CSX 2026财年第三季度业绩电话会：营收展望上调，利润率提升

CSX公司（NASDAQ: CSX）公布2026年第三季度货运量、营收及调整后盈利能力均有所增长。管理层同时上调了全年营收增长预期，并维持利润率、资本支出和自由现金流指引不变。

核心要点

• 每股收益达到0.57美元，较上年同期调整后结果增长30%；调整后营业利润增长25%。
• 在货运量增长5%、燃油附加费提高以及大宗货物、多式联运和煤炭业务定价上升的推动下，营收同比增长12%。
• 尽管受燃油价格拖累70个基点，按调整后基准计算，营业利润率仍同比提升420个基点至39.1%。
• CSX在货运量增长5%的同时，非燃油成本降低了3%。燃油效率创下公司历史新高。
• 管理层目前预计2026年营收将实现高单位数增长，此前预期为中高单位数增长。
• 全年指引继续预计营业利润率提升超过350个基点，资本支出低于24亿美元，自由现金流增长超过80%。

核心财务数据

上年同期包含1.64亿美元的商誉减值。因此，CSX在进行营业利润、利润率及每股收益同比比较时均基于上年同期的调整后业绩。

业务与运营表现

多式联运仍是货运量增长的最大贡献项。货运量增长7%，创历史新高，同时营收增长20%，单位营收增长13%。管理层表示，多式联运单箱收益的增长几乎完全来自于燃油附加费收入。国内多式联运带动了增长，而国际货运量基本保持稳定。

卡车运力紧张、运费上涨以及柴油成本高企继续推动公路运输向铁路运输转型。CSX还提及了途经伯明翰（Birmingham）、默特尔伍德（Myrtle Wood）和巴尔的摩（Baltimore）的新服务。随着公司进入2027招投标季，穿越巴尔的摩的I-95走廊已全面具备双层集装箱列车运营能力。

大宗货物营收在货运量增长3%的推动下增长了11%。尽管面临不利的产品组合，扣除燃油因素后的单位营收仍增长了2%以上。受基础设施和能源需求以及CSX线路上新钢厂产量提升的支撑，金属货运量增长12%。在运输转型机遇以及废弃物和石油产品需求的推动下，化工品货运量增长了7%。

化肥货运量下降13%。管理层将这一疲软归因于磷酸盐供应受限、农作物价格低迷以及化肥可负担性和需求面临压力。

煤炭营收增长10%，货运量增长2%，单位营收增长7%。随着矿山产量改善，出口吨数增长7%，而由于夏季气候相对温和，国内吨数略有下降。由于全球基准价格上涨的滞后效应，管理层预计第四季度煤炭单位营收将环比小幅增长。

在运营方面，CSX报告其美国联邦铁路管理局（FRA）受伤率下降17%，事故率下降4%。列车运行速度、驻留时间和客户调车指标均实现环比改善。10月份列车平均运行速度超过每小时19英里，驻留时间接近10小时。

管理层业绩指引

管理层将其2026年营收增长预期从此前的中高单位数上调至高单位数。其余指引保持不变：

• 全年营业利润率提升超过350个基点。
• 资本支出低于24亿美元。
• 自由现金流增长超过80%。
• 第四季度利润率同比提升超过350个基点。

对于第四季度，CSX预计劳动力、外包服务及其他成本将出现正常的季节性增加，同时天气原因也会对燃油效率造成压力。首席财务官凯文·布恩（Kevin Boone）表示，从历史来看，公司从第三季度到第四季度的利润率通常会出现200至300个基点的环比下降。

管理层预计2027年第一季度的员工人数将与当前水平相当，因为季节性减少的员工将重新返岗，且CSX正在扩大列车长培训储备。公司已为2027年制定了100多项生产力提升举措，不过首席执行官斯蒂芬·安吉尔（Stephen Angel）表示，生产力的贡献不太可能像2026年那样大。

风险与关注领域

• 燃油价格波动在第三季度造成了70个基点的利润率拖累，并可能继续影响近期利润率。
• 多式联运的增长导致亚特兰大出现了暂时的服务紧张。在过去三年货运量增长50%之后，CSX正投资将当地的调车与处理能力提升50%。
• 尽管其他多项服务指标有所改善，但本季度多式联运行程计划达标率有所下降。
• 化肥需求继续受到磷酸盐供应问题、农作物价格低迷和可负担性限制的压力。
• 国内煤炭需求对天气依然敏感，而一家出口客户在夏末发生火灾后正在应对煤矿临时关闭的问题。
• 短途驳运司机可用性是限制公路向多式联运进一步转型的关键瓶颈。

分析师问答要点

生产力：管理层表示，已有100多项举措正在为CSX的2027年生产力计划做出贡献。重点领域包括资产利用率、业务内包、供应商费率、外包劳动力、车辆及机车利用率、维护效率以及基于技术的支出透明度。

