What changed in this filing

/stocks — the workspaceLOADING

Item 2. Management’s Discussion and Analysis

2025-05-07 compared with 2024-11-01 · 105 added, 177 removed, 253 unchanged (53% of the section changed)

11 unchanged sentences

and any statements of belief and any statements of assumptions underlying any of the foregoing.

In this Form 10-Q, statements relating to future impact of accounting standards, future third-party transportation provider expenses, future tax rates, expenses, and deductions, expected freight demand, capacity, and volumes and trucking industry conditions, potential results of a default and testing of our fixed charge covenant under the Credit Facility or other debt agreements, expected sources, as well as adequacy, of working capital and liquidity (including our mix of debt, finance leases, and operating leases as means of financing revenue equipment), future inflation, future stock repurchases (including any taxes imposed on such repurchases) and dividends, if any, expected capital expenditures, allocations, and requirements, future customer relationships, including the length of contracted periods with our Dedicated segment, future interest expense, future driver market conditions, including driver satisfaction, future use of independent contractors, expected cash flows, future investments in and growth of our reportable segments and services, future margins of our reportable segments, future rates and prices, future depreciation and amortization, future salaries, wages, and related expenses, including driver compensation, expected net fuel costs, strategies for managing fuel costs, the effectiveness and impact of, and cash flows relating to, our fuel surcharge programs, future fluctuations in operations and maintenance expenses, expected effects and mix of our solo and team operations, future fleet size, management, utilization, upgrades, and age, availability and usage of tractors and trailers, the market value of used equipment, the anticipated impact of our investment in TEL, the future impact of our business model, service standards, strategic plan and other strategic initiatives, changes to and deviations from our business model, strategic plan, and other strategic initiatives, anticipated levels of and fluctuations relating to insurance and claims expenses, including the erosion of available limits in our aggregate insurance policies, any future indemnification obligations related to the TFS Settlement, contingent consideration related to our purchase of AAT, LTST and Sims, and the future impact of our acquisition of LTST and Sims, among others, are forward-looking statements.

Forward-looking statements may be identified by the use of terms or phrases such as "believe," "may," "could," "would," "will," "expects," "estimates," "projects," "anticipates," "plans," " outlook," "focus," "seek," "potential," "continue," "goal," "target," "objective," "intends," derivations thereof, and similar terms and phrases.

In this Form 10-Q, statements relating to future impact of accounting standards, future third-party transportation provider expenses, future tax rates, expenses, and deductions, expected freight demand, capacity, and volumes and trucking industry conditions, potential results of a default and testing of our fixed charge covenant under the Credit Facility or other debt agreements, expected sources, as well as adequacy, of working capital and liquidity (including our mix of debt, finance leases, and operating leases as means of financing revenue equipment), future inflation, future stock repurchases (including any taxes imposed on such repurchases) and dividends, if any, expected capital expenditures, allocations, and requirements, future customer relationships, including the length of contracted periods with our Dedicated segment, future interest expense, future driver market conditions, including driver satisfaction, future use of independent contractors, expected cash flows, future investments in and growth of our reportable segments and services, future margins of our reportable segments, future rates and prices, future depreciation and amortization, future salaries, wages, and related expenses, including driver compensation, expected net fuel costs, strategies for managing fuel costs, the effectiveness and impact of, and cash flows relating to, our fuel surcharge programs, future fluctuations in operations and maintenance expenses, expected effects and mix of our solo and team operations, future fleet size, management, utilization, upgrades, and age, availability and usage of tractors and trailers, the market value of used equipment, the anticipated impact of our investment in TEL, the future impact of our business model, service standards, strategic plan and other strategic initiatives, changes to and deviations from our business model, strategic plan, and other strategic initiatives, anticipated levels of and fluctuations relating to insurance and claims expenses, including the erosion of available limits in our aggregate insurance policies, any future indemnification obligations related to the TFS Settlement, contingent consideration related to our prior acquisitions, and the future impact of our prior acquisitions, among others, are forward-looking statements.

Forward-looking statements may be identified by the use of terms or phrases such as "believe," "may," "could," "would," "will," "expects," "estimates," "projects," "appears," "mission," "anticipates," "plans," " outlook," "focus," "seek," "potential," "continue," "goal," "target," "objective," "optimistic," "intends," derivations thereof, and similar terms and phrases.

Such statements are based on currently available operating, financial, and competitive information.

8 unchanged sentences

Executive Overview

We are pleased to report third quarter earnings of $0.94 per diluted share.

Our third quarter’s results include year over year freight revenue growth of 2.1%, operating income growth of 7.2%, and a $36.6 million sequential reduction of our net indebtedness, composed of total debt and finance lease obligations, net of cash, while improving the average age of our fleet by one month.

Our core business continues to perform well despite the prolonged general freight market down cycle, as a result of capitalizing on new value-added commercial opportunities where available, allocating equipment investments toward more profitable operations, and controlling costs.

Our asset-based segments, consisting of Expedited and Dedicated, contributed approximately 69% of total revenue and 66% of total freight revenue in the quarter.

Our combined truckload operations experienced improved year over year margins primarily related to operating 8.0% more average tractors combined with improved freight revenue per total mile, partially offset by a reduction in utilization and higher costs compared to the prior year quarter.

Our asset-light segments, consisting of Managed Freight and Warehousing, contributed approximately 31% of total revenue and 34% of total freight revenue in the quarter.

Year over year freight revenue and operating income each declined 6.5%, due to the combination of softer volumes of available profitable freight and a large cargo related claim incurred during the third quarter in our Managed Freight reportable segment, which was partially offset by improved cost efficiencies and rate increases in our Warehousing reportable segment.

Additional items of note for the third quarter of 2024 include the following:

Total revenue of $287.9 million, a decrease of 0.3% compared with the third quarter of 2023, and freight revenue (which excludes revenue from fuel surcharges) of $258.6 million, an increase of 2.1% compared with the third quarter of 2023;

Operating income of $16.2 million, compared with $15.1 million in the third quarter of 2023;

Net income of $13.0 million, or $0.94 per diluted share, compared with $13.5 million, or $0.99 per diluted share, in the third quarter of 2023.

