With Kansas City preparing to host matches during the 2026 FIFA World Cup, Missouri lawmakers are considering a bill to simplify food truck licensing in Jackson County. The proposal would allow vendors licensed by the county to operate in any municipality without additional city permits.

The change would remove a common barrier: multiple permits just to cross a city boundary.

The idea makes sense. But if it will help entrepreneurs and visitors during the World Cup, why should the same principle not apply across Missouri? As the Squirrel Nut Zippers sang, “If it’s good enough for Grandad, its good enough for me.”

Food truck regulations vary widely by city. Vendors operating across a metro area may face requirements for multiple permits, fees, and regulatory approvals.

Show-Me Institute writers have written about these barriers for years. In 2019, we noted that St. Louis food trucks still faced significant regulatory constraints despite growing demand. Food trucks offer a flexible and relatively low-cost entry into the restaurant business, but local regulations can make that opportunity harder to pursue.

In some places, additional rules beyond health and sanitation standards function as a de facto ban on mobile vendors.

Health and safety regulations would remain under the proposal being considered in Jefferson City. Missouri already regulates food safety through inspections and sanitation standards administered by local health departments.

The real issue is duplication. Requiring vendors who already meet health standards to obtain a license in every municipality adds cost and delay without improving safety.

Every occupational license carries costs: higher prices for consumers, barriers to entry for workers, fewer providers, and lost time and money for licensees. The central policy question is whether those costs are justified by clear benefits to public safety or product quality.

Several Missouri communities have taken steps to loosen food truck restrictions in recent years. Clayton, for example, expanded opportunities for food trucks to operate at events and public gatherings while maintaining basic safety requirements.

Such changes recognize that mobile vendors are part of the broader restaurant ecosystem and often serve as a first step toward larger businesses.

Starting a small business often requires navigating numerous regulatory steps and fees. Reducing unnecessary barriers can make it easier for entrepreneurs to test new ideas and serve customers.

That flexibility helps explain the popularity of food trucks: vendors can move where demand is strongest, serve events, and test new concepts without the overhead of a traditional restaurant.

Major events like the World Cup highlight that advantage. When large numbers of visitors arrive, mobile vendors can help meet the temporary surge in demand for food and entertainment.

But the benefits of reducing unnecessary regulation should not depend on an international sporting event. If getting government out of the way helps vendors serve World Cup visitors in Kansas City, it should also help them serve customers across the rest of Missouri.

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Addendum:

TO THE HONORABLE MEMBERS OF THIS COMMITTEE:

Since the submission of this testimony, a substitute version of Board Bill 14 has been introduced that places several restrictions on food truck operations. Specifically, the substitute:

• Establishes restrictions on where food trucks can operate by confining them to an expanded vending district, rather than originally eliminating vending districts
• Reintroduces a 100-foot restriction between food trucks and existing vendors selling comparable goods, whereas the buffer had initially been eliminated.

These changes diminish the bill’s effectiveness in reducing regulatory barriers for mobile food vendors. Expanding the vending zone and establishing a map of eligible locations does provide some relief. However, continuing to restrict food trucks to specific areas undermines their ability to serve customers where demand exists. Likewise, the reintroduction of a foot-buffer arbitrarily limits competition and consumer choice.

Board Bill 14 still represents a step forward in fostering a more business- and consumer-friendly environment, but these new provisions hinder the flexibility and innovation that make food trucks valuable contributors to St. Louis’s food scene. These changes should be reconsidered to ensure that the legislation truly supports entrepreneurs and consumers alike.

Avery Frank

February 5, 2025

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For example, why do all food truck employees have to wear an ID badge with a passport-quality photo on it? Restaurant employees don’t have to do that. That regulation seems insane, and at least some members of the board of aldermen appear to agree. As a Riverfront Times (RIP) reporter described it:

Committee members were shocked. When it was time for questions, Ward 8 Alderwoman Cara Spencer began with this: “My first question is, are you — and then there’s an expletive — kidding me.”

