CVLG 10-Q
Covenant Logistics Group, Inc. (CVLG)
UNITED STATES
SECURITIES AND EXCHANGE COMMISSION
Washington, D.C. 20549
FORM
(Mark One)
| | QUARTERLY REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934 |
For the quarterly period ended
or
| | TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934 |
For the transition period from to
Commission File Number:
COVENANT LOGISTICS GROUP, INC.
(Exact name of registrant as specified in its charter)
| | |
| (State or other jurisdiction of incorporation | (I.R.S. Employer Identification No.) |
| or organization) | |
| | |
| | |
| (Address of principal executive offices) | (Zip Code) |
(Registrant's telephone number, including area code)
Securities registered pursuant to Section 12(b) of the Act:
| Title of each class | Trading Symbol(s) | Name of each exchange on which registered |
| The |
Indicate by check mark whether the registrant (1) has filed all reports required to be filed by Section 13 or 15(d) of the Securities Exchange Act of 1934 during the preceding 12 months (or for such shorter period that the registrant was required to file such reports), and (2) has been subject to such filing requirements for the past 90 days.
| | No ☐ |
Indicate by check mark whether the registrant has submitted electronically, every Interactive Data File required to be submitted pursuant to Rule 405 of Regulation S-T (§232.405 of this chapter) during the preceding 12 months (or for such shorter period that the registrant was required to submit such files).
| | No ☐ |
Indicate by check mark whether the registrant is a large accelerated filer, an accelerated filer, a non-accelerated filer, smaller reporting company, or an emerging growth company. See the definitions of "large accelerated filer," "accelerated filer," "smaller reporting company," and "emerging growth company" in Rule 12b-2 of the Exchange Act.
| Large accelerated filer ☐ |
| |
| Non-accelerated filer ☐ | Smaller reporting company | |
| Emerging growth company | ||
If an emerging growth company, indicate by check mark if the registrant has elected not to use the extended transition period for complying with any new or revised financial accounting standards provided pursuant to Section 13(a) of the Exchange Act. ☐
Indicate by check mark whether the registrant is a shell company (as defined in Rule 12b-2 of the Exchange Act).
| Yes | No ☒ |
Indicate the number of shares outstanding of each of the issuer's classes of common stock, as of the latest practicable date (August 5, 2025).
Class A Common Stock, $.01 par value:
Class B Common Stock, $.01 par value:
| PART I FINANCIAL INFORMATION |
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| Page Number |
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| Item 1. |
Financial Statements |
|
| Condensed Consolidated Balance Sheets as of June 30, 2025 and December 31, 2024 (unaudited) |
3 | |
| Condensed Consolidated Statements of Operations for the three and six months ended June 30, 2025 and 2024 (unaudited) |
4 | |
| Condensed Consolidated Statements of Comprehensive Income for the three and six months ended June 30, 2025 and 2024 (unaudited) |
5 | |
| Condensed Consolidated Statements of Stockholders' Equity for the three and six months ended June 30, 2025 and 2024 (unaudited) |
6 | |
| Condensed Consolidated Statements of Cash Flows for the six months ended June 30, 2025 and 2024 (unaudited) |
7 | |
| Notes to Condensed Consolidated Financial Statements (unaudited) |
8 | |
| Item 2. |
Management's Discussion and Analysis of Financial Condition and Results of Operations |
21 |
| Item 3. |
Quantitative and Qualitative Disclosures about Market Risk |
35 |
| Item 4. |
Controls and Procedures |
36 |
| PART II OTHER INFORMATION |
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| Page Number |
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| Item 1. |
Legal Proceedings |
37 |
| Item 1A. |
Risk Factors |
38 |
| Item 2. |
Unregistered Sales of Equity Securities and Use of Proceeds |
39 |
| Item 3. |
Defaults Upon Senior Securities |
39 |
| Item 4. |
Mine Safety Disclosures |
39 |
| Item 5. |
Other Information |
39 |
| Item 6. |
Exhibits |
40 |
| PART I |
FINANCIAL INFORMATION |
| FINANCIAL STATEMENTS |
| CONDENSED CONSOLIDATED BALANCE SHEETS |
| (In thousands, except share data) |
| June 30, 2025 | December 31, 2024 | |||||||
| (unaudited) | ||||||||
| ASSETS | ||||||||
| Current assets: | ||||||||
| Cash and cash equivalents | $ | $ | ||||||
| Accounts receivable, net of allowance of $ in 2025 and $ in 2024 | ||||||||
| Drivers' advances and other receivables, net of allowance of $ in 2025 and $ in 2024 | ||||||||
| Inventory and supplies | ||||||||
| Prepaid expenses | ||||||||
| Assets held for sale | ||||||||
| Income taxes receivable | ||||||||
| Other short-term assets | ||||||||
| Total current assets | ||||||||
| Property and equipment, at cost | ||||||||
| Less: accumulated depreciation and amortization | ( | ) | ( | ) | ||||
| Net property and equipment | ||||||||
| Goodwill | ||||||||
| Other intangibles, net | ||||||||
| Other receivables | ||||||||
| Other assets, net | ||||||||
| Noncurrent assets of discontinued operations | ||||||||
| Total assets | $ | $ | ||||||
| LIABILITIES AND STOCKHOLDERS' EQUITY | ||||||||
| Current liabilities: | ||||||||
| Checks outstanding in excess of bank balances | $ | $ | ||||||
| Accounts payable | ||||||||
| Accrued expenses | ||||||||
| Current maturities of long-term debt | ||||||||
| Current portion of finance lease obligations | ||||||||
| Current portion of operating lease obligations | ||||||||
| Current portion of insurance and claims accrual | ||||||||
| Total current liabilities | ||||||||
| Long-term debt | ||||||||
| Long-term portion of finance lease obligations | ||||||||
| Long-term portion of operating lease obligations | ||||||||
| Insurance and claims accrual | ||||||||
| Deferred income taxes | ||||||||
| Other long-term liabilities | ||||||||
| Total liabilities | ||||||||
| Stockholders' equity: | ||||||||
| Class A common stock, $ par value; shares authorized; shares issued and outstanding as of June 30, 2025; and shares issued and outstanding as of December 31, 2024 | ||||||||
| Class B common stock, $ par value; shares authorized; shares issued and outstanding | ||||||||
| Additional paid-in-capital | ||||||||
| Treasury stock at cost; and shares as of June 30, 2025 and December 31, 2024, respectively | ( | ) | ||||||
| Accumulated other comprehensive income | ||||||||
| Retained earnings | ||||||||
| Total stockholders' equity | ||||||||
| Total liabilities and stockholders' equity | $ | $ | ||||||
The accompanying notes are an integral part of these condensed consolidated financial statements.
COVENANT LOGISTICS GROUP, INC. AND SUBSIDIARIES
CONDENSED CONSOLIDATED STATEMENTS OF OPERATIONS
FOR THE three and six months ended June 30, 2025 and 2024
(In thousands, except per share data)
| Three Months Ended June 30, | Six Months Ended June 30, | |||||||||||||||
| (unaudited) | (unaudited) | |||||||||||||||
| 2025 | 2024 | 2025 | 2024 | |||||||||||||
| Revenues | ||||||||||||||||
| Freight revenue | $ | $ | $ | $ | ||||||||||||
| Fuel surcharge revenue | ||||||||||||||||
| Total revenue | $ | $ | $ | $ | ||||||||||||
| Operating expenses: | ||||||||||||||||
| Salaries, wages, and related expenses | $ | $ | $ | $ | ||||||||||||
| Fuel expense | ||||||||||||||||
| Operations and maintenance | ||||||||||||||||
| Revenue equipment rentals and purchased transportation | ||||||||||||||||
| Operating taxes and licenses | ||||||||||||||||
| Insurance and claims | ||||||||||||||||
| Communications and utilities | ||||||||||||||||
| General supplies and expenses | ||||||||||||||||
| Depreciation and amortization | ||||||||||||||||
| Loss on disposition of property and equipment, net | ||||||||||||||||
| Total operating expenses | ||||||||||||||||
| Operating income | ||||||||||||||||
| Interest expense, net | ||||||||||||||||
| Income from equity method investment | ( | ) | ( | ) | ( | ) | ( | ) | ||||||||
| Income before income taxes | ||||||||||||||||
| Income tax expense | ||||||||||||||||
| Income from continuing operations, net of tax | ||||||||||||||||
| Income from discontinued operations, net of tax | ||||||||||||||||
| Net income | $ | $ | $ | $ | ||||||||||||
| Basic income per share: (1) | ||||||||||||||||
| Income from continuing operations | $ | $ | $ | $ | ||||||||||||
| Income from discontinued operations | ||||||||||||||||
| Net income per share | $ | $ | $ | $ | ||||||||||||
| Diluted income per share: (1) | ||||||||||||||||
| Income from continuing operations | $ | $ | $ | $ | ||||||||||||
| Income from discontinued operations | ||||||||||||||||
| Net income per share | $ | $ | $ | $ | ||||||||||||
| Basic weighted average shares outstanding | ||||||||||||||||
| Diluted weighted average shares outstanding | ||||||||||||||||
| (1) | Total may not sum due to rounding. |
The accompanying notes are an integral part of these condensed consolidated financial statements.
COVENANT LOGISTICS GROUP, INC. AND SUBSIDIARIES
CONDENSED CONSOLIDATED STATEMENTS OF COMPREHENSIVE INCOME
FOR THE three and six months ended June 30, 2025 and 2024
(Unaudited and in thousands)
| Three Months Ended June 30, | Six Months Ended June 30, | |||||||||||||||
| 2025 | 2024 | 2025 | 2024 | |||||||||||||
| Net income | $ | $ | $ | $ | ||||||||||||
| Other comprehensive income: | ||||||||||||||||
| Unrealized (loss) gain on effective portion of cash flow hedges, net of tax of $ and $ in 2025 and ($) and ($) in 2024, respectively | ( | ) | ( | ) | ||||||||||||
| Reclassification of cash flow hedge gains into statement of operations, net of tax of $ and $ in 2025 and $ and $ in 2024, respectively | ( | ) | ( | ) | ( | ) | ( | ) | ||||||||
| Total other comprehensive (loss) income(1) | ( | ) | ( | ) | ||||||||||||
| Comprehensive income | $ | $ | $ | $ | ||||||||||||
| (1) | It is the Company’s policy to release income tax effects from accumulated other comprehensive income at such time as the earnings or loss of the related activity are recognized in earnings. |
The accompanying notes are an integral part of these condensed consolidated financial statements.
COVENANT LOGISTICS GROUP, INC. AND SUBSIDIARIES
CONDENSED CONSOLIDATED STATEMENTS OF STOCKHOLDERS' EQUITY
FOR THE three and six months ended June 30, 2025 and 2024
(Unaudited and in thousands)
| For the Three and Six Months Ended June 30, 2025 | ||||||||||||||||||||||||||||
| Accumulated | ||||||||||||||||||||||||||||
| Additional | Other | Total | ||||||||||||||||||||||||||
| Common Stock | Paid-In | Treasury | Comprehensive | Retained | Stockholders' | |||||||||||||||||||||||
| Class A | Class B | Capital | Stock | Income | Earnings | Equity | ||||||||||||||||||||||
| Balances at December 31, 2024 | $ | $ | $ | $ | $ | $ | $ | |||||||||||||||||||||
| Net income | ||||||||||||||||||||||||||||
| Cash dividend ($ per common share) | ( | ) | ( | ) | ||||||||||||||||||||||||
| Other comprehensive loss | ( | ) | ( | ) | ||||||||||||||||||||||||
| Stock-based employee compensation expense | - | |||||||||||||||||||||||||||
| Exercise of stock options | ||||||||||||||||||||||||||||
| Issuance of restricted shares, net | ( | ) | ( | ) | ||||||||||||||||||||||||
| Balances at March 31, 2025 | $ | $ | $ | $ | $ | $ | $ | |||||||||||||||||||||
| Net income | ||||||||||||||||||||||||||||
| Cash dividend ($ per common share) | ( | ) | ( | ) | ||||||||||||||||||||||||
| Share repurchase | - | - | ( | ) | - | - | ( | ) | ||||||||||||||||||||
| Other comprehensive loss | ( | ) | ( | ) | ||||||||||||||||||||||||
| Stock-based employee compensation expense | - | |||||||||||||||||||||||||||
| Issuance of restricted shares, net | ( | ) | ( | ) | ||||||||||||||||||||||||
| Balances at June 30, 2025 | $ | $ | $ | $ | ( | ) | $ | $ | $ | |||||||||||||||||||
| For the Three and Six Months Ended June 30, 2024 | ||||||||||||||||||||||||||||
| Accumulated | ||||||||||||||||||||||||||||
| Additional | Other | Total | ||||||||||||||||||||||||||
| Common Stock | Paid-In | Treasury | Comprehensive | Retained | Stockholders' | |||||||||||||||||||||||
| Class A | Class B | Capital | Stock | Income | Earnings | Equity | ||||||||||||||||||||||
| Balances at December 31, 2023 | $ | $ | $ | $ | ( | ) | $ | $ | $ | |||||||||||||||||||
| Net income | ||||||||||||||||||||||||||||
| Cash dividend ($ per common share) | ( | ) | ( | ) | ||||||||||||||||||||||||
| Other comprehensive income | ||||||||||||||||||||||||||||
| Exercise of stock options | ||||||||||||||||||||||||||||
| Stock-based employee compensation expense | - | |||||||||||||||||||||||||||
| Issuance of restricted shares, net | ( | ) | ( | ) | ( | ) | ||||||||||||||||||||||
| Balances at March 31, 2024 | $ | $ | $ | $ | ( | ) | $ | $ | $ | |||||||||||||||||||
| Net income | ||||||||||||||||||||||||||||
| Cash dividend ($ per common share) | ( | ) | ( | ) | ||||||||||||||||||||||||
| Other comprehensive income | ||||||||||||||||||||||||||||
| Exercise of stock options | ||||||||||||||||||||||||||||
| Stock-based employee compensation expense | ||||||||||||||||||||||||||||
| Issuance of restricted shares, net | ( | ) | ||||||||||||||||||||||||||
| Balances at June 30, 2024 | $ | $ | $ | $ | ( | ) | $ | $ | $ | |||||||||||||||||||
The accompanying notes are an integral part of these condensed consolidated financial statements.
