SPEAKER_00
0:37
I'm going to have a broker shipper contract in place that tells the shipper what the law is in Mexico. And then says, we recommend that you obtain a borderless coverage policy from reliance partners for your freight that's going into Mexico. Check this box if you want a quote. And then the next session should say, if you're insane, check this box to say we don't want it and we're just going to wing it.
SPEAKER_01
1:07
When freight crosses the U.S.-Mexico border, custody can pass through several carriers, inspection facilities, warehouses, and brokers. The phrase the carrier has insurance can hide major differences between legal liability, cargo coverage, policy territory, exclusions, and who must prove the loss. For CargoRex's Mexico cross-border trade guide, I'm joined by Mark Vickers, who is executive vice president and head of international logistics at Reliance Partners and founder of Borderless Coverage. Mark began on the freight side before moving into cross-border insurance and risk management. We're going to map out the risk transfer architecture behind one shipment, identify the assumptions that create expensive surprises, and give buyers a sharper set of questions to ask before the first load moves. Mark, this is long overdue. So welcome in and I'm happy to have you.
SPEAKER_00
2:00
Hey, thanks for having me, Bois. I really appreciate what you're doing. These kind of guides are really going to help out the freight industry.
SPEAKER_01
2:06
Oh, thank you so much. Now, now for folks who are thinking about maybe starting, you know, a Mexico division within their brokerage, maybe you're a US-based company, and you think, oh, well, we we already have insurance. We should be good here. The driver's delivering into the United States. So we're fine. We're covered. Where is the assumption going wrong in that case? And what should these people be focused on and the questions that they should be asking?
SPEAKER_00
2:34
Sure. So I'll give you an example from like 12, 13, 14 years ago when I was at TQL and my shipper clients, like Whirlpool, Polaris, Dana Corp, so automotive shippers, these guys were saying, Mark, you're doing a great job handling our inbound and outbound Laredo expedited freight. Can you handle our Mexican business too? And as any dumb freight broker would say, said, send it over. I'll take care of it. But after I looked at the detail a little bit harder, these shippers were asking us for an all-risk cargo insurance solution in Mexico. And they're like, Mark, if you can provide us that, then we'll give you a lot of freight. And I worked tirelessly to try to find them a solution. And they were looking for a solution because they were tired of self-insuring this freight when moving into Mexico. Everybody has their own different definition of what self-insurance is as well. So a Data Corp and a Polaris could say we're self-insured. That might mean that they don't have any insurance at all. It may also mean that they are backed by an insurance company that has a $100,000 deductible. And the more I was were talking to these automotive manufacturers, I'd find that the Frank was valued at $100,000 and then $100,000 deductible on a per load basis on their policy. So they didn't have any coverage at all. And these large shippers were really tired of paying this out of pocket, or they were kind of tired of how these conversations would go with their broker and with their Mexican carrier, where say that their Mexican carrier had a had had a load shift, or maybe they had a load stolen. Well, that shipper would call their freight broker and say, freight broker, you're fully liable for this freight. And then that freight broker would say, Mr. Shipper, you signed a waiver of liability. We're not responsible for this freight at all. And at the same time, that broker was still calling that carrier to say, guys, you got to pay this, pay this out, or we're going to lose a client over it. And it's really hard to get a shipper, a broker, and a carrier in the room because everybody's so protective over their rates and their technology and any proprietary things that they're doing and their customs broker that they're using. So they don't want to share a whole lot of detail and like that level of visibility that kind of became um standardized through through MacroPoint in the United States. It's still pretty new in Mexico. So people just don't like sharing a whole lot. It's a lot of times the shipper just calls their broker and they say, hey, we'll take care of it. Send it over, and then that's it. And they they don't know where the freight's at and they don't know if it's insured. And if a claim happens, it's just a bad way to do business. Where you should really have real-time visibility on the freight, and those parties should be working together to protect the freight, not trying to conceal what happened, and they should be working together to resolve these claims. But that doesn't really happen if insurance is not involved. And insurance is traditionally and historically not cargo insurance has not been a thing in Mexico. And the reason behind that is the United States, you've got kit carriers are fully liable for the freight that they're they're moving. In Canada, it's pretty similar. It's uh $2 per pound. So if a shipment is valued at $40,000 or is weighing $40,000 pounds, multiply that by $2 per pound, that the carrier's on the hook for $80,000, which is pretty close to what you'd have in the U.S. on a $100,000 shipment. In Mexico, it's just the wild south