Pack n Send Blog

  Pack n send is reprinting this article from today’s Houston Chronicle. Since this will directly impact both incoming and out going ships, it is important to note that there will be cargo delays at the Port of Houston this week.

 By ZAIN SHAUK
HOUSTON CHRONICLE

A set of barges crashed into an electrical tower Sunday in the Port of Houston, prompting the U.S. Coast Guard to shut down most of the nation’s second-largest maritime shipping complex, possibly until Wednesday.

A towing vessel pushing three barges of scrap metal through the Houston Ship Channel about 6 a.m. hit a 300-foot-tall electrical tower, which carries lines across the artery, said Petty Officer Richard Brahm, a spokesman for the Coast Guard. No injuries were reported.

The crash happened at the narrowest point in the waterway, leaving three-fourths of the port’s terminals inaccessible.

“Maybe if it was wider we could have got boats around it, but it’s not, so it’s a logistical problem,” Brahm said. “It’s a bad place for it to happen.”

There was no risk of electricity-related injuries or effects to the power grid, which is owned by Houston-based CenterPoint Energy, because lines in the area were deactivated prior to the crash for maintenance work, said Penny Todd, a spokeswoman for the company.

CenterPoint was in the process Sunday of moving equipment needed to clear the steel tower and cables from the waterway — work the company expects will be completed Wednesday, she said.

The 25-mile-long port complex is a major economic engine for the region and in 2009 handled more waterborne tonnage than any port in the country, according to the Port of Houston Authority.

About 60 ships carrying $322 million in goods and resources — ranging from crude oil to finished products in containers — move through the port each day, said Chief Warrant Officer Lionel Bryant, a spokesman for the Coast Guard.

19 miles closed

Items shipped through the Port of Houston move to and from destinations in every state, which could mean delays for companies with vessels in the water.

Those ships will have to drop anchor and wait until the steel electrical tower, which was propped up by the barges after the accident, is removed.

At least eight ships were waiting in an anchoring area outside the port after the crash. Five others were waiting to leave.

The Coast Guard closed 19 miles out of the 54-mile-long ship channel, leaving more than 100 terminals — including those for oil giants Shell and Valero — cut off from the sea.

Further delays possible

The few accessible terminals are mostly for container ships and will not be usable by most companies that would need other infrastructure for loading and unloading or that had planned to arrive at terminals north of the crash site, said Tom Pace, presiding officer of Houston Ship Pilots, a labor association.

Three days of backups could result in further delays, even as traffic begins moving through the port again, Pace said.
“It’s going to take probably three days to get everything back to normal after that,” he said.

Crew members from the towing vessel, the T/V Safety Quest, were removed from the boat and tested for drugs and alcohol.

It was unclear how the accident occurred, but the tower’s location has long been known to ship pilots who work in the port, Pace said.

It was one of six towers in the channel, but was the closest to the preferred waterway for traffic.
“The one problem is the tower’s really close to the navigable channel,” Pace said. “That’s probably one of the reasons it had happened.”

For more information about shipping cargo and freight receiving through the Port of Houston, please contact pack n send at 713 266 1450.

Pack  n send is posting this article written by Ryan  Phillios at News 21  as a service to your customers. We found the entire article published on msn.com.  While the trucking industry is making improvements, it looks like the DOT still has a way to go as far as monitoring its own policies.

Trucker Bob Caffee needed a medical card fast. His certificate from the U.S. Department of Transportation was to expire in two days, and he was in Southern California, halfway across the country from his regular doctor. So Caffee headed to one of the medical clinics that have sprung up at truck stops across America.

The clinic in Ontario, Calif., where Caffee stopped, is housed in a small, rundown building next to a Travel Centers of America truck stop. A sign advertises "DOT Physicals" next to a picture of a red truck.

"You say, 'I need a DOT physical,'" and the assistant says, "'OK, come back here and I’ll call the doctor,'" Caffee said.

About this project

1. This project was reported by journalism students in the Carnegie-Knight  News 21 program in collaboration with the Center for Public Integrity, a nonprofit investigative journalism organization.

The two of them checked his blood pressure, urine, breathing, hearing and vision. Caffee remembers that he had trouble reading past the top two lines of the eye chart. "I told her I wear glasses, and she OK'd me," he said, even though his driver's license didn’t say he was required to wear glasses.