COVENANT LOGISTICS GROUP, INC. AND SUBSIDIARIES
CONDENSED CONSOLIDATED STATEMENTS OF CASH FLOWS
FOR THE six months ended June 30, 2025 and 2024
(Unaudited and in thousands)
| Six Months Ended June 30, |
||||||||
| 2025 |
2024 |
|||||||
| Cash flows from operating activities: |
||||||||
| Net income |
$ | $ | ||||||
| Adjustments to reconcile net income to net cash provided by operating activities: |
||||||||
| Provision for losses on accounts receivable |
||||||||
| Reversal of gain on sales to equity method investee |
( |
) | ||||||
| Depreciation and amortization |
||||||||
| Deferred income tax expense |
( |
) | ||||||
| Income tax expense arising from restricted share vesting and stock options exercised |
( |
) | ( |
) | ||||
| Stock-based compensation expense |
||||||||
| Income from equity method investment |
( |
) | ( |
) | ||||
| Return on investment from equity method investee |
||||||||
| Loss on disposition of property and equipment |
||||||||
| Changes in operating assets and liabilities: |
||||||||
| Receivables and advances |
( |
) | ( |
) | ||||
| Prepaid expenses and other assets |
( |
) | ( |
) | ||||
| Inventory and supplies |
( |
) | ||||||
| Insurance and claims accrual |
||||||||
| Accounts payable and accrued expenses |
( |
) | ||||||
| Net cash flows provided by operating activities |
||||||||
| Cash flows used by investing activities: |
||||||||
| Acquisition, net of cash acquired |
( |
) | ||||||
| Other investments |
( |
) | ( |
) | ||||
| Purchase of property and equipment |
( |
) | ( |
) | ||||
| Proceeds from disposition of property and equipment |
||||||||
| Net cash flows used by investing activities |
( |
) | ( |
) | ||||
| Cash flows from financing activities: |
||||||||
| Change in checks outstanding in excess of bank balances |
||||||||
| Cash dividend |
( |
) | ( |
) | ||||
| Proceeds from notes payable |
||||||||
| Repayments of notes payable |
( |
) | ( |
) | ||||
| Repayments of finance lease obligations |
( |
) | ( |
) | ||||
| Proceeds under revolving credit facility |
||||||||
| Repayments under revolving credit facility |
( |
) | ( |
) | ||||
| Payment of contingent consideration liability |
( |
) | ( |
) | ||||
| Proceeds from exercise of stock options |
||||||||
| Payment of minimum tax withholdings on stock compensation |
( |
) | ( |
) | ||||
| Common stock repurchased |
( |
) | ||||||
| Net cash flows (used in) provided by financing activities |
( |
) | ||||||
| Net change in cash and cash equivalents |
( |
) | ( |
) | ||||
| Cash and cash equivalents at beginning of period |
||||||||
| Cash and cash equivalents at end of period |
$ | $ | ||||||
The accompanying notes are an integral part of these condensed consolidated financial statements.
COVENANT LOGISTICS GROUP, INC. AND SUBSIDIARIES
NOTES TO CONDENSED CONSOLIDATED FINANCIAL STATEMENTS
(Unaudited)
| Note 1. | Significant Accounting Policies |
Basis of Presentation
The condensed consolidated financial statements include the accounts of Covenant Logistics Group, Inc., a Nevada holding company, and its wholly owned subsidiaries. References in this report to "we," "us," "our," the "Company," and similar expressions refer to Covenant Logistics Group, Inc. and its wholly owned subsidiaries. All intercompany balances and transactions have been eliminated in consolidation.
The accompanying unaudited condensed consolidated financial statements have been prepared in accordance with accounting principles generally accepted in the United States of America for interim financial information and with the instructions to Form 10-Q and Article 10 of Regulation S-X promulgated under the Securities Act of 1933. In preparing financial statements, it is necessary for management to make assumptions and estimates affecting the amounts reported in the condensed consolidated financial statements and related notes. These estimates and assumptions are developed based upon all information available. Actual results could differ from estimated amounts. In the opinion of management, the accompanying financial statements include all adjustments that are necessary for a fair presentation of the results for the interim periods presented, such adjustments being of a normal recurring nature.
Certain information and footnote disclosures have been condensed or omitted pursuant to such rules and regulations. The December 31, 2024, condensed consolidated balance sheet was derived from our audited balance sheet as of that date. Our operating results are subject to seasonal trends when measured on a quarterly basis; therefore, operating results for the six months ended June 30, 2025 are not necessarily indicative of the results that may be expected for the year ending December 31, 2025. These condensed consolidated financial statements and notes thereto should be read in conjunction with the consolidated financial statements and notes thereto included in our Form 10-K for the year ended December 31, 2024. Results of operations in interim periods are not necessarily indicative of results to be expected for a full year.
Property and Equipment
Property and equipment is stated at cost less accumulated depreciation. Depreciation for book purposes is determined using the straight-line method over the estimated useful lives of the assets. Depreciation of revenue equipment is our largest item of depreciation. We generally depreciate new tractors over years to salvage values ranging from approximately
Recent Accounting Pronouncements
Accounting standards not yet adopted
In November 2024, the Financial Accounting Standards Board ("FASB") issued ASU 2024-03, Income Statement - Reporting Comprehensive Income - Expense Disaggregation Disclosures (Subtopic 220-40): Disaggregation of Income Statement Expenses. This guidance requires disclosure of disaggregated information about certain income statement expense line items in the notes to the financial statements. The guidance in this ASU is effective for all public entities for fiscal years beginning after December 15, 2026, and interim periods within fiscal years beginning after December 15, 2027. The update may be applied either prospectively or retrospectively. Early adoption is permitted. The Company is currently evaluating the effects adoption of this guidance will have on our consolidated financial statements.
In December 2023, the FASB issued ASU 2023-09, Improvements to Income Tax Disclosures. This new guidance is designed to enhance the transparency and decision usefulness of income tax disclosures. The amendments of this update are related to the rate reconciliation and income taxes paid, requiring (1) consistent categories and greater disaggregation of information in the rate reconciliation and (2) income taxes paid disaggregated by jurisdiction. ASU 2023-09 is effective for annual periods beginning after December 15, 2024. The Company is currently assessing the impact that adopting this new accounting standard will have on its consolidated financial statements.
Reclassification of Previously Issued Financial Statements
Certain amounts in the prior period have been reclassified in the condensed consolidated financial statements to conform to the current year presentation. There has been no impact on previously reported net income or stockholders' equity from such reclassification.
| Note 2. |
Income Per Share |
Basic income per share excludes dilution and is computed by dividing earnings available to common stockholders by the weighted-average number of common shares outstanding for the period. Diluted income per share reflects the dilution that could occur if securities or other contracts to issue common stock were exercised or converted into common stock or resulted in the issuance of common stock that then shared in our earnings. Income per share is the same for both Class A and Class B shares.
The following table sets forth, for the periods indicated, the calculation of net income per share included in the condensed consolidated statements of operations:
| (in thousands except per share data) |
Three Months Ended |
Six Months Ended |
||||||||||||||
| June 30, |
June 30, |
|||||||||||||||
| 2025 |
2024 |
2025 |
2024 |
|||||||||||||
| Numerators: |
||||||||||||||||
| Income from continuing operations |
$ | $ | $ | $ | ||||||||||||
| Income from discontinued operations |
||||||||||||||||
| Net income |
$ | $ | $ | $ | ||||||||||||
| Denominator: |
||||||||||||||||
| Denominator for basic income per share – weighted-average shares |
||||||||||||||||
| Effect of dilutive securities: |
||||||||||||||||
| Equivalent shares issuable upon conversion of unvested restricted shares |
||||||||||||||||
| Equivalent shares issuable upon conversion of unvested employee stock options |
||||||||||||||||
| Denominator for diluted income per share adjusted weighted-average shares and assumed conversions |
||||||||||||||||
| Basic income per share(1): |
||||||||||||||||
| Income from continuing operations |
$ | $ | $ | $ | ||||||||||||
| Income from discontinued operations |
||||||||||||||||
| Net income per share |
$ | $ | $ | $ | ||||||||||||
| Diluted income per share: (1) |
||||||||||||||||
| Income from continuing operations |
$ | $ | $ | $ | ||||||||||||
| Income from discontinued operations |
||||||||||||||||
| Net income per share |
$ | $ | $ | $ | ||||||||||||
| (1) | Total may not sum due to rounding. |
There were approximately 1,000 and no unvested shares excluded from the calculation of diluted earnings per share as anti-dilutive for the three and six months ended June 30, 2025, respectively, and no unvested shares excluded from the calculation of diluted earnings per share as anti-dilutive for the three and six months ended June 30, 2024. There were no unvested employee stock options excluded from the calculation of diluted earnings per share as anti-dilutive for the three and six months ended June 30, 2025 and 2024, respectively.
| Note 3. | Fair Value of Financial Instruments |
Fair value is defined as an exit price, representing the amount that would be received to sell an asset or paid to transfer a liability in an orderly transaction between market participants. Accordingly, fair value is a market-based measurement that is determined based on assumptions that market participants would use in pricing an asset or liability.
The fair value of our interest rate swap agreements is determined using the market-standard methodology of netting the discounted future fixed-cash payments and the discounted expected variable-cash receipts. The variable-cash receipts are based on an expectation of future interest rates (forward curves) derived from observable market interest rate curves. These analyses reflect the contractual terms of the swap, including the period to maturity, and use observable market-based inputs, including interest rate curves and implied volatilities. The fair value calculation also includes an amount for risk of non-performance of our counterparties using "significant unobservable inputs" such as estimates of current credit spreads to evaluate the likelihood of default, which we have determined to be insignificant to the overall fair value of our interest rate swap agreements.
The fair value of the contingent consideration arrangement is based on inputs that are not observable in the market and is estimated using a probability-weighted method. The significant unobservable inputs used in the fair value of the contingent consideration liability include the financial projections over the earn-out period, the volatility of the underlying financial metrics, and estimated discount rates.
The fair value of the life insurance policies was determined by the underwriting insurance company’s valuation models and represents the guaranteed value we would receive upon surrender of these policies as of the reporting date.
A three-tier fair value hierarchy is used to prioritize the inputs in measuring fair value as follows:
| ● | Level 1. Observable inputs such as quoted prices in active markets; |
| ● | Level 2. Inputs, other than the quoted prices in active markets, that are observable either directly or indirectly; and |
| ● | Level 3. Unobservable inputs in which there is little or no market data, which require the reporting entity to develop its own assumptions. |
Financial Instruments Measured at Fair Value on a Recurring Basis
| (in thousands) | ||||||||||||
| June 30, 2025 | December 31, 2024 | Input Level | ||||||||||
| Interest rate swaps | 2 | |||||||||||
| Contingent consideration | ( | ) | ( | ) | 3 | |||||||
| Cash surrender value life insurance policies | 2 | |||||||||||
The carrying amount of cash and cash equivalents, certificates of deposit, accounts receivable, accounts payable, and current debt approximates their fair value because of the short-term maturity of these instruments.
Interest rates that are currently available to us for issuance of long-term debt with similar terms and remaining maturities are used to estimate the fair value of our long-term debt, which primarily consists of revenue equipment installment notes. The fair value of our revenue equipment installment notes approximated the carrying value as of June 30, 2025, as the weighted average interest rate on these notes approximates the market rate for similar debt. Borrowings under our revolving Credit Facility (as defined herein) approximate fair value due to the variable interest rate on that facility.
Contingent consideration arrangements require us to pay up to $
The fair value of the contingent consideration is adjusted at each reporting period based on changes to the expected cash flows and related assumptions. During the three months ended June 30, 2025, there were contingent payments made of $
The following table provides a summary (in thousands) of the activity for the contingent consideration liability for 2025:
| December 31, 2024 | Additions | Adjustments to fair market value | Payments | June 30, 2025 | ||||||||||||||||
| Contingent consideration | $ | ( | ) | $ | ( | ) | $ | ( | ) | $ | $ | ( | ) | |||||||
| Note 4. |
Segment Information |
We have
| ● |
Expedited: The Expedited reportable segment primarily provides truckload services to customers with high service freight and delivery standards, such as 1,000 miles in 22 hours, or 15-minute delivery windows. Expedited services generally require two-person driver teams on equipment either owned or leased by the Company. |
| ● |
Dedicated: The Dedicated reportable segment provides customers with committed truckload capacity over contracted periods with the goal of three to five years in length. Equipment is either owned or leased by the Company. The Dedicated reportable segment also provides shuttle and switching services related to shuttling containers and trailers in or around freight yards and to/from warehouses for Dedicated customers. |
| ● |
Managed Freight: The Managed Freight reportable segment includes our brokerage and transport management services (“TMS”). Brokerage services provide logistics capacity by outsourcing the carriage of customers’ freight to third parties. TMS provides comprehensive logistics services on a contractual basis to customers who prefer to outsource their logistics needs. |
| ● |
Warehousing: The Warehousing reportable segment provides day-to-day warehouse management services to customers who have chosen to outsource this function. The Warehousing reportable segment also provides shuttle and switching services related to shuttling containers and trailers in or around freight yards and to/from warehouses for Warehousing customers. |
The Company's chief operating decision maker ("CODM"), the Chief Executive Officer, evaluates the operating results through reportable segment operating income, which includes certain corporate overhead allocations directly attributable to each of the segments. We do not report our intersegment revenues by segment to our CODM and do not believe they are a meaningful metric for evaluating the performance of our reportable segments.
