Good morning, everyone, and thank you for your joining today's conference call to discuss Daseke's financial results for the first quarter that ended March 31, 2023. With us today are Jonathan Shepko, Chief Executive Officer and Board Member, Aaron Coley, Executive Vice President and Chief Financial Officer, and Adrianne Griffin, Vice President of Investor Relations and Treasurer. After their prepared remarks, the management team will open the call for a question and answer session. As a reminder, you may now download a PDF of the presentation slides that will accompany the remarks made on today's conference call, as indicated in the press release issued earlier today. You may access these slides in the investor relations section of the Daseke's website. I would like to now turn the call over to Adrianne Griffin, who will read the company's Safe Harbor Statement that provides important cautions regarding forward-looking statements within the meaning of the Private Securities Litigation Reform Act of 1995. Adrian, please go ahead. Thank you, Michaela. Good morning, everyone. Slide two of today's presentation contains our Safe Harbor and non-GAAP statement. Today's presentation also contains forward-looking statements within the meaning of the Private Securities Litigation Reform Act of 1995. Projected financial information, including our guidance outlook are forward-looking statements. Forward-looking statements, including those with respect to revenue, earnings, performance, strategy, prospects, and other aspects of Daseke's business, are based on management's current estimates, projections, and assumptions that are subject to risks and uncertainties that could cause actual results to differ material from our expectations and projections. I encourage you to read our filings with the Securities and Exchange Commission for a discussion of the risks that can affect our business and not to place undue reliance on any forward-looking statements. We undertake no obligation to revise our forward-looking statements to reflect events or circumstances occurring after today, whether as a result of new information, future events or otherwise, except as may be required under applicable securities laws. During the call, there will also be a discussion of some items that do not conform to U.S. generally accepted accounting principles or GAAP, including and not limited to Adjusted EBITDA, Adjusted EBITDA margin, Adjusted Operating Ratio, Adjusted Operating Income, Adjusted net income or loss, and Free Cash Flow. Reconciliations of these non-GAAP measures to their most directly comparable GAAP measures are included in the appendix to the investor presentation and press release issued this morning, both of which are available on the investors tab of the Daseke website, www.daseke.com. In terms of the structure of our call today, I will start by turning the call over to Jonathan Shepko, who will review our business operations and the progress we're making as we execute against our key strategic priorities. Aaron Coley will then provide an update on our recent capital allocation actions and our first quarter results. Jonathan will conclude our prepared remarks with an updated 2023 outlook before we open the line for your questions. I'll hand the call over to Jonathan. Good morning, everyone. Thank you for joining our call today. At this point in this quarter's reporting cycle, it's likely no surprise to our listeners that our industry is facing weaker demand than many of us were forecasting at the beginning of this year. Smaller operators are experiencing near break-even spot rates, prompting an exit of capacity from the industry, with net revocations maintaining at record high levels. At the same time, remaining capacity is being reallocated into the strongest end markets, resulting in rate pressure across nearly every industry sub-vertical. Compound this with persistent inflationary headwinds, most notably maintenance costs and driver pay, with driver pay typically lagging in response to the prevailing rate environment. The cumulative effect of weaker demand, lower prices, and inflationary headwinds set the backdrop for what is framing up to be a challenging year. Despite the strain these current challenges place on our sector's fundamentals, I'd like to contextualize where we are at as a company. 