The whole thing was over in 20 minutes, and Caffee emerged with a medical certificate that states he is healthy enough to drive a commercial truck for the next two years. Cost of exam: $30.

The exam Caffee underwent is required for all interstate commercial drivers. However, in many states, almost any health professional, including chiropractors, physician assistants, osteopathic doctors and advance practice nurses, can issue medical certificates for truck drivers. There are no training requirements and only minimal standards for what to check.

If a trucker is denied by one doctor, he can easily try another. There is no database to check whether medical certificates are valid, or whether a driver is "doctor shopping."

Drivers can download a medical certificate from the Internet and fill it out themselves. Others don’t bother getting a medical certificate — genuine or false. Few are ever caught. A trucker caught without a certificate is often given a fine — and allowed to drive on.

Deadly consequences
The problem of medically unqualified commercial drivers first drew national attention in 1999 when a bus driver veered off Interstate 610 near New Orleans, struck a guardrail, went through a chain-link fence, vaulted over a golf cart path and rammed into a dirt embankment, killing 22 of the 43 passengers on board.

The driver, who had a current medical certificate, had been in and out of the hospital the day before for treatment of his kidneys. He was released less than eight hours before reporting to work, according to an NTSB report. Post-accident tests were positive for marijuana and an over-the-counter sleep medication that can cause drowsiness and dizziness. A passenger reported seeing the driver "slouch down" prior to the accident.

Conclusions

1. Findings of the News21 investigation include:

• The National Transportation Safety Board has essentially given up on 1,952 of its safety recommendations – one of every six it has made since 1967.
• Federal agencies, states and transportation industries are taking longer than ever to act. Over the past decade, the average number of years to implement recommendations went from 3.4 years to 5.4 years.

The accident prompted the National Transportation Safety Board to issue a series of stern recommendations in 2002 to the Federal Motor Carrier Safety Administration, whose primary mission is to prevent commercial motor vehicle-related fatalities and injuries.

Specifically, the board directed the FMCSA, part of the Department of Transportation, to "prevent medically unqualified drivers from operating commercial vehicles" and "establish a medical oversight program for all interstate commercial drivers."

Mitch Garber, a NTSB medical officer, said the FMCSA’s response to the board’s calls for tougher medical standards has been disappointing. The agency has addressed a few problems, but the approach has been piecemeal and largely ineffective, he said.

"It’s no more difficult for a medically unqualified driver to drive today than when the recommendation was made," Garber said.

For information on freight and cargo shipping from Houston, TX, please call pack n send at 713 266 1450.

 PAKISTAN – LUXEMBOURG – The catastrophic floods which have swept through Pakistan bringing misery to millions prompted the people of the Duchy of Luxembourg, encouraged by an appeal from the local Pakistan Consulate, to initiate a countrywide collection resulting in around 600 boxes, containing used clothes, sheets, shoes, plus tinned foods being donated.

Now Europe’s largest all-cargo airline, Cargolux, will transport these charity boxes free of charge on board its B747-400 freighter to Karachi on 14 and 21 September 2010. From Karachi, the shipment will be forwarded to the flooded areas by the local relief organization Edhi International Foundation.

Coordination and documentation were done by Cargolux’s Charity Committee at head office Luxembourg, taking care of the company’s worldwide charity activities, in line with the available space on Cargolux freighters.

Free storage room was offered by Streff, Luxembourg, who will also take care of the delivery of the boxes to the Luxair Cargo Centre, while Luxair Cargo arranges for free security screening of the Cargolux charity shipments.

On behalf of the People of Pakistan, The Honorary Consul General, Mr. Mark Samuel, extended his sincere gratitude to Cargolux Airlines, enterprise Streff, Luxair Cargo, and the People of Luxembourg at large for contributing generously with their valuable donation to help the floods affected people in Pakistan.

Pack n send has reprinted this article from the Handy Shipping   Guide as a service to our customers. Freight, cargo and airline companies consistently assist with disaster relief.

For information on cargo, and freight shipping from the United States, please contact pack n send at 713 266 1450.

