This week on the Derivative we’re doing it a little differently sharing our platforms with RCM’s Agriculture podcast, The Hedged Edge. The Hedged Edge is back online with a guest who could be it’s podcast’s most important guest of all time. At a time when inflation is running rampant through the world economy, drought conditions are drying up our rivers, and the global supply of grain is scarce. We are tasked with the question, “what the hell is going on in logistics, and is there any relief in sight?”
To help address these questions and more, Jeff Eizenberg is joined today by a man that needs no introduction to most in the physical commodity sector – Woodson Dunavant with the Dunavant Logistics company based in Memphis, TN.
Jeff Malec 00:07
Welcome to The Derivative by RCM Alternatives where we dive into what makes alternative investments go analyze the strategies of unique hedge fund managers and chat with interesting guests from across the investment world. Okay, get a live video intro today hope you enjoy that with my virtual Chicago background here. It is not nearly that pleasant outside it’s cold and snowing but happy homemade bread day everyone. Pick up some bread today and a week from now you can use it for stuffing the turkey I love a good stuffing but it’s got to be crunchy finished off in the oven was crisp. Not that mushy kind don’t like that. We’ve been in our own personal fast market over here at the derivative past few weeks with guests cancellations guests sicknesses. One potential guests is shutting down their commodity program and running the desk at an Asian bank. You wouldn’t believe the stuff we got going on here crazy enough trying to keep up with the FTX saga. Our beloved trend follower is seeing their worst month of the year not to mention all this pod scheduling so bear with us. We’ll be off next week for that turkey and stuffing. But we’re still going to try and get Wayne Himmelstein on to close out the season, likely the first week of December. Under this episode doing something unique this week. As I’ve mentioned here on the pod before RCM has an egg services group where they help producers that means farmers hedge their crops, they help importers get financing and do hedging they help hedgers get better execution, better pricing on their swaps, et cetera, et cetera, et cetera, lots going on over there. And never more important than the current environment where commodity prices spiked this year then came back down to volatility in commodity prices. But we’re still having big logistics issues, the main source of which in the US recently has been on the Mississippi River. So that same ad group has a podcast, the hedge edge, hosted by Jeff Eisenberg, who runs the Ag group and who I’ve worked with for more than 20 years. So this week, he’s got Woodson done event on the Memphis based done event company, who heads up their logistics unit, among other things. So I thought this would be a good chance to highlight what’s going on over the edge edge and give everyone a listen to what’s going on in agriculture and logistics. We’ll jump right in to the other Jeff and woods in talking just how crazy it is that we ship cotton to Asia, just to get turned into a shirt that gets put on a container that comes right back here to the US send it.
Jeff Eizenberg 02:43
With all those purchases and sales, then comes the logistics portion. Correct?
Woodson Dunavant 02:48
That’s right, that’s exactly right. So it’s still cheaper for the retailers kind of looking from field to fabric here from for us to ship a bale from say, Mississippi, to Shanghai and then bring that bring that shirt back here to Memphis, it’s still cheaper to do that than it would be to do it here in the US, which is really, I mean, you can’t blows your mind really? That that’s the way it is. But that’s the way it is. So
Jeff Eizenberg 03:15
I got to ask a question about that. So it’s so interesting to me, the way you describe it like that, is that you’re gonna get the bail here, you ship it over, and it comes back. And then is it just because you have this, your network of the supply chain there is so strong that you’re able to from a napkin economies of scale, have enough flow, that you have enough movement between the vessels that you’re able to then, you know, take it over, you don’t have to sit on a container for, you know, six weeks for it to manufacture and come back, but you have enough flow where there’s always a container ready to come back the other way.
Woodson Dunavant 03:56
Yeah, I mean, that’s Jeff, that’s really deep. And I really wish I could tell you that yes, we were involved from the field in the US all the way to the manufacturer. And then back here in the US. There’s so many different segments of that Donovan is not involved in that entire supply chain. Well, that would be really cool. If we were Yeah, it’s just there’s so many different pieces to make that puzzle all come together.
