Outsourcing its transportation and logistics function is allowing snack manufacturer Lenny & Larry's to better manage growth and focus on its core competency: making cookies.
Victoria Kickham started her career as a newspaper reporter in the Boston area before moving into B2B journalism. She has covered manufacturing, distribution and supply chain issues for a variety of publications in the industrial and electronics sectors, and now writes about everything from forklift batteries to omnichannel business trends for DC Velocity.
Snack manufacturer Lenny & Larry's faced a classic "good news, bad news" scenario just a few years ago. The good news was that demand was skyrocketing among the health and wellness set for its flagship protein-packed cookie, opening new markets for the product nationwide. The bad news was that the Southern California-based company was crumbling under the weight of transportation and logistics challenges as it worked to get cookie orders out the door faster than ever before.
That's when leaders at Lenny & Larry's turned to third-party logistics service provider (3PL) BlueGrace Logistics, which now manages all of the manufacturer's transportation planning and execution, allowing Lenny & Larry's to focus on product development and expansion—all while reducing costs and enhancing on-time performance rates.
"BlueGrace [has] allowed Lenny & Larry's to focus on making the best protein cookies and improving internal operations while providing a consistent and stable platform for managing all outbound logistics," says Andrew Klucznik, sales and operations planning director for Lenny & Larry's. "[It has] also very effectively reduced logistics costs and pushed on-time performance to world-class levels."
One measure of success: Lenny & Larry's is now a nationwide distributor to Target, having been considered an "at-risk vendor" by the retail giant just a few years ago.
THE PROBLEM: LOW VISIBILITY, OUTDATED SYSTEMS
Bodybuilder and former American Gladiator competitor Benny "Cyclone" Turner founded Lenny & Larry's in 1993 with the goal of introducing a tasty, healthy protein-based snack to the health and wellness market. Over the next several years, the snack maker experienced what company leaders describe as "explosive growth" that left it bursting at the seams in 2013. During that period, Lenny & Larry's went from handling just a few shipments a day to local West Coast markets, to coordinating upward of 20 shipments a day for delivery nationwide.
Company leaders quickly realized that their distribution infrastructure wasn't up to snuff and that handling logistics processes manually was too much of a burden for the small but fast-growing business. The firm's on-time and must-arrive-by-date (MABD) performance rates were low, keeping it from meeting the stringent demands of many major retailers. Managing its logistics challenges was distracting the company from its main focus: making cookies.
THE SOLUTION: NEW SOFTWARE AND A PROCESS OVERHAUL
Lenny & Larry's now uses BlueGrace Logistics to manage all of its transportation planning and execution, allowing the manufacturer to focus on product development and expansion.
Riverview, Fla.-based BlueGrace entered the picture around 2016, first implementing its standalone transportation management platform, BlueShip, which provided Lenny & Larry's employees with a more streamlined system for booking shipments. The partnership grew from there, as BlueGrace uncovered deeper problems that were keeping the manufacturer from meeting some of its production and delivery goals. As BlueGrace Regional Vice President Christopher Kupillas explains, Lenny & Larry's needed to get a better handle on the data in its IT (information technology) system as a way to provide a fuller picture and more forward-looking view of orders and delivery requirements. That is to say, the firm needed to do more than just automate the shipping process in order to keep up with its growth.
"A lot of the things they did as a smaller business, moving two to three shipments a day, just wouldn't work anymore," Kupillas says. "When you start moving 20, 30, 40 shipments a day, you have to do some things to adjust to that."
BlueGrace took on a larger role by automating its client's entire logistics function. The 3PL started by eliminating cumbersome paperwork and introducing best practices and continuous-improvement processes for transportation and logistics. Its team of logistics experts drilled down to the on-time performance rates of specific customer locations and compared them with carrier-performance ratings to create an optimal carrier mix. They then developed new ship-date logic that matched the Lenny & Larry's production schedule, helping the firm reach on-time rates of more than 95 percent with big-box retailers and grocers—an impressive jump from rates that hovered around 50 percent prior to working with BlueGrace, leaders from both companies say.