 Pack n send is monitoring Freight and Cargo Shipments both within the United State and worldwide.  This article taken from Handy Shipping   Guide highlights new strengths seen in US shipping markets.

Long Beach, California based UTi, a non asset based 3PL supply chain specialist turned in better than expected results yesterday following a general upward trend for the industry. With over 23 million square feet of warehousing in 23 countries the US company shows a pattern that seems fairly typical for the freight market at the moment. The CEO however offered a customary word of caution in today’s volatile conditions.

 Eric W. Kirchner, chief executive officer, speaking of the second quarter results said in a statement:

"Our improved results were primarily driven by strong volumes and better operating margins. Airfreight and ocean freight volumes continued to grow faster than the market and were higher than volumes recorded in the second quarter two years ago, prior to the financial crisis. Results remain tempered by yield pressure due to continued high transportation rates, and we expect these rates to remain volatile on many trade lanes for the rest of the year. We are also expecting volume growth to moderate during the second half of the year due to a slowing global economy and more difficult comparisons to the prior year.

"We continue to be encouraged by improvements in our contract logistics and distribution business, which reported solid revenue growth and higher operating margins. Client volumes improved in the quarter, particularly in retail and consumer markets, and we continue to manage our operations more efficiently. Our transformation initiatives remain on schedule and we are making good progress in all areas."

UTi saw increased operating costs, up 9% against last year but it seems although traffic volumes were higher, rates were more competitive dragging profits back somewhat. Net revenues were up 12% for the half year against 2009 at $379 million.

 For more information on Houston shipping, freight and cargo shipping, please feel free to contact pack n send at 713 266 1450.

Pack n send is posting part of the information posted by MSNBC.  While we are in the process of adjusting freight shipments for our customers, and rescheduling when necessary, we are keeping an eye on the storm.

 HATTERAS ISLAND, N.C. — Hurricane Earl was barreling toward the Eastern Seaboard Thursday with winds swirling at around 145 mph, as forecasters issued a new warning for New York's Long Island and tried to work out how badly North Carolina would be hit.

With the storm expected to start hitting North Carolina later Thursday, officials expanded mandatory evacuation orders across new areas of the state's low-lying barrier islands.

The orders affect all visitors throughout Dare County as well as residents and visitors to the popular town of Nags Head, county emergency relief officials said.

Mandatory evacuations, similar to those already in effect for Hatteras Island and Ocracoke Island, were also ordered for the beach communities at Morehead City, authorities said.

The National Hurricane Center in Miami issued a tropical storm warning early Thursday for the coast of Long Island and a hurricane watch was issued for areas of Massachusetts. A hurricane warning was already in effect for the North Carolina coast.

Canadian officials also put parts of the Nova Scotia coast under a tropical storm watch.

Category 4 storm Earl, which has maximum sustained winds near 145 mph, was located about 410 miles south of Cape Hatteras, N.C., and was moving north-northwest near 18 mph.

Forecasters said the storm had strengthened slightly, but expected gradual weakening to start later Thursday. Hurricane-force winds extend outward 90 miles from its center.

Watches and warnings were posted along the Atlantic coast for most of North Carolina, Virginia, Maryland, Delaware, New Jersey, New York, Connecticut, Rhode Island and part of Massachusetts, alerting residents that hurricane and tropical storm conditions were possible within 36 to 48 hours.

No storm has threatened such a broad swath of the U.S. shoreline — the densely populated coast from North Carolina to New England — since Hurricane Bob in 1991, National Hurricane Center spokesman Dennis Feltgen said.

The last Category 4 to approach the Outer Banks was Helene in 1950, NBC News Meteorologist Bill Karins reported.

'Very significant impact'
Large swells roiled the coastline and experts warned Earl would bring dangerously high seas.

The first winds were expected to reach the North Carolina's barrier islands by Thursday afternoon and gain force during the night, though the hurricane is then expected to start weakening, the NHC said.

Tourists were largely gone from North Carolina's Outer Banks, but those resolute residents who stayed behind said they were prepared to face down the powerful hurricane. The islands jut out into the Atlantic and are frequently smacked by hurricanes and storms.

"There is still concern that this track, the core of the storm, could shift a little farther to the west and have a very significant impact on the immediate coastline. Our present track keeps it offshore, but you never know," Feltgen said.