2022 was a record year for Daseke. It was notably the third consecutive year of record financial performance for our company, demonstrating the initial success of our transformation efforts and better preparing us for this year's challenges. Despite a drastically different rate environment in this first quarter of 2023, we reported a favorable $46.8 million of Adjusted EBITDA. This was the second-best Adjusted EBITDA print for a first quarter in our company's history, and only $2.8 million shy of our record achieved in the more frothy first quarter of 2022. I'd like to point out the cross-cycle durability of our operating model, which is functioning as designed. Within our Flatbed segment, which generally experiences more volatility in slower freight environments, we noted several positive indicators, including relatively flat load count with an increased length of haul, increased percentage of company load miles as a percentage of total miles, and reduced deadhead. Each of which helped us drive Adjusted EBITDA margin improvement as compared to not only the first quarter of 2022, but also the fourth quarter of 2022. These productivity improvements helped us stave off the full impact of the rate declines versus the prior year period. During the first quarter of 2023, our Specialized segment delivered Adjusted EBITDA and Adjusted EBITDA margin flat to the prior year quarter, a substantial accomplishment in light of the macro environment. Lastly, I'd like to highlight the idiosyncratic opportunities still available to Daseke as we continue with our transformation. In my recent letter to shareholders, we introduced the name of these collective transformational work streams as One Daseke. One Daseke will leverage technology and facilitate the sharing of best practices while creating a more cost-efficient, durable business model that consistently delivers profitable growth across future cycles. It's a series of initiatives intended to unite the teams across the company around the culture of close coordination and continuous improvement. We are resequencing our transformation initiatives to pull forward these system deployments and extend out the operating subsidiary integrations to improve the efficiency of the integration process and the traction of the post-integration efforts, providing more sustainable long-term cost and revenue synergies. Over the coming quarters, we continue to expect these initiatives will provide cumulative incremental operating income in excess of $25 million, with additional cost and revenue synergy opportunities still available thereafter as we focus on the optimization of our business. While we do expect our One Daseke efforts to partially offset the collective headwinds in 2023 and still contribute approximately $15 million in support of Adjusted EBITDA, as referenced on our last earnings call, our resequencing of these work streams is expected to shift realization of the totality of these run rate synergies slightly from late 2023 to mid-2024. With that, I'll hand the call over to Aaron, who will close our prepared remarks. Aaron? Thank you, Jonathan. Good morning, everyone. In February, we established a target gross leverage of 1.5x-2x total debt to Adjusted EBITDA for normalized ongoing operations. After quarter end, we took decisive action toward this goal, paying off $50 million of long-term debt balance with cash on-hand, thus cutting interest expense associated with $50 million of long-term debt and reducing our pro forma gross leverage from 2.88x to 2.66x. We also used $20 million of cash on hand to redeem the entire class of Series B-1 preferred shares that were receiving a 13% cash dividend, thus eliminating $2.6 million of annual dividend payments. These combined actions improved first quarter Adjusted EPS by $0.03 on a pro forma basis, or $0.11 annualized. Pro forma for these transactions, we have maintained a healthy level of available liquidity at $95.6 million, including a cash balance of $91 million and $104.6 million of availability under our undrawn revolving credit facility. We will continue evaluating opportunities for additional outsized repayments to reduce gross leverage, further improving the risk-adjusted return for current and prospective shareholders. As Jonathan mentioned in his opening remarks, the first quarter of this year was characterized by an environment of softening freight demand and lower overall freight rates. While we were not immune to these headwinds, our asset-right model moderated the impacts. I'll also remind our listeners that first quarter of 2022 was the highest ever first quarter Adjusted EBITDA for the company. The current year quarter consolidated revenue declined by $21.1 million, or 5%, to $399.8 million. The decline was due to a $17.6 million reduction in brokerage revenue, all of which was contained within our Flatbed Solutions segment, as well as a $17.6 million reduction in owner-operator freight as we continue to focus on loading higher-margin company-owned assets and improving utilization for our entire company-owned fleet. The intentional shift afforded by our model allowed us to capture an additional $4.3 million of company freight revenue with better margin pull-through, partially offsetting the brokerage and owner-operator declines. We realized continued demand strength in agriculture and high-security cargo end markets due to the non-correlated relationship of agricultural equipment deliveries and sensitive cargo transport to the broader industrial economy, offset by a decrease in construction end market, symptomatic of the impacts