Ken Hoexter

Ken Hoexter asked about the financial scale (revenues, operating income, volumes) of the Universal Trip acquisition and the expected impact on volumes and revenues from the sale of the tank wagon business. He also inquired about the expected seasonality of the business after the recent exits, the details and benefits of the new C-store fuel distribution model, the nature and expected duration of competitive pressures in aviation, and the specific drivers for a rebound in the marine business.

Answer

Ira Birns (CEO) and Mike Tejada (EVP and CFO) responded. Ira Birns clarified that Universal Trip is a service business with no volume, expected to contribute approximately $70 million in gross profit for 2026, with a partial contribution in Q4 2025. Mike Tejada stated that the exited businesses would shed about 1 billion gallons of volume, with the Diesel Direct transaction returning approximately $100 million in capital. Ira Birns emphasized that these exits, including European power and energy management, were non-core, tied up capital without significant operating profit, and allow for greater focus on higher-margin cardlock, retail, and natural gas. Mike Tejada noted that the seasonality in the land segment is significantly improved post-exits, with aviation now being the primary driver of company-wide seasonality (Q2 and Q3 strongest). Ira Birns detailed the new C-store hybrid model, highlighting its better cash flow, higher margins, and expanded growth opportunities. Regarding aviation, Ira Birns described the competitive pressure as a 'temporarily new normal' but noted strong underlying margins and opportunities for new airport locations. For marine, Ira Birns reiterated that price and volatility are the most significant drivers for a rebound, with the business currently stable in a low price and volatility environment.

Ken Hoexter inquired about the financial scale and impact of the Universal Trip Support acquisition, specifically regarding revenues, operating income, and volumes. He also asked for details on the expected impact of the tank wagon business sale on volumes and revenues in the second half of the year. Additionally, he sought clarification on the company's new annual guidance approach, particularly how seasonality in the Land segment would change post-exits, and the implications of the new C-store fuel distribution model. Finally, he asked about the nature of competitive pressures in aviation and the drivers for a potential rebound in the Marine business.

Answer

Chief Executive Officer Ira Birns clarified that the Universal Trip Support acquisition is a service business with no volume, contributing approximately $70 million in gross profit annually, with the full impact expected in 2026. He explained that the exited businesses (European power, energy management, sustainability services, and the tank wagon business) were non-core, tied up capital, and delivered minimal operating profit, with a larger impact on volume than profitability. Executive Vice President and Chief Financial Officer Mike Tejada added that these exits would shed about 1 billion gallons of volume and the Diesel Direct transaction would return approximately $100 million in capital. Regarding seasonality, Mr. Tejada stated that the Land segment's seasonality would be significantly reduced due to the UK land sale and other exits, with aviation now being the primary driver of seasonal fluctuations. Mr. Birns further detailed the new C-store model, highlighting its potential for growth, improved cash flow by eliminating upfront incentive payments, and higher fuel margins. He described the increased competitive pressure in aviation as a 'temporarily new normal' but noted that margins remain strong, with opportunities for expansion offsetting some pressure. For the Marine business, Mr. Birns reiterated that a rebound is primarily dependent on increased fuel price and volatility, rather than just shipping volumes or trade lanes, and no material change is expected in 2026.

Ken Hoexter from Bank of America inquired about the ongoing restructuring of the Land segment, asking about the potential for further asset sales and the nature of the 'ratable' businesses being prioritized. He also requested a Q3 outlook for the Aviation, Marine, and Land segments, specifically questioning the drivers behind government activity and profit trends.

Answer

President and CFO Ira Birns confirmed more restructuring is planned for the Land segment to optimize assets and exit underperforming activities, noting that while Q3 gross profit will be down due to divestitures, operating income should remain stable year-over-year. Chairman and CEO Michael Kasbar added that the focus is on shedding subscale wholesale and logistics activities to create a 'hyper-focused' business. Kasbar described Aviation as a key strength driven by its global platform, Marine as a solid spot business, and Land as being refocused on core U.S. markets.

Ken Hoexter inquired about the financial impact of the U.K. land business divestiture, including volume reduction, profitability, and cash proceeds, and also asked about the key drivers behind the strong gross profit performance in the aviation segment.

Answer

EVP and CFO Ira Birns explained that the U.K. land business sale is accretive as the unit was operating at a loss. He stated the business represented about 375 million gallons in 2024 volume and the sale generated approximately $50 million in cash, which will initially repay debt. For aviation, Birns attributed the strong profitability to excellent performance in European on-airport operations, an improved product mix including sustainable fuels, and strength in the general aviation business.

Ken Hoexter inquired about the specifics of the Brazil sale and North American business divestitures, including their scale and potential for further portfolio refinement. He also asked about the recent volatility in the Marine segment's gross profit per metric ton and the key drivers behind the Aviation segment's volume growth.

Answer

EVP and CFO Ira Birns explained that the divested Brazil business was small, generated near-zero gross profit but had operating expenses, making its sale immediately accretive. He noted similar small-scale, efficiency-driven exits in North America, with a few more opportunities remaining. On the Marine segment, Birns attributed margin fluctuations to changes in bunker fuel pricing and market volatility, noting the team has managed well in the current environment. He also confirmed that the Aviation segment's volume growth was primarily driven by a recovery in commercial passenger activity in Europe and Asia. Chairman and CEO Michael J. Kasbar added that the company's go-forward strategy for the Land segment is focused on the large and strategic U.S. market.

Ken Hoexter asked about the potential for monetizing other business units following the Avinode sale, whether the current freight recession is creating more M&A opportunities, and for more detail on the factors impacting the land segment's performance.

Answer

Executive Ira Birns explained that while another Avinode-level sale is unlikely, the company is exploring opportunities to divest non-core assets to reallocate capital. He confirmed that the M&A pipeline is growing as interest rates stabilize and the company's integration capabilities have improved. Regarding the land segment, Birns noted that while the natural gas market stabilized from Q2, persistent weakness in Brazil and parts of the North American fuels business still impacted year-over-year results, though there was sequential improvement.

Ken Hoexter from Bank of America Merrill Lynch sought updates on Venezuelan and Canadian oil shipments, inquiring about the timing and potential volume increases from Venezuela and the impact of Canadian exports on Aframax demand. He also asked for historical context on tanker rates during military actions in the Middle East and Teekay Tankers' perspective on the supply-demand balance given the current tanker order book and aging fleet.

Answer

Kenneth Hvid, President and CEO, and Christian Waldegrave, Director of Research at Teekay Tankers, provided insights. Waldegrave noted that Venezuelan crude exports, after a dip, are already recovering to 700,000 barrels per day on compliant ships, with potential for further increases. He also highlighted an increasing trend of Canadian TMX exports directly to Asia on Aframaxes, replacing lost Venezuelan crude for Chinese refiners. Regarding military action, Hvid and Waldegrave recalled that past events caused short-lived rate spikes due to security premiums rather than actual flow disruptions, suggesting future impacts would depend on infrastructure damage. Waldegrave concluded that while the tanker order book appears large, it's largely for replacing an aging fleet, leading to a firm near-term market outlook but a more balanced medium-term view due to timing uncertainties.

Ken Hoexter asked for an update on Venezuela's oil export recovery and potential for increased volumes, the status of Canadian crude shipments, the historical impact of military action in the Middle East on tanker rates, and the supply/demand balance outlook given the current tanker order book.

Answer

Christian Waldegrave, Director of Research at Teekay Tankers, explained that Venezuelan exports, after falling to 500,000 bbl/day, are now recovering to 700,000 bbl/day on non-sanctioned ships, with potential for further increases. He noted an increasing trend of Canadian TMX exports directly to Asia via Aframaxes. Kenneth Hvid, President and CEO, and Christian Waldegrave discussed that past military action caused short-lived rate spikes due to security premiums, without actual flow disruptions. Mr. Waldegrave added that while the order book appears large, it's needed to replace an aging fleet, suggesting a firm near-term market but a more balanced medium-term outlook due to timing uncertainties.

Ken Hoexter of Bank of America asked for management's view on what is driving near-term rate pressure despite positive catalysts like sanctions. He also inquired about the potential market shifts from a peace scenario in Ukraine or the Middle East, particularly for the shadow fleet. Lastly, he asked about current market seasonality and whether vessel sale opportunities are increasing.

Answer

CEO Kenneth Hvid acknowledged a weaker start to the year for Suezmaxes but noted a recent strengthening driven by the West-East arbitrage and replacement barrel demand. Regarding a peace scenario, Hvid described the situation as "unprecedented," highlighting the massive growth of the older, shadow fleet. He stated that while the pace of normalization is the "million dollar question," a return to normal trade would likely see these older vessels phased out due to age restrictions. He also noted that vessel prices have softened, creating acquisition opportunities.

Ken Hoexter of Bank of America questioned the rationale for maintaining a dual-listing now that TNK is the sole operating entity and asked if Teekay Corp. will cease investing in other shipping sectors. He also inquired about the benefit of the Australia acquisition for TNK and whether an independent valuation was performed. Lastly, he asked if the company might increase its use of time charters given the point in the cycle.

Answer

President and CEO Kenneth Hvid explained the dual-listing is a legacy structure that offers flexibility with two strong balance sheets. He noted that while Teekay Corp. has explored other sectors, crude tankers remain the most attractive investment. Mr. Hvid confirmed that the Australia deal underwent an independent review to ensure a fair valuation. On strategy, he stated that while they constantly evaluate time charters, the company remains comfortable with its high spot market exposure heading into the winter, citing a lack of liquidity in the term market.

Ken Hoexter questioned the short-term softening in Aframax rates despite the upcoming TMX pipeline launch and inquired about the economic rationale for fleet renewal at current high asset prices.

Answer

President and CEO Kevin Mackay advised against over-interpreting short-term rate fluctuations, stating the market will react to TMX once volumes materialize, not in anticipation. On fleet renewal, Mackay acknowledged high asset prices and said the company is not ordering newbuilds currently. He indicated a preference for purchasing secondhand vessels to immediately capitalize on the strong spot market.

Ken Hoexter sought insights into several market dynamics, including the timing and potential for increased Venezuelan oil exports (specifically the 500,000 barrels increase) and an update on Canadian crude shipments to Asia. He also asked for a historical perspective on tanker rates and volumes during past military actions in the Middle East and for management's outlook on the supply-demand balance given the growing tanker order book versus an aging fleet.

Answer

President and CEO Kenneth Hvid and Director of Research Christian Waldegrave responded. Waldegrave noted Venezuelan exports are already recovering to about 700,000 barrels/day in February, shifting to compliant ships, with potential for an additional 200,000-300,000 barrels/day boost this year. He also confirmed increasing Canadian TMX exports on Aframaxes to Asia, replacing Venezuelan crude. Regarding military action, Hvid and Waldegrave recalled past events where security premiums spiked rates briefly without actual flow disruption, emphasizing that future impact depends on whether shipping or infrastructure is directly affected. On the order book, Waldegrave explained that while large, it's largely needed for replacement of the aging fleet, suggesting a firm near-term market but a more balanced medium-term outlook due to timing uncertainties of new deliveries versus vessel exits.

Ken Hoexter (Bank of America) sought insights into several market dynamics, including the timing and potential scale-up of Venezuelan oil exports and their impact on vessel demand, an update on Canadian TMX crude shipments to Asia, the historical effects of military action in the Middle East on tanker rates and volumes, and Teekay's perspective on the supply-demand balance given the growing tanker order book and aging fleet.

Answer

Kenneth Hvid (President and CEO, Teekay Corporation) and Christian Waldegrave (Director of Research, Teekay Corporation) responded. Waldegrave noted that Venezuelan exports, which fell to 500,000 barrels/day after the U.S. naval blockade, are already recovering to 700,000 barrels/day in February, primarily on non-sanctioned ships to the U.S. Gulf, Caribbean, and Europe, with potential for an additional 200,000-300,000 barrels/day increase within the year. He also confirmed an increasing trend of Canadian TMX exports directly on Aframaxes to Asia, replacing Venezuelan crude for Chinese refiners. Regarding military action, Hvid and Waldegrave explained that past events, like the June conflict, saw a security premium spike rates without actual flow disruption, suggesting similar short-lived effects if infrastructure is not impacted. On the order book, Waldegrave stated that while it appears large, it's needed to replace an aging fleet, creating a timing issue between new deliveries and vessel exits, but near-term market factors suggest continued firmness.

