What does the future hold for technology?  What is happening today that we should know about for tomorrow?  We take highlights from past interviews with Shmuel Silverman, Jonathan Trent, Peter Fiekowsky, and Tim Bigwood and share them in this week’s episodes

Shmuel Silverman.

Shmuel is an inventor with over 145 patents & provisional publications and success with co-founding and selling two companies. He bring years of leadership experience in Telecommunications, Internet technologies, IoT, and Artificial Intelligence and have led technology teams of researchers, developers, and marketers at two global icons, where he helped develop a proven process to identify, nurture and develop unique Intellectual Property focused on protecting the business first and enabling technology second. He is a trusted advisor to attorneys, M & A specialists, and entrepreneurial CEOs around the world.

Jonathan Trent.

His 20-year stint at NASA as a Senior Research Scientist has included research in marine science, microbiology and cell biology, medicine, nanotechnology, engineering, and environmental sciences. After doing 7 TED talks about his career in science, he is now leaving NASA to form his own startup which will pivot from the offshore system to an onshore design that he is calling UpCycle Systems. It will be the only patented technology that accepts wet waste as is, without initial treatment, and then converts it to renewable assets, clean water, steam, electricity, gas and minerals.

Tim Bigwood,

Is the acting CEO of Noregon Systems. Noregon is a company that are the experts at acquiring, analyzing, and interpreting vehicle data. Their products include in-shop diagnostic and repair tools and real-time fleet asset-management solutions that give assistance in capturing and transforming your own vehicle data into actionable information.

Peter Fiekowsky

Peter is an MIT-trained physicist and entrepreneur who is committed to leaving behind a world he is proud of. Peter’s passion for that goal drives his leadership in multiple climate initiatives, including volunteering for the Citizens’ Climate Lobby and founding the Climate Restoration Alliance (CRA). He is also founder and president of Automated Visual Inspection (AVI) LLC and a board member of Zynergy Capital Inc. He holds 27 patents.

Shawn Flynn  0:00 

On this week’s episode of the Silicon Valley podcast, we revisit some past episodes where some of our guests gave us some amazing information on what we should expect in the future. And with this, this is the last episode that we’re gonna have, before we make our big announcement of what’s going to happen with this show. All right, stay tuned, everyone for next week when we make that announcement, but for right now, let’s start this week’s episode of the Silicon Valley podcast. Enjoy.

Announcer  0:27 

Welcome to the Silicon Valley podcast with your host, Shawn Flynn, who interviews famous entrepreneurs, venture capitalists and leaders in tech, learn their secrets and see tomorrow’s world today.

Shawn Flynn  0:45 

Would you say that because of the cutting NASA or the budget and for NASA, maybe some improvements have slowed down in Silicon Valley?

