Hub Group
Annual Report 2013

Plain-text annual report

Table of Contents UNITED STATESSECURITIES AND EXCHANGE COMMISSIONWashington, D.C. 20549 FORM 10-K (Mark One) xAnnual Report Pursuant to Section 13 or 15(d) of the Securities Exchange Act of 1934For the fiscal year ended December 31, 2013OR ¨Transition Report Pursuant to Section 13 or 15(d) of the Securities Exchange Act of 1934Commission File No. 0-27754 HUB GROUP, INC.(Exact name of registrant as specified in its charter) Delaware 36-4007085(State or other jurisdiction ofincorporation of organization) (I.R.S. EmployerIdentification No.)2000 Clearwater DriveOak Brook, Illinois 60523(Address and zip code of principal executive offices)(630) 271-3600(Registrant’s telephone number, including area code)Securities registered pursuant to Section 12(b) of the Act: NoneSecurities registered pursuant to Section 12(g) of the Act:Class A Common Stock, $.01 par value(Title of Class) Indicate by check mark if the Registrant is a well-known seasoned issuer, as defined in Rule 405 of the Securities Act. Yes x No ¨Indicate by check mark if Registrant is not required to file reports pursuant to Section 13 or Section 15(d) of the Act. Yes ¨ No xIndicate by check mark whether the Registrant (1) has filed all reports required to be filed by Section 13 or 15(d) of the Securities Exchange Act of 1934during the preceding 12 months (or for such shorter period that the Registrant was required to file such reports), and (2) has been subject to such filingrequirements for the past 90 days. Yes x No ¨Indicate by check mark whether the registrant has submitted electronically and posted on its corporate Web site, if any, every Interactive Data File required tobe submitted and posted pursuant to Rule 405 of Regulation S-T (§ 229.405 of this chapter) during the preceding 12 months (or for such shorter period thatthe registrant was required to submit and post such files). Yes x No ¨Indicate by check mark if disclosure of delinquent filers pursuant to Item 405 of Regulation S-K is not contained herein, and will not be contained, to the bestof Registrant’s knowledge, in definitive proxy or information statements incorporated by reference in Part III of this Form 10-K or any amendment to this Formof Registrant’s knowledge, in definitive proxy or information statements incorporated by reference in Part III of this Form 10-K or any amendment to this Form10-K. xIndicate by check mark whether the registrant is a large accelerated filer, an accelerated filer, a non-accelerated filer or a smaller reporting company. Seedefinitions of “large accelerated filer”, “accelerated filer” and “smaller reporting company” in Rule 12b-2 of the Exchange Act. (Check one): Large Accelerated Filer x Accelerated Filer ¨Non-Accelerated Filer ¨ Smaller Reporting Company ¨Indicate by check mark whether the registrant is a shell company (as defined in Rule 12b-2 of the Exchange Act). Yes ¨ No xThe aggregate market value of the Registrant’s voting stock held by non-affiliates on June 30, 2013 , based upon the last reported sale price on that date on theNASDAQ Global Select Market of $36.42 per share, was $1,283,165,902.On February 11, 2014, the Registrant had 36,809,540 outstanding shares of Class A Common Stock, par value $.01 per share, and 662,296 outstandingshares of Class B Common Stock, par value $.01 per share.Documents Incorporated by ReferenceThe Registrant’s definitive Proxy Statement for the Annual Meeting of Stockholders to be held on May 9, 2014 (the “Proxy Statement”) is incorporated byreference in Part III of this Form 10-K to the extent stated herein. Except with respect to information specifically incorporated by reference in this Form 10-K,the Proxy Statement is not deemed to be filed as a part hereof. Table of ContentsPART I Item 1.BUSINESSGeneralHub Group, Inc. (“Company”, “we”, “us” or “our”) is a Delaware corporation that was incorporated on March 8, 1995. We are one of North America’sleading asset-light freight transportation management companies. We offer comprehensive intermodal, truck brokerage and logistics services. Since ourfounding in 1971, we have grown to become the largest intermodal marketing company (“IMC”) in the United States and one of the largest truck brokers.Through our network, we have the ability to arrange for the movement of freight in and out of every major city in the United States, Canada and Mexico. Weutilize an asset-light strategy in order to minimize our investment in equipment and facilities and reduce our capital requirements. We arrange freight movementfor our customers through transportation carriers and equipment providers.In April 2011, we acquired all of the capital stock of Exel Transportation Services, Inc. (“ETS”). ETS is now our wholly-owned subsidiary, operatingindependently and renamed Mode Transportation, LLC (“Mode”). Mode has approximately 230 agents, consisting of 90 sales/operating agents, known asIndependent Business Owners (“IBOs”), who sell and operate the business throughout North America and 140 sales only agents. Mode also has a companymanaged operation and corporate offices in Dallas, TX, a temperature protected services division operated out of our Oak Brook, IL headquarters andcorporate offices in Memphis, TN.We report two distinct business segments. The first segment is “Mode,” which includes the acquired Mode business only. The second segment is“Hub,” which is all business other than Mode. Both segments offer intermodal, truck brokerage and logistics services. “Hub Group” includes both segments.Hub operates through a network of operating centers throughout the United States, Canada and Mexico. Each operating center is strategically located in amarket with a significant concentration of shipping customers and one or more railheads. Hub services a large and diversified customer base in a broad rangeof industries, including consumer products, retail and durable goods.Mode markets and operates its freight transportation services primarily through its network of IBOs who enter into contracts with Mode. Mode’scompany managed operation includes a business arranging for the transportation of raw materials and finished products for a major food producer and, to alesser extent, other highway brokerage, intermodal and logistics operations.Services ProvidedOur transportation services for both the Hub and the Mode segments can be broadly placed into the following categories:Intermodal. As an IMC, we arrange for the movement of our customers’ freight in containers and trailers, typically over long distances of 750 miles ormore. We contract with railroads to provide transportation for the long-haul portion of the shipment and with local trucking companies, known as “drayagecompanies,” for pickup and delivery. As part of our intermodal services, we negotiate rail and drayage rates, electronically track shipments in transit,consolidate billing and handle claims for freight loss or damage on behalf of our customers.We use our network to access containers and trailers owned by leasing companies, railroads and steamship lines. We are able to track trailers andcontainers entering a service area and reuse that equipment to fulfill the customers’ outbound shipping requirements. This effectively allows us to “capture”containers and trailers and keep them within our network. As of December 31, 2013, Hub had exclusive access to approximately 7,011 rail-owned containersfor our dedicated use on the Union Pacific (“UP”) and the Norfolk Southern (“NS”) rails. In addition to these rail-owned containers, as of December 31, 2013,we owned or leased a total of 18,758 53’ private containers.As of December 31, 2013, approximately 70% of Hub’s drayage needs were met by our subsidiary, Comtrak Logistics, Inc. (“Comtrak”), whichassists us in providing reliable, cost effective intermodal services to our customers. Comtrak has terminals in Atlanta, Birmingham, Charlotte, Chattanooga,Chicago, Cleveland, Columbus (OH), Dallas, Hammond (IN), Harrisburg, Huntsville, Indianapolis, Jacksonville, Kalamazoo, Kansas City, Milwaukee,Memphis, Nashville, Newark, Los Angeles, Perry (FL), Philadelphia, Portland (OR), Savannah, Seattle, St. Louis, Stockton, and Titusville (FL). As ofDecember 31, 2013, Comtrak leased or owned 327 tractors, leased or owned 448 trailers, employed 522 drivers and contracted with 2,269 owner-operators.Truck Brokerage (Highway Services). We are one of the largest truck brokers in the United States, providing customers with another option for theirtransportation needs. We match the customers’ needs with carriers’ capacity to provide the most effective service and price combination. We have contractswith a substantial base of carriers allowing us to meet the varied needs of our customers. As part of the truck brokerage services, we negotiate rates, trackshipments in transit and handle claims for freight loss and damage on behalf of our customers. 2Table of ContentsLogistics and Other Services. Hub’s logistics business operates under the name of Unyson Logistics. Unyson Logistics is comprised of a network oflogistics professionals dedicated to developing, implementing and operating customized logistics solutions. Unyson offers a wide range of transportationmanagement services and technology solutions including shipment optimization, load consolidation, mode selection, carrier management, load planning andexecution and web-based shipment visibility. Unyson Logistics operates throughout North America, providing operations through its main operating locationin St. Louis with additional support locations in Boston, Chicago, Cleveland and Minneapolis. Certain Mode agents provide logistics services. Our multi-modal transportation capabilities through both the Hub and Mode segments include small parcel, heavyweight, expedited, less-than-truckload, truckload,intermodal and railcar.Hub NetworkHub’s entire network is interactively connected through Hub’s proprietary Network Management System and Mode’s network is connected through itsthird party transportation management system. This enables us to move freight into and out of every major city in the United States, Canada and Mexico.In a typical intermodal transaction, the customer contacts one of Hub’s intermodal operating centers or a Mode IBO to place an order. The operatingcenter/IBO determines the price, obtains the necessary intermodal equipment, arranges for it to be delivered to the customer by a drayage company and, afterthe freight is loaded, arranges for the transportation of the container or trailer to the rail ramp. Relevant information is entered into our system by the assignedoperating center/IBO. Our predictive track and trace technology then monitors the shipment to ensure that it arrives as scheduled and alerts the customerservice personnel if there are service delays. The operating center/IBO then arranges for and confirms delivery by a drayage company at destination. Afterunloading, the empty equipment is made available for reloading by the operating center/IBO for the delivery market.We provide truck brokerage services to our customers in a similar manner. In a typical truck brokerage transaction, the customer contacts one of Hub’shighway operating centers or a Mode IBO to obtain a price quote for a particular freight movement. The customer then provides appropriate shippinginformation to the Hub operating center/IBO. The operating center/IBO makes the delivery appointment and arranges with the appropriate carrier to pick up thefreight. Once it receives confirmation that the freight has been picked up, the operating center/IBO monitors the movement of the freight until it reaches itsdestination and the delivery has been confirmed. If the carrier notifies us that after delivering the load it will need additional freight, we may notify otheroperating centers or IBOs. Although under no obligation to do so, those parties may then attempt to secure additional freight for the carrier.Marketing and CustomersWe believe that fostering long-term customer relationships is critical to our success. Through these long-term relationships, we are able to betterunderstand our customers’ needs and tailor our transportation services to the specific customer, regardless of the customer’s size or volume. Hub currently hasfull-time marketing representatives at various operating centers and sales offices with primary responsibility for servicing local, regional and nationalaccounts. These sales representatives directly or indirectly report to our Chief Marketing Officer. This model allows us to provide Hub customers with both alocal marketing contact and access to our competitive rates as a result of being a large, national transportation service provider. Mode IBOs and sales agents arelocated throughout North America and also enjoy local marketing advantages with access to the Hub network and carrier base. Mode IBOs may act to bothgenerate business and to perform the transportation brokerage services. Mode sales agents are focused entirely on the sales effort and utilize an IBO to servicethe freight.The Mode acquisition diversified our customer base with more small and medium sized customers. While Hub has traditionally focused to a significantdegree on larger national accounts, Mode IBOs and sales agents are often able to devote more attention to smaller and medium sized shippers and develop long-term relationships with them.Our marketing efforts have produced a large, diverse customer base, with no one customer representing more than 10% of our total revenue in 2013 ineither reporting segment. We service customers in a wide variety of industries, including consumer products, retail and durable goods.Management Information SystemsA primary component of our business strategy is the continued improvement of our Network Management System and other technology to ensure thatwe remain a leader among transportation providers in information processing for transportation services. Our Network Management System consists ofproprietary software running on a combination of platforms which includes the IBM iSeries and Microsoft Windows Server environments located at a secureoffsite data center. All of Hub’s operating centers are linked together with the data center using a Multi-Protocol Label Switching network. This configurationprovides a real time environment for transmitting data among our operating centers and headquarters. We also make extensive use of electronic commerce (“e-Commerce”), allowing each operating center to communicate electronically with each railroad, many drayage companies, certain trucking companies and thosecustomers with e-Commerce capabilities. 3Table of ContentsHub’s Network Management System is the primary mechanism used by Hub operating centers to handle the Hub intermodal and truck brokeragebusiness. The Network Management System processes customer transportation requests, tenders and tracks shipments, prepares customer billing,establishes account profiles and retains critical information for analysis. The Network Management System provides connectivity with each of the major railcarriers. This enables Hub to electronically tender and track shipments in a real time environment. In addition, the Network Management System’s e-Commerce features offer customers with e-Commerce capability a completely paperless process, including load tendering, shipment tracking, billing andremittance processing. We aggressively pursue opportunities to establish e-Commerce interfaces with our customers, railroads, trucking companies anddrayage companies.Mode utilizes a third party transportation management system to manage its business, to process customer transportation requests, tender and trackshipments and prepare customer billing. The system also provides connectivity with each of the major rail carriers, customers and truck carriers.To manage our Unyson Logistics business, we use specialized software that includes planning and execution solutions. This sophisticatedtransportation management software enables us to offer supply chain planning and logistics managing, modeling, optimizing and monitoring for ourcustomers. We use this software when offering logistics management services to customers that ship via multiple modes, including intermodal, truckload, andless-than-truckload, allowing us to optimize mode and carrier selection and routing for our customers. This software is integrated with Hub’s NetworkManagement System and our accounting system.Hub’s website, www.hubgroup.com, and Mode’s website www.modetransportation.com are each designed to allow Hub and Mode vendors andcustomers to easily do business online. Through Vendor Interface, Hub tenders loads to drayage carriers using the Internet rather than phones or faxes. VendorInterface also captures event status information, allows vendors to view outstanding paperwork requirements and helps facilitate paperless invoicing. Hubcurrently tenders substantially all of its drayage loads using Vendor Interface or e-Commerce. Hub exchanges information on available loads, available carriercapacity and updates to event status information with its truck brokerage vendors using Trucker Advantage or e-Commerce. Mode tenders loads to its drayagecarriers and captures event status information through a carrier portal. Through the carrier portal, Mode exchanges information on available loads, availablecarrier capacity and updates to event status information with its truck brokerage vendors. Through Hub’s Customer Advantage and Mode’s customer portal,Hub and Mode customers receive immediate pricing, place orders, track shipments, and review historical shipping data through a variety of reports over theInternet. All of Hub’s Internet applications are integrated with the Network Management System.Relationship with RailroadsA key element of our business strategy is to strengthen our close working relationship with the major intermodal railroads in the United States. Due toour size and relative importance, some railroads have dedicated support personnel to focus on our day-to-day service requirements. On a regular basis, oursenior executives and each of the railroads meet to discuss major strategic issues concerning intermodal transportation.We have relationships with each of the following major railroads: Burlington Northern Santa Fe Florida East CoastCanadian National Kansas City SouthernCanadian Pacific Norfolk SouthernCSX Union PacificFerromex We also have relationships with each of the following major service providers: APL, CMA CGM (America) Inc., COSCO (China Ocean Shipping(Group) Company), Evergreen Shipping Agency (America) Corp., Express System Intermodal Inc., Domestic Intermodal America, Hamburg Sud Group,Hanjin Shipping, Hapag-Lloyd (America) Inc., Hyundai Merchant Marine, K-Line America, Maersk Sea-Land, Mitsui O.S.K. Lines (America) Inc., NYK(Nippon Usen Kaisha) Line, Triton Overseas Transport, Yang Ming (America) Corp., and Zim Integrated Shipping Services.Transportation rates are market driven. We sometimes negotiate with the railroads or other major service providers on a route or customer specific basis.Consistent with industry practice, some of the rates we negotiate are special commodity quotations (“SCQs”), which provide discounts from published pricelists based on competitive market factors and are designed by the railroads or major service providers to attract new business or to retain existing business.SCQ rates are generally issued for the account of a single IMC. SCQ rates apply to specific customers in specified shipping lanes for a specific period oftime, usually up to 12 months.Relationship with Drayage CompaniesHub has a “Quality Drayage Program,” under which participants commit to provide high quality drayage service along with clean and safe equipment,maintain a defined on-time performance level and follow specified procedures designed to minimize freight loss and damage. We negotiate drayage rates fortransportation between specific origin and destination points.We also provide drayage services with our own drayage operations, which we operate through our subsidiary Comtrak. Our drayage operations employtheir own drivers and also contract with owner-operators who supply their own trucks. 4Table of ContentsRelationship with Trucking CompaniesOur truck brokerage operation has a large number of active trucking companies that we use to transport freight. The Hub operating centers and ModeIBOs deal daily with these carriers on an operational level. Our corporate headquarters handles the administrative and regulatory aspects of the truckingcompany relationship. Our relationships with these trucking companies are important since these relationships determine pricing, load coverage and overallservice.Risk Management and InsuranceWe require all drayage companies participating in Hub’s Quality Drayage Program to carry at least $1.0 million in general liability insurance, $1.0million in truckman’s auto liability insurance and a minimum of $100,000 in cargo insurance. Railroads, which are self-insured, provide limited cargoprotection, generally up to $250,000 per shipment. To cover freight loss or damage when a carrier’s liability cannot be established or a carrier’s insurance isinsufficient to cover the claim, we carry our own cargo insurance with a limit of $1.0 million per container or trailer and a limit of $20.0 million in theaggregate. We also carry general liability insurance with limits of $1.0 million per occurrence and $2.0 million in the aggregate with a companion $45.0 millionumbrella policy on this general liability insurance.We maintain separate insurance policies to cover potential exposure from our company-owned drayage operations. We carry commercial general liabilityinsurance with a limit of $1.0 million per occurrence, subject to a $2.0 million policy aggregate limit, and trucker’s automobile liability insurance with a limitof $1.0 million per occurrence. Additionally, we have an umbrella excess liability policy with a limit of $19.0 million. We also maintain motor truck cargoliability insurance with a limit of $1.0 million per occurrence.Government RegulationHub Group, Inc. and various subsidiaries, including Mode Transportation, LLC, are licensed by the Department of Transportation as brokers inarranging for the transportation of general commodities by motor vehicle. To the extent that the Hub operating centers and Mode IBOs perform truck brokerageservices, they do so under these licenses. The Department of Transportation prescribes qualifications for acting in this capacity, including a $75,000 suretybond that we have posted. In addition, Hub and Mode each have customs bonds. To date, compliance with these regulations has not had a material adverseeffect on our results of operations or financial condition. However, the transportation industry is subject to legislative or regulatory changes that can affect theeconomics of the industry by requiring changes in operating practices or influencing the demand for, and cost of providing, transportation services.Custom-Trade Partnership Against TerrorismWe achieved Custom-Trade Partnership Against Terrorism (C-TPAT) certification in 2013. C-TPAT is a voluntary supply chain security program ledby the U.S. Customs and Border Protection focused on improving the security of private companies’ supply chains with respect to terrorism. Companies whoachieve C-TPAT certification must have a documented process for determining and alleviating risks throughout their international supply chain. Thiscertification allows us to be considered low risk, resulting in expedited processing of our customers’ cargo, including fewer customs examinations.CompetitionThe transportation services industry is highly competitive. We compete against other IMCs, as well as logistics companies, third party brokers,trucking companies and railroads that market their own intermodal services. Several larger trucking companies have entered into agreements with railroads tomarket intermodal services nationwide. Competition is based primarily on freight rates, quality of service, reliability, transit time and scope of operations.Several transportation service companies and trucking companies, and all of the major railroads, have substantially greater financial and other resources thanwe do.GeneralEmployees: As of December 31, 2013, Hub Group had 1,982 employees consisting of 1,856 Hub employees, or 1,334 employees excluding drivers,and 126 Mode employees. We are not a party to any collective bargaining agreements and consider our relationship with our employees to be satisfactory.As of December 31, 2013, Mode had 90 IBOs (sales/operating agents) and 140 sales only agents. Nearly all of the sales agents and IBOs are undercontract with Mode.Other: No material portion of our operations is subject to renegotiation of profits or termination of contracts at the election of the federal government. Ourbusiness is seasonal to the extent that certain customer groups, such as retail, are seasonal. 