Show-Me Institute analysts have been writing about food regulation issues for years. In fact, we may have done more videos on food trucks than any other topic. It’s a great topic for us because it perfectly encapsulates how entrenched interests (in this case, restaurants) and their allies in government have worked together to stop a popular new way of doing business.

But back to the city. I think one of the reasons why the aldermen were so surprised by the level of red tape food trucks deal with is that they didn’t intend for it to be this difficult. But when you read the current legislation, one thing jumps out at you. The current ordinance governing food trucks gives the street director, the parks director, and the license collector authority to institute further rules they deem necessary. Here is one example from the ordinance (section 5.M):

The Director of Streets shall formulate any additional rules and regulations necessary for the proper administration of this chapter. Rules and regulations shall be maintained in the office of the Director of Streets and shall be available for public inspection during ordinary business hours.

This isn’t a hypothetical issue. The question of how legislators grant authority to regulators to set law is the subject of a major supreme court case right now. President Eisenhower stated that engineers went far beyond his original intentions with the Interstate Highway System by including intra-city highways without his knowledge, as just one example of this problem.

It may sometimes be necessary for elected officials to trust regulators to set rules under wide authority. However, there is serious risk to this approach. The idea that regulators are setting these rules fairly outside of their own system of pressure, bias or favoritism is hard to believe.

I hope the city will address the overregulation of food trucks with this excellent, newly proposed bill. After, all, it’s probably time for us to make another video . . .

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Although the ban was removed, strict regulations still exist, as food trucks must be part of a special event, which is a serious obstacle. Special events require a thirty-day notice prior to the date, and if a special event uses more than eight vendors (among other stipulations), then 120 days of notice are required. These rules constrain opportunities for food trucks in Ladue, making the city an occasional stop rather than a hub.

The scale of the food truck industry has skyrocketed in recent years, as the number of businesses has increased from 9,705 in 2012, to 22,474 in 2018, to 35,512 in 2022. Ladue regulations prevent the city from effectively capturing sizeable sales tax revenue, increased options for consumers, and job opportunities for aspiring entrepreneurs.

For consumers, food trucks provide on-the-go food options to those on lunch break, on a walk with their children, or hanging out with friends. The increased competition drives down prices and provides increased choices (including niche ones) to consumers.

Permission to more easily operate in Ladue could lead to more permanent businesses in the city. If a food truck found success in Ladue, food truck operators may decide to establish traditional brick-and-mortar locations in the city. This isn’t just hypothetical—food trucks have turned into traditional restaurants elsewhere in St. Louis.

Most anxieties about food trucks are unfounded. If concerns exist regarding restaurant surplus, increased competition helps create a more efficient economy. If policymakers fear exacerbating the labor shortage in restaurants, the average food truck business has 1.2 employees. Whatever the worry may be, food trucks should not be strictly limited to special events, and Ladue would benefit from food trucks being able to fully and freely operate within its borders.

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The Institute for Justice recently released a report that analyzes the barriers to business in cities across the country. The authors used model businesses to demonstrate how difficult it would be to open a restaurant, bookstore, food truck, barbershop, and home-based tutoring business in St. Louis and other cities. The report examines three aspects of the regulatory process to evaluate the cities: cost, delays, and complexity. Here’s how St. Louis fared for each:

Cost: St. Louis doesn’t do well here because of the city’s fee structure. The city uses a graduated fee system based on the number of employees, so fees can become extremely expensive as businesses grow.

Delays: This report found that a general lack of clarity (and especially a lack of information online) leads to many delays and makes the process more complicated than it seems.

Complexity: The process of starting a business in St. Louis can be very complex, sometimes requiring dozens of steps, numerous forms, and multiple business licenses.

Can we really say that St. Louis has an inviting business environment when the city fares so poorly in all three aspects? Lawmakers say they want more opportunities for entrepreneurs and options for consumers, but actions speak louder than words. St. Louis lawmakers should make the city more appealing for businesses by lowering fees and simplifying processes. Starting a business is expensive enough without the city requiring exorbitant fees. And the fact that there is very little access to information online seems like an outdated problem that unnecessarily complicates the process.