Jeff Eizenberg 04:22
You don’t need to get too in the weeds. But I’m curious if you
Woodson Dunavant 04:25
were involved with with our customers with helping them move it from the field to the oversee port, and then we sort of lose track of it there. And then on our on our import side, you know, we’re responsible from once the goods hit the port in Asia to deliver them here to the United States and the distribution facility got because there is if there is a dark area there a gray area that we’re not involved at all
Jeff Eizenberg 04:49
leave that to somebody on on their side that can speak a language and manage that process.
Woodson Dunavant 04:54
got it correct. That’s right. That’s right. So so we did all the All cotton trading, you know, the mid 2000s, come along, you know, 2007 2008 I’m sure some of your your, your readers will remember those days now crazy thing for when the spec and hedge funds got really involved in commodities, they thought they needed a commodity bucket in addition to their bond bucket and their equity bucket. And that really changed things from us where we’re trying to keep a hedged book with against our long physicals, the market would run up, we’d have short futures against our physicals. And then, you know, in order to hold those positions, we’re having to send money margin to keep those positions. And it just got, it just got too much for my dad and our family, whereby, you know, our net worth was on the line. And it just, it became really uncomfortable from a family standpoint, from a from a financial standpoint, everything and so he, you know, had the foresight to look at possibly marketing our cotton division to sell it, we had multiple suitors. At the end of the day, Louis Dreyfus Corporation was the one that came in and bought all of our cotton trading people and divisions around the world. So we had things that they did not have in Central Africa, in Brazil, and Australia. And so it really helped them put together, you know, the full global portfolio footprint that they needed to go to the next level. So
Jeff Eizenberg 06:33
it’s no surprise today, they are the largest of, you know, knowledge. They’re right there. Yeah,
Woodson Dunavant 06:39
that’s correct. And we were in Donovan Donovan was right there with him, we were doing between four and 6 million bales a year globally, you know, between one and $2 billion a revenue, we were spending, you know, upwards of $250 million a year in logistics. And so that’s when the whole logistics thing for us sort of sort of tipped itself off. And when we were when we made that sale to them, you know, they they did not want any of our people that were doing the logistics. So we, we kept those people and we’ve built this this Threepio, which we will go into more detail about.
Jeff Eizenberg 07:16
That’s great. So then how many people that are on the team today, across the globe? As I know, you have global operations?
Woodson Dunavant 07:22
Yeah, it’s really hard to say, to put a number a finger on an exact amount of people, we’ve got a lot of contractors, we’ve got agents, we’ve you know, so it’s a real hard number to put, I mean, it’s north of 200. But it could balloon up to FCC include contractors and agents and all that. I mean, it’s a really big number.
Jeff Eizenberg 07:48
Sure, not to mention all the people that are involved in you know, running the rail or you know, trucking etc, you get to put everyone together in the 1000s. So it makes makes good sense. Yep. Okay, well, that’s, that’s a, that’s one heck of a ride for you, you’re in the family. And obviously, to get to where you guys are here today. Now, it would then seem that natural that you’re also still heavily involved in cotton.
Woodson Dunavant 08:14
We are we, we do. So we do freight forwarding for a lot of our old cotton competition, we do a lot of trucking and logistics for them. The whole bucket of Donovan logistics, it’s probably 10 or 15% of what we do. So it’s not, it’s not it’s not as big as I would like it. But it’s still it’s a core, it’s a core business for us. And, you know, we do everything, like I just said from documentation to trucking to ocean freight in some cases. So yeah, cotton is in our blood and we can’t get it out of our blood, nor do we really want to so the side that we’re in now, we don’t have any risk for for cotton and being able to be in the business without risk is a good
Jeff Eizenberg 09:03
thing. Yeah, I agree with that, you know, that’s, we’re all in that business. And it’s it can be heart palpitating. So, okay. 15% is cotton, what other products are involved in agriculture, or if if it can be shipped to your, your,
Woodson Dunavant 09:21
if it’s if it can be moved in a container, Jeff, we’re going to be involved in it. So, you know, we’ve done everything from Peanuts, to soybeans to corn, the rice, tobacco, alfalfa, you know, just anything agriculture, you know, we’d like to, for someone to come to us with a challenge of, you know, we’re only able to get 20 tonnes in a container. Well, let’s bring it to a major city are a big place where there’s heavy weight, translate it and we’ll get 25 times in a container. So for every five moves, you’re getting a free container. So every four so you Yeah, that those are the types of things we like to look at with with our customers is how can we do things different? How can we maximize our plate payload? How, you know, how can we how can we be a solution to something that they need help with? And that that’s how we grow our businesses. People come to us with problems and we help solve them.
