David E. Gee, CTB

TRANSPORTATION INDUSTRY LEADER 

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I have been active in the truck transportation (motor carrier) industry my entire adult life, or nearly 50 years. I started my career in 1964 by working as a shipping clerk that utilized regulated trucking services. I then decided to make transportation a career and studied at the University of Akron and received an Associate Degree in Transportation in 1969. During that time I worked directly in the regulated motor carrier LTL business, with 3 different companies, and quickly was promoted to sales management, terminal management and finally regional management within the industry. That progressed into a desire to start my own business, which I did in 1977. I started my endeavors by buying and running my own trucks, and at the same time launching Ryder Ranger in the Central Virginia area by becoming an agent for the company. I gained a fair amount of knowledge in the regulated trucking industry of the 1960 and 1970 era and became a huge supporter of the effort to deregulate the industry, which happened initially in 1980. I recognized early on that the ability to remove the heavy and unnecessary restraints on trade imposed through the 1935 ICC Act would have a dramatic positive influence on our economy and also the transportation logistics business.
I immediately wanted to learn as much about this new industry as possible and joined several study groups, including a national brokers group called the Transportation Brokers Conference of America. In this North American Trade Association, I became one of the first individuals in North America to become certified as a transportation broker, which is the business of brokering loads between shippers and carriers.
From a time of 1977 and until about 2005 I was the President and Owner of Virginia Hiway, Inc., t/a VHI Transport, (VHI) a successful transportation brokerage business in Chester, VA. In 2005 I gave my shares of the company to my son and his wife, David and Tonya Gee, but have stayed engaged in the business, who now has brought in a couple of their children who are starting their career in this exciting industry. 
There is no question that the deregulation act benefited all but those that wanted to build a monopoly in domestic transportation services. The company I started in 1977 has provided continued service for years to both very large and quite small shippers, consignees and carriers. For example, today, VHI has over 10,000 motor carriers in its database, which range in size from one truck to thousands of trucks and drivers. I estimate that within the past 36 months VHI has brokered over 90,000 transactions (shipments) in the marketplace. VHI has hundreds of shippers in their database, from a small food broker with one employee, to major fortune 100 companies with thousands of employees. I estimate that since VHI was chartered in 1977 we have arranged transportation for over 600,000 different shipments. Collectively, this gave the company direct contact and hands-on experience with many shipments, each involving a shipper, a broker and a carrier, and in some cases, multiple parties that had an interest in the goods being transported. Regardless of size of shipper or carrier, they all purchase truck transportation and depend upon VHI to do so in a manner that is in full compliance with the standards of care in our industry and has met all known regulatory requirements to outsource freight. I have personally supervised this process many thousands of times.
For example at VHI, each load moves under a master contract between VHI and a motor carrier, plus an electronic addendum to the master contract detailing specifics about the individual transaction. I have drafted, reviewed and negotiated hundreds, if not thousands, of contracts with carriers and/or shippers, principally for VHI. 
I continue to offer my help with the planning of some of VHI’s strategic business initiatives and, through this work have tried to stay abreast of industry developments. Throughout my working career I was involved in teaching transportation classes in various venues, published several articles and contributed material for publications. 
Within the past 5 years I have written Chapter 10 of The Transportation Intermediary Book on Brokerage. My article written in late 2009 had to do with financial management of a brokerage company and was titled, “Cash Flow in the Brokerage Business”. In March of 2010 I taught this chapter on a TIA web presentation. I chaired a committee that published the first TIA Market Report in 2010. We pulled together a sampling of our members by size to get monthly reports of their experiences in the market place, and then aggregated the information into the market place report, published quarterly.
I was also one of four owners of a successful internet website, named Getloaded.com, which was used by shippers, brokers and motor carriers for matching their respective needs for freight or carriers online. This company had a very large presence in the transportation industry in America. We sold the company in 2008. 
During my time as an owner of Getloaded.com, there were several innovative services that I helped to design for the company. One service that I suggested in 2004 was an electronic service that monitored the core safety ratings and insurance changes of carriers for the shipping public. This business idea assisted with the business model of Carrier411, in which I had no interest. However, at a later time I shared my idea and blueprint for this service with another firm who, at the time, along with my son, created a similar company called Safer Watch. My thought contribution for this company was to provide purchasers of transportation services with a “scrubbing” service for motor carriers that was in their data base by notifying the subscriber (broker or shipper) of any changes in the motor carrier’s authority status, from contract to common to broker, insurance status, and Safety Ratings changes according to the National Motor Carrier Safety Administration. The service would alert the subscriber of changes to their motor carriers’ statuses shortly after the Safer Stat data was updated. The biggest advantage for people that used this service is one of being alerted proactively, before they access the Safer Stat information and/or a carrier of regular use notifies them. My son and I sold our interest in this firm in December of 2012. I am actively involved in several other non-related transportation business models.