If we want more business in St. Louis, we need to have an environment in which businesses can thrive. If the barriers are too high from the beginning, we’re not going to see entrepreneurs and new businesses coming to our city.

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If these students do one day get into the food truck business, one thing they will learn about is government regulation. Food trucks in Missouri are overregulated in many parts of the state—sometimes they are outright banned from operating in certain cities. While everyone would agree there are some safety rules that should apply to food trucks, such as not blocking busy intersections or parking in dangerous places, many places still engage in protectionism against them in favor of sit-down restaurants.

In some locales food trucks can operate, but not within a set distance from brick-and-mortar locations. That compromise is better than a total ban, and it may be a political necessity in some cities.

How are the food truck regulations in Joplin that these students may one day encounter? The good news is that the city allows them in the first place, and there does appear to be an active foot truck scene in the community.

But the regulations for food trucks appear to be heavy-handed. Don’t get me wrong, I know they are heavy-handed for restaurants, too. The obsession with “safety” in health regulations has led to things like banning popular (and perfectly safe) bake sales at schools. For example, in Joplin’s regulations I fail to see why a food truck has to:

“report to an approved commissary daily for servicing, food prep and cleaning”

There are other regulations on the list that seem unnecessary, but that is typical for the field.

But at least Joplin kids will be able to operate a food truck if they so desire, getting a real-world education in government regulations at the same time.

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Most who fight to limit opportunities for food trucks are afraid that food trucks will compete with, and potentially harm, existing brick-and-mortar businesses. My family owns restaurants, so I’m supportive of brick-and-mortar restaurants and I’m sympathetic to this line of thinking. The reality is that food trucks will definitely increase competition, but that is not something that should be feared. Competition among businesses should be expected and encouraged. In the same way that brick-and-mortar businesses compete with one another, food trucks should compete with existing businesses—and may the best food and dining experience win!

Market competition encourages entrepreneurship and leads to the best options for consumers. Food trucks will only do “harm” if consumers overwhelmingly decide that they prefer the food trucks over the existing businesses. And harm is in quotation marks because creative destruction is how we make progress. If food trucks were to overtake brick-and-mortar restaurants in the market (which I think is unlikely), it would mean we are moving forward in a direction chosen by consumers.

Misplaced fear of this process often leads to unnecessary and burdensome regulations. For example, many cities have extremely strict regulations that hinder their operations—and some cities simply don’t allow them at all. (These are, of course, different from regulations that reasonably deal with traffic and public safety concerns.) In cases of overregulation, lawmakers are picking the winners (brick-and-mortar restaurants) and losers (food trucks) instead of allowing consumers to decide. We need to stop being afraid of food trucks (and competition) and give them the freedom to operate.

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On June 8th, legislation was approved in the City of Clayton to allow more freedom and flexibility for mobile food vending equipment. Previously, food trucks could serve closed groups at private events, but they could only serve the public on their own property. That essentially allows food trucks to do the “food” part of their name but not the “truck” part.

This new legislation allows food trucks to operate at public events outside downtown Clayton with an approved special events application, expanding a food truck’s market to include block parties, neighborhood gatherings, and similar events. The legislation also lifts the prohibition on individual cash payments at these events.

Current permit requirements remain (temporary merchant permits, right of way permits, special events permits, etc.) and safe use of streets and sidewalks remains a priority. While food trucks still cannot serve the general public in downtown Clayton (unless the food truck is on its own property), these changes mark significant progress. This legislation is a good move for food truck vendors and customers.

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Although it’s a little trite, “the early bird gets the worm” is harmless enough as far as old sayings go. Still, living by those words is one thing, and governing by them—as Lake Ozark seems to be doing—is quite another.

