Shipping
Movements (June 30, 2003)
It
happened after all. EO 170-A was approved last June
9. President Arroyo signed the amended EO removing the
50 mile limit on RORO links.
Implementation
is being fast tracked. The DOTC and MARINA have held
three hearings on the Implementing Rules and Regulations,
one each in Cagayan de Oro, Cebu and Metro Manila.
In
a manner of speaking DMAP has been caught by surprise.
With years of experience with government pace in getting
things done, DMAP has learned to accept a slow pace
whenever government agencies are involved. Approval
of the EO was not even expected anymore by DMAP. This
we mirrored in our last column.
At
this time there are still few takers, or investors in
pure RORO shipping service. But we expect that the long
haul RORO sector will grow faster than the other domestic
sectors (containerized, break bulk). This will be as
soon as the "numbers settle down", investors
become more confident, and shippers understand all the
possible benefits of true RORO, or "DODO"
as we have labelled it before. We have expounded on
the benefits of lower transport costs, inventory costs,
warehousing costs and faster service in previous columns.
Possibly
the biggest argument against long haul DODO is the increase
in trucking cost because of the longer turnaround time
compared to a purely land trip. For example delivering
products from a warehouse or factory in Metro Manila
to customers on Cebu island is basically the same as
delivering to customers in Ilocos or Cagayan Valley,
except for the longer truck turnaround time because
of the sea link.
But
it is just a matter of calculating and demonstrating
the net savings. We repeat the sources of savings, which
are to be compared versus the added trucking charge.
These are:
¥ Savings in sea freight (due to removal of stevedoring
charges and investment in container vans and container
handling equipment)
¥ Elimination of arrastre
¥ Elimination of warehousing cost in the destination
islands
¥ Reduction of inventory cost based on closure of
warehouses and faster turnaround compared to container
loading and unloading
To
these tangible cost savings we must add the benefits
of faster service time to destinations and customers,
as well as reduced incidence of pilferage and lower
cost of port construction and faster port development.
The long awaited entry of judgment in connection with
the Supreme Court decision on DMAP's petition versus
MC153 dating back to two years ago, has finally come.
This now paves the way for DMAP to file its complaint
before the MARINA regarding the 20% GRI being sought
by the shipping lines since November 2000. DMAP in fact
filed its case with an urgent prayer for a TRO last
week.
Meanwhile
the move last November 2002 by shipping lines for a
6% GRI remains shelved. The case was last heard on Valentine's
Day, Feb. 14, 2003. The only thing that has taken place
here is that DMAP asked the MARINA for a copy of the
transcript of the hearing. Here we expect a problem
because the hearing was shelved while waiting for the
results of the sea transport cost unbundling exercise
ordered by President Arroyo. The unbundling exercise
has bogged down as figures of MARINA, PPA and the Coalition
have bot been reconciled. We thought this would just
be a matter of sitting down together.
The
second collaboration meeting among DMAP and the shipping
lines will take place next week. We hope only the authorized
representatives will be there so they will achieve more
this time.
DMAP's
Basic Warehousing Seminar has been reset one week and
will now be held on July 24-25 at the Legend Hotel.
This two-day seminar is aimed at both of the following
groups:
¥ Warehousing staff requiring basic training - trainees
and new staff, and older staff requiring a refresher
¥ Non-warehousing staff in related and interface
functions, as well as managers requiring a basic understanding
of warehousing
Speakers
include Malou Santos (J&J consultant and past DMAP
President), Norman Adriano (Avon Products and past DMAP
President), Larry Go (Auto ID) and myself.
Topics
include: introduction to logistics, nature and characteristics
of a warehouse, warehouse procedures, safety, warehouse
layout, guidelines, performance measures, materials
handling, basics of bar coding, warehousing trends and
developments. The seminar will also include a visit
to a major company's warehouse.
Seminar
fees are P7,260 for DMAP members and P9,075 for non-members,
both VAT included.
Preparations
for DMAP's Annual Logistics Conference to be held on
September 19-20, are in full swing. The theme is "Supply
Chain Efficiencies : Keeping Watch on the Bottomline".
There
are still some slots for sponsors and advertisers. Speakers
lineup is nearly complete. We will announce this next
time.
Address
inquiries and comments to Ed Sanchez at tel. 671-8670,
fax 671-4793, or email dmap@i-manila.com.ph. Those interested
in DMAP training and other activities are requested
to send their e-mail addresses.