Peter Fiekowsky  0:53 

That’s a good question. The key thing is, what are you trying to achieve? You were really addressing that in your first question like with humanitarian efforts, what are you trying to achieve? This has been one of my passions the last 10 years is to ask now that we’ve made all this progress and poverty reduction. The third big thing that we did in our humanitarian work was turned around the AIDS epidemic. Those of you who were around in the 80s, and the early 90s, it was so hopeless, no one knew what we could do if we could do anything. And yet we got that turned around, we got the funding for AIDS treatment. And now, AIDS is on its way out. This will be the last generation with a transmission of AIDS. The question I asked is, how would we measure success in humanitarian work? or What does it mean to eliminate poverty, extreme poverty? Because it really you want to look at the work that we’re doing on the climate. So by 2010, a bunch of the people from the poverty group results burn off citizens climate lobby, which is another lobbying group for climate work. I was advising them, I asked him, what is your goal? Same question, you asked what and by when? And they said, I don’t know. We want to put a price on carbon. So we can smartly reduce our carbon footprint. I said, Well, that’s nice. That’s a means to an end, what’s the end? And they said, well, that the executive director said, well, Peter, that’s your job. Now figure out what is the goal? Because he knew I had a little bit of background at this point in my career. And I went to the top scientist to Jim Hanson, who is the really the father of climate science. He is on our board. And so I had lunch with him. And he said, I don’t know what the goal is. I said, Well, there has to be something. He said, Well, I don’t know. I said, Well, how about by the end of the century? What could we achieve? Well, you know, maybe we could get back to 350 parts per million. And I’ll explain what that means later. But it’s a goal. And I said, But Dr. Hansen, that would be really the end of humanity, we probably can’t survive that. That’s why you picked that level of 350 says, Yeah, but if we do achieve it, then we couldn’t really go on from there and maybe do something better. I thought, that’s a losing proposition. And it was at that point that I decided that at that point, I gave up. And then I went back home, my daughter came back from college. And I realized I couldn’t give up because I could see which way the ship was going. The ship of state, and it was not going in a good direction. So I decided, Okay, I’ll figure out what is the goal. Interestingly, it turned out the light came on for me. When I had dinner at one of the climate conferences with a bishop, the bishop convinced me that took two glasses of wine, and I’m a lightweight, he convinced me that climate is a humanitarian issue. It’s a moral issue. It’s not a science issue. I’m a scientist, I have 27 patents. And then I realized, science doesn’t care. It’s actually really interesting to watch the planet disintegrate. For Science, you get so many papers about it. People say, well, we want to save nature, you know, nature is probably going to be happier and more diverse after we leave this planet, the extinction rate will go way down, and new species will come up like crazy. So then you say, well, then why are we working on the climate? And the answer is, well, because we’re human. Our DNA is designed to survive from generation to generation, our behaviors are designed to take care of future generations. In a sense, that’s our only reason to be here is to take care of future generations. There you go. That’s the reason we want to work on the climate. And then you say, well, then the goal is very easy. Because we know if the planet is too hot, we won’t survive. If it’s too cold, we won’t survive. So we want that Goldilocks point in the middle. And that is what we call getting the co2 level below 300 parts per million by setting a goal of 300 parts per million, which is the level that humans have lived through in the past. That’s the highest level that the human species has ever lived through. So 300 parts per million by the year 2050. And we pretty much pick that because it sounds good. And you wait much longer than that than mine. iteration says, Oh, you know what, let’s let the next generation work on it. I’ll do the research. Alright, the scientific papers, and that’s not good enough. Turned out that was a good decision on our part because the climate is falling apart much faster than people had expected. And so the bottom line there is, pick a goal that’s meaningful. One of the keys is to realize who is your customer? And this is true, I think it’d be applicable for the audience here that to succeed in the business, you got to know your customer. And in the climate area, people hadn’t asked, who are we doing it for? They thought, well, we’re doing it for God, we’re doing it for nature, we’re doing it for science, and none of those really care. It’s just for our grandchildren. Those are the ones who care. Once you know who your customer is, and what then you figure out what they want, the goal becomes clear, your audience may or may not know this, but we actually can get all the carbon back out of the atmosphere to get back to the safe level. It’s just no one headset, a what, by one call before this.

Shawn Flynn  5:57 

are their current methods or ways that could solve this problem. So can you talk about the implementation in the transportation space and how efficiency is affected with data.

Tim Bigwood  6:09 

The big thing with that is a vehicle health is it uptime, it’s being able to go ahead and take that data, and basically ensuring that your vehicle gets from A to B. And you want to make sure that when you’ve got the vehicles operational, you want to make sure that those technicians are being able to go ahead and maintain those vehicles and then be able to make sure that their parts along the way, one of the big problems they have is, you don’t want to have a vehicle sidelined for the fact that they don’t have the parts that are in the right place. And so when you’re able to go ahead and track the data, where you see common occurrences where your common issues with different components within the truck, they need to have those parts on hand, rather than go and wait on those parts to get to the location to have the right driver to have the right technician to be able to modify that. So it really helps to go ahead and improve the efficiency and again, helps maintain those service level agreements that those customers have. Because Bell freight right now is there’s a lot of freight that’s out there, it needs to go ahead and get moved. And so that the companies are paying a premium to get that.

Shawn Flynn  7:10 

So then can data also benefit the transportation supply chain,

Tim Bigwood  7:15 

Very much so. So when you look at from the overall supply chain, from all parts perspective, so you have these large part distributors, they want to know what parts they need to have, they have their own anecdotal, they understand some seasonal information. When they see what’s happening within those vehicles, they can also know whether or not they didn’t necessarily make tweak the right setting on the vehicle. So they’re able to go out and help the fine tuning the settings to make sure that they’re going ahead and getting optimal performance, that we’ve had a great year in 2018 from class eight orders. A lot of the larger OEMs, they’re fighting for business, they’re fighting for space. So if they’re able to go ahead and show that their vehicles are up longer, that they’re the ones that are less, less likely to go ahead and break down, they’re more reliable, so that they’re really the ones that they can push their brands

