I spent twelve years inside freight — driving, brokering, running operations, running a warehouse. For seven of those years I ran a trucking and warehouse operation with fifteen to thirty people reporting to me. Alongside it, fifteen-plus years building the IT, network, and security infrastructure that operations like that depend on, including the software when the commercial tools cost more than they were worth.
That combination is the whole reason this practice exists. Freight risk is usually advised on by people who have read about it. The gaps that actually get exploited — the callback that never happens, the dock that lets an unscheduled truck in, the carrier file nobody re-checked after the authority transferred — are visible from the operating seat and invisible from the slide deck.
What I work on
Documented carrier-vetting programs, fraud-prevention protocols, incident-response plans, and facility security assessments for freight brokerages, 3PLs, and manufacturers. The methodology is the Zero Trust Freight Security Framework — our own, adapted from the federal FEMA 426 layered-security model. Clients receive the outputs — gap analyses, written SOPs, verification checklists — and every decision about what to change stays with them.
Separately, I build AI automation for operations-heavy businesses, and I founded D74 Technologies to work on supply-chain trust intelligence.
Credentials
- CompTIA Security+ CE — DoD 8140 IAT Level II (issued Jan 2025, expires Jan 2028)
- Member, TIA Fraud Vendor Advisory Committee (2025–2026)
- Briefed USTRANSCOM on supply chain trust intelligence (2026)
Writing
I write about what fails in the field, not what sells on a slide. Most of it lives on the Gold Bird Group blog — carrier verification, double-brokering, cargo theft response, warehouse security, and the operational consequences of the Montgomery broker-liability ruling. Longer-form frameworks and whitepapers are published on my personal site, yevgeniymelnik.com.