3.3 Rule Business Productivity Course For Owners & Teams: Training Launched

Sep 30, 2026

John Briggs, CPA and CEO of Incite Tax, has launched a self-paced online course built around his 3.3 Rule, a structured method designed to help business owners and their teams replace unsustainable work habits with focused, recovery-aware daily schedules.

Draper, United States, September 30, 2026 /PressCable/ -- John Briggs, author of Take Breaks, Work Better and CEO of Incite Tax, has launched a self-paced online course for business owners looking to restructure how they and their teams approach work. The nine-module program centers on the 3.3 Rule, Briggs' method for alternating focused work blocks of up to three hours with recovery breaks equal to 30% of the preceding work period.

More information is available at https://takebreaksworkbetter.com/course/

The course targets a challenge many business owners describe firsthand: working long hours without seeing proportional results. Briggs argues that most entrepreneurs are not simply working too much, but working without the structural framework that allows focus to be sustained and recovery to be genuine. Without that structure, he says, output suffers even as hours accumulate.

Briggs developed the course to address the practical difficulties of implementing his productivity framework while continuing to run a business. Drawing on concepts introduced in his book, the training guides participants through examining their existing schedules, introducing deliberate recovery periods and assessing how their current workload affects their available capacity.

The course opens with a five-day Starter Week module, during which participants experiment with adjusted working arrangements using their actual calendars to identify their focus archetype. Subsequent modules introduce techniques for distinguishing genuine recovery from activities that keep workers mentally engaged during scheduled breaks — a distinction Briggs treats as central to making the whole system work.

Recognizing that changing a schedule requires more than rearranging working hours, the course also incorporates time audits and capacity-planning exercises. These help business owners identify competing commitments, assess overlapping projects and determine which responsibilities could be delegated, rescheduled or eliminated.

Briggs subsequently extends the framework to team management. Dedicated modules address how business owners can introduce the 3.3 Rule across their organizations, develop implementation plans, manage employee concerns and evaluate progress through a team scorecard.

Additional modules address adapting the framework to remote teams and evaluating performance difficulties before making personnel decisions. Briggs notes that the system is designed to accommodate different professional roles, meaning individual team members can build different block structures without abandoning a shared framework.

The $297 course includes nine on-demand video modules with on-camera coaching from Briggs, a downloadable companion workbook, and lifetime access to all course materials. Participants can begin immediately following purchase.

Those interested can find more details at https://takebreaksworkbetter.com/course/

Contact Info:
Name: John Briggs
Email: Send Email
Organization: The Real John Briggs
Address: 38 13775 South #210, Draper, Utah 84020, United States
Website: https://therealjohnbriggs.com/