of a high interest rate environment and a degree of continued economic uncertainty. Compared to our record first quarter of 2022, our adjusted operating ratio increased slightly by 120 basis points to 93.4% as total operating expenses fell more slowly than revenue. While overall expenses were lower, we realized increases in salaries, wages, and benefits and operations and maintenance expense that pressured margin. Over the next several quarters, however, we expect these expenses will begin to reflect the changing dynamics of the current cycle. Transitioning now to net income. In the current year quarter, net income was half a million or $0.05 loss per diluted common share compared to the prior quarter of $13 million or $0.18 of earnings per diluted share. $7.2 million of the comparative period net income decline related to the expiration of warrants in the prior quarter that did not recur, an incremental net interest expense resulting from rising floating interest rates on a flat absolute quantum of debt. Regarding EPS, approximately $0.19 of comparative period decline related to the increased net interest expense and the expiration of warrants previously mentioned, as well as $1.5 million in cash dividends associated with the Series B preferred shares that were issued in November of 2022 in connection with the founders' share repurchase. Despite these headwinds, Adjusted EBITDA was $46.8 million, Adjusted EBITDA margin was 13.4%, representing a modest improvement in margin from 13.2% in the prior year quarter. As a final highlight of our consolidated results, we generated Free Cash Flow of $33.7 million, nearly $3 million more than the prior year quarter, a significant achievement in a difficult environment. Turning now to our specialized solutions segment. Revenue was $230.7 million, a 1.8% improvement versus the prior year, as our team prioritized loading higher margin company-owned assets. Through these efforts, company freight revenue increased slightly as a 5% increase in miles outpaced a decline in the company rate per mile. Demand strength in agricultural and energy end markets added to revenue growth, as well as the contribution from the hazardous waste-focused SJ Transportation acquisition, which was completed late in the prior year quarter. These gains were partially offset by declines in the construction and manufacturing end markets. Overall, the specialized segment recorded approximately flat miles, a slight decline of 1.5% in average rate per mile to $3.31, and a segment adjusted OR that was roughly flat at 92.4%. In the first quarter of 2023, net income increased to $2.1 million from $6.2 million in the prior year quarter, primarily due to increased interest expense. Adjusted EBITDA and Adjusted EBITDA margin increased slightly to $27.9 million or 13.6%. We are very pleased with the financial and operational performance of this segment during a difficult quarter. Turning now to our Flatbed Solutions segment. The first quarter demonstrates the adaptability of our asset-right strategy. In an environment with 9.3% lower rates and roughly half the flatbed loads available in the market versus this time last year, our team shifted priority to loading higher-margin company assets, which generated an increase in company freight revenue of 8.7% due to a nearly 21% increase in company miles driven, as compared to 7.6 fewer miles driven by owner-operators. The result of these movements was segment revenue of $169.1 million, at $25.3 million lower than the prior year quarter, primarily due to a $17.7 million decline in brokerage revenue. With the industrial end markets we serve, strength in the manufacturing end market was more than offset by decline in steel and construction end markets. Flatbed Solutions' adjusted OR was 94.8%, primarily due to lower revenue. Segment Adjusted EBITDA was $18.9 million, with Adjusted EBITDA margin improving slightly for both the prior period quarter and sequential quarter to 13.2%, though improved operational and productivity efforts by our flatbed teams. Looking at these results, our asset-right operating model is working as designed. We're concentrating on our efforts on enhancing productivity, which we expect to improve across the year. I'll now turn the call back to Jonathan for an update in our 2023 outlook. Jonathan? Thank you, Aaron. While our organization successfully navigated a difficult first quarter, in the remainder of 2023, we now anticipate a delayed recovery in freight demand that is likely to attenuate the seasonal uplift in rates and volumes typically realized in our second and third quarters, compounded by revised rate expectations for the remainder of the year that are 1%-2% lower than those forecast at the beginning of 2023, which appear to be well in line with the adjustments made by the broader industry. If these expectations prevail, we anticipate full year 2023 Adjusted EBITDA in the range of $210 million-$220 million, which is 6%-11% below