Q42007Transcript

FINAL TRANSCRIPT

R - Q4 2007 Ryder System, Inc. Earnings Conference Call
Event Date/Time: Feb. 01. 2008 / 11:00AM ET

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Feb. 01. 2008 / 11:00AM, R - Q4 2007 Ryder System, Inc. Earnings Conference Call

CORPORATE PARTICIPANTS
Bob Brunn
Ryder System, Inc. - VP Investor Relations and Public Affairs
Greg Swienton
Ryder System, Inc. - Chairman, CEO
Robert Sanchez
Ryder System, Inc. - CFO
Tony Tegnelia
Ryder System, Inc. - President U.S. Fleet Management Solutions

CONFERENCE CALL PARTICIPANTS
Ed Wolfe
Bear Stearns - Analyst
Jon Langenfeld
Robert W. Baird & Co. - Analyst
John Larkin
Stifel Nicolaus - Analyst
Alex Brand
Stephens Inc. - Analyst
John Mims
BB&T Company - Analyst
Todd Fowler
Keybanc Capital Markets - Analyst
Art Hatfield
Morgan, Keegan & Company - Analyst
Brandon Cook
JPMorgan - Analyst
David Campbell
Thompson, Davis & Co. - Analyst

PRESENTATION
Operator
Good morning and welcome to Ryder Systems Incorporated fourth quarter 2007 earnings release conference call. All lines are
in a listen-only mode until after the presentation. As a reminder, if you're using a headset or speaker phone, please pick up your
hand set before asking your question. Today's call is being recorded. I would like to introduce Mr. Bob Brunn, Vice President of
Investor Relations and Public Affairs for Ryder. Mr. Brunn, you may begin.

Bob Brunn - Ryder System, Inc. - VP Investor Relations and Public Affairs
Thank you very much. Good morning and welcome to Ryder's fourth quarter 2007 earnings and 2008 business plan conference
call. I would like to begin with a reminder within this presentation you'll hear some forward-looking statements within the
meaning of the Private Securities Litigation Reform Act of 1995. These statements are based on management's current
expectations and are subject to uncertainty and changes in circumstances. Actual results may differ materially from these

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expectations due to changes in economic, business competitive, market, political and regulatory factors. More detailed information
about these factors is contained in this morning's earnings release and in Ryder's filings with the Securities and Exchange
Commission. Presenting on today's call are Greg Swienton, Chairman and Chief Executive Officer and Robert Sanchez, Executive
Vice President and Chief Financial Officer. Additionally, Tony Tegnelia, President of U.S. Fleet Management solutions is on the
call today and available for questions following the presentation. With that, let me turn it over to Greg.

Greg Swienton - Ryder System, Inc. - Chairman, CEO
Thanks, Bob and good morning everyone.

Today we'll recap our fourth quarter 2007 results and we will provide our outlook for the business in 2008 and then as always,
we'll open up the call for questions. So let me begin with our fourth quarter results and for those of you who are following along
on the presentation, we'll begin on page four.

Reported net earnings per diluted share were $1.24 for the fourth quarter 2007 as compared to $1.08 in the prior year period.
In the fourth quarter 2007, our reported results included a $0.06 benefit related mainly to changes in Canadian tax law. Comparable
earnings per share in the quarter, therefore, were $1.18, up 9% from $1.08 in the prior year. Total revenue for the company was
up 5% in the quarter.

Operating revenue, which excludes fuel and subcontracted transportation revenue was up 4% due to contractual revenue
growth in all of our business segments as well as favorable foreign exchange rate movements. Fleet management total revenue
was up 8% while operating revenue is up 3% versus the prior year. Contractual revenue which includes both full service lease
and contract maintenance was up 7%, reflecting our sales activity over the past few quarters. Full service lease revenue was up
7%.

This growth is primarily a result of the continuation of new vehicles being put in service associated with sales contracts signed
over the prior couple of quarters. Contract maintenance revenue is up 10%, reflecting our increased focus on growing this long
term contractual business with customers. Total FMS revenue was impacted by a 21% increase in fuel revenue, reflecting higher
fuel costs passed through to customers. Foreign exchange rate movements accounted for two percentage points of the 8%
revenue growth. A weak freight demand environment during the quarter resulted in a 7% reduction in commercial rental
revenue on an 8% smaller global fleet.

The fourth quarter decline in rental revenue, however, was significantly less than the 14% decline we experienced during the
first nine months of the year. Gains from the sales of used vehicles were down by almost $5 million due to lower pricing on a
higher volume of used vehicles sold. The lower gains reflect our decision to sell some additional units at wholesale pricing again
this quarter rather than at our typical retail pricing as we reduced the size of our used inventory significantly during the second
half of last year. We now have our rental and used vehicle fleets positioned well and do not expect to continue with this
magnitude of wholesale price selling going forward. Net before tax earnings in Fleet Management were up by 8%. Fleet
Management earnings as a percent of operating revenue were up by 60 basis points versus '06 to 13.4%.

