Miles of Mayhem | WHAT THE TRUCK?!?

[music] [music] Heat. Heat.

[music] Heat. Heat.

[music] >> [music] >> Ladies and gentlemen, welcome to a Monday edition of What the Truck. I'm

your host, Malcolm Harris. Again,

Monday, February 2nd, 2026. Happy Black

History Month. Happy Groundhog Day as well. Six more weeks of winter. I don't

well. Six more weeks of winter. I don't

know about that, man. I uh I like my sweater, but I'm ready to to bring the shorts and the polos and the flip flops out. So, uh but again, thank you guys.

out. So, uh but again, thank you guys.

so much for being here on the show wherever you guys are getting this content from. Really appreciate you all.

content from. Really appreciate you all.

We're going to talk about the weather first because on deck we have a wild one in store. All right, so Scott Pecarello

in store. All right, so Scott Pecarello is going to be joining the show. He's

the founder and CEO of Weather Optics.

He's going to be talking to me about everything happening in terms of Wintertorm Gianna and of course the fallout from Winter Storm Fern as well.

Then next up, Hela Rich. She's the VP of strategic sales and administration at EPOST Global. She is going to be joining

EPOST Global. She is going to be joining the show to talk all about rethinking crossber returns, tightening policies without burning customer trust and why returns are quickly becoming a revenue

protection play as we are here in 2026.

Then this next one, this guy is phenomenal. Had a great pre-show call

phenomenal. Had a great pre-show call with him. Aash Patel is going to be on

with him. Aash Patel is going to be on the show joining me from Yellow Brick Academy and Yellowbrick Transport. He's

talking [snorts] all about getting into a niche market when it comes to auto transport as [snorts] well as just in general just things that he's done in his career and talking a little bit about his personal story as well. And

then leading it out of course is Nate Vay, the AVP of business development at by Altitude and Geotab. He's going to be unpacking this new data driven study about why [snorts] truckers are parking

on highway ramps. So we have a lot of information. This is not the normal

information. This is not the normal show. Normally we go about 45. This

show. Normally we go about 45. This

one's going to be about an hour because we're going to have some great guests and uh it couldn't happen without our production and it couldn't happen without you two. Uh but before we get to Scott, Hela, Akash, and Nate, I want to

get you guys the latest when it comes to headlines across the space. All right,

so I'm going to take you guys with this one first from JP Hamstead. It's about

truckload volatility and revealing a fun fundamentally different market in previous years. All right. So, I I saw

previous years. All right. So, I I saw this one and I read through it multiple times this morning and I I thought this would be a great piece because again, we've seen all these different data sets, right, that we're looking at right

now, obviously. But then also, you know,

now, obviously. But then also, you know, what JP really wanted to kind of convey is that this is not just a a weather thing. This is kind of two camps. First,

thing. This is kind of two camps. First,

it's about actually having realtime data and real things to go off of when making decisions for an organization when it comes to what's happening in the space, but then also actually having, I would

say, the the wherewithal to to make the adjustments when it comes to having the relationships and trust in hand. All

right. So, when we see these uh you know uh Tinder rejections and and all these different things as well, it it's really you have to be able to speak to these confidently when you're having conversations. And I think JP did a

conversations. And I think JP did a really good job on this piece kind of highlighting like yes this is uh an interesting time. This is a real

interesting time. This is a real volatile market but then also um there are tools and and things that you have at your disposal i.e. here at Sonar as well as other tools that are in the industry as well for you to be able to

really kind of navigate the conversations and to be able to deliver value to whoever you're working with whether it's operators whether it's customers clients or your peers. So, uh,

more from this again, I think when it comes to to forecasting and being able to to speak to these confidently and then kind of building the trust and the relationship piece because you are truly the expert in the room. So, uh, some

great stuff from JP and definitely be sure to check this out on freightwaves.com. Now, looking at this

freightwaves.com. Now, looking at this over the weekend as well, um, it's no secret tender rejections have hit a multi-year high uh, when it's come to this as well. I saw this tweet from

Craig. uh again they have hit a level

Craig. uh again they have hit a level that we have not seen uh since the the March 2022 the start of the great freight recession but it's going in the opposite direction. Now tender

opposite direction. Now tender rejections have made all the ground up that they lost and are on the way back up. So warning for all shippers. If you

up. So warning for all shippers. If you

think carriers are going to give you price concessions this year or not willing to pull trucks for higher paying freight, you are in for a rude awakening. Expect 10% contract rate

awakening. Expect 10% contract rate increases by the end of the year. So

definitely for shippers, I'll be getting on the phone right now and asking, "All right, what does this look like?" And I think that everybody should be able to to answer for this as well because high rejections uh when it comes to rates are signals and not necessarily noise. All

right, so shippers can't depend on just low contracted rates alone, but you have to really think about the capacity, security strategies, data forecasting, as well as the diversified carrier relationships that you have as well. So

some good insight uh from Craig as well as JP there. Um, now looking at this piece from Stuart, uh, we're going to transition to, uh, the Panama Canal ports. All right. So, a recent ruling by

ports. All right. So, a recent ruling by Panama Supreme Court has struck down long-standing port contracts held by a Chinese link firm at key Panama Canal terminals, triggering a transition in

operator control. The ports at Baloa as

operator control. The ports at Baloa as well as Crystal Ball are crucial gateways for Trans-Pacific and Asia America's trade. So with this, the the

America's trade. So with this, the the Panama Canal handles roughly 40% of US container traffic and has a significant portion of global trade. So this could affect route planning, transit time,

cost, and port congestion as well as ripple effects on different supply chain schedules. So uh some great writing from

schedules. So uh some great writing from Stuart. Check out the rest of this uh

Stuart. Check out the rest of this uh that is online right now at freightwaves.com. Now, we've had a lot

freightwaves.com. Now, we've had a lot of different headlines this uh this morning, but I think this one is the best. And I'm being biased and I I

best. And I'm being biased and I I reached out to him and told him like this writing is absurd. And uh I'm going to read some key facts from it, but this is about the the FMCSA and counting inspection and not necessarily counting

compliance. All right, so uh again, this

compliance. All right, so uh again, this is from Rob Carpenter and the the by line is why aren't we enforcing enforcement? I mean, that's speaking

enforcement? I mean, that's speaking within itself. And I thought that was

within itself. And I thought that was absolutely outstanding. And I just uh

absolutely outstanding. And I just uh you guys can go through the whole article, but I want to give you guys some highlevel facts and some statistics that absolutely blew my mind. and the

FNCSA and state partners, they conducted roughly 3.3 million roadside inspections in 2024. Of course, these happened at

in 2024. Of course, these happened at weight stations, scales, and random checkpoints to check for violations.