Food truck operators want to set up business along The Strip in the city of Lake Ozark, but the Planning and Zoning Commission is prohibiting them from doing so. While identifying consumer desire for food truck options in this area, the Commission says that its intent is to protect brick-and-mortar businesses that are already there. As the daughter of a restaurant owner, I fully support brick-and-mortar businesses, but why is the Planning and Zoning Commission choosing to protect these businesses at the expense of others, namely food trucks? Why are we only allowing the early bird a chance at getting the worm?

The commission fears that food trucks would compete with existing businesses. That is not something that should be feared; it should be expected and encouraged. In the same way that existing businesses compete with one another, food trucks should compete with other restaurants—and may the best food and dining experience win! It’s through this competition that we end up with a collection of businesses that consumers really want. That’s how competition in the market should work; consumers, not commissioners, pick winners and losers. It shouldn’t be the early bird that gets the worm, but the best bird.

After the Great Recession, many were looking for cheaper, on-the-go food options, and a lot of culinary experts were unemployed, laying the groundwork for a surge of food trucks. (And it’s not a stretch to think that our current economic situation could increase the demand for food trucks even more.) From 2013 to 2018, the number of food truck establishments in the U.S. doubled, employing over 16,000 workers in 2018 and reporting sales of $1.2 billion in 2017 according to the U.S. Census Bureau. More options increase the chance that consumers find exactly what they are looking for at a price they are willing to pay. Additionally, more businesses mean more entrepreneurship and opportunities for workers.

Other cities have found ways for food trucks to operate that would be better options than an outright prohibition. For example, Clayton allows for food trucks to operate for city or private events provided that they follow specific guidelines. Branson prohibits food trucks from operating within 100 feet of a restaurant and also allows for food truck courts. While these examples still place regulatory burdens on the food trucks, they show that there are ways for brick-and-mortar restaurants and food trucks to coexist.

Existing businesses should not receive special treatment just because they already exist. We allow brick-and-mortar restaurants to compete with one another—is it really that dangerous to allow them to compete with food trucks? Lake Ozark says it’s working on an ordinance to lay the groundwork for food trucks operating in the area. I say, let all the birds go and see which one gets the worm.

WATCH: More From Show-Me on Food Trucks

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Here are a few market adaptations that I’ve observed in the past week:

• Food delivery services, once just a convenience, have now become a saving grace for people and businesses.
• Workplace messaging platforms and virtual conference calls are becoming more popular and helping to maintain some normalcy while many of us work from home.
• Many St. Louis breweries and other companies are using their facilities to make hand sanitizer and delivering it to those who may need it.
• Local bakeries are creating at-home decorating kits to deliver both a sweet treat and an activity for kids.
• The importance of certain technological advances, such as self-driving trucks and delivery robots, has become much more apparent. On top of other benefits, these innovations could increase our delivery capacity while reducing human contact.

I’m sure that many more innovations and adaptations such as these can be seen across the country. In general, we can see that certain sectors of the market have become critical features of everyday life while other companies are coming up with new ideas to keep business alive.

You cannot predict what will happen in this world, and that’s why we need the free market—it allows people to pursue ideas and adapt when situations change. Small, innovative changes certainly will not counteract the economic effects of this crisis and we shouldn’t trivialize the economic hardships to come, but we’re lucky that our free-market system allows for these small adaptations to lessen the blow.

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• Popularity of School Choice
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Several years ago, Show-Me Institute’s Patrick Ishmael discussed the overregulation of food trucks, with emphasis on the then-new food truck map that outlines the numerous no-park zones for food trucks within the Downtown Vending District. So, years later, have we seen food trucks gain substantial freedoms in the market?

Unfortunately, and perhaps unsurprisingly, no.

The map mentioned above is still in effect and places a large barrier between food trucks and success in the market. As the map shows, food trucks cannot set up within 200 feet of a restaurant or in the stadium or conference center areas. Though this map may be a little outdated in terms of restaurant placement, the rules are still in place and still very restrictive. These regulations make large parts of the “vending district” off-limits to food trucks. According to the city’s vending rules and regulations, trucks must stop serving by 11 p.m., cutting off access to late-night crowds after a concert or hockey game.