The storm was forecast to pass just off Cape Hatteras, bringing wind gusts of up to 100 mph and several feet of storm surge both from the Atlantic and the sounds to the west of the islands.

Evacuations continued Thursday with residents and visitors leaving a barrier island in Carteret County, N.C.

Emergency services director Jo Ann Smith, of Carteret County, said she wasn't sure how many people were affected by the order to leave the Bogue Banks areas.

Unlike some of the barrier islands on the Outer Banks who had to take a ferry, Smith said people could simply leave in their cars.

 For more information on freight and cargo shipping, please contact pack n send at 713 266 1450.

With the ever adjusting economy, pack n send is monitoring changes in both the freight and cargo industries. We are reprinting this article from The Handy Shipping Guide as a service to our customers. For information on freight and container loading, please contact us directly at 713 266 1450.

US- UK – WORLDWIDE - Having peered into the financial abyss last year YRC, the US less than truckload (LTL) haulier have continued their policy of refinancing by selling off their logistics arm. YRC Logistics has been purchased by Texan venture capital firm Austin Ventures, known for start up and company growth capital investment. The deal, mooted in June, was completed last week for $38.7 million and the investors immediately re branded the group as MIQ Logistics.

Former president and CEO of BAX Global Inc. Joey Carnes was installed as Kansas based MIQ boss and the group will revert to the original MIQ name which was changed by YRC Worldwide in 2007 to emphasize the YRC brand having originally been successful as Meridian IQ logistics. Since that time it has been an uphill struggle for YRC who have had to improve liquidity by strategic redundancies, sale of property and assets, a debt to equity swap in December and a deal to cut salaries negotiated with the unions.

It seems that these drastic measures may have settled the tension surrounding the stock as YRC reportedly took $33.6 million in cash whilst settling YRC Logistics company affairs for payments totaling $11 million. YRC Worldwide is also apparently to retain the potentially lucrative Chinese logistics interests but the bulk of all freight forwarding and customs operations will be transferred back to MIQ.

The deal includes the transfer of the Hampshire based operation which only opened a new 6,500 square foot warehouse in Totton in December citing a big increase in business for the expansion. YRC Logistics has a presence in Asia, North America, South America and Europe and operates from six sites in the UK in London, Birmingham, Manchester, Hemel Hempstead and Glasgow as well as Southampton.

The Port of Houston offers an up close look at cargo shipping. Pack n send is posting the information  taken from the Port of Houston website as a service to our customers.

Get ready for an unforgettably spectacular waterborne tour of one of the busiest ports in the world aboard the Port of Houston Authority's free public tour boat!

Named for the legendary military commander who led the fight for Texas independence from Mexico and later statehood, the M/V Sam Houston offers free leisurely 90-minute round-trip cruises along the Houston Ship Channel.

Embarking from the port's Sam Houston Pavilion, visiting sightseers can enjoy passing views of international cargo vessels, and operations at the port's Turning Basin Terminal. Measuring 95 feet in length and 24 feet in width, the boat carries a maximum capacity of 90 passengers with air-conditioned lounge seating and additional standing room on the boat's rear deck.

The M/V Sam Houston has been operating as the Port Authority's public tour vessel since its inaugural voyage on July. 30, 1958. By 1979, a total of 1 million passengers had taken the tour.

No food or beverages are allowed to be brought aboard the boat or into the pavilion. However, a free beverage is provided on the boat during the trip. We want all of our visitors to enjoy the tour experience in a clean and safe environment, therefore picnics in the pavilion are not allowed.

The tour is free; however reservations are required 24 hours in advance of the planned tour. Enhanced port security measures require government-issued photo identification for passengers ages 18 and older. Examples of acceptable identification are state-issued drivers license, state of Texas Identification card, or passport.

Register online anytime, or call 713-670-2416, Monday through Thursday between 10 a.m. and 4 p.m. Please note: a maximum of 45 reservations is allowed for any one group. Also, a maximum ratio of one adult per four children under the age of 12 will be enforced.

