September 4, 2025 • 32 mins
If you want to know what the new trucking regulations mean for your business, you shouldn’t miss today’s episode covering the latest headlines in the industry!
I also cover the ATA’s push for stricter federal safety enforcement, the ongoing debate over dash cams, FMCSA’s enforcement gaps that affect driver safety checks, and the latest battle between California and the federal government over clean truck regulations!
References / Resources
- https://www.ttnews.com/articles/ata-renews-safety-call
- https://www.overdriveonline.com/regulations/article/15754336/why-states-let-nonelp-drivers-placed-oos-go-free
- https://www.freightwaves.com/news/california-vs-us-showdown-two-cases-might-head-to-same-stage-and-federal-register-notice-posted
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Transcript
Episode Transcript
Available transcripts are automatically generated. Complete accuracy is not guaranteed.
Speaker 1 (00:03):
Came back with a bank window down yelling now money anything hey oh got the foot on the gas pedal to the metal when I'm get to the back hey Got the foot on the gas pedal to the metal when the lane moving fast hey Let them all cross if they hate them let them hate them Make a bigger ball.
Speaker 2 (00:24):
Hey what is up ladies and gentlemen?
We are back.
We are live.
It is a free coach podcast, the top podcast in transportation coming to you guys every single weekday, 8:30am Pacific, 10:30 Central to break down some industry headlines.
But most importantly, you guys provide some actual insight into what you can do with all of this information.
This is your first time tuning in.
Welcome.
(00:44):
This is the real side of freight, ladies and gentlemen.
And I do say that before every single show.
And what I mean by that is I only speak with transportation professionals because at the end of the day, you guys, I want to talk to the right individuals who have done what you're looking to do or who are currently doing what you're trying to achieve.
So you can take that information, apply it, utilize it and see a meaningful difference in your business and your life.
(01:05):
Happy Thursday, everybody.
Corey Buin, what's going on, brother?
And hey, you guys, it's going to be a solo show today.
We got some headlines we're going to be breaking down here.
Just a couple of quick reminders.
My team wants me to say this at the beginning of the show.
If you get value in what you heard today and you're not subscribed, subscribe to the show, you guys.
And if you're feeling really ambitious after this one, which you should be ranked the show on itunes and Spotify because if you saw value, your network's going to see value as well.
(01:31):
Also, just a quick reminder, you guys, we have a weekly newsletter.
It drops every single Wednesday.
But I need you to go to the FreightCoach.com to register for it.
I don't auto sign anybody up for anything.
Just like I don't pay for downloads and likes and comments and anything because I believe in that value exchange.
So if you want to get in on it, need you to go to the Freight Coach.com to auto prompt it to register and then take care of it there.
(01:53):
And yeah, it's just once a week, you guys.
We talk about the industry, we talk about rates, fuel prices, stuff like that.
And we don't bombard you with a bunch of crap.
But with that being said, you guys, we are, we got a solo show today.
It's going to be a lot about What I think are our friends in D.C. and I say friends very loosely over regulating the industry and a bunch of stuff that's going to on out there and we're gonna break that down.
(02:21):
But I wanted to, I'm gonna be starting to incorporate like a little bit of a market report and like obviously inside of my brokerage, like I pay for rating software.
I have a bunch of stuff out there and I'm gonna start kind of filtering this.
And especially when I have to do these solo or when I get to do these solo shows, I want to have them be, you know, a little bit more tactical and not just like breaking down articles the entire time.
(02:45):
And these are just like some legitimate strategies that we use inside of our operation to win more freight and to you know, most importantly, they'll read the market.
And I think like that is what's most important out there.
That I don't know of a lot of content that is really like kind of teaching people how to read the freight market.
(03:05):
And you know, right now when we're out there, it's pretty stable across the board, right?
Like there's not a lot of stuff that's moving that is show.
Like it's like I'm seeing anything that is kind of giving me any indication that like, oh my gosh, this is changing, it's going to change quick here.
Everybody be aware of this.
But at the end of the day I just want to help you guys out with what I would do in this instance if I was moving this lane or if I was out there trying to win or like earn customers inside of these freight markets.
(03:40):
And if you guys like this and you want to see more of this, just let me know down in the comments or DM me specific lanes that you might be working on.
Again, I don't need customers or anything like that.
I just want to help you guys read markets and kind of how like what I look for indicators to see if there's tightening of capacity, if rates are going to increase or anything like that out there.
(04:03):
So we're going to be doing this, I'm going to kind of filter it in.
There's not going to be like a set day for it.
It just know if I'm ever rocking a solo show, we're going to jump in with that.
But I wanted to bring up this lane here.
It's going to be Minneapolis, Minnesota to Houston, Texas.
And this is going to be for a reefer trailer out there and a lot of the data that I'M seeing rates are kind of, they're stable, right?
(04:27):
For the most part.
But there is a gap out there.
And if you're out there and you're ever pricing freight, you see that, right?
Like there might be like a $400 variance out there.
So I'm looking currently on a couple of my rating softwares that I use and I'm seeing rates as low as 2900 from Minneapolis to Houston and I'm also seeing rates as high as $3,400 out there, right?
(04:53):
So like that's a $500 rate variance that's going on.
So I chose reefer freight today because there is some, there's some different qual like factors, especially inside of this one, that I would change my pricing strategy on, right?
Like there's actually three different classifications on how you would price a refrigerated load.
(05:13):
There's your frozen loads that's going to be more expensive than your fresh loads.
And you know, frozen or minus 10 fresh is going to be, you know, 30.
I think it's like 35 to 38 degrees or something like that.
And then there's like the temperature controlled which is essentially like weather protect is like essentially 55 degrees and above.
So that is like the main thing, right?
Because I think like a lot of people will make the mistake and they'll see this and they'll be like, oh, it shows $2,800.
(05:37):
I'm just going to quote that for a negative 10 load that goes out there and that's just not the case.
And then another thing to take into consideration, I, you know, I chose this lane specifically because Minneapolis to Dallas is a two day run, right?
Like most people are going to want to pick that up on a Monday, deliver it on a Wednesday.
So that might be where that $2800 rate is that you're seeing out there.
(05:58):
But if this has to pick up on say a Thursday to a Sunday or a Friday to a Monday and there's that extra day of transit in there, realistically, carriers are going to ask for more money for that specific move, right?
So that is where you can kind of see that variance in pricing when you're going out there to look at that, right?
So to kind of recap here, you guys, if we're looking at Minneapolis, Minnesota to Houston, Texas, it's 1200 miles out there.