Each segment uses certain shared infrastructure and each segment is presented with its direct costs and an allocation of certain shared overhead costs. Insurance and claims expense is charged to the segments based on their historic claims experience and an allocation of current insurance premiums.
The CODM uses operating income for each segment in the annual budget and strategic planning process. The CODM considers budget-to-actual variances on a quarterly basis as well as month-over-month variances when making decisions about the allocation of operating and capital resources to each segment. The CODM also uses segment operating income for evaluating pricing strategy, to assess the performance of each segment by comparing the results of each segment with one another, and in determining the compensation of certain employees.
The following table summarizes our total revenue by our four reportable segments, as used by our CODM in making decisions regarding allocation of resources etc., for the three and six months ended June 30, 2025 and 2024:
| (in thousands) | ||||||||||||||||||||
| Three Months Ended June 30, 2025 | Expedited | Dedicated | Managed Freight | Warehousing | Consolidated | |||||||||||||||
| Revenues | ||||||||||||||||||||
| Freight revenue | $ | $ | $ | $ | $ | |||||||||||||||
| Fuel surcharge revenue(1) | ||||||||||||||||||||
| Total revenue | $ | $ | $ | $ | $ | |||||||||||||||
| Operating expenses: | ||||||||||||||||||||
| Salaries, wages, and related expenses | ||||||||||||||||||||
| Fuel expense | ||||||||||||||||||||
| Operations and maintenance | ||||||||||||||||||||
| Revenue equipment rentals and purchased transportation | ||||||||||||||||||||
| Operating taxes and licenses | ||||||||||||||||||||
| Insurance and claims | ||||||||||||||||||||
| Communications and utilities | ||||||||||||||||||||
| General supplies and expenses | ||||||||||||||||||||
| Depreciation and amortization | ||||||||||||||||||||
| Loss on disposition of property and equipment, net | ||||||||||||||||||||
| Total allocated overhead | ||||||||||||||||||||
| Segment operating expenses | ||||||||||||||||||||
| Segment operating income | $ | $ | $ | $ | $ | |||||||||||||||
| Other (2) | ( | ) | ||||||||||||||||||
| Total consolidated operating income | ||||||||||||||||||||
| Interest expense, net | ( | ) | ||||||||||||||||||
| Income from equity method investment | ||||||||||||||||||||
| Income before income taxes | $ | |||||||||||||||||||
| (in thousands) |
||||||||||||||||||||
| Three Months Ended June 30, 2024 |
Expedited |
Dedicated |
Managed Freight |
Warehousing |
Consolidated |
|||||||||||||||
| Revenues |
||||||||||||||||||||
| Freight revenue |
$ | $ | $ | $ | $ | |||||||||||||||
| Fuel surcharge revenue(1) |
||||||||||||||||||||
| Total revenue |
$ | $ | $ | $ | $ | |||||||||||||||
| Operating expenses: |
||||||||||||||||||||
| Salaries, wages, and related expenses |
||||||||||||||||||||
| Fuel expense |
||||||||||||||||||||
| Operations and maintenance |
||||||||||||||||||||
| Revenue equipment rentals and purchased transportation |
||||||||||||||||||||
| Operating taxes and licenses |
||||||||||||||||||||
| Insurance and claims |
||||||||||||||||||||
| Communications and utilities |
||||||||||||||||||||
| General supplies and expenses |
||||||||||||||||||||
| Depreciation and amortization |
||||||||||||||||||||
| Gain on disposition of property and equipment, net |
- | ( |
) | |||||||||||||||||
| Total allocated overhead |
||||||||||||||||||||
| Segment operating expenses |
||||||||||||||||||||
| Segment operating income |
$ | $ | $ | $ | $ | |||||||||||||||
| Other (2) |
( |
) | ||||||||||||||||||
| Total consolidated operating income |
||||||||||||||||||||
| Interest expense, net |
( |
) | ||||||||||||||||||
| Income from equity method investment |
||||||||||||||||||||
| Income before income taxes |
$ | |||||||||||||||||||
| (in thousands) |
||||||||||||||||||||
| Six Months Ended June 30, 2025 |
Expedited |
Dedicated |
Managed Freight |
Warehousing |
Consolidated |
|||||||||||||||
| Revenues |
||||||||||||||||||||
| Freight revenue |
$ | $ | $ | $ | $ | |||||||||||||||
| Fuel surcharge revenue(1) |
||||||||||||||||||||
| Total revenue |
$ | $ | $ | $ | $ | |||||||||||||||
| Operating expenses: |
||||||||||||||||||||
| Salaries, wages, and related expenses |
||||||||||||||||||||
| Fuel expense |
||||||||||||||||||||
| Operations and maintenance |
||||||||||||||||||||
| Revenue equipment rentals and purchased transportation |
||||||||||||||||||||
| Operating taxes and licenses |
||||||||||||||||||||
| Insurance and claims |
||||||||||||||||||||
| Communications and utilities |
||||||||||||||||||||
| General supplies and expenses |
||||||||||||||||||||
| Depreciation and amortization |
||||||||||||||||||||
| Loss on disposition of property and equipment, net |
||||||||||||||||||||
| Total allocated overhead |
||||||||||||||||||||
| Segment operating expenses |
||||||||||||||||||||
| Segment operating income |
$ | $ | $ | $ | $ | |||||||||||||||
| Other (2) |
( |
) | ||||||||||||||||||
| Total consolidated operating income |
||||||||||||||||||||
| Interest expense, net |
( |
) | ||||||||||||||||||
| Income from equity method investment |
||||||||||||||||||||
| Income before income taxes |
$ | |||||||||||||||||||
| (in thousands) |
||||||||||||||||||||
| Six Months Ended June 30, 2024 |
Expedited |
Dedicated |
Managed Freight |
Warehousing |
Consolidated |
|||||||||||||||
| Revenues |
||||||||||||||||||||
| Freight revenue |
$ | $ | $ | $ | $ | |||||||||||||||
| Fuel surcharge revenue(1) |
||||||||||||||||||||
| Total revenue |
$ | $ | $ | $ | $ | |||||||||||||||
| Operating expenses: |
||||||||||||||||||||
| Salaries, wages, and related expenses |
||||||||||||||||||||
| Fuel expense |
||||||||||||||||||||
| Operations and maintenance |
||||||||||||||||||||
| Revenue equipment rentals and purchased transportation |
||||||||||||||||||||
| Operating taxes and licenses |
||||||||||||||||||||
| Insurance and claims |
||||||||||||||||||||
| Communications and utilities |
||||||||||||||||||||
| General supplies and expenses |
||||||||||||||||||||
| Depreciation and amortization |
||||||||||||||||||||
| Gain on disposition of property and equipment, net |
( |
) | ||||||||||||||||||
| Total allocated overhead |
||||||||||||||||||||
| Segment operating expenses |
||||||||||||||||||||
| Segment operating income |
$ | $ | $ | $ | $ | |||||||||||||||
| Other (2) |
( |
) | ||||||||||||||||||
| Total consolidated operating income |
||||||||||||||||||||
| Interest expense, net |
( |
) | ||||||||||||||||||
| Income from equity method investment |
||||||||||||||||||||
| Income before income taxes |
$ | |||||||||||||||||||
| (1) | The CODM does not receive fuel surcharge revenue and fuel expense individually, but is provided with fuel expense less fuel surcharge revenue (other than the fuel surcharge revenue we reimburse to independent contractors and other third parties which is included in purchased transportation), which we refer to as net fuel expense. The CODM uses net fuel expense to measure the effectiveness of our fuel surcharge program. |
| (2) | Other represents indirect costs not directly attributable to any one reportable segment, amortization of intangible assets, and contingent consideration liability adjustments to match the information our CODM uses to evaluate the operating results of our reportable segments. |
Balance sheet data by reportable segment is not maintained by the Company.
| Note 5. | Income Taxes |
Income tax expense in both 2025 and 2024 varies from the amount computed by applying the federal corporate income tax rates of
Our liability recorded for uncertain tax positions as of June 30, 2025 is unchanged since December 31, 2024.
The net deferred tax liability of $
The American Rescue Plan extended the reach of IRC Section 162(m) to include compensation paid to the eight highest-paid individuals other than the chief executive officer and the chief financial officers (rather than the three highest), however, this change is not effective until 2027. There is no material impact to the financial statements at this time.
We do not anticipate the Inflation Reduction Act (the "IRA") will have a significant impact on income tax expense or on other taxes. One of the most impactful provisions of the IRA includes the establishment of a Corporate Alternative Minimum Tax ("CAMT"). However, this tax only applies to corporations with three-year average earnings in excess of $1.0 billion. We will continue to monitor the CAMT each year to determine if we will become an applicable corporation. Additionally, the IRA enacted an excise tax on stock buybacks, which imposes a 1% tax on stock buybacks, subject to netting provisions regarding stock awarded to employees as part of their compensation. We do not believe this will have a material impact on our active repurchase program.
| Note 6. | Debt |
Current and long-term debt and lease obligations consisted of the following as of June 30, 2025 and December 31, 2024:
| (in thousands) | June 30, 2025 | December 31, 2024 | ||||||||||||||
| Current | Long-Term | Current | Long-Term | |||||||||||||
| Borrowings under Credit Facility | $ | $ | $ | $ | ||||||||||||
| Borrowings under the Draw Note | ||||||||||||||||
| Revenue equipment installment notes; weighted average interest rate of % at June 30, 2025, and % at December 31, 2024, due in monthly installments with final maturities at various dates ranging from February 2028 to June 2031, secured by related revenue equipment | ||||||||||||||||
| Real estate notes; interest rate of % at June 30, 2025 and % at December 31, 2024 due in monthly installments with a fixed maturity at August 2035, secured by related real estate | ||||||||||||||||
| Total debt | ||||||||||||||||
| Principal portion of finance lease obligations, secured by related revenue equipment | ||||||||||||||||
| Principal portion of operating lease obligations, secured by related real estate and revenue equipment | ||||||||||||||||
| Total debt and lease obligations | $ | $ | $ | $ | ||||||||||||
We and substantially all of our subsidiaries are parties to the Third Amended and Restated Credit Agreement (the "Credit Facility") with Bank of America, N.A., as agent (the "Agent") and JPMorgan Chase Bank, N.A. (together with the Agent, the "Lenders"). The Credit Facility is a $
Borrowings under the Credit Facility are classified as either "base rate loans" or "SOFR loans." Base rate loans accrue interest at a base rate equal to the greater of the Agent’s prime rate, the federal funds rate plus
Borrowings under the Credit Facility are subject to a borrowing base limited to the lesser of (A) $110.0 million, minus the sum of the stated amount of all outstanding letters of credit; or (B) the sum of (i)
We had $
The Credit Facility includes usual and customary events of default for a facility of this nature and provides that, upon the occurrence and continuation of an event of default, payment of all amounts payable under the Credit Facility may be accelerated, and the Lenders' commitments may be terminated. If an event of default occurs under the Credit Facility and the Lenders cause, or have the ability to cause, all of the outstanding debt obligations under the Credit Facility to become due and payable, this could result in a default under other debt instruments that contain acceleration or cross-default provisions. The Credit Facility contains certain restrictions and covenants relating to, among other things, debt, dividends, liens, acquisitions and dispositions outside of the ordinary course of business, and affiliate transactions. Failure to comply with the covenants and restrictions set forth in the Credit Facility could result in an event of default.
Pricing for the revenue equipment installment notes is quoted by the respective financial affiliates of our primary revenue equipment suppliers and other lenders at the funding of each group of equipment acquired and include fixed annual rates for new equipment under retail installment contracts. The notes included in the funding are due in monthly installments with final maturities at various dates ranging from February 2028 to June 2031. The notes contain certain requirements regarding payment, insuring of collateral, and other matters, but do not have any financial or other material covenants or events of default except certain notes totaling $
In August 2015, we financed a portion of the purchase of our corporate headquarters, a maintenance facility, and certain surrounding property in Chattanooga, Tennessee by entering into a $
In connection with the settlement of a dispute related to the sale of Transport Financial Services (the "TFS Settlement"), in September 2020, TBK Bank, SSB, as lender and agent for Triumph (“TBK Bank”), provided the Company with a $
| Note 7. | Lease Obligations |
The finance leases in effect at June 30, 2025 terminate from June 2028 through November 2033 and contain guarantees of the residual value of the related equipment by us.
