Ladies and gentlemen, thank you for joining Forward Air Corporation's fourth quarter of 2017 earnings release conference call. Before we begin, I'd like to point out that both the press release and the webcast presentation for this call are accessible on the investor relations section of Forward Air's website at www.forwardaircorp.com. With us this morning are Chairman, President, and CEO, Bruce Campbell, and Senior Vice President and CFO, Mike Morris. By now, you should have received the press release announcing our fourth quarter of 2017 results, which were furnished to the SEC on Form 8-K on the wire yesterday after the market closed. Please be aware that during this conference call, we will be making forward-looking statements within the meaning of the Private Securities Litigation Reform Act of 1995, including statements among others regarding company's outlook for the first quarter and fiscal year of 2018.
These statements are based on current information and our current expectations. As such, they are subject to risks and other factors that may cause actual operation and results to differ materially from the results discussed in the forward-looking statements. For additional information concerning these risks and factors, please refer to our filings with the Securities and Exchange Commission and the press release and webcast presentation relating to this earnings call. The company undertakes no obligation to update any forward-looking statements, whether as a result of new information, future events, or otherwise. Today's presentation will include non-GAAP financial measures, including adjusted income from operation, adjusted income before taxes, adjusted income taxes, adjusted net income, and adjusted diluted earnings per share. These non-GAAP financial measures exclude those items that we believe affect comparability.
A reconciliation of these non-GAAP financial measures to their respective GAAP measures is set forth in our fourth quarter 2017's earnings press release. I'll turn the call to Senior Vice President and CFO of Forward Air, Mike Morris.
Thank you, Justin, and good morning to everyone on the call. Before we get to Q&A, we would like to update you on a few strategic and other items. On the strategy front, our LTL group is continuing to make investments in drivers and expanded capacity to provide our current customers with dependable, expedient, and readily available freight movements. To grow its customer base, our LTL team has also begun serving the expedited segment of the 3PL market, which we believe is a $2 billion addressable opportunity. It's still very early stages, but we have implemented local pickup and delivery at the terminals that will initially participate in this initiative, and we have our tariffs loaded in roughly 150 transportation management systems.
We're excited about being in a position to provide sustained service to our current customers while penetrating the 3PL market to selectively supplement our existing density with heavier-weight shipments. Our truckload business is implementing the McLeod operating system, which will help us grow by improving our load visibility and real-time decision-making. The dry van business in our truckload group has been migrated to McLeod, and we've begun to convert the refrigerated business. We are also enhancing our focus on growing our non-pharmaceutical refrigerated offerings as we see a strong secular growth trend for this mode. Our intermodal group has completed the integration of Atlantic and Kansas City Logistics. We are now a top 10 drayage provider with an annualized revenue run rate of $175 million.
We have a strategic roadmap of organic and inorganic investments, which we believe can grow this business to a $250 million run rate in the next two to four years. Finally, while our pool distribution group continues to strengthen its position in retail, where it does all of its business, we are also exploring other verticals where this final mile distribution model makes sense, such as healthcare, hospitality, and parts distribution. In total, we believe that these initiatives will broaden and strengthen our premium service footprint and enable us to become a larger, wider-reaching asset light freight and logistics company. Regarding capital allocation, we repurchased $50 million of stock in 2017, reducing our fully diluted share count by 1.4%, and took our leverage up to a quarter turn of EBITDA. Over time, we will continue to buy back stock because we believe in our growth initiatives.
We will also look to optimize our capital structure by carrying a more permanent level of debt, which we do not expect will exceed one turn of EBITDA. Concerning the new tax law, our fourth quarter tax provision reflects a discrete deferred tax benefit of $15.8 million related to the Federal Tax Cuts and Jobs Act. This benefit is driven by the remeasurement of our net deferred tax liability, which itself was created by accelerated tax depreciation and amortization on our tangible and intangible assets. Adjusting for this discrete benefit, we estimate that our fourth quarter book tax rate would have otherwise been 31.4%. For 2018, we currently estimate that our book tax rate will be 25% and that our free cash flow will improve roughly $15 million as a result of the lower rate.