(06:25):
The rating software that I use inside of my organization, it shows anywhere between $2,800 and $3,400 on that specific lane over the last 15 days.
So if I'm looking at that, those are the factors I want to take in.
If I'm bidding on freight in my and it's a frozen load that is realistically going to err on a higher side of the price as opposed to if it's just a fresh or a weather protect temperature inside of that reefer.
(06:54):
And then again the days of the week, you guys, these are very crucial as you're going out there and you're bidding on your customers freight.
A 1200 mile run Monday to Wednesday is going to be priced very different from that same 1200 miles if it's Thursday to Sunday or Friday to Monday out there because there's that additional day of transit that is required.
But again, if you're looking out over the long term, depending on the day of the week that your customer shipping this freight, you guys, you're going to want to get in there and you know there's going to be some lands you're going to have to eat it on, right?
(07:25):
You might not make some money on those ones, but if you're looking for that long term consistent pricing and we have those lanes inside of our operation where it's like, hey, if this moves Monday to Thursday, we're going to be good on it.
But if this has to pick up Friday and deliver on a Monday, probably not going to make any money.
But at the end of the day we're servicing the account and we're thinking long term.
And if any of you are like me and out there bidding on freight or trying to win freight and earn customers every single day, you know that opportunities are few and far between out there.
(07:55):
So take that for what it's worth, you guys.
Again, like, this is just what I do inside of my operation.
This is how I price freight.
And these are the factors that I take into consideration as I'm going out there and trying to earn customers.
And yeah, so we're going to be talking about that.
We're going to sprinkle some of those little strategy sessions in here throughout the month.
(08:16):
But you know, you got to look at those.
There's multiple factors, you guys.
It's not just as simple.
It's, it's easy.
But it's not just as simple as just like, oh hey, the national average on Minneapolis to.
Or excuse not the national average, but the average rate between Minneapolis and Houston for a reefer is showing 2900 bucks.
That's what I should bid on it.
There's, there's multiple factors that go into it.
(08:37):
You need to take those into consideration if you're looking to earn customers business for the long term out there.
So that's our little, how do you quote, freight segment that we're going to start incorporating here, you guys, as we do solo shows throughout the month.
Because you know, at the end of the day, guys, all my guests have day jobs and I'd love to have people come on all the time and shoot the with me and break stuff down with me.
(09:02):
But you know, I'd like to also keep these solo shows in there so I can get a little bit more strategy based and kind of like what we do inside of our operation.
And you know, I just, it's just the stuff that we've done throughout the entirety of my career.
All right, let's get into the fun where we're going to talk a bunch of crap about all of our friends in D.C. and every state capital out there that can't seemingly get on the same page with a lot of this and a lot of the regulations that are coming out.
(09:27):
And you know, the title of this episode is Promptly Are Regulators Trying to Kill Trucking?
And short answer, yes, it's just over regulation.
It seems like it's just another thing and another thing.
And you know, before we get into that, I really hope the current administration takes the stance that they said they were.
Of every law that they put into place, they're going to remove some from it.
(09:51):
I don't have the exact figures in front of me on what they said they were going to do, but it would be awesome to see them, you know, not put so many laws in and take out, you know, they should be taken out a lot more.
But first article, you guys, ttnews.com ATA renews call for stricter Federal Safety Enforcement and then it goes on to say the American Trucking association is renewing its call for stricter enforcement of federal safety laws in the wake of, well, we all know what happened down in Florida.
(10:21):
So we're going to pass up a bunch of this.
And you know, it does go on to say that in the driver obviously got his CDL from California on a limited term non domiciled cdl.
And then it Chris Beard goes on to say America doesn't lack people who seek commercial driver's licenses.
What we lack are qualified drivers who meet the high standards of professionalism and safety to our industry that our industry expects in the law demands.
(10:49):
He added, qualified means you can speak English, read road signs, understand safety rules and respect our laws.
In addition to the investigation that went out there.
Sean Duffy on August 26th set a 30 day deadline for three states to comply with these federal requirements.
California, New Mexico and Washington.
Otherwise they are at risk of losing federal funds.
(11:11):
And we already talked about this on Tuesday's show.
So we're not going to dig too much deep into it.
Obviously, Chris Spear praised the move.
By putting states that refuse to enforce the federal ELP on notice, USDOT is doing what's necessary to protect the motoring public.
And you know, again, I agree with that, right?
Like if there's a federal law that is out there, I understand how the US is structured and stuff like that.
(11:36):
But if one state is expected to abide by it, every state should be expected to abide by it.
So I like the move that they're doing out there with this.
But you know, he did stress about that there needs to be more that has to be done here for safety and everything else.
And I am, you know, some of the key points of this article that it is, you know, the investment into safety, right?
(12:05):
And it goes in the article, it lists that the trucking industry has poured $14 billion into safety programs.
A 40% increase covering driver training, onboard technology and compliance.
While the ROI and safety spending becomes, you know, like, why is it impossible to ignore out there?
And you know, it goes on to say that the ATA is pushing for dash cams, you know, and it is, it's a defense against stage accidents and inflated lawsuits.
(12:33):
And I just look at it, you know, I, I understand.
And again, I'm not a truck driver, right.
At the end of the day, my family is, I come from a long line of truck drivers.
I understand why drivers do not want the inward facing cameras.
I truly do.
I truly get that.
You know, even if it's supposed to be off, is it going to actually be off and stuff like that.
(12:58):
I'm not here to argue anything like that.
But you know, when it comes down to dash cams, I've seen enough crash footage out there on social media.
And then some of the guests that I've have on my show who are, you know, risk experts and stuff out there, I look at it as is.
It's easy to always sit here and say I don't want to be a part of it until it's you.
(13:23):
I hope nobody gets into an accident.
But you know, the facts are the facts, you guys are, people are going to get into crashes.
Is your, is your business going to be protected in that moment?
Because, you know, and I said this yesterday, on the show, I do not think truck drivers and trucking companies are afforded the innocent until proven guilty, which the court system and the judicial system here in the United States is supposed to afford all citizens of this country.
(13:49):
Unfortunately, I feel like with nuclear verdicts and the just onslaught of headlines that are out there, I think most drivers are guilty until proven innocent.
Right.
Like it's not a fact, right.
But like, I feel like that's where we're at with a lot of this.
So when it comes to dash cams and you know, again, I've had people in the insurance space come on it as well and talk about how cameras can reduce your premium and everything and what you're paying for insurance and stuff like that.
(14:16):
And when I own trucks because like, that's definitely part of my long term strategy, you guys, is to have a fleet and have outward facing cameras on there.