Back
to Top
Long-Haul
Roro & Gatecrashers (June 2, 2003)
The
PCCI and DMAP have expressed their full support to the
removal of the 50 nautical mile limit on RORO links
under EO170. But our opti-mism may be premature.
The
matter appears more perplexing as there are now a number
of issues that have been mentioned by different quarters
on the subject, against the removal of the 50 mile limit.
These include
¥
Port workers will lose jobs in traditional long haul
routes.
¥ Development of agriculture and other businesses
in the short haul RORO areas will be adversely affected
¥ Investments in container vans, container handling
equipment and container yards will be wasted
¥ Government share in cargo handling in traditional
long haul routes will be lost
There is some apprehension that if EO170-A is approved,
the revision of the implementing rules and regulations
could give way to unexpected changes that may water
down the EO.
At
least one objection has been heard from the high levels
of DOTC. Because of these developments and the unseen
forces opposing long haul RORO, DMAP's enthusiasm has
been diminished or dashed. We may not be able to reap
the large benefits of cost reduction and improved service
that we have been anticipating. Well, so much for global
competitiveness.
DMAP's
Shipping Immersion Course pushed through last May 15
to 18, to Puerto Princesa, with a side trip to Dos Palmas
resort. As with past shipping immersion courses, it
was a big success. And this could be mainly attributed
to the hosts, Negros Navigation. And, of course, the
efforts of the Shipping Immersion Committee.
Except
for one thing. There was a gatecrasher at the seminar.
DMAP invited someone from the PPA as a speaker. Although
there was a change at the last minute, the PPA sent
a replacement speaker. But there was another person
from PPA, supposedly from media (what media?), who was
not a speaker and unexpected by the organizers. His
name tag identified him to be from PPA.
A
gatecrasher would have been tolerable. But to really
make matters worse, this one behaved in an unprofessional
manner. He considered the seminar to be a debate and
appointed himself to be a debater vs. one of the speakers.
At one point he sought to stop the speaker from speaking.
This
behavior, of course, was seen and commented on by many
of the participants.
"Objectives were not met due to unprofessional
debate"
"Make the presentation finished first before Q&A"
"Debate was a waste of time"
"Next time, don't invite unprofessional government
officials"
"Too much focus on issues and debate"
"PPA participant himself"
Speaking
of gatecrashers, this tactic and other similar tactics
seem to be the type now being employed by forces unfriendly
to DMAP.
At
the first collaboration meeting of the DMAP panel with
the shipping lines, which I mentioned in an earlier
column, the shipping lines sent somebody that was not
supposed to be there.
For
the scheduled second meeting, it was heard that somebody
not supposed to be in the panel would be present. It
was a good thing that that meeting was cancelled.
That
was not a good start for collaboration activities.
All
of the above bring to mind the basis of the indirect
contempt case filed by the shipping lines vs. DMAP,
Cora Curay and then President Lorie Cinco. Could there
have been a gatecrasher at DMAP's general membership
meeting?
DMAP's
Basic Warehousing Seminar will be held on July 17-18
and DMAP's Annual Logistics Conference will be on September
19-20, with the theme "Supply Chain Efficiencies
: Keeping Watch on the Bottomline".
DMAP
is still looking for sponsors and advertisers.
Address
inquiries and comments to Ed Sanchez at tel. 671-8670,
fax 671-4793, or email dmap@i-manila.com.ph. Those interested
in DMAP training and other activities are requested
to send their e-mail addresses.
Back
to top
DODO
vs. RORO (May 19, 2003)
Our "comp-laints" about the late insertion
of a 50 nautical mile limit on RORO links under EO170
may have born fruit. There is now a proposed amendment
of EO170 which removes the 50 mile restriction.
In
its letter to Undersecretary for Water Transport Agustin
Bengzon, who presided over the hearings on the IRR of
EO170, DMAP wrote that it considered the 50 mile limit
a very big mistake, which will make the Philippines
less competitive than it can be.
To
be sure, it was not just DMAP that complained about
the 50 mile limit. To DMAP's surprise, the DSA was very
vocal about it. Very much so at the DOTC hearings on
RORO and at the PCCI Transportation Committee meetings.
In
a past column, we said that the last-minute insertion
rendered the EO incapable of helping achieve the large
savings in logistics costs that DMAP members anticipated.
Section
1 of the EO on Definition of Terms reads as follows.