Jeff Eizenberg 10:18
Yeah, well, listen, that’s, that’s, that’s a great service. And obviously, you’ve been able to continue to grow. So you’re, you’re based in Memphis, would that also then insinuate that a majority of the operations and movement starts and ends there on the river? Or are you also focused on the ports and international terminals as well?
Woodson Dunavant 10:43
Yep. So Memphis is home. Obviously, Memphis is where our headquarters is. Memphis is, is near and dear to our heart. And Memphis is great. We love Memphis, we see the growth. We’re very bullish on Memphis. As you know, we’ve got all five major railroads here, which only Chicago has that going through them. We’ve got the largest freight airport, with FedEx moving through here. We’ve got 40 corridor, trucks moving, you know, east to west connecting the east of the West Coast. 50 fives connecting Mexico with Canada. So we’ve got, you know, road rail runway. You know, it’s all here. And so we’re, we’re very bullish on that. But to your question, no, Donald’s moving product in and out of every major rail hub in the United States, as well as port, we concentrate in the southeast, and then the Gulf, Houston and Dallas, Memphis, Savannah, Charleston, Norfolk, Baltimore, Wilmington, and then an inland we’re, we’re Nashville, and Memphis in Atlanta. And as I said, Dallas, so we’re really focused in the southeast and in the Gulf. But we’re also moving product in and out of the P and W, in the northeast, as well. And in southern Florida. So there’s no real, you know, we’re, we’re spread all across. So we’re lucky in that regard.
Jeff Eizenberg 12:15
That’s great. I guess it really kind of circles back to, like I said, at the beginning, you’re one of the most important people in the world to be talking to you right now. If you’re, you know, you’re so spread out that you are touching so many different pieces of the overall logistics. gameplan, or footprint, let’s call it that. And we all have been hearing about all the problems that are out there. And I guess, before we just say today, this is the problem today. It seems as though that this the backups and the issues and the increasing costs and everything kicked off with COVID, you know, with the COVID pandemic, and then it’s just really never cleared the system. And then now we have new problems, right, we’ve got drought and other conditions. Was it was this? Is it fair to say that that was really that was the kickoff the Genesis? And is is that portion of it? Is it portion of that portion worked itself through and we’re now facing other problems? Where are we at?
Woodson Dunavant 13:18
Yeah, I mean, COVID changed the supply chain. Things are not going to go back to the way they were pre COVID. Right? Post COVID, COVID, whatever. I mean, it’s not going back to the way it was. Right. That’s crystal clear. The question is, what is it going to do in the future? Because it’s going to change again. You know, rates went through the roof. Now they’re crashing back down. Both from mostly freight freight rates. Yes.
Jeff Eizenberg 13:44
Interest rates are going straight up. Yeah.
Woodson Dunavant 13:46
Interest rates going up freight rates going down. I mean, we’re, we’re in a freight recession right now. You know, importers have you know, they couldn’t get their hands on enough inventory. Well, now they’ve got too much inventory, and they can’t move it. The consumer is not buying as much as he was, you know, they all got scared last year. A lot of the retailers they couldn’t get their product in for Christmas time. So they brought it in super early this year. And so you know, they are chock a block full these warehouses. I mean, I was reading this morning, Jeff, historically, historically, warehouse levels are about call it 10% in terms of in terms of the vacancy rate, and okay, right now, you’re at like, wanna say like around 3% And it’s literally around 10% For the last decade and so at 3% Now it’s a good time to be in warehouse business. Now. It’s done like Yeah, yeah. So you know, all that’s gonna change. You know, everybody’s gonna go out and get their warehouse space and then then demand is gonna go up, you know, and then things will change but as it stands right now, being in the warehouse businesses a very good business to be in.