Net income from continuing operations of $12.9 million, or $0.93 per diluted share, compared to $13.4 million or $0.98 per diluted share, in the third quarter of 2023.

Net income from discontinued operations of $0.2 million, or $0.01 per diluted share, compared to $0.2 million, or $0.01 per diluted share, in the third quarter of 2023;

Our equity investment in TEL provided $4.0 million of pre-tax earnings in the third quarter of 2024 compared to $5.3 million in the third quarter of 2023;

We distributed a total of $1.5 million to stockholders through dividends;

Since December 31, 2023, total indebtedness, comprised of total debt and finance leases, net of cash, decreased by $11.6 million to $236.7 million, primarily due to cash flows from operations exceeding our net capital investment in revenue equipment of $72.9 million and the final post-acquisition earnout payment of $10.0 million related to AAT’s operational performance.

With available borrowing capacity of $90.3 million under our Credit Facility at September 30, 2024 we do not expect to be required to test our fixed charge covenant in the foreseeable future;

Leverage ratio (ending total indebtedness, comprised of debt and finance leases, net of cash, divided by the sum of operating income, depreciation and amortization, gain on disposition of property and equipment, net, and impairment of long lived property and equipment) as of September 30, 2024 was 1.76;

Stockholders' equity at September 30, 2024, was $431.6 million;

Tangible book value at September 30, 2024, was $260.1 million;

During the third quarter of 2024, we voluntarily transferred the listing of our Class A common stock to the New York Stock Exchange from the NASDAQ Global Select Market.

Although we are pleased with our results for the period, our belief is that the overall general freight market will take time to meaningfully improve.

The combination of lingering excess carrier capacity and the lack of an immediate catalyst to improve volumes, feeds our thesis that improvements will be slow and steady.

While we are seeing some green shoots in the form of new dedicated business awards and a small number of customer rate increases, these wins have somewhat been offset with softer than anticipated volumes, particularly in our Expedited reportable segment.

Additionally, we remind investors that our less volatile operating model, consisting of a large percentage of multi-year contractual agreements, will likely take time to execute and recognize the benefits of operational leverage than our historical model if and when freight demand and pricing improve materially.

Regardless of the operating environment, our focus and commitment remains unchanged as we execute our strategic plan through tactical step by step execution that will continue to allow us to capitalize on opportunities that drive us deeper into the supply chain, add value for our customers, and create efficiencies across our enterprise, which we believe will allow us to become a stronger, more profitable, and more predictable business.

Our first quarter earnings were $0.24 per diluted share or $0.32 per diluted share on a non-GAAP adjusted basis.

The decrease in adjusted earnings per share compared with the first quarter of 2024 resulted primarily from sub-par equipment utilization due to prolonged inclement weather conditions and avian influenza outbreaks, which were especially severe this year.

Overall, we remain confident in our strategy, direction, and market position and our team’s ability to execute on the factors within our control.

We enter the second quarter with modest rate increases secured in Expedited, higher margins in Managed Freight, and the expectation of revenue growth in our Dedicated, Managed Freight, and Warehousing divisions compared with the second quarter of 2024.

We also recently completed a small tuck-in acquisition of a multi-stop distribution carrier that is expected to be immediately accretive to equipment utilization and earnings in our Dedicated division.

In the current environment of uncertain demand, slow capacity exits, and escalating uncertainty regarding global trade policies, we continue to allocate capital to defensible niches, focus on cost control, and deliver superior service and value to customers.

Additional items of note for the first quarter of 2025 include the following:

Total revenue of $269.4 million, a decrease of 3.4% compared with the first quarter of 2024, and freight revenue (which excludes revenue from fuel surcharges) of $243.2 million, a decrease of 1.8% compared with the first quarter of 2024;

Operating income of $7.6 million, compared with $4.3 million in the first quarter of 2024;

Net income of $6.6 million, or $0.24 per diluted share, compared with $4.0 million, or $0.14 per diluted share, in the first quarter of 2024.

Net income from continuing operations of $6.6 million, or $0.24 per diluted share, compared to $3.8 million or $0.14 per diluted share, in the first quarter of 2024.

No net income from discontinued operations compared to $0.2 million, or $0.01 per diluted share, in the first quarter of 2024;

Our equity investment in TEL provided $3.8 million of pre-tax earnings in the first quarter of 2025 compared to $3.7 million in the first quarter of 2024;

We distributed a total of $1.9 million to stockholders through cash dividends;

Since December 31, 2024, total indebtedness, comprised of total debt and finance leases, net of cash, increased by $5.8 million to $225.4 million, primarily due to cash flows from operations for the quarter falling below our net capital investment of $23.9 million, net repayment of notes payables, and the first post-acquisition earnout payment of $12.5 million related to LTST’s operational performance.

With available borrowing capacity of $90.1 million under our Credit Facility at March 31, 2025 we do not expect to be required to test our fixed charge covenant in the foreseeable future;

Stockholders' equity at March 31, 2025, was $443.6 million;

Tangible book value at March 31, 2025, was $266.6 million.

Currently, the general freight market appears to be incrementally improving as capacity and demand are better balanced than they have been for approximately two years, and customers are acknowledging this during rate and volume allocation discussions.

However, uncertainty around global trade policy may cause a temporary disruption to improvement, delaying the path to a 2025 recovery of the freight economy.

Beyond the first quarter, we are focusing on positioning the Company to execute quickly and gain operating leverage as conditions improve, continuing to capture new dedicated contracts to expand the fleet organically, and evaluating multiple acquisition and investment opportunities.

Our goal remains to grow profitably and generate meaningful returns for our stockholders while providing world-class career opportunities for our team members.

Non-GAAP Reconciliation

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Operating Ratio

Three Months Ended September 30,

Nine Months Ended September 30,

Three Months Ended March 31,

GAAP Operating Ratio:

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Contingent consideration liability adjustment

Transaction and executive retirement

Transaction costs

Adjusted operating expenses

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We are a major carrier for transportation companies such as parcel freight forwarders, less-than-truckload carriers, and third-party logistics providers that require a high level of service to support their businesses, as well as for traditional truckload customers such as manufacturers, retailers, and food and beverage shippers.