SECURITY NOTICE

Because of heightened security measures, regularly scheduled tours aboard the M/V Sam Houston may be canceled without advance notice. Before making the trip to the Port of Houston for a tour aboard the Sam Houston, please consult this Web site for information on the status of your tour.

Security regulations also prohibit the carrying of any camera equipment aboard the M/V Sam Houston and the taking of photographs from aboard the ship is strictly prohibited.

Also, large baggage such as backpacks and oversized purses are not allowed on board. Passengers' personal belongings may be subject to searches in accordance with federal regulations. The PHA reserves the right to refuse passage to board the vessel to any person for any reason at any time.

 We advise that you arrive at least 15 minutes, preferably half hour, before your tour launches to assure that you have plenty of time to check in through security and to board the vessel.

For more information on international shipping, please feel free to contact pack n send at 713 266 1450.

Now that a one hundred square ice piece has broken off a glacier, the cargo ships now face a new peril. 

After dealing with pirates and colliding ships this floating island is another worry for boat captains.

 This ice island break off follows six months of unusually warm record.  These past six months have recorded the warmest temperatures since 1962.

Since glaciers are melting faster than any one had anticipated, they are adding to threats of flooding coastal cities all over the world.

It should take approximately two years for this latest breakaway piece of ice to melt. At this point, the worry is that the iceberg may head toward shipping lanes off of the Canadian Coast, and also in the North Atlantic Ocean.

By monitoring the progress of this large ice mass, ships should be able to adjust their course during the next two year time period.

For information about freight and cargo shipping, please contact pack n send at 713 266 1450.

Two ships registered to Panama have collided off the coast of India.  The cargo on one of the ships has been seen floating in the water. 

We do not have any more information a bout the collision at this time, but will keep you updated as we receive more information.

 Pack n send regularly ships out of the Port of Houston. For information about our container loading and freight shipping, please call pack n send at 713 266 1450.

CANADA – After harsh words had been exchanged over what the Innternational  Transport  Workers   Federation  (ITF) called last week “a needless overreaction” it seems talks are to resume at the  Port  of Montreal   which will possibly mean an end to the labor dispute which commenced in June. On the 27th of that month the dockworkers claim that employers changed the working conditions of 169 dock workers with the least seniority. The longshoremen responded by refusing to work overtime as of the 9th July.

On Sunday the 18th July the union and employers met all afternoon and planned to continue ongoing negotiations during the following week. During the next 48 hours however there was a lockout preventing access to the port and infuriating union officials. The lock out was described as “incomprehensible and pointless. News of the lockout reached them they were in the middle of a general meeting to cancel the planned application of pressure tactics. They pointed out that overtime is voluntary and no reason to be excluded from work.

Now it appears common sense has prevailed on both sides and they have agreed a protocol to return to work enabling the port to function whilst negotiations continue, with union representative Michel Murray saying that with both sides talking an agreement could be reached in the next few weeks.

Shipping through the port, Canada’s second largest behind Vancouver and capable of handling one and a quarter million TEU’s per annum, has been diverted to other ports, principally Halifax, since the dispute started and the problems are causing delays and possibly the cancellation of new contracts and investments.

 Pack n send has reproduced portions of this article from Handy   Shipping News as a service to our customers.

Pack n send monitors port operations throughout the world.  While most of our cargo shipments go via ship to ports in Central America, Europe, the Middle East and Africa, any port closure or slowdown can affect freight shipments throughout the world.

 For more information on overseas shipping, please feel free to contact pack n send at 713 266 1450.

In the closing days of the 2010 legislative session, Delaware lawmakers took quick action to exempt some mobile two-way radios from a pending law that would have barred their use by motorists.

Legislation signed into law by Gov. Jack Markell on July 6 (HS 1 for HB 229) prohibits Delaware drivers from using hand-held cell phones or other electronic devices to hold conversations, send text-messages or access the Internet. The legislation also outlaws the use of two-way radios in moving vehicles.

Schwartzkopf said that, while police and first responders were excluded from the original ban, he was embarrassed to admit that he forgot transportation workers and others still use the dated, but proven, technology.

Delaware will be breaking new ground when the law is implemented. No other state in the country prohibits motorists from using CB radios installed in their vehicles.