Jeff Eizenberg 15:04
Yeah. And then you mentioned when we talked to a couple of weeks ago, something kind of speaks to that. You said Amazon did their, their Black Friday a week, thoroughly, which forced even more warehousing to be a space to be taken up?
Woodson Dunavant 15:22
That’s right. That’s right. So, and it’s not just Amazon, I mean, it’s all these retail guys. They’re all in the same boat together. So, you know, with with, you know, interest rates doing what they’re doing geopolitical unrest, unrest, and Ukraine. And in that area, diesel costs through the roof has really got me concerned, both in North Europe and in here in the, in the United States. I mean, there’s just a lot of uncertainty right now. And you know, we’re just going to continue to serve as our customers and do what we know to do, and just sit back and watch, you know, some of those other things that are outside of our control, but at the end of the day, affect me, my business, your business, my pocketbook, your pocketbook. So, you know, a lot going on right now. And obviously, the China and Taiwan deal. I mean, it, there’s a lot to be keeping our eye on right now.
Jeff Eizenberg 16:20
Right. And there was a period in time when, you know, we saw the pictures on the news of, you know, 500 or 1000 boats back at the LA port. And, you know, a lot of that issue cleared the port issues
Woodson Dunavant 16:36
that cleared up, or I wouldn’t say it’s, I wouldn’t say it’s cleared. But it is, it is working itself out. The issue now is in Savannah, I think they’ve got 20 or 30 vessels awaiting birth there. So you know, once everybody saw everything in LA, they were like, alright, let’s switch everything to the East Coast, into the Gulf. And so you’re having some residual stuff there on the east coast. But you know, that that’ll work itself out, especially with demand dropping right now, I mean, a lot of our import clients have, you know, where they were doing, call it 30 to 50 containers a week of product, you know, they’re less than 10 an hour. And that’s, that’s material, you know that that’s a massive drop in volume, the ocean carriers are pulling, pulling service out of the market to try to stabilize rates. So where they had four vessels that were on a string from Shanghai to LA, well, maybe they’re only doing two now. So you know, that that’s what they do in order to get their rates back up as they pull capacity on the market.
Jeff Eizenberg 17:44
But like the airline industry, I think I paid like $800, a flight to Dallas a couple weeks ago, like, really, like two years ago, you were giving me a flight for $120.
Woodson Dunavant 17:57
We looked at going out west for spring break. And I can’t even tell you what it’s going to cost to fly a family of five from Memphis to Utah. I mean,
Jeff Eizenberg 18:09
we’re doing it we’re going to Park City, and thankfully, I have a friend who has a place to stay. But man, aside from that, I’m going
Woodson Dunavant 18:18
yeah, it’s it’s it’s crazy. So. So that’s what the that’s what the ocean liners do, as well to take capacity out of the market in order to stabilize rates. So, you know, they’ve done quite the ocean carrier community has done quite quite well in the last couple of years. So we shall see. You know, we should see how they prevail going forward, but I would think they’re going to be okay.
Jeff Eizenberg 18:45
Okay, well, circling back to commodity markets here. I’m curious to the back to the river, I guessing that I believe something like 60% of all US exports run through the Mississippi, and you were describing this one lane traffic versus multi lane. You know, as I start to think about what what this is going to mean. Have you seen a shift where people are your your customers are starting to, you know, hire rail and truck and, you know, incur those additional costs associated with having to move off the river or are you? Or are you or are people like you said, farmers just stuffing their bins full and the rest of world has to wait?