A summary of our lease obligations at June 30, 2025 and 2024 are as follows:
| (dollars in thousands) | Three Months Ended | Three Months Ended | Six Months Ended | Six Months Ended | ||||||||||||
| June 30, 2025 | June 30, 2024 | June 30, 2025 | June 30, 2024 | |||||||||||||
| Finance lease cost: | ||||||||||||||||
| Amortization of right-of-use assets | $ | $ | $ | $ | ||||||||||||
| Interest on lease liabilities | ||||||||||||||||
| Operating lease cost | ||||||||||||||||
| Variable lease cost | ( | ) | ||||||||||||||
| Short-term lease cost | ||||||||||||||||
| Total lease cost | $ | $ | $ | $ | ||||||||||||
| Other information | ||||||||||||||||
| Cash paid for amounts included in the measurement of lease liabilities: | ||||||||||||||||
| Operating cash flows from finance leases | ||||||||||||||||
| Operating cash flows from operating leases | ||||||||||||||||
| Financing cash flows from finance leases | ||||||||||||||||
| Right-of-use assets obtained in exchange for new finance lease liabilities | ||||||||||||||||
| Right-of-use assets obtained in exchange for new operating lease liabilities | ||||||||||||||||
| Weighted-average remaining lease term—finance leases (in years) | ||||||||||||||||
| Weighted-average remaining lease term—operating leases (in years) | ||||||||||||||||
| Weighted-average discount rate—finance leases | % | % | ||||||||||||||
| Weighted-average discount rate—operating leases | % | % | ||||||||||||||
As of June 30, 2025 and December 31, 2024, right-of-use assets of $
Our future minimum lease payments as of June 30, 2025, are summarized as follows by lease category:
| (in thousands) | Operating | Finance | ||||||
| 2025 (1) | $ | |||||||
| 2026 | ||||||||
| 2027 | ||||||||
| 2028 | ||||||||
| 2029 | ||||||||
| Thereafter | ||||||||
| Total minimum lease payments | $ | $ | ||||||
| Less: amount representing interest | ( | ) | ( | ) | ||||
| Present value of minimum lease payments | $ | $ | ||||||
| Less: current portion | ( | ) | ( | ) | ||||
| Lease obligations, long-term | $ | $ | ||||||
(1) Excludes the six months ended June 30, 2025.
| Note 8. | Stock-Based Compensation |
Our Third Amended and Restated 2006 Omnibus Incentive Plan, as amended (the "Incentive Plan") governs the issuance of equity awards and other incentive compensation to management and members of the Board of Directors (the "Board"). The Incentive Plan includes (i) a fungible share reserve feature, under which shares subject to stock options and stock appreciation rights will be counted as share for every share granted and shares subject to all other awards will be counted as
The Incentive Plan permits annual awards of shares of our Class A common stock to executives, other key employees, consultants, non-employee directors, and eligible participants under various types of options, restricted stock, or other equity instruments. As of June 30, 2025, there were
Included in salaries, wages, and related expenses within the condensed consolidated statements of operations is stock-based compensation expense of $
The Incentive Plan allows participants to pay the federal and state minimum statutory tax withholding requirements related to awards that vest or allows participants to deliver to us shares of Class A common stock having a fair market value equal to the minimum amount of such required withholding taxes. To satisfy withholding requirements for shares that vested through June 30, 2025, certain participants elected to forfeit receipt of an aggregate of
| Note 9. |
Commitments and Contingencies |
From time-to-time, we are a party to ordinary, routine litigation arising in the ordinary course of business, most of which involves claims for personal injury and/or property damage incurred in connection with the transportation of freight.
We had $
| Note 10. |
Equity Method Investment |
We own a
As of June 30, 2025, we had a revenue equipment operating lease liability to TEL of $
We have accounted for our investment in TEL using the equity method of accounting, and thus our financial results include our proportionate share of TEL's 2025 net income through June 30, 2025, or $
Our accounts receivable from TEL, accounts payable to TEL, and investment in TEL as of June 30, 2025 and December 31, 2024 are as follows (in thousands):
| Description: |
Balance Sheet Line Item: |
June 30, 2025 |
December 31, 2024 |
||||||
| Accounts receivable from TEL |
Driver advances and other receivables |
$ | $ | ||||||
| Accounts payable to TEL |
Accrued expenses |
$ | $ | ||||||
| Investment in TEL |
Other assets |
$ | $ | ||||||
| Operating lease obligations |
Current and long-term portion of operating lease obligations |
$ | $ | ||||||
Our accounts receivable from TEL related to cash disbursements made pursuant to our performance of certain back-office and maintenance functions on TEL’s behalf.
| Note 11. |
Goodwill, Intangibles, and Other Assets |
During the six months ended June 30, 2025 we acquired an $
The Landair Holdings, Inc. ("Landair") trade name has a residual value of $
Amortization expense of $
A summary of other intangible assets as of June 30, 2025 and December 31, 2024 is as follows:
| (in thousands) |
June 30, 2025 |
|||||||||||||||
| Gross intangible assets |
Accumulated amortization |
Net intangible assets |
Remaining life (months) |
|||||||||||||
| Trade name: |
||||||||||||||||
| Dedicated |
$ | $ | ( |
) | $ | |||||||||||
| Managed Freight |
( |
) | ||||||||||||||
| Warehousing |
( |
) | ||||||||||||||
| Total trade name |
( |
) | ||||||||||||||
| Non-compete agreement: |
||||||||||||||||
| Dedicated |
( |
) | ||||||||||||||
| Managed Freight |
( |
) | ||||||||||||||
| Total non-compete agreement |
( |
) | ||||||||||||||
| Customer relationships: |
||||||||||||||||
| Dedicated |
( |
) | ||||||||||||||
| Managed Freight |
( |
) | ||||||||||||||
| Warehousing |
( |
) | ||||||||||||||
| Total customer relationships: |
( |
) | ||||||||||||||
| Credentialing: |
||||||||||||||||
| Expedited |
( |
) | ||||||||||||||
| Total credentialing |
( |
) | ||||||||||||||
| Total other intangible assets |
$ | $ | ( |
) | $ | |||||||||||
| (in thousands) |
December 31, 2024 |
|||||||||||||||
| Gross intangible assets |
Accumulated amortization |
Net intangible assets |
Remaining life (months) |
|||||||||||||
| Trade name: |
||||||||||||||||
| Dedicated |
$ | $ | ( |
) | $ | |||||||||||
| Managed Freight |
( |
) | ||||||||||||||
| Warehousing |
( |
) | ||||||||||||||
| Total trade name |
( |
) | ||||||||||||||
| Non-compete agreement: |
||||||||||||||||
| Dedicated |
( |
) | ||||||||||||||
| Managed Freight |
( |
) | ||||||||||||||
| Total non-compete agreement |
( |
) | ||||||||||||||
| Customer relationships: |
||||||||||||||||
| Dedicated |
( |
) | ||||||||||||||
| Managed Freight |
( |
) | ||||||||||||||
| Warehousing |
( |
) | ||||||||||||||
| Total customer relationships: |
( |
) | ||||||||||||||
| Credentialing: |
||||||||||||||||
| Expedited |
( |
) | ||||||||||||||
| Total credentialing |
( |
) | 145 | |||||||||||||
| Total other intangible assets |
$ | $ | ( |
) | $ | |||||||||||
The expected amortization of these assets for the next five successive years is as follows:
| (in thousands) |
||||
| 2025 (1) |
||||
| 2026 |
||||
| 2027 |
||||
| 2028 |
||||
| 2029 |
||||
| Thereafter |
||||
(1) Excludes the six months ended June 30, 2025.
There were no changes to the carrying amount of goodwill from $
| (in thousands) |
||||||||||||||||
| Expedited |
Dedicated |
Managed Freight |
Warehousing |
|||||||||||||
| Balance at June 30, 2025 |
$ | $ | $ | $ | ||||||||||||
At June 30, 2025, our insurance program involves self-insurance to certain risk retention levels. We accrue claims above our self-insured retention and record a corresponding receivable for the amounts we expect to collect from insurers upon settlement of such claims. We have $
| Note 12. | Equity |
On December 31, 2024, after market close, the Company effected a
On February 13, 2024, our Board declared a cash dividend of $
On February 10, 2025, our Board declared a cash dividend of $
On April 23, 2025, our Board approved a stock repurchase authorization of up to $
| Note 13. | Subsequent Events |
On July 4, 2025, President Trump signed The One Big Beautiful Bill Act ("OBBBA") into law. The OBBBA, among other things, includes provisions for accelerated tax depreciation, domestic research and development cost expensing, modifications to the net interest deduction limitations, and the rollback of certain alternative energy provisions. The Company is still evaluating the impacts of the bill that is effective for Q3 2025 financial reporting. At this time, the Company is still determining the implications from the passage of this legislation.
On July 17, 2025, TBK Bank reimbursed us $
ITEM 2. MANAGEMENT'S DISCUSSION AND ANALYSIS OF FINANCIAL CONDITION AND RESULTS OF OPERATIONS
The condensed consolidated financial statements include the accounts of Covenant Logistics Group, Inc., a Nevada holding company, and its wholly owned subsidiaries. References in this report to "we," "us," "our," the "Company," and similar expressions refer to Covenant Logistics Group, Inc. and its wholly owned subsidiaries. All significant intercompany balances and transactions have been eliminated in consolidation.
This report contains certain statements that may be considered forward-looking statements within the meaning of Section 21E of the Securities Exchange Act of 1934, as amended (the "Exchange Act"), and Section 27A of the Securities Act of 1933, as amended (the "Securities Act") and such statements are subject to the safe harbor created by those sections and the Private Securities Litigation Reform Act of 1995, as amended. All statements, other than statements of historical or current fact, are statements that could be deemed forward-looking statements, including without limitation: any projections of earnings, revenues, or other financial items; any statement of plans, strategies, and objectives of management for future operations; any statements concerning proposed new services or developments; any statements regarding future economic conditions or performance; and any statements of belief and any statements of assumptions underlying any of the foregoing. In this Form 10-Q, statements relating to future impact of accounting standards, future third-party transportation provider expenses, future tax rates, expenses, and deductions, expected freight demand, capacity, and volumes and trucking industry conditions, potential results of a default and testing of our fixed charge covenant under the Credit Facility or other debt agreements, expected sources, as well as adequacy, of working capital and liquidity (including our mix of debt, finance leases, and operating leases as means of financing revenue equipment), future inflation, future stock repurchases (including any taxes imposed on such repurchases) and dividends, if any, expected capital expenditures, allocations, and requirements, future customer relationships, including the length of contracted periods with our Dedicated segment, future interest expense, future driver market conditions, including driver satisfaction, future use of independent contractors, expected cash flows, future investments in and growth of our reportable segments and services, future margins of our reportable segments, future rates and prices, future depreciation and amortization, future salaries, wages, and related expenses, including driver compensation, expected net fuel costs, strategies for managing fuel costs, the effectiveness and impact of, and cash flows relating to, our fuel surcharge programs, future fluctuations in operations and maintenance expenses, expected effects and mix of our solo and team operations, future fleet size, management, utilization, upgrades, and age, availability and usage of tractors and trailers, the market value of used equipment, the anticipated impact of our investment in TEL, the future impact of our business model, service standards, strategic plan and other strategic initiatives, changes to and deviations from our business model, strategic plan, and other strategic initiatives, anticipated levels of and fluctuations relating to insurance and claims expenses, including the erosion of available limits in our aggregate insurance policies, any future indemnification obligations related to the TFS Settlement, contingent consideration related to our prior acquisitions, and the future impact of our prior acquisitions, among others, are forward-looking statements. Forward-looking statements may be identified by the use of terms or phrases such as "believe," "may," "could," "would," "will," "expects," "estimates," "projects," "appears," "mission," "anticipates," "plans," " outlook," "focus," "seek," "potential," "continue," "goal," "target," "objective," "optimistic," "intends," derivations thereof, and similar terms and phrases. Such statements are based on currently available operating, financial, and competitive information. Forward-looking statements are inherently subject to risks and uncertainties, some of which cannot be predicted or quantified, which could cause future events and actual results to differ materially from those set forth in, contemplated by, or underlying the forward-looking statements. Factors that could cause or contribute to such differences include, but are not limited to, those discussed in the section entitled "Item 1A. Risk Factors," set forth in this Form 10-Q and our Form 10-K for the year ended December 31, 2024. Readers should review and consider the factors discussed in "Item 1A. Risk Factors," set forth in this Form 10-Q and our Form 10-K for the year ended December 31, 2024, along with various disclosures in our press releases, stockholder reports, and other filings with the Securities and Exchange Commission.
All such forward-looking statements speak only as of the date of this Form 10-Q. You are cautioned not to place undue reliance on such forward-looking statements. We expressly disclaim any obligation or undertaking to release publicly any updates or revisions to any forward-looking statements contained herein to reflect any change in our expectations with regard thereto or any change in the events, conditions, or circumstances on which any such statement is based.
Executive Overview
Our second quarter earnings were $0.36 per diluted share. The highlight of our second quarter’s results was year-over-year freight revenue growth of 7.8% to $276.5 million, an all-time high for any quarter in the history of our enterprise. This milestone was achieved despite an operating environment that remained competitive throughout the quarter across many Expedited, Managed Freight, and non-specialized equipment Dedicated accounts. As the general freight market improves, we believe we are well positioned to capitalize on opportunities that improve margin and return on capital. We are also pleased to announce that during the quarter we were successful in repurchasing approximately 1.6 million shares of outstanding common stock at an average price of approximately $22.69 per share, amounting to $35.2 million of our $50.0 million stock repurchase authorization.