Tim Chang, on behalf of Ken Hoexter of Bank of America, asked about the timing of the expected tanker rate uplift from OPEC+ production increases, questioning if the impact would be concentrated in the fourth quarter. He also asked for an explanation of the material increase in 'other revenue' and its expected run rate going forward.

Answer

Christian Waldegrave, Director of Research, explained that a combination of increased oil volumes from OPEC+ and the Americas, normal winter seasonality, and geopolitical complexities are expected to create more volatility and stronger rates in the latter part of the year. Subsequently, Brody Speers, CFO, clarified that 'other revenue' was higher due to a one-time $6 million charge for an FPSO contract restructuring, which is not indicative of the future run rate.

Asked about the sustainability of current rate strength, the potential impact of geopolitical de-escalation on trade routes, the risk of the newbuild order book pressuring rates, and the potential for oil inventory restocking to support the market.

Answer

Executives explained that current rate strength is driven by low oil prices and inventory levels, which could provide counter-seasonal support through the summer. They acknowledged geopolitical risks but highlighted that the large number of aging vessels provides a significant "release valve" through scrapping that should rebalance the market if rates fall, mitigating pressure from the order book. The restocking of oil inventories is expected to support demand in the near term.

Ken Hoexter inquired about the sustainability of current tanker rate strength given geopolitical factors and asked why the growing order book shouldn't be expected to pressure rates, despite the aging fleet.

Answer

Executive Kenneth Hvid explained that current strength is supported by low oil prices and inventories. He addressed fleet supply concerns by highlighting that today's historically old fleet provides a large pool of scrap candidates, which will act as a 'release valve' to rebalance the market if rates fall, a key difference from the young fleet during the 2008 cycle. Director of Research Christian Waldegrave added that inventory restocking could provide counter-seasonal strength through the summer.

Ken Hoexter inquired about the sustainability of the current strength in tanker rates, potential impacts from geopolitical resolutions, and the risk of the vessel order book putting pressure on rates. He also asked for quantification on how much oil inventory restocking could absorb fleet capacity.

Answer

Executive Kenneth Hvid attributed current rate strength to low oil prices and inventory levels, creating strong demand. On fleet supply, he noted that the aging fleet, with a large number of vessels over 20 years old, represents a 'big valve' that will likely be scrapped when the market corrects, providing a rebalancing mechanism. Director of Research Christian Waldegrave added that while hard to quantify, low inventories and expected oil oversupply should drive restocking, providing counter-seasonal rate support through the summer.

Ken Hoexter of Bank of America questioned the knock-on effects of the TMX pipeline on other trade routes, the recent relative softness in Aframax rates, and the company's stance on fleet renewal via newbuilds versus secondhand vessels given high asset prices.

Answer

President and CEO Kevin Mackay confirmed TMX could have positive knock-on effects by displacing long-haul barrels to other routes. He advised against over-interpreting short-term rate fluctuations, stating the market will react once TMX volumes materialize. On fleet renewal, he indicated a preference for the secondhand market for prompt vessel delivery to capitalize on current strong rates, rather than ordering newbuilds at today's high prices.

Asked about the potential knock-on effects of the TMX pipeline on other trade routes, the recent relative softness in Aframax rates, and the company's strategy for fleet renewal given high vessel prices.

Answer

The company confirmed TMX will have knock-on effects by displacing other crude flows. They advised not to read into minor short-term rate fluctuations, as the market will react to TMX volumes only when they materialize. For fleet renewal, they are currently favoring prompt secondhand vessel purchases over newbuilds to immediately capitalize on the strong spot market.

Ken Hoexter sought clarity on the drivers behind the nearly 50% EPS downtick in Q1 2026, contrasting it with a weak environment but flat Q1 volume outlook after a challenging Q4. He also asked if the Q1 guidance was conservative and if the 200-300 basis points LTL margin improvement for the full year remains achievable, along with an overall EPS increase year-over-year.

Answer

CFO David Saperstein clarified that Q4 2025 had no special gains beyond a $5 million tax benefit. He explained that the Q1 EPS downtick is due to volume increases potentially not being as profitable, and forecasting Q1 is difficult as most earnings occur in March, with January and February being tough. He confirmed the guidance is conservative. CEO Alain Bédard affirmed plans for better OR/EPS in 2026 versus 2025, driven by logistics improvements, truckload actions, and LTL service/growth, despite a difficult start to the year. Mr. Saperstein added that lower truckload depreciation expense in 2026 will also contribute to improved performance.

Ken Hoexter sought clarity on the contrasting message of a weak environment versus flat Q1 volumes after a significant Q4 decline, and the near 50% EPS downtick in Q1. He asked if weather or Q4 acquisitions were the primary drivers and if the 200-300 basis point LTL margin improvement target for the year is still achievable, along with year-over-year EPS growth.

Answer

CFO David Saperstein clarified that Q4 had no special gains beyond a $5 million tax benefit. He attributed the Q1 EPS downtick to difficult January/February trends and conservative March forecasting, with potential flat year-over-year shipments. Chairman, President, and CEO Alain Bédard affirmed plans for better OR/EPS in 2026, driven by logistics and truckload improvements, and LTL actions, despite a difficult start. He also noted lower truckload depreciation expense in 2026.

Ken Hoexter of Bank of America questioned the drivers behind the significant sequential decline in the Q3 outlook, asking which segments were expected to weaken. He also asked for a big-picture view on the freight cycle, capacity, and tonnage trends.

Answer

CFO David Saperstein attributed the Q3 outlook to normal seasonality, potential margin compression in Truckload and Logistics, and uncertainty around freight flows post-tariff volatility. Alain Bedard, President, CEO & Chairman, stated that after years of volume decline, he expects tonnage to stabilize in the coming quarters as service improves, noting the focus is on service quality before volume growth.

Ken Hoexter questioned the rapid changes in the LTL segment, pointing to a significant drop in length of haul, an increase in the truck count, and an $8 million charge, and also asked about the implications of the planned re-domiciliation to the U.S.

Answer

Executive Alain Bedard clarified that the increase in truck count reflects new vehicle acquisitions while older ones await sale, and the 'active' fleet size is stable. He attributed LTL performance issues to poor results from the GFP program, rising personnel costs, a negative revenue mix, and unacceptably high claims and accident costs. Regarding the re-domicile, Bedard described it as a natural evolution of the business, driven by a growing U.S. shareholder base and operational presence, with no plans to physically move head office personnel.

Ken Hoexter returned to seek clarification on the specific number for the full-year EPS guidance. He also asked what provides confidence in a Q4 U.S. LTL OR improvement, given the ongoing concerns about pricing and service.

Answer

CEO Alain Bedard clarified the guidance implies full-year 2024 EPS will be around $6.18-$6.20, similar to 2023. He explained that confidence in Q4 OR improvement stems from internal cost controls, not market factors. Specifically, he expects better results from managing claims costs and labor costs per shipment, which were on the right track before being temporarily disrupted by storms in early October.

Ken Hoexter asked for clarification on which recent Class 1 Rail orders were already included in the backlog versus new additions, and sought insights into the upside and downside potential for the 2026 EPS outlook. He also questioned if a recent new build order from Progress Rail indicates increasing competitive intensity.

Answer

CFO John Olin confirmed that all Class 1 Rail agreements announced in Q4 2025 were already included in the backlog as of the previous quarter. Regarding the 2026 EPS outlook, Mr. Olin stated the guidance is balanced, accounting for headwinds like fewer modernizations and railcar builds, as well as increasing tariff costs expected to peak in the first half of 2026. President and CEO Rafael Santana expressed confidence in Wabtec's Tier 4 locomotive portfolio, citing proven reliability and ongoing investments to maintain competitive advantages, without commenting on competitor orders.

Ken Hoexter from Bank of America inquired about which of the recently announced Class 1 Rail orders were already included in the previous quarter's backlog versus being new additions. He also asked for thoughts on increasing competitive activity, specifically regarding a recent new build order from Progress Rail.

Answer

CFO John Olin clarified that all Class 1 Rail orders announced this quarter were signed in 2025 and were already included in the previous quarter's backlog. President and CEO Rafael Santana declined to comment on a competitor's specific order but expressed strong confidence in Wabtec's portfolio of solutions, particularly Tier 4 locomotives, citing proven reliability and continuous investment to enhance competitive advantages.

Ken Hoexter of Bank of America questioned the 2025 outlook, asking about upside/downside risks given the backlog, the expected quarterly earnings cadence, and whether the Evident acquisition was included. He later followed up on the market's negative reaction to the mid-single-digit revenue growth guidance.

Answer

CFO John Mastalerz outlined the 2025 cadence, expecting balanced revenue growth but more tempered earnings growth in the first half, and confirmed the Evident acquisition is excluded from guidance. CEO Rafael Santana addressed the stock reaction by clarifying the guidance is organic, excludes M&A, and absorbs a ~$100M headwind from divestitures. He affirmed the guidance is aligned with operating plans and the company is committed to delivering on it.

Ken Hoexter questioned the margin difference between international and North American locomotive orders, sought clarification on the Q4 service revenue decline, and asked about the status of the portfolio optimization plan.

Answer

CFO John Olin explained that international margins are contract-specific and not uniformly different from North America. He confirmed the Q4 service revenue decline is a planned production timing shift, with more new locomotives (Equipment) and fewer modernizations (Services) scheduled. Olin also stated the $110 million portfolio optimization plan is mostly executed.

Ken Hoexter questioned Saia's January tonnage performance compared to peers, asking about potential impacts from weather, end markets, or pricing aggression. He also asked when revenue per shipment (excluding fuel) would reflect accelerating contract renewals and sought clarification on the tonnage assumption for the 100-200 basis point OR improvement.

Answer

EVP and CFO Matt Batteh attributed January's tonnage difference primarily to higher weight per shipment comps from the prior year, not aggressive pricing. President and CEO Fritz Holzgrefe added that significant weather impacts in key markets like Texas disproportionately affected Saia. Matt Batteh reiterated that revenue per shipment will reflect renewals more clearly after Q1's weight per shipment headwinds normalize. For OR improvement, he noted that while a slight tonnage lift is embedded for the top end, improvements are expected even without significant macro uplift.

Ken Hoexter questioned Saia's January tonnage decline compared to peers, asking about weather impact, market differences, and pricing aggression. He also sought clarification on the tonnage assumptions underlying Saia's Q1 OR commentary.

Answer

Matt Batteh, EVP and CFO, attributed Saia's January tonnage decline primarily to higher weight per shipment comps from the prior year, not aggressive peer pricing. Fritz Holzgrefe, President and CEO, added that severe weather in key markets like Texas significantly impacted Saia more than some competitors. Matt reiterated that the Q1 OR outlook, particularly the higher end of the full-year OR improvement range, would embed a slight tonnage lift, with February and March expected to follow normal seasonality.

Ken Hoexter of Bank of America asked about Saia's Q3 volume and pricing outlook, questioning if volumes could turn positive and if strong renewals would continue to drive pricing. He also sought guidance on the operating ratio (OR) compared to normal Q2-to-Q3 seasonality.

Answer

EVP & CFO Matthew Batteh explained that tonnage comps get tougher in Q3 due to lapping prior year terminal openings and that the company remains focused on pricing for expected returns. He guided for the Q3 OR to degrade by about 100 basis points sequentially, outperforming the historical 100-200 bps range. President & CEO Frederick Holzgrefe attributed this to Q2 network optimization efforts and better matching costs to volume in the now-national network.