Guys, approximately 12,300 compliance reviews amongst those. All

right. When it comes to 800,000 active motor carriers that are registered with the FMCSA, 12,300 compliance reviews.

That is 1.5%. This really means all right in in terms of just looking at this holistically a carrier [snorts] could operate for over six decades before getting audited uh under current

rates and regulations. All right, so for this this was incredible. I had no idea that it was truly this bad. And and

something that I really really liked from Rob was the fact that he's looking at this holistically and essentially being like listen like tech is able to do this but the the integration piece

amongst all 50 states were we're not aligned right something and we'll get to this in a second in Arizona is not the same that's happening in uh California and so on and so forth. So being able to kind of have everybody on the same page

is where I think that we're going to try to to to see this actually come into fruition and um you know just just make this industry safe again because it's it's not good. What's happening is is

really paramount and I think more people need to be talking about it. I I think that just looking at these numbers and looking at the writing from Rob, I was um really speechless and I think you should check out this article for

yourself. if it's on freightwaves.com

yourself. if it's on freightwaves.com for more information. Uh just about just how just wild this is. And uh

transitioning to the the final piece right now, this came over the weekend from uh Noi Mahoney and talking about Arizona targeting fake CDLs as state struggle to enforce uh English language

rules. All right. So what's happening uh

rules. All right. So what's happening uh now is House Bill 2345 is sponsored by Representative David Livingston. This is

going to elevate the use of a fake CDL to a felony and authorize law enforcement to impound and auction commercial vehicles tied to violations.

He told the House Judiciary Committee on Wednesday that the bill is deliberately narrowed and aimed at a very, very small group of people that should not be driving in Arizona. It's undocumented

people with illegal licenses. Everybody

that's a citizen, no impact at all.

Everybody that has a legal CDL, no impact at all. So, this is a very, very narrow focus. Now, we talked about this

narrow focus. Now, we talked about this in the previous piece from Rob, and I kind of want to reiterate this is that, you know, it's it's very telling because the states are kind of I don't necessarily want to say handcuffed right now, but they they essentially are

because there's federal dollars that are at hand that are going to be able to invest in, you know, the overall Department of Transportation for each individual state. Well, you can't kind

individual state. Well, you can't kind of bypass the the things that have been sent from the FMCSA. So, uh there there needs to be done uh there needs to be

rather more things done at the federal level. I think in order to kind of get

level. I think in order to kind of get uh coinciding with what's happening in these individual states. So, uh some great writing from Noi. Definitely check

out this piece as well on freightwaves.com. So, that's our

freightwaves.com. So, that's our headlines for today. I wanted to uh again touch quickly on them. There's a

lot more happening. Some M&A stuff as well. Uh and definitely check that out

well. Uh and definitely check that out too on our website. And now, like I said, we're going to have some weather updates before we head into our other guest. Uh again, joining me on the show,

guest. Uh again, joining me on the show, this guy is phenomenal. I know you guys know him, of course, from Weather Optics, Scott Pecarello. Scott, can you hear me? Okay. What's up, brother?

hear me? Okay. What's up, brother?

>> Hey, Malcolm. How's it going?

>> I'm doing well. I'm doing well. How are

you >> doing? Well, a little bit cold over

>> doing? Well, a little bit cold over here, but uh other than that, doing doing pretty good.

>> Awesome, man. Awesome. Awesome. Well,

again, thank you so much for being on the show. I really enjoyed our

the show. I really enjoyed our conversation last week. And um you know for those that don't know, tell us a little bit about weather optics and then I I want to dive into the conversation and please keep me disciplined because

you and me are both weather nerds. We

can talk about this for four hours and we got guests but also I want to give you your due diligence and and let the people know about you as well as weather optics.

>> Yeah, absolutely. So uh Weather Optics is a weather intelligence platform. We

focus specifically on the supply chain logistics and trucking space. What makes

us unique as a as a company is that we translate weather data into real actionable insights for supply chain logistics and trucking. So, not just telling you it's going to snow or there's going to be rain or wind, but

how delayed is my shipment going to be?

Um, how dangerous are conditions for drivers? What other impacts are going to

drivers? What other impacts are going to happen to my warehouses and facilities based off of predictive weather data.

So, we combine weather and non-weather data to really model impact uh and tell companies and organizations exactly what they need to know.

So, talk to me a little bit about the fallout from Fern because we uh talked last week kind of on the the back end of it and then I want to get to Gianna.

First off, what are you seeing in terms of Fern? Has has there been recovery?

of Fern? Has has there been recovery?

Are there still some lingering things out there? What have you and the team

out there? What have you and the team seen so far?

>> Yeah, Fern was incredible for a number of reasons, but we saw more than half the country impacted by this winter storm, which is super rare. um something

like 200 million people saw either snow, ice, freezing rain, or extreme cold conditions. The biggest impacts that we

conditions. The biggest impacts that we saw beyond the the snow and the cold was really that freezing rain aspect and that's the part that's still sticking around. We have places in Tennessee, in

around. We have places in Tennessee, in Mississippi that still have power out from this event. Um a prolific ice storm that took place. Um thousands of of trees damaged uh and power lines were

taken down from that event. Um, we've

heard reports out of Nashville that some areas won't get power back till the end of this week. So, we're talking about weeks after the event has taken place.

Same things with parts of uh of Mississippi. So, those effects are still

Mississippi. So, those effects are still lingering from from that event. And then

we're dealing with this incredible cold.

We have uh uh 32 degrees all the way down to southern Florida uh as of yesterday. So, the the the posttorm

yesterday. So, the the the posttorm event has been really really significant as well, which has made uh Fern even worse than uh I think originally anticipated in some ways. This is

absolutely insane. And I want to talk now about Gianna as well because we saw over the weekend on the the east coast.

I mean, places are are getting dumped that necessarily haven't seen stuff like this in a very long time. I guess my my first initial thought goes to places like Charlotte and kind of the Wilmington area and those Myrtle Beach

areas as well. What's going on there?

And kind of walk us through h how did this happen in areas that it typically doesn't happen and then specifically almost kind of this late into the winter season. Why do you think that is?

season. Why do you think that is?

>> It's it's been crazy to see uh first of all to have backto-back winter storms that affect the south are super rare. Um

what we saw this past weekend in in the Carolinas. I mean some areas saw 10 to

Carolinas. I mean some areas saw 10 to 15 even close to 20 ines of snow again in places that are usually not accustomed to that type of weather. Not

only that, but we saw blizzard conditions. Winds were gusting over 40

conditions. Winds were gusting over 40 miles hour. Um it was a well forecasted

miles hour. Um it was a well forecasted event, but again, as you mentioned, super super rare. A big part of that is that we have a displaced polar vortex.