定价：CSX继续采取针对特定市场的定价策略。管理层预计2026年同店销售定价将超越上年水平，并指出年内自主性大宗货物定价有所加速。公司计划根据市场状况、运力和服务价值对国内多式联运续约合同进行定价。

国内多式联运增长空间：管理层对霍华德街隧道（Howard Street Tunnel）、SMX服务以及公路转型的进一步增长保持乐观。由于穿越巴尔的摩的全双层集装箱通行能力是在上一招投标季大部分结束后才完成的，CSX预计该能力将在2027年的方案询价（RFP）和路线规划指南中体现得更加充分。

运力与人员配备：CSX表示有能力应对预期的货运量增长。公司计划适当增加车组人员和机务人员配备，同时完善运力计划，并协调商业需求预测与机组人员、机车及基础设施的部署。

节油技术：CSX正在部分应用行程优化器（Trip Optimizer）的自动启停功能，并继续与美国联邦铁路管理局（FRA）合作进行测试。管理层预计该功能最终将获批在全车队推广部署。

业绩电话会议完整文字实录

完整财报电话会议逐字稿

管理层陈述

Operator

Ladies and gentlemen, thank you for standing by. My name is Abby, and I will be your conference operator today. At this time, I would like to welcome everyone to the CSX Corporation's Third Quarter 2026 Earnings Conference Call. [Operator Instructions].

And I would now like to turn the conference over to Matthew Korn, Head of Investor Relations and Corporate Communications. Mr. Korn, you may begin.

Matthew Korn

Thank you, Good afternoon, everyone. Joining me from the CSX leadership team are Steve Angel, President and Chief Executive Officer; Kevin Boone, EVP and Chief Financial Officer; and Maryclare Kenney, Senior Vice President and Chief Commercial Officer. In the presentation that accompanies this call, which is available on our website. You will find slides with our forward-looking and our non-GAAP disclosures. We encourage you to review them.

With that, I'm very happy to turn the call over to Mr. Steve Angel.

Stephen Angel

Thank you, Matthew. Good afternoon. I'm pleased to report that CSX has delivered another quarter of strong financial performance, earnings of $0.57 per share increased 30% compared to last year's adjusted results. Our volume grew 5% as more customers turn to our railroad to safely and reliably move their goods and our operating margin improved to 39.1%, which was 420 basis points higher than last year's adjusted results. The progress we continue to make on productivity has helped drive substantial growth in profitability, earnings and free cash flow. Our goal is to be the best-performing railroad in North America and the entire CSX team is responding to that challenge. We are proud of how far we've come this year and excited about our position as we look ahead to 2027.

Before we turn to the details, I want to recognize Mike Quarry, who recently announced his retirement after a 45-year career. Mike is a true railroader, who has made significant contributions to CSX, our customers and our employees. He also developed a deep bench of operations leaders and I am confident in Doug Ryhorchuk, Casey Albright and the entire operations team as we continue executing on our priorities of safety, reliable service and long-term value. We thank Mike for his leadership and wish him all the best.

Turning to Slide 4. The work underway to strengthen our safety culture contributed to another quarter of year-over-year improvement. Our FRA injury rate decreased by 17%, and our accident rate fell by 4%. While we are encouraged by that progress, our work is never finished. We will continue our efforts to reduce risk, increase awareness and improve communication to support our employees as they do their jobs. We do not and will not compromise on safety. We also continued improving productivity. Third quarter fuel efficiency was not only the best ever achieved by CSX, but also the best ever reported by any U.S. railroad and workforce efficiency as measured by gross ton miles per employee improved substantially year-over-year. This next slide shows our key service metrics. We're encouraged by the sequential improvement in velocity, dwell and customer switch data, which measure first mile and last mile performance.

Trip plan compliance for our carload business also improved modestly quarter-over-quarter, though intermodal trip plan compliance declined. We are handling more volume safely and efficiently, but we know our network can perform better. Operations is connecting more closely with our commercial team, giving us better visibility into demand and helping us get the right number of crews and locomotives to the right locations. Active crew management is improving engineering and conductor availability. Better planning and coordination between engineering and transportation is leading to less network disruption as we execute our capital projects. In technologies such as autonomous track inspection cars is helping us plan better and respond effectively to day-to-day events on the railroad, supporting faster trains and fewer delays.

Services started strong in October, with velocity averaging more than 19 miles per hour this month and dwell approaching 10 hours. Our team also did an excellent job preparing for Hurricane -- which we managed through with minimal impact. We intend to build on this momentum ensure that our service supports our growing business.

Kevin, please review our financial performance for the quarter.