Ken Hoexter of Bank of America pressed on pricing, noting management's comment that 'customers have choices' and asked if this signals the start of a price war, given industry overcapacity. He also requested service level metrics and an explanation for taking on more debt after the main CapEx program was done.

Answer

Executive Matthew Batteh clarified that 'customers have choices' refers to shippers trying different solutions, like regional carriers, not competitors cutting rates. He reiterated that the industry's inflationary fundamentals remain. He reported the claims ratio was 0.50% for the quarter. Regarding debt, he explained that the timing of a large volume of equipment deliveries in Q1 drove the need to draw on the revolver.

Ken Hoexter of Bank of America requested updates on on-time performance and claims ratio, an explanation for a spike in 'other revenue,' and the company's long-term targets for purchased transportation (PT) as a percentage of miles.

Answer

Executive Matthew Batteh reported a Q4 claims ratio of 0.59% and explained that the 'other revenue' line includes various items like the asset-light business and GAAP adjustments. CEO Fritz Holzgrefe stated on-time service is comparable to best-in-class peers at over 98%. Regarding PT, he clarified there is no specific target; it is used as a flexible tool to meet customer needs and help achieve the ultimate goal of a sub-80% operating ratio.

Ken Hoexter of BofA Securities inquired about Saia's sequential growth trends in October, specifically regarding tonnage and weight per shipment. He also asked for clarification on a potential one-time workers' compensation expense and the stability of the industrial market.

Answer

Executive Matthew Batteh provided October-to-date figures, with shipments up approximately 4% and tonnage up 6.5%, cautioning about unusual year-over-year comparisons. He clarified that there was no one-time workers' compensation event, just normal claims development. CEO Fritz Holzgrefe added that the industrial market backdrop felt comparable to the previous quarter, neither markedly better nor worse.

Ken Hoexter questioned RXO's truckload volume decline compared to peers, asking about the strategy to return to growth without relying on price, any unique end-market dynamics, and the reasons for expanding differential pressure points leading to a Q1 EBITDA outlook below consensus. He also asked for details on the ramping restructuring costs and their expected trajectory.

Answer

Drew Wilkerson, Chairman and CEO, RXO, acknowledged a peer's strong performance but emphasized RXO's 2025 focus on Coyote integration, which stabilized volume decline, leading to sequential outperformance in Q3 and Q4. He expressed confidence in returning to growth based on customer feedback and a diverse pipeline, with strong wins in high cargo value, technology, automotive, industrial, and manufacturing. He attributed the Q1 EBITDA outlook to brokerage margin squeeze, seasonal last-mile decline, and magnified weather impacts. Jamie Harris, CFO, RXO, clarified that restructuring charges are down 60% year-over-year, with about one-third relating to prior-period actions, focusing on process improvement, technology integration, and real estate consolidation for future ROI.

Ken Hoexter questioned why RXO's truckload volume is down compared to peers showing growth, asking if there are different end-market dynamics at play and why differential pressure points are expanding, leading to a sequentially worse Q1 EBITDA outlook. He also asked for an explanation of the restructuring costs and their expected trajectory.

Answer

Drew Wilkerson, Chairman and CEO, RXO, acknowledged peer performance but emphasized RXO's 2025 focus on Coyote integration, which has stabilized volume decline and is now returning to growth. He noted a diverse pipeline with strong wins in high cargo value, technology, automotive, and industrial/manufacturing. The Q1 EBITDA outlook reflects the brokerage margin squeeze and seasonal/weather-magnified decline in last mile. Jamie Harris, CFO, RXO, stated that restructuring charges are down 60% year-over-year, with about one-third of the $25-30 million 2026 guide relating to prior-year actions. Remaining initiatives include transformation work, technology integration, and real estate consolidation, all expected to yield good ROI.

Ken Hoexter sought to understand the significant change in RXO's Q4 outlook compared to peers, asking if it was primarily due to the spot price squeeze or an acceleration in demand falling away. He also questioned if RXO's cost exposure (two-thirds of freight from regions with increased buy rates) or specific capacity tightening in Texas and California was unique to the company.

Answer

Jared Weisfeld, Chief Strategy Officer, explained that both brokerage and last-mile businesses are expected to be down sequentially in Q4, contrary to typical seasonality, due to lower demand and higher purchase transportation costs. He noted that acute market tightening occurred over the last four weeks due to emergency orders, impacting gross profit per load. Drew Wilkerson, Chairman and CEO of RXO, referenced public data showing significant declines in the CAS freight index and FreightWave Sonar's truckload index, reinforcing the broad demand weakness.

Ken Hoexter asked about the margin characteristics of the strong Less-Than-Truckload (LTL) growth and requested an update on the progress and remaining scale of synergies from the Coyote integration.

Answer

CEO Drew Wilkerson highlighted that LTL provides stable EBITDA and margins, with growth driven by truckload customers seeking a consolidated tech platform. CFO Jamie Harris and CSO Jared Weisfeld detailed the synergy progress, confirming they are on track for $70 million. They noted that $50 million of the $60 million in OpEx synergies are realized, with the rest to follow in 2026, and that they have already achieved 30-50 basis points of improvement in transportation procurement.

Ken Hoexter questioned the drivers behind the significant 26% growth in LTL volume, asking if it was price-driven, and inquired about any early signs of purchase transportation savings since the May 1 system cutover.

Answer

CEO Drew Wilkerson clarified that LTL growth was not price-driven, noting revenue per load (ex-fuel/length of haul) was flat. He attributed the share gains to providing an easy tech solution for customers' LTL pain points. Regarding the system cutover, he reported encouraging early signs, with about 20% of freight being covered by reps from the other legacy network, exceeding initial expectations.

Ken Hoexter inquired about the core RXO EBITDA shifts over the past year, the variance in Coyote's contribution versus original expectations, and recent market inflections, particularly the pullback in spot rates.

Answer

Jared Weisfeld, Chief Strategy Officer, explained the combined business's seasonality, noting Q2 and Q4 are typically strongest, and confirmed that improving buy rates have recently been a tailwind for gross profit per load. CEO Drew Wilkerson added that from a macro perspective, brokerage continues to take market share from the for-hire trucking industry, a trend he expects to continue.

Ken Hoexter of Bank of America questioned if rising purchase transportation costs at Coyote were the primary driver of the Q4 gross margin decline and whether increasing buy rates signal a market turn. He also asked about the muted peak season outlook and the high/low ends of the EBITDA guidance.

Answer

CEO Drew Wilkerson confirmed that rising buy rates impacted both legacy businesses, but legacy RXO offset the pressure with spot projects, an opportunity he sees for Coyote long-term. CFO Jamie Harris stated the $40-$45 million EBITDA guidance reflects current visibility into a muted peak and softer auto volumes. Drew Wilkerson added that RXO is not seeing a shift away from trusted brokers and is well-positioned with customers.

Ken Hoexter inquired about the disclosure of the $35 million FirstFleet earnout, the composition of the Dedicated fleet guidance, and the fate of trucks impacted by the One-Way restructuring.

Answer

EVP, Treasurer, and CFO Chris Wikoff confirmed the $35 million earnout was disclosed in the 8-K and likely mentioned on the previous call. He clarified that the 23%-28% average Dedicated fleet guidance includes FirstFleet and accounts for a continued reduction in the organic One-Way fleet through Q1. Chairman and CEO Derek Leathers explained that One-Way trucks are being shifted to Dedicated startups, sold, or repositioned within One-Way, emphasizing nimbleness and optionality to reallocate assets based on market conditions or contract negotiations.

Ken Hoexter inquired about the disclosure of the $35 million FirstFleet earnout and sought clarification on the 23%-28% dedicated fleet guidance, specifically if it implies a decline in the core fleet. He also asked about the disposition of one-way trucks post-restructuring.

Answer

Chris Wikoff, Executive Vice President, Treasurer, and CFO, confirmed the $35 million earnout was disclosed in the 8-K and likely mentioned on the previous call. He clarified that the 23%-28% dedicated fleet guidance is an average for the full year, reflecting the overall TTS fleet size including FirstFleet, and accounts for continued reduction in the organic one-way fleet. Derek Leathers, Chairman and CEO, explained that one-way trucks are being shifted to dedicated, sold, moved to other regions, or held with optionality for redeployment if the market rapidly improves.

Ken Hoexter of Bank of America asked about the drivers behind improving utilization and deadhead, its implications for third-quarter TTS margins, and whether the increase in fleet age was a deliberate strategic shift.

Answer

Chairman & CEO Derek Leathers attributed utilization gains to structural and engineered network changes, though Q2 was slightly impacted by shifting drivers to new Dedicated fleets. CFO Chris Wikoff and Leathers guided toward modest sequential margin improvement in Q3 but cautioned against expecting a repeat of the large Q1-to-Q2 jump. Leathers clarified the slightly older fleet age is not a capital trade-off but a prudent, flexible response to tariff and regulatory uncertainty.

Ken Hoexter of Bank of America questioned the sequential decline in Dedicated tractors despite high renewal rates and sought commentary on recent spot rate softness after a run-up early in the year.

Answer

CEO Derek Leathers advised not to over-read the end-of-period truck count, attributing it to the timing of temporary peak season trucks. He expressed a more positive view on spot rates, stating that external events are now impacting a market closer to equilibrium. He also reiterated that Werner's total Mexico exposure across all modes is north of 10% of total revenue.

Ken Hoexter asked about XPO's Q1 tonnage outperformance, normal seasonal trends for revenue and operating ratio (OR), and the implications for the full year, considering the impact of a winter storm and ISM data.

Answer

Mario Harik, Chairman and CEO, XPO, explained that January tonnage was flat year-over-year, with shipments up one point, outperforming normal sequential seasonality by a couple of points, even with a three-point impact from a winter storm. He attributed this to both strengthening industrial demand and company-specific initiatives like gaining market share in higher-margin local accounts (adding 10,000 in 2025) and new verticals such as grocery consolidation and healthcare. Harik also stated that XPO expects to outperform normal Q4 to Q1 OR seasonality, with OR improving sequentially due to pricing, AI-driven cost efficiency, and better volume.

Ken Hoexter inquired about XPO's January 2026 tonnage performance, outperforming seasonality despite a winter storm, and asked for insights into the significance of this outperformance, normal Q1 revenue and operating ratio (OR) trends, and full-year implications.

Answer

Mario Harik, Chairman and CEO of XPO, explained that January tonnage was flat year-over-year, with shipments up 1%, outperforming normal sequential seasonality. He attributed this to both strengthening industrial demand and company-specific initiatives like growing local accounts (adding 10,000 in 2025) and new verticals (e.g., Grocery Consolidation, healthcare). Harik projected XPO's Q1 2026 OR to improve sequentially from Q4 2025, outperforming the typical 50 basis point deterioration.

Ken Hoexter asked about XPO's October tonnage performance, its ability to outperform seasonality, and the outlook for Q4 margins, noting XPO's continued cost controls and insourcing success.

Answer

Mario Harik (CEO, XPO) explained that October tonnage, down 3%, aligns with typical seasonality and outperformance is driven by superior service, onboarding 2,500 new local customers in Q3, and launching high-yield premium services. He expects XPO to materially outperform Q4 seasonality for OR improvement, accelerating year-over-year OR expansion and staying on track for 100 basis points of full-year OR improvement.

Ken Hoexter asked about XPO's October tonnage performance, its ability to outperform seasonality, and the outlook for Q4 margins, noting the company's continued cost controls and insourcing success.

Answer

CEO Mario Harik explained that October tonnage was expected to be down 3%, in line with typical seasonality, attributing outperformance to improved service, onboarding 2,500 new local customers in Q3, and the success of premium services like grocery consolidation. He anticipates materially outperforming Q4 seasonality for margins, expecting meaningful year-over-year OR improvement and acceleration, putting XPO on track for its full-year 100 basis points OR improvement outlook.