"Road Ro-Ro Terminal System (RRTS) shall refer
to the network of terminals all over the country, separated
by a distance of not more than fifty (50) nautical miles
and linked by Ro-Ro vessels"
The
proposed amendment reads "Road Ro-Ro Terminal System
(RRTS) shall refer to the network of terminals linked
by Ro-Ro vessels".
We
would like to see competition between the current very
inefficient method of inter-island cargo movement using
container vans and tractor heads or forklifts on one
hand, and true RORO on the other. The first one, wrongly
called "RORO" by the shipping lines since
the 1980s, is slow and expensive, involving multiple
handling steps and failing to take full advantage of
the "moving bridge" concept.
The
second one, which we call true RORO, loads self-propelled
vehicles, such as delivery trucks with their cargo,
speeds up loading and unloading, and eliminates expensive
cargo handling.
We
have been proposing to rename true RORO as DODO, or
Drive On Drive Off, which is very descriptive of the
system, and makes obvious some of its benefits.
The
benefits from DODO are both in cost and time.
Cost
benefits will come from the following:
¥ Reduction of sea freight. The vessel operator
can lower the freight because he will not have to pay
stevedoring and will not have to invest in container
vans and container handling equipment.
¥ Elimination of arrastre.
¥ Elimination of warehousing cost in the destination
islands, as trucks will deliver directly to customers
or destinations.
¥ Reduction of inventory cost based on closure of
warehouses and faster turnaround.
Cargo
owners will just have to bear the additional cost of
bringing delivery trucks to the destination islands.
This additional cost must be easily outweighed by all
the large cost savings mentioned above. Anyway, is this
much different from sending a truck to a far destination
over land, like Ilocos, or Bicol?
Faster
service time to destinations and customers will come
from
¥ Faster loading and unloading on and from the vessel.
¥Simpler procedures and documentation.
Other
benefits include
¥ Reduced incidence of pilferage based on straight
loading and unloading of trucks
¥ Lower cost of port construction and faster port
development
With
the proposed elimination of the 50 mile limit, a vessel
will not have to go through several short links to get
to Bacolod, or Cebu, for example. It would go 'express'
instead of stopping at several stops, as is currently
being advertised by the President on TV with respect
to the Strong Republic Nautical Highway. Transport time
will be faster, multiple terminal fees will be eliminated,
and total freight will be lower.
The
behavior of shipping lines representatives at the RORO
hearings and PCCI meetings that we mentioned above was
a turnaround, as far as DMAP is concerned. A year ago,
shipping lines leaders had warned that true RORO was
not necesssarily the solution. Endika Aboitiz said last
year that "today's WGA cargo configuration is the
most efficient for the ship and the ports", and
"our calculations have shown different", referring
to total cost, which would change in composition, with
the trucking component increasing more than any savings
in sea freight under true RORO. Now some shipping lines
are offering 25% lower freight under true RORO.
At
the time of this writing, DMAP's Shipping Immersion
Course is underway. The destination is Puerto Princesa,
with a side trip to Dos Palmas resort. Everybody will
be back by publication time.
Incidentally
DMAP's Shipping Immersion Course last year visited Iloilo-Guimaras-Bacolod.
Part of the agenda was to visit the RORO facilities
of FF Cruz in Guimaras and ride its RORO vessel.
DMAP's
Basic Warehousing Seminar will be held on July 17-18
and DMAP's Annual Logistics Conference will be on September
19-20, with the theme "Supply Chain Efficiencies
: Keeping Watch on the Bottomline".
Address
inquiries and comments to Ed Sanchez at tel. 671-8670,
fax 671-4793, or email dmap@i-manila.com.ph. Those interested
in DMAP training and other activities are requested
to send their e-mail addresses.
Back
to Top
2003
Shipping Immersion Last Call
(May 5, 2003)
Last call for DMAP's annual shipping immersion course
which departs on Thursday May 15 and returns on early
Sunday morning May 18.
This
year's destination is Puerto Princesa, with a side trip
to Dos Palmas Island Resort. This year's host will be
Negros Navigation and the vessel will be M/S San Paolo.
The
shipping immersion course can serve as a sequel to the
Basic Shipping Course held in classroom last March 21.
The immersion course will allow participants to have
a vessel tour and observation of loading for a better
feel of shipping operations. The lecture portion will
include both basic shipping and latest developments
in domestic shipping.
Several
speakers are lined up from both the government and the
private sector. Expected to present the government's
viewpoint, as well as updates on regulations and rate
setting, are MARINA's Domestic Shipping Director Lilian
Javier and PPA's South Luzon Port District Manager Hector
Miole. DTI's PSB Executive Director Pete Mendoza will
explain the PSB's role in bringing down port and shipping
costs.