While this is a very welcomed improvement, it is not large enough to motivate a specific change in our capital spending and capital allocation plans. As a reference point, in the past, we have seen quarterly working capital swings of this magnitude. As we mentioned on our third quarter call, the standard for revenue recognition has changed in 2018. We expect a slight impact on our line haul revenue as we are now recognizing this revenue based upon a percent complete concept as opposed to the when delivered approach that we used previously. Regarding our fuel surcharge revenue, the new standard requires that we report this revenue gross of the fuel cost, whereas previously we largely reported it on a net basis. This change will increase our fuel revenue and our fuel cost by the same amount, which will have no impact on operating income.
Our total revenue, however, will increase, which will in turn cause our operating margin to decline. We expect that our margin will be 50 to 100 basis points lower than it would have otherwise been under the previous accounting rules. One final item before we wrap up our prepared remarks. We're planning to modify the business unit operating statistics that we disclose in our quarterly earnings releases, starting with our first quarter 2018 release in April. These changes will conform our disclosed operating information to the type of operating statistics that are disclosed by other public companies in the comparable sets for each of our business units. Where we don't have a good public company comp, we will include additional operating information to enhance our disclosures. With that, Justin, let's open the line for Q&A.
Certainly. Thank you. Ladies and gentlemen, if you'd like to queue up or indicate you have a question or comment, please press *1 now. We do ask you to, or suggest that you ask as many follow-up questions relevant to your question as you can, and that you only queue up once. First, it looks like we have the line of Jack Atkins of Stephens. Your line is open.
Hey, guys. Good morning. Thanks for taking my questions.
Morning.
I guess, Bruce, if we can sort of start out and talk about the expedited LTL business. You referenced higher purchase trans costs in the quarter, which I don't think is that surprising given what we've seen in the freight markets. Can you just sort of talk about the percentage of your miles there that are outside versus on your owner-operators? Then how we should be thinking about that as we move through the year? Are there any specific initiatives that you guys are going to be sort of going after to help reduce that number?
Yeah. Let me have Mike give you the exact number.
Sure. Thanks, Mike.
Yeah, Jack. In the fourth quarter, brokered power was 21.8% of miles relative to 10.6% in the prior year fourth quarter.
Let me kind of run with that. What we look for and what we expect from our team is to get that number between 8% and 10%. If you look historically, that's where we've been. Sometimes a little bit better, sometimes a little bit worse, but never quite this high. The initiative to improve that is unbelievably all-encompassing. We have every person in our company working on adding drivers. That's very difficult to do in the fourth quarter, but in the first quarter we've had some reasonable success, and we see that momentum building. Every time we add more and more owner-operators, we're able to drive that number down.
As we go forward in the year, we expect that to go back to normal ranges. Forward Air, especially our expedite LTL group, is an ideal place for an owner-operator. No loading or unloading, et cetera. We really look forward to a lot of success there.
Okay. That's helpful. Sort of thinking big picture about, Bruce, the freight markets as you're seeing them today. Obviously, you've got a lot of experience in the industry overall, and certainly it seems like the last six months have been really unusual in terms of how rapidly the markets have recovered off of what was a pretty soft base overall. As you're thinking about spillover truckload into LTL and how that may impact, plus the secular growth story of e-commerce, and demand for expedited transportation overall, how are you thinking sort of bigger picture about demand for your expedited LTL services in 2018?
If you take 45 years of experience, I've never seen a market flip like this one did in the fall of 2017. I've never seen this type of a market where the carrier is in a position or an advantage, it's a better way to put it, since the regulation of the Motor Carrier Act back in, what, 1981. It's unbelievable the change that's gone on. All of that having been said, the market's very good now, very profitable. We've had a very strong start to the year. We're very pleased with it, and we think that continues. And then if you add on to that what Mike said in his opening comments about our entrée into the expedited side of 3PLs, we think we're poised for a really good year.