Ken Hoexter from Bank of America inquired about the drivers behind the stronger-than-expected results in the European segment, the potential limits of insourcing purchased transportation, and the next major operational improvement levers for the company.

Answer

CEO Mario Harik explained that while purchased transportation will continue to decrease, the next major cost levers are AI-driven technology and efficiencies from new, larger breakbulk facilities. He highlighted AI's role in reducing line haul miles and improving P&D operations. Chief Strategy Officer Ali Faghri added that the European segment's strength was driven by solid performance in the U.K. and Central Europe, with EBITDA expected to outperform normal seasonality in Q3.

Ken Hoexter of Bank of America inquired about the LTL pricing environment, especially for local SMB customers, and asked for clarification on the volume outlook. He also had a follow-up question regarding the slight increase in the damage claims ratio.

Answer

Executive Mario Harik described a constructive pricing environment, with XPO outperforming the market by improving service, growing accessorial revenue, and gaining share in the high-growth local channel. Chief Strategy Officer Ali Faghri clarified the volume outlook, noting easier comps in the second half could still result in negative tonnage if the macro softens. Regarding claims, Harik explained that while the ratio rounded up to 0.3%, underlying damage exceptions hit a record low, indicating continued service improvement.

Ken Hoexter of Bank of America inquired about the LTL pricing environment, especially in the local SMB segment, and asked for clarification on the volume outlook and the recent increase in the damage claims ratio.

Answer

CEO Mario Harik described the pricing environment as constructive, with XPO outperforming due to service improvements, growing accessorial revenue, and success in the local SMB channel. Chief Strategy Officer Ali Faghri reiterated the volume scenarios for the margin outlook. Harik clarified that the damage claims ratio rounded up to 0.3% but underlying damage KPIs actually hit a record low in the quarter.

Ken Hoexter from Bank of America inquired about the current pricing gap relative to margin potential and the underlying market trends, considering the 8% volume decline in October.

Answer

Executive Mario Harik explained that the company is closing a mid-teens pricing gap through superior service, premium offerings, and growth in local accounts. He clarified that October's volume decline was in line with seasonality, with a two-point impact attributed to a peer's cyberattack in the prior year, suggesting a normalization of demand.

Ken Hoexter with Bank of America inquired about the decoupling of headcount and shipments, exploring opportunities for cost cycle management or preparedness for an upswing, and the implications of reduced CapEx on fleet aging and maintenance costs.

Answer

CFO Adam Satterfield confirmed preparedness for an upcycle, noting an improved average fleet age of 3.9 years and stable cost per mile inflation. He explained that headcount was managed through Q4 attrition and is expected to stabilize, with volume growth leading headcount growth in recovery. Reduced CapEx reflects prior consistent investments and existing network capacity.

Ken Hoexter questioned the decoupling of headcount (down 6%) and shipments (down almost 10%), asking about further cost cycle opportunities and the impact of reduced CapEx on fleet aging and maintenance costs.

Answer

Adam Satterfield, CFO, stated that the average age of the tractor fleet improved to 3.9 years, which is within the desired range. He noted that cost per mile inflation has stabilized after higher rates in 2022-2023. He explained that employee headcount is managed at the local level, with flexibility to increase hours to meet demand, expecting volume growth to lead headcount growth in a recovery. He also mentioned the company's significant service center capacity (over 35% excess) and the potential for fixed cost leverage.

Ken Hoexter from Bank of America Merrill Lynch sought clarification on whether demand is truly consistent despite an 11.5% October volume decline against an easy prior-year comparison, asking if anything rapidly worsened. He also inquired about the impact of decreasing weight per shipment and directly questioned if Old Dominion Freight Line has changed its pricing strategy.

Answer

Adam Satterfield, CFO, reiterated that Old Dominion Freight Line has made no change to its pricing approach, citing consistent yield trends. He clarified that October's tonnage decline, while significant, represents a "similar underperformance" relative to seasonality rather than a rapid worsening, with demand feeling consistent. He noted that weight per shipment is down 2.3% in October, reflecting weaker orders, and attributed overall demand weakness to factors like the ISM, housing market, and mode shifts.

Ken Hoexter sought clarification on whether October demand was consistent or rapidly worsening, citing conflicting reports, and asked about the decrease in weight per shipment and any changes in Old Dominion Freight Line's pricing aggressiveness.

Answer

Adam Satterfield, CFO, reiterated that demand feels consistent from a macro and customer perspective, with October's tonnage underperformance relative to seasonality being similar to prior quarters, not a rapid worsening. He confirmed no change in pricing approach and noted that weight per shipment was down about 2.3% in October, indicative of the weaker macroeconomic environment.

Ken Hoexter of Bank of America asked for clarity on the market backdrop, questioning the decelerating yield growth and the commentary on holding share when public peers reported stronger gains.

Answer

EVP & CFO Adam Satterfield clarified that the projected Q3 yield growth of 4.0-4.5% represents a sequential increase and is consistent with pre-COVID historical trends. Regarding market share, he noted the data has been choppy since the Yellow shutdown but reiterated that based on broader industry data including private carriers, their share has remained relatively consistent.

Ken Hoexter of Bank of America Corporation asked for a broader view of the market backdrop, citing decelerating yields versus history and confusion over market share commentary, questioning if share was being lost only to private carriers.

Answer

EVP & CFO Adam Satterfield clarified that the expected Q3 yield represents a sequential increase consistent with pre-COVID averages and that industry pricing remains disciplined. Regarding market share, he acknowledged post-Yellow choppiness but reiterated that based on Transport Topics data, ODFL's overall share has remained relatively consistent.

Ken Hoexter sought clarification on the drivers of accelerating revenue per hundredweight and whether the April tonnage decline was due to holiday timing or a fundamental deceleration.

Answer

CFO Adam Satterfield attributed the higher revenue per hundredweight metric in April to a lower average weight per shipment, which optically boosts the yield. He cautioned against reading too much into the daily April metrics due to the Good Friday holiday distortion but noted the overall revenue trend for the month was projected to be down approximately 6%.

Ken Hoexter asked what was driving the projected acceleration in revenue per hundredweight and questioned if April's tonnage data signaled a deceleration beyond holiday timing effects.

Answer

CFO Adam Satterfield explained that the higher revenue per hundredweight projection is receiving an 'optical' boost from a lower average weight per shipment in April. He stressed that the Good Friday holiday significantly skewed the monthly data and advised focusing on the broader revenue trend for the quarter.

Ken Hoexter questioned if the market was decelerating given volume declines, asked about market share dynamics, and sought clarification on the Q1 operating ratio guidance.

Answer

CFO Adam Satterfield clarified the favorable Q1 OR guidance (flat to up 50 bps) is due to an anticipated normalization in insurance costs. Regarding market share, he stated that based on broad industry data, ODFL maintained its share in 2023 and 2024, which is their primary goal during economic downturns, positioning them for outsized gains in an expansion.

Ken Hoexter asked if Old Dominion is considering actions to cut fixed costs or shed excess capacity and sought clarification on the Q4 operating ratio guidance.

Answer

CFO Adam Satterfield confirmed the Q4 sequential OR deterioration guidance of 300-350 basis points. He explained that while they manage discretionary spending tightly, they will not cut essential network capacity, as they are focused on the long-term growth opportunity and the significant operating leverage that will materialize when revenue growth returns.

Ken Hoexter asked about the January guide, specifically the 8% tonnage increase and 8% revenue per hundredweight decline, inquiring about the mix change, the disappearance of truckload shipments, and the impact on the first quarter operating ratio (OR).

Answer

President and CEO Seth Runser explained that January trends were impacted by strong winter storms and a lower mix of truckload shipments in the prior year, which contributed to the year-over-year tonnage increase and associated revenue per hundredweight changes. He noted that dynamic shipments have been trending heavier, aligning with Investor Day expectations for mix changes as the quote pool grows. He also stated that the expected Q1 OR increase of 100-200 basis points sequentially is better than the historical 260 basis points, reflecting macro weakness but also cost management efforts.

Ken Hoexter asked about the January outlook and targets, specifically the 8% increase in tonnage and 8% decrease in revenue per hundredweight, inquiring about the mix change, the disappearance of Truckload shipments while weight remained consistent, and the overall impact on the first quarter operating ratio.

Answer

Seth Runser, President and CEO of ArcBest, explained that January's trends were impacted by strong winter storms and a lower mix of Truckload shipments in the prior year, which contributed to the year-over-year increase in tonnage and changes in revenue per hundredweight. He noted that dynamic shipments have been trending heavier. Matt Beasley, Chief Financial Officer, added that the expected Q1 operating ratio increase of 100-200 basis points sequentially is an improvement relative to typical seasonality, reflecting a softer Q4 and current industry weakness. Seth emphasized focusing on cost actions, efficiency, and long-term strategy.

Ken Hoexter from Bank of America questioned the tonnage trends, noting a slowdown in June and flat results in July despite easy comps. He asked about the mix of dynamic versus core freight and why margins were not outperforming given the volume and yield commentary.

Answer

CFO Matt Beasley explained that Q2 volume strength was concentrated in April and May, with June impacted by seasonality and softness in U-Pack. President & CEO-Elect Seth Runser reiterated that core LTL is the majority of the business and the dynamic freight strategy is consistent. Beasley added that margins were impacted by a mix shift, as softness in the higher-yielding manufacturing vertical offset gains from new business.

Ken Hoexter challenged the 'rational pricing' narrative by pointing to negative pricing data in April and from peers, and asked about the drivers of the 50% increase in revenue per shipment for dynamic business.

Answer

President Seth Runser clarified the April revenue per hundredweight decline was less than 1% excluding fuel and was driven by a mix shift to more operationally efficient freight. He also noted a difficult year-over-year comparison from Q2 2024. He stated the growing pool of digital quotes allows for more profit-optimal shipment selection, contributing to strong dynamic pricing.

Ken Hoexter asked if the real estate CapEx includes bids on remaining Yellow terminals and requested a breakdown of the 11% January volume decline between weather and underlying market weakness, noting the commentary sounded more negative than peers.

Answer

CFO Matt Beasley clarified the real estate capital is a mix of expansion, a new service center, and general maintenance, but confirmed ArcBest will look to participate in the Yellow auction process for opportunities that make sense at the right price. Regarding January, he reiterated it had the highest number of service center closures since 2014 due to weather, which impacted results, but did not attribute a specific percentage of the decline to it.

Ken Hoexter of Bank of America questioned the significant decline in weight per shipment compared to peers and historical levels, asking if it was purely economic or a freight mix change, and also inquired about the transactional versus core business mix.

Answer

President Seth Runser stated there was no structural change, attributing the decline to macro impacts and an unusual year-over-year comparison in October. He confirmed the majority of business is core, with transactional freight used to fill network capacity. CFO Matt Beasley added that high customer retention with smaller shipment sizes is also a factor.

Ken Hoexter asked Tracy Robinson to elaborate on the 'significant concessions' CN is targeting in the UP/NS merger process, inquiring what that specifically entails (e.g., protecting access, dollar amounts). He also asked for a big-picture view on the USMCA review, including risks, benefits, or if the base case is simply a renewal with no changes.

Answer

Tracy Robinson, CEO, expressed significant concerns about the UP/NS merger application, stating it falls short of increasing rail competition and lacks sufficient data on market share and potential harm. She believes 'much more substantive portfolio of concessions' will be needed to mitigate impacts on competitive access for CN's customers and network, seeing opportunities for CN's network to play a bigger role. Regarding USMCA, Robinson noted the current impact on sectors like forest products and steel. She described the review as potentially 'bumpy' but hoped for a 'productive agreement' that brings certainty for investment, acknowledging opportunities for mitigation in impacted sectors and risks of new tariffs in others.

Ken Hoexter asked Tracy Robinson to elaborate on what 'significant concessions' mean in the context of the proposed industry merger, including protecting competitive access or a dollar amount. He also asked for a big-picture view on the USMCA review, including potential risks, benefits, or if the base case is simply a renewal with no changes.