our previous guidance of $235 million, and again, is generally consistent with the recalibrations announced by most of our truckload peers this quarter. A return to stronger supply and demand fundamentals, including rates, seasonality, or economic recovery, along with our continuing cost and revenue optimization initiatives, could positively influence our ultimate financial performance. Our organic capital expenditures net of property and equipment sales are expected to be $135 million-$145 million, as compared to an original outlook of $145 million-$155 million. We believe consistent, disciplined reinvestment in our fleet is imperative across all cycles to enhance the driver experience, reduce future operating expenses, and prepare our fleet for increasing profitability. Our fleet utilization is improving, and our driver recruiting classes are the largest we've had in recent history, further positioning us to outperform through the early-stage recovery of the next cycle. In this environment, we are investing in the technology and processes to support profitable growth in the upcycle, while prudently managing near-term controllable costs and reallocating resources to accelerate performance in this current environment. Our One Daseke efforts will not only augment the resilience and efficiency of the model with technology, best practice, and continuous improvement, but they will support the foundation of a new high water mark in our earnings profile when the cycle inevitably inflex. Throughout our organization, we are fortunate to have leadership that knows how to operate with excellence in this environment, a team that can channel us across the near-term challenges through the execution of our long-term strategy, while compounding growth at attractive returns. We will turn the call back to the operator and take your questions. Thank you. At this time, we will conduct a question and answer session. To ask a question, you will need to press star one one on your telephone and wait for your name to be announced. To withdraw your question, please press star one one again. Please stand by while we compile the Q&A roster. Our first question comes from the line of Bert Subin from Stifel. Bert, your line is now open. Great. Hey, good morning. Morning, Bert. Hey, Jonathan. Maybe just thinking a little bit about where you left it off on the guidance side of things. How de-risked do you think the new EBITDA range is? I think if you were to end the year like 2023 in that range, investors would generally view that pretty favorably. There seems to be probably some concern there's more downside. How are you evaluating the bear case, you know, at this stage now, you know, five-plus months into the year? Yeah, I think, look, a lot of data points out there that we're looking at. We're looking at load-to-truck ratios, utilization, we're looking at normal seasonality trends. It's frankly a mixed bag. We ultimately took the revision downward because of the lack of seasonality. We typically by April really see a noticeable uptick in utilization, load to trucks, even rates. I mean, typically, rates from March to April, increase 10%-15%. When you think about our Q2 and Q3, because of the seasonality in those two quarters being on trend for us, about 60% of our EBITDA is generating during those two quarters. Really important quarters for us. We're just not really seeing the seasonal uplift. We've kind of looked at our peers, we've looked at, you know, industry data. Based on customer feedback as well and you know, recent discussions around pricing, contracts and things like that, we've taken our guide down, and it's based on, as I said in the call, kind of a 1% to 2% further degradation in rates. We have assumed a little bit of an uptick in firming up in volumes, which we are actually seeing a little bit of improvement in volumes. It's not such a pronounced improvement that we get handback with, you know, with the shippers whereby we can really drive rate increases at this point. We think that the seasonality might be there at some level. It's just not simply gonna be as pronounced as we typically see. And we feel pretty good about that guide so far. We've also got the integration efforts, the transformation efforts that are underway, and those are, you know, those are performing as expected. We've, you know, we do have some things going for us. As if loads hold, we think we continue to drive. I mean, you saw this quarter, the Southeast flatbed segment, really was able to drive productivity and improve productivity, which does a lot to offset rates, and we think that'll continue if the, you know, if the freight holds. You know, at the end of the day, we're not economists and, you know, we're not soothsayers, so we're doing the best we can with the data we have in front of us today. That's great. No, super helpful. Maybe on the self-help cost initiative side of things, can you sort of highlight what's factored into the $210-$220 guide for this year and what you ultimately think you can drive in 2024? Yeah. The way we're thinking about that, Bert, is we've got. Last year, we really commenced these transformation efforts last year, but we said the costs were gonna largely offset any noticeable benefit from those efforts. We think a lot of those costs have kind of dissipated, we kinda entered the year with probably roughly $5 million of benefit from the initiatives that we undertook last year. We expect to get an incremental $10 million this year. We're thinking about $15 million of improvements, of synergies related to those transformation efforts that we'd realize this year with probably something that feels like an exit run rate in the high teens. Then going into 2024, we think there's another $10 million on the table. A total of 25, cumulative 25, probably an exit run rate that feels like closer to 30 exiting 2024. A little bit of upside to what we've been telling the market. You know, we think timing, as I said on the prepared remarks timing has shifted a little bit to pull forward some of the systems implementations, which we think are kind of the long pole in the tent here, primarily around the TMS, kind of the lifeblood of these operating companies. That's a bit of the reason the shift. We think the quantum of opportunity is that we've underwritten to internally is absolutely still there. Just one last follow-up and I'll pass it back over. As we look at the CapEx range, can you just highlight maybe why you think that range still makes sense, you know, based on where we are in the down cycle versus, you know, perhaps reducing your leverage incrementally? Is it just your belief that we're bottoming out here in '24 and '25, we're gonna have a lot of opportunities, so you wanna be prepared for that? Is it more around the maintenance CapEx side of things where you wanna get costs down on the fleet? Yeah. I mean, a lot of the CapEx, the large part of the CapEx is to replace rolling stock. And we take that very seriously. I think companies that try to kick the can on CapEx get into trouble, particularly when the cycle does inflect. They're just more disadvantaged. A lot of the CapEx this year, as we said on our last call, we eliminated a lot of the growth CapEx. Primarily what you're looking at is replacement CapEx, which we've kind of fine-tuned a little bit. There's some CapEx in there for systems. There's some CapEx in there, about $5 million of that CapEx was pull forward for wind, which we expect to reflate toward the latter part of 2024. Given the lead time on those, on those Schnabel trailers of, you know, 18+ months, we wanted to go ahead and get that in there. We, you know, we think we've, we think the CapEx is right size relative to the opportunity set ahead of us. We do think that the market starts to come back in 2024. We do think we've seen the bottom, we're at the bottom, nearing the bottom. You know, 2024, depending on what the Fed does, I mean, I think there's speculation that if the banking situation worsens, you could see 100 basis points of rate unwinding this year, which we think is gonna be a massive catalyst to the economy, especially the kind of the industrial complex. If that ends up being kind of later next year, Look, you're gonna get the bang no matter what, and we wanna be well positioned to take advantage of that when the cycle does, when the cycle does inflect. That's how we're thinking about it. Thanks so much, Jonathan. Thank you. All right, our next question comes from Ryan Sigdahl from Craig-Hallum Capital Group. Guidance. Previously, you were guiding. Ryan, your line is now open. Thank you. Good morning. Staying on guidance here. Previously, you were guiding for revenue flat to up low single digits. You said one to two points lower rates relative to your previous expectations. I guess, does simplistically that imply kind of flattish revenue, maybe down a little bit, or walk through the puts, takes on revenue, please? Yeah, thanks, Ryan. Our revenue guide is about 5% on the Adjusted EBITDA range. You're guiding for revenue growth of 5%? No, I said we're down 5%. Oh, thank you. Sorry, I missed that. Okay, down five. Yeah, yeah. Then can you split that between flatbed and specialized, kind of expectations for the year? Yeah, sure, Ryan. Flatbed's down 11% and Specialized is down 2%. Given Specialized has just... One last follow-up on that. Specialized has hung in there a little better, I guess. Does that assume kind of what we've seen in Flatbeds and a little more deterioration maybe flows through into specialized through the rest of the year relative to kind of current environment? Yeah, it does. As we look at across our subverticals on specialized, while they've held on pretty strong through the first quarter as excess capacity in other markets are chasing fewer freight, we expect to see some compression there as capacity tries to enter some of those markets. Last one for me. Drivers, I