Woodson Dunavant 19:30
Yeah, I think that’s what you’re gonna see. I mean, you look with demand slowing down. That’s a good thing right now what you would never say the demand is a good demand slowing down is a good thing if from a farmer’s perspective, but to answer your question, I mean, we’re not seeing the grains go from from a barge to to the road, for example, you’re not seeing because at the end of the day, most of those sales are our bulk sales. So the product has got to move in bulk You know, and it’s not going to be able, you’re not going to be able to move it to Memphis and then, you know, I guess you could bulk rail it and translate it at a port. But if you’re not already doing that, in order to set something like that up, I mean, your costs are gonna go through the roof. And so yeah, I think it’s just kind of a sit back and wait, right now do what they can try to fulfill the contracts if they can, and just just do their best. I mean, look, what the dollar is strong as it is, you know, that’s hurting him as well. So, you know, the farmers are going to be okay. But, you know, they’re just gonna go through a rough patch. And unfortunately, right now, from a timing standpoint, you know, all the crops are coming off right now. And so, you know, they want to get them on the move and get get them out and get ready for new crops. But that doesn’t look like that’s going to be the case next year.
Jeff Eizenberg 20:49
Well, you know, people can wait for close, they can’t really wait for food. So at some point, the basis is going to have to shoot straight up or, you know, they’re gonna have to figure out other solutions to get moving unless, of course, we get some of the rain. And I guess, you know, you’ve been doing this long enough. 2012 was another drought year, and the guy was reading that the river was, you know, significantly low at that point. What was your experience in that timeframe? And how long did it take before you started seeing things kind of working more normal? Again? Not March or April or May that this? Yeah. potentially even subsides? Yeah. It?
Woodson Dunavant 21:30
I mean, it just depends on on on weather. Really? But yeah, I think spring is what you’re looking at. Once you get the snow melt off from the Midwest. That’s what typically always give the river its its strength in its in its last as is that snow melt, run off from north to here. And then that obviously takes it all the way down to New Orleans. So yeah, I think it’ll be spring, at the earliest. So you know, hopefully, we can get, you know, enough enough rain and wet weather around here to be able to come back up a little bit, but it’s not going to be able to go back up to where it needs to be until, until the spring.
Jeff Eizenberg 22:12
Right? So yeah, well, wait, wait and see on that front. Let’s shift over here a little bit. You’ve mentioned the work and expansion of the company over the years. And, you know, I was read an article that you guys posted, maybe earlier this year, on the growth in Mexico, you just maybe talk to us a little bit of what you’re seeing there is, you know, is it what’s what problem are you solving by expanding into Mexico?
Woodson Dunavant 22:41
Well, we’re, what problem are we solving, so we’re helping solve our customers problems. That’s what we do. And, you know, we saw an opportunity, with things in Asia slowing down of people and things moving, you know, not not reshoring to America, but nearshoring to America. And you know, that that’s where Mexico comes in. I mean, I’ve talked to multiple people, you know, over the past few months, and even years, you know, maybe the quality of the product produced in Mexico doesn’t meet what it is in China, but they are somewhat competitive from a labor standpoint. So if we can get that quality, then then I think you would see a massive, massive move to manufacturing in Mexico. So we saw an opportunity we’re it done event has operations at every border crossing from Laredo all the way to Tijuana. and everywhere in between. So we’re moving product both in and out via truck and rail. We have cross docking, we have warehousing. So you know, we we’ve got a gentleman that runs that operation for us who use I still need to introduce you to and your team because I think y’all would be benefit to hear from him and what his capabilities are and how, you know, he can help you and some of your customers out with what he’s doing even enter Mexico, not not to mention the border. So we’re very bullish on Mexico, and the US and where that partnership is going to go from here. So we
Jeff Eizenberg 24:14
are going both ways, right? You’ve got grains and other goods going into Mexico. And then as you’ve just described a little bit ago, how if there’s a chance for us to match the labor and quality, then if we move some of our textiles like not us, but if some of I’ve heard that China is buying up some textile factories and whatnot in Mexico, if they could replicate the work there, but just be closer to the US that then now you’re going the other way, right? You’re bringing it back in.
Woodson Dunavant 24:44
Exactly right. That’s exactly right. And you know, it’s just it’s been a great venture for us. And, you know, the more and more we look at it, the more and more we like it and the more bullish we are on it. So yeah, I’m very, very happy with where we’re going there. For sure.