So, not to get too nerdy, but we have basically Arctic air that usually lives in the Arctic and sometimes it gets disrupted during the winter. And in this case, we saw a huge disruption where

part of that vortex actually came much further south. Um, and so that's why we

further south. Um, and so that's why we saw all the cold conditions in the deep south. That's why this winter storm was

south. That's why this winter storm was able to happen in such a unusual location. Uh, and to be honest, we're

location. Uh, and to be honest, we're expecting more of that as we head into now that we're in February, the rest of this month and potentially even into March. Next weekend might be even

March. Next weekend might be even colder. We don't have any storms yet

colder. We don't have any storms yet officially on the horizon, but um, the same pattern that we've had is still stuck in place. So, we've been dealing with this since about January 20th. Uh,

and I would expect more, uh, extreme cold and and potential snow uh, in unusual places going into much of February.

>> Definitely, that's what I was about to ask as well. Now, Scott, my last question for you is this any prediction or kind of just I guess a translation

into severe severe weather potentially coming in like an April or May or also kind of looking at the trajectory of like hurricane season with it being this kind of just bizarre from weather

patterns that we've seen in areas that necessarily don't see it. Is this kind of like a a translation at all? I guess

this is my nerdy brain and turning on for a second. So,

>> that's a great question. Uh, in terms of how this will impact severe weather season, hurricane season, not a ton of correlation, although I I bet you could look back at certain years and see if there's an uptick in activity. I don't

think that severe weather season this year will be any higher or lower due to this extreme cold. Uh, it might be a bit delayed is what I'll say, but we start seeing that uptick in severe weather

activity across the deep south, you know, late March, mid-March sometimes.

So, uh, if the cold weather persists, that could be delayed by a bit. Um, but

come April and May, we expect that to to pick back up again. Hurricane season,

it's a bit early to say. I know we're transitioning into an El Nino season, so um, there will be implications that come with that. We had a very calm hurricane

with that. We had a very calm hurricane season last year, which was great news for uh, much of the country. I think

that was super rare. So, I wouldn't expect that level of calmness uh, come this spring and and summer. Scott

Pecarello again with Weather Optics.

Scott, thank you so much. You're so

cool, man. You You got to get off of here now before I uh I talk your ear off for the next hour, brother.

>> I appreciate it, Malcolm. Thank you.

>> Hey, thank you so much for being on the show, man. Definitely check out Scott

show, man. Definitely check out Scott and the rest of his content uh that he does with Weather Optics. He is

phenomenal. We're definitely going to have a reoccurring segment with Scott. I

think the value that he brings in terms of weather uh is phenomenal. And this

lady is phenomenal. Coming up is joining me on What the Truck. Hela Rich is the VP of strategic sales and administration at EPOST Global. Hela, can you hear me?

Okay. How are you?

>> Perfectly. Good morning or good afternoon at this point.

>> Good afternoon at this point. Well, we

we just got I mean it's 12:16, so it's it's a morning somewhere. How are you doing?

>> Very well, thank you. I heard your >> last guest said cold, so I think we can all respond with that as well. Weather

is definitely the biggest topic I think of the day. It

>> It definitely is. How is the weather where you're currently located?

>> Cold. [laughter]

And I'm in Florida, so >> Oh jeez, you sure are in Florida. You

sure are in Florida. Yeah, my my mom is as well. She was like, "Yeah, this has

as well. She was like, "Yeah, this has been brutal." So I'm like, "Girl, it's

been brutal." So I'm like, "Girl, it's not that." So I guess it is that bad. So

not that." So I guess it is that bad. So

>> it is that bad. Yesterday everybody was excited to take their winter coats out for a spin. So you know, once a year I think we get to do that as here in Florida. So

Florida. So >> definitely definitely. Well, hopefully

it warms up and uh we we got a hot one in store for for this segment because I'm excited to to educate the people.

And first, before we kind of get into the main meat and potatoes of the meal and the questions I want to ask, explain to the people what you do at EPOS Global, kind of how you fit within the supply chain piece and give some people some background information for those

that don't know.

>> Great. So, EPOS Global is a privatelyowned global parcel shipping provider. Um we started about 23 years

provider. Um we started about 23 years ago and have gone through a few different um changes in ownership but EPOST Global is um back to being

privately owned. Oh, great um video of

privately owned. Oh, great um video of what we do. Um and so what happens with our organization is that we core

business moving parcels from the merchant to the buyer around the world.

But one thing we work very closely with our customers and we're in tune with what their needs are and as things are changing. So we really try to come up

changing. So we really try to come up with um flexible customized solutions for our customers so that we can help them with the whole entire process. I

think kind of getting into today. So

it's not only getting the parcel there but ensuring that the transaction is successful and if there's any returns involved in it that we can help with the solution for that side of it.

Now, speaking of returns, you've said that returns are now designed to recover value and not just process refunds. What

does that shift actually look like within practice?

So, again, there's so many different avenues depending on what the actual commodity is and what the actual merchant can do with the regulations

based around that particular commodity.

It also comes into play whether the merchant is sending that as the delivery duties paid or delivery duties unpaid.

So historically if someone had uh shipment that was sent as delivery duties paid um then they will refund the

whole entire order to the buyer and then also have to figure out how they're going to bring it back.

Nowadays they're really looking at that whole entire process in advance. what do

they need to do to be able to recoup as much of that potential lost revenue including duties and taxes and um actually getting the product back. So

they're really doing much more um analysis before they actually even make that product available on what they can offer to that customer through that wholesale cycle.

you know what what kind of internal mindset shift does it take for retailers to treat returns as a revenue protection strategy instead of almost like a a cost center.

Um it's funny in this industry and I've been in this industry a long time there's been a lot of u morphing in that where people have historically even thought their outbound shipping was a

cost center and now they realize that that can actually be a profit center for them. Um, and the same thing that

them. Um, and the same thing that happens with returns because there's so many different avenues, you know, again, thinking more on the international side of returns on what they actually do with

the product. Is it something that

the product. Is it something that they're going to have a commercial relationship with someone in that destination country to, you know, buy the returns from them? Is it something

that they're going to bring back because they can do um the refund and try to reclaim the duties and taxes that were paid on that temporary import? Or is it

something that they're going to, you know, try to do an upsell type of opportunity and offer other products to the customer when they're interacting with the merchant uh to initiate that

return?

I'm very curious about this because we're seeing less tolerance for the quote unquote try and return behavior like bracketing and false defect claims now. How big of a problem has this

now. How big of a problem has this actually become?

