Thank you. Good afternoon, everyone, and thank you for joining in on today's call.

We are pleased to report another quarter of solid financial results, delivering $10.4 million in adjusted EBITDA for our fourth fiscal quarter ended June 30, 2026. Our fourth fiscal quarter results were strong across the board, with revenues up 18.5%, adjusted gross profit up 10.6%, adjusted net income up 34.5%, adjusted EBITDA up 31.6%, and adjusted EBITDA margin expanding 240 basis points, all measured against the comparable prior-year period.

Our quarter-over-quarter improvement was driven principally by our US forwarding operations, and contribution across the board from both our domestic and international service offerings, including notable strength in our international air freight operations. On the domestic side, Navigate is beginning to prove itself out as a catalyst for growth, providing customers with better visibility and tools to manage complex supply chains, with one of our enterprise customers now actively managing over 1,400 vendors using the platform.

More broadly, capacity has continued to exit the North America truckload and intermodal markets through a combination of carrier attrition, tighter driver availability, and the normalization of a fleet that had expanded aggressively in prior years. Spot rates, tender rejections, and other cyclical indicators moved higher through the spring and carried into our fourth quarter.

While these market trends are not fully reflected in our results for the June quarter, we view these developments as constructive for our domestic operations in general, and our US brokerage operations in particular. If these trends continue, we believe they support a broad-based and durable recovery for the domestic freight market.

Also during the quarter, we extended our two-decade track record as one of the industry's premier freight forwarding agent networks into the truck brokerage and intermodal space with the launch of a new independent agent program at Radiant Road & Rail. The program brings the same value proposition that has long distinguished our freight forwarding business: access to our carrier network, technology platform, back-office infrastructure, and a clear, structured path to build long-term equity value with a built-in exit strategy to a new population of logistics entrepreneurs.

We're pleased with the early response to the program and see this as a meaningful new avenue for organic growth as we bring the Radiant model to an entirely new market. The international picture, while still shaped by a complex and evolving trade environment, showed encouraging signs of improvement during the fourth fiscal quarter.

Global trade flows continue to be influenced by two significant forces. The first is the ongoing disruption to traditional ocean shipping routes stemming from the closure of the Strait of Hormuz and continued Houthi activity affecting Suez Canal transits, which have kept capacity tight across key international trade lanes.

Despite all of the complications impacting the ocean markets, we saw an encouraging uptick in ocean freight rates late in the quarter as carriers exercise continued capacity discipline, an early signal that the prolonged downturn in ocean pricing may be starting to stabilize. The second is the ongoing transformation of the global tariff landscape, with US trade policy sustaining a high degree of compliance complexity for shippers.

This complexity, together with a period of elevated IEEPA-related filing activity across the industry, has continued to drive demand for our customs brokerage expertise as customers rely on experienced partners to navigate the evolving tariff structure. More recently, escalating tariff action between the US and Canada, including new retaliatory measures Canada put into effect in early September, add a further layer of complexity for shippers moving goods across our border.

While it's early to gauge the full impact, we expect this cross-border dynamic to remain a source of demand for our customs brokerage and compliance capabilities, and it may also create additional international air and ocean freight forwarding opportunities for our Canadian operations as shippers look to diversify away from cross-border trucking and rail. Notably, our air freight performance was up meaningfully during the quarter, driven in large part by our work in support of disaster relief following typhoon activity in the Western Pacific earlier this year.

We are entering this next phase of the cycle from a position of real financial strength. In August of 2026, we completed an amended and restated $200 million senior credit facility, extending its maturity to 2031, expanding our acquisition-focused accordion to $100 million, and improving our pricing terms.

We enter fiscal 2027 with no net debt. That capacity, together with our long-term strategy for growing organically where our network gives us an advantage and supplementing that growth through disciplined acquisitions, positions us well to build on the encouraging, though still early, signs of a domestic freight recovery.

With that, I'll turn it over to Todd Macomber, our CFO, to walk us through our detailed financial results, and then we'll open it up for Q&A.

Thanks, Bohn, and good afternoon, everyone. Today, we will be discussing the financial results, including adjusted net income and adjusted EBITDA, for the 3 and 12 months ended June 30th, 2026.