Additional items of note for the second quarter of 2025 include the following:
| ● |
Total revenue of $302.9 million, an increase of 5.3% compared with the second quarter of 2024, and freight revenue (which excludes revenue from fuel surcharges) of $276.5 million, an increase of 7.8% compared with the second quarter of 2024; |
|
| ● |
Operating income of $11.6 million, compared with $15.6 million in the second quarter of 2024; |
|
| ● |
Net income of $9.8 million, or $0.36 per diluted share, compared with $12.2 million, or $0.44 per diluted share, in the second quarter of 2024. Net income from continuing operations of $9.8 million, or $0.36 per diluted share, compared to $12.0 million or $0.44 per diluted share, in the second quarter of 2024. No net income from discontinued operations compared to $0.2 million, or $0.01 per diluted share, in the second quarter of 2024; |
|
| ● |
Our equity investment in TEL provided $4.3 million of pre-tax earnings in the second quarter of 2025 compared to $4.1 million in the second quarter of 2024; |
|
| ● | We distributed a total of $1.8 million to stockholders through cash dividends; | |
| ● | Since December 31, 2024, total indebtedness, comprised of total debt and finance leases, net of cash, increased by $49.1 million to $268.7 million, primarily due to repurchasing approximately $35.2 million of common stock outstanding and acquisition related payments of $19.2 million. With available borrowing capacity of $65.5 million under our Credit Facility at June 30, 2025 we do not expect to be required to test our fixed charge covenant in the foreseeable future; | |
| ● |
Leverage ratio (ending total indebtedness, comprised of debt and finance leases, net of cash, divided by the sum of operating income, depreciation and amortization, gain on disposition of property and equipment, net, and impairment of long lived property and equipment) as of June 30, 2025 was 2.02; |
|
| ● | Stockholders' equity at June 30, 2025, was $416.9 million; and | |
| ● |
Tangible book value at June 30, 2025, was $241.7 million. |
Outlook
We believe that general freight market fundamentals are slowly improving, although progress is uneven due to ongoing fluctuations in inventory levels, government policies, supply chain patterns, and industry-wide tractor capacity. We believe capacity is slowly exiting the market through a combination of fleet downsizing by larger companies, bankruptcies of smaller companies, and enforcement of English Language Proficiency and B-1 visa regulations. We are optimistic that demand will improve as excess inventories from import pull-forwards are reduced, tax and monetary policy changes take hold, and trade policy becomes clear. Improved market fundamentals typically benefit the general commodity freight within our Expedited, Dedicated, and Managed Freight segments, although the Managed Freight segment can see margin pressure until rates reset. Outside the general market, the specialized freight within our Dedicated and Expedited segments are growing, and we see resilient demand for our services. We continue to remain focused on positioning the Company to execute quickly and gain operating leverage as conditions improve, continuing to capture new dedicated contracts to expand the fleet organically, and evaluating multiple acquisition and investment opportunities. Our goal remains to grow profitably and generate meaningful returns for our stockholders while providing world-class career opportunities for our team members.
In addition to operating ratio, we use "adjusted operating ratio" as a key measure of profitability. Adjusted operating ratio is not a substitute for operating ratio measured in accordance with GAAP. There are limitations to using non-GAAP financial measures. Adjusted operating ratio means operating expenses, net of fuel surcharge revenue, excluding amortization of intangibles, and significant unusual items, divided by total revenue, less fuel surcharge revenue. We believe the use of adjusted operating ratio allows us to more effectively compare periods, while excluding the potentially volatile effect of changes in fuel prices, amortization of intangibles, and significant unusual items. Our Board and management focus on our adjusted operating ratio as an indicator of our performance from period to period. We believe our presentation of adjusted operating ratio is useful because it provides investors and securities analysts the same information that we use internally to assess our core operating performance. Although we believe that adjusted operating ratio improves comparability in analyzing our period-to-period performance, it could limit comparability to other companies in our industry, if those companies define adjusted operating ratio differently. Because of these limitations, adjusted operating ratio should not be considered a measure of income generated by our business or discretionary cash available to us to invest in the growth of our business. Management compensates for these limitations by primarily relying on GAAP results and using non-GAAP financial measures on a supplemental basis.
Operating Ratio
| Three Months Ended June 30, |
Six Months Ended June 30, |
|||||||||||||||||||||||||||||||
| GAAP Operating Ratio: |
2025 |
OR % |
2024 |
OR % |
2025 |
OR % |
2024 |
OR % |
||||||||||||||||||||||||
| Total revenue |
$ | 302,854 | $ | 287,497 | $ | 572,209 | $ | 566,260 | ||||||||||||||||||||||||
| Total operating expenses |
291,291 | 96.2 | % | 271,920 | 94.6 | % | 553,019 | 96.6 | % | 546,348 | 96.5 | % | ||||||||||||||||||||
| Operating income |
$ | 11,563 | $ | 15,577 | $ | 19,190 | $ | 19,912 | ||||||||||||||||||||||||
| Adjusted Operating Ratio: |
2025 |
Adj. OR % |
2024 |
Adj. OR % |
2025 |
Adj. OR % |
2024 |
Adj. OR % |
||||||||||||||||||||||||
| Total revenue |
$ | 302,854 | $ | 287,497 | $ | 572,209 | $ | 566,260 | ||||||||||||||||||||||||
| Fuel surcharge revenue |
(26,322 | ) | (30,985 | ) | (52,458 | ) | (62,063 | ) | ||||||||||||||||||||||||
| Freight revenue (total revenue, excluding fuel surcharge) |
276,532 | 256,512 | 519,751 | 504,197 | ||||||||||||||||||||||||||||
| Total operating income |
11,563 | 15,577 | 19,190 | 19,912 | ||||||||||||||||||||||||||||
| Adjusted for: |
||||||||||||||||||||||||||||||||
| Amortization of intangibles |
2,746 | 2,373 | 5,117 | 4,744 | ||||||||||||||||||||||||||||
| Contingent consideration liability adjustment |
710 | 720 | 1,420 | 8,814 | ||||||||||||||||||||||||||||
| Transaction costs |
- | - | 149 | - | ||||||||||||||||||||||||||||
| Adjusted operating income |
$ | 15,019 | 94.6 | % | $ | 18,670 | 92.7 | % | $ | 25,876 | 95.0 | % | $ | 33,470 | 93.4 | % | ||||||||||||||||
Revenue and Expenses
We focus on targeted markets throughout the United States where we believe our service standards can provide a competitive advantage. We are a major carrier for transportation companies such as parcel freight forwarders, less-than-truckload carriers, and third-party logistics providers that require a high level of service to support their businesses, as well as for traditional truckload customers such as manufacturers, retailers, and food and beverage shippers. Additionally, we provide poultry feed and live haul transportation, as well as highly regulated, time sensitive loads for the U.S. government.
We have four reportable segments, which include:
| ● |
Expedited: The Expedited reportable segment primarily provides truckload services to customers with high service freight and delivery standards, such as 1,000 miles in 22 hours, or 15-minute delivery windows. Expedited services generally require two-person driver teams on equipment either owned or leased by the Company. |
| ● |
Dedicated: The Dedicated reportable segment provides customers with committed truckload capacity over contracted periods with the goal of three to five years in length. Equipment is either owned or leased by the Company. The Dedicated reportable segment also provides shuttle and switching services related to shuttling containers and trailers in or around freight yards and to/from warehouses for Dedicated customers. |
| ● |
Managed Freight: The Managed Freight reportable segment includes our brokerage and transport management services (“TMS”). Brokerage services provide logistics capacity by outsourcing the carriage of customers’ freight to third parties. TMS provides comprehensive logistics services on a contractual basis to customers who prefer to outsource their logistics needs. |
| ● |
Warehousing: The Warehousing reportable segment provides day-to-day warehouse management services to customers who have chosen to outsource this function. The Warehousing reportable segment also provides shuttle and switching services related to shuttling containers and trailers in or around freight yards and to/from warehouses for Warehousing customers. |
In our Expedited and Dedicated reportable segments, we primarily generate revenue by transporting freight for our customers. Generally, we are paid a predetermined rate per mile for our truckload services. We enhance our truckload revenue by charging for tractor and trailer detention, loading and unloading activities, and other specialized services, as well as through the collection of fuel surcharges to mitigate the impact of increases in the cost of fuel. The main factors that could affect our Expedited and Dedicated revenue are the revenue per mile we receive from our customers, the percentage of miles for which we are compensated, and the number of shipments and miles we generate. These factors relate, among other things, to the general level of economic activity in the United States, inventory levels, specific customer demand, the level of capacity in the trucking industry, and driver availability.
The main expenses that impact the profitability of our Expedited and Dedicated reportable segments are the variable costs of transporting freight for our customers. These costs include fuel expenses, driver-related expenses, such as wages, benefits, training, and recruitment, and purchased transportation expenses, which primarily include compensating independent contractors. Expenses that have both fixed and variable components include maintenance and tire expense and our total cost of insurance and claims. These expenses generally vary with the miles we travel, but also have a controllable component based on safety, self-insured retention versus insurance premiums, fleet age, efficiency, and other factors. Historically, our main fixed costs include rentals and depreciation of long-term assets, such as revenue equipment and terminal facilities, and the compensation of non-driver personnel.
Within our Expedited and Dedicated reportable segments, we operate tractors driven by a single driver and also tractors assigned to two-person driver teams. Our single driver tractors generally operate in shorter lengths of haul, generate fewer miles per tractor, and experience more non-revenue miles, but the lower productive miles are expected to be offset by generally higher revenue per loaded mile and the reduced employee expense of compensating only one driver. In contrast, our two-person driver tractors generally operate in longer lengths of haul, generate greater miles per tractor, and experience fewer non-revenue miles, but we typically receive lower revenue per loaded mile and incur higher employee expenses of compensating both drivers. We expect operating statistics and expenses to shift with the mix of single and team operations.
Within our Managed Freight reportable segment, we derive revenue from Brokerage and TMS services, particularly, for arranging transportation services for customers, directly and through relationships with thousands of third-party carriers and integration with our Expedited reportable segment. Additionally, utilizing technology and process management we provide detailed visibility into a customer’s movement of freight – inbound and outbound – throughout the customer’s network and focused customer support through multiyear contracts. We provide Brokerage services directly and through agents, who are paid a commission for the freight they provide. The main factors that impact profitability in terms of expenses are the variable costs of outsourcing the transportation freight for our customers and managing fixed costs, including purchased transportation, facility warehousing costs, salaries, and selling, general, and administrative expenses.
In May 2011, we acquired a 49.0% interest in TEL. TEL is a tractor and trailer equipment leasing company and used equipment reseller. We have accounted for our investment in TEL using the equity method of accounting and thus our financial results include our proportionate share of TEL's net income since May 2011.
Our main measures of profitability are operating ratio and adjusted operating ratio. We define adjusted operating ratio as operating expenses, net of fuel surcharge revenue, excluding amortization of intangibles, and significant unusual items, divided by total revenue, less fuel surcharge revenue. See page 23 for the uses and limitations associated with adjusted operating ratio.
Revenue Equipment
At June 30, 2025, we operated 2,401 tractors and 6,639 trailers. Of such tractors, 2,274 were owned, 11 were financed under finance or operating leases, and 116 tractors were provided by independent contractors, who own and drive their own tractors. Of such trailers, 5,858 were owned and 781 were held under finance or operating leases. At June 30, 2025, our fleet had an average tractor age of 1.8 years and an average trailer age of 5.8 years.
Independent contractors provide a tractor and a driver and are responsible for all operating expenses in exchange for a fixed payment per mile, such that we do not have the capital outlay of purchasing or leasing the tractor. The payments to independent contractors and the financing of equipment under operating leases are recorded in revenue equipment rentals and purchased transportation. Expenses associated with company owned equipment, such as interest and depreciation, and expenses associated with employee drivers, including driver compensation, fuel, and other expenses, are not incurred with respect to independent contractors. Obtaining equipment from independent contractors and under operating leases effectively shifts financing expenses from interest to "above the line" operating expenses, and as such, we evaluate our efficiency using net income margin, as well as operating ratio.
RESULTS OF CONSOLIDATED OPERATIONS
COMPARISON OF three and six months ended June 30, 2025 TO three and six months ended June 30, 2024
The following tables set forth the percentage relationship of certain items to total revenue and freight revenue (total revenue less fuel surcharge revenue) for the periods indicated, where applicable (dollars in thousands):
Revenue
| Three Months Ended |
Six Months Ended |
|||||||||||||||
| June 30, |
June 30, |
|||||||||||||||
| 2025 |
2024 |
2025 |
2024 |
|||||||||||||
| Revenue: |
||||||||||||||||
| Freight revenue |
$ | 276,532 | $ | 256,512 | $ | 519,751 | $ | 504,197 | ||||||||
| Fuel surcharge revenue |
26,322 | 30,985 | 52,458 | 62,063 | ||||||||||||
| Total revenue |
$ | 302,854 | $ | 287,497 | $ | 572,209 | $ | 566,260 | ||||||||
The increase in total revenue for the three months ended June 30, 2025 compared to 2024 primarily resulted from a $17.2 million, $8.3 million, and $0.1 million increase in Managed Freight, Dedicated, and Warehousing freight revenue, respectively, partially offset by a $5.7 million decrease in Expedited freight revenue as well as a $4.7 million decrease in fuel surcharge revenue. The increase in total revenue for the six months ended June 30, 2025 compared to the 2024 period primarily resulted from a $17.2 million and $8.3 million increase in Dedicated and Managed Freight freight revenue, respectively, partially offset by a $5.7 million and $1.6 million decrease in Expedited and Warehousing freight revenue, respectively, as well as a $9.6 million decrease in fuel surcharge revenue.
See results of reportable segment operations section for discussion of fluctuations.
For comparison purposes in the discussion below, we use total revenue and freight revenue (total revenue less fuel surcharge revenue) when discussing changes as a percentage of revenue.
For each expense item discussed below, we have provided a table setting forth the relevant expense first as a percentage of total revenue, and then as a percentage of freight revenue.