Answer

Tracy Robinson, President and CEO, expressed significant concerns about the merger's impact on competition, citing gaps in data and inadequate proposed conditions. She stated CN would rigorously pursue concessions to protect its network and customers, seeing opportunities for CN to play a bigger role in providing options. Regarding USMCA, she noted current tariff impacts on sectors like forest products and steel, highlighting uncertainty as the biggest risk. She expressed hope for a productive agreement to reduce investment hesitancy and potentially mitigate tariff impacts, while acknowledging the risk of new tariffs on other sectors.

Ken Hoexter asked for the key factors that would determine whether results fall at the high or low end of the revised mid-to-high single-digit EPS growth guidance.

Answer

CEO Tracy Robinson explained the wide guidance range is due to multiple volatile factors. CFO Ghislain Houle elaborated that key variables include foreign exchange rates, with every one-cent appreciation of the Canadian dollar creating a five-cent annualized EPS headwind, as well as fuel price volatility and traffic mix.

Ken Hoexter sought clarity on the near-term outlook, asking about sequential trends for revenue per RTM, directional operating ratio performance in Q2 given the weather rebound, and whether flat Q1 RTMs imply a larger back-half ramp-up.

Answer

CEO Tracy Robinson explained that revenue per RTM depends heavily on volume mix, which is uncertain due to tariffs. She expects to see good margin improvement toward the end of the year. CFO Ghislain Houle added that while fuel was a $0.07 EPS headwind in Q1, he expects no year-over-year impact in Q2 at current prices.

Ken Hoexter asked for the key drivers of the high and low ends of the 2025 outlook, clarification on Q1 seasonality given recent weather, and the rationale for including economic growth in the forecast.

Answer

President and CEO Tracy Robinson identified volumes as the main driver for the guidance range, with potential tariffs being a key factor influencing those volumes. CFO Ghislain Houle added that the forecast assumes a $0.70 FX rate and a pension tailwind of approximately $50 million in 2025, a reversal from a $30 million headwind in 2024.

Ken Hoexter from Bank of America inquired about the expected scale of sequential operating ratio (OR) improvement from Q3 to Q4 2024, given the operational disruptions in the third quarter.

Answer

President and CEO Tracy Robinson confirmed that margins will "without a doubt" improve in Q4, making it the best quarter of the year. She noted the final outcome will be determined by the recovery of international volumes. CFO Ghislain Houle added that while they are confident in a better OR, they would not provide a specific number.

Ken Hoexter of Bank of America asked about the significant impact of auto plant shutdowns on the business, questioning if a pre-release was considered given the magnitude of change. He also sought insight into the expected operating ratio differentiation from normal seasonal deterioration into Q1, considering the timing of cost savings. He followed up on the consistency of the Cowan fleet and the Intermodal load drop-off, asking if it was related to the auto business.

Answer

Mark Rourke, President and CEO, explained that the automotive shutdowns were an emerging issue with customer uncertainty, impacting production parts and some Intermodal business, but are not long-term. Darrell Campbell, EVP and CFO, noted that cost savings are structural and productivity-based, with more improvement expected in the second half of 2026, similar to 2025. Mark Rourke added that Q1 started with significant weather disruption, creating customer backlogs and premium opportunities. Jim Filter, EVP and Group President of Transportation and Logistics, clarified that the Intermodal load performance was due to tougher year-over-year comps from tariff-related pull-forward in Q4 2024 and H1 2025, rather than a drop-off.

Ken Hoexter asked if a pre-release was considered regarding the auto plant shutdowns, given their significant impact. He also inquired about the expected truckload operating ratio for Q1 2026, considering typical seasonal deterioration and the timing of cost savings. A follow-up question concerned Cowan fleet consistency and the intermodal load drop-off in Q4, asking if it was related to the auto business.

Answer

Mark Rourke, President and CEO, explained that automotive production parts are a growing segment, but the shutdowns were an evolving issue with uncertain timing for OEMs, making a pre-release difficult. Darrell Campbell, EVP and CFO, stated that cost savings are structural and productivity-based, with more significant improvement anticipated in the second half of 2026. Mark Rourke noted that Q1 2026 began with substantial weather disruption, creating backlogs and premium opportunities, but the overall quarter's outcome depends on costs, recovery, and demand catch-up. Jim Filter, EVP and Group President of Transportation and Logistics, clarified that intermodal volume growth in Q4 was strong year-over-year but faced tougher comparisons due to tariff-related pull-forward in Q4 2024 and Q1 2025.

Ken Hoexter of Bank of America asked about typical Q2 to Q3 truckload margin seasonality, the reasons for the deceleration in dedicated revenue per truck, and the outlook for the network fleet size.

Answer

CEO Mark Rourke explained that historically, Q3 truckload margins can be better or worse than Q2, and that the company's focus is on improving efficiency, such as the driver-to-truck ratio, which impacts revenue per truck metrics. EVP Jim Filter noted that network capacity is seeing growth from owner-operators, aided by a new app, and from opportunistic hiring of company drivers to gain leverage on cost initiatives.

Ken Hoexter asked for more color on near-term seasonality and the factors that would lead to the bear case of the updated guidance range. He also questioned how Schneider views its Intermodal fleet capacity and utilization in light of industry overcapacity.

Answer

CEO Mark Rourke explained the guidance range reflects uncertainty around the timing, magnitude, and duration of potential trade and consumer impacts, with the lower end reflecting a more significant 'air pocket' in demand. Regarding Intermodal capacity, EVP & Group President Jim Filter stated they see an opportunity to grow volume up to 35% by improving container turns and efficiency without adding equipment. CEO Mark Rourke emphasized that leaning into their differentiation with rail partners (UP, CSX, CPKC) is key to improving margins, not just eliminating boxes.

Ken Hoexter asked about typical Q4 to Q1 seasonality in margins and inquired about the intermodal cross-border opportunity with CPKC, particularly its growth and sustainability.

Answer

CFO Darrell Campbell noted a return to seasonality, implying a normal sequential decline from Q4 to Q1. EVP and Group President Jim Filter highlighted strong, ongoing Mexico intermodal growth into Q1, driven by market share gains with partner CPKC. CEO Mark Rourke added that the new Southeast-to-Mexico service provides a significant conversion opportunity from over-the-road freight.

Ken Hoexter of Bank of America Corporation questioned the market dichotomy where Schneider is achieving its best rate improvements in years, yet the network business is deemed 'not investable.' He also asked whether truckload or intermodal markets typically show signs of tightening first.

Answer

CEO Mark Rourke acknowledged that while contract renewals are positive, more progress is needed for full margin recovery and reinvestment. He emphasized that the sustainability of recent spot rate improvements through Q4 is key. EVP Jim Filter explained that as the market tightens, the comparison between intermodal contract rates and truck spot prices shifts, and historically, truck pricing tends to move before intermodal pricing does.

Ken Hoexter asked for clarification on Kirby's broad EPS guidance range, specifically addressing the drivers behind it, such as power generation deliveries and inland market pricing. He also questioned the conservative inland margin outlook and whether the Distribution and Services segment, particularly power generation, is now considered a core business.

Answer

David Grzebinski, CEO, attributed the wide EPS range primarily to the lumpy cadence of power generation deliveries due to OEM supply chain constraints, and secondarily to the pace of inland pricing improvement. Christian O'Neil, President and COO, added that while Q4 inland contracts repriced down, spot markets show upside. David Grzebinski noted inflationary pressures, including mariner wages and medical costs, impacting margins. Regarding D&S, David Grzebinski expressed excitement for power generation and stated that while they are always open to value-enhancing transactions, they are also keen on stock repurchases, with some buyback included in the guidance.

Ken Hoexter asked for clarification on the broad 2026 EPS guidance range, specifically if it was driven by power generation delivery timing or inland market rate flux. He also questioned why inland margins were guided to high teens/low twenties despite bullish sentiment, and sought an update on the capital allocation strategy, particularly if the growing power generation business is now considered core.

Answer

CEO David Grzebinski and President and COO Christian O'Neil attributed the EPS range primarily to the lumpy cadence of power generation deliveries due to OEM supply chain constraints, and to a lesser extent, the pace of inland market pricing improvement. They noted caution due to past demand pullbacks and ongoing inflation (mariner wages, medical costs) impacting margins. David Grzebinski stated that while excited about power generation, the company continuously seeks to enhance shareholder value through M&A or share repurchases, with power gen's shift to higher-margin, engineered solutions and future service annuities making it a strong growth area.

Ken Hoexter noted the increasing importance of non-inland businesses and asked for more insight into the stability and growth drivers of power generation, including equipment availability, customer base, and sequential growth expectations. He also questioned the flat inland contract rates, the outlook for Q4 renewals, the petrochemical market's influence, and the status of Kirby's inland fleet.

Answer

David Grzebinski (President and CEO) emphasized inland's continued strength and long cycle, while detailing power generation's growing customer portfolio beyond hyperscalers, its service advantages, and the contribution of EFRAC-developed microgrids and power distribution units. He projected 10-20% full-year growth for power gen, with quarterly lumpiness. Christian O’Neil (President and COO) stated the inland market has stabilized, with optimism for Q4 renewals driven by chemical market improvements and a shift to heavier crude slates. He confirmed the inland fleet is in excellent, stable condition at around 1,100 barges.

Ken Hoexter asked about the stability and growth prospects of the power generation business, including equipment access, customer diversification, and expected sequential growth, and also inquired about the drivers for inland contract rates, the status of the petrochemical market, and the company's fleet expectations.

Answer

David Grzebinski, Kirby's Chief Executive Officer, reiterated that inland remains a strong earnings contributor with years left in its cycle. He explained that the power generation business has a huge pipeline with a growing customer portfolio, benefiting from service capabilities and EFRAC experience in power distribution units. He projected 10-20% full-year growth for power generation, with quarterly lumpiness due to OEM engine deliveries. Christian O’Neil, Kirby's President and Chief Operating Officer, noted that the inland market has stabilized, with chemical market improvement and a shift to heavier crude slates being key drivers, and confirmed the inland fleet is stable at approximately 1,100 barges and in excellent condition.

Ken Hoexter from Bank of America sought clarification on the shift to the lower end of the annual guidance, asking about July demand trends and the potential for coastal marine margins to surpass inland margins if current market dynamics persist.

Answer

CEO David Grzebinski explained the guidance adjustment reflects caution due to current muted chemical demand, but noted a recovery could quickly change the outlook. He highlighted that the coastal segment is less exposed to petrochemicals, supporting its strong margin performance. COO Christian O’Neil added that he felt more optimistic about late July demand versus early July.

Ken Hoexter from Bank of America asked for clarification on the full-year EPS growth target, which was not explicitly mentioned in the prepared remarks. He also inquired about the impact of weather, asking if an improvement in delay days would free up excess capacity and pressure yields, and sought details on the M&A process for the recent barge acquisition.

Answer

CEO David W. Grzebinski explicitly reaffirmed the company's full-year EPS growth guidance. President and COO Christian O'Neil explained that while winter weather artificially tightens the market, improved weather actually increases profitability and effective capacity as trip times accelerate, which is a net positive. Regarding M&A, Christian O'Neil noted that Kirby is a logical strategic acquirer and tends to see most opportunities, while David Grzebinski reiterated that the M&A environment is currently more constructive.

Ken Hoexter asked about the drivers of the coastal segment's margin improvement and its future potential, while also seeking more detail on the outlook for inland contract renewals and the potential impact of political changes on demand.

Answer

CEO David W. Grzebinski and COO Christian O'Neil responded. Grzebinski clarified that coastal margins would pull back from mid-teens to mid-to-high single digits in Q4 due to planned shipyards but projected a 300 basis point improvement for the full year 2025. O'Neil emphasized extremely strong coastal fundamentals, with the fleet 100% termed up, no newbuilds expected until 2028, and term rate increases of 25-28% year-over-year. Regarding inland, they confirmed renewals are going very well and will benefit 2025 results.