Okay, that's great to hear. We've seen fuel move up quite a bit, not just year-over-year, but I guess as you look back over the last six months. I know there's a lot of leverage in your expedite LTL business to fuel both positively and negatively. As it moves higher, it's a positive, I think, historically. How should we think about the fuel surcharge impact to the business today versus a year ago? Is that a tailwind to profitability?
Yes.
Yeah, the quick answer is yes.
Got you. Last question, I'll turn it over, I don't want to hog all the time. When we think about expedited truckload, obviously, a very challenging quarter there. It's been a challenging several quarters there. What can you do to improve the profitability there? It seems like there's going to be an opportunity to drive higher rates as we go through bid season this year, and what impact do you think that could have on the operating income of your expedited truckload business in 2018?
Well, we're hoping it's going to have a very positive impact. We really ran into the same issues a lot of other people have run into.
Yeah.
One is you have long-term contracts that are very difficult to flip quickly.
Yeah.
You have the other side of that equation, where this is an important customer or customers. We don't want to go in gouging. We want to have a long-term strategic relationship with them. At some point, you got to say, "This doesn't work.
Yeah.
Our team has gone out. We are, as rapidly as we can, repricing. In a few instances, we've had to walk away from business. To get truckload expedite really where they need to be, that's number one. Number two is, obviously, we've got to bring on more of our own power, because the purchase power is very expensive. Those are their two initiatives. It's never fun to have to fight back from this type of position, but the other side of that is, it's very clear what they have to do, and it's very achievable.
Okay. Just following up on that quickly-
No, you said that was your last one.
I'm a sell-side analyst, so I've always got to stretch it, Bruce. Just following up on that, though, when would you expect to see the contractual rate renewals really start to bear fruit in the P&L? Would it be more like the second quarter?
No.
Do you think we'd see something in the first quarter?
We'll see it in the first quarter.
Okay. Thank you again for the time.
Thank you.
Next, we have the line of J. Bruce Chan of Stifel. Your line is open.
Yes. Thank you, operator, good morning, gentlemen.
Morning.
Just a few questions from me here. First, since this may be our last opportunity to get these stats from you guys, on the equipment side, I see that LTL company power followed the trend that it's been following for the last couple of years and declined. On the leased equipment side, it looks like you've more than quadrupled there over the last year and nearly doubled sequentially. Can you maybe talk about what's driving the decision to lease versus own? I'm assuming these are operating leases and that you're not getting bonus B benefit there. Do you expect to be shifting the mix towards the leases here?
Decision that when we make up lease versus owned is not can we afford a truck, because obviously we can't. Our concern is the maintenance of that truck. We don't want to go out and invest in 50 maintenance facilities at our existing facilities across the U.S. As we get more and more into the PU&D side of the business, our decision was the best way to go at this moment, and this could change, is with leased vehicles so that we don't have to be concerned with maintenance.
I think that makes a lot of sense. Just a follow-up to that, I don't know whether you can disclose whether your provider is Ryder or Penske or someone else there.
No, I really don't want to do that.
Fair enough. Just my final question here. Given how strong the peak season seems to have been in terms of retail and then some of your efforts over the past year or so to focus on operating leverage and pool, I guess I'm a little surprised that the performance wasn't a bit better there. It looks like some of the cost increases were fairly proportional across the board. Was there anything in particular that was maybe driving the costs higher?
He had one extraordinary expense, Mike touched on it in his notes, where we had an unusual disposal cost of old equipment. Then he had a couple of other unusual things go on in the quarter. While that's disappointing, the fundamentals of the business remain the same.
Bruce, just to put some numbers around that. The equipment disposal charge was about $350,000. The other unusual item is we had about $300,000 of adverse development for some legacy vehicle liability claims from a prior year. Those are some numbers around the two things that Bruce is referring to.