"Their support immediately alleviated the workload on our warehouse team, who could now focus on improving the order-fulfillment processes, accuracy of orders, and fill rates," Klucznik explains. "Aside from small parcels, which are still booked internally, BlueGrace manages the booking of all outbound transportation for our two distribution centers—one on the West Coast and one on the East Coast. Once a week, we meet with BlueGrace to review the on-time performance to our customers as well as the cost performance of our distribution network."
THE OUTLOOK: MORE GROWTH AHEAD
Lenny & Larry's ships about a half-million pounds of product every week to more than 100 retailers and is more focused on growth than ever before, thanks to its new logistics partnership. Klucznik says BlueGrace acts as an extension of Lenny & Larry's, and that the two partners are working together to grow the business. Kupillas agrees, and says the opening of the company's East Coast distribution center in late 2018 perfectly illustrates the point.
BlueGrace was instrumental in the decision to open the East Coast facility, thanks to a cost-analysis study that grew out of its routine analysis of its client's data. More than a year ago, BlueGrace's logistics experts saw that the manufacturer was planning a new-product launch that would affect the weight, class, and mileage of its shipments—ultimately increasing shipping costs—Kupillas explains. That led the BlueGrace team to run some numbers to see whether adding an East Coast facility would mitigate the cost increases that were coming down the pike. Kupillas says the team found that a new facility would dramatically reduce costs for Lenny & Larry's on a cost-per-cookie basis; more importantly, it would help get the product to the customer faster, improving on-time delivery rates.
"Lenny & Larry's is a very future-focused company that is always looking on the horizon and focused on continuous improvement," he says, emphasizing the value to BlueGrace of knowing ahead of time how the new-product launch would affect shipping and logistics. Essentially, it allowed the two companies to develop a longer-term strategy for the snack maker's growth.
"If you can have those strategic conversations from a high level, as well as conversations at the tactical level ... it's the best possible scenario," Kupillas adds.
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.
There’s a photo from 1971 that John Kent, professor of supply chain management at the University of Arkansas, likes to show. It’s of a shaggy-haired 18-year-old named Glenn Cowan grinning at three-time world table tennis champion Zhuang Zedong, while holding a silk tapestry Zhuang had just given him. Cowan was a member of the U.S. table tennis team who participated in the 1971 World Table Tennis Championships in Nagoya, Japan. Story has it that one morning, he overslept and missed his bus to the tournament and had to hitch a ride with the Chinese national team and met and connected with Zhuang.
Cowan and Zhuang’s interaction led to an invitation for the U.S. team to visit China. At the time, the two countries were just beginning to emerge from a 20-year period of decidedly frosty relations, strict travel bans, and trade restrictions. The highly publicized trip signaled a willingness on both sides to renew relations and launched the term “pingpong diplomacy.”
Kent, who is a senior fellow at the George H. W. Bush Foundation for U.S.-China Relations, believes the photograph is a good reminder that some 50-odd years ago, the economies of the United States and China were not as tightly interwoven as they are today. At the time, the Nixon administration was looking to form closer political and economic ties between the two countries in hopes of reducing chances of future conflict (and to weaken alliances among Communist countries).
The signals coming out of Washington and Beijing are now, of course, much different than they were in the early 1970s. Instead of advocating for better relations, political rhetoric focuses on the need for the U.S. to “decouple” from China. Both Republicans and Democrats have warned that the U.S. economy is too dependent on goods manufactured in China. They see this dependency as a threat to economic strength, American jobs, supply chain resiliency, and national security.
Supply chain professionals, however, know that extricating ourselves from our reliance on Chinese manufacturing is easier said than done. Many pundits push for a “China + 1” strategy, where companies diversify their manufacturing and sourcing options beyond China. But in reality, that “plus one” is often a Chinese company operating in a different country or a non-Chinese manufacturer that is still heavily dependent on material or subcomponents made in China.
This is the problem when supply chain decisions are made on a global scale without input from supply chain professionals. In an article in the Arkansas Democrat-Gazette, Kent argues that, “The discussions on supply chains mainly take place between government officials who typically bring many other competing issues and agendas to the table. Corporate entities—the individuals and companies directly impacted by supply chains—tend to be under-represented in the conversation.”