I want to prove to be able to prove that my driver wasn't at fault.
And you know, furthermore, when it comes down to how many drivers out there who are listening to the show or brokers out there who are listening to this show right now had a drive in or a reefer load and then the trailer got rejected at loading because there was all of a sudden a big gash in the side of it and then the loader saying, oh, I never, I didn't do it.
(14:47):
It was there the whole time.
Again, like if you have a camera that proves that happened, you guys, like, unfortunately, I wish it wasn't like this, right.
But unfortunately we're at a point where you need to be able to prove this stuff.
You need to be able to prove that if somebody causes this damage out there, your business is protected at the end of the day.
(15:09):
And again, I don't, it's not fair that we're here, but like again, we gotta play the game that we're, that the hand that we're dealt.
And, and I look at it as, it's one of those situations where cameras solve a lot of, or not maybe not solve cameras minimize a lot of potential litigation that could happen out there when you can prove that you were not at fault.
(15:31):
And you know, it also goes on to talk about cargo theft inside of the industry.
Obviously we know it's a major, major issue out there.
Talking about organized rings are now they're hacking dispatch systems, steel freight, and then the ATA wants this treated as a tier one policy issue.
Should fleets be investing in cyber security in the same way that they do physical Security.
(15:53):
I'm actually going to be at the NMWTA Cybersecurity Conference next month in Austin, Texas.
You guys should come down and check that out.
That has completely opened up my eyes from a cyber perspective and hacking and everything else that can come along with it.
But I think cargo theft is only going to get more and more technologically savvy, is the best way to put it, you guys, because it's not.
(16:15):
And yes, it's.
It's from my stance, more than often than not.
It's.
It's an inside job, but it's able to be pulled off because there are people out there who are.
Wherever they're located and they're able to get in and infiltrate this stuff, whether through double brokering, identity theft and stuff like that.
And they're able to reroute this freight.
And then the majority of this freight is gone.
(16:36):
Gone before most people even know the truck or the.
The freight has been stolen.
Right.
Like, it's already liquidated and out on the streets and probably consumed by the time they even know that.
Right.
So that's a big deal.
And I truly think that it is getting to the point, I will say, and I'll agree with them on this one, it has gotten to the point where they need to treat this as like, borderline terrorism to get it to the level of safety and security that we need to reduce this and curb this at a very high level, because cargo theft is a very real thing.
(17:12):
And if you've ever read a hit, read a history book.
You guys, what is the first thing that they cut off if they're going to try to attack your supply lines?
All right, so just putting that out there, it's just a thought.
Could be a couple of years down the road.
But that's where my mind goes with a lot of this.
They talked about truck parking.
We know that our friends at Truck Parking Club are all over that out there, and they just actually released a really cool study on that.
(17:35):
So if you guys want to check out that hit up my friends over at the Truck Parking Club.
And, you know, it goes on to say that, you know, actually we'll talk about this one in a future article or in an article down here.
But, you know, I, I look at this is.
Is, you know, obviously, you guys, the ata.
I got a ton of respect for Chris Beer and what that organization does and lobbies for on Capitol Hill and stuff like that.
(17:56):
But like, a lot of this stuff, you guys, a lot of these groups that are out there, they fight the policy and try and get policy in that aligns with their donors.
Right?
It's pretty simple.
Just like how most politicians really only fight for stuff that their highest paying donors pay them for.
But anyways, you guys, that article, check it out.
Ttnews.com title of that article is about the ATA renews calls for stricter federal safety enforcement.
(18:24):
And again, I agree, as much as I don't want any more government overreach, I believe that we are at a point where it's like if there's going to be certain rules that are out there, they have to be enforced at every single state.
There cannot be any exceptions to these rules.
So next article.
(18:44):
This one came out two days ago and this one is from overdrive.com excuse me overdrive online.com the another good article by Alex Locky and goes on why State Police are letting Drivers placed out of service go free.
Again, this is dot they obviously they we they called out California, Washington, New Mexico State Police called out the DOT for letting seven drivers place out of service go responded directly by saying there is no easily accessible way for us to know if a driver has been placed out of service for a previous violation.
(19:27):
I find that very hard to believe, but I don't at the same time, because the FMCSA is a dumpster fire.
Let's call it what it is.
Weisler said officers can only access inspection information at roadside by manually reviewing numerous documents.
There's a great spot for technology to come in and automate all of that stuff.
There's a free business idea for all of you guys as well.
(19:49):
If the if they're going out there and saying that there's no actual digital way to track this stuff.
And then to get a clearer picture of exactly what documents inspectors review during a stop and what they might be missing, the overdrive queried the Commercial Vehicle Safety alliance, which is tasked with maintaining consistent inspections out there.
Ultimately, it looks like the FMCSA and DOT may have conflated federal out of service orders with driver level out of service violations issued by states.
(20:18):
The checking of them in previously issued out of service violations on a prior inspection report are two different things.
Federal out of service orders are issued by FMCSA and are intended to halt interstate operations of the motor carrier.
Out of service violations, on the other hand, are issued to the individual driver or vehicle during the road and roadside inspection.
(20:40):
It is true, she added, that an inspector's inspection system will notify an inspector when they have queried a commercial vehicle or driver affiliated with a motor carrier who's been ordered to stop interstate operations.
Yet the same notification doesn't come through for individual out of service violations for the truck or driver.
The same functionality does not exist to notify inspectors of previously documented out of service violations.
(21:08):
I just don't understand how there's this big of a disconnect, right?
Like I don't.
How is it that these things are happening but nobody's following through with it?
I don't know, maybe we should also look at the fact, and this is something that I brought up a thousand times on the show, that there's 800 mcs at one address.
I don't know, maybe the FMCSA doesn't actually do anything with the data.
(21:29):
How about that?
That's where we're gonna go.
And again, this is Chris Jolly's opinion only, but a lot of this stuff is starting and stopping at the FMCSA and the DOT level here.
So again, maybe this is an area we should start looking at actually fixing.
And yes, every state should be enforcing these rules.
But like with all of this information that's out there, why isn't there a more cleaner report in an easier way to show this?
(21:57):
You know, it's the fact that there's people who can fail these, you know, and again, this isn't just like an ELP thing, if they're put out of service for anything, that there's a way that they can circumvent it.
Like again, a criminals don't care about the law, so like it doesn't matter to them.
But like for the people that are out there, if they can find a way to circumvent it, they're probably going to.