Salaries, wages, and related expenses
| Three Months Ended |
Six Months Ended |
|||||||||||||||
| June 30, |
June 30, |
|||||||||||||||
| 2025 |
2024 |
2025 |
2024 |
|||||||||||||
| Salaries, wages, and related expenses |
$ | 109,148 | $ | 106,373 | $ | 214,100 | $ | 206,708 | ||||||||
| % of total revenue |
36.0 | % | 37.0 | % | 37.4 | % | 36.5 | % | ||||||||
| % of freight revenue |
39.5 | % | 41.5 | % | 41.2 | % | 41.0 | % | ||||||||
Salaries, wages, and related expenses for the three and six months ended June 30, 2025, increased on a dollars basis and, with respect to the six months as a percentage of total revenue and freight revenue, primarily as a result of increased salaries, wages, and benefits due to pay increases since the prior period as well as averaging more drivers and tractors due to growth in our Dedicated reportable segment, resulting in higher driver salaries, wages, and benefits. As a percentage of total revenue and freight revenue for the three months ended June 30, 2025, salaries, wages, and related expenses decreased as the foregoing factors increasing these expenses were offset by a lower percentage of revenue from Expedited, where we have driver pay, and a higher percentage of revenue from Managed Freight, where we don't have driver pay.
We believe driver and non-driver, including shop technicians, pay and benefits will continue to increase as the result of wage inflation, higher healthcare costs, and, in certain periods, increased incentive compensation due to better performance. Driver pay may also fluctuate based on the number of miles driven. While driver pay remains stable at the present time, we have historically put driver pay increases in place as necessary to address driver market pressure and will continue to do so in the future as necessary. If freight market rates increase, we would expect to, as we have historically, pass a portion of those rate increases on to our professional drivers. Salaries, wages, and related expenses will fluctuate to some extent based on the percentage of revenue generated by independent contractors and our Managed Freight reportable segment, for which payments are reflected in the purchased transportation line item.
Fuel expense
| Three Months Ended |
Six Months Ended |
|||||||||||||||
| June 30, |
June 30, |
|||||||||||||||
| 2025 |
2024 |
2025 |
2024 |
|||||||||||||
| Fuel expense |
$ | 27,989 | $ | 29,093 | $ | 56,157 | $ | 60,045 | ||||||||
| % of total revenue |
9.2 | % | 10.1 | % | 9.8 | % | 10.6 | % | ||||||||
| % of freight revenue |
10.1 | % | 11.3 | % | 10.8 | % | 11.9 | % | ||||||||
The decreases in total fuel expense are primarily related to lower fuel prices for three and six months ended June 30, 2025 and a 4.0% and 4.5% decrease, respectively, in total miles compared to the 2024 periods.
We receive a fuel surcharge on our loaded miles from most shippers; however, this does not cover the entire cost of fuel for several reasons, including the following: surcharges cover only loaded miles we operate; surcharges do not cover miles driven out-of-route by our drivers; and surcharges typically do not cover refrigeration unit fuel usage or fuel burned by tractors while idling. Moreover, most of our business relating to shipments obtained from freight brokers does not carry a fuel surcharge. Finally, fuel surcharges vary in the percentage of reimbursement offered, and not all surcharges fully compensate for fuel price increases even on loaded miles.
The rate of fuel price changes also can have an impact on results. Most fuel surcharges are based on the average fuel price as published by the Department of Energy ("DOE") for the week prior to the shipment, meaning we typically bill customers in the current week based on the previous week's applicable index. Therefore, in times of increasing fuel prices, we do not recover as much as we are currently paying for fuel. In periods of declining prices, the opposite is true. Fuel prices as measured by the DOE were $0.12 per gallon, or 3.3%, lower for the quarter ended June 30, 2025 compared with the same quarter in 2024.
To measure the effectiveness of our fuel surcharge program, we subtract fuel surcharge revenue (other than the fuel surcharge revenue we reimburse to independent contractors and other third parties which is included in purchased transportation) from our fuel expense. The result is referred to as net fuel expense. Our net fuel expense as a percentage of freight revenue is affected by the cost of diesel fuel net of fuel surcharge revenue, the percentage of miles driven by company tractors, our fuel economy, and our percentage of deadhead miles, for which we do not receive material fuel surcharge revenues.
Net fuel expense is shown below:
| Three Months Ended |
Six Months Ended |
|||||||||||||||
| June 30, |
June 30, |
|||||||||||||||
| 2025 |
2024 |
2025 |
2024 |
|||||||||||||
| Total fuel surcharge |
$ | 26,322 | $ | 30,985 | $ | 52,458 | $ | 62,063 | ||||||||
| Less: Fuel surcharge revenue reimbursed to independent contractors and other third parties |
1,725 | 2,647 | 3,384 | 5,201 | ||||||||||||
| Company fuel surcharge revenue |
$ | 24,597 | $ | 28,338 | $ | 49,074 | $ | 56,862 | ||||||||
| Total fuel expense |
$ | 27,989 | $ | 29,093 | $ | 56,157 | $ | 60,045 | ||||||||
| Less: Company fuel surcharge revenue |
24,597 | 28,338 | 49,074 | 56,862 | ||||||||||||
| Net fuel expense |
$ | 3,392 | $ | 755 | $ | 7,083 | $ | 3,183 | ||||||||
| % of freight revenue |
1.2 | % | 0.3 | % | 1.4 | % | 0.6 | % | ||||||||
For the periods presented, net fuel expense increased as a percentage of freight revenue primarily due to lower fuel surcharge recovery.
We expect to continue managing our idle time and tractor speeds, investing in more fuel-efficient tractors and auxiliary power units to improve our miles per gallon, locking in fuel hedges when deemed appropriate, partnering with customers to adjust fuel surcharge programs that are inadequate to recover a fair portion of fuel costs, and testing the latest technologies that reduce fuel consumption. Going forward, our net fuel expense is expected to fluctuate as a percentage of revenue based on factors such as diesel fuel prices, percentage recovered from fuel surcharge programs, percentage of uncompensated miles, percentage of revenue generated by team-driven tractors (which tend to generate higher miles and lower revenue per mile, thus proportionately more fuel cost as a percentage of revenue), percentage of revenue generated from independent contractors, and the success of fuel efficiency initiatives.
Operations and maintenance
| Three Months Ended |
Six Months Ended |
|||||||||||||||
| June 30, |
June 30, |
|||||||||||||||
| 2025 |
2024 |
2025 |
2024 |
|||||||||||||
| Operations and maintenance |
$ | 17,066 | $ | 15,552 | $ | 32,816 | $ | 29,148 | ||||||||
| % of total revenue |
5.6 | % | 5.4 | % | 5.7 | % | 5.1 | % | ||||||||
| % of freight revenue |
6.2 | % | 6.1 | % | 6.3 | % | 5.8 | % | ||||||||
The increases in operations and maintenance for the three and six months ended June 30, 2025 were primarily the result of high demands on equipment as we grow our fleet into niche service areas, including more equipment damage than was experienced in the prior year periods.
Going forward, we believe this category will fluctuate based on several factors, including the condition of the driver market and our ability to hire and retain drivers, our continued ability to maintain a relatively young fleet, accident severity and frequency, weather, the reliability of new and untested revenue equipment models, and the global disruption of the supply chain. Additionally, operations and maintenance costs may increase if we experience wage and parts inflation.
Revenue equipment rentals and purchased transportation
| Three Months Ended |
Six Months Ended |
|||||||||||||||
| June 30, |
June 30, |
|||||||||||||||
| 2025 |
2024 |
2025 |
2024 |
|||||||||||||
| Revenue equipment rentals and purchased transportation |
$ | 76,791 | $ | 62,755 | $ | 133,596 | $ | 129,506 | ||||||||
| % of total revenue |
25.4 | % | 21.8 | % | 23.3 | % | 22.9 | % | ||||||||
| % of freight revenue |
27.8 | % | 24.5 | % | 25.7 | % | 25.7 | % | ||||||||
The increases in revenue equipment rentals and purchased transportation for the three and six months ended June 30, 2025 were primarily the result of an increase in purchased transportation costs related to new business awarded to the Managed Freight reportable segment during the year that surged during the current quarter. The increases for the six months ended June 30, 2025 were partially offset by a first quarter $7.6 million decrease in purchased transportation costs due to the decline in the spot market that primarily affected the Managed Freight reportable segment. Additionally, total miles run by independent contractors decreased from 8.3% and 8.4% for the three and six months ended June 30, 2024, respectively, to 7.1% and 7.0% for the same 2025 periods, respectively.
We expect purchased transportation to fluctuate as volumes in our Managed Freight reportable segment may be volatile. In addition, if fuel prices increase, it would result in a further increase in what we pay third party carriers and independent contractors. However, this expense category will fluctuate with the number and percentage of loads hauled by independent contractors, loads handled by Managed Freight, and tractors, trailers, and other assets financed with operating leases. In addition, factors such as the cost to obtain third party transportation services and the amount of fuel surcharge revenue passed through to the third party carriers and independent contractors will affect this expense category. If industry-wide trucking capacity tightens in relation to freight demand, we may need to increase the amounts we pay to third-party transportation providers and independent contractors, which could increase this expense category on an absolute basis and as a percentage of freight revenue absent an offsetting increase in revenue. If we were to recruit more independent contractors, we would expect this line item to increase as a percentage of revenue.
Operating taxes and licenses
| Three Months Ended |
Six Months Ended |
|||||||||||||||
| June 30, |
June 30, |
|||||||||||||||
| 2025 |
2024 |
2025 |
2024 |
|||||||||||||
| Operating taxes and licenses |
$ | 3,436 | $ | 2,283 | $ | 7,022 | $ | 5,644 | ||||||||
| % of total revenue |
1.1 | % | 0.8 | % | 1.2 | % | 1.0 | % | ||||||||
| % of freight revenue |
1.2 | % | 0.9 | % | 1.4 | % | 1.1 | % | ||||||||
For the periods presented, the change in operating taxes and licenses was insignificant both as a percentage of total revenue and freight revenue.
Insurance and claims
| Three Months Ended |
Six Months Ended |
|||||||||||||||
| June 30, |
June 30, |
|||||||||||||||
| 2025 |
2024 |
2025 |
2024 |
|||||||||||||
| Insurance and claims |
$ | 17,307 | $ | 17,148 | $ | 32,590 | $ | 32,538 | ||||||||
| % of total revenue |
5.7 | % | 6.0 | % | 5.7 | % | 5.7 | % | ||||||||
| % of freight revenue |
6.3 | % | 6.7 | % | 6.3 | % | 6.5 | % | ||||||||
On a cents per mile basis, insurance and claims increased to 25.1 cents per mile and 24.4 cents per mile for the three and six months ended June 30, 2025, respectively, compared to 23.9 cents per mile and 23.4 cents per mile the 2024 periods, respectively, primarily due to relatively flat insurance and claims expense being spread over decreased miles compared to the same 2024 periods. Miles decreased primarily due to the combination of weather and avian influenza.
Our insurance program includes multi-year policies with specific insurance limits that may be eroded over the course of the policy term. If that occurs, we will be operating with less liability insurance coverage at various levels of our insurance tower. For the policy period that ran from April 1, 2018 to March 31, 2021, the aggregate limits available in the coverage layer $9.0 million in excess of $1.0 million were fully eroded based on claims expense. We replaced our $9.0 million in excess of $1.0 million layer with a new $7.0 million in excess of $3.0 million policy that we continue to maintain. Due to the erosion of the $9.0 million in excess of $1.0 million layer, any adverse developments in claims filed between April 1, 2018 and March 31, 2021, could result in additional expense accruals. We have maintained our retention and limits set in place during the prior renewal cycle. Due to these developments, we may experience additional expense accruals, increased insurance and claims expenses, and greater volatility in our insurance and claims expenses, which could have a material adverse effect on our business, financial condition, and results of operations.
During the three months ended June 30, 2025, a third-party trucking company hauling a load brokered by us was involved in an accident that resulted in multiple fatalities. The nature and extent of our potential liability, if any, relating to the accident remains uncertain. We expect insurance and claims expense to continue to be volatile over the long-term and in the second half of 2025 to increase compared to that of 2024.
Communications and utilities
| Three Months Ended |
Six Months Ended |
|||||||||||||||
| June 30, |
June 30, |
|||||||||||||||
| 2025 |
2024 |
2025 |
2024 |
|||||||||||||
| Communications and utilities |
$ | 1,481 | $ | 1,272 | $ | 2,949 | $ | 2,675 | ||||||||
| % of total revenue |
0.5 | % | 0.4 | % | 0.5 | % | 0.5 | % | ||||||||
| % of freight revenue |
0.5 | % | 0.5 | % | 0.6 | % | 0.5 | % | ||||||||
For the periods presented, the change in communications and utilities were insignificant both as a percentage of total revenue and freight revenue.
General supplies and expenses
| Three Months Ended |
Six Months Ended |
|||||||||||||||
| June 30, |
June 30, |
|||||||||||||||
| 2025 |
2024 |
2025 |
2024 |
|||||||||||||
| General supplies and expenses |
$ | 14,657 | $ | 14,477 | $ | 28,252 | $ | 35,307 | ||||||||
| % of total revenue |
4.8 | % | 5.0 | % | 4.9 | % | 6.2 | % | ||||||||
| % of freight revenue |
5.3 | % | 5.6 | % | 5.4 | % | 7.0 | % | ||||||||
The change in general supplies and expenses for the three months ended June 30, 2025 was insignificant both as a percentage of total revenue and freight revenue. For the six months ended June 30, 2025 general supplies and expenses decreased as the result of the $1.4 million increase in the fair value of the contingent consideration recognized during the 2025 period compared to an increase of $8.8 million recognized during the 2024 period.
Depreciation and amortization
| Three Months Ended |
Six Months Ended |
|||||||||||||||
| June 30, |
June 30, |
|||||||||||||||
| 2025 |
2024 |
2025 |
2024 |
|||||||||||||
| Depreciation and amortization |
$ | 23,121 | $ | 22,130 | $ | 44,916 | $ | 43,238 | ||||||||
| % of total revenue |
7.6 | % | 7.7 | % | 7.8 | % | 7.6 | % | ||||||||
| % of freight revenue |
8.4 | % | 8.6 | % | 8.6 | % | 8.6 | % | ||||||||
Depreciation and amortization consists primarily of depreciation of tractors, trailers, and other capital assets, as well as amortization of intangible assets.