Shawn Flynn  8:02 

to then this technology that Nora Gunn has developed, are companies adopting it pretty quickly then, or is there kind of some pushback,

Tim Bigwood  8:10 

We’ve definitely seen a very rapid adoption, one of the great things about us is that we’re all makes all models where I gnostic within that a lot of the solutions that are out there are really key to the individual components. And we all know that you know the body, it’s a holistic system. And so that if you got one problem, or one of your units seems to go ahead and be showing a little bit of a problem, it may be a symptom of a larger issue that’s out there. So when you use a tool like ours, you’re able to go ahead and look at the system holistically. And it really goes ahead and again increases the driver’s ability to go ahead and drive, it allows that vehicle to be up, it’ll go ahead and get repairs that may or may not be lighting up on the dashboard that are about ready to go. But they’re able to go proactively address those issues when they come in for routine maintenance, as opposed to wait until the vehicles on the side of the road. It really, we’ve seen a tremendous amount of savings and money because when the vehicle is on the side of the road, you have to go out and pay for a tow, you have to figure out where to be able to tow that vehicle to it to figure out if you have the right parts. Whereas if it’s addressed before anything moves out of the shop Bay, then ultimately, you’re able to keep that truck up longer, which is paramount. So then your

Shawn Flynn  9:17 

technology is really for these companies to prevent problems in the future to address things before they happen. Is that right?

Tim Bigwood  9:25 

So we do both so I mean, obviously when the vehicles in the shop are going to check engine light comes on you can use one of our technologies to be able to look at and see diagnose, repair that vehicle. So you can see, hey, this is what you know you got a red light on the dash. This is what that fault is this is what the problem is. And oh by the way, there’s another tool over here that we call inactive faults that’s not showing up all the time. You’re able to identify that it’s going to be a potential concern, and you can go in and address that issue. Another solution we have is really where you’re kind of pushing where technology is going. You know when you’re in the shop, that is something that is you’re there. You’re off road. You’re not Moving, and obviously that you don’t have, you’re not making money at that point in time are other solutions more of an over the air solution. So we’re in real time, we can monitor that health and safety those vehicles and you look at the solutions, you want to go ahead and be able to dress that truck while it’s sick, you know, before it’s dead, so to speak, you don’t want on the side of the road, you want to be able to address it in real time. So you want to proactively and preventatively be able to schedule that maybe somewhere along its route, if it’s going north to south and you want to be able to go as it starts to be continued to further south, you want to be able to say, hey, pull off on XYZ location, here’s the truck stop, they’ve got the part there ready to go and be able to address your issue. So Korean generals would move in that direction, we’re falling a lot with what the commercial space is doing, or the kind of that more personally owned vehicles is going and we’re doing that more on the commercial space as well. Really trying to prevent or get to that generally prognostic and preventive area.

Shawn Flynn  10:53 

Do you think in the future that a situation might arise where say you get in a minor car accident, but then the sensors will tell you where you can get that part repaired? within your daily calendar, when the most optimal time would be? How do you see all these pieces playing together?

Tim Bigwood  11:15 

Technology go ahead and evolve, whether it be within 5g, whether it be other aspects of it, you’re trying to go ahead and push diagnostics to the edge. So you want to understand what’s going on within that vehicle. So in real time, you can figure out, hey, I’m driving down the road, I know I have this issue, and then automatically as continued to see more machine learning and more algorithms get involved, they’ll be able to go ahead and ultimately do some routine scheduling within some of those larger fleets. Because obviously, or within a one year contract maintainers, they’ll make sure that they have a bay available and make sure that the right certified technician available, they’ll have the right parts available or get everything in route. So it really gets more of a just in time system as opposed to having large warehouses of stocks, and huge bays, it’ll be much smaller setups along the road and wants to go ahead and maintain long terms of inventory, you want to be able to try and turn it as fast as possible and where that’s gonna go in this scenario, you put Okay, great, I had a car accident. And you know, you’re gonna know, as they’re doing self-diagnosing what the problems were what needs to be fixed.

Shawn Flynn  12:18 

Now, is this technology only for trucks or mining equipment, public transportation, military, what are all the uses for it, and does it have to be really altered.