(22:21):
So again, this seems like a pretty big deal FMCSA that we should probably get a grip on that the fleet and the dry individual driver themselves, there's no correlation to that.
That seems like a pretty big issue out there.
And then I would say that the inspectors, they need all of this stuff in front of them, right?
(22:46):
Like, if you're going to go out there and you should digitize a lot of this, which maybe you are, right?
Like I'm not privy to a lot of this, but I also know that our government works at the speed of a snail.
So this is probably 15 years and 47 comment sections away from even getting on the docket out there.
But you know, I look at it as is.
(23:06):
Like if we're going to have this stuff out there, if we're going to sit here and say that we need to improve safety we need to improve enforcement.
I think instead of blaming states, and I'm not saying states shouldn't be at, you know, hold themselves accountable here to enforce the laws, but like shouldn't the individual governing body who is requiring all of this have their shit in line first?
(23:30):
I, I don't know, maybe I'm overlooking, maybe I'm missing something here.
But I, I look at this as, you know, it's always easy to point the finger in a different direction.
And one thing I wish our current administration would do and I get it, I understand it's a lot easier just to point the finger in a different direction.
(23:52):
But I feel like most people, and again, I can't speak for anybody but Chris Jolly.
I think most people just want some accountability.
I like all I wish the DOT and the FMCSA or Sean Duffy would just come out and say like, hey, we're in a dumpster fire and we're working on fixing a lot of this stuff.
All right?
And here's how we're going to do it.
It's going to take some time, but we've identified these critical things in the eight months I've been in office.
(24:18):
We're going to work on these first and give us like an actual timeline here.
I think like the political mudslinging that goes on is only going to cost more lives unfortunately until our elected officials get their shit in line in D.C. and you know, bring up the fact that, I mean that's just so like nerve wracking that you read that and that there's no like digital way to track a driver in a fleet and make and see any correlations out there like that.
(24:50):
That seems like that's a pretty big deal, right?
Like maybe we should start there again.
That's just what I think I would like to see.
That article is from overdriveonline.com you guys check that out.
Alex Locky dropped some really good articles.
It's pretty very subjective in Middle of the Road.
At least all the articles of his that I've read.
I don't really see any real biases in there.
(25:13):
But check it out you guys.
And again all the links to these articles that we break down on the show are going to be uploaded into the show notes for you guys all too just to easily go in there and click on and read it for yourself.
And hell you could use GROK or Chat GPT to summarize it all for you if you don't want to read all 18 paragraphs or whatever they might be.
Last article, my Favorite state California vs.
(25:33):
US showdown Two cases might head to the same stage and federal registered Notice posted this article was from Freight Waves and the growing battle between federal government and various California trucking focused environmental initiatives wrapped up a big busy August with a first with first a legal argument that two key pieces of litigation should be kept separate and two a more formal step in the federal government pushing back against a portion of the California Clean Truck Check regulation that can affect all trucks doing business in the Golden State.
(26:09):
And in the most recent development, the US Government representing the EPA late last week filed its arguments with the federal district court in the Eastern District California as to why the lawsuit challenge the CTP California Clean Truck Partnership filed by a group of engine and truck manufacturers who signed the CPT CTP two years ago should remain in its jurisdiction out there.
(26:33):
You know I, I look at it is these lawsuits, they're, they're considered two separate cases and they want them to consolidate them like the state of California does.
But the US government opposed it citing differences in the parties out there and separately that the EPA published a Federal Register notice formally objecting to California's.
(26:55):
I just look at it like I don't understand why California just makes it so hard to do business inside of the state.
Like they've been at the forefront of a lot of in my opinion, bad policies out there.
I know, you know, carb and everything else that goes on.
We're not, we're not even going to talk about 85 here.
But like I look at a lot of this as like why are we making it so challenging like to do business in the state of California?
(27:23):
Why is California trying so hard to tank?
It's already state.
That's like in a massive budget shortfall.
Like I don't understand why they're trying to make it harder and give people a, an out at all.
You, you'd think at some point they would be like hey maybe went too far.
(27:43):
We should probably reign it back in here.
Yeah, Sonny, I know you asked that same question.
He lives in California.
I know you asked that question every single day.
Zach Williams what's going on brother?
And then implications, you know, the EPA's formal objection to the California's rule regarding out of state truck testing signals a broader challenge of state led environments.
So essentially, long story short, you guys, if you're gonna even drive in the state of California, you don't even have to be incorporated there or do business there.
(28:09):
They're trying to get you to follow the those rules that anybody would do if they actually had their business located there.
And then these rulings also affect manufacturing investments, trucking compliance, cost and environmental progress.
And then I, I look at again, what is this going to do?
I, I, I like, fortunately, unfortunately, the state of California, the economy is too critical to the overall freight flow in the United States where I feel like a lot of people are going to deal with it regardless of what happens.
(28:41):
But I like, again, I'm not a fan of more government overreach, but I like the fact that the federal government is going after the state in this situation to remove some of this stuff and get this out of the way so this can open up more opportunities in the state.
Right.
And I just think that it's just a big back and forth.
(29:05):
And again, if you pay attention to the overall political scene, the governor of California is very much running for president in 2028 and he's just playing to his base with a lot of this.
And you know, again, you could look at that from that perspective as, oh, it's a smart move from his part to go out there.
But again, there is some big, just showing the dynamics out there between the state and the federal levels I think is it's going to be a thing to watch.
(29:35):
I don't know if anything's going to happen from this, but I, I look at it as is, the state of California is never going to make it easy for people to do business there and they are seemingly just going to continue to make it harder, especially and hide behind the guise of climate change and everything else.
And we won't get into that because we're out of time, you guys, and I got to get back out there to brokering freight.
But that article was from FreightWaves.com and it was about California versus the US showdown and federal government suing the state of California.
(30:04):
And I just, at the end of the day, I want to see less regulations.
All right, if you made it this far in the episode, I want to see less regulations.
I, I want to just see some accountability from either side of the aisle.
Somebody just come up and be like, hey, you know, all of you, hundreds of millions of taxpayers, we're sick and tired of burning all your money on pointless.
We actually want to do something to improve your guys's lives.
(30:25):
That's all I'm asking for.
I don't know about you guys, but I'm sick and tired of it.
I'm sick and tired of more rules and regulations and making it harder and harder for individuals to make a profit as a business owner, at least inside the transportation industry.
But that's going to be it, ladies and gentlemen, as always, if you got value in what you heard, subscribe to the show.
You guys, if you're feeling really ambitious after this one, rank the show on itunes and Spotify.
(30:46):
Because if you saw value, chances are your network's going to see it as well.