Additionally, we provide poultry feed and live haul transportation, as well as highly regulated, time sensitive loads for the U.S.

We have four reportable segments, which include:

28 unchanged sentences

Within our Warehousing reportable segment, we empower customers to outsource warehousing management, including moving containers and trailers in or around freight yards.

The main factors that impact profitability in terms of expenses are fixed costs, including salaries, facility warehousing costs, and selling, general, and administrative expenses.

The main factors that impact profitability in terms of expenses are managing fixed costs, including salaries, facility warehousing costs, and selling, general, and administrative expenses.

In May 2011, we acquired a 49.0% interest in TEL.

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Revenue Equipment

At September 30, 2024, we operated 2,306 tractors and 6,484 trailers.

At March 31, 2025, we operated 2,393 tractors and 6,516 trailers.

Of such tractors, 2,285 were owned, 2 were financed under finance or operating leases, and 106 tractors were provided by independent contractors, who own and drive their own tractors.

Of such trailers, 5,807 were owned and 709 were held under finance or operating leases.

At September 30, 2024, our fleet had an average tractor age of 1.6 years and an average trailer age of 5.6 years.

At March 31, 2025, our fleet had an average tractor age of 1.7 years and an average trailer age of 5.8 years.

Independent contractors provide a tractor and a driver and are responsible for all operating expenses in exchange for a fixed payment per mile.

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RESULTS OF CONSOLIDATED OPERATIONS

COMPARISON OF three and nine months ended September 30, 2024 TO three and nine months ended September 30, 2023

COMPARISON OF three months ended March 31, 2025 TO three months ended March 31, 2024

The following tables set forth the percentage relationship of certain items to total revenue and freight revenue (total revenue less fuel surcharge revenue) for the periods indicated, where applicable (dollars in thousands):

Three Months Ended

Nine Months Ended

September 30,

Freight revenue

1 unchanged sentence

Total revenue

The decrease in total revenue for the three months ended September 30, 2024 primarily resulted from a $6.3 million and $4.3 million decrease in Managed Freight and Expedited freight revenue, respectively, and a $6.1 million decrease in fuel surcharge revenue partially offset by a $15.7 million and $0.1 million increase in Dedicated and Warehousing freight revenue, respectively.

The increase in total revenue for the nine months ended September 30, 2024 primarily resulted from a $34.6 million, $3.6 million, and $1.4 million increase in Dedicated, Expedited, and Warehousing freight revenue, respectively, and a $7.7 million decrease in fuel surcharge revenue partially offset by a $7.2 million decrease in Managed Freight revenue.

The decrease in total revenue for the three months ended March 31, 2025 compared to 2025 primarily resulted from a $4.9 million decrease in fuel surcharge revenue and a $6.4 million, $6.0 million, and $1.5 million decrease in Expedited and Managed Freight, and Warehousing freight revenue, respectively, partially offset by a $9.5 million increase in Dedicated freight revenue.

See results of reportable segment operations section for discussion of fluctuations.

3 unchanged sentences

Three Months Ended

Nine Months Ended

September 30,

Salaries, wages, and related expenses

1 unchanged sentence

% of freight revenue

Salaries, wages, and related expenses for the three and nine months ended September 30, 2024, increased primarily as a result of averaging more drivers and tractors due to growth in our Dedicated reportable segment, resulting in higher driver salaries, wages, and benefits, as well as an increase in workers' compensation expense due to a large current period claim.

We believe salaries, wages, and related expenses will continue to increase as the result of wage inflation, higher healthcare costs, and, in certain periods, increased incentive compensation due to better performance.

Salaries, wages, and related expenses for the three months ended March 31, 2025, increased primarily as a result of an increase workers' compensation expense and increased salaries, wages, and benefits due to pay increases since the prior period as well as averaging more drivers and tractors due to growth in our Dedicated reportable segment, resulting in higher driver salaries, wages, and benefits.

We believe driver and non-driver, including shop technicians, pay and benefits will continue to increase as the result of wage inflation, higher healthcare costs, and, in certain periods, increased incentive compensation due to better performance.

Driver pay may also fluctuate based on the number of miles driven.

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Three Months Ended

Nine Months Ended

September 30,

% of total revenue

% of freight revenue

The decreases in total fuel expense are primarily related to lower fuel prices in the 2024 periods partially offset by a 3.4% and 6.5% increase in total miles compared to the same 2023 periods, respectively.

The decreases in total fuel expense are primarily related to lower fuel prices in the 2025 period and a 5.1% decrease in total miles compared to the 2024 period.

We receive a fuel surcharge on our loaded miles from most shippers;

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In periods of declining prices, the opposite is true.

Fuel prices as measured by the DOE wer e $0.62 per g allon, or 14.5%, lower for the quarter ended September 30, 2024 compared with the same quarter in 2023.

Fuel prices as measured by the DOE wer e $0.35 per g allon, or 8.7%, lower for the quarter ended March 31, 2025 compared with the same quarter in 2024.

To measure the effectiveness of our fuel surcharge program, we subtract fuel surcharge revenue (other than the fuel surcharge revenue we reimburse to independent contractors and other third parties which is included in purchased transportation) from our fuel expense.

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Three Months Ended

Nine Months Ended

September 30,

Total fuel surcharge

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% of freight revenue

For the periods presented, net fuel expense decreased as a percentage of freight revenue primarily due to lower fuel prices and higher fuel surcharge recovery.

For the periods presented, net fuel expense increased as a percentage of freight revenue primarily due to lower fuel surcharge recovery.

We expect to continue managing our idle time and tractor speeds, investing in more fuel-efficient tractors and auxiliary power units to improve our miles per gallon, locking in fuel hedges when deemed appropriate, partnering with customers to adjust fuel surcharge programs that are inadequate to recover a fair portion of fuel costs, and testing the latest technologies that reduce fuel consumption.

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Three Months Ended

Nine Months Ended

September 30,

Operations and maintenance

1 unchanged sentence

% of freight revenue

The increase in operations and maintenance for the three months ended September 30, 2024 was insignificant both as a percentage of total revenue and freight revenue.