Tim Bigwood  12:30 

So it does not have to be altered for multiple types of vehicle. Again, it’s an all makes all models solution. A lot of the systems that are out there that you name, some of our largest customers are busing companies. We work within the military as it is right now. I mean, military, tactical, wheeled vehicles in the military, all they are is commercial vehicle parks that are put in there. And so you’ve got that solution. And then you got the mining trucks that are out there work off roads and those larger ones. And again, we’re located in Greensboro, North Carolina, right next to a large Oh, that we work very tightly with those well, going back. And so we do some software development for them. And so a lot of the off-road equipment we work within those, again, it does not need to go and be customized.

Shawn Flynn  13:13 

What about last mile transportation? What do you see with that technology?

Tim Bigwood  13:17 

So I mean, the scooters, whether it be scooters or autonomous, our limiting factor right now is what the protocol that you’re going to communicate on, within heavy duty vehicles and 1713, or excuse me, 1639, or 1708, that is our sweet spot. But as the last mile continues to change, as you mentioned, there are people on scooters, and we see a lot of autonomous bass going that way, we definitely see the requirement to have our technology on that. Because then you can be able to monitor these types of systems in real time, you’re gonna want to know where the public’s gonna want to know, hey, when that vehicle is gonna go haywire when that vehicle in front of you or to left to right, if you are the one that’s barreling down at your house is going to have some sort of faults on it. So being able to have some sense of comfort that it’s being monitored, that it’s going ahead and said, Hey, they’re not going to put an autonomous vehicle on the road, but it’s got a problem, you know, from a fleet standpoint, or from a larger delivery standpoint. So having that capability, we see that definitely being more and more prevalent and more required. Because as we continue to move into the autonomous space, the hours of restrictions or the hours of service, that current drivers have those go away. And so then those trucks are going to be used a lot more. And the more that you use that vehicle, the more opportunity is for it to break down, just getting more and more miles on it so you can do a better job of repairing it and really going ahead and monitoring what the issues are.

Shawn Flynn  14:39 

So right now in that area, that geographic area you’d mentioned if food water shelter became an issue. Is there the technology right now to replenish it so that people don’t have to

Jonathan Trent  14:53 

migrate? Yeah, exactly. Right. Food, water and energy problem is really the issue. And what I’ve decided to do, and the reason I’m leaving NASA is to focus on how we can optimize this technology around food, water and energy. And it can be in Asia, it can be anywhere in the world. The system that we’ve designed, which we’re calling upcycle systems, involves taking advantage of the waste from animals. If we look now, at the earth, it’s 29% land and 71%. Water. But if we only look at the land, then it’s about 71% of our land on the earth is usable 19 per 20% of its barren, at about 10% of its frozen of the 71% of usable land. 50% of it is already in agriculture, about 37% is left in forests, about 11% of scrub. 1% is covered by freshwater, and about one to 3% is covered by cities. Now, what’s interesting is that if you look at the agricultural land, about 77% of our agricultural land, three quarters of it is dedicated to growing livestock. Now, some of this land can’t be used for any other thing than livestock, but only 23% of our agricultural land is used for growing crops. Now, of the 77% that’s used for livestock, the livestock are only providing about a third of our protein at about a fifth of our calories. So why is this interesting? It’s interesting because the livestock are on these huge grasslands in the United States, about 41% of all the land is used for grazing cattle. And there are huge areas that are now used, or having concentrations of animals, dairies or feed. Lots of people don’t realize this. But there are now 19 billion chickens in the world with a life expectancy of 45 to 60 days. It’s a huge number of animals, they’re an additional 6 billion cows and pigs and goats and sheep. So we’re looking at massive numbers of animals. And what we’re not taking into account is the huge amount of waste that they’re producing. So we’re feeding them 40% of our grain, we’re using about 80% of our water to grow the agricultural crops that are supporting them as well as us. And they use about a third of our energy. So what can we use from these animals that will help us to improve the security of water, food and energy? And the answer is that we use their manure we use their waste. Now you need to understand that in order to make food we’re growing these animals that we’re feeding them, it takes about eight to 10 even 20 kilograms of feed to make one kilogram of beef. It takes about four kilos of the to make a kilo of pork, but it only takes about two kilos of feed to make a kilo of chicken. Now, we also eat fish and shrimps and other aquatic animals, and they’re much better. If you look at tiger prawns. It takes less than two kilos of feed to make or kilo of tiger prawns, and it takes 1.4 kilos of feed to make a kilo of Atlantic salmon. So what we’re proposing is to combine aquaculture and livestock.