I appreciate you guys.
I love you guys, and we'll be talking to you soon.
Speaker 1 (30:57):
Came back with a bank?
Hey, oh?
Got the foot on the gas pedal to the metal When I'm get to the back?
A Got the foot on the gas pedal to the metal?
When the lane moving fast?
A?
Let them all cross if they hate?
And let them hate them?
(31:17):
Make a bigger boss?
A.
Came back with a bank window down yelling now money anything hey oh got the foot on the gas pedal to the metal when I'm get to the back hey Got the foot on the gas pedal to the metal when the lane moving fast hey Let them all cross if they hate them let them hate them Make a bigger ball.
Speaker 2 (00:24):
Hey what is up ladies and gentlemen?
We are back.
We are live.
It is a free coach podcast, the top podcast in transportation coming to you guys every single weekday, 8:30am Pacific, 10:30 Central to break down some industry headlines.
But most importantly, you guys provide some actual insight into what you can do with all of this information.
This is your first time tuning in.
Welcome.
(00:44):
This is the real side of freight, ladies and gentlemen.
And I do say that before every single show.
And what I mean by that is I only speak with transportation professionals because at the end of the day, you guys, I want to talk to the right individuals who have done what you're looking to do or who are currently doing what you're trying to achieve.
So you can take that information, apply it, utilize it and see a meaningful difference in your business and your life.
(01:05):
Happy Thursday, everybody.
Corey Buin, what's going on, brother?
And hey, you guys, it's going to be a solo show today.
We got some headlines we're going to be breaking down here.
Just a couple of quick reminders.
My team wants me to say this at the beginning of the show.
If you get value in what you heard today and you're not subscribed, subscribe to the show, you guys.
And if you're feeling really ambitious after this one, which you should be ranked the show on itunes and Spotify because if you saw value, your network's going to see value as well.
(01:31):
Also, just a quick reminder, you guys, we have a weekly newsletter.
It drops every single Wednesday.
But I need you to go to the FreightCoach.com to register for it.
I don't auto sign anybody up for anything.
Just like I don't pay for downloads and likes and comments and anything because I believe in that value exchange.
So if you want to get in on it, need you to go to the Freight Coach.com to auto prompt it to register and then take care of it there.
(01:53):
And yeah, it's just once a week, you guys.
We talk about the industry, we talk about rates, fuel prices, stuff like that.
And we don't bombard you with a bunch of crap.
But with that being said, you guys, we are, we got a solo show today.
It's going to be a lot about What I think are our friends in D.C. and I say friends very loosely over regulating the industry and a bunch of stuff that's going to on out there and we're gonna break that down.
(02:21):
But I wanted to, I'm gonna be starting to incorporate like a little bit of a market report and like obviously inside of my brokerage, like I pay for rating software.
I have a bunch of stuff out there and I'm gonna start kind of filtering this.
And especially when I have to do these solo or when I get to do these solo shows, I want to have them be, you know, a little bit more tactical and not just like breaking down articles the entire time.
(02:45):
And these are just like some legitimate strategies that we use inside of our operation to win more freight and to you know, most importantly, they'll read the market.
And I think like that is what's most important out there.
That I don't know of a lot of content that is really like kind of teaching people how to read the freight market.
(03:05):
And you know, right now when we're out there, it's pretty stable across the board, right?
Like there's not a lot of stuff that's moving that is show.
Like it's like I'm seeing anything that is kind of giving me any indication that like, oh my gosh, this is changing, it's going to change quick here.
Everybody be aware of this.
But at the end of the day I just want to help you guys out with what I would do in this instance if I was moving this lane or if I was out there trying to win or like earn customers inside of these freight markets.
(03:40):
And if you guys like this and you want to see more of this, just let me know down in the comments or DM me specific lanes that you might be working on.
Again, I don't need customers or anything like that.
I just want to help you guys read markets and kind of how like what I look for indicators to see if there's tightening of capacity, if rates are going to increase or anything like that out there.
(04:03):
So we're going to be doing this, I'm going to kind of filter it in.
There's not going to be like a set day for it.
It just know if I'm ever rocking a solo show, we're going to jump in with that.
But I wanted to bring up this lane here.
It's going to be Minneapolis, Minnesota to Houston, Texas.
And this is going to be for a reefer trailer out there and a lot of the data that I'M seeing rates are kind of, they're stable, right?
(04:27):
For the most part.
But there is a gap out there.
And if you're out there and you're ever pricing freight, you see that, right?
Like there might be like a $400 variance out there.
So I'm looking currently on a couple of my rating softwares that I use and I'm seeing rates as low as 2900 from Minneapolis to Houston and I'm also seeing rates as high as $3,400 out there, right?
(04:53):
So like that's a $500 rate variance that's going on.
So I chose reefer freight today because there is some, there's some different qual like factors, especially inside of this one, that I would change my pricing strategy on, right?
Like there's actually three different classifications on how you would price a refrigerated load.
(05:13):
There's your frozen loads that's going to be more expensive than your fresh loads.
And you know, frozen or minus 10 fresh is going to be, you know, 30.
I think it's like 35 to 38 degrees or something like that.
And then there's like the temperature controlled which is essentially like weather protect is like essentially 55 degrees and above.
So that is like the main thing, right?
Because I think like a lot of people will make the mistake and they'll see this and they'll be like, oh, it shows $2,800.
(05:37):
I'm just going to quote that for a negative 10 load that goes out there and that's just not the case.
And then another thing to take into consideration, I, you know, I chose this lane specifically because Minneapolis to Dallas is a two day run, right?
Like most people are going to want to pick that up on a Monday, deliver it on a Wednesday.
So that might be where that $2800 rate is that you're seeing out there.
(05:58):
But if this has to pick up on say a Thursday to a Sunday or a Friday to a Monday and there's that extra day of transit in there, realistically, carriers are going to ask for more money for that specific move, right?
So that is where you can kind of see that variance in pricing when you're going out there to look at that, right?
So to kind of recap here, you guys, if we're looking at Minneapolis, Minnesota to Houston, Texas, it's 1200 miles out there.
(06:25):
The rating software that I use inside of my organization, it shows anywhere between $2,800 and $3,400 on that specific lane over the last 15 days.
So if I'm looking at that, those are the factors I want to take in.
If I'm bidding on freight in my and it's a frozen load that is realistically going to err on a higher side of the price as opposed to if it's just a fresh or a weather protect temperature inside of that reefer.
(06:54):
And then again the days of the week, you guys, these are very crucial as you're going out there and you're bidding on your customers freight.