5Table of ContentsPeriodic ReportsUpon written request, our annual report to the Securities and Exchange Commission on Form 10-K for the fiscal year ended December 31, 2013, ourquarterly reports on Form 10-Q and current reports on Form 8-K will be furnished to stockholders free of charge; write to: Public Relations Department, HubGroup, Inc., 2000 Clearwater Drive, Oak Brook, Illinois 60523. Our filings are also accessible through our website at www.hubgroup.com as soon asreasonably practicable after we file or furnish such reports to the Securities and Exchange Commission. Item 1A.RISK FACTORSBecause our business is concentrated on intermodal marketing, any decrease in demand for intermodal transportation services compared to othertransportation services could have an adverse effect on our results of operations.We derived 64% of our revenue from our intermodal services in 2013 and 65% in both 2012 and 2011. As a result, any decrease in demand forintermodal transportation services compared to other transportation services could have an adverse effect on our results of operations.Because we depend on railroads for our operations, our operating results and financial condition are likely to be adversely affected by anyreduction or deterioration in rail service.We depend on the major railroads in the United States for virtually all of the intermodal services we provide. In many markets, rail service is limited toone or a few railroads. Consequently, a reduction in, or elimination of, rail service to a particular market is likely to adversely affect our ability to provideintermodal transportation services to some of our customers. In addition, the railroads are relatively free to adjust shipping rates up or down as marketconditions permit. Rate increases would result in higher intermodal transportation costs, reducing the attractiveness of intermodal transportation compared totruck or other transportation modes, which could cause a decrease in demand for our services. Further, our ability to continue to expand our intermodaltransportation business is dependent upon the railroads’ ability to increase capacity for intermodal freight and provide consistent service. Our business couldalso be adversely affected by a work stoppage at one or more railroads or by adverse weather conditions or other factors that hinder the railroads’ ability toprovide reliable transportation services. In the past, there have been service issues when railroads have merged. As a result, we cannot predict what effect, ifany, further consolidations among railroads may have on intermodal transportation services or our results of operations.Because our relationships with the major railroads are critical to our ability to provide intermodal transportation services, our business may beadversely affected by any change to those relationships.We have important relationships with certain major U.S. railroads. To date, the railroads have chosen to rely on us, other IMCs and other intermodalcompetitors to market their intermodal services rather than fully developing their own marketing capabilities. If one or more of the major railroads were todecide to reduce their dependence on us, the volume of intermodal shipments we arrange would likely decline, which could adversely affect our results ofoperations and financial condition.Because we rely on drayage companies in our intermodal operations, our ability to expand our business or maintain our profitability may beadversely affected by a shortage of drivers and drayage capacity.In certain markets we serve, we use third-party drayage companies for pickup and delivery of intermodal containers. Most drayage companies operaterelatively small fleets and have limited access to capital for fleet expansion. In some of our markets, there are a limited number of drayage companies that canmeet our quality standards. This could limit our ability to expand our intermodal business or require us to establish more of our own drayage operations insome markets, which could increase our operating costs and could adversely affect our profitability and financial condition. Also, the trucking industrychronically experiences a shortage of available drivers, which may limit the ability of third-party drayage companies to expand their fleets. This shortage alsomay require them to increase drivers’ compensation, thereby increasing our cost of providing drayage services to our customers. Therefore, the driver shortagecould also adversely affect our profitability and limit our ability to expand our intermodal business.Because we depend on trucking companies for our truck brokerage services, our ability to maintain or expand our truck brokerage businessmay be adversely affected by a shortage of trucking capacity.We derived 19% of our revenue from our truck brokerage services in 2013 and 21% in both 2012 and 2011. We depend upon various third-partytrucking companies for the transportation of our customers’ loads. Particularly during periods of economic expansion, trucking companies may be unable toexpand their fleets due to capital constraints or chronic driver shortages, and these trucking companies also may raise their rates. If we face insufficientcapacity among our third-party trucking companies, we may be unable to maintain or expand our truck brokerage business. Also, we may be unable to passrate increases on to our customers, which could adversely affect our profitability. 6Table of ContentsBecause we use a significant number of independent contractors, such as owner operators, in our businesses, proposals from legislative, judicialor regulatory authorities that change the independent contractor classification could have a significant impact on our gross margin and operatingincome.We use a significant number of independent contractors, such as Mode sales agents and IBOs and Comtrak owner operators, in our businesses,consistent with long-standing industry practices. Legislative, judicial, or regulatory (including tax) authorities could introduce proposals or assertinterpretations of existing rules and regulations that would change the independent contractor classification of a significant number of independent contractorsdoing business with us. The costs associated with potential reclassifications could have a material adverse effect on results of operations and our financialposition. In addition, on January 25, 2013, a complaint was filed in federal court by one of our former truck drivers against our subsidiary, ComtrakLogistics, Inc. seeking class certification on behalf of a class comprised of present and former California-based truck drivers for Comtrak who were classifiedas independent contractors from January 2009 to the present. The complaint alleges Comtrak has misclassified such drivers as independent contractors andthat such drivers were employees. The complaint asserts various violations of the California Labor Code, and claims that Comtrak has engaged in unfaircompetition practices. The complaint seeks, among other things, declaratory and injunctive relief, compensatory damages and attorney’s fees.We depend on third parties for equipment essential to operate our business, and if we fail to secure sufficient equipment, we could lose customersand revenue.We depend on third parties for transportation equipment, such as containers, chassis and trailers, necessary for the operation of our business. Ourindustry has experienced equipment shortages in the past, particularly during the peak shipping season in the fall. A substantial amount of intermodal freightoriginates at or near the major West Coast ports, which have historically had the most severe equipment shortages. If we cannot secure sufficient transportationequipment at a reasonable price from third parties to meet our customers’ needs, our customers may seek to have their transportation needs met by otherproviders. This could have an adverse effect on our business, results of operations and financial position.Our business could be adversely affected by strikes or work stoppages by draymen, truckers, port workers and railroad workers.There has been labor unrest, including strikes and work stoppages, among workers at various transportation providers and in industries affecting thetransportation industry, such as port workers. We could lose business from any significant work stoppage or slowdown and, if labor unrest results inincreased rates for transportation providers such as draymen, we may not be able to pass these cost increases on to our customers. Strikes amonglongshoreman and clerical workers at ports in the past few years have completely shut down the ports for a time, creating a major impact on the transportationindustry. In the summer of 2014, the union contract for west coast longshoremen is scheduled to expire and there is a significant risk of labor unrest from thatongoing negotiation. Work stoppages occurring among owner-operators in a specific market have increased our operating costs considerably over a period oftime. In the past several years, there have been strikes involving railroad workers. Future strikes by railroad workers in the United States, Canada oranywhere else that our customers’ freight travels by railroad would impact our operations. Any significant work stoppage, slowdown or other disruptioninvolving ports, railroads, truckers or draymen could adversely affect our business and results of operations.Losing one or more key Mode IBOs or sales agents could have an adverse effect on revenue and net income.Certain Mode IBOs and sales agents represent a large portion of Mode’s overall revenues. Traditionally, transportation agents have shifted fromcompany to company, although most companies, including Mode, attempt to address this situation contractually. If one or more large IBOs or sales agentswere to terminate their relationship with Mode, there could be an adverse effect on Mode’s business and results of operations.Our results of operations are susceptible to changes in general economic conditions and cyclical fluctuations.Economic recession, customers’ business cycles, changes in fuel prices and supply, interest rate fluctuations, increases in fuel or energy taxes and othergeneral economic factors affect the demand for transportation services and the operating costs of railroads, trucking companies and drayage companies. Wehave little or no control over any of these factors or their effects on the transportation industry. Increases in the operating costs of railroads, trucking companiesor drayage companies can be expected to result in higher freight rates. Our operating margins could be adversely affected if we were unable to pass through toour customers the full amount of higher freight rates. Economic recession or a downturn in customers’ business cycles also may have an adverse effect on ourresults of operations and growth by reducing demand for our services. Therefore, our results of operations, like the entire freight transportation industry, arecyclical and subject to significant period-to-period fluctuations.Relatively small increases in our transportation costs that we are unable to pass through to our customers are likely to have a significant effecton our gross margin and operating income.Transportation costs represented 89% of our consolidated revenue in 2013, 2012 and 2011. Because transportation costs represent such a significantportion of our costs, even relatively small increases in these transportation costs, if we are unable to pass them through to our customers, are likely to have asignificant effect on our gross margin and operating income. 7Table of ContentsOur business could be adversely affected by heightened security measures, actual or threatened terrorist attacks, efforts to combat terrorism,military action against a foreign state or other similar event.We cannot predict the effects on our business of heightened security measures, actual or threatened terrorist attacks, efforts to combat terrorism, militaryaction against a foreign state or other similar events. It is possible that one or more of these events could be directed at U.S. or foreign ports, borders, railroadsor highways. Heightened security measures or other events are likely to slow the movement of freight through U.S. or foreign ports, across borders or on U.S.or foreign railroads or highways and could adversely affect our business and results of operations. Any of these events could also negatively affect theeconomy and consumer confidence, which could cause a downturn in the transportation industry.If we fail to maintain and enhance our information technology systems, we may be at a competitive disadvantage and lose customers.Hub’s information technology systems are critical to our operations and our ability to compete effectively as an IMC, truck broker and logisticsprovider. We expect our customers to continue to demand more sophisticated information technology applications from their suppliers. If we do not continue toenhance Hub’s Network Management System and the logistics software we use to meet the increasing demands of our customers, we may be placed at acompetitive disadvantage and could lose customers.Our information technology systems are subject to risks that we cannot control and the inability to use our information technology systems couldmaterially adversely affect our business.Our information technology systems are dependent upon global communications providers, web browsers, telephone systems and other aspects of theInternet infrastructure that have experienced significant system failures and electrical outages in the past. Our systems are susceptible to outages from fire,floods, power loss, telecommunications failures, break-ins and similar events. Our servers are vulnerable to computer viruses, break-ins and similardisruptions from unauthorized tampering with our computer systems. The occurrence of any of these events could disrupt or damage our informationtechnology systems and inhibit our internal operations, our ability to provide services to our customers and the ability of our customers and vendors to accessour information technology systems. This could result in a loss of customers or a reduction in demand for our services.Disruptions and other damages to our information technology and other networks and operations and breaches in data security could adverselyaffect our business.Our current operations reside on multiple technology platforms. The size and complexity of our computer systems make them potentially vulnerable tobreakdown, malicious intrusion and random attack. Failure to prevent or mitigate data loss or other security breaches could expose us or our vendors orcustomers to a risk of loss or misuse of such information, adversely affect our operating results, result in litigation or potential liability for us and otherwiseharm our business. Likewise, data privacy breaches by employees and others who access our systems may pose a risk that sensitive customer or vendor datamay be exposed to unauthorized persons or to the public, adversely impacting our customer service, employee relationships and our reputation. While webelieve that we have taken appropriate security measures to protect our data and information technology systems and prevent data loss, there can be noassurance that our efforts may not prevent breakdowns or breaches in our systems that could have an adverse effect on our business.The transportation industry is subject to government regulation, and regulatory changes could have a material adverse effect on our operatingresults or financial condition.Hub Group, Inc. and various subsidiaries, including Mode Transportation, LLC, are licensed by the Department of Transportation as motor carrierfreight brokers. The Department of Transportation prescribes qualifications for acting in this capacity, including surety bond requirements. Our Comtraksubsidiary is licensed by the Department of Transportation to act as a motor carrier. To date, compliance with these regulations has not had a material adverseeffect on our results of operations or financial condition. However, the transportation industry is subject to legislative or regulatory changes, including potentiallimits on carbon emissions under climate change legislation and Department of Transportation regulations regarding, among other things, driver breaks and“restart” rules, that can affect the economics of the industry by requiring changes in operating practices or influencing the demand for, and cost of providing,transportation services. We may become subject to new or more restrictive regulations relating to fuel emissions or limits on vehicle weight and size. Futurelaws and regulations may be more stringent and require changes in operating practices, influence the demand for transportation services or increase the cost ofproviding transportation services, any of which could adversely affect our business and results of operations.We are not able to accurately predict how new governmental laws and regulations, or changes to existing laws and regulations, will affect thetransportation industry generally, or us in particular. Although government regulation that affects us and our competitors may simply result in higher coststhat can be passed along to customers, that may not be the case. 8Table of ContentsOur operations may be subject to various environmental laws and regulations, the violation of which could result in substantial fines orpenalties.From time to time, we arrange for the movement of hazardous materials at the request of our customers. As a result, we may be subject to variousenvironmental laws and regulations relating to the handling of hazardous materials. If we are involved in a spill or other accident involving hazardousmaterials, or if we are found to be in violation of applicable laws or regulations, we could be subject to substantial fines or penalties and to civil and criminalliability, any of which could have an adverse effect on our business and results of operations.We derive a significant portion of our revenue from our largest customers and the loss of several of these customers could have a materialadverse effect on our revenue and business.Our largest 20 customers accounted for approximately 34% of our revenue in 2013, 2012 and 2011. A reduction in or termination of our services byseveral of our largest customers could have a material adverse effect on our revenue and business.Insurance and claims expenses could significantly reduce our earnings.Our future insurance and claims expenses might exceed historical levels, which could reduce our earnings. If the number or severity of claims increases,our operating results could be adversely affected. We maintain insurance with licensed insurance companies. Our insurance and claims expense could increasewhen our current coverage expires. If these expenses increase, and we are unable to offset the increase with higher freight rates, our earnings could be materiallyand adversely affected.Our success depends upon our ability to recruit and retain key personnel including Mode Sales Agents and IBOs.Our success depends upon attracting and retaining the services of our management team, Mode Sales Agents and IBOs as well as our ability to attractand retain a sufficient number of other qualified personnel to run our business. There is substantial competition for qualified personnel in the transportationservices industry. As all key personnel devote their full time to our business, the loss of any member of our management team, several Mode Sales Agents orIBOs or other key persons could have an adverse effect on us. We do not have written employment agreements with any of our executive officers and do notmaintain key man insurance on any of our executive officers. Nearly all Mode Sales Agents and IBOs are under contract with Mode.Our growth could be adversely affected if we are not able to identify, successfully acquire and integrate future acquisition prospects.We believe that future acquisitions and/or the failure to make such acquisitions could significantly impact financial results. Financial results mostlikely to be impacted include, but are not limited to, revenue, gross margin, salaries and benefits, selling general and administrative expenses, depreciation andamortization, interest expense, net income and our debt level.An economic downturn could materially adversely affect our business.Our operations and performance depend significantly on economic conditions. Uncertainty about global economic conditions poses a risk as consumersand businesses may postpone spending in response to tighter credit, negative financial news and/or declines in income or asset values, which could have amaterial negative effect on demand for transportation services. We are unable to predict the likely duration and severity of disruptions in the financial marketsand the adverse global economic conditions, and if the current uncertainty continues or economic conditions further deteriorate, our business and results ofoperations could be materially and adversely affected. Other factors that could influence demand include fluctuations in fuel costs, labor costs, consumerconfidence, and other macroeconomic factors affecting consumer spending behavior. There could be a number of follow-on effects from a credit crisis on ourbusiness, including the insolvency of key transportation providers and the inability of our customers to obtain credit to finance development and/ormanufacture products resulting in a decreased demand for transportation services. Our revenues and gross margins are dependent upon this demand, and ifdemand for transportation services declines, our revenues and gross margins could be adversely affected.Although we believe we have adequate liquidity and capital resources to fund our operations internally, our inability to access the capital markets onfavorable terms, or at all, may adversely affect our ability to engage in strategic transactions. The inability to obtain adequate financing from debt or capitalsources could force us to self-fund strategic initiatives or even forgo certain opportunities, which in turn could potentially harm our performance.Uncertainty about global economic conditions could also continue to increase the volatility of our stock price.We are exposed to credit risk and fluctuations in the market values of our investment portfolio.Although we have not recognized any material losses on our cash and cash equivalents, future declines in their market values could have a materialadverse effect on our financial condition and operating results. The value or liquidity of our cash and cash equivalents could decline, which could have amaterial adverse effect on our financial condition and operating results. 