Depreciation expense increased $0.6 million and $1.3 million to $20.4 million and $39.8 million for the three and six months ended June 30, 2025, respectively, compared to $19.7 million and $38.5 million in the same 2024 periods, respectively. Amortization of intangible assets was $2.8 million and $5.1 million for each of the three and six months ended June 30, 2025, respectively, compared to $2.4 million and $4.7 million for the same 2024 periods, respectively. The increase for the three and six months ended June 30, 2025 is due to the amortization of the intangible asset related to the Asset Acquisition.
We expect depreciation and amortization to remain relatively similar for the remainder of 2025, however, changes in the used tractor market have caused us to adjust residual values and increase depreciation, and further adjustments may be necessary in the future. These changes may also cause us to hold assets longer than planned, or experience increased losses on sale. Additionally, growth in our Expedited or Dedicated reportable segments could also increase depreciation and amortization going forward.
Loss on disposition of property and equipment, net
| Three Months Ended |
Six Months Ended |
|||||||||||||||
| June 30, |
June 30, |
|||||||||||||||
| 2025 |
2024 |
2025 |
2024 |
|||||||||||||
| Loss on disposition of property and equipment, net |
$ | 295 | $ | 837 | $ | 621 | $ | 1,539 | ||||||||
| % of total revenue |
0.1 | % | 0.3 | % | 0.1 | % | 0.3 | % | ||||||||
| % of freight revenue |
0.1 | % | 0.3 | % | 0.1 | % | 0.3 | % | ||||||||
For the periods presented, the decrease in loss on disposition of property and equipment, net for the three and six months ended June 30, 2025, was insignificant both as a percentage of total revenue and freight revenue.
Interest expense, net
| Three Months Ended |
Six Months Ended |
|||||||||||||||
| June 30, |
June 30, |
|||||||||||||||
| 2025 |
2024 |
2025 |
2024 |
|||||||||||||
| Interest expense, net |
$ | 2,470 | $ | 3,799 | $ | 5,327 | $ | 7,137 | ||||||||
| % of total revenue |
0.8 | % | 1.3 | % | 0.9 | % | 1.3 | % | ||||||||
| % of freight revenue |
0.9 | % | 1.5 | % | 1.0 | % | 1.4 | % | ||||||||
The decreases in interest expense for the three and six months ended June 30, 2025 were primarily due to averaging less debt outstanding as compared to the same 2024 periods.
This line item will fluctuate based on our decision with respect to purchasing revenue equipment with balance sheet debt versus operating leases, our revenue equipment replacement plan, and changing interest rates.
Income from equity method investment
| Three Months Ended |
Six Months Ended |
|||||||||||||||
| June 30, |
June 30, |
|||||||||||||||
| 2025 |
2024 |
2025 |
2024 |
|||||||||||||
| Income from equity method investment |
$ | 4,268 | $ | 4,094 | $ | 8,044 | $ | 7,770 | ||||||||
We have accounted for our investment in TEL using the equity method of accounting and thus our financial results include our proportionate share of TEL's net income or loss. The change in TEL's contribution to our results for the three and six months ended June 30, 2025 was insignificant for the periods presented.
Income tax expense
| Three Months Ended |
Six Months Ended |
|||||||||||||||
| June 30, |
June 30, |
|||||||||||||||
| 2025 |
2024 |
2025 |
2024 |
|||||||||||||
| Income tax expense |
$ | 3,521 | $ | 3,828 | $ | 5,504 | $ | 4,677 | ||||||||
| % of total revenue |
1.2 | % | 1.3 | % | 1.0 | % | 0.8 | % | ||||||||
| % of freight revenue |
1.3 | % | 1.5 | % | 1.1 | % | 0.9 | % | ||||||||
The change in income tax expense for the three and six months ended June 30, 2025 was the result of a $2.5 million decrease and a $1.4 million increase in pre-tax income compared to the same 2024 periods. The changes in pre-tax income resulted from the aforementioned changes in operating income and earnings on investment in TEL.
The effective tax rate is different from the expected combined tax rate due primarily to state tax expense and permanent differences. The rate impact of items such as executive compensation disallowance and the deductibility of per diem payments will fluctuate in future periods as income fluctuates.
RESULTS OF SEGMENT OPERATIONS
We have four reportable segments, Expedited, Dedicated, Managed Freight, and Warehousing, each as described above.
COMPARISON OF three and six months ended June 30, 2025 TO three and six months ended June 30, 2024
The following table summarizes revenue and segment operating income data by reportable segment:
| (in thousands) |
Three Months Ended |
Six Months Ended |
||||||||||||||
| June 30, |
June 30, |
|||||||||||||||
| 2025 |
2024 |
2025 |
2024 |
|||||||||||||
| Revenues: |
||||||||||||||||
| Expedited |
$ | 97,300 | $ | 108,010 | $ | 191,993 | $ | 213,481 | ||||||||
| Dedicated |
102,277 | 93,465 | 195,886 | 177,947 | ||||||||||||
| Managed Freight |
77,550 | 60,366 | 134,400 | 123,283 | ||||||||||||
| Warehousing |
25,727 | 25,656 | 49,930 | 51,549 | ||||||||||||
| Total revenues |
$ | 302,854 | $ | 287,497 | $ | 572,209 | $ | 566,260 | ||||||||
| Segment Operating Income(1): |
||||||||||||||||
| Expedited |
$ | 7,466 | $ | 12,831 | $ | 13,056 | $ | 23,699 | ||||||||
| Dedicated |
6,213 | 12,306 | 8,260 | 20,629 | ||||||||||||
| Managed Freight |
4,462 | 3,808 | 8,002 | 6,538 | ||||||||||||
| Warehousing |
1,916 | 2,895 | 3,760 | 5,786 | ||||||||||||
| (1) | Segment operating income excludes indirect costs not directly attributable to any one reportable segment, amortization of intangible assets, and contingent consideration liability adjustments to match the information our CODM uses to evaluate the operating results of our reportable segments. |
The decrease in Expedited revenue for the three months ended June 30, 2025 relates to a decrease in average freight revenue per tractor per week of 1.0%, and a $5.0 million decrease in fuel surcharge revenue compared to the 2024 quarter. The decrease in average freight revenue per tractor per week for the quarter ended June 30, 2025 is the result of a 3.5% decrease in average miles per unit partially offset by a 5.0 cents per mile (or 2.4%) increase in average rate per total mile as compared to the 2024 quarter. Expedited team-driven tractors averaged 806 and 845 tractors in the second quarter of 2025 and 2024, respectively.
For the six months ended June 30, 2025, the decrease in Expedited revenue relates to a decrease in average freight revenue per tractor per week of 1.0%, and a $9.5 million decrease in fuel surcharge revenue compared to the same 2024 period. The decrease in average freight revenue per tractor per week for the six months ended June 30, 2025 is the result of a 3.7% decrease in average miles per unit partially offset by a 4.0 cents per mile (or 1.9%) increase in average rate per total mile compared to the same 2024 period. Expedited team-driven tractors averaged 801 and 844 for the six months ended June 30, 2025 and 2024, respectively.
The increase in Dedicated revenue for the three months ended June 30, 2025 relates to a 162, or 11.7% average tractor increase partially offset by a decrease in average freight revenue per tractor per week of 1.4% compared to the 2024 quarter. The decrease in average freight revenue per tractor per week was the result of a 7.7% decrease in average miles per unit partially offset by a 20.0 cents per mile (or 7.0%) increase in average rate per total mile and compared to the 2024 quarter.
For the six months ended June 30, 2025, the increase in Dedicated revenue relates to a 187 (or 14.1%) average tractor increase partially offset by a decrease in average freight revenue per tractor per week of 1.7% compared to the same 2024 period. The decrease in average freight revenue per tractor per week for the six months ended June 30, 2025 is the result of a 10.5% decrease in average miles per unit partially offset by a 26.0 cents per mile (or 9.2%) increase in average rate per total mile compared to the same 2024 period.
For the three and six months ended June 30, 2025, Managed Freight total revenue increased primarily as a result of new business awarded during the year that surged during the three months ended June 30, 2025 as well as the team's effort to identify and execute on overflow capacity for our Expedited reportable segment. In July 2025, we experienced the departure of a key customer of Managed Freight, which we expect will significantly decrease revenue for Managed Freight during the third and fourth quarters of 2025, when compared to the second quarter of 2025.
For the three and six months ended June 30, 2025, Warehousing total revenue remained relatively even compared to the 2024 periods.
The decrease in Expedited segment operating income for the three and six months ended June 30, 2025 was primarily the result of the aforementioned decrease in revenue partially offset by a decrease in Expedited segment operating expenses. The decrease in Expedited segment operating expenses for the three months ended June 30, 2025 was primarily the result of decreases in salaries, wages, and benefits for our professional drivers and fuel expense as a compared to the same 2024 period as a result of fewer average miles per unit and a decrease in the average number of Expedited team-driven tractors. Going forward, our focus in Expedited will be on improving margins through rate increases, exiting less profitable business, and adding more profitable business.
The decrease in Dedicated segment operating income for the three and six months ended June 30, 2025 was primarily the result of an increase in Dedicated segment operating expenses, partially offset by the aforementioned increase in revenue. The increase in Dedicated segment operating expenses for the three and six months ended June 30, 2025, was primarily the result of increased salaries, wages, and benefits for our professional drivers, operations and maintenance costs, purchase transportation, insurance costs, and depreciation expense as a result of growth and increased equipment costs, since the 2024 periods. Going forward, we remain focused on our strategy of growing our dedicated fleet, specifically in areas that provide value-added services for customers. We believe that if we are successful in providing best in class service and controlling our costs, growth and improved profitability will result.
The increase in segment operating income for Managed Freight for the three and six months ended June 30, 2025 was primarily the result of the aforementioned increases in Managed Freight Revenue partially offset by an increase in Managed Freight segment operating expenses. The increase in Managed Freight segment operating expenses for the three and six months ended June 30, 2025 was primarily the result of the increases in revenue driving increases in variable expenses, primarily purchased transportation. Going forward, we seek to grow Managed Freight with profitable revenue from new customers (including to replace the key customer we lost in July 2025), work closely with our asset-based segments to capitalize on overflow opportunities when available, and optimize costs to yield longer-term margin goals in the mid-single digits, which will generate an acceptable return on capital given the asset light nature of the business.
The decrease in segment operating income for Warehousing for the three and six months ended June 30, 2025 is the combination of facility related cost increases for which we have not yet negotiated rate increases with our customers and startup-related costs and inefficiencies related to new business. Going forward, we intend to improve upon the margin within this segment through a combination of rate increases and cost reductions.
LIQUIDITY AND CAPITAL RESOURCES
Our business requires significant capital investments over the short-term and the long-term. Historically, we have financed our capital requirements with borrowings under our Credit Facility, cash flows from operations, long-term operating leases, finance leases, secured installment notes with finance companies, and proceeds from the sale of our used revenue equipment. Going forward, we expect revenue equipment acquisitions to primarily be through purchases and finance leases. Further, we expect to increase our capital allocation toward our Dedicated, Managed Freight, and Warehousing reportable segments to become the go-to partner for our customers’ most critical transportation and logistics needs. We had working capital (total current assets less total current liabilities) of $16.7 million and $32.6 million at June 30, 2025 and December 31, 2024, respectively. Our working capital on any particular day can vary significantly due to the timing of collections and cash disbursements. Based on our expected financial condition, net capital expenditures, results of operations, related net cash flows, installment notes, and other sources of financing, we believe our working capital and sources of liquidity will be adequate to meet our current and projected needs, and we do not expect to experience material liquidity constraints in the foreseeable future.
With an average tractor fleet age of 1.8 years at June 30, 2025, we believe we have flexibility to manage our fleet, and we plan to regularly evaluate our tractor replacement cycle, new tractor purchase requirements, and purchase options. If we were to grow our independent contractor fleet, our capital requirements would be reduced.
As of June 30, 2025 and December 31, 2024 we had $308.8 million and $296.9 million in debt and lease obligations, respectively, consisting of the following:
| ● |
$24.6 million and no outstanding borrowings under the Credit Facility; | |
| ● | No outstanding borrowings under the Draw Note, which expires on September 23, 2025; | |
| ● | $223.6 million and $233.5 million in revenue equipment installment notes, respectively; | |
| ● | $17.1 million and $17.8 million in real estate notes, respectively; | |
| ● | $3.6 million and $3.9 million of the principal portion of financing lease obligations, respectively; and | |
| ● | $40.0 million and $41.7 million of the operating lease obligations, respectively. |
The decrease in revenue equipment installment notes is primarily due to scheduled repayments.
As of June 30, 2025, we had $24.6 borrowings outstanding, undrawn letters of credit outstanding of approximately $19.9 million, and available borrowing capacity of $65.5 million under the Credit Facility. Additionally, we had $45.0 million of remaining availability of a $45.0 million Draw Note from Triumph which is available solely to fund any indemnification owed to Triumph in relation to the TFS Settlement. Fluctuations in the outstanding balance and related availability under our Credit Facility are driven primarily by cash flows from operations and the timing and nature of property and equipment additions that are not funded through notes payable, as well as the nature and timing of collection of accounts receivable, payments of accrued expenses, and receipt of proceeds from disposals of property and equipment.