mean, it's been an ongoing battle, it feels like for many, many years, kinda inflationary wages there, but also just finding drivers. I guess, are you seeing any improvements there? I know you said kind of the cost side is a lag, but any improvements on availability and then kind of timing on when we could potentially see some better wage inflation or I guess lower wage inflation on the driver side? Yeah. We've actually had a lot of positive momentum on the driver side. You know, our utilization is, you know, probably approaching kind of 90%-92%. So we're absolutely seating trucks. As you pointed out, you know, if you looked at really kind of early 2022, late 2021, when the rate environment really kind of expeditiously increased, driver pay was lagging. You know, historically for us, driver pay as a percentage of revenue was around kind of 32%-33%. It got as low as, you know, high 29%-30%, you know, really at the kind of the peak rate environment. Really as rates started to inflect downward the back half of 2022, wages started to catch up. We kind of find ourselves today where wages as a percentage of revenue are closer to kind of 37+%. We do think that the market, the environment is setting up for, you know, for an environment whereby driver pay can start to be, you know, walked down cautiously and carefully. You know, non-transport trucking, nonfarm payrolls decreased in February, but they increased slightly back up in March. They're kind of hanging in there, up 3.2% kind of year-over-year. When you start to see that moderate and fall off, that kind of gives you a sign that you've got excess driver capacity, you can start walking, you know, walking rates back. I think we're, you know, probably a quarter or so from, you know, from doing that. You know, I'd say. Great. Thanks. Yeah, go ahead. Ryan, on the seated truck count, we are seeing, you know, 1%-2% pickup in seated rates. Our overall truck count's up about 5.5%-6%, depending on how you measure it through the quarter. So we are seeing larger recruiting classes and we are seeing more trucks, which we expect to continue to do through the remainder of the year. Great. Thanks. Our next question comes from Greg Gibas at Northland Securities. Greg, your line. Thank you. Regarding what you're seeing in the market, sounded like it's, you know, mostly rates being pressured versus volume holding up relatively better. You know, is that kind of what you're seeing? You know, I guess a similar question being, you know, how much of the weakening rates is a function of the decline in demand versus maybe the increase in industry capacity? Yeah. I mean, I think if you think about load volumes, we'll stay on flatbed for a second just because it's, you know, it's kind of bigger, better, higher kind of macro correlation. You know, that and the Southeast flatbed is the largest flatbed market or flatbed region in the country, we'll stay there. They're actually seeing pretty good loads and pretty good volumes. If you look though, pretty good is relative, right? If you look at load to trucks, that's kind of load to truck metrics over time, you know, if you look at 2018, which is, you know, pre-COVID when we really had good times, then you look at Q1 to... Let's think about Q1 to Q2 because the movement from Q1 to Q2 is pretty important here as a bellwether for how the rest of the year is going to be. If you look at really Q1 to Q2 in 2021, Q1 to Q2 in 2018, you had kind of mid-60s going to kind of 90. That, not sure that number means anything to you or anybody listening on the call. Ninety as a kind of frame of reference is really as good as it gets. I mean, that's a massively healthy environment where you've got substantial excess capacity and great coverage relative to your trucking capacity. 2022, Q1 to Q2, it went from 90 down to 55. 55, by all accounts, is an extremely healthy environment. You started to see a signal in that Q1 from Q2 load to truck went down. Then a few, you know, a few months later, you started to see pressure on contract rates and continued pressure on spot rates. If you look at where we're at in Q1 of this year, we're in the teens, okay? The last time we were in the teens was Q2 2020. I mean, the year of kind of the COVID environment, right? Where everybody thought the world was going to shut down. The last time we were in it before that was kind of mid-2019 when we had our last freight recession, right? If you look at where we're at relatively, you know, the companies we have, the brands we have, the teams we have finding freight, they're doing a great job. If you look at, I think what separates us maybe from relative to some of the smaller carriers, it's the customers that we engage with. The market, the absolute size of the market, whether it's steel, lumber, steel pipe and tubing, building materials, those markets have absolutely contracted. What our customers are doing, our investment-grade customers are doing is they're using it as