Great. That's very helpful. Thank you both.
Thank you.
Next, we have the line of Ben Hartford with Baird. Your line is open.
Hey, good morning, guys. Mike, maybe I could come back to your prepared remarks. There was a comment I think you had made about operating margins 50-100 basis points lower. Is that specific to expedited LTL, or is that overall? What was that in reference to?
Overall.
Overall margin. When we think about this, is it fair to say, safe to assume that the impact is going to be Well, that 50-100 basis points drag, is that applicable to expedited LTL as well?
Yeah. It actually applies to all four segments, obviously, in different proportions. With expedited LTL and the nature of its fuel surcharge, that's probably the biggest
impact we'll see from a segment perspective, but it does exist in varying degrees across the other segments.
Sure. Okay. Just focusing on expedited LTL and operating leverage there. You've got this accounting change, but underlying profit assumptions are no different. Can you level set what you think an appropriate margin profile, maybe peak to trough, is in that segment now? We've had a number of things change over the past several years with the inclusion of Towne. You've got Complete in there, and then you've got this accounting change. It feels like from a decade ago, a lot's changed relative to the high water marks. How do you think about the margin profile, peak to trough in expedited LTL? Maybe envelop some of the initiatives that you had alluded to as well, and how we should think about mix there, too.
Well, I think the incremental margin profile for expedited LTL is going to be similar to what it's been over the past few years. While there is an accounting change with respect to grossing up fuel, when you see our releases going forward, starting with the first quarter, the prior period will be shown pro forma for the accounting effect. When you look at the two periods next to each other, you will have an apples to apples. You just don't right now until we get to the conclusion of our first quarter. Expedited LTL is bigger. It's more exposed to the macros than it was historically, but it still has the potential to put out a 30%, 40% operating margin in a good environment.
Especially as we start to make some headway in the 3PL and other initiatives we have, that should bring up the weight per shipment. I think you'll continue to see the same potential for incremental profitability quarter on quarter for expedited LTL.
You said 30% to 40%. I assume that's incrementals?
Yeah. If you look historically, I'll look at Bruce a little bit. I think the zone of incremental marginality is, call it 15% to-
45%
45%. It depends on how many things you can get right in a given quarter. If you look back to the, for example, the second quarter of 2016, the business put up an 82.8 OR. Those conditions still exist today. There isn't anything fundamentally different-
Right
that would prevent the business unit from doing that. It's a bigger business unit now, the macros matter a lot more than they might have five or 10 years ago.
Yeah.
Let me add to that, Ben. Really, we're looking at two issues within the expedite group. One is recruiting drivers and getting our purchase transportation down, which is really as high as it's ever been. We're starting to see that occur. The good news is we don't have a bunch of problems. We only have one problem, and we're totally focused on that. The further good news is the growth is beyond all expectations. They're doing a terrific job. That's going to really bear fruit, especially when you look at the incremental margin it brings on.
Bruce, that problem that you alluded to, the near-term pressure on the PT side, that's a temporary, that's a timing issue problem, right? It's not anything fundamental or structural.
No. You're absolutely right.
The growth opportunity. Mike, maybe just provide a little bit of context or update in terms of how you expect the cadence of the development of the expedited portion of the more classic LTL market to develop. What's reasonable to expect in 2018? You alluded to the $2 billion market size. How will you judge success over a, I don't know, 3-5-year period?
I think we'll judge success by seeing our weight per shipment trends increase. We're expecting, given the regionalization of supply chain, to have our length of shipment decline over time, assuming that secular trend continues. If we have weight per shipment growing from selectively bringing in some heavier weight shipments into the network, that should help counter that from a yield perspective and help keep a good margin profile for the business. Internally, we'll be looking at the traction we're getting as we enter this currently largely unaddressed market, and seeing that we get the kind of heavier weight shipments that we're looking for.