Ken Hoexter, Managing Director at Bank of America, asked for clarification on the expected year-over-year operating ratio improvement for Q1 and sought an update on CPKC's synergy targets, including the current run rate and the additional synergies anticipated for 2026.

Answer

Nadeem Velani, EVP and Chief Financial Officer, confirmed expectations for year-over-year OR improvement in Q1 and annually, citing the low cost structure entering January. Keith Creel, President and CEO, stated that CPKC exited 2025 with a synergy run rate of approximately $1.2 billion and expects to add another $200+ million, reaching about $1.4 billion by the end of 2026, well on track to meet integration commitments.

Ken Hoexter sought clarification on whether the Q1 operating ratio improvement comment was specific to Q1 or a general year-over-year outlook, and asked for an update on synergy targets, including current achievements and future expectations.

Answer

EVP and CFO Nadeem Velani clarified that year-over-year operating ratio improvement is expected for both Q1 and the full year. President and CEO Keith Creel stated that CPKC exited 2025 with a CAD 1.2 billion synergy run rate and expects to add over CAD 200 million more, reaching approximately CAD 1.4 billion by the end of 2026.

Ken Hoexter asked Mark Redd about remaining steps to bring the KCS network to CP operating levels, Nadeem Velani about cost synergies achieved, and Keith Creel about the potential for political pressure to accelerate the M&A process.

Answer

President and CEO Keith Creel stated that a thorough M&A review would take the full 16-17 months, emphasizing the STB's commitment to a serious timeline. EVP and COO Mark Redd outlined steps for KCS operations: leveraging the integrated operating system, bargaining with unions to streamline crew districts, and optimizing CapEx (sidings, locomotives) and crew management. EVP and CFO Nadeem Velani reported CAD 165 million in synergies achieved year-to-date, primarily from operational benefits, sourcing, and G&A headcount reduction, exceeding initial expectations.

Ken Hoexter asked about the performance of the KCS network versus CP, what remains to bring KCS to CP operating levels, achieved cost synergies, and whether political pressure could accelerate the M&A process.

Answer

President and CEO Keith E. Creel stated the M&A review will take the full 16-17 months. EVP and COO Mark Redd highlighted operating system integration, union bargaining, and leveraging CapEx/crew districts on KCS. EVP and CFO Nadeem Velani reported $165 million in year-to-date expense synergies from operational benefits, sourcing, and a reduction of almost 300 G&A headcount across the combined entity.

Ken Hoexter from Bank of America sought clarification on whether CPKC is now primarily focused on fighting the UP-NS merger for concessions versus participating in M&A, and asked about the expected Q2 to Q3 operating ratio improvement.

Answer

CEO Keith Creel responded that CPKC will 'consider all scenarios, except for one,' to meet its fiduciary duty to create value, suggesting an open but selective strategic posture. EVP & CFO Nadeem Velani clarified that the Q2 systems integration did not significantly affect the OR, but that Q3 should see the best year-over-year OR improvement, with continued gains into Q4 to achieve the sub-60% OR target for the year.

Ken Hoexter of Bank of America asked if the Q2 OR improvement could outpace normal seasonality given Q1 weather, and also inquired about pricing strength, particularly in bulk commodities.

Answer

EVP & CFO Nadeem Velani suggested a 200-250 basis point sequential OR improvement is a realistic expectation. EVP & CMO John Brooks added that pricing remains strong, with renewals at 4-5% plus. He noted they successfully repriced legacy KCS contracts and expect to exceed the 3-4% pricing guidance, supported by a recent 3.1% BR CPI for the next crop year.

Ken Hoexter asked about the expected cost normalization from Q4 to Q1 and whether the 12-18% EPS growth guidance already includes the impact of a share buyback.

Answer

EVP and CFO Nadeem Velani confirmed the 12-18% EPS growth range does include a modest benefit from a potential share buyback, with the exact impact depending on timing. For the sequential outlook, he advised that a typical 300-400 basis point increase in the operating ratio from Q4 to Q1 should be expected, accounting for normal seasonality and the reversal of a stock-based compensation benefit that was a tailwind in Q4.

Ken Hoexter requested clarification on the components of the 300 basis point operating ratio headwind in Q3 and asked for thoughts on the potential impact of new tariffs following a possible U.S. administration change.

Answer

EVP and CFO Nadeem Velani clarified that the 300 basis point year-over-year headwind consisted of a 100 basis point impact from the work stoppage, plus the combined effect of higher stock-based compensation and a $50 million year-over-year increase in derailment costs. On tariffs, EVP and CMO John Brooks stated it's a 'wait and see' situation but expressed confidence that North American commerce is vital regardless of the administration, referencing the creation of the USMCA as a positive outcome from the previous administration.

Ken Hoexter sought clarification on the base rate for Union Pacific's mid-single-digit EPS growth guidance (reported vs. normalized), the ramp-up for the 2027 outlook given the conservative 2026 guide, and the rationale behind the capital expenditure reduction from $3.8 billion to $3.3 billion.

Answer

Jennifer Hamann, Chief Financial Officer, clarified that the mid-single-digit guidance is based on the $11.98 reported EPS for 2025. She explained that CapEx is aligned with network needs as part of a multi-year strategy, not a single-year snapshot. She acknowledged the pressure on 2027 EPS growth but expressed confidence in the company's adaptability. Jim Vena, Chief Executive Officer, noted that share buybacks were paused to conserve cash, reflecting a conservative approach.

Ken Hoexter sought clarification on the base rate for Union Pacific's mid-single-digit EPS growth guidance, asking if it was based on the reported $11.98 or a normalized figure. He also asked about the expected ramp-up into low-to-mid single-digit growth for 2027 and the reasons behind the reduction in capital expenditures from $3.8 billion to $3.3 billion.

Answer

Jennifer Hamann, CFO, confirmed that the mid-single-digit EPS guidance is based on the reported $11.98 for 2025. She explained that capital expenditures are part of a multi-year strategy, sized according to network needs rather than a single year's snapshot. She acknowledged that achieving the 2027 target would require a significant lift if 2026 remains in the mid-single digits but expressed confidence in the company's ability to adapt. Jim Vena, CEO, added that the reduction in CapEx is partly due to conserving cash by pausing share buybacks, emphasizing a conservative approach to guidance.

Ken Hoexter of Bank of America asked about the ultimate potential for operating ratio efficiency, sought clarification on whether the EPS growth guidance applies specifically to 2025, and questioned the significance of the term 'advanced' discussions.

Answer

CFO Jennifer Hamann reiterated that the company is confident in its three-year EPS CAGR target and that 2025 performance will be consistent with achieving it. CEO Jim Vena stated the goal is to have the most efficient railroad and lowest operating ratio possible for their business mix, but he does not set a specific number. He dismissed any special meaning to the word 'advanced,' advising to simply read the statement as written.

Ken Hoexter of Bank of America asked about the typical sequential margin improvement from Q1 to Q2 and whether an outsized improvement would be necessary to achieve the full-year EPS target.

Answer

CEO Vincenzo Vena affirmed that they anticipate the historical Q1-to-Q2 margin improvement, potentially even better, due to strong operational execution. CFO Jennifer Hamann added that Q1 is typically the weakest margin quarter and the team is committed to delivering improvement, though volume remains a wildcard.

Ken Hoexter of Bank of America asked for details on the drivers of the 'other expense' line in Q4, which came in lower than expected, and inquired about the expected operating ratio cadence for Q1, considering normal seasonality.

Answer

CFO Jennifer Hamann identified lower casualty costs as the primary driver for the favorable 'other expense' result, reflecting improved safety performance. Regarding Q1 seasonality, she advised that the first quarter typically has the lowest volumes and higher costs from payroll tax resets and weather, suggesting a normal seasonal pattern for the operating ratio.

Ken Hoexter of Bank of America asked for clarification on the guidance for Q4 results to be 'consistent' with Q3 and questioned the outlook for the coal business.

Answer

CFO Jennifer Hamann confirmed that the term 'consistent' applies broadly across key financial metrics, including operating ratio and operating income. EVP of Marketing and Sales Kenny Rocker added that the current weak coal volumes are expected to persist, with the company focused on offsetting this through growth in renewable fuels and its grain network.

Ken Hoexter asked for clarification on the first-quarter cost impacts related to the driver separation program and GroundSaver, and the expected core rate increases for both domestic and international segments.

Answer

Brian Dykes (EVP and CFO, UPS) did not provide a specific number for the driver separation program costs as it had not launched, but confirmed it's a tactical move to rightsize position levels. He indicated a full-year revenue per piece growth of about 4.5%, normalizing to 3% in the second half, with base rates showing around 300 basis points improvement.

Ken Hoexter sought clarification on the specific costs impacting Q1 2026 margins, including the driver voluntary separation program and postal service costs. He also asked for insights into the core rate increases for both domestic and international segments.

Answer

Brian Dykes (EVP and CFO, UPS) stated that the driver buyout cost was not yet quantified as the program had not launched. He projected full-year revenue per piece growth of approximately 4.5%, with higher growth in 1H 2026 normalizing to about 3% in 2H, and base rate improvements around 300 basis points.

Ken Hoexter inquired about the significant sequential improvement in domestic margins from Q3 to Q4, asking if cost-cutting benefits could accelerate beyond normal trends into 2026, and sought initial thoughts on the potential impact of Supreme Court hearings on tariffs, specifically regarding de minimis.

Answer

Brian Dykes, CFO, attributed the sequential margin improvement to an expected 20% step-up in U.S. peak ADV, strong holiday demand surcharges, and enhanced efficiency from 42 new automation projects deployed by peak. He explained that reduced total U.S. network volume allows for more efficient operations with less variable capacity. Carol Tomé, CEO, stated that UPS is closely watching the Supreme Court hearings on tariffs but is not in a position to speculate on the outcome.

Ken Hoexter from Bank of America sought clarification on whether the Amazon volume glide down was on target and expressed surprise about the cost issues with the Groundsaver product so soon after insourcing it, questioning the path to double-digit margins.

Answer

CEO Carol Tomé clarified that the Amazon volume reduction was slightly lighter in Q2 because UPS retained some desirable, higher-quality volume, but the full-year plan remains on track. On Groundsaver, she acknowledged that the delivery density algorithm used for planning did not hold, resulting in about $85 million in unexpected costs. She stated they are working on operational fixes and are re-engaging with the USPS. CFO Brian Dykes distinguished this issue from the successful USPS air cargo contract.

Ken Hoexter inquired about the impact of de minimis rule changes and whether the current inventory drawdown by shippers could lead to a volume snapback once tariff issues are resolved.

Answer

CEO Carol Tomé stated UPS is well-positioned to handle de minimis changes with its automated customs clearance. CFO Brian Dykes noted that a potential snapback is one of several scenarios dependent on tariff timing and levels. Kathleen Gutmann, EVP, provided examples of trade already shifting to other regions like Mexico and South Korea, mitigating some of the China-specific impact.

Ken Hoexter asked about the impact of de minimis rule changes, the potential for a volume snapback after inventory drawdowns, and sought clarification that the U.S. segment was the primary driver of guidance uncertainty.

Answer

CEO Carol Tomé confirmed the de minimis change will impact SMBs but stated UPS is well-positioned for customs clearance. CFO Brian Dykes affirmed that uncertainty around the U.S. consumer is the main driver of the guidance change, as international has offsetting trade flows. Executive Kathleen Gutmann provided examples of non-China export growth, supporting the idea that volume will shift rather than disappear.

Ken Hoexter of Bank of America asked for the full-year 2024 revenue contribution from Amazon and questioned if reducing their volume would spur greater competition from Amazon in specialized services like returns.

Answer

CEO Carol Tomé stated that Amazon accounted for 11.8% of total 2024 revenue. She clarified that the decision to reduce volume was initiated by UPS to control its destiny and that Amazon will remain a customer for services that are a 'win-win,' such as returns, where UPS's 5,200 store locations provide a key advantage. She does not anticipate changes in the competitive environment as a result of this move. EVP and President, U.S. Nando Cesarone added that network reconfiguration plans will be detailed in Q1 after stakeholder discussions.

