 15 to 40 percent of their time doing what I call "hunting and gathering" for supplies. We had to take that back and convince them that they would get reliability and accountability from us in exchange. In the past, they couldn't always count on that, so they were hoarding and stuff was stored everywhere. I believed we needed to own the supply chain from the point of care all the way back to our suppliers in order to make sure clinicians always have what they need. ... But for them to give that control back, we had to build credibility.
Q: Tell us about one of the "new and improved" organization's most important achievements.
A: The biggest is that we are on track to triple the return we committed to in our five-year business plan, showing the credibility and value of supply chain management and getting it recognized as a profession. Our service levels have gone up, and we have given nurses and physicians more time to spend on care and education. We have shown that there is true value in investing in supply chain professionals, and we've demonstrated the critical role supply chain can play in support of the company's overall mission. The whole transformation has been challenging, but I believe we did the right things.
Q: You consider yourself to be a business leader, not just a supply chain executive. Why is that?
A: That has always been who I am. I love supply chain because I get excited about how we can support what the business does, but this is not about building a supply chain "empire." It's about using the power of supply chain management to get the maximum benefit for the entire company, and in our case, the absolute maximum benefit for our members and the communities we serve.
Congestion on U.S. highways is costing the trucking industry big, according to research from the American Transportation Research Institute (ATRI), released today.
The group found that traffic congestion on U.S. highways added $108.8 billion in costs to the trucking industry in 2022, a record high. The information comes from ATRI’s Cost of Congestion study, which is part of the organization’s ongoing highway performance measurement research.
Total hours of congestion fell slightly compared to 2021 due to softening freight market conditions, but the cost of operating a truck increased at a much higher rate, according to the research. As a result, the overall cost of congestion increased by 15% year-over-year—a level equivalent to more than 430,000 commercial truck drivers sitting idle for one work year and an average cost of $7,588 for every registered combination truck.
The analysis also identified metropolitan delays and related impacts, showing that the top 10 most-congested states each experienced added costs of more than $8 billion. That list was led by Texas, at $9.17 billion in added costs; California, at $8.77 billion; and Florida, $8.44 billion. Rounding out the top 10 list were New York, Georgia, New Jersey, Illinois, Pennsylvania, Louisiana, and Tennessee. Combined, the top 10 states account for more than half of the trucking industry’s congestion costs nationwide—52%, according to the research.
The metro areas with the highest congestion costs include New York City, $6.68 billion; Miami, $3.2 billion; and Chicago, $3.14 billion.
ATRI’s analysis also found that the trucking industry wasted more than 6.4 billion gallons of diesel fuel in 2022 due to congestion, resulting in additional fuel costs of $32.1 billion.
ATRI used a combination of data sources, including its truck GPS database and Operational Costs study benchmarks, to calculate the impacts of trucking delays on major U.S. roadways.
In a separate move, the U.S. Environmental Protection Agency (EPA) also gave its approval for the state to advance its Heavy-Duty Omnibus Rule, which is crafted to significantly reduce smog-forming nitrogen oxide (NOx) emissions from new heavy-duty, diesel-powered trucks.
Both rules are intended to deliver health benefits to California citizens affected by vehicle pollution, according to the environmental group Earthjustice. If the state gets federal approval for the final steps to become law, the rules mean that cars on the road in California will largely be zero-emissions a generation from now in the 2050s, accounting for the average vehicle lifespan of vehicles with internal combustion engine (ICE) power sold before that 2035 date.
“This might read like checking a bureaucratic box, but EPA’s approval is a critical step forward in protecting our lungs from pollution and our wallets from the expenses of combustion fuels,” Paul Cort, director of Earthjustice’s Right To Zero campaign, said in a release. “The gradual shift in car sales to zero-emissions models will cut smog and household costs while growing California’s clean energy workforce. Cutting truck pollution will help clear our skies of smog. EPA should now approve the remaining authorization requests from California to allow the state to clean its air and protect its residents.”
However, the truck drivers' industry group Owner-Operator Independent Drivers Association (OOIDA) pushed back against the federal decision allowing the Omnibus Low-NOx rule to advance. "The Omnibus Low-NOx waiver for California calls into question the policymaking process under the Biden administration's EPA. Purposefully injecting uncertainty into a $588 billion American industry is bad for our economy and makes no meaningful progress towards purported environmental goals," (OOIDA) President Todd Spencer said in a release. "EPA's credibility outside of radical environmental circles would have been better served by working with regulated industries rather than ramming through last-minute special interest favors. We look forward to working with the Trump administration's EPA in good faith towards achievable environmental outcomes.”