Shawn Flynn  18:25 

Let’s hear about the startup right now. You got me curious.

Jonathan Trent  18:29 

Okay, great. So what we’ve envisioned is building a circular system. And how does this work? Well, we take them into Earth from animals, which we will know can be made into fertilizer. But in addition to using it for making fertilizer, we put into what’s called an anaerobic digester has been known for a really long time, because anaerobic digesters if you put manure in them or other organic materials, they can be used to make biogas, which is methane, and methane can be burned to make electricity and heat. But that’s anaerobic digester and burning of biogas makes a greenhouse gas called carbon dioxide. Now, we can use the carbon dioxide and the fertilizer that’s made from the anaerobic digester and fertilizer, we can use that to grow the fastest growing plant on the planet, which is micro algae. Now, micro algae are interesting for a number of reasons a, they’re really fast growing B, they’re the most efficient plant in the world. And C, they make a substance called omega three. It’s a fatty acid that we need to eat in our diets. So what do we do with the algae, we feed that back to our animals. If you feed algae to cows, they put omega three and their milk. If you feed it to chickens, they put omega three in their eggs. If you feed it to pigs, they change the ratio of omega six to omega three making the meat of pigs more wholesome for us to eat. We can also use the algae to make feed and oxygen to support aquaculture, and the waste products from the aquaculture go back to feed algae. So we’ve seen I’ve made a loop, people have known for a long time that you can make manure into fertilizer, and you can use manure to make biogas and that you can get the bio gas to grow biogas in the co2 to grow algae, with fertilizer from the manure. We’ve known this for a long time. But what upcycle systems gonna do is it’s going to use what we call augmented intelligence, to understand and maintain the complexity of this system. I’ve met intelligence going to include sensors on all the different components of the system. And that will allow us to do Data Mining and Machine Learning and decision intelligence, we’re going to be able to put together a business intelligence along with these artificial intelligences to build a system that we think we can master, even though it’s so complex.

Shawn Flynn  21:04 

So can you talk about the revenue model of your company?

Jonathan Trent  21:08 

Absolutely. Let me let me try to clarify this again. So we’re going to look at the waste products from animals. And rather than going into a fertilizer only pathway, we’re going to go into an energy pathway. And what upcycle is going to be doing is helping to design the system, then we oversee the system, using the sensors, and the augmented intelligence that includes artificial intelligence and data mining. So in our business model, what we’re doing is we have an eight step process with four phases. And in that eight steps, we separate out identifying sites, identifying people, we look at the environment, we look at the engineering, we look at the social aspects, and we help to create, it’s a bit like the model of industrial symbiosis. And we’re calling it upcycle systems or UCS symbiosis. And then within this, we’re building these teams of people that are going to work together, or for one part of the system are going to be resources for another part of the system. And we as a company, are going to oversee this process, using augmented intelligence, and provide information to each of the members of our symbiosis.

Shawn Flynn  22:23 

And this technology that you’re talking about how much of it is in development right now? How much of it has existed before? And also, I have to ask decision intelligence? Can you talk more about that?

Jonathan Trent  22:35 

Oh, great. Okay. So first of all, the good news is, is that all the different parts of this technology are already known. So we know how we can take manure and turn it into bio gas, and fertilizer. People have been doing this for a long time, we know that we can take the residual material and the anaerobic digester from making the bio gas and use it as a fertilizer, we know that we can take co2, and grow algae with fertilizer. So long story short, we know how to do all the parts of this, we include within the system, the food component coming out of our livestock and the aquaculture. And that will be within our business model. We include the algae component, which is a feed component of our system. And you know, that number one cost in aquaculture and in agriculture for animals, is often the feed. And we’ll be able to supplement the feed in a way that will save money. And we have a water component in our system also, where we are purifying the water in the system. So you asked about decision intelligence. Decision intelligence is where we take the expertise of local people who’ve been experienced in these different fields that we’re bringing together and use their archived information to help people just starting out in the field. So we don’t just use sensors, and data collection and data mining. We also use data from people who are experienced in this area, and that we call decision intelligence

Shawn Flynn  24:18 

to mill right now, huge corporations are spending billions and billions on autonomous car technology. Why not use the LIDAR and all these systems that they’re building? Instead of using 5g? What are the advantages and disadvantages?