Okay. Two more. Bruce, you obviously bought Towne a couple of years ago, but in a difficult environment. The legacy, I don't know if that's the appropriate term I'll use it, the legacy expedited LTL kind of core airport-to-airport market, I think the dynamics there are well known. You guys are a market leader, but growth's been relatively constrained. The question there is, do you feel like that there's untapped potential from the Towne acquisition that you can realize now that the underlying industry fundamental backdrop is better, one? Two, what is a reasonable market growth rate for that legacy airport-to-airport business?
Well, between you and I don't even think about Towne anymore.
Okay.
It's just not relevant. We've got that behind us. We look strictly at What you said in the second part of your question, what can we do? What are we able to achieve as we move forward? What was at one time what we considered to be a very slow-growing market has changed, and part of that's obviously due to the macros. Part of it's due to the change in the supply chain process. We're excited about what we can do. That's further supported by what we did in January, which from a weather standpoint, was kind of a tough month. Where we kind of dismissed, and dismissed is probably the wrong word, where we de-emphasized the LTL expedited growth in the past, it's absolutely at the top of our list.
Good. Last one. On the acquisition front, Mike, an update here. You talked about having completed, integrated the two deals on the intermodal side. What's the pipeline look like there on the intermodal side, specifically?
We think there's a pipeline of upwards of $3 million-$400 million of potential revenue. M&A is a little fickle, as you know. Hard to predict, the pipeline is what it was previously, minus the two deals we got done.
Just to finalize that, $3 million-$400 million. You talked about adding $75 million in revenue and aggregate over the next two to four years. Obviously, that pipeline far exceeds that. Is that just potential prospects and you feel like the likelihood of being able to drive that incremental $75 million is high, the addressable set is much bigger? Is that how we should think about that?
Yes. Remember, once you buy it, you have to integrate it, that takes a little bit of time. If things go as we expect, we think we can do better than the $75 million because we have such a good team at Intermodal, they are very capable of doing it. That's a lowball, a conservative, we think there's more, obviously, based on what Mike said in terms of what we've identified.
Perfect. Thanks for the time, guys.
Thank you.
You're welcome.
Next we have the line of Kevin Sterling of Seaport Global Securities. Your line is open.
Thank you. Good morning, Bruce and Mike.
Hey, good morning.
Just following up on the M&A question. Are you seeing valuations move up as well, or are they kind of stay where they were maybe a quarter or two ago?
I haven't seen a noticeable change. Still opportunities. Valuations kind of fluctuate. It depends greatly on the company and the deal. It's really hard. It's not as bad as it was, what, 10 years ago when it was 12 and 13 times, unless you have a really stupid buyer. It's reasonable is where I would put it.
Kevin, one thing that hasn't changed is our discipline around value. That's unchanged.
Good. You guys have always kind of stuck to your knitting, that's good to hear. Bruce, you mentioned you guys walking away from some business just because it wasn't priced right or when you tried to raise prices, the customer balked. Kind of given the tight capacity environment in our first instances, I'm just curious if you're seeing this. Are you maybe seeing some of these customers come back like, "Hey, let's talk again because we just can't find capacity"? Are you getting any of those instances with business you walked away from?
Not to overemphasize that point. The emphasis there was we simply can't continue to haul the freight at this price.
Right.
If you force us, we will walk away. Obviously, we don't want to do that. In almost every case, the customers have been very understanding and have been very accommodating, we've been able to work through it, and avoid that showdown because anytime you get in a showdown, it's not good.
Yep. No, that makes sense. Hey, speaking of price, assume we'll see another GRI this spring, will it kind of be typical what you've, GRI percentage you've implemented in the past? Is that right?
Yeah, if you recall, we started recently going with a fall GRI.
Okay.
That's probably what you'll see again this year. You may see between now and then some what I call tweaking of prices. When that becomes known, we'll let you know.