>> No, it's obviously especially in certain um vertical markets where the clothing where it's inexpensive clothing and people are going to take a chance and not know what color they like best, what

size they like best and over orderer.

and companies are really looking at their buyers um habits and behavior and then making a determination on what type of um service are going to offer to

them. So if someone is a repeat offender

them. So if someone is a repeat offender and they have those costs um to the organization then that merchant may make a decision that that person no longer

has free returns um that there might be a restocking. And I know we see a lot of

a restocking. And I know we see a lot of restocking in the electronics area when someone wants to return. Well, that's

something that could be adopted in other markets as well or other industries.

>> Now, how do you almost kind of tighten these return policies without alienating really good customers and long-standing relationships that have already been built?

And again, I think that we see that in a lot of different type of industries that um there are certain merchants that have

free perks uh to their top tier customers. And I think that e-commerce

customers. And I think that e-commerce merchants or um social commerce merchants are really looking at ways

that they can um identify those customers that they want to ensure they still have that great positive experience and really do everything to

keep them returning. And then some of those aren't afforded to people that have the um you know the repeat return behavior um different types of

activities that you know obviously they don't want to you know reinforce >> you know Hela this is a a softball but you know crossber is very much so harder

than domestic at least it has been in my time in the industry. Why do you think this is so tough? I mean just in black and white. Why do you think this is so

and white. Why do you think this is so hard?

>> Well, again, I think the number one factor is really customs. Um obviously language is is a component. Um but ex US

the majority of the um commerce is, you know, the top three tend to be Canada, Australia, UK. So language isn't really

Australia, UK. So language isn't really a challenge there. But when it comes down to customs, what can come back?

What is customs looking for to be able to um refund that duty and tax? Which of

course is the biggest opportunity for merchants to secure their bottom line is getting those funds back as opposed to just refunding them to the buyer. Um and

right now it's a very unique climate and things are changing every day. So when

you see all the conversations about tariffs in the market and in the news, well, there's a retaliation or there's a there's an impact every single time that

comes up on how that's going to um complicate or simplify the process.

>> No, for sure. And for those that don't know, customs and being an actual customs broker, and I I may be hopefully not making this up, but I've heard from a buddy or two that it's harder to be a

licensed customs broker than it is to to pass the bar exam. Is that correct? Am I

on Am I on base there?

>> I haven't pursued either. [laughter] So,

so I can't say from firsthand experience, but I don't think well maybe the law changes as much as tariffs do right now, but not too many things are

evolving in today's climate than um what's going on with the tariff rules around the world.

>> Yeah. What's the biggest misconception that that brands have when it comes to global returns?

Well, I think that they are just trying to find a one-stop type of solution and it doesn't work that way. Customs is different in every

that way. Customs is different in every country, what type of regulations you have. Also, where you're returning goods

have. Also, where you're returning goods has different rules and regulations. So,

you have to understand that. So as much as it would be great to say like hey this is a solution for your global returns it's unrealistic to think that.

So I always suggest that they focus on one major market and really do testing do the process for that market take the

lessons learned for their organization and then go to their you know the next biggest market. And um and understand

biggest market. And um and understand also that you don't need the same scale in every market. Some you know some

countries as long as you have a location that they can return to um you're going to meet the needs in other countries you need the whole entire process. So just

really understanding that. So as as e-commerce continues to globalize, how do you see crossborder almost uh in terms of these returns evolving I'd say

over the next 12 to 24 months?

>> I'm sorry. In regards to what type of different types of options are there available for people that are looking to do the returns process?

>> Absolutely.

>> Okay, great. Thank you. And it's

definitely I see 2026 being a huge year for people investing in their infrastructure for returns whether it's with partnering with a company that has

the solution set up um or looking if you have um locations around the world that you want to look at utilizing those warehouses. But um it's something that

warehouses. But um it's something that you really need to do again with all the different types of potential lost revenue between not getting the returns

back um not being able to recoup the duties and taxes and we all know that the cost of acquisition of a customer reduces the more volume you do with them. So you want to maintain that

them. So you want to maintain that positive experience and so this year is really the year to learn and understand the regulations, get the solutions

established and make this available. It

doesn't have to be a free return. It

just has to be a userfriendly return process.

>> Absolutely love that. Now, Helen, where can people go to uh understand more about your work with EPOS Global as well as the the return process and just the the day-to-day things that you do

because this is this is absolutely nuts.

>> Definitely. Um, and as a consumer myself, it makes me much more aware and sensitive [laughter] to what everybody's dealing with when I buy something to make sure I don't have that process. But

you can find us online at eostglobalshipping.com and also uh follow us on LinkedIn.

Always a lot of great information posted on our LinkedIn E- Post Global Shipping.

>> Hela, thank you so much.

>> No, I was going to say thank you so much for being on the show and educating us and uh can't wait to have you back hopefully on the back end of 2026 to see uh just how far we've come in terms of this. So, I really appreciate you making

this. So, I really appreciate you making the time.

>> Thank you so much. Take care. Have a

great day.

>> You as well. Thank you again, Hela Rich.

Uh again was an awesome awesome guest and uh I guess we're we're halfway through the show and uh feeling good about it. But this next guy, he has a

about it. But this next guy, he has a better beard than me. He has better swag than me. The guy is uh outstanding and I

than me. The guy is uh outstanding and I think you guys are going to really enjoy this conversation. So now joining me

this conversation. So now joining me again, founder of uh Yellow Brick Academy as well as Yellow Brick Transport, my man Akash Pat Mattel.

Akash, what's up, man? Can you hear me?

Okay.

>> How you doing, man? Nice to see you, Malcolm. I don't know about that. Got me

Malcolm. I don't know about that. Got me

beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat beat up.

>> No way man. No way. I'm about to get my whiskers in probably in the next five to 10 years. You know logistics it'll make

10 years. You know logistics it'll make you go bald and it'll make you turn gray. You ain't gone bald but you got a

gray. You ain't gone bald but you got a little gray. So it is what it is

little gray. So it is what it is brother.

>> Uh so for people a cash that don't know about yellow brick I want you to give us a highle understanding what is yellow brick? What do you do and almost I mean

brick? What do you do and almost I mean really who is a cash patel man? How did

you get in the space as well?

>> Yes definitely. So, Yellow Brick Transport is an auto transport broker.

What we do is we essentially move cars as a broker. Um, I started in the business about 12 years ago. I was

working for someone then started my own brokerage. Through that, I saw a big gap

brokerage. Through that, I saw a big gap in the industry. Um, you know, a lot of brokers just come in, go out, do bad business. So, that essentially led me to

business. So, that essentially led me to starting Yellow Brick Transport. And

then I saw people were interested.