The decrease in operations and maintenance for the nine months ended September 30, 2024 was primarily related to a decrease in the average age of our fleet and the improvement in both availability and cost of tires and maintenance related parts compared to the prior year period.

The increase in operations and maintenance for the three months ended March 31, 2025 was primarily the result of high demands on equipment as we grow our fleet into niche service areas, including worse equipment damage than typically experienced during the first quarter.

Going forward, we believe this category will fluctuate based on several factors, including the condition of the driver market and our ability to hire and retain drivers, our continued ability to maintain a relatively young fleet, accident severity and frequency, weather, the reliability of new and untested revenue equipment models, and the global disruption of the supply chain.

2 unchanged sentences

Three Months Ended

Nine Months Ended

September 30,

Revenue equipment rentals and purchased transportation

1 unchanged sentence

% of freight revenue

The decreases in revenue equipment rentals and purchased transportation for the three and nine months ended September 30, 2024 were primarily the result of a decrease in purchased transportation costs due to the decline in the spot market primarily affecting the Managed Freight reportable segment.

The decrease for the nine months ended September 30, 2024 was partially offset as total miles run by independent contractors increased from 7.4% for the nine months ended September 30, 2023 to 8.2% for the same 2024 period.

The decreases in revenue equipment rentals and purchased transportation for the three months ended March 31, 2025 were primarily the result of a decrease in purchased transportation costs due to the decline in the spot market primarily affecting the Managed Freight reportable segment.

Additionally, total miles run by independent contractors decreased from 8.4% for the three months ended March 31, 2024 to 7.0% for the same 2025 period.

We expect purchased transportation to fluctuate as volumes in our Managed Freight reportable segment may be volatile.

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Three Months Ended

Nine Months Ended

September 30,

Operating taxes and licenses

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Three Months Ended

Nine Months Ended

September 30,

Insurance and claims

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% of freight revenue

Insurance and claims per mile cost decreased to 17.4 cents per mile for the three months ended September 30, 2024, and increased to 21.3 cents per mile for the nine months ended September 30, 2024, respectively, compared to 19.2 cents per mile and 18.7 cents per mile, respectively, for the same 2023 periods.

The decrease on a cents per mile basis for the three months ended September 30, 2024 is primarily the result of increased miles compared to the same 2023 period.

The increase for the nine months ended September 30, 2024 is primarily the result of current period claims expense and the development of prior period claims compared to the same 2023 period.

On a cents per mile basis, insurance and claims increased to 23.8 cents per mile for the three months ended March 31, 2025 compared to 22.8 cents per mile the 2024 period, primarily due to relatively flat insurance and claims expense being spread over decreased miles compared to the same 2024 period.

Miles decreased primarily due to the combination of weather and avian influenza.

Our insurance program includes multi-year policies with specific insurance limits that may be eroded over the course of the policy term.

If that occurs, we will be operating with less liability coverage insurance at various levels of our insurance tower.

For the policy period that ran from April 1, 2018 to March 31, 2021, the aggregate limits available in the coverage layer $9.0 million in excess of $1.0 million were fully eroded.

If that occurs, we will be operating with less liability insurance coverage at various levels of our insurance tower.

For the policy period that ran from April 1, 2018 to March 31, 2021, the aggregate limits available in the coverage layer $9.0 million in excess of $1.0 million were fully eroded based on claims expense.

We replaced our $9.0 million in excess of $1.0 million layer with a new $7.0 million in excess of $3.0 million policy that we continue to maintain.

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Three Months Ended

Nine Months Ended

September 30,

Communications and utilities

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Three Months Ended

Nine Months Ended

September 30,

General supplies and expenses

1 unchanged sentence

% of freight revenue

The change in general supplies and expenses for the three months ended September 30, 2024 was insignificant both as a percentage of total revenue and freight revenue.

The increase in general supplies and expenses for the nine months ended September 30, 2024 was primarily the result of the increase in the contingent consideration liability since the 2023 period partially offset by acquisition costs recognized during the 2023 period with no similar costs during the same 2024 period.

The decrease in general supplies and expenses for the three months ended March 31, 2025 was primarily the result of the $0.7 million increase in the fair value of the contingent consideration recognized during the 2025 period compared to an increase of $8.1 million recognized during the 2024 period.

Depreciation and amortization

Three Months Ended

Nine Months Ended

September 30,

Depreciation and amortization

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Depreciation and amortization consists primarily of depreciation of tractors, trailers, and other capital assets, as well as amortization of intangible assets.

Depreciation expense increased $2.8 million and $10.7 million to $18.8 million and $57.3 million for the three and nine months ended September 30, 2024 , respectively, compared to $16.0 million and $46.6 million in the same 2023 periods, as a result of increased costs on new equipment and an increase in our average total tractor count.

Amortization of intangible assets was $2.4 million and $7.1 million for three and nine months ended September 30, 2024 , respectively, compared to $2.2 million and $5.1 million for the same 2023 periods.

The increase for the three months ended September 30, 2024 is due to the amortization of the intangible assets related to the Sims acquisitions and the increase for the nine months ended September 30, 2024 is due to the amortization of intangible assets related to the LTST and Sims acquisitions.

We expect depreciation and amortization to increase going forward as the cost of new equipment increases and we see the full year effect of our 2023 equipment replacement plan.

Additionally, changes in the used tractor market have caused us to adjust residual values and increase depreciation, and further adjustments may be necessary in the future.

Depreciation expense increased $0.6 million to $19.4 million for the three months ended March 31, 2025 compared to $18.7 million in the same 2024 period.

Amortization of intangible assets was $2.4 million for each of the three months ended March 31, 2025 and 2024.

Depreciation and amortization increased as a percentage of total revenue and freight revenue due to a decrease in total revenue and freight revenue compared to the 2024 period.

We expect depreciation and amortization to remain relatively similar to that of the first quarter of 2025, however, changes in the used tractor market have caused us to adjust residual values and increase depreciation, and further adjustments may be necessary in the future.

These changes may also cause us to hold assets longer than planned, or experience increased losses on sale.

Successfully executing our plan to grow the Dedicated reportable segment could also increase depreciation and amortization going forward.