completely, where it's it's an interesting equation and it's changed over the past five years. But what it equates to is the carrier's really on only on the hook by law for about two and a half cents per pound. So the carrier, regardless of what that freight is valued at, that that Mexican carrier is only on the hook for about uh $1,700 to $2,000. And that's very rarely followed up on. So that's a massive discrepancy that I went out to solve about 12 years ago, where I'm like, man, freight brokers are probably terrified of expanding their footprint into Mexico because of the law. It's so much different. And shippers are either used to self-insuring, sign a waiver of liability, or not insuring the freight at all. So for a freight broker that say they're a $50 million freight broker, they've got something to lose. They can't just wing it. So freight brokers really over the past five years have started, maybe over the past eight years, have started to offer their shippers an all-risk cross-border and intra-Mexico all-risk cargo insurance solution through a borderless coverage program. And the freight brokers that are doing that, well, they're smart because they're making their shippers pay for the insurance. They're winning the freight, they're practicing world-class risk management, and then our programs almost forcing them to use our reputable Mexican carriers. So now that insurance is in play, it's forcing all parties to work better together. The claims resolution process is a lot cleaner. And it it's pricing and the tracking of shipments is becoming a lot more transparent.
SPEAKER_01
8:15
And so is it uh and I was looking at um your website over on borderless coverage, and it looks like there are several different types of insurance. How do you know which one is a good fit for you?
SPEAKER_00
9:19
So, in in general, when you're moving freight across the border, you're just gonna want uh a shipper's interest product. And why that's important is because in the claims resolution process, something happens and we receive the proper documentation, the insurance company who we're representing is cutting the check directly to that shipper. It's the best type of claims resolution process that exists in any line of coverage. It's um it really makes all parties work a lot better together.
SPEAKER_01
9:51
And so when you let's talk a little bit about that, because when uh everybody has insurance, you hopefully you don't have to use it. But when you do have to use it, what does that process look like?
SPEAKER_00
10:02
Sure. So uh in in the events of a theft, that broker and the carrier they worked, they work together to report the claim to us. They get a police report, they send us the bill of lading. As soon as we have those really two documents, we're cutting a check. So it's a lot different than a liability claim. Uh it's a lot different than a contingent cargo insurance claim, shipper's interest product keeps it keeps it nice and simple.
SPEAKER_01
10:31
And so are the the shippers requiring that of this level of coverage, or is it more of a a solution for for brokers and carriers to kind of cover their ass for lack of a better phrase?
SPEAKER_00
10:43
No, I I would definitely say only about 2% of shippers were asking for this about 10 years ago. I'd say 30 to 40 percent of cross-border US manufacturers, so U.S. manufacturers that are moving freight across the border, they are asking for this solution. And the groups that are able to put together a cost-effective solution that does not have exclusions in Mexico, they're winning the business for sure. Because we see the companies that submit, we see the companies that win it. And cross-border is a lot different than the U.S. In the US, you're typically handling a lot of spot freight if you're a freight broker. In in Mexico and for cross-border, those same freight brokers are getting awarded contracts where it's more static business, where you're moving the same, the same freight at the same value, it's the same commodity, same lane, standardized security protocols. And because of that, we can lock in really preferential terms for cross-border ninja Mexico. A lot of the times our rates for Mexico are better than the US because we're using vetted partners that have all worked together. So here's another example. If a theft occurs, okay, we'll cut cut the check once. If the same thing happens again, we're gonna get the shipper, the broker and the carrier on the phone and do a risk management call. Where we're gonna talk about here's exactly what went on. We can see if it's an inside job, we can tell if um somebody let the bad guys know where the freight was gonna be and what was inside the truck. And a lot of the times we'll tell the shipper, hey, if you want to continue to have this freight insured, you're gonna have to actually move your distribution, say out of Veracruz to Monterey, some someplace a little bit more safer. Or we'll have we'll we'll tell the broker, hey, you need to actually hire three carriers. One is a local carrier that will pick up the freight locally and move it out of that kind of theft hot spot. And then the long haul carrier will will pick it up, take it to the border, maybe cross-duck it or go straight through for the the final delivery. And we we've learned that sometimes the bad guys are looking for the long haul U.S. carriers because they know that the freight, they they'll know what the freight is, they know where it's going based off of the color of the truck or the or the brand of carry that's picking it up.