On behalf of Ken Hoexter, an analyst asked for an update on the scope of the 'Fit to Serve' initiative, which was previously announced to reduce 12,000 positions.

Answer

CFO Brian Dykes confirmed that UPS has pulled forward savings from the program and has already hit the full expected run rate, with some incremental benefit still to come in Q4. CEO Carol Tomé added that the company is continuously looking for new productivity opportunities, describing UPS as an 'opportunity-rich company'.

Ken Hoexter requested a breakdown of the dollar amounts for key productivity buckets, such as workforce optimization, headcount targets, and non-labor spending, to better understand how CSX plans to achieve the 200-300 basis point operating margin improvement, especially given low volume and pricing growth.

Answer

EVP and CFO Kevin Boone explained that the majority of productivity, beyond the $150 million in non-recurring 2025 costs, will come from the labor and PS&O lines, with PS&O expected to contribute more in absolute dollar terms. He also mentioned efforts to improve fuel efficiency and reduce car hire costs, emphasizing a diversified portfolio of opportunities.

Ken Hoexter requested a breakdown of the dollar amounts for CSX's productivity initiatives, specifically for labor, PS&O, and non-labor spending, to understand how the 200-300 basis point margin improvement will be achieved given low volume and pricing growth.

Answer

Kevin Boone, EVP and CFO, CSX Corporation, indicated that the majority of productivity gains will come from the labor and PS&O lines, with more absolute dollar savings from PS&O due to lower inflation. He also mentioned efforts in fuel efficiency and car hire improvements, emphasizing a diversified portfolio of opportunities.

Ken Hoexter welcomed Steve Angel and asked about his initial focus at CSX, specifically what he sees needing change in culture or operations, given current strong service and cost improvements.

Answer

Steve Angel, President and CEO, emphasized building a high-performance culture starting with stability, then focusing on continuous improvement across all profitability levers: efficiency, productivity, price yield, volume, and capital efficiency.

Ken Hoexter from Bank of America asked about the state of the consumer and intermodal demand. He also sought clarification on the Howard Street Tunnel project timeline, questioning if the 2026 date for double-stack capability represented a delay.

Answer

EVP & CCO Kevin Boone clarified the Howard Street Tunnel will reopen for standard traffic in Q4 2025, with double-stack service launching in 2026 after necessary bridge clearance work is completed. He noted that while consumer markets like auto and housing are soft, CSX is proactively pursuing truck-to-rail conversions.

Ken Hoexter questioned the positive full-year volume outlook, asking if near-term industrial activity could offset potential tariff-related declines. He also asked if reported on-time performance metrics were adjusted for construction projects.

Answer

EVP and COO Michael Cory confirmed that service metrics were not adjusted and reflect actual performance. CEO Joseph Hinrichs addressed volume by highlighting positive signs in steel and auto production due to tariffs, along with strong underlying demand in coal, grain, and aggregates, which could support the growth outlook.

Ken Hoexter asked for clarification on coal RPU guidance and mine outages, and then questioned if the base case for 2025 EBIT is a roughly $50 million decline from 2024's adjusted result based on the numbers provided.

Answer

EVP and CCO Kevin Boone confirmed the coal RPU guidance was based on current price levels and that the recent mine fire was included in the outage commentary. EVP and CFO Sean Pelkey stated that while the math was precise, it was too early to give a close range. He generally confirmed the logic but added that coal challenges and higher incentive comp could add another $30-$40 million of expense, creating a range of outcomes.

Ken Hoexter asked about the stability of export coal demand and how to reconcile management's positive service commentary with the reported erosion in on-time performance metrics.

Answer

CCO Kevin Boone expressed optimism for long-term export coal price stability due to a lack of new global supply. COO Michael Cory addressed service metrics, explaining that while on-time performance was impacted by weather, the key internal focus is on the Customer Schedule Departure (CSD) metric, which reflects first- and last-mile service and remained a priority.

Ken Hoexter sought clarification on the company's comment about truckload trends being 'modestly better than typical seasonality' in early January, asking if this was demand-led or capacity-driven, and a similar clarification for LTL volume improvement (share gains vs. demand).

Answer

CEO Adam Miller explained that 'modestly better' in truckload refers to a more balanced network (loads vs. available trucks) in early January than typically seen in Q1. He leaned towards capacity tightness as the primary driver, citing low load tenders but higher rejections in third-party data, suggesting a flight to quality for asset-based carriers. For LTL, he attributed volume restoration to typical post-Q4 softness recovery, especially given their retail-heavy customer base, rather than a significant demand shift, expecting share gains through new, larger shipper opportunities in bid season.

Ken Hoexter sought clarification on whether the 'modestly better than typical seasonality' in early January truckload trends was demand-led, capacity-led, or weather-related, and similarly for LTL volume improvement, if it was due to share gains or demand.

Answer

CEO Adam Miller indicated that the truckload network balance in early January looked better than typical Q1, leaning towards capacity tightness rather than demand, supported by third-party data showing low load tenders but higher rejections. He also noted a potential 'flight to quality' to asset-based carriers. For LTL, he attributed volume restoration to typical post-Q4 softness recovery in their retail-heavy customer base, with no significant demand shift, and focused on picking up share through new, larger shippers in the bid season.

Ken Hoexter of Bank of America requested more detail on the LTL segment's performance, specifically asking about share wins, cost-saving initiatives, and the drivers behind the expected counter-seasonal margin improvement in the third quarter.

Answer

CEO Adam Miller explained that while the LTL business has scaled significantly through network expansion and acquisition, this has created integration and cost challenges. The team is now focused on optimizing costs, improving processes, and leveraging technology. He noted that the expected counter-seasonal margin improvement in Q3 is driven by these cost initiatives combined with new bid opportunities, allowing them to overcome typical seasonal softness.

Ken Hoexter asked for details on the cost-side improvements that led to U.S. Express reaching profitability and questioned how asset utilization could be improved in the current market, also inquiring about bid season progress.

Answer

Executive Adam Miller explained that improving utilization involves shedding unseated tractors to reduce depreciation costs, which boosts miles per tractor without impacting top-line potential. He added that bid season started strong but lost momentum in March due to tariff uncertainty, with renewals still in the low to mid-single-digit range. Executive Andrew Hess detailed that U.S. Express has achieved over $180 million in annualized cost take-outs and is seeing operational gains in safety, fuel, and hiring, narrowing the OR gap with legacy businesses.

Ken Hoexter requested more detail on the Truckload segment, questioning if the confidence in the bid season was due to early mini-bids or structural cost improvements.

Answer

Executive Adam Miller clarified that improvement is occurring across all areas. He noted the bid season is following a normal pattern, but early contract wins indicate customers expect rates to rise, with the company now targeting mid-single-digit increases. Executive Andrew Hess added that significant progress on variable and fixed costs in H2 2024, plus sustained utilization improvements, provides leverage for margin expansion in 2025.

Ken Hoexter from Bank of America Corporation questioned the LTL segment's margin progression following significant facility expansion and the outlook for pricing in the LTL market.

Answer

Executive Adam Miller positioned 2024 as an investment year for the LTL network, with 2025 focused on growth and margin improvement, aided by the DHE acquisition. Executive Andrew Hess identified Q3/Q4 2024 as the margin "low point" due to investment costs, expecting a turnaround in early 2025 as efficiencies improve and new network capabilities are leveraged in bid cycles.

Ken Hoexter sought clarification on the $300 million impact on FedEx Freight, asking if the $200 million remaining after spin-off costs is due to weakening demand and the competitive environment, and requested details on the nature of the spin-off costs.

Answer

John Dietrich, EVP and CFO, FedEx, confirmed that the $200 million is attributable to lower average daily volume (ADV) and broader LTL industry pressure. He clarified that the spin-off preparation costs are one-time expenses. Raj Subramaniam, President and CEO, FedEx, added that LTL performance is cyclical and aligns with industry trends, noting early signs of truckload capacity consolidation that could eventually benefit the LTL sector.

Ken Hoexter sought clarification on the $300 million LTL impact, asking if the $200 million (after $100 million ongoing costs) is due to weakening demand, and requested details on the $152 million spin costs.

Answer

EVP and CFO John Dietrich confirmed that the $200 million is due to lower average daily shipments and pressure consistent with the LTL industry. He clarified that the $100 million (not $152 million) in separation costs are one-time spin-off preparation expenses included in adjusted earnings. President and CEO Raj Subramaniam added that LTL performance is cyclical, with truckload consolidation potentially benefiting LTL eventually.

Ken Hoexter inquired why incremental operating gains were not keeping pace with revenue growth, seeking clarification on the $1 billion cost and $300 million trade expense headwinds.

Answer

EVP & CFO John Dietrich and President & CEO Raj Subramaniam confirmed that a significant $1 billion headwind from environmental impacts, including the de minimis exemption removal, is pressuring incremental margins. Raj Subramaniam noted that while it's a challenge for FY26, the underlying business is strong for FY27 and beyond.

Ken Hoexter of Bank of America asked about potential initial volume loss or added costs from accelerating Network 2.0 and how the cost structure is adjusted for lower-yield economy products.

Answer

President and CEO Rajesh Subramaniam confirmed the Network 2.0 rollout is proceeding well without issues. EVP and CFO John Dietrich added it is staying within budget. EVP and CCO Brie Carere explained that the economy cost structure is lowered through multiple levers, including using surface transport, off-cycle sorting, and building denser loads.

Ken Hoexter of Bank of America inquired about the peak season performance, seeking more color on volume trends and the ability to capture pricing, particularly for the Ground and Express segments.

Answer

EVP and Chief Customer Officer Brie Carere stated that December volumes were running ahead of forecast and that peak surcharge revenue is expected to be up year-over-year. However, she cautioned that this strength is not expected to carry through the second half of the fiscal year. Carere anticipates revenue improvement will come from domestic ground volumes, while international volumes may see some softening in Asia.

Ken Hoexter sought clarification on the margin outlook, asking if economy services are a negative-margin business, whether the European savings target implies breakeven, and what the net earnings flow-through will be post-DRIVE but pre-Network 2.0.

Answer

EVP and CFO John Dietrich clarified he guided for sequential, not year-over-year, Q2 profit improvement. He stated that for the full year, FedEx Freight margins are expected to be down while Federal Express margins are expected to be up. President and CEO Raj Subramaniam added that initiatives like Network 2.0, Europe improvements, and Tricolor are all accretive and will drive profit expansion beyond the current DRIVE program.

Ken Hoexter asked for details on the $6 EPS potential for 2026, inquiring about the triggers to achieve it, the role of accelerating volume gains and pricing, and whether the $2.6 billion share buyback program (or specific components of it) is included in that target. He also asked about thoughts on incrementals as market conditions improve.

Answer

CFO Damon Lee clarified that the $6 EPS target for 2026 includes the existing 4.5 million share repurchase authorization, with the new $2 billion program largely impacting beyond 2026, assuming continued buybacks and some new equity issuance. He explained that maintaining current margin targets provides 'optionality' to strategically invest excess margins into AGP-accretive market share gains, though they will not pursue 'bad volume.' He noted that while Q4 and Q1 present global forwarding challenges, the full benefits of Agentic AI, crucial for the 2026 target, are expected to be realized in the second half of 2026. Senior Director of Investor Relations Chuck Ives confirmed the target assumes 120 million diluted shares outstanding.

Ken Hoexter asked for details on the $6 EPS potential for 2026, inquiring about the triggers to achieve it, the role of accelerating volume gains and pricing, and whether the $2.6 billion share buyback program (or specific components of it) is included in that target. He also asked about thoughts on incrementals as market conditions improve.