For the 3 months ended June 30th, 2026, we reported net income attributable to Radiant Logistics of $7,517,000 on $261.4 million of revenues, or 16 cents per basic and 15 cents per fully diluted share. For the 3 months ended June 30th, 2025, we reported net income attributable to Radiant Logistics of $4,907,000 on $220.6 million of revenue, or 10 cents per basic and fully diluted share.

This represents an increase of approximately $2,610,000 of net income over the comparable prior-year period, or 53.1%. For adjusted net income, we reported $7,373,000 for the 3 months ended June 30th, 2026, compared to adjusted net income of $5,487,000 for the 3 months ended June 30th, 2025.

This represents an increase of approximately $1,886,000, or approximately 34.5%. For adjusted EBITDA, we reported $10,362,000 for the 3 months ended June 30th, 2026, compared to adjusted EBITDA of $7,886,000 for the 3 months ended June 30th, 2025.

This represents an increase of approximately $2,472,000, or approximately 31.6%. Moving along to the full-year numbers: for the 12 months ended June 30th, 2026, we reported net income attributable to Radiant Logistics of $18,786,000 on $934.4 million of revenues, or 40 cents per basic and 39 cents per fully diluted share.

For the 12 months ended June 30th, 2025, we reported net income attributable to Radiant Logistics of $17,291,000 on $902.7 million of revenues, or 37 cents per basic and 35 cents per fully diluted share. This represents an increase of approximately $1,495,000 over the comparable prior-year period, or 8.7%.

For adjusted net income, we reported $25,253,000 for the 12 months ended June 30th, 2026, compared to adjusted net income of $30,944,000 for the 12 months ended June 30th, 2025. This represents a decrease of approximately $5,691,000, or approximately 18.4%.

For adjusted EBITDA, we reported $36,684,000 for the 12 months ended June 30th, 2026, compared to adjusted EBITDA of $38,756,000 for the 12 months ended June 30th, 2025. This represents a decrease of approximately $2,072,000, or approximately 5.4%.

With that, I will turn the call over to our moderator to facilitate any Q&A from our callers.

Hey guys, thanks for taking my questions. You guys noted in the prepared remarks that you've seen some improving metrics that were not fully reflected in the June quarter results.

Maybe can you talk about what you've seen since quarter end and when you would think some of these trends will begin to show up more meaningfully in the financials?

Sure. Those comments were pointed directly at what we're seeing in the over-the-road truck brokerage and kind of related intermodal moves.

As capacity has continued to come out of the market and fuel prices have gone higher, it's created incremental opportunities for our truck brokerage opportunity, and it's also created an environment where more and more shippers are looking to mode shift back to intermodal. Both of those segments of the business in particular are kind of enjoying this current market environment.

I think it's going to continue for some time based upon everything that we see. This kind of market pivot or evolution really didn't start happening until late May, early June.

We really, in my mind, kind of only have one month of the good news of what's happening at Road & Rail in our fiscal year-end results, but we expect that to kind of continue to manifest here into I guess what will be our quarter ended September, and then on into subsequent quarters, depending how the market continues to evolve.

Got it. No, that's helpful.

Then just thinking with fuel and energy prices obviously kind of top of mind here, just sort of remind us the risk between higher transportation costs and your guys's ability to be able to kind of pass those through to customers, and just kind of what you're seeing there, and how we should think about the potential impact there?

Generally speaking, fuel is a pass-through. There may be modest lags between fuel fluctuation and when and how that gets passed through to the customer, but, all in all, we're able to pass those increasing fuel costs onto the customers relatively quickly.

Got it. Thank you for taking my questions.

You bet.

Thank you. This is Elliot Alper on for Jason.

Nice results in the quarter. You discussed some of these major shifts playing out in the market right now.

Curious if we could get a bit more perspective on how structural some of these shifts are, or maybe how we should think about forwarding in the back half of the year? You've historically had some helpful commentary on China bookings and outlook there.