Okay. One last question, I guess, just to follow up on that, Bruce. The market, you said it's the craziest you've seen in 45 years, it's probably the craziest I've seen in my 15 years of covering transports. Maybe now is a way to think about maybe to help offset some of that expensive outside power that you might have to deal with, particularly during peak season and other times you get volume surges. Could we see maybe multiple GRIs? I know you talked about tweaking, maybe multiple GRIs throughout the year to help offset some of those higher costs?
Well, on the truckload side, you're always evaluating price on a daily basis. In the expedite LTL, we evaluate, we talk about pricing every month, to make sure that we're priced where we need to be based on what we're experiencing in the market. Our goal is not to run our customer out of business, in terms of just putting up huge price increases. Our goal is to respond to the macro conditions. I think so far we've done that well, especially on the LTL side. We will continuously watch that. The day may come, as you pointed out, where we'll do multiples, but we don't see that today.
Okay. I mean, I got to believe your customers, they have a good pulse on the market. They understand what's going on. Is that right?
Sure.
Okay.
They're in the same boat that we are on the truckload side where they're locked into contracts.
Yep. Right. Okay. Bruce and Mike, I really appreciate your time this morning. Take care.
Thank you.
Next, we have the line of Todd Fowler of KeyBanc Capital Markets. Your line is open.
Good morning, Bruce and Mike. This is Conor Sweeney on for Todd this morning. How are you guys?
Good. You?
Doing well. I just want to start with the expedited LTL business here. Can you maybe discuss the decrease in weight per shipment year-over-year here in Q4? Maybe it seems a little surprising given the uptick in industrial end markets. Can you speak to that, please?
Well, remember, we're going through a transition in the supply chain, I think you're going to see more and more. I don't think the shipment size is going to get much lower, but it has changed.
The other thing that occurs for us in the fourth quarter is the influx of the Amazon business, that's all minimums. You'll see that every fourth quarter, assuming we handle that business, you'll see our shipment size drop. You should see it come up in Q1, Q2, and Q3.
Okay. No, that explains it. Very helpful. Then, maybe moving over to yields. I know, in Q3, yields were impacted by mix. Can you maybe speak to yields in Q4 2017, maybe ex mix, and what underlying yields are?
Our system yield ex fuel was flat quarter-on-quarter. We did have the GRI pushing it upwards, a continuation of a shorter length of haul driving it down from a regionalization of supply chain. Mix, you asked for it ex mix.
That's the answer ex mix.
Okay.
Flat. Flattish, you do have mix in there, which is the growth in our door-to-door offerings that has varying weight per shipment and length of haul characteristics that are going to work their way through the math. What I will tell you is when we look at things adjusted for these on a revenue per ton per mile basis, it's still attractive business.
Okay. That's helpful. Can you maybe just give us the tonnage comps, monthly tonnage comps, for LTL?
Yep. Tonnage per day was up 11.9% in the quarter. October was up 12.0%, November was up 11.3%, and December was up 12.3%.
Okay. Could you maybe speak to January trends here? How January finished?
January's looking pretty good. Our tonnage per day was up 10.5%.
Okay. Maybe just switching over to intermodal. I know we talked about the acquisition pipeline and bringing on the $75 million of incremental revenue. Now that the two previous acquisitions are closed, what level of margin improvement do you anticipate from 2017 into 2018 here?
Yes. We knew when we made the acquisition of Atlantic that we had some work to do on the margin side. Unfortunately, that's not something you can do day one. It just takes time to get it done. They're well on their way. They have a good program in place, and we'll see that margin improve. We have seen improvement, and it will continue to improve in 2018.
Okay. Just need one or two quick questions on modeling. I know with the additional leverage, Mike, maybe can you speak to what you expect for interest expense here in 2018?
Yeah, it's obviously going to be driven by how much extra leverage we put on.
maybe a safe starting point is interest expense up, call it $500,000 from where we were last year. maybe a million and a half, million seven, somewhere around there. We really need to see where we take the leverage based upon our capital needs through the year.