Kevin Boone

All right. Thank you, Steve, and good afternoon, everyone. In the third quarter, the CSX team improved safety, but increased demand for our customers delivered substantial cost efficiency and made sequential progress in our service metrics. Revenue increased 12%, driven by higher fuel surcharge 5% volume growth and pricing gains across the merchandise, intermodal and coal markets. As a reminder, our prior year results included $164 million goodwill impairment. Adjusting for that charge, Higher revenue and lower nonfuel costs drove a 25% increase in operating income and 420 basis points of margin expansion despite 70 basis points of fuel price headwinds. This translates to a 30% increase in earnings per share.

Let's now turn to the next slide for a closer look at expenses. The team handled 5% more volume in the third quarter while reducing nonfuel costs by 3%. Labor expense increased by $19 million as improved workforce productivity and lapping of severance costs, mostly offset over $90 million of higher costs from incentive compensation and inflation. Labor expense will have a typical sequential increase in the fourth quarter, but reported headcount will be lower due to temporary seasonal reductions.

First quarter 2027 head count will be similar to current levels as these employees return to work, and we build our conductor training pipeline to start the year. PSO expenses were 10% lower reflecting our continued focus to drive efficiencies across this diverse pool of the costs. Savings were driven by improved utilization of both locomotives and vehicles, reduced reliance on external labor and multiple G&A functions absorption of intermodal volume growth and maintenance efficiencies across rolling stock and fixed assets. Steve highlighted our record fuel efficiency this quarter. I will reiterate the team's great work to reduce engine idling and utilize fuel savings technology, both of which deliver greater value and the higher current price environment.

Looking to the fourth quarter. On a sequential basis, we expect the normal seasonal increase in PSMO combined with typical weather-related reduction in fuel efficiency. Overall, a consistent and consistent with past years, we would expect some step-up sequentially in the fourth quarter expense line as we enter the winter months. And while fuel volatility can create some near-term noise we expect to deliver year-over-year margin improvement above 350 basis points in the fourth quarter. We are building a culture of continuous improvement that positions us to deliver further safety service and efficiency gains in 2027 and beyond. This includes a robust pipeline of sustainable efficiency initiatives that we are now incorporating into our 2027 budgets with clear accountability for results.

With that, let me turn it over to Maryclare to review our revenue performance.

Maryclare Kenney

Thank you, Kevin, and good afternoon, everyone. Our commercial group continues to deliver in a favorable environment of solid customer demand and tight trucking capacity. The consistent network performance delivered by our operations team, together with the new services added capacity and growth initiatives we've brought online have positioned us well to take advantage of the opportunities in this market. Our performance this quarter was strong, and I want to thank everyone at CSX for helping us maintain the momentum.

Turning to Slide 10. Let's go through the highlights of our third quarter volume and revenue results. Total CSX volume was up 5% in the third quarter, Total revenue was up 12%, and our revenue per unit was up 7%. Fuel contributed about half of our revenue growth as average diesel prices increased nearly 50% year-over-year. Our Intermodal business continues to contribute the largest share of our volume growth. So mix remains a headwind to overall RPU. Even with that mix impact, revenue per unit, excluding fuel, increased 1% this quarter. We remain encouraged by the results of contract renewals as we progress throughout the year. In merchandise, revenue increased by 11% with a 3% increase in volume.

Merchandise RPU, excluding fuel, was up over 2% despite unfavorable mix in markets with the largest impacts within chemicals and fertilizers. Including fuel, RPU was up 8% year-over-year. Volume performance was more varied across our merchandise markets compared to the second quarter. Metals was the top performer, gaining 12% as fuel demand particularly plate, has been very good across infrastructure and energy markets. We're also benefiting from increasing output from the new steel mills located on our network that are ramping up at a favorable time.

Chemicals was also a highlight, with volume up 7% and driven by conversion and good opportunities in waste and petroleum products. In contrast, fertilizers has been the softest merchandise area for us, with volume down 13% for the quarter. The headwinds in this market have persisted for some time with supply issues, limiting phosphate shipments and low crop prices weighing on fertilizer affordability and demand. Reduced trucking availability, high truck rates and elevated diesel costs continue to benefit our Intermodal segment. Conversions from the highway remains strong, and the new service offering through Birmingham, Myrtle Wood, Baltimore and other areas are performing well and attracting new business. In areas such as Atlanta were substantial profitable volume growth has led to temporary service tightness. We're working closely with our operations team as CSX invests in additional capacity. Total intermodal volume was up 7% year-over-year and reached a new all-time record with revenue up 20% and RPU up 13%.

Essentially, all of the RPU increase was driven by fuel surcharge. As we've seen through '26, the domestic business drove this quarter while international remained roughly stable year-over-year. I'm encouraged by the outlook into the fourth quarter, although please keep in mind that we have now lapped the gains from the service agreement with BN that added new business last fall. Lastly, coal revenue increased by 10%, driven by a 2% increase in volume and a 7% increase in RPU.