Answer

CFO Damon Lee clarified that the $6 EPS target for 2026 includes the existing 4.5 million share repurchase authorization, with the new $2 billion program largely impacting beyond 2026, assuming continued buybacks and some new equity issuance. He explained that maintaining current margin targets provides 'optionality' to strategically invest excess margins into AGP-accretive market share gains, though they will not pursue 'bad volume.' He noted that while Q4 and Q1 present global forwarding challenges, the full benefits of Agentic AI, crucial for the 2026 target, are expected to be realized in the second half of 2026. Senior Director of Investor Relations Chuck Ives confirmed the target assumes 120 million diluted shares outstanding.

Ken Hoexter from Bank of America questioned the deceleration in adjusted gross profit (AGP) per day through Q1 and the reduction in CapEx guidance. He also followed up on the balance between contract and spot market pricing during bid season.

Answer

CFO Damon Lee attributed the monthly AGP trend to tougher comps and "noise," advising not to read into it. CEO David Bozeman explained the CapEx reduction was related to discretionary items, with all strategic initiatives remaining fully funded. Michael Castagnetto, President of NAST, noted that contractual rates are seeing minimal improvement while the transactional market remains highly competitive, but the company is successfully growing margins through its disciplined approach.

Ken Hoexter asked about the outlook for the Global Forwarding segment, specifically regarding rate normalization and headcount trends.

Answer

CFO Damon Lee confirmed that the company's 2026 financial targets already account for ocean rate normalization back to H2 2023 levels. Regarding personnel, he stated the Global Forwarding team successfully 'debunked the thesis' that headcount must grow with volume, achieving significant productivity gains in 2024. This decoupling of headcount from volume growth is a practice they intend to continue.

Ken Hoexter asked how a spot market inflection would affect the business under the new operating model and whether the company could react more quickly. He also inquired if there were any current signs of firming between rates and costs.

Answer

Michael Zechmeister, President of NAST, confirmed the new model enables a faster, more effective response to market inflections but stated there are currently no signs of a turn, as route guides are performing well. CEO Dave Bozeman emphasized that the operating model's discipline benefits all divisions, including Global Forwarding, and positions NAST well for any future market shifts.

Ken Hoexter asked if the recent enforcement activities related to English language proficiency (ELP) and B-1 visas were already causing spot rates to rise due to capacity removal, rather than demand. He also questioned Shelley Simpson or Darren Field about any conversations J.B. Hunt had with Union Pacific or Norfolk Southern regarding sustained access in light of potential rail mergers, ahead of any official filings.

Answer

COO Nick Hobbs confirmed that recent spot rate increases were indeed due to enforcement activity, leading to tightness in specific markets, but J.B. Hunt is prepared to secure capacity. President of Intermodal Darren Field declined to discuss specific rail conversations but emphasized that any future rail merger would not necessarily require J.B. Hunt to shift traffic from Norfolk Southern, reiterating the company's commitment to providing optimal intermodal solutions for customers across all rail providers.

Ken Hoexter asked Nick Hobbs if the recent rise in spot rates was driven by capacity removal due to ELP and B-1 visa enforcement. He also asked Shelley Simpson or Darren Field about potential rail mergers, specifically if J.B. Hunt had conversations with Union Pacific or Norfolk Southern regarding sustaining access ahead of any filings.

Answer

COO and President of Highway and Final Mile Services Nick Hobbs confirmed that enforcement activity (non-domicile, cabotage, fear factors) is driving recent spot rate increases in 8-10 markets, tightening capacity. President of Intermodal Darren Field declined to discuss specific rail conversations but clarified that a future merger would not necessarily require J.B. Hunt to move traffic from Norfolk Southern to CSX, emphasizing their intent to work with all railroads for optimal customer solutions.

Ken Hoexter of Bank of America asked for an assessment of the current market backdrop, noting the shift to declining Transcon volumes and rising Eastern volumes, and questioned how the earlier peak season surcharge might impact yields.

Answer

Darren Field, President of Intermodal, stated that Transcon flows changed during Q2, prompting a proactive approach. The earlier surcharge ensures preparedness for a potential surge and that associated costs are borne by customers driving that demand. He emphasized that if a surge doesn't happen, customers don't pay the surcharge, and the company is ready for an uptick in demand.

Ken Hoexter from Bank of America asked about the contrast between record Intermodal volumes and low margins, questioning if the company was pushing hard enough on price, and also requested commentary on historical Q1 to Q2 margin seasonality.

Answer

Darren Field, President of Intermodal, explained that margins are impacted by contracts from last year's pricing cycle, growth in the lower revenue-per-load Eastern network, and equipment costs. CFO John Kuhlow declined to comment on historical margin seasonality, citing the company's policy of not providing forward-looking guidance.

Ken Hoexter contrasted the weak Q1 outlook with commentary about the freight recession ending, asking about Intermodal container utilization, the amount of parked capacity, and the potential for scalability.

Answer

CEO Shelley Simpson clarified that the Q1 outlook reflects pricing from the prior bid season, while current record volumes position them for future success. Darren Field, President of Intermodal, added that while historical peak utilization rates are unlikely due to slower rail networks, there is significant room for improvement as they grow into their excess capacity.

Ken Hoexter asked for an estimate of how much Q3 Intermodal results were aided by pulled-forward shipments and whether current strength is from post-hurricane catch-up, strike fears, or normal peak season.

Answer

Darren Field, President of Intermodal, described the situation as a "mixed bag," with some pull-forward due to West Coast shifts and East Coast strike fears, but noted many customers still anticipate a normal peak. Spencer Frazier, EVP of Sales and Marketing, added that the East Coast port labor deadline extension to January will likely cause customers to rerun their contingency plans.

Ken Hoexter of Bank of America pointed out the railcar backlog was at its lowest level since 2014 and asked about management's confidence in securing new orders. He also inquired about the scale of the railcar restoration business and the mix of deliveries between direct sales and additions to the lease fleet.

Answer

CEO Lorie Tekorius expressed high confidence in the commercial team, attributing the order slowdown to customer uncertainty around trade policy, not a lack of demand. EVP Brian Comstock added that potential legislative catalysts and a significant, non-backlog programmatic railcar restoration business support production. He clarified that these restorations are distinct from simple refurbs and that many aging cars require full replacement. VP Justin Roberts noted the company is more active in the used car market to grow its lease fleet amid higher direct sale activity.

Ken Hoexter from Bank of America inquired about the drivers for the revised production guidance, the impact of tariffs on costs, and the effect of interest rates on leasing returns. He also questioned if the lower average selling price on new orders was due to product mix or pricing pressure and sought clarification on the reduced CapEx guidance.

Answer

CEO Lorie Leeson explained the production guidance change reflects both the European facility rationalization and adjustments in North America to manage backlog, while emphasizing the focus on profitability led to higher margin guidance. EVP Brian Comstock confirmed the lower average selling price was due to a product mix shift away from higher-priced auto-racks, not price degradation, and noted lease rates remain strong. CFO Michael Donfris and CEO Lorie Leeson clarified the CapEx adjustment was due to better visibility and timing of lease fleet investments.

Ken Hoexter of Bank of America inquired about the primary drivers of the strong Q1 margin performance and the apparent contradiction in commentary regarding an order demand slowdown. He also asked about the declining backlog value and later followed up on why full-year guidance wasn't raised after the strong Q1 beat.

Answer

CEO Lorie Leeson and EVP Brian Comstock attributed the margin strength to a favorable product mix, including auto and specialty cars, combined with significant operational efficiencies from their 'Better Together' strategy. Comstock clarified that the order slowdown was a temporary, pre-election pause and that the pipeline strengthened significantly in December. Regarding the backlog and guidance, Leeson and Executive Justin Roberts explained that the reported backlog doesn't include substantial, margin-accretive refurbishment work. They maintained guidance out of prudence, citing open production capacity in the second half and an expected shift in product mix, stating they were not yet ready to commit to a full year at Q1's high margin levels.

Ken Hoexter asked about the outlook for Norfolk Southern's operating ratio, questioning if the storm-adjusted Q1 result of 66.7% provides a good baseline for forecasting Q2 performance, considering typical seasonal improvements.

Answer

CFO Jason Zampi acknowledged the math but steered focus toward the full-year guidance of 150 basis points of margin improvement. He stated that while the remainder of the year needs to average under a 64% operating ratio to meet targets, the improvement won't be evenly spread. He expects Q2 to show better-than-normal seasonality from the Q1 result but declined to give specific quarterly guidance due to macro uncertainty.

Ken Hoexter of Bank of America Corporation asked about the trajectory of Norfolk Southern's operating ratio, questioning if the storm-adjusted Q1 performance sets a benchmark for Q2 to be in the 64% range given seasonal trends.

Answer

Chief Financial Officer Jason Zampi reiterated the full-year guidance of 150 basis points of margin improvement and $150 million in productivity savings. He stated that while the rest of the year would need to average below a 64% OR to meet targets, the improvement won't be linear. Zampi expects Q2 to show better-than-normal seasonal improvement from Q1's 67.9% but declined to provide specific quarterly guidance.

Ken Hoexter sought clarification on whether the revenue growth outlook was primarily volume-driven, asked about the expected cadence of share buybacks in 2025, and questioned if potential tariffs were factored into the guidance.

Answer

CMO Ed Boyle clarified that growth is a combination of volume and a price plan designed to beat deflation. CFO Jason Zampi explained that balance sheet restoration will allow for resuming share repurchases at a measured pace in 2025. CEO Mark George confirmed the guidance includes a few points of volume growth, solid core pricing, and their current outlook on tariffs.

Ken Hoexter asked about the Q4 volume outlook, specifically if growth could turn positive, and questioned if coal pricing could decline by double digits.

Answer

CMO Ed Elkins responded that he expects coal prices to drift lower but likely not by double digits. On volume, he expressed high confidence in recapturing business lost to disruptions and handling market demand due to improved network capacity and agility, highlighting opportunistic spot moves in merchandise.

Ken Hoexter of Bank of America questioned why the sequential operating ratio (OR) improvement wasn't more significant given the confidence in savings, and asked about the potential upside or downside to the 64-65% OR target.

Answer

Mark George, CFO, reiterated that significant headwinds, including an 80 basis point impact from a wage increase and a 60 basis point impact from fuel, must be overcome. John Orr, COO, added that his confidence stems from strong employee engagement and the scaling of efficiencies through the 'flywheel effect' of operational improvements.

Ken Hoexter from Bank of America inquired about the strategic thinking behind Scorpio's investment in crude tanker company DHT and asked for a view on how a potential peace resolution in Ukraine might impact the product tanker market.

Answer

President Robert Bugbee explained the DHT investment as a strategic move based on the view that VLCC market dynamics are improving and that DHT is a 'best in class' operator. Regarding a potential peace scenario, Bugbee stated it's highly doubtful the market would simply revert to its pre-conflict state, noting significant hurdles for the 'dark fleet' to re-enter Western markets.

Ken Hoexter asked for perspective on the timing of the seasonal rate recovery, considering refinery maintenance schedules and newbuild deliveries. He also questioned the reason for the sequential increase in operating costs for the MR fleet.

Answer

Chief Commercial Officer Lars Nielsen stated that a significant amount of refinery capacity is scheduled to come back online, which should drive a strong seasonal market, traditionally starting around Thanksgiving. Executive James Doyle added that maintenance was above average, suggesting a larger rebound. On costs, CFO Chris Avella explained that quarterly operating expenses can be lumpy and advised looking at year-to-date figures for a clearer trend, attributing the rise to general inflation rather than a specific issue with the MR fleet.

Ken Hoexter asked about the strategy behind the lower percentage of days booked for the Handysize fleet and whether the company was holding off for seasonal strength. He also inquired about current customer interest in three-year time charters.

Answer

President Robert Bugbee clarified that the lower booking percentage was due to a quieter, more volatile summer market, not a strategic hold. He stressed that current rates are at record highs for this time of year. Regarding time charters, he noted that while inquiry exists, he expects strategic activity to resume after the summer holiday period in a few weeks.