There's no information about this stuff online anywhere. So, I started Yellow

online anywhere. So, I started Yellow Brick Academy, which is a training platform that helps those that are, you know, brokers looking to be brokers get in the industry and focus on moving

vehicles through leads.

>> That's fantastic, man. And I want to talk also because when it comes to, you know, your work, it's outstanding. But

also, uh, outside of a brokerage seat, you do a lot for justice reform. and I

I'm I'm I want to give you your flowers because I think it's amazing what you and your wife do. Can you kind of educate our listeners on on what you've done uh in the justice space because I I think the work that you're doing is incredible as well.

>> No, thank you. Thank you. So, of course, >> what we do, my wife's an attorney, so what we do is we focus on uh clearing people's records through, you know, hiring individuals that uh you know have

been impacted by the law. We quickly

learned that, you know, we could give them a job. We could give them an opportunity, but before you do that, you have to make sure that their records clean, right? Uh expungements, which

clean, right? Uh expungements, which cost, you know, $2,000 depending on what state you're in. So, being that my wife's an attorney, what we started doing is we do free expungements in the

state of New Jersey, and we're starting to expand into other states.

um anyone can walk into these clinics that we do and they could, you know, get their record expuned. Granted that, you know, they qualify. So, I think last year we broke 2,000. This year, I mean,

every year we're looking to get bigger and bigger. So, uh that's essentially,

and bigger. So, uh that's essentially, you know, what we do outside of helping those that have come out of the the the prison system, have been affected by the prison system, helping them navigate,

helping them start businesses, uh get jobs, whatever it may be that they need help with. No, that is fantastic work

help with. No, that is fantastic work that you're doing. I've been a part of an organization called Project Return in the past when it comes to uh recidivism and just people not knowing just how much of an impact that it is. So, kudos

to you as well as your wife and I want to talk specifically next about um you know barriers of entry and getting into the space and you know the expungements and what come with this. I'm sure you can kind of speak to to this, but what

have you seen in terms of transitioning somebody from that situation to now into a successful situation specifically, I want to say, in logistics and supply chain as well.

>> Oh, it's amazing. So, there's people that, you know, wouldn't imagine that they could make a good living, put food on the table, take care of their kids.

Um, but through transportation and trucking, logistics, they're able to change their life. I mean this is an industry where you know if you do reform your life or you do want to be on the

right path you can make a very good living right um it's not rocket science I mean once you have to work hard you have to stay consistent but if you do you know buckle down and focus you can

make a really good living within brokering you know being a driver what whatever it is there's so much opportunity within this trucking industry and you know working with people it's allowed them to change their

life they're super grateful once once we introduce them to it or help them guide navigate through the industry. And you

know, my goal literally is to just help people be aware of the industry and then help them join the industry.

>> No. Well, I think you're doing one heck of a job at that. And speaking of the industry, I I want to talk about the industry because you work in a niche that not a lot of people are able to be

in for one and then for two, not able to do it at a high level. You've been able to do both. Talk to me about auto transport. Why is it so specific? Why is

transport. Why is it so specific? Why is

it so different in comparison to to other methods of uh I want to say verticals, I guess, is what I'm trying to say.

>> So, what I found, you know, from being in the industry is in general freight or other types of brokering or logistics.

It's it's very much a relationship based game, right? So, you either got to know

game, right? So, you either got to know shippers or you got to be connected to shippers. Whereas in auto transport,

shippers. Whereas in auto transport, it's a there's a leadbased system. So,

of course, you're organic, you know, your your contacts, those contracts that you can acquire are great, but if you're somebody that has no experience in the industry, has no connections, you could

literally come into brokering cars brokering auto and auto transport brokering I should say, and work leads.

There's a way where you could buy hot leads. So majority of people moving

leads. So majority of people moving vehicles in this country do not know how to move that vehicle, who to call and so forth. So what happens is they tend to

forth. So what happens is they tend to go online they they go on a website they request a quote and they fall in the hands of an auto transport broker and

there's no from my understanding there's no other you know subsector of brokering where you have such system right so take any you know Joemo off the street put

them in this situation if they're going to put the time in they're going to you know work hard be consistent they essentially have a funnel of being able to acquire shippers through what we call

hot leads. So that pretty much opens the

hot leads. So that pretty much opens the door for anybody that you know wants to do this kind of work to come in and make a good living from it. Granted, you

know, they do their part.

>> You said that auto transport almost has a lower barrier to entry than general, I would say, transportation. Why do you think this is? And really for those listening that are unfamiliar, what does

it truly take to get started in something as niche as this?

So I mean lower I I say lower point of entry I guess um mainly because of getting the clients right because you could have a brokerage you you know starting a brokerage is not rocket

science right um you could Google it you could talk to someone figure that out but if you don't have shippers or you don't have customers what good is your business right so due to the fact that

you can go and purchase leads and work leads and acquire customers in that matter I feel like it it not only helps you succeed or or helps you potentially

succeed in the business, but it also gives you a way to just, you know, build the business opposed to you cold calling and what I call shooting darts at the wall and maybe landing a customer, maybe

not landing a customer.

>> What mistakes do new brokers make when they try to jump into auto transport?

Because a cash, I know you've seen some stuff and you're just like, man, what why did you do that? walk me through some things that you've seen uh in your time in the space, man.

>> Oh man, there's a few I could give you.

So, I'll give you two big ones. So,

okay.

>> One is, you know, people hear stuff like this and they'll just go and they'll jump right into it, right? There's a way you work these leads, right? There's

there's a process to everything. So, you

know, from my experience, what I found is, you know, from speaking to people um and doing such, you know, interviews and things like that, they pe you know, the individuals here that you could work off

of leads, they'll just jump right into it. But there's a process. If you don't

it. But there's a process. If you don't follow the pro, like anything in this world, right? If you don't follow the

world, right? If you don't follow the process correctly and you don't know the process, it's not going to work, right?

Um you can try all you want. You're just

going to throw money down the drain. Um,

so you know, you have to really follow the process and you have to know what you're doing. Secondly is if you do get

you're doing. Secondly is if you do get lucky and you know, not knowing what you're doing and you do land a customer, if you do not vet carriers properly right now in the world we live in, it's

it's brutal, right? Um, cars just get stolen. You know, people are scamming

stolen. You know, people are scamming left and right. So, you really need to know how to vet these shippers, vet these carriers properly. If you don't vet them properly, you're going to get caught up in a whole cycle and your

vehicles, your customer's vehicle essentially is going to get stolen.