Export tons grew by a solid 7% as mine output increased while domestic tons declined modestly during a relatively mild summer where natural gas prices remained around $3. On price, global coal benchmarks have moved higher this quarter supply constraints in China lifted pricing for Australian exports. This has gradually flowed to U.S. export prices, which provided a moderate benefit to our yields in the third quarter. We expect another small sequential RPU increase in the fourth quarter from the lagged effects of these higher benchmarks. As we move into the fourth quarter, we're pleased with what we've accomplished while working hard to finish the year strong. We expect normal seasonality in our merchandise markets with some support in ag and food from a good Midwestern harvest. We also have several capacity expansions scheduled to ramp up into year-end, particularly in chemicals and minerals.

Demand indicators remain good for domestic Intermodal, and we're pleased to enter the bid season with the benefit of full double-stack operations on our I-95 corridor through Baltimore. Finally, coal demand appears fairly stable in the near term. Utility burn will be driven by weather conditions. While on the export side, we've been successful in maintaining volume even as a customer mine works through a temporary closure following a fire in late summer.

To sum up, as we move into year-end and anticipate the start of 2027, our focus will remain on consistent execution, winning business from the highway and ensuring that our pricing reflects the quality of the service we provide.

Thank you, and I'll now turn it back to Steve to close.

Stephen Angel

Thank you, Maryclare. Now we'll review our updated guidance for 2026 on Slide 12. We now expect revenue growth in the high single digits compared to the mid- to high single-digit range we provided previously. The rest of our guidance is unchanged. I'm confident that we will achieve full year operating margin expansion of more than 350 basis points. Our outlook for capital expenditures remains below $2.4 billion. and we expect free cash flow growth of more than 80%. This outlook reflects our strong performance through the first 9 months of the year as well as our expectations for the fourth quarter.

As we move into 2027, we will be focused on ensuring we have sufficient resources across the network to support a growing business, which will include adding to our train and engine employee pipeline. We remain committed to sizing our workforce to the needs of a safe, reliable and efficient railroad.

In summary, we feel very good about our railroads position as we approach year-end and are encouraged by the opportunities ahead. I came to CSX just over a year ago, and I continue to be impressed by the dedication our employees bring to this company and the pride they take in being part of CSX. Together, we have made great progress towards our goal of being best-in-class as we build a high-performance culture that embraces continuous improvement. As we carry this momentum into 2027, we'll also mark CSX's 200 anniversary, tracing back to the founding of the B&O railroad. It is a significant milestone and an opportunity to recognize our history while showing how CSX continues moving the economy forward.

So Matthew, with that, I'll now open it up to questions.

Operator

[Operator Instructions]. And our first question comes from the line of Chris Wetherbee with Wells Fargo.

分析师问答

Christian Wetherbee

Steve and team, obviously, the productivity that you've been able to drive so far in '26 has been very solid. We've seen meaningful margin expansion. You noted, Steve, as we're starting to think about '27 I know the productivity and the planning is going on for that year. Can you give us a sense of sort of where you think you are in the process? I think the OR improvement has been better than we expected this year. But as you look at the opportunity ahead of you, volume is growing. You noted maybe rebuilding the pipeline of employees. Can you give us a sense of what the potential productivity opportunity is from here?

Stephen Angel

Well, we're still working on it as you mentioned, but we already have a little over 100 initiatives that are contributing to our productivity target next year. Obviously, this year was a big year for productivity. I don't think '27 will be as big, but it will certainly be a significant number next year. But it's something we continue to work on. team's very excited about Kevin's playing a heavy role in that, and we feel very encouraged about productivity going into '27.

Operator

And our next question comes from the line of Brian Ossenbeck with JPMorgan.

Brian Ossenbeck

Maybe, Steve, we can just get your thoughts on the operating department and the structure going forward. Obviously, Mike's a big part of building out the bench there. Do you think this is like a dual COO type of role? Are you going to take on some additional operating responsibilities? Are you doing an external or any type of search? Maybe just give us some context in terms of how you got to this decision and how you're going to evaluate this going forward?

Stephen Angel

We'll continue doing what they've been doing. And Casey has been in charge of network ops and service design, and Doug has been in charge of engineering and mechanical and transportation. So they'll continue doing what they have been doing. They're just going to report directly into me I look forward to that. I don't know how much most of you know about my background, but I most think can be as an operating CEO and that's what I'd like to do if you go back into my early days, I actually ran manufacturing operations for GE and I installed one of the first lean production systems in the United States back in the 90s. So operations always have been in my blood. And I look -- I'm not a lifelong railroader like a lot of people, but operations is in my blood, and I look forward to getting more involved with Doug and Casey. Casey, again, 30-year veteran the CSX started off in dispatch. Doug had 4 decades at CN doing just about every job inside of operations and he's been with us the last couple of years and that they both do a great job. So I look forward to working very closely with them.

Operator

And our next question comes from the line of Stephanie Moore with Jefferies.