9Table of ContentsItem 1B.UNRESOLVED STAFF COMMENTSNone. Item 2.PROPERTIESWe directly, or indirectly through our subsidiaries, operate 35 offices throughout the United States, Canada and Mexico, including our headquarters inOak Brook, Illinois and our Company-owned drayage operations located throughout the United States. All of our office space except for our corporateheadquarters is leased. Most office leases have initial terms of more than one year, and many include options to renew. While some of our leases expire in thenear term, we do not believe that we will have difficulty in renewing them or in finding alternative office space. We believe that our offices are adequate for thepurposes for which they are currently used. Item 3.LEGAL PROCEEDINGSWe are a party to litigation incident to our business, including claims for personal injury and/or property damage, bankruptcy preference claims, claimsregarding freight lost or damaged in transit, improperly shipped or improperly billed. Some of the lawsuits to which we are party are covered by insurance andare being defended by our insurance carriers. Some of the lawsuits are not covered by insurance and we defend those ourselves. We do not believe that theoutcome of this litigation will have a materially adverse effect on our financial position or results of operations. See Item 1 Business—Risk Management andInsurance.On January 25, 2013, a complaint was filed in the U.S. District Court for the Eastern District of California (Sacramento Division) by Salvador Roblesagainst our subsidiary, Comtrak Logistics, Inc. Mr. Robles drove a truck for Comtrak in California, first as an independent contractor and then as anemployee. The action seeks class certification on behalf of a class comprised of present and former California-based truck drivers for Comtrak who wereclassified as independent contractors, from January 2009 to the present. The complaint alleges Comtrak has misclassified such drivers as independentcontractors and that such drivers were employees. The complaint asserts various violations of the California Labor Code and claims that Comtrak hasengaged in unfair competition practices. The complaint seeks, among other things, declaratory and injunctive relief, compensatory damages and attorney’sfees. In May 2013, the complaint was amended to add similar claims based on Mr. Robles’ status as an employed company driver. These additional claimsare only on behalf of Mr. Robles and not a proposed class. In August 2013, the court stayed proceedings in the case pending decisions by the Court of Appealsfor the 9th Circuit to decide whether two similar cases should be dismissed on federal preemption grounds. We cannot reasonably estimate at this time thepossible loss or range of loss, if any, that may arise from this lawsuit. Item 4.MINE SAFETY DISCLOSURESNot applicable.Executive Officers of the RegistrantIn reliance on General Instruction G to Form 10-K, information on executive officers of the Registrant is included in this Part I. The table sets forthcertain information as of February 1, 2014 with respect to each person who is an executive officer of the Company. Name Age PositionDavid P. Yeager 60 Chairman of the Board of Directors and Chief Executive OfficerMark A. Yeager 49 Vice Chairman of the Board of Directors, President and Chief Operating OfficerChristopher R. Kravas 48 Chief Intermodal OfficerDonald G. Maltby 59 Chief Supply Chain OfficerDavid L. Marsh 46 Chief Marketing OfficerTerri A. Pizzuto 55 Executive Vice President, Chief Financial Officer and TreasurerCatherine E. Kozik 53 Chief Information OfficerJames J. Damman 56 President – Mode TransportationJames B. Gaw 63 Executive Vice President-SalesDavid C. Zeilstra 44 Vice President, Secretary and General Counsel 10Table of ContentsDavid P. Yeager has served as our Chairman of the Board since November 2008 and as Chief Executive Officer since March 1995. From March 1995through November 2008, Mr. Yeager served as Vice Chairman of the Board. From October 1985 through December 1991, Mr. Yeager was President of HubChicago. From 1983 to October 1985, he served as Vice President, Marketing of Hub Chicago. Mr. Yeager founded the St. Louis Hub in 1980 and served asits President from 1980 to 1983. Mr. Yeager founded the Pittsburgh Hub in 1975 and served as its President from 1975 to 1977. Mr. Yeager received aMasters in Business Administration degree from the University of Chicago in 1987 and a Bachelor of Arts degree from the University of Dayton in 1975.Mr. Yeager is the brother of Mark A. Yeager.Mark A. Yeager has served as Vice Chairman of the Board since November 2008. He became the President of the Company in January 2005 and hasbeen our Chief Operating Officer and a Director since May 2004. From July 1999 to December 2004, Mr. Yeager was President-Field Operations. FromNovember 1997 through June 1999, Mr. Yeager was Division President, Secretary and General Counsel. From March 1995 to November 1997, Mr. Yeagerwas Vice President, Secretary and General Counsel. From May 1992 to March 1995, Mr. Yeager served as our Vice President-Quality. Prior to joining us in1992, Mr. Yeager was an associate at the law firm of Grippo & Elden from January 1991 through May 1992 and an associate at the law firm of Sidley &Austin from May 1989 through January 1991. Mr. Yeager received a Juris Doctor degree from Georgetown University in 1989 and a Bachelor of Arts degreefrom Indiana University in 1986. Mr. Yeager is the brother of David P. Yeager.Christopher R. Kravas has been our Chief Intermodal Officer since October 2007. Prior to this promotion, Mr. Kravas was Executive Vice President-Strategy and Yield Management from December 2003 through September 2007. From February 2002 through November 2003, Mr. Kravas served as Presidentof Hub Highway Services. From February 2001 through December 2001, Mr. Kravas was Vice President-Enron Freight Markets. Mr. Kravas joined Enronafter it acquired Webmodal, an intermodal business he founded. Mr. Kravas was Chief Executive Officer of Webmodal from July 1999 through February2001. From 1989 through June 1999 Mr. Kravas worked for the Burlington Northern Santa Fe Railway in various positions in the intermodal business unitand finance department. Mr. Kravas received a Bachelor of Arts degree in 1987 from Indiana University and a Masters in Business Administration in 1994from the University of Chicago.Donald G. Maltby was appointed Chief Supply Chain Officer of Hub Supply Chain Solutions as of January 2011. From February 2004 to December2010, Mr. Maltby served as Executive Vice President-Logistics Services. Mr. Maltby previously served as President of Hub Online, our e-commerce division,from February 2000 through January 2004. Mr. Maltby also served as President of Hub Cleveland from July 1990 through January 2000 and from April 2002to January 2004. Prior to joining Hub Group, Mr. Maltby served as President of Lyons Transportation, a wholly owned subsidiary of Sherwin WilliamsCompany, from 1988 to 1990. In his career at Sherwin Williams, which began in 1981 and continued until he joined us in 1990, Mr. Maltby held a varietyof management positions including Vice-President of Marketing and Sales for their Transportation Division. Mr. Maltby has been in the transportation andlogistics industry since 1976, holding various executive and management positions. Mr. Maltby received a Masters in Business Administration from BaldwinWallace College in 1982 and a Bachelor of Science degree from the State University of New York in 1976.David L. Marsh has been our Chief Marketing Officer since October 2007. Prior to this promotion, Mr. Marsh was Executive Vice President-Highwayfrom February 2004 through September 2007. Mr. Marsh previously served as President of Hub Ohio from January 2000 through January 2004. Mr. Marshjoined us in March 1991 and became General Manager with Hub Indianapolis in 1993, a position he held through December 1999. Prior to joining HubGroup, Mr. Marsh worked for Carolina Freight Corporation, a less than truckload carrier, starting in January 1990. Mr. Marsh received a Bachelor ofScience degree in Marketing and Physical Distribution from Indiana University-Indianapolis in December 1989. Mr. Marsh has been a member of theAmerican Society of Transportation and Logistics, the Indianapolis Traffic Club, the Council for Logistics Management and served as an advisor to theIndiana University-Indianapolis internship program for transportation and logistics. Mr. Marsh was honored as the Indiana Transportation Person of the Yearin 1999.Terri A. Pizzuto has been our Executive Vice President, Chief Financial Officer and Treasurer since March 2007. Prior to this promotion, Ms. Pizzutowas Vice President of Finance from July 2002 through February 2007. Prior to joining us, Ms. Pizzuto was a partner in the Assurance and Business AdvisoryGroup at Arthur Andersen LLP. Ms. Pizzuto worked for Arthur Andersen LLP for 22 years holding various positions and serving numerous transportationcompanies. Ms. Pizzuto received a Bachelor of Science in Accounting from the University of Illinois in 1981. Ms. Pizzuto is a CPA and a member of theAmerican Institute of Certified Public Accountants.Catherine E. Kozik has been our Chief Information Officer since January 2014. Prior to joining us, Ms. Kozik was a Corporate Vice President atMotorola/Motorola Solutions from April 2003 until December of 2013 where she led IT for Motorola’s Mobile Devices Business, Integrated Supply Chain, andNetwork Business, and most recently was responsible for Motorola Solutions’ Global Call Centers. Ms Kozik received a Master in Business Administrationin 1987 from the University of Chicago, and a Bachelor of Science degree in Electrical Engineering in 1982 from Purdue University. Ms. Kozik also serveson the Board of Directors for Cadence Health System in Winfield, Illinois.James J. Damman assumed the role of President of Mode Transportation, following the acquisition of Exel Transportation Services from Deutsche PostDHL in April 2011. Prior to this transaction, Mr. Damman served as a President of Exel Transportation Services and President of Technology, Aerospace andService Logistics Americas for DHL/Exel. Before Exel, he served as a President of Transentric LLC, a supply chain technology provider. Prior to this,Mr. Damman held senior executive roles in operations, marketing, sales and customer service with the Union Pacific Railroad. Mr. Damman has been inTransportation and Supply Chain Management since 1980, holding various executive and management positions. Mr. Damman received a Bachelor ofScience degree in Business from Central Michigan University in 1980 and a Master of Business Administration from Southern Illinois University atEdwardsville in 1986. 11Table of ContentsJames B. Gaw has been our Executive Vice President-Sales since February 2004. From December 1996 through January 2004, Mr. Gaw was Presidentof Hub North Central, located in Milwaukee. From 1990 through late 1996, he was Vice President and General Manager of Hub Chicago. Mr. Gaw joinedHub Chicago as Sales Manager in 1988. Mr. Gaw’s entire career has been spent in the transportation industry, including 13 years of progressive leadershippositions at Itofca, an intermodal marketing company, and Flex Trans. Mr. Gaw received a Bachelor of Science degree from Elmhurst College in 1973.David C. Zeilstra has been our Vice President, Secretary and General Counsel since July 1999. From December 1996 through June 1999, Mr. Zeilstrawas our Assistant General Counsel. Prior to joining us, Mr. Zeilstra was an associate with the law firm of Mayer, Brown & Platt from September 1994through November 1996. Mr. Zeilstra received a Juris Doctor degree from Duke University in 1994 and a Bachelor of Arts degree from Wheaton College in1990.Directors of the RegistrantIn addition to David P. Yeager and Mark A. Yeager, the following four individuals are also on our Board of Directors: Gary D. Eppen – currently retiredand formerly the Ralph and Dorothy Keller Distinguished Service Professor of Operations Management and Deputy Dean for part-time Masters in BusinessAdministration Programs at The University of Chicago Booth School of Business; Charles R. Reaves – Chief Executive Officer of Reaves Enterprises, Inc., areal estate development company, Martin P. Slark – Vice Chairman and Chief Executive Officer of Molex Incorporated, a manufacturer of electronic, electricaland fiber optic interconnection products and systems, and Jonathan P. Ward – Operating Partner at Kohlberg & Co., a leading U.S. private equity firm.PART II Item 5.MARKET FOR REGISTRANTS COMMON EQUITY AND RELATED SHAREHOLDER MATTERS AND ISSUERPURCHASES OF EQUITY SECURITIESOur Class A Common Stock (“Class A Common Stock”) trades on the NASDAQ Global Select Market tier of the NASDAQ Stock Market under thesymbol “HUBG.” There is no established trading market for shares of our Class B Common Stock (the “Class B Common Stock” together with the Class ACommon Stock, the “Common Stock”). Set forth below are the high and low closing prices for shares of the Class A Common Stock for each full quarterlyperiod in 2013 and 2012. 2013 2012 High Low High Low First Quarter $41.18 $33.10 $36.80 $31.96 Second Quarter $39.78 $34.50 $37.47 $33.09 Third Quarter $40.67 $35.71 $36.55 $27.26 Fourth Quarter $40.37 $34.85 $33.71 $28.17 On February 11, 2014, there were approximately 398 stockholders of record of the Class A Common Stock and, in addition, there were an estimated7,770 beneficial owners of the Class A Common Stock whose shares were held by brokers and other fiduciary institutions. On February 11, 2014, there were12 holders of record of our Class B Common Stock.We were incorporated in 1995 and have never paid cash dividends on either the Class A Common Stock or the Class B Common Stock. Thedeclaration and payment of dividends are subject to the discretion of the Board of Directors. Any determination as to the payment of dividends will dependupon our results of operations, capital requirements and financial condition of the Company, and such other factors as the Board of Directors may deemrelevant. Accordingly, there can be no assurance that the Board of Directors will declare or pay cash dividends on the shares of Common Stock in the future.Our certificate of incorporation requires that any cash dividends must be paid equally on each outstanding share of Class A Common Stock and Class BCommon Stock. Our credit facility prohibits us from paying dividends on the Common Stock if there has been, or immediately following the payment of adividend there would be, a default or an event of default under the credit facility. We are currently in compliance with the covenants contained in the creditfacility.See Note 16 to the consolidated financial statements for information on share repurchases. 12Table of ContentsPerformance GraphThe following line graph compares the Company’s cumulative total stockholder return on its Class A Common Stock since December 31, 2008 with thecumulative total return of the Nasdaq Stock Market Index and the Nasdaq Trucking and Transportation Index. These comparisons assume the investment of$100 on December 31, 2008 in each index and in the Company’s Class A Common Stock and the reinvestment of dividends. 13Table of ContentsItem 6.SELECTED FINANCIAL DATASelected Financial Data(in thousands except per share data) Years Ended December 31, 2013 2012 2011 (1) 2010 2009 Statement of Income Data: Revenue $3,373,898 $3,124,108 $2,751,534 $1,833,737 $1,510,970 Gross margin 371,023 356,066 312,548 213,433 185,690 Operating income 113,747 112,360 94,459 69,882 55,531 Income from operations before taxes 112,555 111,257 94,297 70,093 55,885 Net income $69,110 $67,953 $58,178 $43,458 $34,265 Basic earnings per common share Income from operations $1.88 $1.83 $1.58 $1.17 $0.92 Diluted earnings per common share Income from operations $1.87 $1.83 $1.57 $1.16 $0.91 As of December 31, 2013 2012 2011 2010 2009 Balance Sheet Data: Total assets $1,047,943 $919,853 $842,684 $629,407 $573,348 Long-term debt, including capital lease 24,952 21,099 23,436 — — Stockholders’ equity 561,527 500,897 438,865 376,300 353,841 (1)Includes the results of operations of Mode Transportation, LLC from April 1, 2011, the date of its acquisition by Hub Group. 14Table of ContentsItem 7.MANAGEMENT’S DISCUSSION AND ANALYSIS OF FINANCIAL CONDITION AND RESULTS OF OPERATIONSFORWARD LOOKING STATEMENTSThe information contained in this annual report contains forward-looking statements within the meaning of the Private Securities Litigation Reform Actof 1995. Words such as “expects,” “hopes,” “believes,” “intends,” “estimates,” “anticipates,” and variations of these words and similar expressions areintended to identify these forward-looking statements. Forward-looking statements are inherently uncertain and subject to risks. Such statements should beviewed with caution. Actual results or experience could differ materially from the forward-looking statements as a result of many factors. We assume noliability to update any such forward-looking statements contained in this annual report. Factors that could cause our actual results to differ materially, inaddition to those set forth under Items 1A “Risk Factors,” include: • the degree and rate of market growth in the domestic intermodal, truck brokerage and logistics markets served by us; • deterioration in our relationships with existing railroads or adverse changes to the railroads’ operating rules; • changes in rail service conditions or adverse weather conditions; • further consolidation of railroads; • the impact of competitive pressures in the marketplace, including entry of new competitors, direct marketing efforts by the railroads or marketingefforts of asset-based carriers; • changes in rail, drayage and trucking company capacity; • railroads moving away from ownership of intermodal assets; • equipment shortages or equipment surplus; • changes in the cost of services from rail, drayage, truck or other vendors; • increases in costs for independent contractors due to regulatory, judicial and legal changes; • labor unrest in the rail, drayage or trucking company communities; • general economic and business conditions; • inability to successfully protect our data against cyber attacks; • significant deterioration in our customers’ financial condition, particularly in the retail, consumer products and durable goods sectors; • fuel shortages or fluctuations in fuel prices; • increases in interest rates; • changes in homeland security or terrorist activity; • difficulties in maintaining or enhancing our information technology systems; • changes to or new governmental regulations; • significant increases to health insurance costs due to the Affordable Care Act; • loss of several of our largest customers and Mode agents; • inability to recruit and retain key personnel and Mode sales agents and IBOs; • inability to recruit and maintain drivers and owner-operators; • changes in insurance costs and claims expense; • changes to current laws which will aid union organizing efforts; and • inability to identify, close and successfully integrate any future business combinations.CAPITAL STRUCTUREWe have authorized common stock comprised of Class A Common Stock and Class B Common Stock. The rights of holders of Class A CommonStock and Class B Common Stock are identical, except each share of Class B Common Stock entitles its holder to approximately 80 votes, while each shareof Class A Common Stock entitles its holder to one vote. We have authorized 2,000,000 shares of preferred stock.EXECUTIVE SUMMARYHub Group, Inc. (“we”, “us” or “our”) reports two distinct business segments, Hub and Mode. The Mode segment includes only the business weacquired on April 1, 2011. The Hub segment includes all businesses other than Mode. Hub Group (as opposed to just Hub), refers to the consolidated resultsfor the whole company, including both the Mode and Hub segments. The results of operations of the Mode segment are included in our ConsolidatedStatements of Income for the entire years 2013 and 2012 and for the period April 1, 2011 to December 31, 2011. For the segment financial results, refer to Note5 to the consolidated financial statements.We are the largest intermodal marketing company (“IMC”) in the United States and a full service transportation provider offering intermodal, truckbrokerage and logistics services. We operate through a nationwide network of operating centers and independent business owners. 15Table of ContentsAs an IMC, we arrange for the movement of our customers’ freight in containers and trailers over long distances. We contract with railroads to providetransportation for the long-haul portion of the shipment and with local trucking companies, known as “drayage companies,” for local pickup and delivery. Aspart of the intermodal services, we negotiate rail and drayage rates, electronically track shipments in transit, consolidate billing and handle claims for freightloss or damage on behalf of our customers.As of December 31, 2013, approximately 70% of Hub’s drayage needs were met by our subsidiary, Comtrak Logistics, Inc. (“Comtrak”), whichassists us in providing reliable, cost effective intermodal services to our customers. Comtrak has terminals in Atlanta, Birmingham, Charlotte, Chattanooga,Chicago, Cleveland, Columbus (OH), Dallas, Hammond (IN), Harrisburg, Huntsville, Indianapolis, Jacksonville, Kalamazoo, Kansas City, Milwaukee,Memphis, Nashville, Newark, Los Angeles, Perry (FL), Philadelphia, Portland (OR), Savannah, Seattle, St. Louis, Stockton, and Titusville (FL). As ofDecember 31, 2013, Comtrak leased or owned 327 tractors, leased or owned 448 trailers, employed 522 drivers and contracted with 2,269 owner-operators.We also arrange for the transportation of freight by truck, providing customers with another option for their transportation needs. We match thecustomers’ needs with carriers’ capacity to provide the most effective service and price combinations. As part of our truck brokerage services, we negotiaterates, track shipments in transit and handle claims for freight loss or damage on behalf of our customers.Our logistics service consists of complex transportation management services, including load consolidation, mode optimization and carrier management.These service offerings are designed to take advantage of the increasing trend for shippers to outsource all or a greater portion of their transportation needs.Hub has full time marketing representatives throughout North America who service local, regional and national accounts. We believe that fostering long-term customer relationships is critical to our success and allows us to better understand our customers’ needs and specifically tailor our transportationservices to them.Hub’s yield management group works with pricing and operations to enhance Hub’s customer margins. We are working on margin enhancementprojects including matching up inbound and outbound loads, reducing empty miles, improving our recovery of accessorial costs, using Comtrak more, andreviewing and improving low margin loads.Hub’s top 50 customers represent approximately 64% of the Hub segment revenue for the year ended December 31, 2013. We use various performanceindicators to manage our business. We closely monitor margin and gains and losses for our top 50 customers. We also evaluate on-time performance, cost perload and daily sales outstanding by customer account. Vendor cost changes and vendor service issues are also monitored closely.Mode has approximately 230 agents, consisting of 90 sales/operating agents, known as Independent Business Owners (“IBOs”), who sell and operatethe business throughout North America and 140 sales only agents. Mode also has a company managed operation and corporate offices in Dallas, a temperatureprotected services division, Temstar, located in Oak Brook, IL and corporate offices in Memphis. Mode’s top 20 customers represent approximately 36% ofthe Mode segment revenue for the year ended December 31, 2013. We closely monitor revenue and margin for these customers. We believe Mode brings ushighly complementary service offerings, more scale and a talented sales channel that allows us to better reach small and midsize customers. 16Table of ContentsRESULTS OF OPERATIONSYear Ended December 31, 2013 Compared to Year Ended December 31, 2012The following table summarizes our revenue by segment and business line (in thousands): Twelve Months Twelve Months Ended December 31, 2013 Ended December 31, 2012 Inter- Hub Inter- Hub Segment Group Segment Group Hub Mode Elims Total Hub Mode Elims Total Intermodal $1,808,001 $389,186 $(46,401) $2,150,786 $1,731,487 $354,662 $(43,863) $2,042,286 Truck brokerage 343,641 311,930 (1,453) 654,118 335,213 318,848 (2,945) 651,116 Logistics 448,121 122,043 (1,170) 568,994 325,589 106,418 (1,301) 430,706 Total revenue $2,599,763 $823,159 $(49,024) $3,373,898 $2,392,289 $779,928 $(48,109) $3,124,108 RevenueHub Group’s revenue increased 8% to $3.4 billion in 2013 from $3.1 billion in 2012.The Hub segment revenue increased 8.7% to $2.6 billion. Hub segment intermodal revenue increased 4% to $1.8 billion due to a 4% increase in loads.Price was up, but was offset by the impact of lower fuel surcharges. Hub segment truck brokerage revenue increased 3% to $344 million due primarily to a5% increase in loads partially offset by unfavorable mix, which was primarily due to a 6% decrease in length of haul. Hub segment logistics revenueincreased 38% to $448 million related primarily to growth from new customers that were onboarded in the first half of 2013.Mode’s revenue increased 5.5% to $823.2 million in 2013 from $779.9 million in 2012. Mode’s intermodal revenue increased 10% primarily due to a13% increase in volume. Mode’s truck brokerage revenue declined 2%. Mode’s logistic revenue increased 15% due primarily to an increase in less thantruckload business.The following is a summary of operating results for our business segments (in thousands): Twelve Months Twelve Months Ended December 31, 2013 Ended December 31, 2012 Inter- Hub Inter- Hub Segment Group Segment Group Hub Mode Elims Total Hub Mode Elims Total Revenue $2,599,763 $823,159 $(49,024) $3,373,898 $2,392,289 $779,928 $(48,109) $3,124,108 Transportation costs 2,325,512 726,387 (49,024) 3,002,875 2,128,942 687,209 (48,109) 2,768,042 Gross margin 274,251 96,772 — 371,023 263,347 92,719 — 356,066 Costs and expenses: Salaries and benefits 120,478 14,863 — 135,341 113,855 15,288 — 129,143 Agent fees and commissions 1,372 54,417 — 55,789 1,900 53,212 — 55,112 General and administrative 50,484 6,288 — 56,772 45,411 7,421 — 52,832 Depreciation and amortization 4,326 2,144 — 6,470 4,448 2,171 — 6,619 Impairment of trade name 2,904 — — 2,904 — — — — Total costs and expenses 179,564 77,712 — 257,276 165,614 78,092 — 243,706 Operating income $94,687 $19,060 $— $113,747 $97,733 $14,627 $— $112,360 17Table of ContentsGross MarginHub Group’s gross margin increased 4.2% to $371.0 million in 2013 from $356.1 million in 2012. Hub Group’s gross margin as a percentage of salesdecreased to 11.0% in 2013 from 11.4% in 2012.The Hub segment gross margin increased 4.1% to $274.3 million. Logistics and intermodal gross margin increased, but were partially offset by adecline in truck brokerage margin. Logistics’ gross margin was up due to new customer growth. Intermodal gross margin was up as a 4% increase in loadsand modest price increases were partially offset by higher transportation costs and unfavorable mix. Truck brokerage gross margin was down because ofunfavorable traffic mix, primarily less high value added services.Mode’s gross margin increased 4.4% to $96.8 million in 2013 from $92.7 million in 2012 due to growth in intermodal and logistics. Mode’s grossmargin as a percentage of revenue decreased to 11.8% in 2013 from 11.9% in 2012.CONSOLIDATED OPERATING EXPENSESThe following table includes certain items in the Consolidated Statements of Income as a percentage of revenue: Twelve Months Ended December 31, 2013 2012 Revenue 100.0% 100.0% Transportation costs 89.0 88.6 Gross margin 11.0 11.4 Costs and expenses: Salaries and benefits 4.0 4.1 Agent fees and commissions 1.6 1.8 General and administrative 1.7 1.7 Depreciation and amortization 0.2 0.2 Impairment of trade name 0.1 — Total costs and expenses 7.6 7.8 Operating income 3.4 3.6 Salaries and BenefitsHub Group’s salaries and benefits increased to $135.3 million in 2013 from $129.1 million in 2012. As a percentage of revenue, Hub Group’s salariesand benefits decreased to 4.0% in 2013 from 4.1% in 2012.The Hub segment salaries and benefits increase of $6.6 million was due to increases in salaries of $6.6 million, compensation related to restrictedstock awards of $0.9 million, employee benefits of $0.6 million, payroll taxes of $0.4 million, partially offset by decreases in bonuses of $1.7 million andcommissions of $0.2 million.Mode’s salaries and benefits expense decreased to $14.9 million in 2013 from $15.3 million in 2012. The decrease was due to decreases in salaries of$0.5 million and employee benefits of $0.2 million, partially offset by increases in compensation related to restricted stock awards of $0.2 million andbonuses of $0.1 million.Hub’s headcount as of December 31, 2013 and 2012 was 1,334 and 1,224, respectively, which excludes drivers, as driver costs are included in transportationcosts. As of December 31, 2013 and 2012, Mode had 126 and 131 employees, respectively.Agent Fees and CommissionsHub Group’s agent fees and commissions increased to $55.8 million in 2013 from $55.1 million in 2012. As a percentage of revenue, these expensesdecreased to 1.6% in 2013 from 1.8% in 2012. The increase in the expense and the decrease in the percentage of revenue was primarily related to Mode’sincrease in gross margin.The Hub segment agent fees and commissions expense decrease of $0.5 million was due to a smaller Hub agent program.The Mode segment agent fees and commissions expense increase of $1.2 million was primarily due to the increase in gross margin. 