>> Now, Aash, walk me through specifically why did you make this academy? Because I

know you're a busy guy. I know there's a lot that you could be doing with your time, but you built this academy to really help newer folks in the space become, you know, kind of where you're

at and being students at the game. I

mean what really went into all this in the first place?

>> So there's a few reasons. Um I'll give you I'll give you uh uh two of them I would say. So one of them is in the

would say. So one of them is in the indust being in this industry like I said earlier there's a ton of people that you know hear brokerage owner brokerage broke broker agent and jump

into the industry but cannot get a shipper, right? They stare at a blank

shipper, right? They stare at a blank screen all day. Um, and due to the fact that they can't get a shipper, they they essentially quit, right? I mean, you don't I don't blame them, but what what

I tend to do is I I'll find these people or they'll find me, I should say, and we'll open up the auto transport space to them and teach them the industry and through that they're able to finally get

some action. And when I say action is

some action. And when I say action is talk to shippers, close shippers, make money right?

>> Um, so I saw that organically. I was

doing it through people I knew in the in the community and things like that. And

I just kept getting more and more requests, people contacting me um to to help them, right? So I essentially that was one of the reasons why I started the academy. Um I saw a great need, right?

academy. Um I saw a great need, right?

And secondly, I was working with a high-end client. He's a football player.

high-end client. He's a football player.

Um we started, you know, his trucking company for him. And then the goal was is to move his family into the business.

And through all of that, we realized it did not work, right? So, speaking to him, what happened is we we both talked about it and realized that you got to teach people how to fish. So, if you're

going to get people into an industry or guide people into something, you really want to teach them everything from A to Z. So, through that, I both of us, you

Z. So, through that, I both of us, you know, started an academy um teaching our community on how to fish essentially.

And that's what, you know, led to Yellow Brook Academy.

what separates the folks that succeed, whether it's quickly, whether it's gradual, versus those that just kind of fizzle out over time.

>> So, I mean, I think consistency is a big one, right? Um, I think that if you're

one, right? Um, I think that if you're consistent with anything that you do, you'll you'll do great in it. A lot of people want to come in, they hear brokerage, they hear millions, they, you

know, get rich overnight. That's not

this, right? If you're consistent, you work hard, you put your time, energy, and effort, you get educated, you know what you're doing, and you make it a lifestyle, you're going to do great. But

if you come into the industry, um, you know, you want to get rich overnight, this is not it, right? We talked about our beard, right? My beard's white from being in this industry, but at the same

time, it's changed my life, right? So,

if you know, you have to have the right intentions. If you set your intentions

intentions. If you set your intentions properly, you could get very far in life, you know, being within this industry.

>> No, I definitely love that answer. I

want to talk about the future with you, Aash, because what do you see in terms of auto transport and where it's headed, I'd say, in the next few years? What

what does that look like specifically?

>> So, I get that question a lot, you know, especially now with the economy acting the way it is. Um, and I tell people, right, cars aren't going anywhere. I

think the average uh average time a car gets transported is seven times before it gets salvaged, right? So, people tend to think new cars, manufacturers, things of that nature. But, you know, don't

sleep on your auctions, your old vehicles, um lease returns, you know, private moves, people moving across country, college students, you got

athletes, the list goes on, right? So,

this industry is always, in my opinion, always going to be there. one because

you need that that person to interact with when you're moving your vehicle, right? Right now there's a big talk a

right? Right now there's a big talk a big thing with around AI and things like that. But I feel like when you're when

that. But I feel like when you're when you're focusing on a service like auto transport, you're always going to need that person to kind of, you know, troubleshoot, guide, and things of that

nature. And then secondly, you know,

nature. And then secondly, you know, everybody has a vehicle. So whether that vehicle is getting sold, moved, you're buying a new one, you're returning your old one, you're always going to have a

need to move these vehicles across the country. So due to that, I think the

country. So due to that, I think the industry is, you know, not going to go anywhere and it's going to stay where it's at. I mean, do you have your slow

it's at. I mean, do you have your slow points and your your busy times like anything in this in this world, right?

you have your peak seasons, your slow seasons, but once you have enough time, you know, being an auto transport broker, you'll really be able to, you know, build that book of business, the

repeats, the referral customers, um, you have people whose cars you'll ship once and then, you know, they'll give you their whole phone book. So, as long as you do good work, give good service,

stay consistent, you you're you're not going anywhere in my opinion.

>> Aash Patel again with Yellow Brick Transport. cash. Where can we go our

Transport. cash. Where can we go our listeners for more information about you as well as the work that you're doing with both the academy and uh the transport business as well?

>> So you could find uh we have yellowbbricktransport.com yellowbbrickacademy.com and then my social is yb for yellowbrick. So yb.acos

yellowbrick. So yb.acos

my first name akas. So you can you know check me out. You could possibly just go on Google and put my name in my company and you'll find a ton of information about us.

>> Awesome. Awesome. Well, Cash Patel, ladies and gentlemen, Cash, thank you so much for being on the show. This is a great great segment, man. And uh keep up the great work.

>> Thank you. Thank you, A.

>> Yes, sir. Yes, sir. Cash Patel. And uh

now I told you guys it's like a four for four like we're at Wendy's. And he is bringing up the rear, but he is going to be very insightful as well. again

representing uh he is the business development uh AVP at Altitude and Geotag Nate Vay. Now Nate, did I get your name right? Your last name. Is it V

or V? Okay, it's V. I knew it was V. I

or V? Okay, it's V. I knew it was V. I

was like I looked at how it was spelled.

I was like I surely am not missing like that. What's up, man? How are you?

that. What's up, man? How are you?

>> I'm doing great. Yeah, that's it's a rarity for somebody to get it right.

Typically people say Nate V and so I'll just go with it. But Ve, you got it right. So nice to meet you.

right. So nice to meet you.

>> Nice to meet you, too, man. People have

called me Marcus Mitchell Marshall and I'm like Malcolm is not that hard of a name to get right. So I appreciate you, man. How's How's everything in terms of

man. How's How's everything in terms of the weather by you?

>> Uh it's a little hot, honestly. I'm out

in SoCal, so I think we're in the mid 80s yesterday. So, you know, hoping to

80s yesterday. So, you know, hoping to spread that across the East Coast to you all, but if we have to hoard it, then you know, we'll do that, too.

>> Brother, I am so jealous, man. It's

sunny skies out there in SoCal.

Chattanooga, it's all right. It's a

little cloudy, a little cold, but we'll uh we'll make it happen. I I want to speak to you because I mean we're going to get to the data in a second, but talk to us a little bit about you, your role,

what you do in the space and and how this all came to pass, man.