Stephanie Benjamin Moore

Thanks for the question. Really appreciate it. I would say I wanted to take a step back. I think there's a lot of really strong top line momentum that we're seeing here. Clearly, we can all see this on the volume front. I think we can all see the fuel contribution. But as you think about just the pricing opportunity, even ex fuel. Maybe help us understand how we're thinking about that opportunity in 2027. Clearly, inflationary pressure even beyond just the transportation environment or more top in center of these at this point in time. So I'd love to get your thoughts on just pricing as we look into 2027.

Unknown Executive

Yes. Thanks for the question. I'd tell you pricing really remains a key focus area for the team. We've talked about that a lot this year. As Steve mentioned on previous calls. We're really taking a surgical approach to pricing. You mentioned inflationary pressures. We recognize those. We're having conversations around that with customers as we go through the renewal process. I would say, as a reminder, we can't touch every contract every year, but we are focused across markets. We still expect for this year, our same-store sales pricing to be stronger than it was last year. And I would tell you, we have seen discretionary pricing on the merchandise accelerate as we move throughout the course of this year.

Operator

And our next question comes from the line of Scott Group with Wolfe Research.

Scott Group

Thanks. So Steve, I think in the past, you said that you don't like plan for growth. But we're -- this is going to be our third year in a row volume growth, which I actually don't think has ever happened at CSX before, at least back to like. So I guess what's the sustainability of this in your mind? And what does this mean for the network? Are we handling this well? Do we need more people? Do we need more locomotives? And is this -- as you continue to get volume growth? Is this just a sort of a further opportunity for productivity if we get to continued growth.

Jeffrey Kauffman

Well, I'm encouraged by all of our growth initiatives that Maryclare and the team are driving. And it looks to me like we have some momentum on the growth side. I think you're correct. What I've said before is when I look at the types of earnings per share growth I want to drive, I generally assume modest volume growth. And that generally is the case. But again, as I look at what's going on here with all the initiatives, it looks pretty positive going into next year.

With respect to our ability to handle the volume, we feel very confident we can handle the volume. We are adding some headcount. I think Kevin said that in his remarks on the T&D side to make sure that we were properly manned to from an operating standpoint, a transportation standpoint to serve the business that we have and the business and the additional volumes we expect to come. So again, encouraged by the initiatives that are underway, and I think we're going into the year from a pretty good position on the top line and we'll be ready to serve that business.

And our next question comes from Tom Wadewitz with UBS.

Thomas Wadewitz

I wanted to get a sense if you could provide some help on the key pieces of intermodal volume growth. And then give us a sense -- domestic , to be clear, domestic intermodal volume growth and then just how we think about how much runway is left, whether it's available boxes in UMAX or whether it's just kind of how far the service has progressed on, let's say, Southeast Express with CP. But I just -- I guess I think of the MAX kind of new services related to Howard Street and things you could do as that was debottlenecks and then maybe CP Interline is potentially specific drivers. But if you could run through what are kind of the biggest drivers on domestic intermodal. And is there still a lot more to go in '27?

Stephen Angel

Yes, sure. Thanks. So domestic has really driven our growth this year. International has been kind of relatively flat in particular in the recent quarter. What I'd say on the domestic side is we've got a number of initiatives out there. The team we've talked about on previous calls, the work the team has done in relation to SMX and Howard Street Tunnel. And so in both places, we continue to see volume growth, and we've been very pleased with that over the course of this year. SMX has been in play longer than Howard Street.

We finished the work around the tunnel in the full double-stack clearances after we were through the majority of bid season this past year, so we have seen momentum build on Howard Street, but we're excited about getting into next year's bid season, which is really starting right now and having that solution and kind of more of the RFPs and the routing guides as we go forward.

Beyond the new solutions, we're working closely hand-in-hand with our channel partners and then to our national accounts team directly with shippers to look at opportunities for truck conversion. Truck capacity has obviously tightened pretty significantly over the course of the last couple of quarters. And we have customers that are existing customers today, they're continuing to look to rail to move more of their business to an intermodal solution because of what they're seeing in the truck market. So we're very optimistic about the opportunities that are -- that continue to be in front of us as we close out this year and go into next year on the domestic intermodal side.

Operator

And our next question comes from the line of Brandon Oglenski with Barclays.

Brandon Oglenski

Here. Kevin, I know you spoke to guidance for, I guess, greater than 350 basis points improvement in the margin in the fourth quarter. But how do we think about that sequentially? I think you did give some detail on headcount PSO.

Kevin Boone

Yes. Thanks, Brandon. When you think about third quarter to fourth quarter, there's typical seasonality in that. We're hitting the winter month. So you'll see PSO typically move up a little bit. On the labor side, as you move into vacations, heavier vacations around holidays, other things, capital programs move off, you'll see a little bit of labor costs come in. But that's typically normal seasonality. So if you look back after the last 3 to 5 years, 200 to 300 basis points of margin degradation from third quarter to fourth quarter. Obviously, all the initiatives we're doing, we're looking to offset as much of that as we can. But there is normal seasonality that we will see and we anticipate on both of those cost line items.