Editor's note:This article was revised on December 18 to add reaction from OOIDA.
DAT Freight & Analytics has acquired Trucker Tools, calling the deal a strategic move designed to combine Trucker Tools' approach to load tracking and carrier sourcing with DAT’s experience providing freight solutions.
Beaverton, Oregon-based DAT operates what it calls the largest truckload freight marketplace and truckload freight data analytics service in North America. Terms of the deal were not disclosed, but DAT is a business unit of the publicly traded, Fortune 1000-company Roper Technologies.
Following the deal, DAT said that brokers will continue to get load visibility and capacity tools for every load they manage, but now with greater resources for an enhanced suite of broker tools. And in turn, carriers will get the same lifestyle features as before—like weigh scales and fuel optimizers—but will also gain access to one of the largest networks of loads, making it easier for carriers to find the loads they want.
Trucker Tools CEO Kary Jablonski praised the deal, saying the firms are aligned in their goals to simplify and enhance the lives of brokers and carriers. “Through our strategic partnership with DAT, we are amplifying this mission on a greater scale, delivering enhanced solutions and transformative insights to our customers. This collaboration unlocks opportunities for speed, efficiency, and innovation for the freight industry. We are thrilled to align with DAT to advance their vision of eliminating uncertainty in the freight industry,” Jablonski said.
Global trade will see a moderate rebound in 2025, likely growing by 3.6% in volume terms, helped by companies restocking and households renewing purchases of durable goods while reducing spending on services, according to a forecast from trade credit insurer Allianz Trade.
The end of the year for 2024 will also likely be supported by companies rushing to ship goods in anticipation of the higher tariffs likely to be imposed by the coming Trump administration, and other potential disruptions in the coming quarters, the report said.
However, that tailwind for global trade will likely shift to a headwind once the effects of a renewed but contained trade war are felt from the second half of 2025 and in full in 2026. As a result, Allianz Trade has throttled back its predictions, saying that global trade in volume will grow by 2.8% in 2025 (reduced by 0.2 percentage points vs. its previous forecast) and 2.3% in 2026 (reduced by 0.5 percentage points).
The same logic applies to Allianz Trade’s forecast for export prices in U.S. dollars, which the firm has now revised downward to predict growth reaching 2.3% in 2025 (reduced by 1.7 percentage points) and 4.1% in 2026 (reduced by 0.8 percentage points).
In the meantime, the rush to frontload imports into the U.S. is giving freight carriers an early Christmas present. According to Allianz Trade, data released last week showed Chinese exports rising by a robust 6.7% y/y in November. And imports of some consumer goods that have been threatened with a likely 25% tariff under the new Trump administration have outperformed even more, growing by nearly 20% y/y on average between July and September.
Declaring that it is furthering its mission to advance supply chain excellence across the globe, the Council of Supply Chain Management Professionals (CSCMP) today announced the launch of seven new International Roundtables.
The new groups have been established in Mexico City, Monterrey, Guadalajara, Toronto, Panama City, Lisbon, and Sao Paulo. They join CSCMP’s 40 existing roundtables across the U.S. and worldwide, with each one offering a way for members to grow their knowledge and practice professional networking within their state or region. Overall, CSCMP roundtables produce over 200 events per year—such as educational events, networking events, or facility tours—attracting over 6,000 attendees from 3,000 companies worldwide, the group says.
“The launch of these seven Roundtables is a testament to CSCMP’s commitment to advancing supply chain innovation and fostering professional growth globally,” Mark Baxa, President and CEO of CSCMP, said in a release. “By extending our reach into Latin America, Canada and enhancing our European Union presence, and beyond, we’re not just growing our community—we’re strengthening the global supply chain network. This is how we equip the next generation of leaders and continue shaping the future of our industry.”
The new roundtables in Mexico City and Monterrey will be inaugurated in early 2025, following the launch of the Guadalajara Roundtable in 2024, said Javier Zarazua, a leader in CSCMP’s Latin America initiatives.
“As part of our growth strategy, we have signed strategic agreements with The Logistics World, the largest logistics publishing company in Latin America; Tec Monterrey, one of the largest universities in Latin America; and Conalog, the association for Logistics Executives in Mexico,” Zarazua said. “Not only will supply chain and logistics professionals benefit from these strategic agreements, but CSCMP, with our wealth of content, research, and network, will contribute to enhancing the industry not only in Mexico but across Latin America.”
Likewse, the Lisbon Roundtable marks the first such group in Portugal and the 10th in Europe, noted Miguel Serracanta, a CSCMP global ambassador from that nation.