an opportunity to take a market share. They're actually hanging in there okay on a relative basis. Historically speaking, you know, the load-to-truck ratio is extremely low. Utilization rates are low, which can, which means you've got excess capacity. Again, you typically see those things tick up from Q1 to Q2, and we're just not seeing that in any way, shape, or form. Okay. Understood. Appreciate the color there. Wanted to, you know, apologize if you addressed already kind of your plans here, but noticed it was adding 15% to drivers and to the tractor fleet year-over-year in this quarter. How do you maybe expect that to trend throughout this year, just following that kind of softening in demand? Greg, Can you repeat that question, please? Oh, yeah. Just regarding, you know, I think it was year-over-year, you added 15% to drivers and the tractor fleet. Basically just wondering how you're expecting that to trend throughout this year, just given the softening in demand? Yeah. Well, I think there's a bit of a timing difference there. I mean, when you think about our truck count, we, you know, a lot of our trucks that we had on order last year were delayed, we ended up getting a big delivery of trucks at the end of last year. We're in the process of kind of cycling through those, seating those in Q1. A lot of those are largely seated. Now you start the disposition process as well. If you're looking at just truly truck count ticking up, it's probably overstated in Q1 relative to what you're going to see for the rest of the year. We had assumed year-over-year that we'd have about 80 more driver, 80 more trucks this year than last year. That utilization, we'd be able to seat those trucks more. So we would go from something that felt like kind of 86%-87% seated truck last year to something that felt like 90%-91% seated this year. You know, again, as we mentioned on the, you know, the comments with Bert, we're seeing the driver side of the equation is absolutely healthy. We're seating those trucks, probably in certain OpCos, a little bit ahead, well, substantially ahead of plan, right? In some of those OpCos, we've got 6%-7% unseated. They actually need more trucks. We're, you know, we're feeling pretty good about where we're at. The other thing that you're seeing, Greg, if you look at the, if you're looking at the press release in terms of company trucks is our intentional swift switch and our asset-right model. We're deploying more company-owned trucks, and de-emphasizing brokerage, de-emphasizing the owner-operators. We are getting some conversions of lease-purchase to company trucks. That's kind of why you see the shift in our mix of our mode. Okay. Got it. thanks for that. I guess lastly, you already addressed, kind of driver wages, but just wondering if you could provide some color on maybe the other level or the levels of inflation you are seeing across, some of the other big cost categories. Yeah. I mean, we're still seeing on the maintenance costs. I mean, we're still seeing, you know, 20% cost increases. That was probably off of, you know, 40% cost increases in 2022. We're still seeing 20%+ expectation of cost increases this year for maintenance and repairs. You know, tires were up about 40% last year. I don't think it's gonna be another 40%, but we're, you know, we're in the process of meeting with some of the tire vendors right now to figure out what those price increases are gonna look like. You know, again, I think when you look at the inflationary headwinds we face and you look at now like a kind of a CAGR on rates versus 2019, so pre-pandemic environment to today, you've had a kinda CAGR of 3% rate increases, right? When you, when you CPI adjust that, you haven't really shown any real rate improvement, and you've got all the inflationary headwinds to offset as part of that. It's truly kind of a perfect storm. Okay. Makes sense. Appreciate it guys. Thank you. That concludes the question and answer session. Thank you for your participation today. I will now turn the call over to Mr. Shepko for his closing remarks. Mr. Shepko, go ahead. Thank you, Michaela. Though we're in a trough looking up, cycle turns in our industry are quick and substantial. When the inflection comes, our unique portfolio of brands and services with a network of 1,400 tractors and 11,000 trailers, we're well-positioned to expand asset productivity, increase revenues, leverage earnings growth, and enhance shareholder value. I'd like to thank our entire 4,300 person team for their focus and dedication. We delivered a strong first quarter despite a challenging macro backdrop, confirmation that we're a more resilient and agile organization, and we remain diligent in our commitments to drive shareholder value through proactive balance sheet optimization and operational excellence. Thank you all for your time this morning. Thank you for your participation in today's conference. This concludes the program. You may now disconnect.