Operator

And our next question comes from the line of Jonathan Chappell with Evercore ISI.

Jonathan Chappell

Thank you. I don't know if is on the call. And if not, I guess, someone else can answer it. But Maryclare mentioned some temporary issues in Atlanta. We watched the weekly data. It looks like there were some ebbs and flows as the volume remained strong through the third quarter. How do you feel, as you're stepping away about the resourcing, not just of labor, we've talked about headcount, but all the different things that go into, if we do have a peak season and a cyclical recovery for the next couple of quarters, do you feel that you're operating efficiently enough and can add resources on a less than one-for-one basis to keep those service metrics or you'd like to keep them throughout the year?

Stephen Angel

Yes. So what we're doing -- and again, we mentioned -- this is Steve. What we mentioned was coming out of the third quarter. Third quarter was improvement over the second quarter. October is an improvement over the numbers you're seeing in the third quarter. But the focus is this on the service side. We continue to refine our capacity plan, including positioning of resources based on the expected demand, and we do that working very closely with Maryclare organization. Better planning and coordination between engineering and transportation is creating less disruption on our network, which gives our ops team more freedom to operate.

We've been investing in capacity where needed. And Atlanta is a good example of that, where we've seen a 50% increase in volume over the last 3 years. And we're investing in track infrastructure to increase our switching and processing capacity by 50%. And of course, good crew management as part of the equation to improve T&E availability in addition to adding a modest number of T&E headcount. So that's what we're doing.

Operator

And our next question comes from the line of Ken Hoexter with Bank of America.

Ken Hoexter

Kevin or Steve, PSN dipped 400 basis points year-over-year, maybe even more than you thought. Maybe talk about some of the specific programs or just such a great achievement. How structural is this, what goes on? Because mean we've seen waves at CSX of market improvement, then there was slippage before you got there, Steve. So just wondering how you do that. And then in that 350 basis point target, if you're continuing to do this improvement, you did a 400 basis point improvement 3Q to 4Q. I guess, Kevin, is there any reason you could or could not do the same level of improvement in the fourth quarter year-over-year?

Kevin Boone

Ken, yes, look, part of the guidance for the fourth quarter is we've seen some extreme volatility on the fuel side, right? So when you think about the third quarter, we had peak diesel prices and coming into the quarter, that accounted for probably a little over 100 basis points of margin pressure versus what we had expected coming in just from the fuel price increase. So we're looking to eye on that. We'll have better clarity as we move through the quarter on there. But in terms of PSO, specifically, I would say the first area is we always look at are the costs that we're paying others outside of CSX.

And I have to give a lot of credit to the team, the procurement team, the operations team, to really take a closer look at those costs that we're paying and really, some of those that we've in-sourced, other terms, we're challenging those costs and getting better rates through our suppliers, but it's across the board. And whether it's vehicles, whether it's equipment, asset utilization, a big, big focus on the asset utilization side, just rates in general, as I said, external labor rates, we really look closely at and making sure there's a level of accountability when we're paying others on the outside. And in terms of the pipeline, as Steve talked about it, over 100 initiatives already. We started in the second quarter. I think it's the earliest we've ever started in my 9 years here at CSX in terms of thinking about the next year. We're really building that muscle and building a continuous improvement kind of mindset around here.

In fact, we're already thinking about '28 as well as we think about '27. So we're a deep bench. I would also say on the technology side, that's another area where I just see a lot of opportunity to provide greater resources, greater clarity in terms of where the spend is. And we're seeing some early signs of that. I would say some more to be done in the next year and those visibility tools allow the leaders out there to really identify costs and go after them. But it's across the board, great job by the team, and there's a lot of ownership across the organization for it.

Operator

And our next question comes from the line of Dan Moore with Baird.

Daniel Moore

I can't remember if it was, Tom or Chris, that asked a question on Intermodal earlier in the call. But maybe as a follow-on to that, pretty rare environment that we find ourselves in right now, specifically as it relates to domestic intermodal. And the spread between highway to rail costs is probably as great as I've ever seen it in the last 30 years. With that in mind, recognizing that domestic intermodal tends to be a higher touch in terms of renewals and that it could be a fairly meaningful driver of yield moving forward. Could you maybe just spend a minute refreshing our memories on how you approach a market like this and the potential impact it might have going forward.

Unknown Executive

Sure. Happy to. So on intermodal, just as a starting point, we got to remember that the business is split between domestic and international. And so maybe just starting on the questions around domestic. But on the international side, that is an important part of our overall Intermodal portfolio. I think I've mentioned it before, a lot of that business is contracted under multiyear deals that have fixed adjustments. And I would say it is not highly correlated to the trucking market, like you see on the domestic side.