Then maybe along those same lines, interesting comment on the cross-border opportunities with Canada. Appreciate any more context around kind of what you're seeing and how that could play out.

No, well so thanks for your question. We have a very broad, diversified platform between our domestic and international forwarding, and our over-the-road brokerage, and contract logistics capabilities, and customs brokerage, and the new technology.

I'm not sure if 'normal' is the right word, but kind of thinking of the portfolio effect, I would say we're operating in an environment right now where most all of our businesses are actually kind of heading up and to the right, which is encouraging. Now, who knows based upon trade policy and this evening's tweets and what's going to happen in the Middle East, how some of these things change over time.

I think the general market sentiment, at least with respect to the domestic freight market, it's seeming like it's setting up to be a fairly durable, longer run, if you will. I guess anecdotally I would say we're due, because we've been in an extended softer market for a number of years, and so it would be kind of nice to see things getting back to something that feels more normal.

International is just much harder to conclude on other than to say the steamship lines are doing a better and better job of managing capacity, and doing blank sailings to try to constrain the market and support price on ocean freight, which ultimately is helpful from a freight standpoint. Then I think there's also kind of an adjacent catalyst with that there's so much business going on in and around the data centers and the capital moving towards data centers, that that's drawing on capacity and kind of tightening capacity broadly, including international air freight.

I think there's a lot of kind of underlying trends that kind of set up for a longer, more durable, positive freight environment, certainly on the domestic side, but you don't have to lean too far to see it also setting up positively on the international side of things as well.

Very helpful. Maybe just staying on that air freight side of the business, we've heard some commentary about pull-forward.

Curious if you have any comments on that. Then you guys called out some of the disaster relief business that fell in the quarter.

Any way to size that up just to think about maybe the back half of the calendar year?

We don't want to get into too much detail on it candidly for competitive reasons, but it was certainly meaningful on the air freight side. Even without it, we still would have been up year-over-year, it didn't tip the results, but it certainly kind of contributed to the improvement on the disaster relief as it relates to the broader international air freight and what's going on.

Ocean has been the more challenging mode up until recently, and traditionally kind of West Coast imports drive the market in terms of demand and pricing, and that kind of demand or call on capacity has softened more recently because of trades and tariffs and some of those things. That seems to be beginning to behave a little more like we would expect, and so time will tell, but again, I think we're seem to be finding our way back to more normal footing in terms of the broader marketplace.

Right. Okay.

Then maybe just on the Navigate side, nice to see some of that adoption you called out with customers on your platform. I guess, is this something that's being priced into customer agreements now, or can you speak to maybe how in the future you guys think about pricing this offering at a high level, or any way to frame up maybe the margin opportunity, maybe looking out a year or two?

I'm not sure I'll do it quite that way, but let me try to be as responsive to your question as I can, and that is we want to meet our customers where they want to be met. What I mean by that is some customers might say, 'We love the solution.

We want you to effectively embed that cost in our cost of transportation.' We might have other customers that say, 'We want to be effectively billed for the technology separately.'

In some cases the tech might effectively map into our value-added services. In other cases, and more often the case, it's embedded as part of our transportation margin more broadly.

I think of it as of us basically providing a higher-value solution to our customers, I don't necessarily think of it as more margin, I think of it as winning more customers, making our customers stickier, and hopefully this Navigate really representing a catalyst for growth that hasn't been a part of Radiant's historical narrative. I think we have a value proposition that's relatively unique to the marketplace and certainly new to Radiant, and our ability to support larger customers with more complex supply chain, helping them manage their vendors, and then those vendors representing warm leads to turn those vendors into incremental customers themselves, is a really interesting intersection that we find ourselves at.

Very helpful. Thank you, Bohn.

Thank you very much. Congratulations on a real solid quarter.

Was terrific to see. Just a couple questions.

How should we be thinking about revenue growth rate as we head into 2027? The reason I ask is, with tariffs and seasonality, it's jumping all over the place, but we were kind of at a flat revenue growth rate on the year-to-date through the third quarter, and then up almost 19% in the fourth quarter.