Loss (gain) on disposition of property and equipment, net

Additionally, growth in our Expedited or Dedicated reportable segments could also increase depreciation and amortization going forward.

Loss on disposition of property and equipment, net

Three Months Ended

Nine Months Ended

September 30,

Loss (gain) on disposition of property and equipment, net

Loss on disposition of property and equipment, net

% of total revenue

% of freight revenue

The loss on disposition of property and equipment, net for the three and nine months ended September 30, 2024, compared to a gain on disposition of property and equipment, net for the prior periods, was primarily the result of reductions in the gain on disposition of equipment due to the soft used equipment market.

Additionally, the nine months ended 2023 includes the $7.6 million gain on sale of a Tennessee terminal in the first quarter of 2023, with no such sales in the same 2024 period.

For the periods presented, the decrease in loss on disposition of property and equipment, net for the three months ended March 31, 2025, was insignificant both as a percentage of total revenue and freight revenue.

Interest expense, net

Three Months Ended

Nine Months Ended

September 30,

Interest expense, net

1 unchanged sentence

% of freight revenue

The change in interest expense for the three months ended September 30, 2024 was insignificant both as a percentage of total revenue and freight revenue.

For nine months ended September 30, 2024 , the increase in interest expense was primarily the result of an increase in revenue equipment installment notes as a result of additional equipment added during 2023 and 2024 as a result of our revenue equipment replacement plan, as well as increased interest rates since the 2023 periods.

The change in interest expense for the three months ended March 31, 2025 was insignificant both as a percentage of total revenue and freight revenue.

This line item will fluctuate based on our decision with respect to purchasing revenue equipment with balance sheet debt versus operating leases, our revenue equipment replacement plan, and changing interest rates.

1 unchanged sentence

Three Months Ended

Nine Months Ended

September 30,

Income from equity method investment

We have accounted for our investment in TEL using the equity method of accounting and thus our financial results include our proportionate share of TEL's net income or loss.

The decreases in TEL's contribution to our results for the three and nine months ended September 30, 2024 were primarily the result of a deterioration in the equipment market, suppressing gains on sale of used equipment, and increased interest expense associated with higher interest rates on equipment related debt compared to the 2023 periods.

Due to TEL's business model, gains and losses on sale of equipment is a normal part of the business and can cause earnings to fluctuate from period to period and therefore our income from investment to similarly fluctuate.

We expect TEL's net income for the remainder of 2024 to decline compared that of the third quarter of 2024, resulting in a lower full year 2024 net income from TEL compared to full year 2023.

The change in TEL's contribution to our results for the three months ended March 31, 2025 was insignificant for the periods presented.

Income tax expense

Three Months Ended

Nine Months Ended

September 30,

Income tax expense

1 unchanged sentence

% of freight revenue

The decreases in income tax expense for the three and nine months ended September 30, 2024 were the result of a $0.8 million and $18.1 million decrease in pre-tax income, respectively, compared to the same 2023 periods.

The decreases in pre-tax income resulted from the aforementioned changes in operating income and earnings on investment in TEL.

The increase in income tax expense for the three months ended March 31, 2025 was the result of a $3.9 million increase in pre-tax income compared to the 2024 period.

The increase in pre-tax income resulted from the aforementioned changes in operating income and earnings on investment in TEL.

The effective tax rate is different from the expected combined tax rate due primarily to state tax expense and permanent differences.

2 unchanged sentences

We have four reportable segments, Expedited, Dedicated, Managed Freight, and Warehousing, each as described above.

COMPARISON O F three and nine months ended September 30, 2024 TO three and nine months ended September 30, 2023

The following table summarizes revenue and operating income data by reportable segment:

COMPARISON O F three months ended March 31, 2025 TO three months ended March 31, 2024

The following table summarizes revenue and operating income (loss) data by reportable segment:

(in thousands)

Three Months Ended

Nine Months Ended

September 30,

Managed Freight

Total revenues

Operating Income:

Operating Income (Loss):

Managed Freight

Total operating income

The decrease in Expedited revenue for the three months ended September 30, 2024 relates to a decrease in average freight revenue per tractor per week of 4.8%, and a $4.8 million decrease in fuel surcharge revenue compared to the 2023 quarter.

The decrease in average freight revenue per tractor per week for the quarter ended September 30, 2024 is the result of a 3.7% decrease in average miles per unit and a 3.0 cents per mile (or 1.2%) decrease in average rate per total mile as compared to the 2023 quarter.

Expedited team-driven tractors averaged 823 and 831 tractors in the third quarter of 2024 and 2023, respectively.

For the nine months ended September 30, 2024 , the decrease in Expedited revenue relates to a decrease in average freight revenue per tractor per week of 2.8%, and a $4.2 million decrease in fuel surcharge revenue partially offset by a 34 (or 3.9%) average tractor increase compared to the same 2023 period.

The decrease in average freight revenue per tractor per week for the nine months ended September 30, 2024 is the result of a 6.0 cents per mile (or 2.8%) decrease in average rate per total mile partially offset by a 0.3% increase in average miles per unit compared to the same 2023 period.

Expedited team-driven tractors averaged 837 and 801 for the nine months ended September 30, 2024 and 2023, respectively.

The increase in Dedicated revenue for the three months ended September 30, 2024 relates to a 167, or 13.5% average tractor increase and an increase in average freight revenue per tractor per week of 8.7% compared to the 2023 quarter.

The increase in average freight revenue per tractor per week was the result of a 18.4 cents per mile (or 6.8%) increase in average rate per total mile and a 1.8% increase in average miles per unit compared to the 2023 quarter.

For the nine months ended September 30, 2024 , the increase in Dedicated revenue relates to a 110 (or 8.9%) average tractor increase and an increase in average freight revenue per tractor per week of 7.1% compared to the same 2023 period.

The increase in average freight revenue per tractor per week for the nine months ended September 30, 2024 is the result of a 16.9 cents per mile (or 6.3%) increase in average rate per total mile and a 1.1% increase in average miles per unit compared to the same 2023 period.