On the domestic business, it's a mixture of how our contracts are structured. I would say we think about domestic bid season. It's kind of starting right now for 2027, I think you've heard from us, you've heard from others over the course of this year that the truck market inflection that occur, the tightness in capacity really started after we were good ways into the 2026 bid season. And so there is a lag effect to that. Certainly, as we're looking at new renewals on annual contracts, which we see a lot in our rail asset product, we're going to price to the market. We're taking into account what's going out there going on out there. We're looking at capacity. We're looking at the value of the service that we provide. We have other business, though, that isn't necessarily on an annual application. And so we will manage that and make sure we're continuing to price to the value of the service as those come up for renewal.

Operator

And our next question comes from the line of Ari Rosa with Citigroup.

Ariel Rosa

Congrats on some strong results here. And also congrats to Mike on his retirement. I was hoping you guys could speak quickly about just the rail partnerships the progress there, the level of volumes that you're seeing across some of the partnerships with BN and CN and CP. And how you're thinking about that particularly in the context of the opposition that you've announced to what UPS is proposing and how you see the partnerships reflect as kind of a downward weight to some of the issues that they've raised.

Maryclare Kenney

Yes. So I've talked about it before. I spent a lot of time in my career here on the intermodal side of the business. And I would tell you, it's been common practice for CSX to work closely with our interline partners, to try to find new and, in some cases, better solutions for our customers. So that's nothing new for us. We've done this kind of year in and year out. We're always looking for ways across our lines of business, but I would say, in particular, when you think about intermodal, trying to find solutions that improve transit and improve reliability for our customers. And so we're committed to continuing to do that. We've been happy with the results we've seen with the partnerships we formed over the last several years, and we'll continue to work on this going forward.

Operator

And our next question comes from the line of Walter Spracklin with RBC Capital Markets.

Walter Spracklin

I've got a question here for Kevin. And this is really on the cost side. And I know if we look back at second quarter, both truck and rail had pretty good quarters there. But here in the third quarter, we've seen some warnings in the truck segment, mainly on the back of higher costs. And I guess, truck is going to be more exposed to fuel costs and labor costs and that might explain the difference in the relative cost experience that you're seeing relative to truck.

But -- of fuel, is there anything you're seeing in terms of cost pressure that worries you going into 2027. Anything that's popping up on the labor side with any of the -- obviously, we're seeing driver shortages, but are you seeing any shortages on your end in terms of your attempts to hire. Anything on the cost side that's keeping you awake at night as we look into 2027.

Kevin Boone

Yes. Thanks for the question. I spent a lot of team with time with the quality team here recently and book the same driver shortages across the market. They're experiencing that. That should be obviously a good demand environment, and that's something that we've talked at length about -- to put it bluntly, quality has a lot of opportunity, right? And there's a lot of opportunity on the cost side, and there's a lot of opportunity to price to the market. And so we're looking at all of those opportunities. We'll be meeting here next month to put together the 2027 plan.

But I expect some improvement as we move into next year in that business. Driver recruitment is going to be a big focus of that team, but also driving costs out of the business. And then the pricing side as the market turns and there's limited capacity, quality, in particular, should be benefiting from that.

Operator

And our next question comes from the line of Vaske Majors with Stephens.

Unknown Analyst

Can you talk about the tests you guys are doing on the 0 to 0 fuel savings technology -- what are you getting in the field? What's your sense of the path to FRA approval there? And is any of that productivity factored into some of the comments you made about opportunities in 2027?

Unknown Executive

Yes. I mean we've been using Trip Optimizer for some period of time, and we've seen benefits in terms of fuel efficiency from that, what you're mentioning is the 0 to 0, which is start to stop. And that is partially implemented. We continue to work through the test process with FRA, and I would expect eventually that will be approved, and we'll be able to take that capability across the entire fleet.

Operator

And our next question comes from the line of Jason Seidl with TD Cowen.

Jason Seidl

Thank operator, and in here. First of all, definitely shout out to the operations team there, impressive quarter and congrats on the retirement there to Mike. Maryclare, questions to you. I know a lot has been said about intermodal and the opportunity there. But obviously, a tighter truck market and higher fuel cost out east also presents an opportunity for your carload business. Maybe you could talk to a little bit about that and what your team is doing to sort of go after that freight.

Maryclare Kenney

Yes, absolutely. I would tell you, we're working on opportunities across our markets, and we've certainly seen as truck capacity has tightened additional opportunities over the course of the last quarter. I think a great example in the impact in terms of business trends is in our Forest Products segment. So we came into this year, that was one of the areas we were most concerned about, quite frankly, because we saw quite a few closures on the paper and pulp side last year. And then obviously, the segment is very tied to housing, which we all know has been lackluster for an extended period of time. while we really have not seen any improvement in the demand side of the equation in that market, the team has done a really nice job as we've seen truck capacity tighten. This market is -- does have a lot of truck utilization. And so with both our building products, shippers as well as our paper shippers working with them to identify new solutions that we can deliver and increase capacity that we can provide to help support their needs. But we're really doing this across markets as there's -- as opportunities present themselves and feel optimistic about that as we close out this year and go into next year.