On the issue of hand-held cell phones, the First State will actually be the seventh state to enforce the prohibition on motorists. It’s already illegal for drivers to use the devices in California, Connecticut, New Jersey, New York and Oregon, and in Washington, D.C., as it is in the Delaware municipalities of Wilmington and Elsmere. Maryland’s hand-free cell phone law will go into effect on Oct. 1.

Additionally, 25 states have enacted laws prohibiting texting while driving.

Supporters of the Delaware law point to the increased distraction caused by cell phone use and the hazard impaired drivers posed to their fellow motorists and pedestrians.

 “This new law is about improving safety for everyone who shares the road. We hope we can reduce the number of drivers who text and e-mail while driving, and therefore, reduce the number of distraction-related crashes. Just as we’re keeping our focus as a state on creating more jobs, we want drivers keeping their focus on the road,” Markell said.

Violators would not accumulate any points on their licenses. Drivers would be permitted to punch in the phone number or activate the hands-free device, but then cannot have the phone in their hands.

The bill also allows drivers to use a hand-held cell phone to report an accident, fire, reckless driver or another emergency.

Sen. Karen E. Peterson (D-Stanton), who was the primary Senate sponsor of the bill, acknowledged that it was controversial.

The new laws go into effect 180 days from signature – on Jan. 2, 2011.

Portions of the article written by M.  Patricia   Titus,   

Coastal   Point  News have been printed here as a public service.

While pack n send specializes in freight preparation and cargo shipping, we are always looking for ways to keep our customers informed about new laws affecting drivers.

For information about shipping furniture on pallets, please call us at 713 266 1450.

The Los Angeles Times has reported that clerical workers  went on strike at several terminals in both Los Angeles Long beach. These workers are responsible for critical paperwork for ocean cargo in California.

While the ports are fully functioning, there have been some picketing by workers at the port. 

An arbitrator declared that the strike was improper and ordered the employees back to work. 

The clerks who have walked off their jobs are responsible for export paperwork as well as transport documentation.

This job action along with the governor call for minimum wage for all California state employees not currently under contract, could set a double whammy for the already beleaguered economy in California.

Other ports around the nation that handle freight and cargo shipping have not been affected by this labor dispute.

For information on shipping  freight and cargo from the Port of  Houston, please contact pack n send at 713 266 1450.

www.pack-n-send.com

Is Manufacturing Coming Back to the U.S.?

Why is pack n send posting this article on our website?  If it costs us more to do business with China, it will be more expensive to import Chinese goods. If the US can pick up on this, we should be able to manufacture more in the US. This should enable the US to not only to manufacture more goods, but also export more goods to other countries! This will be good for not only pack n send, but other companies that prepare freight, and ship freight to other countries.

If you haven't been paying attention to the news lately, you might have missed some interesting developments: the Chinese government has started allowing the value of its currency to fluctuate, and Chinese workers have begun striking in efforts to increase their wages. Both of those developments are likely to increase the cost of manufacturing in China, and here's another newsflash: the costs of shipping containers are also going up. Fast.

Steve Crowder, the president of GuildMaster, an SRC affiliate that manufacturers and sells accent furniture, told me that the costs of overseas shipping containers have increased by 30 percent since the beginning of May - increasing from $4,000 a container to $5,200. And that doesn't fully account for the fuel surcharges that logistics and shipping companies have begun tacking on to take advantage of all the goods needed for an expected surge in demand for the upcoming holiday shopping season. The reason I point out these stories is that I'm seeing an emerging trend: the increasing cost of doing business in China.

The upside of such a trend, of course, is that more and more companies like GuildMaster are taking a second look at United States manufacturers, something that's being called "near-sourcing."

Personally, I've always seen off-shore manufacturing as a significant risk to a company's cash flow, something not enough people pay attention to. It used to be cheap and easy to borrow the money to finance off-shore manufacturing, but that's changed. Consider this example: Let's say you want to order a batch of widgets from a manufacturer in China that's charging 50 percent less than a manufacturer here in the United States. The price may be good, but you have to wire the money up front to pay for your order. Then you wait - up to 90 days while your product is produced and shipped across the ocean.