For the three and nine months ended September 30, 2024, Managed Freight total revenue decreased primarily as a result of a degraded spot market, partially offset by the third quarter 2023 Sims acquisition.

For the three and nine months ended September 30, 2024, Warehousing total revenue increased as a result of customer rate increases since the same 2023 periods.

The increase in operating income for the three months ended September 30, 2024, was the result of an $8.1 million, $5.0 million, and $0.9 million decrease in Expedited, Managed Freight, and Warehousing operating expenses, respectively, partially offset by a $12.0 million increase in Dedicated operating expenses and the decrease in total revenue described above.

The decrease in operating income for the nine months ended September 30, 2024 , was the result of a $38.2 million and $6.0 million increase in Dedicated and Expedited operating expenses, respectively, partially offset by an $8.4 million and $2.9 million decrease in Managed Freight and Warehousing operating expenses, as well as the aforementioned changes in total revenue.

The decrease in Expedited operating income for the three and nine months ended September 30, 2024 was primarily the result of the aforementioned decreases in revenue and changes to the Expedited operating expenses.

The decrease in Expedited operating expenses for the three months ended September 30, 2024 was primarily the result of a decrease in fuel expense and a decrease in operations and maintenance expenses as a compared to the same 2023 period, partially offset by a large workers' compensation claim during the 2024 period.

The increase in Expedited operating expenses for the nine months ended September 30, 2024, primarily related to increases in insurance and claims expense, depreciation expense as a result of increased equipment cost, and losses on the sale of equipment since the 2023 period, partially offset by reductions in fuel expense and operations and maintenance expense.

The increase in Dedicated operating income for the three months ended September 30, 2024 was primarily the result of the aforementioned increase in revenue, partially offset by an increase in Dedicated operating expenses.

The decrease in Dedicated operating income for the nine months ended September 30, 2024 was primarily the result of an increase in Dedicated operating expenses partially offset by the aforementioned increase in revenue.

The increase in Dedicated operating expenses for the three and nine months ended September 30, 2024 , was primarily the result of increased salaries, wages, and benefits for our professional drivers of $6.6 million and $13.9 million, respectively, as the result of growth, the increase in the contingent consideration liability of $0.7 million and $9.5 million, respectively, increased depreciation expense as a result of growth and increased equipment costs, and losses on the sale of equipment since the 2023 period.

Additionally, during the nine months ended September 30, 2023 , we sold a Tennessee terminal resulting in a $7.6 million gain which is included in gain on disposition of property and equipment, net in the condensed consolidated statements of operations with no similar gain in the same 2024 period.

The decrease in operating income for Managed Freight for the three months ended September 30, 2024was primarily the result of the aforementioned decreases in revenue partially offset by a decrease in Managed Freight operating expenses.

The decrease in Managed Freight operating expenses for the three months ended September 30, 2024 was primarily the result of the changes in revenue driving changes in variable expenses, primarily purchased transportation, partially offset by a large cargo related claim during the 2024 period.

The increase in operating income for Managed Freight for the nine months ended September 30, 2024 was primarily the result of a decrease in Managed Freight operating expenses partially offset by the aforementioned decrease in revenue.

The decrease in Managed Freight operating expenses for the nine months ended September 30, 2024 was primarily the result of the changes in revenue driving changes in variable expenses, primarily purchased transportation, as well as a small number of prior period claims recognized in the same 2023 period with no similar 2024 activity.

Additionally, operating income improved for both periods as a result of the impact of the higher-margin Sims acquisition since the same 2023 periods.

The increase in operating income for Warehousing for the three and nine months ended September 30, 2024 was primarily the result of the aforementioned increase in revenue and a decrease in Warehousing operating expenses.

The decrease in Warehousing operating expenses for the three and nine months ended September 30, 2024 , was a result of a reduction in outsourced labor since the 2023 periods.

In our asset-light reportable segments, we are prioritizing long-term growth, focusing on talent acquisition and technology enhancements.

The decrease in Expedited revenue for the three months ended March 31, 2025 relates to a decrease in average freight revenue per tractor per week of 1.1%, and a $4.4 million decrease in fuel surcharge revenue compared to the 2024 quarter.

The decrease in average freight revenue per tractor per week for the quarter ended March 31, 2025 is the result of a 3.9% decrease in average miles per unit partially offset by a 4.0 cents per mile (or 1.9%) increase in average rate per total mile as compared to the 2024 quarter.

Expedited team-driven tractors averaged 796 and 844 tractors in the first quarter of 2025 and 2024, respectively.

The increase in Dedicated revenue for the three months ended March 31, 2025 relates to a 212, or 16.7% average tractor increase partially offset by a decrease in average freight revenue per tractor per week of 2.1% compared to the 2024 quarter.

The decrease in average freight revenue per tractor per week was the result of a 13.5% decrease in average miles per unit partially offset by a 33.1 cents per mile (or 11.9%) increase in average rate per total mile and compared to the 2024 quarter.

For the three months ended March 31, 2025, Managed Freight total revenue decreased primarily as a result of a degraded spot market, partially offset by the third quarter 2023 Sims acquisition.

For the three months ended March 31, 2025, Warehousing total revenue remained relatively even compared to the 2024 quarter.

The increase in operating income for the three months ended March 31, 2025, was the result of a $10.1 million, $6.9 million, and $0.8 million decrease in Expedited, Managed Freight, and Warehousing operating expenses, respectively, partially offset by a $5.1 million increase in Dedicated operating expenses and the decrease in total revenue described above.

The decrease in Expedited operating income for the three months ended March 31, 2025 was primarily the result of the aforementioned decrease in revenue partially offset by a decrease in Expedited operating expenses.

The decrease in Expedited operating expenses for the three months ended March 31, 2025 was primarily the result of decreases in fuel expense, purchased transportation expenses, and salaries, wages, and benefits for our professional drivers as a compared to the same 2024 period as a result of fewer average miles per unit and a decrease in the average number of Expedited team-driven tractors.

Going forward, our focus in Expedited will be on improving margins through rate increases exiting less profitable business, and adding more profitable business.

The increase in Dedicated operating income for the three months ended March 31, 2025 was primarily the result of the aforementioned increase in revenue, partially offset by an increase in Dedicated operating expenses.