You did call out a lot of typhoon-related activity, which has been a little more than normal this year, even though typhoons do occur every year. Just in terms of thinking about the right way to think about kind of where the business is growing as we head into '27, we really shouldn't take that 19% growth rate and kind of straight line that out, should we?

How should we be thinking about that?

We like to underpromise and overdeliver, Jeff, so--

Exactly.

Keep that modeling relatively modest, and we'll continue to outperform. It'll be interesting to tell.

I guess first, I would reframe it just a little bit, because as we like to think about growth in our gross margin dollars rather than absolute growth in our top-line revenue. That does a couple of things relative to the question you're asking, which it kind of neutralizes fuel and what's happening in fuel, because as we talked about earlier with some of this Q&A, kind of what's happening in fuel can also drive those numbers with really not much of a net gross margin impact, because fuel is a pass-through.

I'm still not going to give you a very crisp answer, but I would kind of move you down the income statement a little further to the gross margin line items than top-line revenue to help heal that question. Now, we-- No,

you called out the typhoons as a driver of revenue growth on the international side. I was just trying to figure out kind of what's the right way to think about growth for your business right now?

I can speak a little bit to it. If you look at Q4, our organic was up about 8%, and we are seeing things improve overall in the market.

I think it'll uptick from that. Bohn mentioned we were seeing things the latter part of the quarter that segues right into Q1.

Things are looking good, let's put it that way. We can't give you an exact number or anything, but it's definitely at a stronger trend than what we've been seeing in the past.

Okay. Then, Todd, while I got you, fourth-quarter tax rates always a little wonky, right?

Because it's kind of the catch-up and neutralizer from the

year.

In your pro forma to get to the adjusted, you were using a 24.5% rate. The actual rate was a little closer to 4% this quarter.

I know fourth quarters are always a little bit wonky, but what was the primary driver of the difference between the--

That was the one big, beautiful bill where it allowed us, beginning in January, and we really kind of captured that in the Q4, to take items that were previously capitalized as far as internal software. Basically that was a true-up that occurred when we go to the provision of a quarterly thing, it's estimated, of course.

We're using the projections, and when we get to the year-end and we do the actual, the entire thing, we go through a deeper dive. That was the driver.

It was basically taking previously capitalized expenses that we were allowed to include in the tax return, it was basically lower in the Q4 purely for that reason.

Okay. Then a broader picture, Bohn, you talked a little bit about what's going on in US domestic brokerage.

Montgomery sending a lot of shockwaves through the brokerage industry in terms of responsible selection, and every one of the traditional brokers is kind of rethinking their selection process. What does Montgomery mean for you guys?

Are you potentially exposed for brokerage operations? Are you buying brokerage capacity from other people, it's not really such an issue to you?

Kind of how is all the consternation in brokerage impacting what you do? I understand you're a domestic forwarder, it's not as relevant, but I was just wondering if you could touch on that.

Sure. I think ultimately everybody's got to be mindful, and for me, I think you need to have a well-documented, defined carrier vetting process in place, and you darn well need to be following your defined program or process.

We have that in place. We've had that in place before the ruling came out, but it certainly is kind of heightened everyone's awareness and kind of what's at stake.

We are in, in my mind, as good of shape as we can be around the process and some of the software that we have in place that makes sure that kind of the counterparties that are on the other side of the transaction are vetted and have the appropriate safety ratings and the appropriate insurances, and so on. We're not immune, we're taking it very seriously.

All right. Then last question.

Congratulations on the success with Navigate. As we think about modeling Navigate as its importance grows, how do we think about bringing that into the P&L?

Are Navigate margins a little better than average margins? Are they a little less?

Does it result in some margin dilution? Does it result in margin accretion?

Clearly it's going to help drive revenue. As Navigate becomes a more successful business for you, how should we think about that affecting the models?

At least in my own mind, I don't think about it in extra basis points in margin. I think of it as extra basis points in growth rate.

All right, we should think about that primarily as a revenue driver. Okay.

Very good. Again, congratulations and thank you.

Thanks, Jeff.

Hey guys, how you doing? Great quarter and great release there.

A couple quick ones for you. On Navigate, I know is the first time you really kind of discussed it a little more in depth.