When you finally get the product to your customer - let's say it's a big-box retailer - you then have to wait up to 90 days before you get your money. Think about that. The time between when you lay out your money to your manufacturer and when you finally receive a payment from your customer can be as long as 180 days. So, you might wait up to 225 days before you get your money back. That's a long time and a serious drain on cash flow. And that's assuming everything goes well. It's also possible that your product won't sell and your big-box client will return it. If that happens, you're stuck holding more inventory and waiting to get paid for it, possibly until the following season.

But let's look at this scenario from a different angle. Suppose you choose to hire a domestic manufacturer instead of one in China. Now, rather than paying up front, you may well be able to negotiate terms where you pay your supplier 60 days after you receive your product - which amounts to a 60-day, interest-free loan. Ideally, you end up paying your supplier at just about the same time you receive your payment from your customer.

The shorter supply chain also comes into play in a big way if you run into a quality problem or a shipping delay or if you have the happy problem of needing more product to meet customer demand. Several big-box retailers will penalize you if they sell out of your product and you can't resupply them immediately - what's known as a "stockout."

When you source your product from China, and need to wait up to 90 days for each order, you have to carry extra inventory as stock-out protection - another big hit to your cash flow. When you use a domestic supplier, you can turn to FedEx or UPS to solve your problem overnight. That means you don't have to carry as much extra inventory.

With a long supply chain, an entrepreneur faces tough choices because the company's cash is tied up with suppliers and customers. With credit still tight, companies can end up struggling to cover the inevitable cash shortfalls that come from growth. Some companies resort to doing things like factoring - borrowing off their accounts receivable at interest rates that can top 20 percent - or bringing in outside investors and private equity money, decisions that cut into either net income or equity.

Then there are companies like Springfield Spring in Springfield, Mass., an open-book company founded in 1942 that makes precision-engineered springs and clips. Norman Rodrigues, the company's chief executive, says that domestic small businesses have long underestimated the true cost of manufacturing overseas, but he believes those costs are now becoming clearer.

"Six years ago, everyone was falling over themselves to get into China to save money and maximize what they called their ‘shareholder value,'" Mr. Rodrigues told me. "But, when you begin to add up the cost of freight, the aggravation of delays, the lack of quality control, and the money you need to invest relative to cash flow, you're starting to see people in the boardrooms of the big corporations reconsider that decision."

Of course, we don't have the same manufacturing base here that we used to. And, for certain products, off-shoring might still make sense. But, given the advantages that a domestic manufacturer can give its customers, like just-in-time delivery and better quality controls, maybe we'll see more opportunities for new businesses to take root in the United States in the near future.

Pack n send already makes our custom crates for shipping in our  ware house. That way, each crate is specifically prepared to fit the individual order.

For freight and cargo shipping please visit our website at http://www.pack-n-send.com/.  We have listed the countries that we ship to. Or, you can call us at 713 266 1450

Pack n send is posting this press release issued by the Port Authority of Houston.  Pack n send ships cargo and containers through the port of Houston. 

Freight shipping from Houston has a major impact on the Houston economy.

By unanimous vote, the Harris County Commissioners Court and the Houston City Council today jointly re-appointed James T. Edmonds as chairman of the Port Commission of the Port of Houston Authority. County commissioners and city council members gathered at Houston City Council Chambers for the re-appointment vote.

"I am deeply honored and grateful for the confidence Harris County Commissioners and the Houston City Council have expressed in me since I was first appointed chairman in 2000," Edmonds said. "I will work even harder over the next two years to ensure that confidence is well-placed."

Initially appointed to the port commission in October 1996 to represent Harris County, Edmonds was first appointed chairman in 2000 by the city and the county. Edmonds is also a member of the board of commissioners for the Houston Pilots Association. Port of Houston Authority (PHA) commissioners serve two-year terms without pay.

Under Edmonds' leadership as chairman, PHA has implemented some of the most innovative initiatives in environmental stewardship, security and facility operations while experiencing the most aggressive growth, capital expansion and profitability in the organization's 96-year history.

"I'm glad to see Jim Edmonds reappointed for another term as chairman of the Port of Houston Authority," said Harris County Judge Ed Emmett. "It's in times of economic uncertainty like these that Jim's foresight and calm, steady guidance are most needed. All of us in Harris County benefit from Jim's experience and wisdom."