>> Yeah, so as mentioned, um I've been in the freight game for probably about 12 years now. Um working with LTL, uh DHL

years now. Um working with LTL, uh DHL Express, and then really with Geotab for the last eight years. Um so really specializing in freight movement telematics using data to help out fleets

uh get goods kind of delivered across the the nation. Um so how this came about uh I've started with Geotab uh really worked on it for the Telmatics working with fleets the infleets for the

first four years and then after that started and launched a business called Altitude by Geotab which is a division within um Geotab which basically taps into all the connected vehicle data that we have and then we commercialize it

aggregate to provide insights into how all goods move uh throughout the network both US and Canada. Um so a little bit of context about Geotab. We're the the world's largest commercial fleet uh

telematics provider in the world coming up on about 6 million connected vehicles globally. A large line share chunk of

globally. A large line share chunk of that is in North America. So just to put that into maybe perspective um so we have hours of service uh FMCSA compliant

um solution and so many of the drivers the over the road class8s will partner with us for that solution to log their hours. So what that means in terms of

hours. So what that means in terms of the market share about one in three um of the over the road class A trucks has our device in it. So we get a good good proxy on um the market penetration how

essentially all of the goods are delivered by those those big class A's and so we get statistical representation on how goods really kind of move um throughout and through that we can take

the data um tell some compelling stories that not only help agencies plan better but more so help fleets move better as well. And you're definitely doing a

well. And you're definitely doing a great job of that because this study is robust and I want to kind of get to that now because it identifies over 2.2 million ramp parking events annually

including more than 300,000 long duration stops. Why does this number

duration stops. Why does this number matter in terms of realworld terms? Like

why why does this why is this applicable?

>> Yeah, it's a great question. Um, so a lot of folks when you're driving the highways, you'll see trucks parked along the side of the road on on-ramps, off-ramps, and you say, you know, that that seems to be a busy area. Um, and

that's really just like anecdotally from the people driving that may run it up to the municipalities or or state departments of transportation. So, what

we're looking to do is to see if this is just an anomaly or if this is routine behavior. And so because we have such a

behavior. And so because we have such a large presence in the the market, we can use data and analytics to understand exactly if this is a pattern or if it's just you know here and there. But the

data um as kind of you mentioned we got 2.2 million onramp parking events from class 8s um over the time frame for a year. And that's just our observed data.

year. And that's just our observed data.

If you scale that up is probably closer to about 6 million. Um furthermore of that the long duration. So we classify long duration about 9 to 12 hours. um

typically bumping up against the hours of service limit. So driving close to 10 hours 520 uh uh miles as well. And so through that I was saying, you know, this is people

are stopping here 330,000 stop events that happen for 9 to 12 hours on on offramps. That's not just because I need

offramps. That's not just because I need to as an emergency. Like that's just routine um behavior because there's a lack of capacity to support the growing of the freight and maybe just um

obviously lack of insight to see where it's actually happening too. So, super

important um to look into the details to understand what's causing that effect of it.

>> Nate, let's let's talk about the the human aspect and almost the reality of this thing because a lot of people they'll see a driver right on the side of the road or parked illegally and they'll just be like, why why are they there? And what I saw on this study that

there? And what I saw on this study that I thought was cool again is you guys painted a picture of what a typical night and it's it's pretty accurate. I

mean, 520 mi driven, nearly 10 hours on road, running out of legal drive time.

Now, why is the context important for people that may just look again at the ramp and notice that a truck is parked and be like, "You shouldn't park there."

Wags fingers. You know how it goes.

>> Yeah. I mean, it's easy to to kind of, you know, plain blame point blame on people that are parking elsewhere. You

think you're just, you know, maybe you're being lazy, you're not going to go find the right spot. In reality,

that's not the case. They're literally

running up against federal regulations as to when they have to stop um on that.

It's not by choice. it's because they have to and they're forced to. Um,

oftentimes they're even stopping, you know, when there's there's lost miles, you know, losing productivity because of that as well. So, from a human aspect, I put myself in the shoes of a driver. And

the last thing I want to do is stop on an onoff ramp and sleep there for 9 to 12 hours. It just causes a lot of safety

12 hours. It just causes a lot of safety issues for them. You know, potential theft cargo because you're not in a um a secure space. And then more so even like

secure space. And then more so even like the thought about the passenger vehicles that are getting on offramps. Uh it

becomes really hazardous especially at night too when many of these drivers are are forced to sleep kind of alongside that onoff ramp as well. Um you just lose visibility and it does cause a big

safety issue. So from a human aspect,

safety issue. So from a human aspect, you know, you're losing productivity one, but more so just like the pressure and the stress that you have to go and find an area to sleep because you're forced to um is something that, you

know, I would kind of keep me up at night as well if I was a driver.

>> Now Nate, I want to nerd out for a second here because peak demand happens midweek, specifically Tuesday, Wednesday Thursdayish.

Why is this? I mean, because in my brain, and I might be thinking this wrong, I would have think it would have been the the inverse, but why is this specifically these days?

Yeah, I mean that's when people are pumping volume to be honest. Moving

goods the most. You don't really have that weekend low um where you get a little bit of downtime. So most of the the class A driving behavior that we see for the miles logged is happening from

that Monday to Friday. And so really you're at the highest peak um in that perspective when you know all the the the pilots, the loves, the state rest

stops, those are at capacity. And so now you're kind of in a in a space between a rock and a hard place as to where do I park and so now you're looking really at kind of the uh what you have at your fingertips and often times that is on or

off ramp.

>> I thought this was a really cool point as well. Indianapolis which was shocking

as well. Indianapolis which was shocking to me. It stands out as one of the

to me. It stands out as one of the biggest hot spots. Why is the quote unquote crossroads of America struggling so bad when it comes to truck capacity parking?

>> It's a great question again. Um so Indie is definitely a hot spot. I think it was the um second worst yeah city uh that was for onofframp events that we noticed

through the data and so and it is a huge crossroads I think it's America's crossroads for for freight is kind of what it's labeled has four major interstates that converge there um there's been what we've seen a massive

increase in uh warehouse and distribution growth so there's more freight demanded there and just the parking capacity um has never scaled up with the freight volume so that is

inevitable to cause challenges in issues on that. So, a lot of freight activity,

on that. So, a lot of freight activity, growth economically, and then the capacity, um, while there may be some studies done on that, just hasn't kept up with the amount of freight volume there. And so, that is definitely one of

there. And so, that is definitely one of the the biggest hot spots that we've seen. Um, you know, and they're not

seen. Um, you know, and they're not alone. There's there's a few other ones.

alone. There's there's a few other ones.