When you're saying enterprise customers, I assume that's one of a large anchor kind of customer. What's our pipeline like in landing more of those enterprise customers?

Because it seems like that's what gets you into the multiple vendors and it brings those vendors in. It's a multiplier effect.

How does that look, the pipeline for the enterprise customers? Expanding on that, when we look out two, three years, how does this accelerate the growth?

Good question. I don't have a crisp answer for you on that.

Time will tell. I think one of the most interesting aspects of this, at least where we are right now, is back to this one particular example account: each of those vendors represents an opportunity to kind of transform into an enterprise-type customer themselves.

They're already on the system, they've got familiarity with the system, and it's not unusual for us to receive reverse inquiries from some of these vendors themselves, trying to learn more about how they would internalize the solution for themselves in their own business with their own sets of vendors. I think there's a real amplification opportunity for us, particularly as we get, let me back up just quickly for a second.

When Navigate was selling itself, originally they were trying to unbundle the freight forwarding from the tech, sell the freight forwarding, keep the tech, become a freight tech company, and go and kind of take the proceeds from the sale and go instantiate a sales organization and go become a freight tech company. As we looked at the acquisition, looked at the opportunity, we saw kind of the value proposition.

We weren't prepared to buy one without the other, and we believe we have through our 100-plus operating locations on the forwarding side, a virtual sales organization where we hope to activate current and prospective customers onto the Navigate platform in a way that can really be a catalyst for incremental growth. I'm sorry I can't better quantify it, but you get the thematic opportunity that we're pursuing.

It's an accelerant really over the next few years, and it could be significant, it seems.

Yes.

Okay. End markets: so how much are we doing data center related?

I know there's so many markets construction-wise, server-wise, all of that. Is that really driving a lot of business for us or not much?

Sorry, go on.

No, I was going to say, I wouldn't say it's a driver, but we certainly have exposure to it. We have a handful of long-term customers that are in the space that we're supporting and benefiting from, and we have a handful of incremental new customers that have come to us that we're supporting in the data center space.

I would say we have exposure, but it's not a big enough piece of our pie chart today to be driving the financial performance of the business.

Okay. Surprisingly, nobody touched on the acquisition market.

It looks like our organic growth over the next few years is looking great. Where I don't think we've ever been in a position like this, and how's that--

I'm glad you asked. I was trying to figure out how I was going to answer the question that wasn't asked, because it's a very interesting market right now.

I think it's a byproduct of the freight recession that we're coming out of. There are several years' worth of potential sellers that are coming to the marketplace.

I can't remember a time where there were more CIMs flying around and people looking to transact. We expect to remain very disciplined in our approach, but when I say that, we also hope and aspire to be acquisitive.

We've always been good allocators of capital. We've got a lot of dry powder on an unlevered balance sheet, and we're looking for opportunities in ways that make sense to put that capital to work.

There's quite a bit of EBITDA growth that we can deliver against within our existing capital structure. I think it's one of the somewhat missed aspects of the Radiant opportunity is our unlevered balance sheet, and if you overlay some basket of acquisitions and kind of model out the pro forma effect of that, again, you don't have to look at it too aggressively to see a path to practically double our EBITDA within our existing capital structure.

Look, I also think it's probably difficult. You've done an amazing job on the acquisitions with the earnouts to find much that's as cheap as we are, with our quality.

I assume that's part of the problem, right, is that we're still not being rewarded for what you've done over the past three, four, five years. Hopefully one day our multiple will get there, and we can use multiple sources of capital.

Great.

Excellent job, guys.

Thank you.

Thank you. Let me close by saying that we remain optimistic about our prospects and opportunities to continue to leverage our best-in-class technology, robust North American footprint, and extensive global network of service partners to continue to build on the great platform we've created here at Radiant.

At the same time, we intend to thoughtfully relever our balance sheet through a combination of agent station conversions, synergistic tuck-in acquisitions, and when appropriate, stock buybacks. Through our multipronged approach, we believe we will continue to create meaningful value for our shareholders, operating partners, and the end customers that we serve.

Thanks for listening and your support of Radiant Logistics.