A 1200 mile run Monday to Wednesday is going to be priced very different from that same 1200 miles if it's Thursday to Sunday or Friday to Monday out there because there's that additional day of transit that is required.
But again, if you're looking out over the long term, depending on the day of the week that your customer shipping this freight, you guys, you're going to want to get in there and you know there's going to be some lands you're going to have to eat it on, right?
(07:25):
You might not make some money on those ones, but if you're looking for that long term consistent pricing and we have those lanes inside of our operation where it's like, hey, if this moves Monday to Thursday, we're going to be good on it.
But if this has to pick up Friday and deliver on a Monday, probably not going to make any money.
But at the end of the day we're servicing the account and we're thinking long term.
And if any of you are like me and out there bidding on freight or trying to win freight and earn customers every single day, you know that opportunities are few and far between out there.
(07:55):
So take that for what it's worth, you guys.
Again, like, this is just what I do inside of my operation.
This is how I price freight.
And these are the factors that I take into consideration as I'm going out there and trying to earn customers.
And yeah, so we're going to be talking about that.
We're going to sprinkle some of those little strategy sessions in here throughout the month.
(08:16):
But you know, you got to look at those.
There's multiple factors, you guys.
It's not just as simple.
It's, it's easy.
But it's not just as simple as just like, oh hey, the national average on Minneapolis to.
Or excuse not the national average, but the average rate between Minneapolis and Houston for a reefer is showing 2900 bucks.
That's what I should bid on it.
There's, there's multiple factors that go into it.
(08:37):
You need to take those into consideration if you're looking to earn customers business for the long term out there.
So that's our little, how do you quote, freight segment that we're going to start incorporating here, you guys, as we do solo shows throughout the month.
Because you know, at the end of the day, guys, all my guests have day jobs and I'd love to have people come on all the time and shoot the with me and break stuff down with me.
(09:02):
But you know, I'd like to also keep these solo shows in there so I can get a little bit more strategy based and kind of like what we do inside of our operation.
And you know, I just, it's just the stuff that we've done throughout the entirety of my career.
All right, let's get into the fun where we're going to talk a bunch of crap about all of our friends in D.C. and every state capital out there that can't seemingly get on the same page with a lot of this and a lot of the regulations that are coming out.
(09:27):
And you know, the title of this episode is Promptly Are Regulators Trying to Kill Trucking?
And short answer, yes, it's just over regulation.
It seems like it's just another thing and another thing.
And you know, before we get into that, I really hope the current administration takes the stance that they said they were.
Of every law that they put into place, they're going to remove some from it.
(09:51):
I don't have the exact figures in front of me on what they said they were going to do, but it would be awesome to see them, you know, not put so many laws in and take out, you know, they should be taken out a lot more.
But first article, you guys, ttnews.com ATA renews call for stricter Federal Safety Enforcement and then it goes on to say the American Trucking association is renewing its call for stricter enforcement of federal safety laws in the wake of, well, we all know what happened down in Florida.
(10:21):
So we're going to pass up a bunch of this.
And you know, it does go on to say that in the driver obviously got his CDL from California on a limited term non domiciled cdl.
And then it Chris Beard goes on to say America doesn't lack people who seek commercial driver's licenses.
What we lack are qualified drivers who meet the high standards of professionalism and safety to our industry that our industry expects in the law demands.
(10:49):
He added, qualified means you can speak English, read road signs, understand safety rules and respect our laws.
In addition to the investigation that went out there.
Sean Duffy on August 26th set a 30 day deadline for three states to comply with these federal requirements.
California, New Mexico and Washington.
Otherwise they are at risk of losing federal funds.
(11:11):
And we already talked about this on Tuesday's show.
So we're not going to dig too much deep into it.
Obviously, Chris Spear praised the move.
By putting states that refuse to enforce the federal ELP on notice, USDOT is doing what's necessary to protect the motoring public.
And you know, again, I agree with that, right?
Like if there's a federal law that is out there, I understand how the US is structured and stuff like that.
(11:36):
But if one state is expected to abide by it, every state should be expected to abide by it.
So I like the move that they're doing out there with this.
But you know, he did stress about that there needs to be more that has to be done here for safety and everything else.
And I am, you know, some of the key points of this article that it is, you know, the investment into safety, right?
(12:05):
And it goes in the article, it lists that the trucking industry has poured $14 billion into safety programs.
A 40% increase covering driver training, onboard technology and compliance.
While the ROI and safety spending becomes, you know, like, why is it impossible to ignore out there?
And you know, it goes on to say that the ATA is pushing for dash cams, you know, and it is, it's a defense against stage accidents and inflated lawsuits.
(12:33):
And I just look at it, you know, I, I understand.
And again, I'm not a truck driver, right.
At the end of the day, my family is, I come from a long line of truck drivers.
I understand why drivers do not want the inward facing cameras.
I truly do.
I truly get that.
You know, even if it's supposed to be off, is it going to actually be off and stuff like that.
(12:58):
I'm not here to argue anything like that.
But you know, when it comes down to dash cams, I've seen enough crash footage out there on social media.
And then some of the guests that I've have on my show who are, you know, risk experts and stuff out there, I look at it as is.
It's easy to always sit here and say I don't want to be a part of it until it's you.
(13:23):
I hope nobody gets into an accident.
But you know, the facts are the facts, you guys are, people are going to get into crashes.
Is your, is your business going to be protected in that moment?
Because, you know, and I said this yesterday, on the show, I do not think truck drivers and trucking companies are afforded the innocent until proven guilty, which the court system and the judicial system here in the United States is supposed to afford all citizens of this country.
(13:49):
Unfortunately, I feel like with nuclear verdicts and the just onslaught of headlines that are out there, I think most drivers are guilty until proven innocent.
Right.
Like it's not a fact, right.
But like, I feel like that's where we're at with a lot of this.
So when it comes to dash cams and you know, again, I've had people in the insurance space come on it as well and talk about how cameras can reduce your premium and everything and what you're paying for insurance and stuff like that.
(14:16):
And when I own trucks because like, that's definitely part of my long term strategy, you guys, is to have a fleet and have outward facing cameras on there.
I want to prove to be able to prove that my driver wasn't at fault.
And you know, furthermore, when it comes down to how many drivers out there who are listening to the show or brokers out there who are listening to this show right now had a drive in or a reefer load and then the trailer got rejected at loading because there was all of a sudden a big gash in the side of it and then the loader saying, oh, I never, I didn't do it.
(14:47):
It was there the whole time.