18Table of ContentsGeneral and AdministrativeHub Group’s general and administrative expenses increased to $56.8 million in 2013 from $52.8 million in 2012. As a percentage of revenue, theseexpenses remained consistent at 1.7% in 2013 and 2012.The Hub segment increase of $5.1 million was due primarily to increases in professional fees of $1.6 million primarily associated with anunsuccessful acquisition, rent expense of $1.1 million, general insurance expense of $0.8 million and bad debt expense of $0.6 million.Mode’s general and administrative expenses decreased to $6.3 million in 2013 from $7.4 million in 2012. The decrease was primarily due to a decreasein outside consultant expense of $0.7 million, additional gains on the sale of equipment of $0.6 million and decreases in rent, telephone and office expense of$0.1 million each. These decreases were partially offset by an increase in bad debt expense of $0.5 million.Depreciation and AmortizationHub Group’s depreciation and amortization decreased to $6.5 million in 2013 from $6.6 million in 2012. This expense as a percentage of revenueremained constant at 0.2% in both 2013 and 2012.The Hub segment’s depreciation expense decreased slightly to $4.3 million in 2013 from $4.4 million in 2012.Mode’s depreciation expense remained consistent at $2.2 million in both 2013 and 2012.Impairment of Trade NameIn 2013, the Hub segment incurred a $2.9 million expense associated with changing the Comtrak Logistics trade name to Hub Group Trucking. Thisexpense as a percentage of revenue was 0.1% in 2013. See Note 6 to the consolidated financial statements for information on this impairment charge.Other Income (Expense)Hub Group’s interest expense remained consistent at $1.2 million in both 2013 and 2012.Provision for Income TaxesThe provision for income taxes increased slightly to $43.4 million in 2013 from $43.3 million in 2012 due to our increase in pretax income partiallyoffset by a decrease in our effective tax rate. Our effective tax rate was 38.6% in 2013 and 38.9% in 2012. The rate decrease was primarily due to the benefitfrom a state tax incentive granted in connection with relocating our corporate headquarters partially offset by an increase in our state income tax effective rate.Net IncomeNet income increased to $69.1 million in 2013 from $68.0 million in 2012 due primarily to higher gross margin at both the Hub and Mode segments.Earnings Per Common ShareBasic earnings per share increased to $1.88 in 2013 from $1.83 in 2012. Basic earnings per share increased due to the increase in net income and adecrease in the number of outstanding basic shares.Diluted earnings per share increased to $1.87 in 2013 from $1.83 in 2012. Diluted earnings per share increased due to the increase in net income and adecrease in the number of outstanding diluted shares. 19Table of ContentsYear Ended December 31, 2012 Compared to Year Ended December 31, 2011The following table summarizes our revenue by segment and business line (in thousands): Twelve Months Twelve Months Ended December 31, 2012 Ended December 31, 2011 Inter- Hub Inter- Hub Segment Group Segment Group Hub Mode Elims Total Hub Mode Elims Total Intermodal $1,731,487 $354,662 $(43,863) $2,042,286 $1,553,594 $258,087 $(16,392) $1,795,289 Truck brokerage 335,213 318,848 (2,945) 651,116 339,444 238,418 (1,033) 576,829 Logistics 325,589 106,418 (1,301) 430,706 290,876 89,746 (1,206) 379,416 Total revenue $2,392,289 $779,928 $(48,109) $3,124,108 $2,183,914 $586,251 $(18,631) $2,751,534 RevenueHub Group’s revenue increased 13.5% to $3.1 billion in 2012 from $2.8 billion in 2011.The Hub segment revenue increased 9.5% to $2.4 billion. Hub segment intermodal revenue increased 11% to $1.7 billion due to a 10% increase in loadsand an increase for price and fuel, partially offset by a decline related to mix. Hub segment truck brokerage revenue decreased 1% to $335.2 million due to a5% decline in fuel, price and mix combined, partially offset by a 4% increase in loads. Hub segment logistics revenue increased 12% to $325.6 million relatedprimarily to a combination of existing and new customer growth and growth from transactional business as opposed to management fee business.Mode’s revenue increased 33.0% to $779.9 million in 2012 from $586.3 million in 2011. Mode’s intermodal revenue increased 37% while Mode’struck brokerage and logistic revenues increased 34% and 19%, respectively. The increase in revenue was primarily due to Hub Group owning Mode for twelvemonths in 2012 as compared to nine months in 2011.Mode’s revenue for the period April 1 through December 31 (“comparable nine month period”) was $592.7 million in 2012 as compared to $586.3million in 2011.The following is a summary of operating results for our business segments (in thousands): Twelve Months Twelve Months Ended December 31, 2012 Ended December 31, 2011 Inter- Hub Inter- Hub Segment Group Segment Group Hub Mode Elims Total Hub Mode Elims Total Revenue $2,392,289 $779,928 $(48,109) $3,124,108 $2,183,914 $586,251 $(18,631) $2,751,534 Transportation costs 2,128,942 687,209 (48,109) 2,768,042 1,939,263 518,354 (18,631) 2,438,986 Gross margin 263,347 92,719 — 356,066 244,651 67,897 — 312,548 Costs and expenses: Salaries and benefits 113,855 15,288 — 129,143 107,378 13,666 — 121,044 Agent fees and commissions 1,900 53,212 — 55,112 2,771 38,720 — 41,491 General and administrative 45,411 7,421 — 52,832 42,523 7,428 — 49,951 Depreciation and amortization 4,448 2,171 — 6,619 3,975 1,628 — 5,603 Total costs and expenses 165,614 78,092 — 243,706 156,647 61,442 — 218,089 Operating income $97,733 $14,627 $— $112,360 $88,004 $6,455 $— $94,459 20Table of ContentsGross MarginHub Group’s gross margin increased 13.9% to $356.1 million in 2012 from $312.5 million in 2011. Hub Group’s gross margin as a percentage ofsales remained consistent at 11.4%.The Hub segment gross margin increased 7.6% to $263.3 million. The Hub segment margin increase of $18.7 million came from all three businesslines. The primary driver was Hub intermodal, which had margin growth because our volume increased 10% and due to our focus on growing and improvingdrayage operations and fleet utilization.Mode’s gross margin increased 36.6% to $92.7 million in 2012 from $67.9 million in 2011 due to Hub Group owning Mode for twelve months in2012 as compared to nine months in 2011. Mode’s gross margin as a percentage of revenue increased to 11.9% in 2012 from 11.6% in 2011.Mode’s gross margin for the comparable nine month period was $70.5 million in 2012 as compared to $67.9 million in 2011. Mode’s gross margin asa percentage of revenue was 11.9% and 11.6% for the comparable nine month period in 2012 and 2011, respectively.CONSOLIDATED OPERATING EXPENSESThe following table includes certain items in the Consolidated Statements of Income as a percentage of revenue: Twelve Months Ended December 31, 2012 2011 Revenue 100.0% 100.0% Transportation costs 88.6 88.6 Gross margin 11.4 11.4 Costs and expenses: Salaries and benefits 4.1 4.5 Agent fees and commissions 1.8 1.5 General and administrative 1.7 1.8 Depreciation and amortization 0.2 0.2 Total costs and expenses 7.8 8.0 Operating income 3.6 3.4 Salaries and BenefitsHub Group’s salaries and benefits increased to $129.1 million in 2012 from $121.0 million in 2011. As a percentage of revenue, Hub Group’s salariesand benefits decreased to 4.1% in 2012 from 4.5% in 2011 due to increased revenue and the inclusion of Mode for twelve months in 2012 as compared to ninemonths in 2011. Mode’s business model of using IBOs and sales agents to market and operate their freight versus Hub’s employee model lowered salaries andbenefit expense as a percentage of revenue.The Hub segment salaries and benefits increase of $6.5 million was due to increases in salaries of $4.2 million, compensation related to restricted stockawards of $1.5 million, employee benefits of $0.4 million, payroll taxes of $0.4 million and employee bonuses of $0.2 million, partially offset by a decreasein commissions of $0.2 million.Mode’s salaries and benefits expense increased to $15.3 million in 2012 from $13.7 million in 2011. The increase was due to increases in salaries of$1.0 million, employee bonuses of $0.3 million, compensation related to restricted stock awards of $0.3 million, payroll taxes of $0.2 million, partially offsetby a decrease in employee benefits of $0.1 million. These increases were due to Hub Group owning Mode for twelve months in 2012 as compared to ninemonths in 2011. Mode’s salaries and benefits expense for the comparable nine month period decreased to $11.1 million in 2012 from $13.7 million in 2011due primarily to a reduction in headcount partially offset by severance expense.Hub’s headcount as of December 31, 2012 and 2011 was 1,224 and 1,188, respectively, which excludes drivers, as driver costs are included intransportation costs. As of December 31, 2012 and 2011, Mode had 131 and 161 employees, respectively. 21Table of ContentsAgent Fees and CommissionsHub Group’s agent fees and commissions increased to $55.1 million in 2012 from $41.5 million in 2011. As a percentage of revenue, these expensesincreased to 1.8% in 2012 from 1.5% in 2011. The increase in the expense and the percentage of revenue was primarily related to the Mode acquisition andMode’s agent model. The majority of these increases were due to Hub Group owning Mode for twelve months in 2012 as compared to nine months in 2011.Mode’s agent fees and commission expense for the comparable nine month period increased to $40.2 million in 2012 from $38.7 million in 2011 due primarilyto increased margin dollars over the comparable period.General and AdministrativeHub Group’s general and administrative expenses increased to $52.8 million in 2012 from $50.0 million in 2011. As a percentage of revenue, theseexpenses decreased to 1.7% in 2012 from 1.8% in 2011.The Hub segment increase of $2.9 million was due primarily to higher outside consultant expense of $4.0 million, claims expense of $2.0 million andemployee training of $0.4 million. These expense increases were partially offset by $1.7 million of expenses associated with the Mode acquisition purchase in2011 that did not reoccur in 2012 and decreases in bad debt expense of $0.8 million, rent expense of $0.3 million, equipment lease expense of $0.2 million andoffice expense of $0.2 million.Mode’s general and administrative expenses remained consistent at $7.4 million in both 2012 and 2011, despite Mode being owned by Hub Group fortwelve months in 2012 as compared to nine months in 2011. Mode’s general and administrative expense for the comparable nine month period decreased to$5.6 million in 2012 from $7.4 million in 2011. The decrease was primarily due to integration costs in 2011 that did not reoccur in 2012 and the reduction inrent expense resulting from the relocation of our Mode Memphis office to our Comtrak Memphis location.Depreciation and AmortizationHub Group’s depreciation and amortization increased to $6.6 million in 2012 from $5.6 million in 2011. This expense as a percentage of revenueremained constant at 0.2% in both 2012 and 2011.Hub Group’s increase in expense was related to Mode being owned by Hub Group for twelve months in 2012 versus nine months in 2011, moreintangible amortization and more depreciation related to the addition of computer hardware and software, leasehold improvements and furniture and fixtures.Mode’s depreciation expense for the comparable nine month period was consistent at $1.6 million for both 2012 and 2011.Other Income (Expense)Interest expense increased to $1.2 million in 2012 from $0.6 million in 2011. This increase was due primarily to the interest expense related to ourcapital leases for chassis. We entered into these leases in August of 2011.Interest and dividend income remained consistent at $0.1 million in both 2012 and 2011.Other income (expense), net decreased to $0.03 million of expense in 2012 from $0.3 million of income in 2011.Provision for Income TaxesThe provision for income taxes increased to $43.3 million in 2012 from $36.1 million in 2011 due to the increase in pretax income. Our effective tax ratewas 38.9% in 2012 and 38.3% in 2011. The rate increase was due primarily to the passage of Proposition 39 on November 6, 2012, by California voters,which requires single sales factor apportionment for most California business taxpayers and also mandates the use of market-based sourcing for sales ofservices.Net IncomeNet income increased to $68.0 million in 2012 from $58.2 million in 2011 due primarily to higher gross margin at both the Hub and Mode segments.Earnings Per Common ShareBasic earnings per share increased to $1.83 in 2012 from $1.58 in 2011. Basic earnings per share increased primarily due to the increase in net income.Diluted earnings per share increased to $1.83 in 2012 from $1.57 in 2011. Diluted earnings per share increased primarily due to the increase in netincome. 22Table of ContentsLIQUIDITY AND CAPITAL RESOURCESDuring 2013, we funded operations, capital expenditures, capital leases, purchase of treasury stock and stock buy backs related to employeewithholding upon vesting of restricted stock through cash flows from operations, cash on hand and proceeds from the issuance of long-term debt. We believethat our cash, cash flow from operations and borrowings available under our Credit Agreement will be sufficient to meet our cash needs for at least the nexttwelve months.Cash provided by operating activities for the year ended December 31, 2013 was approximately $117.4 million, which resulted primarily from incomeof $69.1 million adjusted for non-cash charges of $48.1 million and the change in operating assets and liabilities of $0.2 million.Net cash used in investing activities for the year ended December 31, 2013 was $109.1 million which includes proceeds from the sale of equipment of$1.8 million. Capital expenditures of $110.9 million included container purchases of $59 million, construction of our new corporate headquarters of $26million, tractors and trailers of $14 million and the remainder related primarily to technology. We have not finalized our capital expenditures for 2014.Estimated capital expenditures for 2014, excluding any new container purchases, are estimated to be between $60 million and $80 million relating primarily tothe purchase of tractors. We have not made a decision on our new container order.The net cash used in financing activities for the year ended December 31, 2013 was $10.1 million. We used $13.8 million to purchase treasury stock,$2.6 million of cash for stock tendered for payments of withholding taxes, $2.3 million for capital lease payments, and $0.9 million for repayment of longterm debt. These payments were offset by proceeds from the issuance of debt of $9.1 million, excess tax benefits from share-based compensation of $0.3million and proceeds from stock options exercised of $0.1 million as a financing cash in-flow. In January 2014, we agreed to finance approximately $25.4million of tractors using secured debt with a five year term with an interest rate ranging from 1.87% to 1.93%.Cash paid for income taxes of $29.7 million was less than our income tax expense of $43.4 million due primarily to timing differences between our taxreturns and financial statements. The two largest 2013 timing differences relate to amortization of intangibles and depreciation for containers. In 2014, wewould expect our cash paid for taxes to be closer to our income tax expense due to less tax amortization of intangibles and no bonus depreciation of fixed assetpurchases.In December 2013, we amended our Credit Agreement to reduce the interest rate and commitment fees and extend the term until December 2018. Themaximum unsecured borrowing capacity remained at $50.0 million. The interest rate under the Credit Agreement ranges from LIBOR plus 1.00% to 1.75% orPrime to Prime plus 0.75%. The commitment fees charged on the unused line of credit are between 0.10% and 0.25% per annum. The financial covenantsrequire a total leverage ratio of not more than 3.0 to 1.0 and an interest coverage ratio of not less than 2.0 to 1.0.We have standby letters of credit that expire in 2014. As of December 31, 2013, our letters of credit were $5.2 million.Our unused and available borrowings under our bank revolving line of credit were $44.8 million as of December 31, 2013 and $46.3 million as ofDecember 31, 2012. We were in compliance with our debt covenants as of December 31, 2013.CONTRACTUAL OBLIGATIONSAggregated information about our obligations and commitments to make future contractual payments, such as debt and lease agreements, and contingentcommitments as of December 31, 2013 is presented in the following table (in thousands).Future Payments Due: OperatingLeases and Long CapitalLease OtherCommitments TermDebt Total 2014 $3,186 $18,665 $1,771 $23,622 2015 3,186 8,539 1,806 13,531 2016 3,194 6,525 1,841 11,560 2017 3,186 5,159 1,877 10,222 2018 3,186 3,687 951 7,824 2019 and thereafter 8,228 7,206 — 15,434 $24,166 $49,781 $8,246 $82,193 In addition to the commitments above, in October 2013, we entered into an equipment purchase contract for the acquisition of 200 Freightliner tractors.The total purchase price of these tractors is approximately $25.4 million. As of December 31, 2013, we received 28 of these tractors. See Note 18 to theconsolidated financial statements for information relating to this commitment. 23Table of ContentsDuring the fourth quarter of 2013 we exercised our purchase option on approximately 2,000 containers that are currently leased. The purchases totalingapproximately $7.8 million will occur as the leases expire throughout 2014.Deferred CompensationUnder our Nonqualified Deferred Compensation Plan (the “Plan”), participants can elect to defer certain compensation. Payments under the Plan are dueas follows (in thousands):Future Payments Due: 2014 $1,250 2015 1,868 2016 1,774 2017 1,093 2018 1,123 2019 and thereafter 14,403 $21,511 CRITICAL ACCOUNTING POLICIESThe preparation of financial statements in conformity with U.S. generally accepted accounting principles requires management to make estimates andassumptions. In certain circumstances, those estimates and assumptions can affect amounts reported in the accompanying consolidated financial statements.We have made our best estimates and judgments of certain amounts included in the financial statements, giving due consideration to materiality. We do notbelieve there is a great likelihood that materially different amounts would be reported related to the accounting policies described below. However, application ofthese accounting policies involves the exercise of judgment and use of assumptions as to future uncertainties and, as a result, actual results could differ fromthese estimates. The following is a brief discussion of the more significant accounting policies and estimates.Allowance for Uncollectible Trade Accounts ReceivableIn the normal course of business, we extend credit to customers after a review of each customer’s credit history. An allowance for uncollectible tradeaccounts has been established through an analysis of the accounts receivable aging, an assessment of collectability based on historical trends and anevaluation based on current economic conditions. To be more specific, we reserve a portion of every account balance that has aged over one year, a portion ofreceivables for customers in bankruptcy and certain account balances specifically identified as uncollectible. On an annual basis, we perform a hindsightanalysis on Hub and Mode separately to determine each segment’s experience in collecting account balances over one year old and account balances inbankruptcy. We then use this hindsight analysis to establish our reserves for receivables over one year and in bankruptcy. In establishing a reserve for certainaccount balances specifically identified as uncollectible, we consider the aging of the customer receivables, the specific details as to why the receivable has notbeen paid, the customer’s current and projected financial results, the customer’s ability to meet and sustain their financial commitments, the positive ornegative effects of the current and projected industry outlook and the general economic conditions. The Company’s level of reserves for its customer accountsreceivable fluctuate depending upon all the factors mentioned above. However, we do not expect the reserve for uncollectible accounts to change significantlyrelative to our accounts receivable balance. Historically, our reserve for uncollectible accounts has approximated actual accounts written off. The allowance foruncollectible accounts is reported on the balance sheet in net accounts receivable. Recoveries of receivables previously charged off are recorded when received.Revenue RecognitionRevenue is recognized at the time 1) persuasive evidence of an arrangement exists, 2) services have been rendered, 3) the sales price is fixed anddeterminable and 4) collectability is reasonably assured. Revenue and related transportation costs are recognized based on relative transit time. Further, in mostcases, we report revenue on a gross basis because we are the primary obligor and are responsible for providing the service desired by the customer. Thecustomer views us as responsible for fulfillment including the acceptability of the service. Service requirements may include, for example, on-time delivery,handling freight loss and damage claims, setting up appointments for pick up and delivery and tracing shipments in transit. We have discretion in settingsales prices and as a result, our earnings vary. In addition, we have the discretion to select our vendors from multiple suppliers for the services ordered by ourcustomers. Finally, we have credit risk for our receivables. These three factors, discretion in setting prices, discretion in selecting vendors and credit risk,further support reporting revenue on the gross basis.Provision for Income TaxesDeferred income taxes are recognized for the future tax effects of temporary differences between financial and income tax reporting using tax rates in effectfor the years in which the differences are expected to reverse. We believe that it is more likely than not that our deferred tax assets will be realized based onfuture taxable income projections with the exception of $0.1 million related to state tax net operating losses for which a valuation allowance has beenestablished. In the event the probability of realizing the remaining deferred tax assets do not meet the more likely than not threshold in the future, a valuationallowance would be established for the deferred tax assets deemed unrecoverable. 