SPEAKER_01
13:14
Yeah, it's it's I mean, especially from an insurance standpoint, how do you try to stay ahead of some of the the I guess the networks that, you know, or intelligent networks that are you know popping up? And and I I guess I don't want to say spying, but it's uh I think that's the level of spying that that's involved if they're trying to look for a specific color truck or you know, a specific uh, you know, company that does the same route all the time. How do you as a company kind of uh mitigate that risk yourself? And then how do you get insurance to cover what you don't see, what maybe you have blinders to do?
SPEAKER_00
13:49
It's kind of crazy. So Reliance Partners purchased my company called Borderless Coverage almost six years ago now. And honestly, we as an agency have better data around this than the actual underwriters do, because we as an agent, we want this program to continue. We can't we can't have tons of thefts, or our insurance companies will not continue providing this type of coverage. So we we've created our own Mexico cargo hijacking database, which is kind of a a joint effort between us and the government of Mexico, and we've aggregated all of that data in one single space so you can see where the hotspots are. And when we know when we're picking up in certain hotspots, there's gonna be some warranties that we'll recommend. We don't actually have any warranties that are required in Mexico beyond what you're gonna have in the United States. It's the exact same type of coverage in the US as we're providing in Mexico. But if these brokers are following some of our advice, like they're they're using real-time shipment tracking that's monitored 24-7, or they're using team drivers, they're staying on toll roads. If they're following some of these suggested warranties, they're typically going to get a little bit of a discount. And if they're using a Mexican carrier vetting system, so I partnered with Carlos Sesma. Carlos Sesma is the number one uh logistics attorney out of Monterey. And I've also partnered with Alfredo Lozano, who owns the largest intra-Mexico TMS. And together we put together a program called Confianza, which vets Mexican carriers for US brokers. So U.S. brokers can now get real-time shipment tracking, they can get all-risk Mexican cargo insurance, they can sign up with Confianza and get access to a pool of 300 pre-vetted carriers. And then that confianza legal team will also vet all of their active carriers and force those carriers to sign broker carrier agreements like you typically have in the U.S. In the US, every single broker has got a broker carrier agreement with every single carrier. In Mexico, they don't have any. It's terrible. So Confianza kind of checks two of those boxes where they're managing or rewriting the broker carrier agreements in Mexico, and then they they vet the carriers up front, and then they're constantly vetting them against 19 different um criterions. And groups that are using that are now getting significant reductions in their insurance premiums for their cross-border freight. So there's a number of players in cross-border, but almost everybody knows each other. So we we talked about it before the show started, is trust is a huge factor, and and a and a large Mexican carrier that has 300 plus trucks, they're not just gonna give access to their equipment to some broker that they don't know about. They don't know if that broker is gonna pay them, they're not gonna work with them unless they go down and have some tequila with them or or do something. And that that's kind of the old way of doing business. But groups that are saying, hey, we are using a cargo insurance solution, we are vetting our carriers, we have the contracts in hand. Yeah, they'll they'll still want to meet, but it's a it's a new way to access more freight through these programs. And when carriers and brokers are working together to provide insurance to their shippers, it's that shipper's not going to tender the freight to other groups, even if they screw the loads up, because that that level of trust is there through insurance.
SPEAKER_01
17:47
And it it sounds like if I'm kind of you know reading between the lines a little bit, it it sounds like a lot of folks in maybe a handful of companies that to your point are all kind of know each other, is that you recognize these issues that have existed within the United States and solutions have been created for. But now, as Mexico has become the number one trading partner of the United States, a lot more freight is starting to move. A lot more of these issues are starting to pop up. And it feels like that there is more people trying to solve some of the paperwork issues, the payment issues, the insurance issues, but they all kind of factor back into trust. Because one of the things that I had noticed in uh just sort of the research for for this interview is that for a lot of folks, they're like Mexico has no insurance. And so I would I'm curious as to what the evolution of insurance has looked like uh for present-day folks who may not be, you know, working with with you or reliance partners, but maybe they have insurance in in some ways. But what are maybe some of the stop gaps or maybe some of the missing fields that that they might know not know about until it's too late?