Jeff Eizenberg 25:00
I was talking with a group today and he was talking to me about Mexican ports and how the terminals are totally back over there, and only the largest vessels coming in. Is that been your experience as well that these port contractors are very long and extensive? And just to break into that it would be difficult. And ultimately, I guess that would mean that there’s better chance for some of this rail and solutions. Yeah,
Woodson Dunavant 25:28
I mean, you know, I think in Mexico’s is a lot of people now. I mean, you’ve got to know the right people in order to get things done. You know, while while there might be longer contracts in place, I think that, you know, you can still get things done if you know, the right people there. Right. So, you know, I think that’s what the name of the game is there for sure.
Jeff Eizenberg 25:50
Is there other any other countries or regions that you’re focusing on other other than, than the Mexico opportunity? And obviously, you’re doing things in Asia? But yeah, I mean, you coming on? You know, we’re,
Woodson Dunavant 26:04
we’re pretty bullish on Vietnam, we’ve got a contingent going over there, I think in the next three weeks or so to go check things out, you know, they suffered from a lack of land and people, but, you know, they, everything that they’ve done is, is very impressive. From a port infrastructure standpoint, from a manufacturing standpoint, from a labor standpoint. I mean, you’ve got invest foreign investment from all over the world going into Vietnam right now. And, you know, we’re, we’re quite bullish on on the goings on there, and so much, so I was, like I said, we’re sending sending three executives over there in the next few weeks to go to go investigate further and for sure,
Jeff Eizenberg 26:51
do you? Are you taking a translator? And are you on this? Are you on this contingent?
Woodson Dunavant 26:57
So luckily, we, you know, we don’t really need translators, we have agents and people that we work with, over there that are able to do that for us. So years and years and years ago, when we travel over there, you’d have to, you know, you’d have to have a translator, whether it was in China or Vietnam, or wherever, in Asia, you were going nowadays, you know, with with as many agents and the network that we have, we’re able to go over there and get around and you know, to be completely honest, English will get you a lot further than you think, especially in Asia. It really will.
Jeff Eizenberg 27:31
Do you are you heading on this trip? Or you’re?
Woodson Dunavant 27:33
I’m not unfortunately, I wish I would I wish I was Vietnam is one of my top countries in the world that I’ve ever visited, both from a food standpoint, from a people standpoint, from a manufacturing. I love love Vietnam is awesome. Vietnam, Thailand and South Africa are the top three for me, for sure.
Jeff Eizenberg 27:56
Sounds good. So you know, this has been a it’s been a great conversation, what’s in it for you know, my takeaway from what you’re saying here is that we all need to think differently in the new environment moving forward, that it’s going to take strategic partnerships, it’s going to take innovation from different companies like yourselves, to come up with better solutions to move products and goods. And achieve really, at the end of the day, our goal of our company and the people with our clients we work with is to help them maximize their margins. And so it sounds like you’re very much aligned with that perspective.
Woodson Dunavant 28:34
Absolutely. Absolutely. If you get if you get if you’re comfortable in your supply chain, right now, watch out because there’s a change coming. And you know, it, like I said, we’re here to provide solutions. When customers have problems, or they want to look outside the box. That’s, that’s who we are. And that’s what we want to help them do. And, you know, it’s a new normal that we’re in, you know, it may only last another three to six months, and then we could be hair on fire with something else. I mean, who knows? That will happen. Because, you know, I wish I could tell you that, you know, things will go back to the way they were. But as we all know, once you have a catalyst, cataclysmic shift in supply chain, which we have had pre COVID to COVID to now. It’s a new way of doing business. And yeah, so it’s it’s fascinating. The one thing that we didn’t touch on was I think you want to real quick on the rail issue.
Jeff Eizenberg 29:32
Oh, yeah, please. Yeah. What’s the story? Are they is it Congress is the only one that could solve this or what’s going on?