Kent is a proponent of what he calls “supply chain diplomacy,” where experts from academia and industry from the U.S. and China work collaboratively to create better, more efficient global supply chains. Take, for example, the “Peace Beans” project that Kent is involved with. This project, jointly formed by Zhejiang University and the Bush China Foundation, proposes balancing supply chains by exporting soybeans from Arkansas to tofu producers in China’s Yunnan province, and, in return, importing coffee beans grown in Yunnan to coffee roasters in Arkansas. Kent believes the operation could even use the same transportation equipment.
The benefits of working collaboratively—instead of continuing to build friction in the supply chain through tariffs and adversarial relationships—are numerous, according to Kent and his colleagues. They believe it would be much better if the two major world economies worked together on issues like global inflation, climate change, and artificial intelligence.
And such relations could play a significant role in strengthening world peace, particularly in light of ongoing tensions over Taiwan. Because, as Kent writes, “The 19th-century idea that ‘When goods don’t cross borders, soldiers will’ is as true today as ever. Perhaps more so.”
Hyster-Yale Materials Handling today announced its plans to fulfill the domestic manufacturing requirements of the Build America, Buy America (BABA) Act for certain portions of its lineup of forklift trucks and container handling equipment.
That means the Greenville, North Carolina-based company now plans to expand its existing American manufacturing with a targeted set of high-capacity models, including electric options, that align with the needs of infrastructure projects subject to BABA requirements. The company’s plans include determining the optimal production location in the United States, strategically expanding sourcing agreements to meet local material requirements, and further developing electric power options for high-capacity equipment.
As a part of the 2021 Infrastructure Investment and Jobs Act, the BABA Act aims to increase the use of American-made materials in federally funded infrastructure projects across the U.S., Hyster-Yale says. It was enacted as part of a broader effort to boost domestic manufacturing and economic growth, and mandates that federal dollars allocated to infrastructure – such as roads, bridges, ports and public transit systems – must prioritize materials produced in the USA, including critical items like steel, iron and various construction materials.
Hyster-Yale’s footprint in the U.S. is spread across 10 locations, including three manufacturing facilities.
“Our leadership is fully invested in meeting the needs of businesses that require BABA-compliant material handling solutions,” Tony Salgado, Hyster-Yale’s chief operating officer, said in a release. “We are working to partner with our key domestic suppliers, as well as identifying how best to leverage our own American manufacturing footprint to deliver a competitive solution for our customers and stakeholders. But beyond mere compliance, and in line with the many areas of our business where we are evolving to better support our customers, our commitment remains steadfast. We are dedicated to delivering industry-leading standards in design, durability and performance — qualities that have become synonymous with our brands worldwide and that our customers have come to rely on and expect.”
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.
A Canadian startup that provides AI-powered logistics solutions has gained $5.5 million in seed funding to support its concept of creating a digital platform for global trade, according to Toronto-based Starboard.
The round was led by Eclipse, with participation from previous backers Garuda Ventures and Everywhere Ventures. The firm says it will use its new backing to expand its engineering team in Toronto and accelerate its AI-driven product development to simplify supply chain complexities.
According to Starboard, the logistics industry is under immense pressure to adapt to the growing complexity of global trade, which has hit recent hurdles such as the strike at U.S. east and gulf coast ports. That situation calls for innovative solutions to streamline operations and reduce costs for operators.
As a potential solution, Starboard offers its flagship product, which it defines as an AI-based transportation management system (TMS) and rate management system that helps mid-sized freight forwarders operate more efficiently and win more business. More broadly, Starboard says it is building the virtual infrastructure for global trade, allowing freight companies to leverage AI and machine learning to optimize operations such as processing shipments in real time, reconciling invoices, and following up on payments.
"This investment is a pivotal step in our mission to unlock the power of AI for our customers," said Sumeet Trehan, Co-Founder and CEO of Starboard. "Global trade has long been plagued by inefficiencies that drive up costs and reduce competitiveness. Our platform is designed to empower SMB freight forwarders—the backbone of more than $20 trillion in global trade and $1 trillion in logistics spend—with the tools they need to thrive in this complex ecosystem."