So, a few other cities that we notice had the um kind of the worst kind of ranking, I would say, although we'll label them one to five. yet Atlanta um is number one, India is number two, New

York, DC, and Los Angeles. So, I don't think it's uh um you know, it's pretty obvious that those those areas are high in density.

There's a lot of people that live in those areas and there's just not the support that's needed to keep up with all the freight volume. So, by default, these truckers are are needing to find areas to to go and park. That's a great

answer to that question because I was curious like all right what are going to be the common themes be be beyond these other cities not just Indian you kind of give uh some great answers in terms of that I want to transition now because

from your perspective is this a safety problem is it infrastructure is it planning is it all three I mean if you could kind of go in the pecking order

what what really does this boil down to >> yeah so I would say in the pecking order of all three safety is the biggest concern um you know, you shouldn't have to be worried on your job if you're doing something to make an income that

you're going to be sleeping somewhere that's not safe. You're risking yourself um and other passengers that are are driving there off the interstate as well. Um so it's definitely like safety

well. Um so it's definitely like safety is the issue. Infrastructure is also a major issue. These 33,000 lb tractors

major issue. These 33,000 lb tractors are not supposed to be parking on onoff ramps. Those were not built uh to

ramps. Those were not built uh to support that. You know, it's not a

support that. You know, it's not a parking lot. So inevitably those are

parking lot. So inevitably those are going to deteriorate and um you know it's going to be expensive and costly to kind of repair those. And then lastly, I think it's been maybe not sort of like

as a poor planning job. There's a lot of it's a very hot topic right now um for many of the departments of transportation and other planning organizations that we work with is truck parking specifically. So I think it's

parking specifically. So I think it's just been a lack of the context of the data that they've actually had in the market to understand what's really going on. Again, it's been a lot of anecdotal

on. Again, it's been a lot of anecdotal like we know along, you know, the five or the 99 or the 70 or the 95 that these issues are here, but exactly where and how bad are they actually happening? Um,

there just hasn't been a good data source to provide that. And so, I think the more that these transportation authorities start to adopt that and realize that they can, you know, have some insight into it, the better the

planning exercises will be. So, it's

been historically worse, but it has to be kind of like now we have to really take a look at this to figure out what we can do to make it better for the future as well.

>> Let's talk about the data and specifically why it matters because you said that these events, they're not random. They're signals. What exactly is

random. They're signals. What exactly is the data telling planners as well as policy makers right now?

>> Yeah. So, I mean, it's it's telling us that this isn't just an anomaly, you know, that, you know, it's going anywhere. There's, as you mentioned,

anywhere. There's, as you mentioned, there's been freight recessions. there's

been um a lot of different challenges that have gone on, but even through thick and thin, there are issues there that are routine that it's behavior that these drivers are forced to because of

the federal regulations. And so

understanding specifically like where this is happening um it's not just in like one location on the east coast.

It's very um prevalent in other areas and in all parts of the the nation as well. And so it isn't just a a one

well. And so it isn't just a a one person thing or one state um hot topic.

it's a national thing that should really be focused on at all angles. So, um

that's definitely something I think we should keep in mind as as we go about as well is like, you know, these issues are are here. They're here to stay and if we

are here. They're here to stay and if we don't have any um plans to kind of like resolve them that they're going to stay here for for a while. And so, it's not a matter of the drivers wanting to do it

again. It's the the issues that they're

again. It's the the issues that they're having to face. And so being very specific and tactical about where to go and add infrastructure to help support them is is something that um should

really be looked at at a policy angle.

>> Nate, if you could prioritize one type of investment tomorrow, what would move the needle the fastest when it comes to this?

>> Yeah. So I don't think it's a really like a blanket everything and and let's get parking spots everywhere on that. I

would say being very tactical in the approach. find the areas across the

approach. find the areas across the nation that are experiencing the worst capacity issues that have the most on-ramp um specifically for long duration parking events and go and build

um either as a state uh infrastructure to support that or find um private public partnerships where we can go and work with the asset owners um organizations like you know Pilot Flying

JS maybe they'll go and uh add more capacity to their stations as well to kind of offload some of that burden. So

I don't think it's a it's a one, you know, this is the government has to do it, but it could really be multiple people including data vendors like like Altitude um to support that, but it has to be very tactical in some of the worst

areas first.

>> Native, nothing changes specifically.

What what happens to this problem, I'd say over the next five years? I mean,

what what would that look like?

>> Yeah, it's not going anywhere. It's just

going to get worse. Um, you know, I think you're going to continue to see um, you know, drivers in distress, probably the morale um, going down,

safety issues, as you know, like the weather events that are happening now.

Um, add that plus these on-ramps, like it just causes a recipe for uh, potential disaster in that. So, I would say if nothing's done, it's just going to be more headlines in the news that

that issues are happening. Um, which

obviously we want to not allow to happen. So being very proactive is the

happen. So being very proactive is the approach that I think we should all obviously kind of take here.

>> Nate, where can we go to get more information about this study in totality as well as uh just information about altitude via Geotab as well as you and the rest of your team as well?

>> Yeah, just I would just jump on Google um throw in altitude by Geotab. Um

that'll populate has all of our resource resources on it. The truck parking study that we did um is a full ebook as well.

I think it's 17 pages of really good information. Um, so definitely use that

information. Um, so definitely use that as the starting point and you could get a lot more about what we're doing with um, both the public and the private entities um, across the nation as well.

>> Awesome. Nate Vay, thank you so much for being on the show today. Man, this was uh, really insightful and uh, wish we had more time and uh, we'll definitely hopefully made time on the back for this year. How does that sound?

year. How does that sound?

>> Yeah, it sounds great. Appreciate it,

Malcolm. Thanks for having me on.

>> Yes, sir. I appreciate you, Nate, and appreciate to all of our guests for being on the show. And I know we have a little bit of time left, so I want to take you to the road ahead. Guys, how

does Ireland sound? I think that sounds pretty great to me. And we're going to be visited by my boys out in Ireland.

They are representing Predencus, Frankie Bates, the CEO and co-founder, as well as Derid O' Conor, their chief operating officer will be in the house. Guys, this

will be an awesome episode. I have a surprise up my sleeve, too. And that's

why that green box is there in the middle. We may have one more. Uh but

middle. We may have one more. Uh but

again, thanks so much for listening in today. Thank you to all of our guests

today. Thank you to all of our guests for being on the show today. You can

find this as well as the headlines, all the content that we discussed today here on freightwaves.com and on our YouTube pages. Like, subscribe, all that from me

pages. Like, subscribe, all that from me to you. I will see you guys next time.

to you. I will see you guys next time.

Peace.

[music] [music] >> [music] >> Heat.

Heat. [music]

>> [music]