Nenaco's
Gerry Enciso will take up shipping basics, while Seumas
Gallacher and Bimsy Mapa will discuss Nenaco's 2003
customer service initiatives, as well as plans and programs.
Tet
Gambito of the CSPM and Henry Basilio of the PCCI will
take up the latest developments and suggested reforms
in the shipping industry. Cora Curay of DMAP will present
customers expectations and requirements and current
issues from the customer's perspective.
Course
fees for DMAP member companies are:
Without VAT VAT Total
Admiral (for
female only) 6,850 685 7,535
Tourist 6,700 670 7,370
Course
fees for non-DMAP are: Without VAT VAT Total
Admiral (for
female only) 8,560 856 9,416
Tourist 8,375 838 9,213
In
line with existing policy on seminars and conferences
participants, participants from DMAP member companies
get priority in booking, as well as the 20% lower rates
listed above. Fees include accommodation, meals and
seminar materials.
On
the industry front we mentioned last time a collaborative
effort initiated by DMAP with certain service providers.
To date one meeting has been held, with a group of shipping
lines, which was basically organizational. A second
meeting is expected this week.
The
collaborative effort is aimed at achieving better efficiencies
and logistics improvements. It is also hoped that rate
setting processes, always a source of irritation, can
be made smoother, more equitable and more transparent.
DMAP welcomes a change of atmosphere and will work with
those service providers who are cooperative and positive.
There
is hardly any update on the current sea transport issues
- the 20% GRI of Nov. 2000, the 6% GRI of Nov. 2002,
AFRA4, reclassification of commodities, unbundling of
sea transport costs, the 50 mile limit in EO170, and
the indirect contempt case.
The
50-mile limit was taken up in the Transcom meeting at
the PCCI, and there the DSA discussed its objections
to the 50-mile limit. Well, here is a rarity, an issue
where DSA and DMAP see eye to eye. High stevedoring
rates is another. Well, we should have more of these
things.
DMAP
continues to invite sponsors and advertisers for its
upcoming logistics conference.
Date Sept. 18-19, 2003
Venue EDSA Shangri-La Plaza Hotel, Isla Ballroom
Theme Supply Chain Efficiencies : Keeping Watch on the
Bottomline
Contributions
for sponsorship and advertising, which are the same
as last year, are as follows.
¥ Principal Sponsor (P60,000).
¥ Sponsor (P30,000).
¥ Cocktails Sponsor (P150,000).
¥ Luncheon Sponsor (P100,000).
¥ Break Sponsor (P50,000).
¥ Advertiser (1,650 to P6,600).
The
exhibit layout is expected to be out this week.
The
conference will assemble 250 or so logistics practitioners
and decision makers to listen to both local and foreign
speakers, and to look at logistics exhibits. As with
past conferences and exhibits, DMAP is lining up at
least 10 speakers and 30 or more exhibit booths that
will display logistics equipment, logistics software
and logistics services, as well as products of DMAP
members.
Address
inquiries and comments on the Annual Conference and
on the above Forum to Ed Sanchez at tel. 671-8670, fax
671-4793, or email dmap@i-manila.com.ph. Those interested
in DMAP training and other activities are requested
to send their e-mail addresses.
Back
to Top
2003
Logistics Conference (April
21, 2003)
DMAP recently announced plans for its 2003 Logistics
Conference on Sept 18-19, 2003 at the EDSA Shangri-La
Plaza Hotel, Isla Ballroom.
The
conference with the theme "Supply Chain Efficiencies:
Keeping Watch on the Bottomline" seeks to attract
250 or so logistics practitioners and decision makers
to listen to both local and foreign speakers, and to
look at logistics exhibits. As with past conferences
and exhibits, DMAP will line up at least 10 speakers
and 30 or more exhibit booths that will display logistics
equipment, logistics software and logistics services,
as well as products of DMAP members.
DMAP
is inviting sponsors and advertisers for the event.
Costs and benefits of sponsorship and advertising, which
are the same as last year, are as follows.