24Table of ContentsTax liabilities are recorded when, in management’s judgment, a tax position does not meet the more likely than not threshold for recognition as prescribedby the guidance. For tax positions that meet the more likely than not threshold, a tax liability may be recorded depending on management’s assessment of howthe tax position will ultimately be settled.Valuation of GoodwillWe test goodwill for impairment annually in the fourth quarter or when events or changes in circumstances indicate the carrying value of this assetmight exceed the current fair value. We test goodwill for impairment at the reporting unit level. We have adopted the FASB’s new accounting guidance, whichallows companies to assess qualitative factors such as current company performance and overall economic factors to determine if it is more-likely-than-not thatthe goodwill might be impaired and whether it is necessary to perform the quantitative goodwill impairment test. In the quantitative goodwill test, a companycompares the carrying value of a reporting unit to its fair value. If the carrying value of the reporting unit exceeds the estimated fair value, a second step isperformed, which compares the implied fair value of goodwill to the carrying value, to determine the amount of impairment. In 2013, we performed thequalitative assessment on both the Hub and Mode reporting units. No impairment charge was recognized based on the results of the goodwill impairment tests.Valuation of Other Indefinite-Lived IntangiblesWe review other indefinite-lived intangibles for impairment annually in the fourth quarter or whenever events or changes in circumstances indicate thecarrying amount of other indefinite-lived intangibles may not be recoverable. An indefinite lived intangible asset is impaired if its fair value is less than itscarrying value. An impairment loss is measured as the difference between the implied fair value of the reporting unit’s indefinite-lived asset and the carryingamount of the asset. The fair value measurement is determined based on assumptions that a market participant would use including expectations regardingfuture operating performance (which are consistent with our internal projections and operating plans), discount rates, control premiums and other factorswhich are subjective in nature. As of December 31, 2013, reasonable variations in these assumptions do not have a significant impact on the results of theimpairment test. Actual cash flows from operations could differ from management’s estimates due to changes in business conditions, operating performanceand economic conditions.In the first quarter of 2013, we adopted the FASB’s new accounting guidance which permits an entity to first assess qualitative factors to determinewhether it is more likely than not that the fair value of the indefinite lived intangible asset is less than its carrying amount as a basis for determining whether itis necessary to perform the quantitative test discussed above. As a result of this analysis, we recorded an impairment charge of $2.9 million in the fourthquarter of 2013, which is included in the Impairment of Trade Name line item in the Consolidated Statements of Income and Comprehensive Income. See Note6 to the consolidated financial statements for information on this impairment charge.Valuation of Finite-Lived Intangibles and Fixed AssetsWe evaluate the potential impairment of finite-lived intangible assets and fixed assets when impairment indicators exist. If the carrying value is no longerrecoverable based upon the undiscounted future cash flows of the asset, the amount of the impairment is the difference between the carrying amount and thefair value of the asset.EquipmentWe operate tractors and utilize containers and chassis in connection with our business. This equipment may be purchased or leased as part of anoperating or capital lease. In addition, we rent equipment from third parties and various railroads under short term rental arrangements. Equipment which ispurchased is depreciated on the straight line method over the estimated useful life. Our equipment leases have five to ten year terms and, in some cases, containrenewal options.Stock Based CompensationShare-based compensation includes the restricted stock awards expected to vest based on the grant date fair value. Compensation expense is amortized ona straight-line basis over the vesting period and is included in salaries and benefits.New PronouncementsIn July 2012, the FASB issued an update to Topic 350 – Intangibles – Goodwill and Other of the Accounting Standards Codification. The objective ofthis update is to simplify how entities test indefinite lived intangibles for impairment. The amendments in the update permit an entity to first assess qualitativefactors to determine whether it is more likely than not that the fair value of the indefinite lived intangible asset is less than its carrying amount as a basis fordetermining whether it is necessary to perform the quantitative test described in Topic 350. The more-likely-than-not threshold is defined as having alikelihood of more than 50 percent. We adopted this guidance effective January 1, 2013 as required, and the adoption did not have a significant impact to ourconsolidated financial statements. 25Table of ContentsOUTLOOK, RISKS AND UNCERTAINTIESBusiness Combinations/DivestituresWe believe that any future acquisitions that we may make could significantly impact financial results. Financial results most likely to be impactedinclude, but are not limited to, revenue, gross margin, salaries and benefits, selling general and administrative expenses, depreciation and amortization,interest expense, net income and our debt level.RevenueWe believe that the performance of the railroads and a severe or prolonged slow-down of the economy are the most significant factors that couldnegatively influence our revenue growth rate. Should there be further consolidation in the rail industry causing a service disruption, we believe our intermodalbusiness would likely be negatively impacted. Should there be a significant service disruption, we expect that there may be some customers who would switchfrom using our intermodal service to other transportation services. We expect that these customers may choose to continue to utilize other services even whenintermodal service levels are restored. Other factors that could negatively influence our growth rate include, but are not limited to, the elimination of fuelsurcharges, the entry of new competitors, the loss of Mode IBOs and or sales agents, customer retention, inadequate drayage service and inadequate equipmentsupply.Gross MarginWe expect fluctuations in gross margin as a percentage of revenue from quarter-to-quarter caused by various factors including, but not limited to,changes in the transportation business mix, changes in logistics services between transactional business and management fee business, insurance costs, driverrecruiting costs, impact of CSA (Compliance Safety Accountability) and other regulations on drayage costs, trailer and container capacity, vendor costincreases, fuel costs, equipment utilization, intermodal industry growth, intermodal industry service levels, accessorials, competitive pricing and accountingestimates.Salaries and BenefitsWe estimate that salaries and benefits as a percentage of revenue could fluctuate from quarter-to-quarter as there are timing differences between volumeincreases and changes in levels of staffing. Factors that could affect the percentage from staying in the recent historical range include, but are not limited to,revenue growth rates significantly higher or lower than forecasted, a management decision to invest in additional personnel to stimulate new or existingbusinesses, changes in customer requirements, changes in our operating structure, how well we perform against our EPS goals, and changes in railroadintermodal service levels which could result in a lower or higher cost of labor per move.Agent Fees and CommissionsAgent fees and commissions are directly related to the gross margin earned by the agents. This expense will fluctuate as Mode’s gross margin fluctuates.General and AdministrativeWe believe there are several factors that could cause general and administrative expenses to fluctuate as a percentage of revenue. As customer expectationsand the competitive environment require the development of web-based business interfaces and the restructuring of our information systems and relatedplatforms, we believe there could be significant expenses incurred, some of which would not be capitalized. Other factors that could cause selling, general andadministrative expense to fluctuate include, but are not limited to, changes in insurance premiums, claim expense, bad debt expense and professional servicesexpense. Rent expense will decrease as we moved to our new corporate headquarters in December 2013.Depreciation and AmortizationWe estimate that depreciation and amortization of property and equipment will increase between $2.0 million and $2.5 million in 2014 due to our newcorporate headquarters and technology related additions.Impairment of Property and Equipment, Goodwill and Indefinite-Lived IntangiblesOn an ongoing basis, we assess the realizability of our assets. If, at any point during the year, we determine that an impairment exists, the carryingamount of the asset is reduced by the estimated impairment with a corresponding charge to earnings which we estimate could have a material adverse impacton earnings. 26Table of ContentsOther Income (Expense)We expect interest expense to increase in 2014 due to the expected financing of tractors and/or containers. Factors that could cause a change in interestincome include, but are not limited to, change in interest rates, change in investments, funding working capital needs, funding capital expenditures, fundingan acquisition and purchase of treasury stock.Provision for Income TaxesBased on current tax legislation, we estimate that our effective tax rate will be 38.8% in 2014. On September 13, 2013, the Internal Revenue Serviceissued final regulations which affect all taxpayers that repair, acquire, or improve tangible property. These rules will be effective for our taxable year endingDecember 31, 2014. We do not anticipate that these regulations will have a material impact on our financial position or results of operations. Item 7A.QUANTITATIVE AND QUALITATIVE DISCLOSURES ABOUT MARKET RISKWe are exposed to market risk related to changes in interest rates on our bank line of credit which may adversely affect our results of operations andfinancial condition. We have no significant exposure to foreign currency exchange rate changes. No derivative financial instruments were outstanding as ofDecember 31, 2013 and 2012. We do not use financial instruments for trading purposes.The Company has both fixed and variable rate debt as described in Note 10 to the Consolidated Financial Statements. Any material increase in marketinterest rates would not have a material impact on the results of operations for the year ended December 31, 2013.As of December 31, 2013 and 2012, other than our outstanding letters of credit, the Company had no outstanding obligations under its bank line ofcredit arrangement. 27Table of ContentsItem 8. FINANCIAL STATEMENTS AND SUPPLEMENTARY DATAINDEX TO FINANCIAL STATEMENTSAND FINANCIAL STATEMENT SCHEDULE Report of Independent Registered Public Accounting Firm 29 Consolidated Balance Sheets – December 31, 2013 and December 31, 2012 30 Consolidated Statements of Income and Comprehensive Income – Years ended December 31, 2013, December 31, 2012 and December 31, 2011 31 Consolidated Statements of Stockholders’ Equity – Years ended December 31, 2013, December 31, 2012 and December 31, 2011 32 Consolidated Statements of Cash Flows – Years ended December 31, 2013, December 31, 2012 and December 31, 2011 33 Notes to Consolidated Financial Statements 34 Schedule II – Valuation and Qualifying Accounts S-1 28Table of ContentsREPORT OF INDEPENDENT REGISTERED PUBLIC ACCOUNTING FIRMThe Board of Directors and Stockholders of Hub Group, Inc.:We have audited the accompanying consolidated balance sheets of Hub Group, Inc. as of December 31, 2013 and 2012 and the related consolidatedstatements of income and comprehensive income, stockholders’ equity, and cash flows for each of the three years in the period ended December 31, 2013. Ouraudits also included the financial statement schedule listed in the index at Item 15(b). These financial statements and schedule are the responsibility of theCompany’s management. Our responsibility is to express an opinion on these financial statements and schedule based on our audits.We conducted our audits in accordance with the standards of the Public Company Accounting Oversight Board (United States). Those standardsrequire that we plan and perform the audit to obtain reasonable assurance about whether the financial statements are free of material misstatement. An auditincludes examining, on a test basis, evidence supporting the amounts and disclosures in the financial statements. An audit also includes assessing theaccounting principles used and significant estimates made by management, as well as evaluating the overall consolidated financial statement presentation. Webelieve that our audits provide a reasonable basis for our opinion.In our opinion, the financial statements referred to above present fairly, in all material respects, the consolidated financial position of Hub Group, Inc. atDecember 31, 2013 and 2012, and the consolidated results of its operations and its cash flows for each of the three years in the period ended December 31,2013 in conformity with U.S. generally accepted accounting principles. Also, in our opinion, the related financial statement schedule when considered inrelation to the basic consolidated financial statements taken as a whole, presents fairly in all material respects the information set forth therein.We also have audited, in accordance with the standards of the Public Company Accounting Oversight Board (United States), Hub Group, Inc.’sinternal control over financial reporting as of December 31, 2013, based on criteria established in Internal Control – Integrated Framework issued by theCommittee of Sponsoring Organizations of the Treadway Commission (1992 framework) and our report dated February 24, 2014 expressed an unqualifiedopinion thereon.ERNST & YOUNG LLPChicago, IllinoisFebruary 24, 2014 29Table of ContentsHUB GROUP, INC.CONSOLIDATED BALANCE SHEETS(in thousands, except share amounts) December 31, 2013 2012 ASSETS CURRENT ASSETS: Cash and cash equivalents $68,964 $70,760 Accounts receivable trade, net 371,528 346,917 Accounts receivable other 26,569 25,945 Prepaid taxes 409 139 Deferred taxes 5,826 4,965 Prepaid expenses and other current assets 12,738 10,619 TOTAL CURRENT ASSETS 486,034 459,345 Restricted investments 20,754 17,218 Property and equipment, net 260,400 157,584 Other intangibles, net 15,729 20,068 Goodwill, net 263,032 263,251 Other assets 1,994 2,387 TOTAL ASSETS $1,047,943 $919,853 LIABILITIES AND STOCKHOLDERS’ EQUITY CURRENT LIABILITIES: Accounts payable trade $232,350 $206,497 Accounts payable other 24,957 22,925 Accrued payroll 17,000 17,210 Accrued other 42,834 28,633 Current portion of capital lease 2,413 2,120 Current portion of long term debt 1,771 — TOTAL CURRENT LIABILITIES 321,325 277,385 Long term debt 6,475 — Non-current liabilities 22,304 20,041 Non-current portion of capital lease 18,477 21,099 Deferred taxes 117,835 100,431 STOCKHOLDERS’ EQUITY: Preferred stock, $.01 par value; 2,000,000 shares authorized; no shares issued or outstanding in 2013 and 2012 — — Common stock Class A: $.01 par value; 97,337,700 shares authorized and 41,224,792 shares issued in 2013 and 2012;36,626,384 shares outstanding in 2013 and 36,767,485 shares outstanding in 2012 412 412 Class B: $.01 par value; 662,300 shares authorized; 662,296 shares issued and outstanding in 2013 and 2012 7 7 Additional paid-in capital 167,357 167,765 Purchase price in excess of predecessor basis, net of tax benefit of $10,306 (15,458) (15,458) Retained earnings 538,251 469,141 Accumulated other comprehensive income (loss) (85) 1 Treasury stock; at cost, 4,598,408 shares in 2013 and 4,457,307 shares in 2012 (128,957) (120,971) TOTAL STOCKHOLDERS’ EQUITY 561,527 500,897 TOTAL LIABILITIES AND STOCKHOLDERS’ EQUITY $1,047,943 $919,853 The accompanying notes to consolidated financial statements are an integral part of these statements. 30Table of ContentsHUB GROUP, INC.CONSOLIDATED STATEMENTS OF INCOMEAND COMPREHENSIVE INCOME(in thousands, except per share amounts) Years Ended December 31, 2013 2012 2011 Revenue $3,373,898 $3,124,108 $2,751,534 Transportation costs 3,002,875 2,768,042 2,438,986 Gross margin 371,023 356,066 312,548 Costs and expenses: Salaries and benefits 135,341 129,143 121,044 Agent fees and commissions 55,789 55,112 41,491 General and administrative 56,772 52,832 49,951 Depreciation and amortization 6,470 6,619 5,603 Impairment of trade name 2,904 — — Total costs and expenses 257,276 243,706 218,089 Operating income 113,747 112,360 94,459 Other income (expense): Interest expense (1,246) (1,207) (638) Interest and dividend income 82 134 148 Other, net (28) (30) 328 Total expense (1,192) (1,103) (162) Income before provision for income taxes 112,555 111,257 94,297 Provision for income taxes 43,445 43,304 36,119 Net income $69,110 $67,953 $58,178 Other comprehensive income (loss): Foreign currency translation adjustments (86) (3) (2) Total comprehensive income $69,024 $67,950 $58,176 Basic earnings per common share $1.88 $1.83 $1.58 Diluted earnings per common share $1.87 $1.83 $1.57 Basic weighted average number of shares outstanding 36,829 37,053 36,913 Diluted weighted average number of shares outstanding 36,982 37,185 37,063 The accompanying notes to consolidated financial statements are an integral part of these statements. 31Table of ContentsHUB GROUP, INCCONSOLIDATED STATEMENTS OF STOCKHOLDERS’ EQUITY(in thousands, except shares) Purchase Price of Excess of Accumulated Class A & B Additional Predecesser Other Treasury Common Stock Paid-in Basis, Net Retained Comprehensive Stock Shares Issued Amount Capital of Tax Earnings Income Shares Amount Total Balance January 1, 2013 41,887,088 $419 $167,765 $(15,458) $469,141 $1 (4,457,307) $(120,971) $500,897 Purchase of treasury shares — — — — — — (377,906) (13,791) (13,791) Stock tendered for payments of withholding taxes — — — — — — (75,995) (2,634) (2,634) Issuance of restricted stock awards, net of forfeitures — — (7,990) — — — 296,300 7,990 — Share-based compensation expense — — 7,667 — — — — — 7,667 Exercise of non-qualified options — — (408) — — — 16,500 449 41 Tax benefit of share-based compensation plans — — 323 — — — — — 323 Net income — — — — 69,110 — — — 69,110 Foreign currency translation adjustment — — — — — (86) — — (86) Balance December 31, 2013 41,887,088 $419 $167,357 $(15,458) $538,251 $(85) (4.598,408) $(128,957) $561,527 Balance January 1, 2012 41,887,088 $419 $168,800 $(15,458) $401,188 $4 (4,364,532) $(116,088) $438,865 Purchase of treasury shares — — — — — — (347,592) (11,208) (11,208) Stock tendered for payments of withholding taxes — — — — — — (55,463) (1,812) (1,812) Issuance of restricted stock awards, net of forfeitures — — (7,148) — — — 273,180 7,148 — Share-based compensation expense — — 6,539 — — — — — 6,539 Exercise of non-qualified options — — (920) — — — 37,100 989 69 Tax benefit of share-based compensation plans — — 494 — — — — — 494 Net income — — — — 67,953 — — — 67,953 Foreign currency translation adjustment — — — — — (3) — — (3) Balance December 31, 2012 41,887,088 $419 $167,765 $(15,458) $469,141 $1 (4,457,307) $(120,971) $500,897 Balance January 1, 2011 41,887,088 $419 $169,722 $(15,458) $343,010 $6 (4,586,433) $(121,399) $376,300 Stock tendered for payments of withholding taxes — — — — — — (43,247) (1,523) (1,523) Issuance of restricted stock awards, net of forfeitures — — (5,312) — — — 207,848 5,312 — Share-based compensation expense — — 4,792 — — — — — 4,792 Exercise of non-qualified options — — (1,436) — — — 57,300 1,522 86 Tax benefit of share-based compensation plans — — 1,034 — — — — — 1,034 Net income — 58,178 — — — 58,178 Foreign currency translation adjustment — — — — — (2) — — (2) Balance December 31, 2011 41,887,088 $419 $168,800 $(15,458) $401,188 $4 (4,364,532) $(116,088) $438.865 The accompanying notes to consolidated financial statements are an integral part of these statements. 32Table of ContentsHUB GROUP, INC. CONSOLIDATED STATEMENTS OF CASH FLOWS (in thousands) Years Ended December 31, 2013 2012 2011 Cash flows from operating activities: Net Income $69,110 $67,953 $58,178 Adjustments to reconcile net income to net cash provided by operating activities: Depreciation and amortization 21,302 21,575 16,340 Impairment of trade name 2,904 — — Deferred taxes 16,438 8,786 18,821 Compensation expense related to share-based compensation plans 7,667 6,539 4,788 (Gain) loss on sale of assets (167) 108 (17) Excess tax benefits from share based compensation (13) (29) — Changes in operating assets and liabilities, net of effects of acquisitions: Restricted investments (3,536) (2,895) (724) Accounts receivable, net (25,420) (22,429) (45,047) Prepaid taxes (308) 2,253 (2,097) Prepaid expenses and other current assets (2,137) (1,562) (1,728) Other assets (682) 459 (33) Accounts payable 27,635 7,438 23,095 Accrued expenses 1,736 2,779 2,989 Non-current liabilities 2,888 1,942 301 Net cash provided by operating activities 117,417 92,917 74,866 Cash flows from investing activities: Proceeds from sale of equipment 1,837 1,071 410 Purchases of property and equipment (110,917) (56,882) (55,010) Cash used in acquisitions, net of cash acquired — (550) (85,182) Net cash used in investing activities (109,080) (56,361) (139,782) Cash flows from financing activities: Proceeds from issuance of debt 9,120 — — Repayments of long term debt (874) — — Proceeds from stock options exercised 41 69 86 Stock tendered for payments of withholding taxes (2,634) (1,812) (1,523) Purchase of treasury stock (13,791) (11,208) — Capital lease payments (2,329) (2,454) (729) Excess tax benefits from share-based compensation 336 523 1,034 Net cash used in financing activities (10,131) (14,882) (1,132) Effect of exchange rate changes on cash and cash equivalents (2) (5) (5) Net (decrease) increase in cash and cash equivalents (1,796) 21,669 (66,053) Cash and cash equivalents beginning of the year 70,760 49,091 115,144 Cash and cash equivalents end of the year $68,964 $70,760 $49,091 Supplemental disclosures of cash paid for: Interest $1,201 $1,200 $541 Income taxes $29,728 $28,638 $18,629 The accompanying notes to consolidated financial statements are an integral part of these statements. 