Shmuel Silverman  24:34 

So the way I think about it is we need to use something that is a combination between the two. There is space for headless cars, and there is space for AI in the car. challenges that we are facing we are in the car is let me tell you a story. Let’s say you drive slow. 1520 miles an hour, your turn, you do a right turn into a street and you see about Ball, the red ball and a boy picking between two cars he’s about to jump into the road, you immediately hit the brakes and Veer to the left, and you eat a bicycle. Now, if you’re me, you’re probably at that point, stop sleeping for a long time. Kind of like you see a life running in front of you, and your heart is in your throat and you whatever it is that you feel emotionally, if you’re an AI, you probably reboot because you feel very shame. So what do you do when you’re an AI in a car, if you’re a 5g in the cloud in, you can see around the corner away before this car will show up, you can slow it down and managing there are what we call, you know, again, interesting on corner issues and corner cases associated with AI that we do not know how to solve or have hard time to solve today. And we’d 5g will be able to solve either with an AI in the cloud, or with a completely different system.

Shawn Flynn  25:58 

So right now the AI the computers, everything has to be in line of sight for the car to react. But with 5g, it’s not line of sight anymore. It’s actually the whole ecosystem talking and communicating to each other.

Shmuel Silverman  26:12 

Exactly the entire city is live, you know, everything that has happened 10 streets away from you 100 streets away from you. And then you can make the decision you can foresee you can reroute, you can do other things. That’s why I’m more in favor of the with an AI in the cloud murder. And now in the cloud drops the cost of a car significantly. So now you can focus the AI in the cloud, and manage the city correctly and effectively. Now, obviously, far away from the city may be a different story. But inside cities, I don’t see any reason for the AI to be in a car.

Shawn Flynn  26:51 

So once you leave the city, the AI kicks in all the sensors, all the lasers everything back in the city, they turn off right into 5g.

Shmuel Silverman  27:02 

Shawn, you think like you’re driving the car and you own the car? Forget it. When you leave the city, you’ll step into a different course, between cities, it’s a different car. Inside a city, you have a car that is extremely cost effective. And most of the traffic and traffic issues that you have are inside of cities, not outside the cities, outside the cities, I do drive it yourself, well, you get an AI that drives you. But there are less issues and less corner issues associated with driving cars, outside cities on highways.

Shawn Flynn  27:33 

So go back to the spectrum, the use, what laws and regulations will be required for that.

Shmuel Silverman  27:40 

That’s very interesting. So now we have many people who are different operating companies who supposed to compete. But normally it’s from the FCC. But now we have local authorities. So which car company can operate within my city? Do I govern that? Now you start to see local governments who can dictate who can operate in my city and not? Can I allow Uber? Or can I allow anybody else to operate in my city? How do they operate? How do they interact with each other? How much they can charge or not? How much do they pay to the city? The city never owns air interfaces until now. And now we’re talking about cities owning air interfaces well, or at least participating in this big A, this is a new economic reality that we need to deal with. And I’m not sure if there are even laws and regulations associated with what happens when a car that was driven by an AI got into an accident. I don’t know who pays for it. How do we ensure the system this entire world as this AI driven managed and controlled. 5g seems to be complex at this time. There are many issues that needs to be resolved, just to allow to enable a simple thing, quote unquote, simple thing, self-driven or self-driving car.

Shawn Flynn  29:08 

So it’s very interesting. We just interviewed Jonathan record tell about smart cities, and the dynamics between corporations and local government and technology being implemented. And it sounded from his episode, that corporations are gonna have so much power but right now, from what you’d mentioned, it sounds like the local government will actually have this counterbalance of the spectrum.

Shmuel Silverman  29:34 

And laws and regulations, they will have to decide what to allow or not what they get or not, and who can play in their space. And if they do not use that power, then yes, then corporations will win. But we are the people and hopefully we will maintain some control over what’s going on and the way to control it is laws and regulations. So if you as a couple He wants to play in my town or in my city or wherever it is, you need to abide to my laws and regulations.

Announcer  30:10 

Thank you for listening to the Silicon Valley podcast. To access our resources, visit us at the Silicon Valley podcast.com and follow our host on Twitter, Facebook and LinkedIn at Shawn Flynn SV. This show is for entertainment purposes only. before making any decisions, consult a professional