SPEAKER_00
18:59
Yeah. So, like I mentioned before, the Mexican government is not required, doesn't not have a cargo liability law like in the United States. It's it's it's much lower. What's also cool about Mexico is if you were to buy a blanket Mexico cargo insurance policy, it's probably gonna cost a fortune. And only about 40% of your shippers are really gonna appreciate it. The other 60%, they don't understand that that's a true differentiator. A lot of the this the smaller to medium-sized shippers, they think that they're already insured, or they're just like, we'll just wing it. They're just dumb. And because of the USMCA that was that is being renegotiated right now, because of the US-China trade war, and because of COVID, a lot of the U.S. manufacturers that were doing a lot of manufacturing in China and Japan, they brought their supply chains to Mexico during that time. And that was the whole near-shoring wave that we heard about at the news every single day. But those supply chains stuck because there's so many efficiencies with tax and with labor in in Mexico, where a lot of the U.S. manufacturers just continued to manufacture or at least distribute out of Mexico instead of China. So they brought these supply chains from it was China to the port of Los Angeles. When that was all congested, they moved it down to the port of Montenillo uh by Guadalajara and trucked it up from Guadalajara through Mexico City, Monterey, and then up through Laredo. And that corridor has stuck. And a lot of those manufacturers didn't recognize at the time that they didn't have any insurance in Mexico. So when they realized that, this is six and a half years ago, that really changed the ball game. And that that's when we saw shippers request like 3% of shippers to 30 to 40% of shippers trying to request this because that's when they they were like, whoa, we're making giant investments in Mexico. We better insure our stuff. And that it was it just kind of a light bulb went off for the whole entire cross-border community. And that's when our business went through the roof, too.
SPEAKER_01
21:27
And so for a a lot of brokerages within the United States, they are probably going to be, you know, negotiating their insurance renewals, you know, for you know, 2027 and beyond. Are those types of concerns, especially after the Montgomery ruling, are those types of concerns within the U.S. also kind of bleeding a little bit into the coverage within Mexico?
SPEAKER_00
21:52
If you're a freight broker that does international business, you should have a program that provides international coverage, not just piecemeal, piecemeals that together just endorses certain certain areas. You should have a true international freight broker, auto liability, contingent or actually primary cargo because contingent cargo is almost fake coverage. You can get primary coverage and third-party liability as a freight broker internationally. That's what you should focus on. However, a lot of freight brokers, 90 per 90 plus percent of them, are just domestic brokers and they're just starting to get into Mexico. So for them to buy an annual blanket Mexican cargo insurance policy is a fortune. So what they can do is come to us and we can quote it on a per shipper basis. And that's how they that's the best way to really get into Mexico, is if I'm a risk manager, a claims manager, or CEO of a freight broker brokerage that's making over 10 million uh a year in gross freight receipts, I'm gonna have a broker-shipper contract in place that tells the shipper what the law is in Mexico and then says, We recommend that you obtain a borderless coverage policy from Reliance Partners for your freight that's going into Mexico. Check this box if you want to quote. And then the next session should say, if you're insane, check this box to say we don't want it and we're just gonna wing it. Because the even if you have that as a freight broker, if you have that document that says we told you to get the coverage, we provided you a solution for it, and you still waived it, that's a pretty good document to have in your back pocket when a claim arises. So the the best way to handle freight for cross-border intra-Mexico freight, if you're a U.S. freight broker, is to get quotes on a per shipper basis, where you'll have one rate for Costco, one rate for Tyson Foods, one weight for what one rate for Stellantis, and we'll lock in different rates for each one. And then those those freight brokers just send us an activity report for each shipper, and we can just invoice them based on that. The freight broker then takes that invoice, sends it directly to their shipper, and then they they get paid back for it. It's just a really good way to do business. And uh if I was if I was starting my own freight brokerage right now, I probably wouldn't move freight unless I had that broker-shipper agreement in place that at least states that we offered them a cargo insurance solution. I probably wouldn't move the freight unless my shipper provided me their self-insurance program. And then I'd want to see the deductible on that self-insurance program because if that deductible is higher than $5,000, that shipper's still gonna come after me as the freight broker, regardless of what they say. They're gonna say, pay this back to me because you screwed it up, or we're not giving you freight anymore. So to avoid that, I wouldn't do business with those shippers unless they were obtaining an all-risk uh borderless coverage product.