Again, like if you have a camera that proves that happened, you guys, like, unfortunately, I wish it wasn't like this, right.
But unfortunately we're at a point where you need to be able to prove this stuff.
You need to be able to prove that if somebody causes this damage out there, your business is protected at the end of the day.
(15:09):
And again, I don't, it's not fair that we're here, but like again, we gotta play the game that we're, that the hand that we're dealt.
And, and I look at it as, it's one of those situations where cameras solve a lot of, or not maybe not solve cameras minimize a lot of potential litigation that could happen out there when you can prove that you were not at fault.
(15:31):
And you know, it also goes on to talk about cargo theft inside of the industry.
Obviously we know it's a major, major issue out there.
Talking about organized rings are now they're hacking dispatch systems, steel freight, and then the ATA wants this treated as a tier one policy issue.
Should fleets be investing in cyber security in the same way that they do physical Security.
(15:53):
I'm actually going to be at the NMWTA Cybersecurity Conference next month in Austin, Texas.
You guys should come down and check that out.
That has completely opened up my eyes from a cyber perspective and hacking and everything else that can come along with it.
But I think cargo theft is only going to get more and more technologically savvy, is the best way to put it, you guys, because it's not.
(16:15):
And yes, it's.
It's from my stance, more than often than not.
It's.
It's an inside job, but it's able to be pulled off because there are people out there who are.
Wherever they're located and they're able to get in and infiltrate this stuff, whether through double brokering, identity theft and stuff like that.
And they're able to reroute this freight.
And then the majority of this freight is gone.
(16:36):
Gone before most people even know the truck or the.
The freight has been stolen.
Right.
Like, it's already liquidated and out on the streets and probably consumed by the time they even know that.
Right.
So that's a big deal.
And I truly think that it is getting to the point, I will say, and I'll agree with them on this one, it has gotten to the point where they need to treat this as like, borderline terrorism to get it to the level of safety and security that we need to reduce this and curb this at a very high level, because cargo theft is a very real thing.
(17:12):
And if you've ever read a hit, read a history book.
You guys, what is the first thing that they cut off if they're going to try to attack your supply lines?
All right, so just putting that out there, it's just a thought.
Could be a couple of years down the road.
But that's where my mind goes with a lot of this.
They talked about truck parking.
We know that our friends at Truck Parking Club are all over that out there, and they just actually released a really cool study on that.
(17:35):
So if you guys want to check out that hit up my friends over at the Truck Parking Club.
And, you know, it goes on to say that, you know, actually we'll talk about this one in a future article or in an article down here.
But, you know, I, I look at this is.
Is, you know, obviously, you guys, the ata.
I got a ton of respect for Chris Beer and what that organization does and lobbies for on Capitol Hill and stuff like that.
(17:56):
But like, a lot of this stuff, you guys, a lot of these groups that are out there, they fight the policy and try and get policy in that aligns with their donors.
Right?
It's pretty simple.
Just like how most politicians really only fight for stuff that their highest paying donors pay them for.
But anyways, you guys, that article, check it out.
Ttnews.com title of that article is about the ATA renews calls for stricter federal safety enforcement.
(18:24):
And again, I agree, as much as I don't want any more government overreach, I believe that we are at a point where it's like if there's going to be certain rules that are out there, they have to be enforced at every single state.
There cannot be any exceptions to these rules.
So next article.
(18:44):
This one came out two days ago and this one is from overdrive.com excuse me overdrive online.com the another good article by Alex Locky and goes on why State Police are letting Drivers placed out of service go free.
Again, this is dot they obviously they we they called out California, Washington, New Mexico State Police called out the DOT for letting seven drivers place out of service go responded directly by saying there is no easily accessible way for us to know if a driver has been placed out of service for a previous violation.
(19:27):
I find that very hard to believe, but I don't at the same time, because the FMCSA is a dumpster fire.
Let's call it what it is.
Weisler said officers can only access inspection information at roadside by manually reviewing numerous documents.
There's a great spot for technology to come in and automate all of that stuff.
There's a free business idea for all of you guys as well.
(19:49):
If the if they're going out there and saying that there's no actual digital way to track this stuff.
And then to get a clearer picture of exactly what documents inspectors review during a stop and what they might be missing, the overdrive queried the Commercial Vehicle Safety alliance, which is tasked with maintaining consistent inspections out there.
Ultimately, it looks like the FMCSA and DOT may have conflated federal out of service orders with driver level out of service violations issued by states.
(20:18):
The checking of them in previously issued out of service violations on a prior inspection report are two different things.
Federal out of service orders are issued by FMCSA and are intended to halt interstate operations of the motor carrier.
Out of service violations, on the other hand, are issued to the individual driver or vehicle during the road and roadside inspection.
(20:40):
It is true, she added, that an inspector's inspection system will notify an inspector when they have queried a commercial vehicle or driver affiliated with a motor carrier who's been ordered to stop interstate operations.
Yet the same notification doesn't come through for individual out of service violations for the truck or driver.
The same functionality does not exist to notify inspectors of previously documented out of service violations.
(21:08):
I just don't understand how there's this big of a disconnect, right?
Like I don't.
How is it that these things are happening but nobody's following through with it?
I don't know, maybe we should also look at the fact, and this is something that I brought up a thousand times on the show, that there's 800 mcs at one address.
I don't know, maybe the FMCSA doesn't actually do anything with the data.
(21:29):
How about that?
That's where we're gonna go.
And again, this is Chris Jolly's opinion only, but a lot of this stuff is starting and stopping at the FMCSA and the DOT level here.
So again, maybe this is an area we should start looking at actually fixing.
And yes, every state should be enforcing these rules.
But like with all of this information that's out there, why isn't there a more cleaner report in an easier way to show this?
(21:57):
You know, it's the fact that there's people who can fail these, you know, and again, this isn't just like an ELP thing, if they're put out of service for anything, that there's a way that they can circumvent it.
Like again, a criminals don't care about the law, so like it doesn't matter to them.
But like for the people that are out there, if they can find a way to circumvent it, they're probably going to.
(22:21):
So again, this seems like a pretty big deal FMCSA that we should probably get a grip on that the fleet and the dry individual driver themselves, there's no correlation to that.
That seems like a pretty big issue out there.
And then I would say that the inspectors, they need all of this stuff in front of them, right?
(22:46):
Like, if you're going to go out there and you should digitize a lot of this, which maybe you are, right?
Like I'm not privy to a lot of this, but I also know that our government works at the speed of a snail.
So this is probably 15 years and 47 comment sections away from even getting on the docket out there.