Source: PressCable

Release ID: 89204881

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More News

Why diesel prices are an economic time bomb

Sep 30, 2026

Why diesel prices are an economic time bomb

The price of diesel fuel is displayed outside of a Shell gas station in Carson, California, on September 22, 2026. | Patrick T. Fallon/AFP via Getty Images Everyone knows how much gasoline prices matter. The recent spike in gas prices triggered by the war with Iran has fueled deep pessimism about the economy and weighed heavily on President Donald Trump’s approval ratings. But diesel fuel — the lifeblood of shipping, agriculture, and heavy industry — usually flies under the radar. Its price has surged too, and while truckers and farmers are feeling the initial blow, the rest of the country won’t be far behind. “Most products in America are shipped along the road via trucks,” Nathan Bomey, a business reporter at Axios, told Today, Explained co-host Noel King. Diesel prices “directly affect their cost of doing business, which then eventually trickles down and affects the consumer.” On the podcast, Bomey discusses what’s driving the price spike, how quickly it’s going to become a problem for everyday consumers, and whether electric semi trucks could offer a way out. Below is an excerpt of the conversation, edited for length and clarity. There’s much more in the full podcast, so listen to Today, Explained wherever you get your podcasts, including Apple Podcasts, Pandora, and Spotify. What is happening with diesel? There was one major geopolitical event this year that disrupted the entire energy economy, which is the US and Israel attacking Iran. Iran is at the center of the oil economy in some ways, but primarily you have to look at the closure of the Strait of Hormuz and the jockeying over it that has happened in the months since. Once they closed the strait, it disrupted the entire global energy economy because it handles a substantial portion of the shipping bringing supplies out of the Middle East. That affected diesel prices, gasoline prices, jet fuel prices, and effectively everything based on crude oil. Who are the people right now that are profoundly freaked out about the cost of diesel? First off, truckers are freaked out because their cost of doing business is going much higher. Farmers are also freaked out because they’re already facing real pressures from trade wars and things that are out of control, like climate issues, that have caused their costs to go higher.  The price of diesel affecting farmers eventually affects the price they charge, which ultimately gets to the consumer because it ends up costing more to pay for things like an ear of corn. How stark do you think this might be? In a month or two, do you think I could go down to Walmart and see that something I buy all the time is now a dollar more expensive?  I think the impact is imminent. This flows through very quickly. We’re not talking about months; we’re talking about weeks, if not days, before people will start to notice increases, especially in the grocery aisle. That’s the first place people will notice it because fresh food has to be shipped on a weekly basis. Diesel prices are going to have a big effect on food inflation. This is coming off of several years of food price increases that we experienced in the wake of the pandemic. We’re also barreling toward the holiday shopping season, which is going to be affected by this as well. If a toy, for example, is made with a resin affected by the cost of crude oil, which also affects the cost of diesel, and then it’s shipped over the road to Walmart in a truck that uses diesel, all of these things add up and will probably lead to higher prices. We’ve also got an issue with heating oil, which is a fuel used primarily by households in the Northeast to heat their homes. Heating oil, diesel, and all of these oil-based products are caught up in this vortex right now. Ultimately, it is not something the ordinary person can do much about. Do the industries that rely on diesel have any other options? There are definitely alternatives to diesel, but in many cases, they cannot be switched to quickly. If you think about the trucking industry, they are invested heavily in big rigs that take products from place A to place B. If you are invested in a truck, yes, you could theoretically switch, but you would be scrapping this huge investment you’ve made. Diesel trucks are not really going anywhere immediately. A lot of times, they’re simply still the best way to get somewhere. You can switch to rail; railroads are definitely a competitor to trucking, but really only best for certain types of products. There are other types of trucks you can buy. Compressed natural gas or liquid natural gas is an alternative fuel for some trucks, and biodiesel can actually be good. Hydrogen is more of a futuristic thing down the road. In the short term, there is the possibility of using electric trucks. That is starting to become more realistic. In fact, in recent days, Tesla began major production of the Tesla Semi, an electric semitruck we’ve been waiting for for years. I remember covering this in 2018 when Tesla debuted the semi, and we all thought it was going to be coming out soon. It has taken nearly a decade for this to finally become a reality in large proportions, but the Tesla Semi is an electric truck that could be an alternative for some. There are other companies making electric trucks too, so that could be viable. But the problem with electric trucks is that the battery is so heavy, making it tough to compete with diesel on shipping heavy items. It was often joked that when the Tesla Semi first debuted, the very first thing it shipped was a bunch of bags of Cheetos because they were so light and the truck couldn’t handle extra weight. They had a deal with PepsiCo, and it wasn’t ready at the time to ship anything heavy.  It’s a lot better now, but the issue is still how heavy electric truck batteries are, which will make them somewhat limited in capacity. However, we are seeing some demand for the Tesla Semi that indicates it might become more competitive because of the price of diesel. So when prices are high, generally somebody somewhere is benefiting. Who is it, in this case? The people benefiting from diesel prices being so high are the refineries, which a lot of people don’t think about much because they’re the middle person in this entire process. They take the crude oil and turn it into usable diesel for a pickup truck, a semi truck, or farming equipment.  The refinery business is experiencing high demand right now, and there’s limited capacity to do this because of issues in Russia, Iran, and other places throughout the world. There’s really nowhere else to do this, and therefore they can charge higher prices. That means higher profits for the refineries. All of this is shaping up to potentially mean a really ugly winter. One thing I think about a lot is that American consumers will accept a lot of pain. We had Covid — the inflation, and shortages of literally everything. Then we had the war in Ukraine, and prices went up again.  People still keep spending money, even as we predict this one’s going to get bad. People go to the store and spend money, and maybe they gripe, but it’s not like we’re out in the streets. Do you think this coming diesel shock — imminent, in your words — is going to be different? I’m not an economist, but there is an interesting phenomenon emerging in the economy where consumer sentiment is at rock bottom, but consumer spending is actually really strong. There’s a gap emerging between what people say they feel and what they’re actually doing — in this case, they’re still spending.  Maybe it’s YOLO spending. They’re thinking they don’t have much going for them, so they’re just going to keep spending. I’ve experienced that a little bit, so I don’t blame anybody. At the end of the day, the numbers matter a little bit more than what people say they feel. But I do think people are going to hit a breaking point because they simply cannot continue this level of spending if the underlying fundamentals of the economy start to collapse.

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