33Table of ContentsHUB GROUP, INC.NOTES TO CONSOLIDATED FINANCIAL STATEMENTSNOTE 1. Description of Business and Summary of Significant Accounting PoliciesBusiness: Hub Group, Inc. (“we”, “us” or “our”) provides intermodal transportation services utilizing primarily third party arrangements with railroads.Drayage can be provided by our subsidiary, Comtrak, or a third party company. We also arrange for transportation of freight by truck and perform logisticsservices. Transportation services are provided through our legacy business and our acquisition, Mode Transportation, LLC. We report two distinct businesssegments. The first segment is Mode, which includes the Mode business we acquired on April 1, 2011. The other segment is Hub, which is all business otherthan Mode. “Hub Group” includes both segments.Principles of Consolidation: The consolidated financial statements include our accounts and all entities in which we have more than a 50% equity ownershipor otherwise exercise unilateral control. All significant intercompany balances and transactions have been eliminated.Cash and Cash Equivalents: We consider as cash equivalents all highly liquid instruments with an original maturity of three months or less. As ofDecember 31, 2013 and 2012, our cash and temporary investments were with high quality financial institutions in DDAs (Demand Deposit Accounts).Accounts Receivable and Allowance for Uncollectible Accounts: In the normal course of business, we extend credit to customers after a review of eachcustomer’s credit history. An allowance for uncollectible trade accounts has been established through an analysis of the accounts receivable aging, anassessment of collectability based on historical trends and an evaluation based on current economic conditions. To be more specific, we reserve a portion ofevery account balance that has aged over one year, a portion of receivables for customers in bankruptcy and certain account balances specifically identified asuncollectible. On an annual basis, we perform a hindsight analysis on Hub and Mode separately to determine each segment’s experience in collecting accountbalances over one year old and account balances in bankruptcy. We then use this hindsight analysis to establish our reserves for receivables over one year andin bankruptcy. In establishing a reserve for certain account balances specifically identified as uncollectible, we consider the aging of the customer receivables,the specific details as to why the receivable has not been paid, the customer’s current and projected financial results, the customer’s ability to meet and sustaintheir financial commitments, the positive or negative effects of the current and projected industry outlook and the general economic conditions. The allowancefor uncollectible accounts is reported on the balance sheet in net accounts receivable. Our reserve for uncollectible accounts was approximately $7.4 millionand $6.7 million as of December 31, 2013 and 2012, respectively. Receivables are written off once collection efforts have been exhausted. Recoveries ofreceivables previously charged off are recorded when received.Property and Equipment: Property and equipment are stated at cost. Depreciation of property and equipment is computed using the straight-line method atrates adequate to depreciate the cost of the applicable assets over their expected useful lives: building and improvements, up to 40 years; leaseholdimprovements, the shorter of useful life or lease term; computer equipment and software, up to 5 years; furniture and equipment, up to 10 years; andtransportation equipment up to 15 years. Direct costs related to internally developed software projects are capitalized and amortized over their expected usefullife on a straight-line basis not to exceed 5 years. Interest is capitalized on qualifying assets under development for internal use. Maintenance and repairs arecharged to operations as incurred and major improvements are capitalized. The cost of assets retired or otherwise disposed of and the accumulated depreciationthereon are removed from the accounts with any gain or loss realized upon sale or disposal charged or credited to operations. We review long-lived assets forimpairment when events or changes in circumstances indicate the carrying amount of an asset may not be recoverable. In the event that the undiscounted futurecash flows resulting from the use of the asset group is less than the carrying amount, an impairment loss equal to the excess of the assets carrying amount overits fair value, less cost to dispose, is recorded.Goodwill and Other Intangibles: Goodwill represents the excess of purchase price over the fair market value of net assets acquired in connection with ourbusiness combinations. Goodwill and intangible assets that have indefinite useful lives are not amortized but are subject to annual impairment tests. 34Table of ContentsWe test goodwill for impairment annually in the fourth quarter or when events or changes in circumstances indicate the carrying value of this asset mightexceed the current fair value. We test goodwill for impairment at the reporting unit level. We assess qualitative factors such as current company performanceand overall economic factors to determine if it is more-likely-than-not that the goodwill might be impaired and whether it is necessary to perform thequantitative goodwill impairment test. In the quantitative goodwill test, a company compares the carrying value of a reporting unit to its fair value. If thecarrying value of the reporting unit exceeds the estimated fair value, a second step is performed, which compares the implied fair value of goodwill to thecarrying value, to determine the amount of impairment. In 2013, we performed the qualitative assessment on both the Hub and Mode reporting units. Noimpairment charge was recognized based on the results of the goodwill impairment tests.We review other indefinite-lived intangibles for impairment annually in the fourth quarter or whenever events or changes in circumstances indicate the carryingamount of other indefinite-lived intangibles may not be recoverable. An indefinite lived intangible asset is impaired if its fair value is less than its carryingvalue. An impairment loss is measured as the difference between the implied fair value of the reporting unit’s indefinite-lived asset and the carrying amount ofthe asset. The fair value measurement is determined based on assumptions that a market participant would use including expectations regarding futureoperating performance (which are consistent with our internal projections and operating plans), discount rates, control premiums and other factors which aresubjective in nature. As of December 31, 2013, reasonable variations in these assumptions do not have a significant impact on the results of the impairmenttest. Actual cash flows from operations could differ from management’s estimates due to changes in business conditions, operating performance and economicconditions.On January 1, 2013, we adopted the FASB’s new accounting guidance which permits an entity to first assess qualitative factors to determine whether it ismore likely than not that the fair value of the indefinite lived intangible asset is less than its carrying amount as a basis for determining whether it is necessaryto perform the quantitative test discussed above. As a result of our impairment analysis, we recorded an impairment charge of $2.9 million in the fourthquarter of 2013, which is included in the Impairment of Trade Name line item in the Consolidated Statements of Income and Comprehensive Income. See Note6 to the consolidated financial statements for information on this impairment charge.We evaluate the potential impairment of finite-lived acquired intangible assets when impairment indicators exist. If the carrying value is no longer recoverablebased upon the undiscounted future cash flows of the asset, the amount of the impairment is the difference between the carrying amount and the fair value ofthe asset.Concentration of Credit Risk: Our financial instruments that are exposed to concentrations of credit risk consist primarily of cash and cash equivalents andaccounts receivable. We place our cash and temporary investments with high quality financial institutions in DDAs (Demand Deposit Accounts). Weprimarily serve customers located throughout the United States with no significant concentration in any one region. No one customer accounted for more than10% of revenue in 2013, 2012 or 2011. We review a customer’s credit history before extending credit. In addition, we routinely assess the financial strength ofour customers and, as a consequence, believe that our trade accounts receivable risk is limited.Revenue Recognition: Revenue is recognized at the time 1) persuasive evidence of an arrangement exists, 2) services have been rendered, 3) the sales price isfixed and determinable and 4) collectability is reasonably assured. Revenue and related transportation costs are recognized based on relative transit time.Further, in most cases, we report our revenue on a gross basis because we are the primary obligor as we are responsible for providing the service desired by thecustomer. Our customers view us as responsible for fulfillment including the acceptability of the service. Services requirements may include, for example, on-time delivery, handling freight loss and damage claims, setting up appointments for pick up and delivery and tracing shipments in transit. We have discretionin setting sales prices and as a result, the amount we earn varies. In addition, we have the discretion to select our vendors from multiple suppliers for theservices ordered by our customers. Finally, we have credit risk for our receivables. These three factors, discretion in setting prices, discretion in selectingvendors and credit risk, further support reporting revenue on a gross basis for most of our revenue.Provision for Income Taxes: Deferred income taxes are recognized for the future tax effects of temporary differences between financial and income taxreporting using tax rates in effect for the years in which the differences are expected to reverse. We believe that it is more likely than not that our deferred taxassets will be realized based on future taxable income projections with the exception of $0.1 million related to state tax net operating losses for which a valuationallowance has been established. In the event the probability of realizing the remaining deferred tax assets do not meet the more likely than not threshold in thefuture, a valuation allowance would be established for the deferred tax assets deemed unrecoverable.Tax liabilities are recorded when, in management’s judgment, a tax position does not meet the more likely than not threshold for recognition as prescribed bythe guidance. For tax positions that meet the more likely than not threshold, a tax liability may be recorded depending on management’s assessment of how thetax position will ultimately be settled. We recognize interest expense and penalties related to income tax liabilities in our provision for income taxes. 35Table of ContentsEarnings Per Common Share: Basic earnings per common share are based on the average quarterly weighted average number of Class A and Class B sharesof common stock outstanding. Diluted earnings per common share are adjusted for the assumed exercise of dilutive stock options and for restricted stockwhich are both computed using the treasury stock method.Stock Based Compensation: Share-based compensation includes the restricted stock awards expected to vest based on the grant date fair value. Compensationexpense is amortized straight-line over the vesting period including an estimate of forfeitures and is included in salaries and benefits. We present excess taxbenefits resulting from the exercise of share-based compensation as financing cash in-flows and as operating cash out-flows in the Consolidated Statements ofCash Flows.New Pronouncements: In July 2012, the FASB issued an update to Topic 350 – Intangibles – Goodwill and Other of the Accounting Standards Codification.The objective of this update is to simplify how entities test indefinite lived intangibles for impairment. The amendments in the update permit an entity to firstassess qualitative factors to determine whether it is more likely than not that the fair value of the indefinite lived intangible asset is less than its carryingamount as a basis for determining whether it is necessary to perform the quantitative test described in Topic 350. The more-likely-than-not threshold is definedas having a likelihood of more than 50 percent. We adopted this guidance effective January 1, 2013 as required, and the adoption did not have a significantimpact to our consolidated financial statements.Use of Estimates: The preparation of financial statements in conformity with U.S. generally accepted accounting principles requires us to make estimates andassumptions that affect the reported amounts of assets and liabilities and disclosure of contingent assets and liabilities at the date of the financial statementsand the reported amounts of revenue and expense during the reporting period. Significant estimates include the allowance for doubtful accounts, revenue, thecost of transportation, commission expense, useful lives of equipment and repair liabilities. Actual results could differ from those estimates.Reclassifications: Certain prior year immaterial amounts have been reclassified to conform with the current year presentation.NOTE 2. Capital StructureWe have authorized common stock comprised of Class A Common Stock and Class B Common Stock. The rights of holders of Class A CommonStock and Class B Common Stock are identical, except each share of Class B Common Stock entitles its holder to approximately 80 votes, while each shareof Class A Common Stock entitles its holder to one vote. We have authorized 2,000,000 shares of preferred stock.NOTE 3. Earnings Per ShareThe following is a reconciliation of our earnings per share (in thousands, except for per share data): Years Ended, December 31, 2013 2012 2011 Net income for basic and diluted earnings per share $69,110 $67,953 $58,178 Weighted average shares outstanding - basic 36,829 37,053 36,913 Dilutive effect of stock options and restricted stock 153 132 150 Weighted average shares outstanding - diluted 36,982 37,185 37,063 Earnings per share - basic $1.88 $1.83 $1.58 Earnings per share - diluted $1.87 $1.83 $1.57 NOTE 4. AcquisitionsIn April 2011, we acquired all of the capital stock of Exel Transportation Services, Inc. (“ETS”). ETS is now our wholly-owned subsidiary, operatingindependently and renamed Mode Transportation, LLC (“Mode”). Mode has approximately 230 agents, consisting of 90 sales/operating agents, known asIndependent Business Owners (“IBOs”), who sell and operate the business throughout North America and 140 sales only agents. Mode also has a companymanaged operation and corporate offices in Dallas, TX, a temperature protected services division operated out of our Oak Brook, IL headquarters andcorporate offices in Memphis, TN. 36Table of ContentsThe following unaudited pro forma consolidated results of operations for 2011 assume that the acquisition of Mode was completed as of January 1,2011 (in thousands, except for per share amounts) Twelve MonthsEnded,December 31,2011 Revenue $2,929,813 Net Income $58,991 Earnings per share—basic $1.60 Earnings per share—diluted $1.59 The unaudited pro forma consolidated results for the year ended December 31, 2011 was prepared using the acquisition method of accounting and arebased on the historical financial information of Hub and Mode. The historical financial information has been adjusted to give effect to the pro formaadjustments that are: (i) directly attributable to the acquisition, (ii) factually supportable and (iii) expected to have a continuing impact on the consolidatedresults. The unaudited pro forma consolidated results are not necessarily indicative of what our consolidated results of operations actually would have beenhad we completed the acquisition on January 1, 2011.In June 2011, we purchased certain assets of Domestic Transport, Inc. (“Domestic Transport”). Domestic Transport was founded in 2005 with onetruck hauling containers out of the Ports of Seattle and Tacoma. At the time of the acquisition, Domestic Transport had grown to a 22-driver operation thathandled container deliveries in the state of Washington and throughout the Pacific Northwest. We did not have a drayage presence in this geographic market.The total purchase price was $0.7 million payable in installments of $0.6 million at closing and four equal installments of $0.025 million, paid quarterlystarting September 3, 2011. The purchase price was allocated as follows: $0.1 million for the driver and customer relationships, $0.2 million for tractors andthe remaining $0.4 million for goodwill. Quarterly payments totaling $0.05 million were made in 2011 and the remaining balance due amount of $0.05 millionwas paid in 2012.In October 2011, we purchased certain assets of Challenge Transport, Inc. (“Challenge Transport”). Challenge Transport was founded in 1995 inSouth Kearny, New Jersey. At the time of the acquisition, Challenge Transport had a 41-driver operation that handled container deliveries throughout thenortheast region. We did not have much of a drayage presence in this geographic market. The total purchase price was $2.5 million payable in installments of$2.0 million at closing and four equal installments of $0.125 million, paid quarterly starting January 3, 2012. The purchase price was allocated as follows:$1.3 million for the customer relationships, $0.3 million for the driver relationships and the remaining $0.9 million for goodwill. The final quarterlypayments totaling $0.5 million were made in 2012.All operations of these acquisitions are included in our consolidated financial statements since their date of acquisition.NOTE 5. Business SegmentsDue to the acquisition of Mode as discussed in Note 4, we now report two distinct business segments. The first segment is Mode, which includes theMode business we acquired on April 1, 2011. The second segment is Hub, which is all business other than Mode.Hub offers comprehensive intermodal, truck brokerage and logistics services. Our employees operate the freight through a network of operating centerslocated in the United States, Canada and Mexico. Each operating center is strategically located in a market with a significant concentration of shippingcustomers and one or more railheads. Hub has full time employees located throughout the United States, Canada and Mexico.Mode markets and operates its freight transportation services, consisting of intermodal, truck brokerage and logistics, primarily through agents whoenter into contractual arrangements with Mode. 37Table of ContentsThe following is a summary of operating results, which includes the results of operations of the Mode segment for the entire years ended December 31,2013 and 2012 and for the period April 1, 2011 to December 31, 2011, and certain other financial data for our business segments (in thousands): Twelve Months Twelve Months Ended December 31, 2013 Ended December 31, 2012 Hub Mode Inter-SegmentElims Hub GroupTotal Hub Mode Inter-SegmentElims Hub GroupTotal Revenue $2,599,763 $823,159 $(49,024) $3,373,898 $2,392,289 $779,928 $(48,109) $3,124,108 Transportation costs 2,325,512 726,387 (49,024) 3,002,875 2,128,942 687,209 (48,109) 2,768,042 Gross margin 274,251 96,772 — 371,023 263,347 92,719 — 356,066 Costs and expenses: Salaries and benefits 120,478 14,863 — 135,341 113,855 15,288 — 129,143 Agent fees and commissions 1,372 54,417 — 55,789 1,900 53,212 — 55,112 General and administrative 50,484 6,288 — 56,772 45,411 7,421 — 52,832 Depreciation and amortization 4,326 2,144 — 6,470 4,448 2,171 — 6,619 Impairment of trade name 2,904 — — 2,904 — — — — Total costs and expenses 179,564 77,712 — 257,276 165,614 78,092 — 243,706 Operating income $94,687 $19,060 $— $113,747 $97,733 $14,627 $— $112,360 Capital expenditures $109,412 $1,505 $— $110,917 $54,266 $2,616 $— $56,882 Twelve Months Ended December 31, 2011 Hub Mode Inter-SegmentElims Hub GroupTotal Revenue $2,183,914 $586,251 $(18,631) $2,751,534 Transportation costs 1,939,263 518,354 (18,631) 2,438,986 Gross margin 244,651 67,897 — 312,548 Costs and expenses: Salaries and benefits 107,378 13,666 — 121,044 Agent fees and commissions 2,771 38,720 — 41,491 General and administrative 42,523 7,428 — 49,951 Depreciation and amortization 3,975 1,628 — 5,603 Total costs and expenses 156,647 61,442 — 218,089 Operating income $88,004 $6,455 $— $94,459 Capital expenditures $54,683 $327 $— $55,010 38Table of Contents As of December 31, 2013 As of December 31, 2012 Inter- Hub Inter- Hub Segment Group Segment Group Hub Mode Elims Total Hub Mode Elims Total Total assets $887,848 $164,071 $(3,976) $1,047,943 $759,797 $163,719 $(3,663) $919,853 Goodwill $233,643 $29,389 $— $263,032 $233,862 $29,389 $— $263,251 The following tables summarize our revenue by segment and business line (in thousands): Twelve Months Twelve Months Ended December 31, 2013 Ended December 31, 2012 Inter- Hub Inter- Hub Segment Group Segment Group Hub Mode Elims Total Hub Mode Elims Total Intermodal $1,808,001 $389,186 $(46,401) $2,150,786 $1,731,487 $354,662 $(43,863) $2,042,286 Truck brokerage 343,641 311,930 (1,453) 654,118 335,213 318,848 (2,945) 651,116 Logistics 448,121 122,043 (1,170) 568,994 325,589 106,418 (1,301) 430,706 Total revenue $2,599,763 $823,159 $(49,024) $3,373,898 $2,392,289 $779,928 $(48,109) $3,124,108 Twelve Months Ended December 31, 2011 Inter- Hub Segment Group Hub Mode Elims Total Intermodal $1,553,594 $258,087 $(16,392) $1,795,289 Truck brokerage 339,444 238,418 (1,033) 576,829 Logistics 290,876 89,746 (1,206) 379,416 Total revenue $2,183,914 $586,251 $(18,631) $2,751,534 NOTE 6. Goodwill and Other Intangible AssetsIn accordance with the FASB issued guidance in the Intangibles-Goodwill and Other Topic of the Codification, we completed the required annualimpairment tests. We performed a qualitative assessment on both the Hub segment goodwill and the Mode segment goodwill. No impairment charges wererecognized based on the results of the annual goodwill assessments and there were no accumulated impairment losses of goodwill at the beginning of the period.The following table presents the carrying amount of goodwill (in thousands): Hub Mode Hub GroupTotal Balance at January 1, 2012 $234,081 $29,389 $263,470 Other (219) — (219) Balance at December 31, 2012 $233,862 $29,389 $263,251 Other (219) — (219) Balance at December 31, 2013 $233,643 $29,389 $263,032 The changes noted as “other” in the table above for both 2013 and 2012 refer to the amortization of the income tax benefit of tax goodwill in excess offinancial statement goodwill. 39Table of ContentsIn December 2013, we decided to change our branding strategy for Comtrak Logistics which will result in us retiring the Comtrak name. We decided tochange the name of Comtrak to Hub Group Trucking, Inc. as we believe the name change will allow us to benefit from the valuable Hub Group name withcustomers, vendors and drivers. In conjunction with the strategy, the Comtrak name will no longer be used, resulting in no fair value and a write off of theasset. We recorded an impairment charge of $2.9 million in the fourth quarter of 2013, which is included in the Impairment of Trade Name line item in theConsolidated Statements of Income and Comprehensive Income.The components of the “Other intangible assets” are as follows (in thousands): As of December 31,2013: GrossAmount AccumulatedAmortization AccumulatedImpairmentLoss NetCarryingValue LifeHub Customer relationships $5,181 $(2,467) $— $2,714 7-15 yearsTrade name 2,904 — (2,904) — IndefiniteRelationships with owner operators 1,179 (1,179) — — 2-6 yearsInformation technology 500 (500) — — 6 yearsBacklog/open orders 20 (20) — — 1 monthHub Total $9,784 $(4,166) $(2,904) $2,714 Mode Agency/customer relationships $15,362 $(2,347) $— $13,015 18 yearsHub Group Total $25,146 $(6,513) $(2,904) $15,729 As of December 31,2012: GrossAmount AccumulatedAmortization AccumulatedImpairmentLoss NetCarryingValue LifeHub Customer relationships $5,181 $(2,015) $— $3,166 7-15 yearsTrade name 2,904 — — 2,904 IndefiniteRelationships with owner operators 1,179 (1,050) — 129 2-6 yearsInformation technology 500 (500) — — 6 yearsBacklog/open orders 20 (20) — — 1 monthHub Total $9,784 $(3,585) $— $6,199 Mode Agency/customer relationships $15,362 $(1,493) $— $13,869 18 yearsHub Group Total $25,146 $(5,078) $— $20,068 40Table of ContentsThe above intangible assets are amortized using the straight-line method. Amortization expense, excluding impairment, for each of the years endedDecember 31, 2013, 2012 and 2011 was $1.4 million, $1.6 million and $1.3 million, respectively. The remaining weighted average life of all definite livedintangible assets as of December 31, 2013 was 6.38 years and 15.25 years for Hub and Mode, respectively. Amortization expense for the next five years is asfollows (in thousands): Hub Mode Hub GroupTotal 2014 $ 442 $ 853 $ 1,295 2015 442 853 1,295 2016 442 853 1,295 2017 442 853 1,295 2018 395 853 1,248 NOTE 7. Income TaxesThe following is a reconciliation of our effective tax rate to the federal statutory tax rate: Years Ended December 31, 2013 2012 2011 U.S. federal statutory rate 35.0% 35.0% 35.0% State taxes, net of federal benefit 3.2 2.9 3.0 State incentives (0.6) — — State law changes 0.1 0.3 (0.2) Nondeductible expenses 0.8 0.5 0.6 Provision for valuation allowance — — (0.3) Other 0.1 0.2 0.2 Net effective rate 38.6% 38.9% 38.3% The following is a summary of our provision for income taxes (in thousands): Years Ended December 31, 2013 2012 2011 Current Federal $22,880 $30,375 $14,356 State and local 3,817 4,331 3,230 Foreign 205 47 32 26,902 34,753 17,618 Deferred Federal 15,920 7,865 18,146 State and local 627 693 365 Foreign (4) (7) (10) 16,543 8,551 18,501 Total provision $43,445 $43,304 $36,119 41Table of ContentsThe following is a summary of our deferred tax assets and liabilities (in thousands): December 31, 2013 2012 Reserve for uncollectible accounts receivable $2,398 $2,182 Accrued compensation 8,175 7,602 Other reserves 2,356 2,517 Current deferred tax assets 12,929 12,301 Accrued compensation 5,919 5,411 Other reserves 545 514 Operating loss carryforwards 883 756 Less valuation allowance (108) (122) Non-current deferred tax assets 7,239 6,559 Total deferred tax assets $20,168 $18,860 Prepaids $(2,473) $(2,404) Other receivables (4,630) (4,932) Current deferred tax liabilities (7,103) (7,336) Property and equipment (45,185) (30,961) Goodwill (79,889) (76,029) Non-current deferred tax liabilities (125,074) (106,990) Total deferred tax liabilities $(132,177) $(114,326) Our state tax net operating losses of $0.9 million expire between December 31, 2014 and December 31, 2033. Management believes it is more likely thannot that the deferred tax assets will be realized with the exception of $0.1 million related to state tax net operating losses for which a valuation allowance hasbeen established.As of December 31, 2013 and December 31, 2012, the amount of unrecognized tax benefits was $0.5 million and $0.8 million, respectively. Of theseamounts, our income tax provision would decrease $0.5 million and $0.8 million respectively, if recognized. A reconciliation of the beginning and endingamount of unrecognized tax benefits is as follows (in thousands): Balance at January 1, 2012 $756 Additions for tax positions taken in prior years 27 Balance at December 31, 2012 $783 Additions for tax positions taken in prior years 17 Reductions for tax positions taken in prior years (184) Reductions as a result of a lapse of the applicable statute of limitations (157) Balance at December 31, 2013 $459 We are subject to income taxation in the U.S., numerous state jurisdictions, Mexico and Canada (beginning in late 2013). Because income tax returnformats vary among the states, we file both unitary and separate company state income tax returns.In 2013, the IRS selected our 2011 and 2012 tax years for audit. Also in 2013, our 2009 through 2010 tax years and 2010 through 2012 tax years wereselected for audit by Illinois and Massachusetts, respectively. In 2013, Texas audited refund claims that we submitted for tax years 2007 through 2009. Weexpect to receive approximately $0.3 million after our Texas claims are processed. Although no other significant examinations are currently in effect, tax years2010 through 2012 generally remain open to examination by the major tax jurisdictions to which we are subject. 