¥
Principal Sponsor (P60,000). One 3m x 3m exhibit booth,
2 free participants in the conference, flyers/ brochures
in the conference kit, unlimited handouts for distribution
during the 2-day conference, acknowledgment as Principal
Sponsor in the posters, streamers, conference brochure
and souvenir program
¥ Sponsor (P30,000). One 3m x 2m exhibit booth,
one free participant in the conference, unlimited handouts
for distribution during the 2-day conference, acknowledgment
as Sponsor in the posters, streamers, conference brochure
and souvenir program
¥ Cocktails Sponsor (P150,000). Entitlements same
as Principal Sponsor, plus option to conduct a 45-minute
product / service presentation during cocktails, option
to display materials indicating cocktails sponsorship
during cocktails
¥ Luncheon Sponsor (P100,000). Entitlements same
as Principal Sponsor, plus option to conduct a 45-minute
product / service presentation during one lunch break,
option to display materials indicating luncheon sponsorship
during sponsored lunch break
¥ Break Sponsor (P50,000). Entitlements same as
Sponsor, plus option to conduct a product / service
presentation during a morning or afternoon break, option
to display materials indicating break sponsorship during
sponsored morning or afternoon break
¥ Advertiser (1,650 to P6,600). Advertisement in
the souvenir program, whole page P6,600 / half page
P3,300 / one fourth page P1,650, all VAT included.
Meanwhile,
in keeping with its year 2002 conference theme "Collaborative
Supply Chain Management: Key to Global Competitiveness",
DMAP has started to talk to certain service providers
with the hope of achieving better efficiencies and logistics
improvements. It is also hoped that rate setting processes,
always a source of irritation, can be made smoother,
more equitable and more transparent. DMAP welcomes a
change of atmosphere and will work with those service
providers who are cooperative and positive.
Sea
transport issues remain - the 20% GRI of Nov. 2000,
the 6% GRI of Nov. 2002, AFRA4, reclassification of
commodities, unbundling of sea transport costs, the
50-mile limit in EO 170, and the indirect contempt case.
Very
specific matters within the rates issues are annoying
to shippers. First, when AFRA4 was announced, the rates
matrix provided by one or more shipping lines includes
not just AFRA4, but also the 20% GRI and the 6% GRI
of Nov 2002, both still unsettled. The 20% GRI is still
pending, as the Supreme Court still has not issued an
entry of judgment on the MC153 case. The hearing on
the 6% GRI has been shelved pending the results of the
unbundling exercise.
The
other matter is the silent unannounced increase of standard
contents of a 10-foot container from 13 cbm to 14 cbm,
a 7.7% increase.
Last
Call - Forum on Measuring Logistics Performance. You
cannot afford not to measure. Take a half day off your
busy schedule. Listen and compare notes on:
¥ What measures are important? (Overall measures,
warehousing, transportation, inventory management, customer
service, etc., how do you measure service providers)
¥ What do top Phil. companies do? Listen to our
panel share their wide experience with their companies
and others.
Speakers
include Lorie Cinco (Pure Foods-Hormel), Eric Perdigon
(Consultant, formerly L'Oreal, Coca Cola Export and
Colgate), Ike Castillo (James Hardie, formerly Zuellig
Pharma), Arlene Azul (Nestle, DMAP President).
Address
inquiries and comments on the Annual Conference and
on the above Forum to Ed Sanchez at tel. 671-8670, fax
671-4793, or email dmap@i-manila.com.ph. Those interested
in DMAP training and other activities are requested
to send their e-mail addresses.
Back
to Top
More
on RORO (April
7, 2003)
The Strong Republic Nautical Highway
(SRNH) received quite a lot of time and space in the
media in the past two weeks, especially with President
GMA shown partying in Boracay during the dry run of
the Western Seaboard nautical caravan last week.
The
Western Seaboard segment of the Strong Republic Nautical
Highway is a result of the approved version of Executive
Order 170 on the Road Roll-on Roll-off Transport System
(RRTS). The approved version, as we lamented in a past
issue, contains a 50 nautical mile limit on roll-on
roll-off terminal links. The 50-mile limit was inserted
by an unknown party before the signing by President
GMA.
The
Western Seaboard links include Batangas-Calapan sea
link, Calapan-Roxas Mindoro road link, Roxas-Caticlan
sea link, Caticlan-Iloilo road link, Iloilo- Pulupundan
sea link, Pulupandan-Dumaguete road link, and Dumaguete-Dapitan
sea link. All sea links are within the 50 mile limit.
The
system allows only for short links and excludes 'longer
haul' links. Thus a RORO vessel cannot make use of the
benefits of EO 170 in going from Batangas directly to
Iloilo, for example.
The
50-mile limit will nullify the huge savings and improvement
in service that DMAP members are anticipating. We repeat
them below.