Our net capital expenditures for the six months ended June 30, 2025 totaled $52.8 million of expenditures, as compared to $54.8 million of expenditures for the prior year period. During the six months ended June 30, 2025, we took delivery of approximately 385 new tractors and 425 new trailers, while disposing of approximately 193 used tractors and 242 used trailers. Our current fleet plan for the remainder of 2025 includes the delivery of an additional 143 new company replacement tractors and 452 additional new trailers. Net losses on disposal of equipment and real estate in the six months ended June 30, 2025 were $0.6 million compared to $1.5 million. For the balance of 2025, our baseline expectation for net capital expenditures is $50.0 million to $60.0 million, which is more than originally anticipated as a result of growth expected in our Dedicated fleet. Our expected capital expenditures are subject to change based on growth opportunities in our Dedicated fleet and the potential impacts of tariffs during the year. Our equipment plan reflects our priorities of maintaining the average age of our fleet in a manner that allows us to optimize operational uptime and related operating costs and offer a fleet of equipment that our professional drivers are proud to operate. We expect the benefits of improved utilization, fuel economy and maintenance costs to produce acceptable returns despite increased prices of new equipment and potentially lower values of used equipment.
We distributed a total of $3.7 million to stockholders in the first six months of 2025 through dividends.
We believe we have sufficient liquidity to satisfy our cash needs, and we will continue to evaluate the nature and extent of potential short-term and long-term impacts to our business.
Cash Flows
Net cash flows provided by operating activities increased to $46.7 million for the six months ended June 30, 2025, compared to $44.1 million for the same 2024 period primarily due to the $1.5 million return on investment from our equity method investee during the 2025 period.
Net cash flows used by investing activities were $53.5 million for the six months ended June 30, 2025, compared to $86.5 million used in the same 2024 period. The decrease in net cash flows used by investing activities was primarily due the timing of our trade cycle whereby we took delivery of approximately 385 new tractors and 425 new trailers, while disposing of approximately 193 used tractors and 242 used trailers during the 2025 period compared to delivery of 464 new tractors and 534 new trailers, while disposing of approximately 567 used tractors and 204 used trailers in the same 2024 period as well as the $4.6 million payment related to the acquisition of LTST and our Section 338(h)(10) election during the 2024 period. These decreases were partially offset by the acquisition of a customer relationship during the 2025 period as part of the Asset Acquisition.
Net cash flows used by financing activities were approximately $28.7 million for the six months ended June 30, 2025, compared to $41.4 million provided in the same 2024 period. The increase in net cash flows used by financing activities was primarily a function of $35.6 million of net common stock repurchases (inclusive of excise tax) partially offset by net proceeds relating to our notes payable and our Credit Facility of $14.0 million in the 2025 period compared to net proceeds of $50.0 million in the 2024 period.
Net cash flows provided by operating activities and provided by financing activities in the 2025 period also included payment of $8.0 million and $4.5 million, respectively, of contingent consideration liabilities related to the acquisition of LTST. Net cash flows provided by operating activities and provided by financing activities in the 2024 period also included payment of $3.0 million and $7.0 million, respectively, of contingent consideration liabilities related to the acquisition of AAT.
On April 23, 2025, the Board approved a stock repurchase program authorizing the purchase of up to $50 million of the Company's Class A common stock from time-to-time based upon market conditions and other factors. The stock may be repurchased on the open market, in privately negotiated transactions, or other legally permissible means, including pursuant to Rule 10b5-1 trading plans. The Company did not place a limit on the duration of the repurchase program. The stock repurchase program does not obligate the Company to repurchase any specific number of shares, and the Company may suspend or terminate the program at any time without prior notice. During the three months ended June 30, 2025, we repurchased approximately 1.6 million shares of our class A common stock for $35.2 million (excluding excise tax).
Our cash flows may fluctuate depending on capital expenditures, future stock repurchases, dividends, strategic investments or divestitures, any indemnification calls related to the TFS Settlement, and the extent of future income tax obligations and refunds.
CRITICAL ACCOUNTING POLICIES AND ESTIMATES
The preparation of financial statements in conformity with accounting principles generally accepted in the U.S. requires us to make decisions based upon estimates, assumptions, and factors we consider as relevant to the circumstances. Such decisions include the selection of applicable accounting principles and the use of judgment in their application, the results of which impact reported amounts and disclosures. Changes in future economic conditions or other business circumstances may affect the outcomes of our estimates and assumptions. Accordingly, actual results could differ from those anticipated. There have been no material changes to our most critical accounting policies and estimates during the three and six months ended June 30, 2025, compared to those disclosed in Item 7, "Management's Discussion and Analysis of Financial Condition and Results of Operations," included in our Form 10-K for the year ended December 31, 2024.
| QUANTITATIVE AND QUALITATIVE DISCLOSURES ABOUT MARKET RISK |
Our market risks have not changed materially from the market risks reported in our Form 10-K for the year ended December 31, 2024.
ITEM 4. CONTROLS AND PROCEDURES
Evaluation of Disclosure Controls and Procedures
We have established disclosure controls and procedures to ensure that material information relating to us, including our consolidated subsidiaries, is made known to the officers who certify our financial reports and to other members of senior management and the Board.
As of the end of the period covered by this report, we carried out an evaluation, under the supervision and with the participation of our management, including the Chief Executive Officer and Chief Financial Officer, of the effectiveness of the design and operations of our disclosure controls and procedures (as defined in Rule 13a-15(e) and 15d-15(e) under the Exchange Act). Based upon that evaluation, our Chief Executive Officer and Chief Financial Officer concluded that our disclosure controls and procedures were effective as of June 30, 2025.
Because of its inherent limitations, internal control over financial reporting may not prevent or detect misstatements. Also, projections of any evaluation of effectiveness to future periods are subject to the risk that controls may become inadequate because of changes in conditions, or that the degree of compliance with the policies or procedures may deteriorate. Accordingly, even effective internal control over financial reporting can only provide reasonable assurance of achieving its control objectives.
We have confidence in our internal controls and procedures. Nevertheless, our management, including our Chief Executive Officer and Chief Financial Officer, does not expect that our disclosure procedures and controls or our internal controls will prevent all errors or intentional fraud. An internal control system, no matter how well-conceived and operated, can provide only reasonable, not absolute, assurance that the objectives of such internal controls are met. Further, the design of an internal control system must reflect the fact that there are resource constraints, and the benefits of controls must be considered relative to their costs. As a result of the inherent limitations in all internal control systems, no evaluation of controls can provide absolute assurance that all our control issues and instances of fraud, if any, have been detected.
Changes in Internal Control Over Financial Reporting
There have been no changes in our internal control over financial reporting (as defined in Rules 13a-15(f) or 15d-15(f) of the Exchange Act) that occurred during the three months ended June 30, 2025 that have materially affected, or are reasonably likely to materially affect, the Company’s internal control over financial reporting.
| PART II |
OTHER INFORMATION |
| LEGAL PROCEEDINGS |
Information about our legal proceedings is included in Note 9, "Commitments and Contingencies" of the accompanying condensed consolidated financial statements and is incorporated by reference herein.
| RISK FACTORS |
While we attempt to identify, manage, and mitigate risks and uncertainties associated with our business, some level of risk and uncertainty will always be present. Our Form 10-K for the year ended December 31, 2024, in the section entitled "Item 1A. Risk Factors," describes some of the risks and uncertainties associated with our business. The information presented below supplements such risk factors. We are amending and restating in its entirety the risk factor entitled “Litigation may adversely affect our business, financial condition, and results of operations” from our Annual Report Form 10-K for the year ended December 31, 2024, as set forth below. The risk factor set forth below should be read in conjunction with the risk factors included in our Annual Report on Form 10 K for the year ended December 31, 2024. These risks and uncertainties have the potential to materially affect our business, financial condition, results of operations, cash flows, projected results, and future prospects.
Litigation may adversely affect our business, financial condition, and results of operations.
Our business is subject to the risk of litigation by employees, independent contractors, customers, vendors, government agencies, stockholders, and other parties through private actions, class actions, administrative proceedings, regulatory actions, and other processes. Recently, trucking companies, including us, have been and currently are subject to lawsuits, including class action lawsuits, alleging violations of various federal and state wage and hour laws regarding, among other things, employee meal breaks, rest periods, overtime eligibility, and failure to pay for all hours worked. A number of these lawsuits have resulted in the payment of substantial settlements or damages by the defendants. We operate a business that hauls arms, ammunitions, and explosives that could increase our exposure if there were an accident involving this freight.
The outcome of litigation, particularly class action lawsuits and regulatory actions, is difficult to assess or quantify, and the magnitude of the potential loss relating to such lawsuits may remain unknown for substantial periods of time. The cost to defend litigation may also be significant. Not all claims are covered by our insurance, and there can be no assurance that our coverage limits will be adequate to cover all amounts in dispute. Additionally, our premiums for certain insurance layers are subject to upward adjustments based on claims experience. To the extent we experience claims that are uninsured, exceed our coverage limits, involve significant aggregate use of our self-insured retention amounts, or cause increases in our insurance premiums, it could lead to increased volatility in our insurance and claims expense and any resulting increases in such expenses could have a materially adverse effect on our business, results of operations, financial condition, or cash flows.
In addition, we may be subject, and have been subject in the past, to litigation resulting from trucking accidents. The number and severity of litigation claims may be worsened by distracted driving by both truck drivers and other motorists. These lawsuits have resulted, and may result in the future, in the payment of substantial settlements or damages and increases of our insurance costs.
| UNREGISTERED SALES OF EQUITY SECURITIES AND USE OF PROCEEDS |
The table below sets forth information with respect to purchases of our Class A common stock made by us during the quarter ended June 30, 2025:
| Period |
Total Number of Shares Purchased |
Average Price Paid per Share |
Total Number of Shares Purchased as Part of Publicly Announced Plans or Programs(1) |
Approximate Dollar Value of Shares that May Yet be Purchased Under the Plans or Programs(1) |
||||||||||||
| April 1-30, 2025 |
90,000 | $ | 19.93 | 90,000 | $ | 48,206,684 | ||||||||||
| May 1-31, 2025 |
707,374 | 22.31 | 707,374 | 32,422,448 | ||||||||||||
| June 1-30, 2025 |
753,116 | 23.38 | 753,116 | 14,813,902 | ||||||||||||
| Total |
1,550,490 | 1,550,490 | $ | 14,813,902 | ||||||||||||
| (1) | On April 23, 2025, our Board approved the repurchase of up to $50.0 million of our outstanding Class A common stock. Under such authorization, we repurchased approximately 1.6 million shares of our Class A common stock for $35.2 million (excluding excise tax) during the three months ended June 30, 2025. |
The payment of cash dividends is currently limited by our financing arrangements, including certain covenants under our Credit Facility. We distributed a total of $3.7 million to stockholders in the first six months of 2025 through dividends.
| DEFAULTS UPON SENIOR SECURITIES |
Not applicable.
| MINE SAFETY DISCLOSURES |
Not applicable.
| OTHER INFORMATION |
During the second quarter of 2025, director or officer adopted or terminated a Rule 10b5-1 trading arrangement or non-Rule 10b5-1 trading arrangement.
| Exhibit Number |
Reference |
Description |
| # |
Fourth Amended and Restated Articles of Incorporation |
|
| (1) |
Sixth Amended and Restated Bylaws |
|
| # |
Fourth Amended and Restated Articles of Incorporation |
|
| (1) |
Sixth Amended and Restated Bylaws |
|
| # |
Certification pursuant to Item 601(b)(31) of Regulation S-K, as adopted pursuant to Section 302 of the Sarbanes-Oxley Act of 2002, by David R. Parker, the Company's Principal Executive Officer |
|
| # |
Certification pursuant to Item 601(b)(31) of Regulation S-K, as adopted pursuant to Section 302 of the Sarbanes-Oxley Act of 2002, by James S. Grant, the Company's Principal Financial Officer |
|
| ## |
Certification pursuant to 18 U.S.C. Section 1350, as adopted pursuant to Section 906 of the Sarbanes-Oxley Act of 2002, by David R. Parker, the Company's Chief Executive Officer |
|
| ## |
Certification pursuant to 18 U.S.C. Section 1350, as adopted pursuant to Section 906 of the Sarbanes-Oxley Act of 2002, by James S. Grant, the Company's Principal Financial Officer |
|
| 101.INS |
Inline XBRL Instance Document - the instance document does not appear in the Interactive Data File because its XBRL tags are embedded within the Inline XBRL document | |
| 101.SCH |
Inline XBRL Taxonomy Extension Schema Document |
|
| 101.CAL |
Inline XBRL Taxonomy Extension Calculation Linkbase Document |
|
| 101.DEF |
Inline XBRL Taxonomy Extension Definition Linkbase Document |
|
| 101.LAB |
Inline XBRL Taxonomy Extension Labels Linkbase Document |
|
| 101.PRE |
Inline XBRL Taxonomy Extension Presentation Linkbase Document |
|
| 104 | Cover Page Interactive Data File (embedded within the Inline XBRL Document and included in Exhibit 101) | |
| References: |
||
| (1) |
Incorporated by reference to Exhibit 3.2 to the Company's Report on Form 8-K (File No. 000-24960), filed August 9, 2021. | |
| # |
Filed herewith. |
|
| ## |
Furnished herewith. |
|
SIGNATURE
Pursuant to the requirements of the Securities Exchange Act of 1934, as amended, the registrant has duly caused this report to be signed on its behalf by the undersigned thereunto duly authorized.
| COVENANT LOGISTICS GROUP, INC. |
||
| Date: August 7, 2025 |
By: |
/s/ James S. Grant |
| James S. Grant |
||
| Chief Financial Officer in his capacity as such and as a duly authorized officer on behalf of the issuer |
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