42Table of ContentsIt is reasonably possible that events could occur during the next twelve months which would change the amount of our unrecognized tax benefits. Ourreserve could move up or down pending developments with lawsuits that have been initiated by unrelated taxpayers against several state revenue departments.We estimate it is reasonably possible that our reserve could either increase or decrease by $0.2 million depending upon the outcome of these events.We recognize interest expense and penalties related to income tax liabilities in our provision for income taxes. In our 2013 provision for income taxes werecognized approximately one thousand dollars of both net interest expense related to income tax liabilities and income tax penalties.On September 13, 2013, the Internal Revenue Service issued final regulations which affect all taxpayers that repair, acquire, or improve tangible property.These rules will be effective for our taxable year ending December 31, 2014. We do not anticipate that these regulations will have a material impact on ourfinancial position or results of operations.NOTE 8. Fair Value MeasurementThe carrying value of cash and cash equivalents, accounts receivable, accounts payable and long term debt approximated fair value as of December 31,2013 and 2012 due to their short-term nature.We consider as cash equivalents all highly liquid instruments with an original maturity of three months or less. As of December 31, 2013 and 2012, ourcash and temporary investments were with high quality financial institutions in Demand Deposit Accounts.Restricted investments included $20.8 million and $17.2 million as of December 31, 2013 and 2012, respectively, of mutual funds which are reportedat fair value.The fair value measurement of these securities is based on quoted prices in active markets for identical assets which are defined as “Level 1” of the fairvalue hierarchy in the Fair Value Measurements and Disclosures Topic of the Codification.NOTE 9. Property and EquipmentProperty and equipment consist of the following (in thousands): December 31, 2013 2012 Land $9,855 $9,855 Building and improvements 35,212 72 Leasehold improvements 4,245 4,621 Computer equipment and software 74,751 65,515 Furniture and equipment 12,729 9,001 Transportation equipment 236,900 162,461 Construction in process — 6,142 373,692 257,667 Less: Accumulated depreciation and amortization (113,292) (100,083) Property and Equipment, net $260,400 $157,584 The increase in building and improvements from $0.07 million in 2012 to $35.2 million in 2013 was due to the completion of our new corporateheadquarters in Oak Brook, Illinois in December 2013. The $6.1 million balance of construction in progress from 2012 is now included in building andimprovements as of December 31, 2013.The increase in transportation equipment to $236.9 million in 2013 from $162.5 million in 2012 was due primarily to the purchase of tractors andcontainers.Included in the transportation equipment is a capital lease obligation entered into for $26.4 million in 2011. The balances as of December 31, 2013 and2012, net of accumulated amortization, were $20.0 million and $22.6 million, respectively.Depreciation and amortization expense related to property and equipment was $20.2 million, $19.6 million and $14.8 million for 2013, 2012 and2011, respectively, which includes $2.6 million, $2.6 million and $1.1 million of amortization expense associated with a capital lease for 2013, 2012 and2011, respectively. This amortization expense is included in transportation costs. Transportation equipment depreciation is included in transportation costs. 43Table of ContentsNOTE 10. Long-Term Debt and Financing ArrangementsIn December 2013, we amended our Credit Agreement to reduce the interest rate and commitment fees and extend the term until December 2018. Themaximum unsecured borrowing capacity remained at $50.0 million. The interest rate under the Credit Agreement ranges from LIBOR plus 1.00% to 1.75% orPrime to Prime plus 0.75%. The commitment fees charged on the unused line of credit are between 0.10% and 0.25% per annum. The financial covenantsrequire a total leverage ratio of not more than 3.0 to 1.0 and an interest coverage ratio of not less than 2.0 to 1.0.We have standby letters of credit that expire in 2014. As of December 31, 2013, our letters of credit were $5.2 million.Our unused and available borrowings under our bank revolving line of credit were $44.8 million as of December 31, 2013 and $46.3 million as ofDecember 31, 2012. We were in compliance with our debt covenants as of December 31, 2013.We entered into a Master Loan and Security Agreement in April 2013 containing various Equipment Notes (“Notes”). The Notes provided financing foreighty 2014 Peterbilt tractors. The Notes have terms that expire between May 14, 2018 and June 19, 2018 and bear interest at rates between 1.9% and 2.0%.The Notes require quarterly principal and interest payments of $0.5 million.Our outstanding debt is as follows (in thousands): Period Ended December 31,2013 December 31,2012 Equipment Notes due by June 19, 2018 with quarterly principal andinterest payments of $480,000 commencing on August 14, 2013;interest is paid quarterly at a fixed rate between 1.9% and 2.0% $8,246 $— Less current portion (1,771) — Total long-term debt $6,475 $— Aggregate principal payments, in thousands, due subsequent to December 31, 2013, are as follows: 2014 $1,771 2015 1,806 2016 1,841 2017 1,877 2018 951 $8,246 In 2011, we entered into a lease agreement for 3,126 chassis for a period of 10 years. We are accounting for this lease as a capital lease. Interest on thiscapital lease obligation is based on interest rates that approximate currently available interest rates; therefore, indebtedness under this capital lease obligationapproximates fair value.We paid interest of $0.9 million, $1.0 million and $0.3 million in 2013, 2012 and 2011, respectively, related to this capital lease. 44Table of ContentsNOTE 11. Leases, User Charges and CommitmentsMinimum annual capital and operating lease payments, as of December 31, 2013, under non-cancelable leases, principally for containers, chassis,other equipment and real estate, as well as other commitments are payable as follows (in thousands):Future Payments Due: OperatingLeases and CapitalLease OtherCommitments Total 2014 $3,186 $18,665 $21,851 2015 3,186 8,539 11,725 2016 3,194 6,525 9,719 2017 3,186 5,159 8,345 2018 3,186 3,687 6,873 2019 and thereafter 8,228 7,206 15,434 $24,166 $49,781 $73,947 Less: Imputed interest (3,276) Net capital lease liability $20,890 Total rental expense included in general and administrative expense, which relates primarily to real estate, was approximately $10.1 million in 2013,$8.8 million in 2012 and $9.9 million in 2011. Many of the real estate leases contain renewal options and escalation clauses which require payments ofadditional rent to the extent of increases in the related operating costs. We straight-line rental expense in accordance with the FASB guidance in the Leases Topicof the Codification.We incur rental expense for our leased containers, tractors and trailers that are included in transportation costs and totaled $10.2 million, $9.3 million,and $9.4 million for 2013, 2012 and 2011, respectively.We incur user charges for use of a fleet of rail owned chassis, chassis under capital lease and dedicated rail owned containers on the Union Pacific andNorfolk Southern railroads which are included in transportation costs. Such charges were $69.1 million, $67.0 million and $64.0 million for 2013, 2012and 2011, respectively. As of December 31, 2013, we have the ability to return the majority of the containers and pay for the rail owned chassis only when weare using them under these agreements. As a result, no minimum commitments related to these rail owned chassis and containers have been included in thetable above.In addition to the commitments above, in October 2013, we entered into an equipment purchase contract for the acquisition of 200 Freightliner tractors.The total purchase price of these tractors is approximately $25.4 million. As of December 31, 2013, we received 28 of these tractors. See Note 18 to theconsolidated financial statements for information relating to this commitment.During the fourth quarter of 2013 we exercised our purchase option on approximately 2,000 containers that are currently leased. The purchases totalingapproximately $7.8 million will occur as the leases expire throughout 2014.NOTE 12. GuaranteesAs a recruiting tool for our owner-operators, we are guaranteeing certain owner-operators’ lease payments for tractors. The guarantees expire at variousdates through 2020.The potential maximum exposure under these lease guarantees was approximately $39.0 million and $48.2 million as of December 31, 2013 and 2012,respectively. The potential maximum exposure represents the amount of the remaining lease payments on all outstanding guaranteed leases as of December 31,2013 and 2012. However, upon default, we have the option to purchase the tractors. We could then sell the tractors and use the proceeds to recover all or aportion of the amounts paid under the guarantees. Alternatively, we can contract with another owner operator who would assume the lease. There were nomaterial defaults during the years ended December 31, 2013 and 2012 and no potential material defaults.We had a liability of approximately $0.7 million at December 31, 2013 and $1.0 million as of December 31, 2012, representing the fair value forestimated defaults of the guarantees, based on a discounted cash-flow analysis which is included in current and non-current liabilities in our ConsolidatedBalance Sheets. We are amortizing the amounts over the remaining lives of the respective guarantees. 45Table of ContentsNOTE 13. Stock-Based Compensation PlansIn 1996, we adopted a Long-Term Incentive Plan (the “1996 Incentive Plan”). The number of shares of Class A Common Stock reserved for issuanceunder the 1996 Incentive Plan was 1,800,000. In 1997, we adopted a second Long-Term Incentive Plan (the “1997 Incentive Plan”). The number of shares ofClass A Common Stock reserved for issuance under the 1997 Incentive Plan was 600,000. In 1999 we adopted a third Long-Term Incentive Plan (the “1999Incentive Plan”). The number of shares of Class A Common Stock reserved for issuance under the 1999 Incentive Plan was 2,400,000. In 2002, we adopted afourth Long-Term Incentive Plan (the “2002 Incentive Plan”). The number of shares of Class A Common Stock reserved for issuance under the 2002 IncentivePlan was 2,400,000. In 2003, we amended our 2002 Incentive Plan to add an additional 2,000,000 shares of Class A Common Stock that are reserved forissuance. In 2007, we amended our 2002 Incentive Plan to add an additional 1,000,000 shares of Class A Common Stock that are reserved for issuance. Underthe 1996, 1997, 1999 and 2002 Incentive Plans, stock options, stock appreciation rights, restricted stock, restricted stock units and performance unitsmay be granted for the purpose of attracting and motivating our key employees and non-employee directors. We have not granted any stock options since 2003.Restricted stock vests over a three to five year period. As of December 31, 2013, 929,623 shares were available for future grant. When stock options areexercised, either new shares are issued or shares are issued out of treasury.Share-based compensation expense for 2013, 2012 and 2011 was $7.6 million, $6.5 million and $4.8 million or $4.6 million, $4.0 million and $3.0million, net of taxes, respectively.The following table summarizes the stock option activity for the year ended December 31, 2013: Stock Options Shares WeightedAverageExercisePrice WeightedAverageRemainingContractualLife AggregateIntrinsicValue Outstanding at January 1, 2013 16,500 $2.51 0.57 $513,004 Options exercised (16,500) $2.51 Options forfeited — $— Outstanding at December 31, 2013 — $— 0.0 $— Exercisable at December 31, 2013 — $— 0.0 $— Intrinsic value for stock options is defined as the difference between the current market value and the grant price. The total intrinsic value of optionsexercised during the years ended December 31, 2013, 2012 and 2011 was $0.6 million, $1.2 million and $1.1 million, respectively. Cash received from stockoptions exercised during the years ended December 31, 2013, 2012 and 2011 was $0.04 million, $0.07 million and $0.1 million, respectively. The tax benefitrealized for tax deductions from stock options exercised for the years ended December 31, 2013, 2012 and 2011 was $0.2 million, $0.5 million and $0.7million, respectively.The following table summarizes the non-vested restricted stock activity for the year ended December 31, 2013: Non-vested restricted stock Shares WeightedAverageGrant DateFair Value Non-vested January 1, 2013 686,778 $31.50 Granted 300,900 $34.64 Vested (216,376) $30.20 Forfeited (9,600) $33.03 Non-vested at December 31, 2013 761,702 $33.09 46Table of ContentsThe following table summarizes the restricted stock granted during the respective years: Restricted stock grants 2013 2012 2011 Employees 280,900 276,017 246,284 Outside directors 20,000 20,000 12,000 Total 300,900 296,017 258,284 Weighted average grant date fair value $34.64 $32.62 $35.27 Vesting period 3-5 years 3-5 years 3-5years The fair value of non-vested restricted stock is equal to the market price of our stock at the date of grant.The total fair value of restricted shares vested during the years ended December 31, 2013, 2012 and 2011 was $7.5 million, $5.4 million and $4.7million, respectively.As of December 31, 2013, there was $18.1 million of unrecognized compensation cost related to non-vested share-based compensation that is expected tobe recognized over a weighted average period of 2.84 years.During January 2014, we granted 249,773 shares of restricted stock to certain employees and 20,000 shares of restricted stock to outside directors witha weighted average grant date fair value of $39.36. The stock vests over a three to five year period.NOTE 14. Employee Benefit PlansWe had one profit-sharing plan and trust as of December 31, 2013, 2012 and 2011, all under section 401(k) of the Internal Revenue Code. At ourdiscretion, we partially match qualified contributions made by employees to the plan. We incurred expense of $1.8 million, $1.6 million and $1.5 millionrelated to these plans in 2013, 2012, and 2011, respectively.In January 2005, we established the Hub Group, Inc. Nonqualified Deferred Compensation Plan (the “Plan”) to provide added incentive for the retentionof certain key employees. Under the Plan, participants can elect to defer certain compensation. Accounts will grow on a tax-deferred basis to the participant.Restricted investments included in the Consolidated Balance Sheets represent the fair value of the mutual funds and other security investments related to thePlan as of December 31, 2013 and 2012. Both realized and unrealized gains and losses are included in income and expense and offset the change in thedeferred compensation liability. We provide a 50% match on the first 6% of employee compensation deferred under the Plan, with a maximum matchequivalent to 3% of base salary. In addition, we have a legacy deferred compensation plan. There are no new contributions being made into this legacy plan.We incurred expense of $0.4 million, $0.3 million and $0.4 million related to the employer match for these plans in 2013, 2012 and 2011, respectively.The liabilities related to these plans as of December 31, 2013 and 2012 were $21.5 million and $18.1 million, respectively.NOTE 15. Legal MattersWe are a party to litigation incident to our business, including claims for personal injury and/or property damage, bankruptcy preference claims, claimsregarding freight lost or damaged in transit, improperly shipped or improperly billed. Some of the lawsuits to which we are party are covered by insurance andare being defended by our insurance carriers. Some of the lawsuits are not covered by insurance and we defend those ourselves. We do not believe that theoutcome of this litigation will have a materially adverse effect on our financial position or results of operations. 47Table of ContentsOn January 25, 2013, a complaint was filed in the U.S. District Court for the Eastern District of California (Sacramento Division) by Salvador Roblesagainst our subsidiary, Comtrak Logistics, Inc. Mr. Robles drove a truck for Comtrak in California, first as an independent contractor and then as anemployee. The action seeks class certification on behalf of a class comprised of present and former California-based truck drivers for Comtrak who wereclassified as independent contractors, from January 2009 to the present. The complaint alleges Comtrak has misclassified such drivers as independentcontractors and that such drivers were employees. The complaint asserts various violations of the California Labor Code and claims that Comtrak hasengaged in unfair competition practices. The complaint seeks, among other things, declaratory and injunctive relief, compensatory damages and attorney’sfees. In May 2013, the complaint was amended to add similar claims based on Mr. Robles’ status as an employed company driver. These additional claimsare only on behalf of Mr. Robles and not a proposed class. In August 2013, the court stayed proceedings in the case pending decisions by the Court of Appealsfor the 9th Circuit to decide whether two similar cases should be dismissed on federal preemption grounds. We cannot reasonably estimate at this time thepossible loss or range of loss, if any, that may arise from this lawsuit.NOTE 16. Stock Buy Back PlansIn November 2012, our Board of Directors authorized the purchase of up to $25.0 million of our Class A Common Stock. This authorization expiredDecember 31, 2013. We purchased 347,592 shares during the year ended December 31, 2012. We purchased 377,906 shares during the year endedDecember 31, 2013. We purchased 75,995 shares for $2.6 million and 55,463 shares for $1.8 million during the years ended December 31, 2013 and2012, respectively, related to employee withholding upon vesting of restricted stock.The following table displays the number of shares purchased during 2013 and the maximum value of shares that may yet be purchased under the plan: TotalNumber ofSharesPurchased AveragePrice PaidPerShare Total Number ofShares Purchased asPart of PubliclyAnnounced Plan Maximum Value ofShares that May YetBe Purchased Underthe Plan(in 000’s) January 1 to March 31 26,593 $33.94 26,593 $12,888 April 1 to June 30 — $— — $12,888 July 1 to September 30 — $— — $12,888 October 1 to December 31 351,313 $36.69 351,313 $— Total 377,906 $36.49 377,906 $— This table excludes 75,995 shares we purchased for $2.6 million during the year ended December 31, 2013 related to employee withholding uponvesting of restricted stock.NOTE 17. Selected Quarterly Financial Data (Unaudited)The following table sets forth the selected quarterly financial data for each of the quarters in 2013 (in thousands, except per share amounts): Quarter Ended March 31,2013 June 30,2013 September 30,2013 December 31,2013 Year Ended December 31, 2013: Revenue $768,980 $836,685 $882,981 $885,252 Gross margin 87,338 95,473 93,124 95,088 Operating income 24,737 30,464 31,295 27,251 Net income 15,364 18,610 18,600 16,536 Basic earnings per share $0.42 $0.50 $0.50 $0.45 Diluted earnings per share $0.42 $0.50 $0.50 $0.45 48Table of ContentsThe following table sets forth the selected quarterly financial data for each of the quarters in 2012 (in thousands, except per share amounts): Quarter Ended March 31,2012 June 30,2012 September 30,2012 December 31,2012 Year Ended December 31, 2012: Revenue $739,885 $778,312 $804,888 $801,023 Gross margin 83,742 87,358 91,587 93,379 Operating income 22,511 27,850 30,351 31,648 Net income 13,662 16,952 18,495 18,844 Basic earnings per share $0.37 $0.46 $0.50 $0.51 Diluted earnings per share $0.37 $0.46 $0.50 $0.51 NOTE 18. Subsequent EventsIn October 2013, we entered into an equipment purchase contract for the acquisition of 200 Freightliner tractors. The total purchase price of these tractorsis approximately $25.4 million. In January 2014 we entered into an agreement to finance the full purchase price of the tractors using secured debt with a fiveyear term at an interest ranging from 1.87% to 1.93%. Item 9.CHANGES IN AND DISAGREEMENTS WITH ACCOUNTANTS ON ACCOUNTING AND FINANCIAL DISCLOSURENone. Item 9A.CONTROLS AND PROCEDURESMANAGEMENT’S REPORT ON DISCLOSURE CONTROLS AND PROCEDURESAs of December 31, 2013, an evaluation was carried out under the supervision and with the participation of our management, including our ChiefExecutive Officer and Chief Financial Officer, of the effectiveness of our disclosure controls and procedures as defined in Rule 13a-15(f) and Rule 15d-15(f)under the Securities Exchange Act of 1934. Based upon this evaluation, the Chief Executive Officer and Chief Financial Officer concluded that thesedisclosure controls and procedures were effective.No significant changes were made in our internal control over financial reporting during the fourth quarter of 2013 that has materially affected, or isreasonably likely to materially affect, our internal control over financial reporting.Because of its inherent limitations, internal control over financial reporting may not prevent or detect misstatements. Also, projections of any evaluationof effectiveness to future periods are subject to the risk that controls may become inadequate because of changes in conditions, or that the degree of compliancewith the policies or procedures may deteriorate.MANAGEMENT’S ANNUAL REPORT ON INTERNAL CONTROL OVER FINANCIAL REPORTINGOur management is responsible for establishing and maintaining adequate controls over financial reporting as defined in Rule 13a-15(f) of the ExchangeAct. Under the supervision and with the participation of our management, including our Chief Executive Officer and our Chief Financial Officer, weconducted an evaluation of the effectiveness of our internal control over financial reporting as of December 31, 2013. Based on criteria established in InternalControl—Integrated Framework issued by the Committee of Sponsoring Organizations of the Treadway Commission (1992 framework) (the COSO criteria),management believes our internal control over financial reporting was effective as of December 31, 2013.Management believes, however, that a control system, no matter how well designed and operated, cannot provide absolute assurance that the objectivesof the control system are met, and no evaluation controls can provide absolute assurance that all control issues and instances of fraud, if any, within theCompany have been detected.Ernst & Young LLP, an independent registered public accounting firm, who audited and reported on the consolidated financial statements, included inthis report, has issued an attestation report on the Company’s internal control over financial reporting. 