The increase in Dedicated operating expenses for the three months ended March 31, 2025 , was primarily the result of increased salaries, wages, and benefits for our professional drivers and increased depreciation expense as a result of growth and increased equipment costs since the 2024 period, partially offset by the increase in the fair value of the contingent consideration recognized during the 2025 period of $0.7 million compared to $8.1 million recognized in the same 2024 period.

Going forward, we remain focused on our strategy of growing our dedicated fleet, specifically in areas that provide value-added services for customers.

We believe that if we are successful in providing best in class service and controlling our costs, growth and improved profitability will result.

The increase in operating income for Managed Freight for the three months ended March 31, 2025 was primarily the result of the aforementioned decrease in Managed Freight operating expenses partially offset by a decrease in revenue.

The decrease in Managed Freight operating expenses for the three months ended March 31, 2025 was primarily the result of the changes in revenue driving changes in variable expenses, primarily purchased transportation, as well as reducing related claims expense as a result of improvements in our cargo control procedures.

Going forward, we seek to grow Managed Freight with profitable revenue from new customers, work closely with our asset-based segments to capitalize on overflow opportunities when available, and optimize costs to yield longer-term margin goals in the mid-single digits, which will generate an acceptable return on capital given the asset light nature of the business.

The decrease in operating income for Warehousing for the three months ended March 31, 2025 is the combination of facility related cost increases for which we have not yet negotiated rate increases with our customers and startup-related costs and inefficiencies related to new business.

Going forward, we intend to improve upon the margin within this segment through a combination of rate increases and cost reductions.

LIQUIDITY AND CAPITAL RESOURCES

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Further, we expect to increase our capital allocation toward our Dedicated, Managed Freight, and Warehousing reportable segments to become the go-to partner for our customers’ most critical transportation and logistics needs.

We had working capital (total current assets less total current liabilities) of $20.1 million and $15.7 million at September 30, 2024 and December 31, 2023, respectively.

We had working capital (total current assets less total current liabilities) of $15.5 million and $32.6 million at March 31, 2025 and December 31, 2024, respectively.

Our working capital on any particular day can vary significantly due to the timing of collections and cash disbursements.

Based on our expected financial condition, net capital expenditures, results of operations, related net cash flows, installment notes, and other sources of financing, we believe our working capital and sources of liquidity will be adequate to meet our current and projected needs, and we do not expect to experience material liquidity constraints in the foreseeable future.

With an average tractor fleet age of 1.6 years at September 30, 2024, we believe we have flexibility to manage our fleet, and we plan to regularly evaluate our tractor replacement cycle, new tractor purchase requirements, and purchase options.

With an average tractor fleet age of 1.7 years at March 31, 2025, we believe we have flexibility to manage our fleet, and we plan to regularly evaluate our tractor replacement cycle, new tractor purchase requirements, and purchase options.

If we were to grow our independent contractor fleet, our capital requirements would be reduced.

As of September 30, 2024 and December 31, 2023 we had $316.5 million and $293.5 million in debt and lease obligations, respectively, consisting of the following:

No and $11.6 million outstanding borrowings under the Credit Facility;

As of March 31, 2025 and December 31, 2024 we had $278.2 million and $296.9 million in debt and lease obligations, respectively, consisting of the following:

No outstanding borrowings under the Credit Facility;

No outstanding borrowings under the Draw Note;

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The increase in revenue equipment installment notes is primarily due to replacing our older equipment with new equipment as well as growth in our Dedicated reportable segment.

As of September 30, 2024, we had no borrowings outstanding, undrawn letters of credit outstanding of approximately $19.7 million, and available borrowing capacity of $90.3 million under the Credit Facility.

As of March 31, 2025, we had no borrowings outstanding, undrawn letters of credit outstanding of approximately $19.9 million, and available borrowing capacity of $90.1 million under the Credit Facility.

Additionally, we had $45.0 million of remaining availability of a $45.0 million Draw Note from Triumph which is available solely to fund any indemnification owed to Triumph in relation to the TFS Settlement.

Fluctuations in the outstanding balance and related availability under our Credit Facility are driven primarily by cash flows from operations and the timing and nature of property and equipment additions that are not funded through notes payable, as well as the nature and timing of collection of accounts receivable, payments of accrued expenses, and receipt of proceeds from disposals of property and equipment.

Our net capital expenditures for the nine months ended September 30, 2024 totaled $77.5 million of expenditures, as compared to $143.0 million of expenditures for the prior year period.

During the nine months ended September 30, 2024, we took delivery of approximately 691 new tractors and 757 new trailers, while disposing of approximately 791 used tractors and 319 used trailers.

Our current fleet plan for the remainder of 2024 includes the delivery of an additional 104 new company replacement tractors and 93 additional new trailer deliveries.

Net losses on disposal of equipment and real estate in the nine months ended September 30, 2024 were $1.7 million compared to $12.4 million net gains in the same prior year period primarily due to the $7.6 million gain on a Tennessee terminal during the 2023 period and the aforementioned disposal of revenue equipment as part of our trade cycle.

For the balance of 2024, our baseline expectation for net capital expenditures is $15.0 million to $20.0 million.

Our capital investment plan reflects our priorities of maintaining the average age of our fleet in a manner that allows us to optimize operational uptime and related operating costs, and offering a fleet of equipment that our professional drivers are proud to operate.

Our net capital expenditures for the three months ended March 31, 2025 totaled $23.9 million of expenditures, as compared to $43.3 million of expenditures for the prior year period.

During the three months ended March 31, 2025, we took delivery of approximately 163 new tractors and 201 new trailers, while disposing of approximately 100 used tractors and 76 used trailers.

Our current fleet plan for the remainder of 2025 includes the delivery of an additional 510 new company replacement tractors and 640 additional new trailers.

Net losses on disposal of equipment and real estate in the three months ended March 31, 2025 were $0.3 million compared to $0.7 million.

For the balance of 2025, our baseline expectation for net capital expenditures is $55.0 million to $65.0 million and is subject to change based on growth opportunities in our dedicated fleet and the potential impacts of tariffs during the year.