But you know, I look at it as is.
(23:06):
Like if we're going to have this stuff out there, if we're going to sit here and say that we need to improve safety we need to improve enforcement.
I think instead of blaming states, and I'm not saying states shouldn't be at, you know, hold themselves accountable here to enforce the laws, but like shouldn't the individual governing body who is requiring all of this have their shit in line first?
(23:30):
I, I don't know, maybe I'm overlooking, maybe I'm missing something here.
But I, I look at this as, you know, it's always easy to point the finger in a different direction.
And one thing I wish our current administration would do and I get it, I understand it's a lot easier just to point the finger in a different direction.
(23:52):
But I feel like most people, and again, I can't speak for anybody but Chris Jolly.
I think most people just want some accountability.
I like all I wish the DOT and the FMCSA or Sean Duffy would just come out and say like, hey, we're in a dumpster fire and we're working on fixing a lot of this stuff.
All right?
And here's how we're going to do it.
It's going to take some time, but we've identified these critical things in the eight months I've been in office.
(24:18):
We're going to work on these first and give us like an actual timeline here.
I think like the political mudslinging that goes on is only going to cost more lives unfortunately until our elected officials get their shit in line in D.C. and you know, bring up the fact that, I mean that's just so like nerve wracking that you read that and that there's no like digital way to track a driver in a fleet and make and see any correlations out there like that.
(24:50):
That seems like that's a pretty big deal, right?
Like maybe we should start there again.
That's just what I think I would like to see.
That article is from overdriveonline.com you guys check that out.
Alex Locky dropped some really good articles.
It's pretty very subjective in Middle of the Road.
At least all the articles of his that I've read.
I don't really see any real biases in there.
(25:13):
But check it out you guys.
And again all the links to these articles that we break down on the show are going to be uploaded into the show notes for you guys all too just to easily go in there and click on and read it for yourself.
And hell you could use GROK or Chat GPT to summarize it all for you if you don't want to read all 18 paragraphs or whatever they might be.
Last article, my Favorite state California vs.
(25:33):
US showdown Two cases might head to the same stage and federal registered Notice posted this article was from Freight Waves and the growing battle between federal government and various California trucking focused environmental initiatives wrapped up a big busy August with a first with first a legal argument that two key pieces of litigation should be kept separate and two a more formal step in the federal government pushing back against a portion of the California Clean Truck Check regulation that can affect all trucks doing business in the Golden State.
(26:09):
And in the most recent development, the US Government representing the EPA late last week filed its arguments with the federal district court in the Eastern District California as to why the lawsuit challenge the CTP California Clean Truck Partnership filed by a group of engine and truck manufacturers who signed the CPT CTP two years ago should remain in its jurisdiction out there.
(26:33):
You know I, I look at it is these lawsuits, they're, they're considered two separate cases and they want them to consolidate them like the state of California does.
But the US government opposed it citing differences in the parties out there and separately that the EPA published a Federal Register notice formally objecting to California's.
(26:55):
I just look at it like I don't understand why California just makes it so hard to do business inside of the state.
Like they've been at the forefront of a lot of in my opinion, bad policies out there.
I know, you know, carb and everything else that goes on.
We're not, we're not even going to talk about 85 here.
But like I look at a lot of this as like why are we making it so challenging like to do business in the state of California?
(27:23):
Why is California trying so hard to tank?
It's already state.
That's like in a massive budget shortfall.
Like I don't understand why they're trying to make it harder and give people a, an out at all.
You, you'd think at some point they would be like hey maybe went too far.
(27:43):
We should probably reign it back in here.
Yeah, Sonny, I know you asked that same question.
He lives in California.
I know you asked that question every single day.
Zach Williams what's going on brother?
And then implications, you know, the EPA's formal objection to the California's rule regarding out of state truck testing signals a broader challenge of state led environments.
So essentially, long story short, you guys, if you're gonna even drive in the state of California, you don't even have to be incorporated there or do business there.
(28:09):
They're trying to get you to follow the those rules that anybody would do if they actually had their business located there.
And then these rulings also affect manufacturing investments, trucking compliance, cost and environmental progress.
And then I, I look at again, what is this going to do?
I, I, I like, fortunately, unfortunately, the state of California, the economy is too critical to the overall freight flow in the United States where I feel like a lot of people are going to deal with it regardless of what happens.
(28:41):
But I like, again, I'm not a fan of more government overreach, but I like the fact that the federal government is going after the state in this situation to remove some of this stuff and get this out of the way so this can open up more opportunities in the state.
Right.
And I just think that it's just a big back and forth.
(29:05):
And again, if you pay attention to the overall political scene, the governor of California is very much running for president in 2028 and he's just playing to his base with a lot of this.
And you know, again, you could look at that from that perspective as, oh, it's a smart move from his part to go out there.
But again, there is some big, just showing the dynamics out there between the state and the federal levels I think is it's going to be a thing to watch.
(29:35):
I don't know if anything's going to happen from this, but I, I look at it as is, the state of California is never going to make it easy for people to do business there and they are seemingly just going to continue to make it harder, especially and hide behind the guise of climate change and everything else.
And we won't get into that because we're out of time, you guys, and I got to get back out there to brokering freight.
But that article was from FreightWaves.com and it was about California versus the US showdown and federal government suing the state of California.
(30:04):
And I just, at the end of the day, I want to see less regulations.
All right, if you made it this far in the episode, I want to see less regulations.
I, I want to just see some accountability from either side of the aisle.
Somebody just come up and be like, hey, you know, all of you, hundreds of millions of taxpayers, we're sick and tired of burning all your money on pointless.
We actually want to do something to improve your guys's lives.
(30:25):
That's all I'm asking for.
I don't know about you guys, but I'm sick and tired of it.
I'm sick and tired of more rules and regulations and making it harder and harder for individuals to make a profit as a business owner, at least inside the transportation industry.
But that's going to be it, ladies and gentlemen, as always, if you got value in what you heard, subscribe to the show.
You guys, if you're feeling really ambitious after this one, rank the show on itunes and Spotify.
(30:46):
Because if you saw value, chances are your network's going to see it as well.
I appreciate you guys.
I love you guys, and we'll be talking to you soon.
Speaker 1 (30:57):
Came back with a bank?
Hey, oh?
Got the foot on the gas pedal to the metal When I'm get to the back?
A Got the foot on the gas pedal to the metal?
When the lane moving fast?
A?
Let them all cross if they hate?
And let them hate them?
(31:17):
Make a bigger boss?
A.
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