1.
Lower freight based on lane meter charging irrespective
of cargo type.
2. Lower cost based on the elimination of cargo handling
charges with their accompanying PPA shares.
3. Lower warehousing cost and inventory cost based on
the closure of warehouses in the destination islands.
4. Lower inventory cost based on faster turnaround.
5. Faster service to destinations and customers based
on faster loading and unloading on and from the vessel.
6. Faster service to destinations and customers based
on simpler procedures and documentation.
7. Reduced incidence of pilferage based on straight
loading and unloading of trucks.
Freight
is expected to be lower because the vessel operator
will not have to pay stevedoring charges as these will
be eliminated. Tet Gambito of CSPM had previously estimated
stevedoring to be in the region of 7% of port-to-port
sea transport cost.
In
addition, the vessel operator will not have to invest
in containers and large equipment needed to handle container
vans. The handling expenses could be around 17%, and
possibly the container-related expenses another 10%.
These add up to 34% of port-to-port cost, and possibly
approaching half of freight revenue. If, say, very conservatively,
just half of these could be saved and passed on by the
vessel operator to the shippers, that would mean 17%
of port-to-port cost for cargo owners.
Freight
will be charged on a per lane meter basis, no matter
what the contents of the truck are, since the truck
is essentially just crossing a moving bridge. This will
do away with the classification of cargoes. All kinds
of cargo will benefit from lower freight, but those
currently classed as A would benefit the most. The reduction
will be huge for class A because their current freight
is 54% higher than class C.
For
the cargo owner, that was just freight. Arrastre will
be eliminated totally. Gambito had previously estimated
arrastre to be around 22% of port-to-port cost. The
total savings in port-to-port cost will approach 40%!
Of
course Gambito's figures have been disputed by other
parties, including MARINA and PPA. The cost unbundling
exercise, long said by certain groups to be impossible
to do, but now approved by the government, will hopefully
be completed and give us a more accurate picture. We
gather that CSPM and MARINA will sit down very soon
to reconcile their figures.
In
the meantime the 40% figure stares us in the face. Remember
that my back-of-the-envelope calculation assumed a 50%
pass-on of savings by vessel operators.
Of
course, we have to refine our calculations not only
on the above differences with other agencies, but also
on other matters such as operational concerns. For example,
will there be a need for a larger terminal area? Will
vehicle loading be more difficult because of stability
problems? What about the reluctance of truckers to expose
their trucks to sea water?
On
the other benefits, the third item of warehousing cost
savings applies only to certain situations. At this
time, we have no estimate of the inventory cost savings
due to faster turnaround. The faster service and the
reduced pilferage are real and applicable to everyone.
What
we are saying is that EO 170 will prevent us from reaping
the benefits because of the 50-mile limit. What a bad
mistake some people have made!
If
I were to bring goods to Bacolod via the SRNH, it would
be much worse than a direct shipment in both cost and
time. First of all the combined freight will be higher.
Then there will be a terminal fee at every stop. The
time will quite obviously be much longer.
In
general, a vessel would have to go through several short
links to get to a place beyond 50 miles. This is like
a bus stopping at several bus stops rather than going
express. It would definitely lead to slow transport
time, and high cost due to multiple terminal fees and
higher total freight.
Make
no mistake. We are not saying that EO 170 is totally
useless. It will help promote island to island trade
in the areas not served adequately due to high investment
requirements in the past. EO 170 will be useful on those
short island hops, where it would affect small volumes
along the so-called Western seaboard.
We
are calling for an amendment of EO 170. Probably a new
EO is in order?
Forum
on Measuring Logistics Performance. You cannot afford
not to measure. Take a half day off your busy schedule.
listen and compare notes on
¥ What measures are important? (Overall measures,
warehousing, transportation, inventory management, customer
service, etc., how do you measure service providers)
¥ What do top Phil. companies do? Listen to our
panel share their wide experience with their companies
and others
Speakers
include Lorie Cinco (Pure Foods-Hormel), Eric Perdigon
(Consultant, formerly L'Oreal, Coca Cola Export and
Colgate), Ike Castillo (James Hardie, formerly Zuellig
Pharma), Arlene Azul (Nestle, DMAP President).
Address
inquiries and comments to Ed Sanchez at tel. 671-8670,
fax 671-4793, or email dmap@i-manila.com.ph. Those interested
in DMAP training and other activities are requested
to send their e-mail addresses.
|
