Mitch Mac Donald has more than 30 years of experience in both the newspaper and magazine businesses. He has covered the logistics and supply chain fields since 1988. Twice named one of the Top 10 Business Journalists in the U.S., he has served in a multitude of editorial and publishing roles. The leading force behind the launch of Supply Chain Management Review, he was that brand's founding publisher and editorial director from 1997 to 2000. Additionally, he has served as news editor, chief editor, publisher and editorial director of Logistics Management, as well as publisher of Modern Materials Handling. Mitch is also the president and CEO of Agile Business Media, LLC, the parent company of DC VELOCITY and CSCMP's Supply Chain Quarterly.
Armario has served in a number of capacities since joining McDonald's in 1996, including group president of McDonald's Canada and Latin America, president of McDonald's Latin America, and senior vice president and international relationship partner for the Latin America region. In his current role, he oversees procurement of over $23 billion worth of food, packaging, and "premiums" annually and heads up the corporation's global food safety and quality systems initiatives. He also manages the overall franchising strategy for an organization that has served billions and billions of customers in 123 global markets.
Armario may be steward of one of the most far-flung and complex supply chains imaginable, but he is quick to credit others for his group's successes. These include what he calls the "very smart, capable, experienced people" who serve on the supply chain front lines as well as the corporation's famed founder, Ray Kroc, whose unwavering focus on customer satisfaction has provided the foundation for the company's decades-long success.
In addition to his day job, Armario is a member of the board of directors for USG Corp., where he serves on the audit and compensation committees; a director of the international advisory board and president's council of the University of Miami; and a director for the Chicago Council on Global Affairs. He earned a master's degree in professional management at the University of Miami and an associate's degree in business administration from Miami Dade College.
Armario met recently with DC Velocity Group Editorial Director Mitch Mac Donald to discuss the challenges of keeping billions and billions of customers satisfied.
Q: As one of the world's largest fast-food companies, McDonald's operates a supply chain of almost jaw-dropping size and scope. How do you cut through all the complexity to get to the point where you can make actionable decisions? A: We are very fortunate to have a system in place that has survived the test of time. We call it the three-legged stool. It is the philosophy that was instilled in the company by McDonald's founder Ray Kroc. The whole principle centers on a great balance, a great will to win. In other words, when the company does well, when our owner/operators do well, and when our suppliers do well, we all win. Of course, the corollary to that is that if any leg is shorter or longer than the others, you don't have good balance.
We try to remind ourselves about the three-legged stool at all times. That is the philosophy going forward, but we also have very smart, capable, experienced people in all areas of the world we serve. Our staff works with very tenured suppliers to make the day-to-day decisions. Our role at corporate is to supply strategic direction and to ensure that the brand is protected along the way so that we are always delivering gold standard products at the highest levels of quality and safety. We want our customers to be confident that their Big Mac will taste the same whether they're in Germany, Argentina, the U.S., Canada, or any other part of the world. Everyone involved—from the supplier all the way to the restaurant—will meet the same standards.
Q: As important as adhering to those standards might be, I would guess that it's still important to have the flexibility to adapt to local market conditions? A: You're right. There does have to be some level of flexibility in the framework because no two markets are exactly the same. You can't import all the products or even produce all the materials in one country, so when you create formulas for the products, there is going to be a little room for variance. The level of flexibility is not large, but it enables us to function and be successful in the marketplace.
Q: What are the biggest challenges you face right now? A: There are several challenges. First, the consumer today is smarter and more aware than in the past and has more access to information about what they are consuming. That places more responsibility on every company that serves food. We know that our customers are looking at how the food is made. They are looking at the ingredients. They want to know if we are being responsible, if the products are sustainable, if there is any sort of code of conduct in place with respect to the labor forces in different markets.
So I think there is a greater degree of transparency required of companies today, and it's only going to get more intense. We are looking at everything we do with a lot more care. We are going to continue to be as transparent as we can be. We pride ourselves on that, on our transparency. We are holding ourselves accountable on the typical measures of success, but we are also increasing our level of focus around sustainability because it is becoming more and more important.
Second, I would say that one of our biggest challenges going forward is making sure we are prepared for further growth. We are fortunate. We have had a great deal of success, and we're seeing demand for more restaurants in more countries. That means we have to be as prepared as possible for that growth and, as you know, when you enter or expand in any marketplace, before you hire the first manager to run your business, you have to get your supply chain in order. The supply chain has a very long leadtime, so today we are asking ourselves how big we are going to be 10 years from now, and what we and our suppliers have to do to prepare for that growth. We're looking at everything from levels of investment, to the best places to grow and produce raw material, to the people needs behind that.
Q: How does the focus on the customer come into all of this? A: We absolutely know that one of the things our customers appreciate most about McDonald's is that they get a great experience at a great value for their money, and that they can always depend on McDonald's, not just for consistent quality and taste, but to have the product there when they ask for it. That takes a lot of work. It requires years and years of working closely with our supplier partners to make sure we have the right forecasting systems in place. We continue to work very closely with several suppliers around those types of projections.
One of the things we are also working toward is a lot more automation. We envision making much better use of technology so that the restaurant-level information is being fed to our key suppliers, which will allow them to use actual consumption data to get a better handle on demand. At the opposite end, the benefit to the restaurants is that managers don't have to spend time counting inventory and projecting usage rates, which frees them to concentrate on running their operations.
Q: How important a role have enabling technologies played in your continuing ability to achieve the corporation's supply chain goals and objectives? A: That it is one of our largest investments of time and capital. We have suppliers who have really invested time and energy and sweat equity in building these programs in conjunction with us. It brings to mind a recent example. Last year, when the U.S. ran the McRib promotion, the improvement by using this new technology to forecast usage was so impressive that there was barely any leftover stock at the end of the promotion.
Q: Which of your personal skill sets do you draw on most heavily in your day-to-day job? A: I've been told by many people that my strength is my people skills and practices. I am blessed to be surrounded by extremely smart, capable, intelligent, experienced professionals who build great teams around themselves. We all know that in business, any business, it is all about the people at the end of the day.
Q: What advice would you offer someone considering a career in logistics and supply chain management? A: I would say whether it is supply chain or any other industry, profession, or discipline, look for what you love to do. As the old Chinese saying goes, "If you love what you do, you never work a day in your life." But also realize that you are responsible for your own success. Don't leave it to others.
It’s probably safe to say that no one chooses a career in logistics for the glory. But even those accustomed to toiling in obscurity appreciate a little recognition now and then—particularly when it comes from the people they love best: their kids.
That familial love was on full display at the 2024 International Foodservice Distributor Association’s (IFDA) National Championship, which brings together foodservice distribution professionals to demonstrate their expertise in driving, warehouse operations, safety, and operational efficiency. For the eighth year, the event included a Kids Essay Contest, where children of participants were encouraged to share why they are proud of their parents or guardians and the work they do.
Prizes were handed out in three categories: 3rd–5th grade, 6th–8th grade, and 9th–12th grade. This year’s winners included Elijah Oliver (4th grade, whose parent Justin Oliver drives for Cheney Brothers) and Andrew Aylas (8th grade, whose parent Steve Aylas drives for Performance Food Group).
Top honors in the high-school category went to McKenzie Harden (12th grade, whose parent Marvin Harden drives for Performance Food Group), who wrote: “My dad has not only taught me life skills of not only, ‘what the boys can do,’ but life skills of morals, compassion, respect, and, last but not least, ‘wearing your heart on your sleeve.’”
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.
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.