The port authority made history in 2002, when it became the first U.S. port facility to implement an Environmental Management System (EMS) that meets the rigorous parameters of the International Organization for Standardization (ISO) 14001 system. Under Edmonds' leadership, the port authority continues to set standards in environmental stewardship and security measures. In 2008, PHA became the world's first port authority to initiate a Security Management System worthy of certification for ISO 28000:2007. In 2009, the recertification of its EMS raised the bar yet higher, with the additional certification of the Bayport Container Terminal. Opened in February 2007, the Bayport terminal has added to PHA's capability to process 1.8 million in container TEUs annually.

Houston Mayor Annise Parker stated, "I am pleased to join Harris County Commissioners and Houston City Council in reappointing Jim Edmonds as chairman of the Port of Houston Authority. He is a proven leader who has guided the port through a period of unprecedented growth and environmental advances. Keeping him at the helm will help ensure this progress continues."

In addition to operating or leasing the public port facilities, the Port of Houston Authority is the sponsor of the Houston Ship Channel. In 2009, Chairman Edmonds worked closely with U.S. Rep. Gene Green and other members of the Texas congressional delegation to help the U.S. Army Corps of Engineers receive $98.8 million in funding from the American Recovery and Reinvestment Act. It was the largest single allocation of federal funding for infrastructure projects the channel had ever received. The waterway's impact on the region includes about 785,000 jobs and $118 billion in economic activity. Across the U.S., 1.5 million jobs and $285 billion worth of economic activity are related to the ship channel.

Edmonds' leadership also enabled the port authority to play a major role in advancing railroad transportation efficiency by helping create the state's first Gulf Coast Rail District. The Houston Ship Channel Security District also gained state legislative approval during Edmonds' tenure. Both projects are highly regarded for setting standards of excellence in public- private partnerships.

The completion of the $700 million Houston Ship Channel deepening and widening project in 2005 is considered a testament to Edmonds' strength in building coalitions among congressional members and various local stakeholders. In addition to enhancing navigational safety for commercial vessels, the project created more than 4,200 acres of wetlands and wildlife habitats.

PHA's opportunities with small businesses also were elevated under Edmonds' leadership. In 2002, PHA created and implemented its Small Business Development program with a 35 percent participation goal and - since its inception - the program has awarded nearly $285 million in PHA eligible contracts to registered firms.

In addition to his civic service with the Port of Houston, Edmonds also serves as a board member of the Memorial Hermann Hospital System, Gulf Coast Rail District, I-69 TxDOT Advisory Committee, and the Alliance for I-69 Texas. Edmonds is president of Edmonds & Company, a business consulting firm. business consulting firm.

For more information on shipping freight through the Port of Houston, please contact pack n send at 713 266 1450.

US - The Motor Carrier Protection Act just put forward by two Senators is causing ripples amongst the trucking and shipping industries. The bill proposed by Minnesota Democrat Amy Klobuchar and Republican Olympia Snowe from Maine is designed to toughen up the criteria needed by companies wishing to take responsibility for cargo in their care and applicable to all freight brokers and freight forwarders.

Industry critics say that this legislation merely increases the power of the larger carriers

The draft outline of the proposed regulations are as follows; each licensee must lodge a broker bond for $100,000 (currently $10,000), the  FMCSA) to lay out specific guidelines for applicants plus tougher regulations overall. Licenses to be reviewed annually or be automatically revoked with costs of licenses set to cover the FMCSA's enforcement budget. The are proposing stricter penalties for defaulters, including an unlimited liability for freight costs against any unlicensed broker or freight forwarder.

In addition each registration will be exclusive to each regulatory authority and documents for every transaction must show the license number and the authority which granted it plus the bond providers and their administration procedures will also be strictly controlled.

Motor carriers will doubtless be divided on the issue. To some it will mean more cost and more administration, with one slip potentially costing them serious money, to others, it will remove completely the rogue elements that plague the industries lower end and feed off smaller haulers made desperate by difficult times.

Pack n send has reprinted part of the article listed in the Handy Shipping Guide.  We closely monitor proposed legislation that will affect both  cargo shipping and the freight industry.

For assistance in shipping both freight and cargo containers, please call pack n send at 713 266 1450.

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