FMS earnings benefited from contractual business performance and lower costs in pension, safety and insurance, and sales and
marketing areas as well as from a previously announced depreciation policy change. These improvements were partially offset
by lower rental and used vehicle sales results. On page five, turning to the supply chain solution segment, total revenue was
up by 1% and was negatively impacted by a change to net revenue reporting on some business we previously reported on a
gross basis. This reporting change did not impact operating revenue. Operating revenue was up by 5%, reflecting the impact
of foreign exchange rates as well as new and expanded customer contracts.

Growth was partially offset by the previously disclosed closure of a significant automotive plant during the second quarter and
reduced activity with certain high-tech customers. Fourth quarter net before tax earnings in supply chain were up 11% versus


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the prior year. Net before tax earnings as a percent of operating revenue were up 30 basis points to 5.6%. Supply chains earnings
benefited from improved international results, lower safety and insurance costs and lower incentive-based compensation
expense. These benefits were partially offset by reduced activity with certain high-tech customers. In Dedicated Contract
Carriage, total revenue and operating revenue were up 3% primarily due to higher fuel cost pass throughs. DCC volumes were
flat on an overall basis. Net before tax earnings in DCC were up by 9% and as a percent operating revenue were up by 40 basis
points to 8.7%. Earnings increased in the quarter due to improved operating performance with a higher quality portfolio of
dedicated contracts.

Page six highlights key financial statistics for the quarter. Operating revenue and comparable net earnings were both up by
4%. Comparable revenue and comparable net earnings were both up by 4%. Comparable earnings per share were up by 9%,
reflecting both net earnings growth and a lower average number of shares outstanding due to share repurchases. The average
number of diluted shares outstanding for the quarter was down by 3.1 million shares to 58.1 million.

A $200 million share repurchase program was announced in May 2007 and was concluded during the third quarter last year.
In December, 2007, we announced both a $300 million repurchase program and a two million share anti-dilutive share repurchase
program. No shares have been purchased under these programs since their announcement due to company policy prohibited
such purchases during a blackout period for our company. This blackout period will end shortly after today's earning release
and we expect to then begin repurchases under these programs. At December 31st, there were 58 million shares outstanding.

Share repurchases resulted in higher interest costs of $2 million for the quarter. The fourth quarter 2007 tax rate of 35.6% includes
the benefit of the Canadian tax law change mentioned earlier. The tax rate would have been 38.6% without this benefit. The
prior year tax rate of 35.3% in the fourth quarter 2006 reflects benefits from the resolution of various tax audits and -- and true
ups in 2006.

Page seven highlights key financial statistics for the full year period. Operating revenue growth was up 4% and comparable net
earnings were up by 2%. Comparable earnings per share were $4.21, up 6% from $3.99 in the prior year, reflecting the impact
of improved net earnings and share repurchases. Return on capital was 7.4%, down from the prior year reflecting significant
spending in 2006 for both replacement in growth and lease, a slower rental market in 2007, and our rental fleet reduction
activities. I'd like to now turn to page eight to discuss our fourth quarter results for the business segments.

In Fleet Management Solutions, operating revenue was up by 3% driven by 7% contractual revenue growth partially offset by
a 7% decline in the relatively smaller commercial rental product line. Total revenue increased by 8% due both to this operating
revenue growth and higher fuel costs passed through to customers. FMS revenue also included a 2% favorable foreign exchange
impact. Fleet Management Solution's earnings were up by $7.8 million or 8%.

In lease, we continued solid revenue growth as a result of new vehicles being placed in revenue earnings service, related to
sales made in recent quarters. Miles driven per vehicle per work day on U.S. Leased power units were up 6% versus the fourth
quarter 2006 and were seasonally down 1% as compared to the previous quarter.

Contract maintenance continued the strong performance we've seen this year with 10% growth as we continued to have good
success in emphasizing sales of this asset like product line. U.S. commercial rental utilization on power units was 76.7%, up
almost 500 basis points from 71.8% in the fourth quarter 2006 and up over 350 basis points from 73% in the third quarter, 2007.
This was due to our actions to reduce the size and change the mix of the rental fleet. The utilization improvement was somewhat
ahead of our expectations coming into the quarter. And contributed to our better performance versus our fourth quarter
forecast.

U.S. rental pricing on power units was down by 3% in the fourth quarter compared to the fourth quarter 2006 which is consistent
with pricing trends we saw in the prior two quarters. In Supply Chain Solutions total revenue was up 1% in the quarter and was
negatively impacted by a change to net revenue reporting on some business that was previously presented on a gross basis.


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SCS operating revenue which excludes subcontracted transportation and therefore, excludes the impact of this reporting
change was up 5% reflecting the impact of foreign exchange rates as well as new and expanded customer contracts.

Operating revenue growth was partially offset by the previously disclosed second quarter shut down of an automotive plant
that generated $55 million to $60 million of annual revenue as well as reduced activity with certain high-tech customers. SCS
net before tax earnings were up by $1.9 million or 11% for the quarter. Earnings benefited from improved international results,
lower safety and insurance costs and lower incentive-based compensation. These improvements were partially offset by reduced
activity with certain high-tech customers and the automotive plant closure.

