Attached, please see The Spin-Off Report on XPO Logistics, Inc. (NYSE: XPO).
On December 2, 2020, XPO Logistics, Inc. (NYSE: XPO), a global transportation and logistics company, announced plans to separate its contract logistics business from its freight transportation operations, which include both asset-based less-than-truckload (LTL) and non-asset-based freight brokerage services. The new standalone company, which is expected to be the second largest contract logistics provider globally with ~212 million sq. ft. of warehouse space in 27 countries, will adopt the corporate moniker GXO Logistics, Inc. (and it is expected to initially trade on the New York Stock Exchange but ultimately explore a dual listing on the London Stock Exchange). The transaction is expected to be tax-free to shareholders and is scheduled to be completed in 2H 2021 subject to conditions, including the effectiveness of a Form 10 registration statement, which has been confidentially filed with the SEC, and receipt of final Board approval. Post-spin, Brad Jacobs, XPO’s current chairman and chief executive, will retain those positions at RemainCo, which will maintain the current corporate moniker, XPO Logistics, while also serving as chairman of GXO Logistics, where Malcolm Wilson, the current head of XPO Logistics Europe, will take the helm as chief executive.
This separation follows a strategic review that was announced in January 2020 but terminated in March 2020, given market conditions amid the burgeoning COVID-19 pandemic. At the review’s inception, XPO indicated that the potential spin-off or sale of one or more of its business lines would be explored, with the exception of its North American less-than-truckload operation, which is markedly more asset intensive than its other business lines (and essentially represents the legacy operations of Con-Way Freight, which XPO purchased for ~$3 billion in 2015). At the time, the decision to both break up the business and increase the focus on its more asset-based operation (although the truck brokerage business is non-asset based) could have been viewed by some investors as a somewhat surprising tack for Mr. Jacobs. In part due to his previous ventures, United Waste and United Rentals (along with XPO), he is known for active acquisition strategies in fragmented industries, as well as for his initial focus on non-asset-based and asset-light transportation services after assuming control of XPO in 2011. That said, the impending transaction seems rooted in management’s frustration that, despite industry-leading scale and operating performance in terms of growth, profitability, and free cash flow generation, its myriad businesses trade at persistent discounts to their most relevant peers. In pursuit of narrowing this perceived discount, XPO is seeking both to simplify the company (hence the proposed spin-off, which essentially separates its freight-moving and warehousing businesses) and to achieve investment-grade credit ratings for both RemainCo and GXO. On the latter, although the company is still in discussions with rating agencies on how to optimally allocate debt, the most likely use of near-term free cash flow, which is projected to be $600-$700 million in 2021, will seemingly be toward leverage reduction. As well, the company sees potential commercial benefits from more focused management and capital allocation, particularly with regard to each business’s specialized technology requirements, as well as from having pure-play equity currencies that could facilitate longer-term M&A. With respect to potential dis-synergies, management anecdotally suggests that $10-$20 million of potential incremental costs will likely be offset by operating efficiencies, of which management sees, on a combined basis, $700 million-$1 billion looking toward 2023-2024.
Currently, XPO operates two segments: (1) Transportation, which is primarily comprised of asset-based less-than-truckload (LTL) and non-asset-based truck brokerage services, generated ~$10.2 billion in sales and $1.06 billion in adjusted EBITDA in 2020; and (2) Logistics, which designs, implements, and manages supply chains, generated 2020 sales and adjusted EBITDA of $6.2 billion and $518 million, respectively (see Exhibit 1). On a consolidated basis, XPO currently trades at about 9.1x 2022E EV/EBITDA, whereas its most applicable LTL and truck brokerage peers trade at ~15.5x and 12.5x, respectively. Valuations for public peers in the contract logistics business are less consistent, but average ~12.0x 2022E EV/EBITDA (albeit in a wide range of 6.5x-18.0x). In that context, based on solid underlying fundamentals, which we think could support incremental upside to our current forecasts, we see the opportunity for a re-rating across XPO’s portfolio of businesses, particularly the LTL operation, which has consistently posted profitability at the high end of its peer group. In that regard, even assuming XPO’s discount to peers narrows (but does not close), an initial pre-spin fair value estimate of $159 per share, comprised of $111 per share for XPO RemainCo, which will retain the current XPO Logistics moniker post-spin, and $48 per share for GXO Logistics, is derived. Given the implied upside of more than 25% to our fair value estimate, we rate the shares of pre-spin XPO as a BUY. While our initial bias is toward the post-spin Transportation company, XPO Logistics, we think the contract logistics business, GXO Logistics, will enjoy favorable secular tailwinds from growth in e-commerce fulfilment and could ultimately see more material upside, in terms of improvements in its operating performance and the magnitude of its potential multiple expansion, over the longer term.