St. Louis ranked 12^th out of 20 cities in the U.S. Chamber of Commerce Foundation’s report on regulatory burdens for opening and operating food trucks in 2017. Much of this low ranking is attributed to what Ishmael pointed to years ago: operational limitations.

Food trucks are still bogged down with regulatory restrictions that make it much harder to succeed. If we want more success stories like Balkan Treat Box, the popular food truck that grew into an award-winning brick-and-mortar hotspot, we need to give food trucks the freedom to meet our ever-increasing demand for delicious, on-the-go food.

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As first appearing in the Kansas City Star and the American Spectator:

A surprised and outraged Franklin D. Roosevelt called it “a date which will live in infamy.” But Dec. 7, 1941, may also be remembered as one of the great turning points (for the better) in world history. It had the startling effect of rousing a sleeping giant (the United States) into purposeful action, and that was the primary factor in stopping the forces of evil from cruising to an easy triumph in World War II. In Churchill’s words, the world was in danger of entering “a new dark age made more sinister, and perhaps more protracted, by the lights of perverted science.”

The Japanese Imperial Navy struck Pearl Harbor in two waves beginning at 7:48 a.m. Hawaiian Time. Japanese aircraft destroyed much of the U.S. Pacific fleet and killed a total of 2,403 Americans – which compares to the 2,605 Americans and 372 U.S. residents from other countries who lost their lives in the surprise attack on the United States launched by al Qaeda on 9-11-2001.

As the Japanese readied for their attack, Hitler was sitting pretty – perilously close to winning a two-front war. Having already conquered France and other smaller European nations in 1940, German troops scored one victory after another against the poorly equipped and outmanned British Army in Southern Europe and North Africa in 1941. “Evacuation going fairly well – that’s all we’re really good at!” Alexander Cadogan, at the British Foreign Office, observed in his diary during the British withdrawal from Greece. “Our soldiers are the most pathetic amateurs, pitted against professionals.”

Things looked no better on the eastern front – with the German army on the outskirts of Moscow. In three parallel offenses, German forces invaded Russia in late June – sweeping across the vast countryside with the same lightning speed that marked the earlier invasions of Poland and Western Europe. Desperately short of every kind of war materiel from boots and rifles to tanks and planes, the Russian army was saved by the onset of winter.

Pearl Harbor changed everything – ending the long, enfeebling debate inside the U.S. between isolationists and interventionists. Suddenly, America was at war, and almost everyone – from FDR on down to Charles Lindbergh, hitherto an arch isolationist – agreed that this was a war that had to be fought with everything we had. Overnight Lindbergh turned from dove to hawk. Though unable to regain the Army Air Corps commission which he had resigned in April 1941, Lindbergh flew 50 combat missions in the Pacific Theater as a civilian consultant.

Within days of Pearl Harbor, hundreds of thousands of Americans made up their minds to join the armed forces. That included the two oldest sons of Joseph Kennedy, another isolationist and outspoken advocate of the appeasement of Nazi Germany, whose departure from London where he had served as U.S. ambassador to the Court of St. James’s was a major addition by subtraction for both Roosevelt and Churchill. The older Kennedy left England in October 1940, at the height of the Battle of Britain, which reduced much of London and other cities to rubble.

My late father – then 24, a reporter with the Kansas City Star, with a wife and baby daughter – was one of the many who rushed to serve. He failed his first Navy physical – being exceedingly thin – but passed the second time after gorging on food and water. He was one of the “ninety-day wonders” – sent to officer training school for just 90 days of rigorous physical and classroom training – and went on to skipper a submarine chaser that saw action along the eastern seaboard, off the coast of North Africa, and in the North Atlantic.

If any disaster may be called a good disaster, it was Pearl Harbor, which awakened America with a violent start and averted what might easily have been the greatest setback to human freedom, joy, and advancement in world history.

Andrew B. Wilson is a resident fellow and senior writer at the Show-Me Institute.

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