Operator

Our next question comes from the line of Ravi Shanker with Morgan Stanley.

Ravi Shanker

Just a housekeeping here. The other revenue line was pretty strong this quarter. I just wanted to see if there were any unusual items there? And kind of what do you think of the run rate of that line going forward?

Kevin Boone

Yes. The biggest drivers of that upside that we saw in the third quarter really related around the in-transit reserve and then a little bit higher in intermodal storage costs as you've seen that market tighten. As you look at the fourth quarter, when you look at the average for the year, we've been averaging in the mid-30s per quarter when you average it, we'll probably do a little bit better than that in the fourth quarter, depending on intermodal continuing its tightness in some other areas, but around that level.

Operator

And our next question comes from the line of David Vernon with Bernstein.

David Vernon

So Maryclare, within the carload business, back in June, you guys have turned on fuel surcharges for the carload business, I think. Can you share how much incremental fuel revenue that tariff traffic sort of generated with the introduction of those surcharges for the third quarter?

Maryclare Kenney

Yes. I don't think we're going to put a precise number out there. I would say just across the board, we're making sure as fuel costs have gone up that we're being thoughtful about that and have that conversation with the customers, and they understand they're seeing similar impacts on the trucking side.

Operator

And our next question comes from the line of Richa Harnain with Deutsche Bank.

Richa Talwar

So another one for Maryclare, you're getting so much air time call Mary. So I just wanted to ask, you mentioned customers looking to push more growth to intermodal. I think we all see that and you're finding more conversion opportunities. I guess, what are the biggest issues or bottlenecks to picking up this growth from customers that maybe are not so eager, what is left to solve to make this more seamless? And I guess, what more do customers want? And how are you ensuring that the growth is sticky and if TL rates begin to fall, that won't lead to an unwind of some of this tailwind.

Maryclare Kenney

Absolutely. So I'll maybe start with the tail end of the question. I think customers see the value of rail in all environments, but it's accelerated. Certainly, as you think about where fuel prices are today and where capacity is, I think what's important and what I've seen since the 15 years that I've been here is the most important thing to customers is consistent and reliable service. And so that's why there's so much effort and work between my team and operating team to ensure that as we're converting business, we're making sure we're delivering a good service product to our customers so that it's long term and it's sustainable.

When I think about what -- as I think about the conversion opportunity, there's certainly a lot of interest right now with what's going on in the broader market. Sometimes it's education with the customers, making sure they understand where there's opportunity to convert. We do have a national accounts program from an intermodal perspective where we engage directly with the shipper. We'll look at their truckload file confidentially for them. We'll evaluate the truckload load file and show them where there's lanes that are opportunities for intermodal conversion and then give them visibility to what service looks like in those lanes. So they have more comfort in terms of transitioning that from truck to rail.

As I think about the cycle that we're in right now, I know questions have been asked about box capacity chassis, all of those things, I think the area that we're keeping the most focused on right now is the drayage driver. And so you've heard from some of our channel partners, there's a lot of focus there. There's been an effort in terms of recruiting additional drivers. I would say, as you think about the broader market, obviously, driver capacity is challenging over the road. The benefit on the drayage side is it's a more efficient move. You can make more terms in a given day. And so I think there's more opportunity there as we go forward.

Operator

And our final question comes from the line of Jeff Kaufman with Citizens Bank.

Jeffrey Kauffman

Congratulations on a very solid quarter. Kind of a follow-up, actually, I'll give Maryclare a break and then go back to the operations team. a lot of productivity improvement and safety improvement this quarter, can you give us an idea of where you'd like these metrics to be within, say, 12 months, 24 months? And what that could mean in terms of driving incremental operating ratio if you're able to hit those targets?

Unknown Executive

Well, I think in terms of continuous improvement. As I look at the safety metrics, as I look at our operating ratios, operating margins, everything, I think in terms of what can we do to improve. And we have a whole company that's dedicated to that. Kevin alluded to the fact or I did earlier, that we have a little over 100 initiatives that we're working on '27 productivity now. We're starting to work on '28, too. So to me, it's all about driving productivity. It's all about continuous improvement. It's all about improving our safety metrics, our service metrics, our financial metrics so that we can be best -- deliver best-in-class performance and best-in-class performance for our employees, for our customers and for our shareholders.

Operator

And ladies and gentlemen, this concludes our question-and-answer session and today's conference call. We thank you for your participation, and you may now disconnect.