SPEAKER_01
25:16
But it almost sounds like for these brokerages, if if they come to their customers, if they come to their shippers and they say, we need you to have this or you should know about this ahead of time before it becomes a problem, I feel like that's a good selling point for a lot of brokers. Am I reading that wrong?
SPEAKER_00
25:35
Oh, yeah. And it I don't know why it's so hard for an operations manager or risk management, risk management manager to push that language down to the sales team. Uh, but the ones that are doing it right that say, hey, sales team, if there is massive revenue to be had by handling cross-border freight. We want you to do it. We want you to do it the right way. So here's how you do it. It's very easy. And offer your shippers insurance. Say, we're so confident about our cross-border risk management strategy that we'll actually provide you a cargo insurance solution in Mexico for X dollars and create a separate line evidence for that. And honestly, a lot of the freight brokers out there are making a ton on the tech fee from selling or from offering the insurance for uh the handling of it, even though they they are not uh technically have an insurance license, they could still profit from this legally.
SPEAKER_01
26:36
So you're almost like a reseller at that point, where it's it's part of a bundled package of services.
SPEAKER_00
26:42
We don't want to say reselling uh because they could get in trouble for that. We'd want to call it a tech fee or an or an admin fee or a relationship fee or something, something along those lines.
SPEAKER_01
26:54
Now, if so a a good contract um per shipper in you know, insurance coverage, is there anything else that I should be thinking about in my internal you know brokerage operations that I should kind of get my ducks in order before I start moving cross-border freight?
SPEAKER_00
27:13
Yes, I'd say I'd encourage every freight broker to hire Carlos Cessma and his legal team out of Monterey to write their Mexican broker carrier agreements, a boiler plate one for that logistics company. Because every logistics company is gonna be a little bit different, but to work with a law firm to write it, that they can make just small, tiny adjustments because once you get that carrier, you need it, you need to onboard them quick.
SPEAKER_01
27:42
And so, yeah, that it sounds like a pretty straightforward approach. And uh almost I want to say a license to print money, but a license to be a solution provider, especially in you know today's uh economic times where you're looking to provide more things to your customers to keep them as customers. You already did all the hard work and then becoming a customer, and so uh uh uh giving them additional assurances that they're staying on top of the game uh almost seems like a no-brainer.
SPEAKER_00
28:09
Yeah, like every freight broker in the world right now, it is it's been a tough market for a long time. It's still not all, it's still not all the way back or anything. But every single freight broker should be going after Mexico freight. Every single freight broker should be going after very high value domestic freight because they can easily access tools through our programs where they can they can get quotes within a couple hours on this stuff. And the commodities that are typically excluded from a primary or contingent cargo product, you can you can still get that through it through a shipper's interest program.
SPEAKER_01
28:46
This is uh this conversation is kind of making me want to start up a cross-border freight brokerage. I'm I'm not gonna, I'm not that insane, but it does sound like that there's opportunities to uh be capitalized on here because you know, this I don't want to say this infrastructure is just now starting to get set up, but through my conversations for the this guide, it it just feels like there's a lot of opportunity to continue building on trust and the relationships and adding more technology that kind of solves a lot of the administrative you know parts of moving freight between you know US and Mexico. I I'm curious from your lens, is there anything important that you feel that we should talk about that we haven't already talked about?
SPEAKER_00
29:25
Yeah, um, Trump designated a number of cartels as foreign terrorist organizations. So if you're a freight broker and you don't know who you're tendering your freight to, you probably shouldn't know who you're tendering your freight to because if you hire uh one of these FTOs as a carrier, you're providing them with material support. And the leadership team from those freight brokers can be jailed up to 20 years. So if you're moving into Mexico, it's more important than ever to know who you're tending your freight to. So um the Cone Fianza program that I mentioned, a lot of groups are are kind of calling it the highway of the south, where uh you finally have a vetting partner in in Mexico, and that's grown, that's grown quite a bit because of that recent designation. A couple other things I think your audience should be aware of is that I'm actually been appointed by the the government of Nuevo Leone to run a pilot program for the Columbia Bridge. So there's the Loreto World Trade Bridge and there's the Columbia Bridge a few miles down. And the the government has asked me to bring a number of northern asset-based organizations to the table to bring freight from the United States directly to Mexico, pick up in Mexico, and drop in the US, where there's typically a transfer carrier that that moves that freight across the border. This pilot program is eliminating eliminating that transfer carrier. And there's 60,000 loads that move across the border every day. To eliminate that $150,000 to $300 transfer really cuts out a lot of costs, but more importantly, it cuts a lot of the the stoppage time down. And when those when those vehicles are stopping, that that vehicles at risk of being stolen, and it slows the whole process down. So I'm I am running a pilot program. If you have any large ass based motor carriers that want to join, we've already got groups like Bison, Schneider, JV Hunt, Warner, Voyager, uh the pastel truck lines, those types of groups are are initially in the pilot. I think it's gonna go really well. And then the other program I'm engaged on is with a number of very smart logistics-minded people, started Green Corridors, uh, which is an automated highway between Laredo and Monterey, where it's just it's gonna be a shuttle system where drivers can bring their truck and trailer to the border. That trailer is then moved all the way to Monterey on basically a rail conveyor system. So that should really open up some uh capacity at the border.