Mm-hmm. Okay. All right, guys, that's all I have this morning. Thanks for taking the question.
Thank you.
Thank you.
Next up, we have the line of Tyler Brown with Raymond James. Your line is open.
Hey, good morning, guys.
Morning.
Hey, Mike. Hoping we could talk a little bit more about the 3PL push in LTL. You mentioned that you've uploaded your tariff into, I think, 150 TMSs. I'm just curious, do you have any idea how much of the $2 billion addressable market those 150 clients represent?
I don't.
We don't know an exact, obviously. We went to the largest ones.
Right
because a bigger opportunity, but to give you an exact number on that would be misleading.
Okay. On the P&D operations, what % of the terminals are up and running, and do you expect that to increase, or are you good where you are here?
If I remember correctly, and I'm looking at Bruce here, so there's like 91 dots or 92 dots on that network. I think the number of dots that are up and running now is probably 70.
Which is basically done. Because the others just simply, they're small towns, don't have the density.
Right. Okay. To be clear, from a 3PL door-to-door perspective, you are effectively open for business?
Correct. Yeah.
Okay. I know it's early, but did that push have any discernible impact on tonnage late in the year, or is that more of a this next 2019-2020 story?
I don't think it would. Given the volumes that the business unit does right now, I don't think you would see anything discernible as a whole. I think, you should see it across time as we ramp up.
Right. Okay. Can you remind me specifically what the freight characteristic differentials are on 3PL versus traditional airport to airport?
Well, I can tell you what our goals are.
Okay.
Our goals are the 1,000 and 1,500 pound shipments, brought selectively in lanes where we could use the density. You would compare that to what's in our release in terms of our weight per shipment, which reflects everything else.
Right. Okay. 1,000-1,500 would be that kind of traditional or 3PL type characteristic.
If you look at our average shipment size versus a normal LTL.
Yes
It's been this way forever. We're much smaller. Part of what we're driving here is to get that larger shipment. First of all, it's normal in the business, and second of all, that's what we want to handle to help improve our density, especially in certain lanes across the U.S.
Right. Okay. I think, just turning quickly to intermodal. I think you're a top 10 dray provider at this point, but I'm just curious if you could talk about what you're seeing in terms of tightness specifically in that market, and in particular, the non-ELD exempt long haul dray market.
Well, first of all, we have seen that market tighten up, which we went through the first at least half and three quarters of the year last year, where it was a very loose market. Now, that's reversed. Let's put that aside. On the effect of ELDs on the longer haul, I can't sit here and tell you what that is. I'll be happy to talk to some of our people and see if they've seen anything. I can tell you if it had been dramatic, we would've heard about it. I would also tell you, as you well know, that if you mandate ELDs and say it's December 18th, and then you say, "We're not going to enforce until April 1," we have not seen any actions yet. Come April 1, you're going to see a lot of action.
How should we think about that? Is this a bigger opportunity, or is it a headwind? Do you think you'll take share as the market tightens up, or do you think it's going to really pinch you on the PT side?
No, I think we have a good opportunity to take even more share. I think we have a good opportunity to protect our pricing and raise it, because they simply won't be able to get some of it moved. Now, that's not across the board, but there's a portion of that business that's going to run into rough times.
Okay. It's still specifically international and staying away from the domestic market at this point?
Yes.
Okay. Lastly, Mike, can you give a 2018 CapEx, unless I missed it?
It's on page 12 of the release. We've tried to put some supplemental modeling information in the back.
Okay.
Just to let you know in general, if you go to the back of the release, we got $46 million back there.
Okay, perfect. Thanks, guys.
Thank you.
With no further questions here in queue, that does conclude the Forward Air's fourth quarter of 2017 earnings conference call. Please remember, the webcast from today will be available on the investor relations section of Forward Air's website at www.forwardaircorp.com shortly after this call. Once again, we do thank you very much for your participation in using our executive teleconference service, and you may now disconnect.