49Table of ContentsREPORT OF INDEPENDENT REGISTERED PUBLIC ACCOUNTING FIRM ON INTERNAL CONTROL OVER FINANCIAL REPORTINGThe Board of Directors and Stockholders of Hub Group, Inc.:We have audited Hub Group, Inc.’s internal control over financial reporting as of December 31, 2013, based on criteria established in Internal Control—Integrated Framework issued by the Committee of Sponsoring Organizations of the Treadway Commission (1992 framework) (the COSO criteria). HubGroup Inc.’s management is responsible for maintaining effective internal control over financial reporting, and for its assessment of the effectiveness ofinternal control over financial reporting included in the accompanying Management’s Annual Report on Internal Control Over Financial Reporting. Ourresponsibility is to express an opinion on the company’s internal control over financial reporting based on our audit.We conducted our audit in accordance with the standards of the Public Company Accounting Oversight Board (United States). Those standards require thatwe plan and perform the audit to obtain reasonable assurance about whether effective internal control over financial reporting was maintained in all materialrespects. Our audit included obtaining an understanding of internal control over financial reporting, assessing the risk that a material weakness exists, testingand evaluating the design and operating effectiveness of internal control based on the assessed risk, and performing such other procedures as we considerednecessary in the circumstances. We believe that our audit provides a reasonable basis for our opinion.A company’s internal control over financial reporting is a process designed to provide reasonable assurance regarding the reliability of financial reporting andthe preparation of financial statements for external purposes in accordance with generally accepted accounting principles. A company’s internal control overfinancial reporting includes those policies and procedures that (1) pertain to the maintenance of records that, in reasonable detail, accurately and fairly reflectthe transactions and dispositions of the assets of the company; (2) provide reasonable assurance that transactions are recorded as necessary to permitpreparation of financial statements in accordance with generally accepted accounting principles, and that receipts and expenditures of the company are beingmade only in accordance with authorizations of management and directors of the company; and (3) provide reasonable assurance regarding prevention ortimely detection of unauthorized acquisition, use, or disposition of the company’s assets that could have a material effect on the financial statements.Because of its inherent limitations, internal control over financial reporting may not prevent or detect misstatements. Also, projections of any evaluation ofeffectiveness to future periods are subject to the risk that controls may become inadequate because of changes in conditions, or that the degree of compliancewith the policies or procedures may deteriorate.In our opinion, Hub Group, Inc. maintained, in all material respects, effective internal control over financial reporting as of December 31, 2013, based on theCOSO criteria.We also have audited, in accordance with the standards of the Public Company Accounting Oversight Board (United States), the consolidated balance sheetsof Hub Group, Inc. as of December 31, 2013 and 2012 and the related consolidated statements of income and comprehensive income, stockholders’ equity,and cash flows for each of the three years in the period ended December 31, 2013 of Hub Group, Inc., and our report dated February 24, 2014 expressed anunqualified opinion thereon.Ernst & Young LLPChicago, IllinoisFebruary 24, 2014 50Table of ContentsItem 9B.OTHER INFORMATIONNone.PART III Item 10.DIRECTORS, EXECUTIVE OFFICERS AND CORPORATE GOVERNANCEThe sections entitled “Election of Directors” and “Ownership of the Capital Stock of the Company” appearing in our proxy statement for our annualmeeting of stockholders to be held on May 9, 2014 sets forth certain information with respect to our directors and Section 16 compliance and is incorporatedherein by reference. Certain information with respect to persons who are or may be deemed to be our executive officers is set forth under the caption “ExecutiveOfficers of the Registrant” in Part I of this report.Our code of ethics can be found on our website at www.hubgroup.com. Item 11.EXECUTIVE COMPENSATIONThe section entitled “Compensation of Directors and Executive Officers” appearing in our proxy statement for our annual meeting of stockholders to beheld on May 9, 2014 sets forth certain information with respect to the compensation of our management and is incorporated herein by reference. Item 12.SECURITY OWNERSHIP OF CERTAIN BENEFICIAL OWNERS AND MANAGEMENT AND RELATED STOCKHOLDERMATTERSThe section entitled “Ownership of the Capital Stock of the Company” appearing in our proxy statement for our annual meeting of stockholders to beheld on May 9, 2014 sets forth certain information with respect to the ownership of our Common Stock and is incorporated herein by reference.Equity Compensation Plan InformationThe following chart contains certain information regarding the Company’s Long-Term Incentive Plans: Plan Category Number of securitiesto be issuedupon exercise ofoutstanding options,warrants and rights(a) Weighted-averageexercise price ofoutstanding options,warrants andrights Number of securitiesremaining available forfuture issuance underequity compensationplans (excludingsecurities reflected incolumn (a)) Equity compensationplans approved bysecurity holders — $— 929,623 Equity compensationplans not approvedby security holders — — — Total — $— 929,623 Item 13.CERTAIN RELATIONSHIPS AND RELATED TRANSACTIONS, AND DIRECTOR INDEPENDENCEThe sections entitled “Certain Transactions” and “Meetings and Committees of the Board” appearing in our proxy statement for the annual meeting ofour stockholders to be held on May 9, 2014 set forth certain information with respect to certain business relationships and transactions between us and ourdirectors and officers and the independence of our directors and is incorporated herein by reference. 51Table of ContentsItem 14.PRINCIPAL ACCOUNTANT FEES AND SERVICESThe section entitled “Principal Accountant Fees and Services” appearing in our proxy statement for our annual meeting of stockholders to be held onMay 9, 2014 sets forth certain information with respect to certain fees we have paid to our principal accountant for services and is incorporated herein byreference.PART IV Item 15.EXHIBITS AND FINANCIAL STATEMENT SCHEDULES(a) Financial StatementsThe following consolidated financial statements of the Registrant are included under Item 8 of this Form 10-K:Report of Independent Registered Public Accounting FirmConsolidated Balance Sheets - December 31, 2013 and December 31, 2012Consolidated Statements of Income and Comprehensive Income - Years ended December 31, 2013, December 31, 2012 and December 31, 2011Consolidated Statements of Stockholders’ Equity - Years ended December 31, 2013, December 31, 2012 and December 31, 2011Consolidated Statements of Cash Flows - Years ended December 31, 2013, December 31, 2012 and December 31, 2011Notes to Consolidated Financial Statements(b) Financial Statement SchedulesThe following financial statement schedules of Hub Group, Inc. are filed as part of this report and should be read in conjunction with the consolidatedfinancial statements of Hub Group, Inc.: Page II. Valuation and qualifying accounts and reserves S-1 All other schedules are omitted because they are not required, are not applicable, or the required information is shown in the consolidated financialstatements or notes thereto.(c) ExhibitsThe exhibits included as part of this Form 10-K are set forth in the Exhibit Index immediately preceding such Exhibits and are incorporated herein byreference. 52Table of ContentsSIGNATURESPursuant to the requirements of Section 13 or 15(d) of the Securities Exchange Act of 1934, the registrant has duly caused this report to be signed on itsbehalf by the undersigned, thereunto duly authorized. Date: February 24, 2014 HUB GROUP, INC. By /s/ DAVID P. YEAGER David P. Yeager Chairman and Chief Executive OfficerPursuant to the requirements of the Securities Exchange Act of 1934, this report has been signed below by the following persons in the capacities and onthe dates indicated: Title Date/s/ David P. Yeager David P. Yeager Chairman and Chief Executive Officer February 24, 2014/s/ Mark A. Yeager Mark A. Yeager Vice Chairman, President and ChiefOperating Officer February 24, 2014/s/ Terri A. Pizzuto Terri A. Pizzuto Executive Vice President, Chief FinancialOfficer and Treasurer (Principal Financialand Accounting Officer) February 24, 2014/s/ Charles R. Reaves Charles R. Reaves Director February 24, 2014/s/ Martin P. Slark Martin P. Slark Director February 24, 2014/s/ Gary D. Eppen Gary D. Eppen Director February 24, 2014/s/ Jonathan P. Ward Jonathan P. Ward Director February 24, 2014 53Table of ContentsSCHEDULE IIHUB GROUP, INC.VALUATION AND QUALIFYING ACCOUNTS AND RESERVESAllowance for uncollectible trade accounts Year EndedDecember 31: Balance atBeginning ofYear Charged toCosts &Expenses Charged toOtherAccounts (1) Deductions (2) Balance atEnd ofYear 2013 $6,689,000 $662,000 $142,000 $(47,000) $7,446,000 2012 $7,730,000 $208,000 $(623,000) $(626,000) $6,689,000 2011 $3,879,000 $5,314,000(3) $(1,294,000) $(169,000) $7,730,000 Deferred tax valuation allowance Year EndedDecember 31: Balance atBeginning ofYear Charged toCosts &Expenses Balance atEnd ofYear 2013 $122,000 $(14,000) $108,000 2012 $108,000 $14,000 $122,000 2011 $379,000 $(271,000) $108,000 (1)Expected customer account adjustments charged to revenue and write-offs, net of recoveries(2)Represents bad debt recoveries.(3)Includes an increase in the allowance due to the Mode Transportation, LLC business acquisition of $4.4 million. S-1Table of ContentsINDEX TO EXHIBITS Number Exhibit 3.1 Amended Certificate of Incorporation of the Registrant (incorporated by reference to Exhibit 3.1 to the Registrant’s quarterly report on Form 10-Qfiled July 23, 2007, File No. 000-27754) 3.2 By-Laws of the Registrant (incorporated by reference to Exhibit 3.2 to the Registrant’s registration statement on Form S-1, File No. 33-90210)10.1 Amended and Restated Limited Partnership Agreement of Hub City Canada, L.P. (incorporated by reference to Exhibit 10.2 to the Registrants reporton Form 10-K dated March 26, 1997 and filed March 27, 1997, File No 000-27754)10.2 Stockholders’ Agreement (incorporated by reference to Exhibit 10.7 to the Registrant’s report on Form 10-K dated March 26, 1997 and filedMarch 27, 1997, File No. 000-27754)10.3* Hub Group’s Nonqualified Deferred Compensation Plan Basic Plan Document as amended and restated as of January 1, 2008 (incorporated byreference to Exhibit 10.4 to the Registrant’s report on Form 10-K dated February 21, 2008 and filed February 22, 2008, File No. 000-27754)10.4* Hub Group’s Nonqualified Deferred Compensation Plan Adoption Agreement as amended and restated as of January 1, 2008 (incorporated byreference to Exhibit 10.5 to the Registrant’s report on Form 10-K dated February 21, 2008 and filed February 22, 2008, File No. 000-27754)10.5* Description of Executive Officer cash compensation for 201410.6 Director compensation for 201410.7* Hub Group’s 2002 Long Term Incentive Plan (as amended and restated effective May 7, 2007) (incorporated by reference from Appendix B to theRegistrant’s definitive proxy statement on Schedule 14A dated and filed March 26, 2007)10.8 Amended and Restated Credit Agreement, dated December 12, 2013, among the Registrant and Hub City Terminals, Inc., as borrowers, ComtrakLogistics, Inc. and Mode Transportation, LLC, as guarantors, and Bank of Montreal and BMO Harris Bank, N.A. (incorporated by reference toExhibit 10.1 to the Registrant’s report on Form 8-K dated December 12, 2013 and filed December 13, 2013, File No. 000-27754)10.9 Lease Agreement dated as of May 10, 2005, between Banc of America Leasing & Capital, LLC and Hub City Terminals, Inc., with form ofSchedule thereto (incorporated by reference to Exhibit 10.1 to the Registrant’s report on Form 8-K dated May 10, 2005 and filed May 16, 2005,File No. 000-27754)10.10 Guaranty of Corporation, dated as of May 10, 2005, made by Registrant to, and for the benefit of, Banc of America Leasing & Capital, LLC(incorporated by reference to Exhibit 10.2 to the Registrant’s report on Form 8-K dated May 10, 2005 and filed May 16, 2005, File No. 000-27754)10.11 Form of Terms of Restricted Stock Award under Hub Group, Inc. 2002 Long-Term Incentive Plan (incorporated by reference to Exhibit 10.2 to theRegistrant’s report on Form 8-K dated May 22, 2006 and filed May 26, 2006, File No. 000-27754)14 Hub Group’s Code of Business Conduct and Ethics (incorporated by reference from Exhibit 99.2 to the Registrant’s report on Form 10-K datedMarch 12, 2003 and filed on March 13, 2003, File No. 000-27754)21 Subsidiaries of the Registrant23.1 Consent of Ernst & Young LLP31.1 Certification of David P. Yeager, Chairman and Chief Executive Officer, Pursuant to Rule 13a- 14(a) promulgated under the Securities ExchangeAct of 193431.2 Certification of Terri A. Pizzuto, Executive Vice President, Chief Financial Officer and Treasurer, Pursuant to Rule 13a-14(a) promulgated underthe Securities Exchange Act of 1934Table of Contents32.1 Certification of David P. Yeager and Terri A. Pizzuto, Chief Executive Officer and Chief Financial Officer respectively, Pursuant to 18 U.S.C.Section 1350101 The following financial statements from our Annual Report on Form 10-K for the year ended December 31, 2013, filed on February 24, 2014,formatted in XBRL: (i) Consolidated Balance Sheets as of December 31, 2013 and 2012, (ii) Consolidated Statements of Income and ComprehensiveIncome for the years ended December 31, 2013, 2012, and 2011, (iii) Consolidated Statements of Cash Flows for the years ended December 31,2013, 2012, and 2011, (iv) Consolidated Statements of Stockholders’ Equity for the years ended 2013, 2012, and 2011, and (v) the Notes to theConsolidated Financial Statements. •Management contract or compensatory plan or arrangement.EXHIBIT 10.5Hub Group, Inc.Description of Executive Officer Cash CompensationFor 2014Annual Cash CompensationBase SalarySet forth below are the 2014 base salaries of the Chief Executive Officer and each of the four most highly compensated executive officers in 2013. TheCompany considers various factors in assigning executive officers to specific salary ranges, including job content, level of responsibility, accountability, andthe competitive compensation market. On an annual basis, all executive officers’ salaries are reviewed and adjusted to reflect individual performance andposition within their respective ranges.Bonus PlanExecutive officers are eligible for annual performance-based awards under the Company’s bonus plan, as are all salaried employees. For 2013, goalswere weighted upon achievement of targeted levels of earnings per share and, for some executives, upon achievement of personal goals. The goals for 2014 willalso be similarly weighted.Restricted StockThe Company makes periodic grants of restricted stock to executive officers. The grants of restricted stock made in early 2014 vest in equalinstallments over a five year period beginning a year from the grant date.David P. YeagerChairman and Chief Executive Officer Base 2014 $693,750 Mark A. YeagerVice Chairman, President and Chief Operating Officer Base 2014 $565,000 Terri A. PizzutoExecutive Vice President, Chief Financial Officer and Treasurer Base 2014 $380,050 James J. DammanPresident – Mode Transportation Base 2014 $361,530 David C. ZeilstraVice President, Secretary and General Counsel Base 2014 $344,000 EXHIBIT 10.6Hub Group, Inc.Directors’ Compensation For 2014Directors’ CompensationEach non-employee director receives an annual retainer fee of $75,000 in 2014, paid in quarterly installments. In addition, expenses are paid forattendance at each Committee meeting. Directors who are also officers or employees of the Company receive no compensation for duties performed as a director.Stock PlanThe Company makes periodic grants of restricted stock to the directors. In connection with their 2014 compensation package, each independent directorreceived 5,000 shares of restricted stock in January 2014. These shares vest over three years.EXHIBIT 21Subsidiaries of Hub Group, Inc. SUBSIDIARIES JURISDICTION OF INCORPORATION/ORGANIZATIONHub City Terminals, Inc. DelawareHub Group Atlanta, LLC DelawareHub Group Canada, L.P. DelawareHub Group Associates, Inc. IllinoisHub Chicago Holdings, Inc. DelawareHub Group Transport, LLC DelawareHub Freight Services, Inc. DelawareComtrak Logistics, Inc. DelawareHGNA Group de Mexico, S. de RL de C.V. MexicoHGNA Services, S. de RL de C.V. MexicoMode Transportation, LLC DelawareHub Group Canada Inc. OntarioEXHIBIT 23.1Consent of Independent Registered Public Accounting FirmWe consent to the incorporation by reference in the Registration Statements (Forms S-8 Nos. 333-146951, 333-115576 and 333-103845) pertaining to the HubGroup, Inc. 2002 Long Term Incentive Plan, Form S-8 No. 333-107745 pertaining to the Hub Group Employee Profit Sharing Plan and Trust, Form S-8No. 333-33006 pertaining to the Hub Group, Inc. 1999 Long-Term Incentive Plan and Form S-8 No. 333-48185 pertaining to the Hub Group, Inc. 1997 Long-Term Incentive Plan, of our reports dated February 24, 2014, with respect to the consolidated financial statements and schedule of Hub Group, Inc., and theeffectiveness of internal control over financial reporting of Hub Group, Inc., included in this Annual Report (Form 10-K) for the year ended December 31,2013./s/ Ernst & Young LLPChicago, IllinoisFebruary 24, 2014EXHIBIT 31.1CERTIFICATIONI, David P. Yeager, certify that: 1)I have reviewed this report on Form 10-K of Hub Group, Inc.; 2)Based on my knowledge, this report does not contain any untrue statement of a material fact or omit to state a material fact necessary to make thestatements made, in light of the circumstances under which such statements were made, not misleading with respect to the period covered by this report; 3)Based on my knowledge, the financial statements, and other financial information included in this report, fairly present in all material respects thefinancial condition, results of operations and cash flows of the registrant as of, and for, the periods presented in this report; 4)The registrant’s other certifying officer and I are responsible for establishing and maintaining disclosure controls and procedures (as defined inExchange Act Rules 13a-15(e) and 15d-15(e)) and internal control over financial reporting (as defined in Exchange Act Rules 13a-15(f) and 15d-15(f))for the registrant and have: a)designed such disclosure controls and procedures, or caused such disclosure controls and procedures to be designed under oursupervision, to ensure that material information relating to the registrant, including its consolidated subsidiaries, is made known to us byothers within those entities, particularly during the period in which this report is being prepared; b)designed such internal control over financial reporting, or caused such internal control over financial reporting to be designed under oursupervision, to provide reasonable assurance regarding the reliability of financial reporting and the preparation of financial statements forexternal purposes in accordance with generally accepted accounting principles; c)evaluated the effectiveness of the registrant’s disclosure controls and procedures and presented in this report our conclusions about theeffectiveness of the disclosure controls and procedures, as of the end of the period covered by this report based on such evaluation; and d)disclosed in this report any change in the registrant’s internal control over financial reporting that occurred during the registrant’s mostrecent fiscal quarter that has materially affected, or is reasonably likely to materially affect, the registrant’s internal control over financialreporting and; 5)The registrant’s other certifying officer and I have disclosed, based on our most recent evaluation of internal control over financial reporting, to theregistrant’s auditors and the audit committee of registrant’s board of directors (or persons performing the equivalent function): a)all significant deficiencies and material weaknesses in the design or operation of internal control over financial reporting which arereasonably likely to adversely affect the registrant’s ability to record, process, summarize and report financial information; and b)any fraud, whether or not material, that involves management or other employees who have a significant role in the registrant’s internalcontrol over financial reporting.Date: February 24, 2014 /s/ David P.YeagerName: David P. YeagerTitle: Chairman and Chief Executive OfficerEXHIBIT 31.2CERTIFICATIONI, Terri A. Pizzuto, certify that: 1)I have reviewed this report on Form 10-K of Hub Group, Inc.; 2)Based on my knowledge, this report does not contain any untrue statement of a material fact or omit to state a material fact necessary to make thestatements made, in light of the circumstances under which such statements were made, not misleading with respect to the period covered by this report; 3)Based on my knowledge, the financial statements, and other financial information included in this report, fairly present in all material respects thefinancial condition, results of operations and cash flows of the registrant as of, and for, the periods presented in this report; 4)The registrant’s other certifying officer and I are responsible for establishing and maintaining disclosure controls and procedures (as defined inExchange Act Rules 13a-15(e) and 15d-15(e)) and internal control over financial reporting (as defined in Exchange Act Rules 13a-15(f) and 15d-15(f))for the registrant and have: a)designed such disclosure controls and procedures, or caused such disclosure controls and procedures to be designed under oursupervision, to ensure that material information relating to the registrant, including its consolidated subsidiaries, is made known to us byothers within those entities, particularly during the period in which this report is being prepared; b)designed such internal control over financial reporting, or caused such internal control over financial reporting to be designed under oursupervision, to provide reasonable assurance regarding the reliability of financial reporting and the preparation of financial statements forexternal purposes in accordance with generally accepted accounting principles; c)evaluated the effectiveness of the registrant’s disclosure controls and procedures and presented in this report our conclusions about theeffectiveness of the disclosure controls and procedures, as of the end of the period covered by this report based on such evaluation; and d)disclosed in this report any change in the registrant’s internal control over financial reporting that occurred during the registrant’s mostrecent fiscal quarter that has materially affected, or is reasonably likely to materially affect, the registrant’s internal control over financialreporting and; 5)The registrant’s other certifying officer and I have disclosed, based on our most recent evaluation of internal control over financial reporting, to theregistrant’s auditors and the audit committee of registrant’s board of directors (or persons performing the equivalent function): a)all significant deficiencies and material weaknesses in the design or operation of internal control over financial reporting which arereasonably likely to adversely affect the registrant’s ability to record, process, summarize and report financial information; and b)any fraud, whether or not material, that involves management or other employees who have a significant role in the registrant’sinternal control over financial reporting.Date: February 24, 2014 /s/ Terri A. PizzutoName: Terri A. PizzutoTitle: Executive Vice President, Chief Financial Officer and TreasurerEXHIBIT 32.1Certification Pursuant to Section 906 of the Sarbanes-Oxley Act of 2002The following statement is provided by the undersigned to accompany the Annual Report on Form 10-K for the year ended December 31, 2013 of HubGroup, Inc. pursuant to Section 906 of the Sarbanes-Oxley Act of 2002 (18 U.S.C. 1350) and shall not be deemed filed pursuant to any provision of theExchange Act of 1934 or any other securities law.Each of the undersigned certifies that the foregoing Report on Form 10-K fully complies with the requirements of Section 13(a) of the Securities ExchangeAct of 1934 (15 U.S.C. 78m) and that the information contained in the Form 10-K fairly presents, in all material respects, the financial condition and resultsof operations of Hub Group, Inc. /s/ David P. YeagerDavid P. YeagerChairman and Chief Executive Officer /s/ Terri A. PizzutoTerri A. PizzutoExecutive Vice President, Chief Financial Officer andTreasurer

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