SPEAKER_01
32:09
Yeah, I'm glad you brought up the the Green Corridors project because that that's one uh the admittedly missing gap that I didn't discover until you know starting to have these conversations for this guide. But the green corridors for for folks who may not know about this program, it's almost like a highway that's built above or like an overpass that's built next to the highway. And it looks like these futuristic trailers that you know, there's no cab in them, from what I understand. And it's just the freight that's moving to and from, and it looks so futuristic. It looks like it's almost, you know, from another planet or maybe from a movie. And so I I think that that is a super exciting project that I I didn't even know about until you know doing research for for this guide. And so thank you for bringing that up. Any any other cool nuggets of information about the Green Corridors project?
SPEAKER_00
32:58
Well, we we hosted our ninth annual modernization of cross-border trade. I started it nine years ago at a Mexican restaurant with 15 people, and now we've got 500 logistics companies there. And Green Corridors was a big sponsor of it. So they did a really nice presentation, and they have a number of letters of intents from very large logistics companies that are gonna allocate uh a number of cross-border contracts to push through this when it's built. It's still gonna be a while until it's built, but they already have approval from both governments, and things are gonna happen.
SPEAKER_01
33:31
And and what's the timeline, do you think, for idealistic timeline for something like that to come?
SPEAKER_00
33:36
Probably start building in four or five years.
SPEAKER_01
33:39
Okay. And so it's still like fairly new, but it's uh once something like that gets started, that could be a pilot program that applies to uh you want to get in, you want to get your name in the head early. Right, exactly. All right, Mark. Uh, this was a fascinating conversation. Is there anything else that you would like to let the audience know about before I let you go? Where can they connect with you, follow you, you know, get a quote for insurance?
SPEAKER_00
34:04
Yeah, I could go all day, but um it it's probably best that they just send me an email at mark.vickers at reliancepartners.com, and I can quickly send them a list of items that I'll need to provide them a quote. And if I can't answer something, I'm definitely gonna be able to point them in the right direction. If it's anything in regards to kind of cross-border trade optimization.
SPEAKER_01
34:26
Well, real quick, what should folks maybe prepare in advance uh for getting a quote? Should they, you know, what what kind of paperwork should they get in order?
SPEAKER_00
34:34
The simplest way to start is just by identifying one shipper that is asking for this, or or you you just need to differentiate yourself in some way. Once you identify that one shipper really just needs some basic information, like the commodity, the lane value and um some of the security protocols that you're using.
SPEAKER_01
34:54
Sounds simple enough. Well, perfect. This was uh fantastic conversation. I'll I'll put uh the ways to get in contact with you in the show notes just to make it easy for folks. But Mark, this was long overdue. So thank you so much for joining.
SPEAKER_00
35:05
Hey, thanks for having me, Blight. Keep on doing what you're doing. It's great. Oh, thank you so much.
SPEAKER_01
35:09
The check is in the mail. Thank you so much for tuning in to this special edition from Cargo Rex. This is one of many series that we have planned. So if you have a chance to check out more of our content, please do hit the subscribe button. It helps a lot with growing the channel. And then also, if you want to support more content like this, head on over to cargorex.io and consider becoming a premium or plus member. Offers a lot of benefits, all listed over on the website. Just hit the pricing tab over on the website and you can get signed up and even possibly be featured in one of these interviews just like this. Thank you so much.