Woodson Dunavant 29:38
So they did they have originally they had said the 19th of November, they just extended it to December 4. So they’re gonna have another couple three weeks of negotiation, which I view is a very positive development. At the end of the day, Congress and or president are going to have to step in, because if you were to have that happen, I mean, you talk about you think that the LA Long Beach strike was a big deal. You talked about stoking inflation, I mean, it would be tattered. Strophic, if we had a major rail strike, I mean, you know, 40% of, of all goods, in terms of weight is moving on the rail. And if you if you were to stop that, I mean, you can from a food from a retail from you just goes on down the list. I mean, it would be, I can’t imagine that the government would allow that to happen, though, they will step in at the 11th hour. If it gets to that point and put their foot down, they have to,
Jeff Eizenberg 30:43
yeah, I mean, everything with the just in time production that we have here and consumption in the United States, if even a day or two delay, we’ve seen with, you know, weather conditions or something backs things up, and it takes months for it to work through. So if you started if you had weeks or months off, oh, my goodness, you’re,
Woodson Dunavant 31:05
I mean, to your point, even even five days, like something like that would set us back by, you know, three or four months. I mean, it’d be crazy. So I do not think that that will happen. So you can come back and poke me when they do strike and then everything shuts down.
Jeff Eizenberg 31:22
Once instead, it was not gonna happen. Place your bets. Yeah, we get it. I appreciate that insight. Because then yeah, you’re at the pulse vet. I mean, I assume that the people in the rail industry don’t want it to happen either. But they also want to be paired paid fairly and get proper compensation. So
Woodson Dunavant 31:39
that’s right. That’s right. You can’t fault him for sure. Yeah,
Jeff Eizenberg 31:42
that’s exactly it. Well, no, this has been extremely good and extremely helpful beneficial to I think everyone listening and, you know, welcome, welcome. You obviously share it yourself. I always have one final fun question for everybody. And it’s what is your favorite extreme sport that you either participate in or would participate in? If you maybe were back in your you had 20 year old body?
Woodson Dunavant 32:06
Oh, Lord and mercy, stream sport?
Jeff Eizenberg 32:11
I mean, you talk duck hunting, that’s kind of the kind of counts.
Woodson Dunavant 32:14
Okay, well, if that counts, then I will. You know, it’s an extreme sport, in some cases, for sure. Yeah. And I really enjoy it. So. Yeah, I mean, that would be that would be it for me. For sure. I was thinking more like MMA or
Jeff Eizenberg 32:30
boxing. Oh, yeah. Well, you could do that too. I
Woodson Dunavant 32:32
mean, I really miss heavyweight boxing. And, you know, back in our day was was was when Tyson and Louis but even before that, I mean, you know, we would block an entire night out, you know, to get ready for the boxing match. And I mean, it’s it feels like it’s gone. Like it’s intimate. It’s just totally taken it over. But I mean, I feel like there’s still a space for good heavyweight boxing, and it just, it’s gone. It feels I just, I really miss that.
Jeff Eizenberg 33:00
Maybe Tyson was the pioneer of it, because when he bit Holyfield’s ear, nowadays, MMA if you’ve met somebody there, they might be like, yeah, that’s okay.
Woodson Dunavant 33:08
That’s right. That’s right. There’s no doubt there’s no doubt. So
Jeff Eizenberg 33:13
pretty good. Oh, what’s the what’s the best way to get a hold of you have people had to want to want to connect?
Woodson Dunavant 33:19
Yeah. So reach out to me, my email address is very simple. With some data of it. I’ve done a va.com. Email me, you can give me a call. And happy to talk through anything with anybody importers, exporters, domestic, domestic folks here in the US anything cross border? If I don’t know the answer, I’ll put you in touch with somebody here. That does. We’ve got we’ve got experts all over the place. Done event, I’d be happy to put you in touch with whomever you need to talk to. So we’re, we’re really excited with our growth and where we’re going. And, you know, we’re just we’re in a we’re in a really good place right now. So, Jeff, I appreciate you doing this. And I’ve enjoyed getting to know you over the past few weeks. And hopefully, this won’t be the last time I talk to you.
Jeff Eizenberg 34:10
Yeah, we’ll do it again. We’ll check back in whenever built back up.
Woodson Dunavant 34:13
All right. Sounds good, Jeff, appreciate it.
Jeff Eizenberg 34:15
So much, Switzer appreciate the time. Yep. Take care. Thank you.
This transcript was compiled automatically via Otter.AI and as such may include typos and errors the artificial intelligence did not pick up correctly.