Our equipment plan reflects our priorities of maintaining the average age of our fleet in a manner that allows us to optimize operational uptime and related operating costs and offer a fleet of equipment that our professional drivers are proud to operate.

We expect the benefits of improved utilization, fuel economy and maintenance costs to produce acceptable returns despite increased prices of new equipment and potentially lower values of used equipment.

We distributed a total of $4.3 million to stockholders in the first nine months of 2024 through dividends.

We distributed a total of $1.9 million to stockholders in the first three months of 2025 through dividends.

We believe we have sufficient liquidity to satisfy our cash needs, and we will continue to evaluate the nature and extent of potential short-term and long-term impacts to our business.

Despite a year over year reduction in net income of $13.2 million, net cash flows provided by operating activities increased to $101.0 million for the nine months ended September 30, 2024, compared to $52.9 million for the same 2023 period, primarily due to increases in non-cash expenses such as depreciation and amortization and reductions to non-cash gains on sale of property and equipment in the current period.

Changes in operating assets and liabilities such as receivables and driver advances and insurance and claims accruals provided improved cash flow for the nine months ended September 30, 2024, compared to the 2023 period.

Net cash flows used by investing activities were $104.2 million for the nine months ended September 30, 2024, compared to $144.6 million used in the same 2023 period.

The decrease in net cash flows used by investing activities was primarily due to the April 2023 and the August 2023 acquisitions of LTST and Sims, respectively, for $107.9 million, net of cash acquired, partially offset by the $4.6 million payment related to the acquisition of LTST and our Section 338(h)(10) election during the 2024 period, and the timing of our trade cycle whereby we took delivery of approximately 691 new tractors and 757 new trailers, while disposing of approximately 791 used tractors and 319 used trailers during the 2024 period compared to delivery of 607 new tractors and 367 new trailers, while disposing of approximately 926 used tractors and 518 used trailers in the same 2023 period.

Additionally, the 2023 period provided $12.5 million of proceeds related to the sale of a Tennessee terminal.

Net cash flows provided by financing activities were approximately $36.1 million for the nine months ended September 30, 2024, compared to $30.4 million provided in the same 2023 period.

The increase in net cash flows provided by financing activities was primarily a function of no repurchases of shares of our Class A common stock during the 2024 period compared to $25.4 million during the same 2023 period, partially offset by net proceeds relating to our notes payable and our Credit Facility of $47.3 million in the 2024 period compared to $76.9 million in the 2023 period.

Net cash flows provided by operating activities and provided by financing activities in the 2024 period also included payment of $3.0 million and $7.0 million, respectively, of contingent consideration liabilities related to the acquisition of AAT.

Net Cash flows provided by operating activities increased to $24.8 million for the three months ended March 31, 2025, compared to $21.7 million for the same 2024 period primarily due to an increase in net income of $2.6 million.

Net cash flows used by investing activities were $24.1 million for the three months ended March 31, 2025, compared to $43.5 million used in the same 2024 period.

The decrease in net cash flows used by investing activities was primarily due the timing of our trade cycle whereby we took delivery of approximately 163 new tractors and 201 new trailers, while disposing of approximately 100 used tractors and 76 used trailers during the 2025 period compared to delivery of 244 new tractors and 189 new trailers, while disposing of approximately 356 used tractors and 44 used trailers in the same 2024 period as well as the $4.6 million payment related to the acquisition of LTST and our Section 338(h)(10) election during the 2024 period.

These decreases were partially offset by the acquisition of a customer relationship during the 2025 period as part of the Asset Acquisition.

Net cash flows used by financing activities were approximately $25.1 million for the three months ended March 31, 2025, compared to $22.4 million provided in the same 2024 period.

The increase in net cash flows used by financing activities was primarily a function of net repayments relating to our notes payable and our Credit Facility of $18.4 million in the 2025 period compared to net proceeds of $30.1 million in the 2024 period.

Net cash flows provided by operating activities and provided by financing activities in the 2025 period also included payment of $8.0 million and $4.5 million, respectively, of contingent consideration liabilities related to the acquisition of LTST.

On May 18, 2022 our Board approved a stock repurchase authorization of up to $75.0 million of our Class A common stock, with any remaining amount available under prior authorizations being excluded and no longer available.

Under such authorization, we repurchased 2.0 million shares of our Class A common stock for $54.7 million during 2022.

On January 30, 2023, the Board approved an amendment to the Company's stock repurchase program authorizing the purchase of up to an aggregate $55.0 million of our Class A common stock.

The amendment added an incremental approximately $37.5 million to the approximately $17.5 million that was then-remaining under the program.

Between May 2022 and April 2023, we repurchased a total of 2.7 million shares of our Class A common stock.

The program expired on January 31, 2024.

On April 23, 2025, the Board approved a stock repurchase program authorizing the purchase of up to $50 million of the Company's Class A common stock from time-to-time based upon market conditions and other factors.

The stock may be repurchased on the open market, in privately negotiated transactions, or other legally permissible means, including pursuant to Rule 10b5-1 trading plans.

The Company did not place a limit on the duration of the repurchase program.

The stock repurchase program does not obligate the Company to repurchase any specific number of shares, and the Company may suspend or terminate the program at any time without prior notice

Our cash flows may fluctuate depending on capital expenditures, future stock repurchases, dividends, strategic investments or divestitures, any indemnification calls related to the TFS Settlement, and the extent of future income tax obligations and refunds.

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Accordingly, actual results could differ from those anticipated.

There have been no material changes to our most critical accounting policies and estimates during the three and nine months ended September 30, 2024, compared to those disclosed in Item 7, "Management's Discussion and Analysis of Financial Condition and Results of Operations," included in our Form 10-K for the year ended December 31, 2023.

There have been no material changes to our most critical accounting policies and estimates during the three months ended March 31, 2025, compared to those disclosed in Item 7, "Management's Discussion and Analysis of Financial Condition and Results of Operations," included in our Form 10-K for the year ended December 31, 2024.

QUANTITATIVE AND QUALITATIVE DISCLOSURES ABOUT MARKET RISK

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What changed 10-Q

Item 2. Management’s Discussion and Analysis