In Dedicated Contract Carriage, total operating revenue was up by 3% due to pass-through of higher fuel costs. DCC's net before
tax earnings improved by $1 million, or 9% due to improved operating performance in the segment. Our total central support
services costs were up by $2.4 million due largely to previously announced executive severance. The portion of central support
costs allocated to the business segments and included in segment net earnings was down by 2%. The unallocated share, which
is shown separately on the P&L, increased by 26%, again, largely due to the severance item. Comparable net earnings were
$68.3 million, up $2.5 million or 4%.

Page nine highlights our full year results by business segment and in the interest of time, I won't review these results in full
detail. Comparable full year net earnings were $251.9 million as compared to $245.9 million in the prior year, up $6 million or
2%. At this point, I'll turn the call over to Robert Sanchez, our Chief Financial Officer to cover several financial items beginning
with capital expenditures.

Robert Sanchez - Ryder System, Inc. - CFO
Thanks, Greg.

Turning to page ten. Full year gross capital expenditures totaled approximately $1.2 billion, down $565 million from the prior
year. Lower capital spending was driven by reduced spending on full service leased vehicles of almost $600 million. This lower
spending reflects fewer vehicle replacements as well as lower new sales following last year's pre-buy activity as was anticipated
in our business plan.

Commercial rental vehicle spending was up $24 million from the prior year. Rental capital spending varied by geographic market
with reduced spending in the soft North America market more than offset by the higher spending in the stronger UK market..

The UK spending also allowed us to refresh the UK rental fleet in 2007 after spending virtually no rental capital there in the prior
year. We realize proceeds primarily from sales of revenue earning equipment on the full year bas -- on a full year basis of $374
million, up by $41 million from the prior year, reflecting a higher number of units sold. We execute -- we also executed a $150
million sale leaseback of revenue earning equipment during the second quarter. Deducting sales proceeds and the sale leaseback
from the gross capital spending, our full year net capital expenditures were $671 million, down by approximately $750 million
from the prior year. We also spent $75 million on Fleet Management's acquisition of Pollock in Canada.

Turning to the next page, you'll see that we generated cash from operating activities of $1.1 billion in full year 2007, up $250
million from the prior year. This increase was due primarily to increased depreciation and changes in working capital. Increased
depreciation in 2007 was largely due to the impact of heavy replacement activity and fleet growth in lease that occurred during
the prior year. The change in working capital reflects improved accounting receivable reflections and lower income tax payments.

Including the impact of our used vehicle sales activity and the sale leaseback, we generated almost $1.7 billion of total cash, up
$437 million from the prior year. This strong recurring cash generation is important to the business as it supports our future
anticipated growth in assets under management. The additional cash generated was used to invest in revenue earning equipment
primarily under long term contracts.


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Cash payments for capital expenditures were approximately $1.3 billion, down $378 million versus the prior year, reflecting this
investment primarily in leased vehicles. Including our capital spending, the company generated $375 million of positive free
cash flow this year as compared to using $440 million in 2006. Please note that we've adjusted our reporting of free cash flow
to exclude acquisition spending as we think this provides a more meaningful picture of cash available for potential acquisitions,
dividends and stock buybacks.

On page 12, you can see total obligations have increased modestly as compared to year end 2006. The increased debt level is
largely due to spending on contractual vehicles, acquisitions and stock repurchases. Ryder's total obligations of approximately
$3 billion are up by $59 million as compared to year end 2006. Balance sheet debt to equity was 147% as compared to 164%
at the end of the prior year. Total obligations as a percent of equity at the end of the quarter were 157% versus 168% at the end
of 2006 The decline in total obligations to equity was impacted by foreign currency translation adjustments and a reduction in
the accumulated pension equity charge resulting from an increase in the discount rate. Without these items, total obligations
to equity would have been 164%.

We continue to have a significant balance sheet capacity as a total obligations to equity ratio is 157% -- of 157% is well below
our long term target of 250% to 300% for our current mix of businesses. Our equity balance at the end of the year was almost
$1.9 billion, up by $167 million versus year end 2006, reflecting our net earnings, the reduction in pension equity charge and
foreign currency translation adjustments offset by dividends and net share repurchases. At this point I'll hand the call over back
over to Greg to provide an asset management update.

Thanks, Robert.

If you move to page 14, it summarizes our key results in our U.S. asset management area. We sold almost 5,400 used vehicles
during the quarter, an increase of 17% from the prior year. We utilized our used vehicle sales centers effectively to sell a substantial
number of vehicles at retail prices. As we discussed in our last earnings call, we also executed our plan to sell a number of units
at discount price levels to wholesale buyers in order to reduce our used vehicle inventory levels. Primarily as a result of this
wholesaling activity and strategy, proceeds for all used tractors sold were down by 12% and for trucks by 13%. Excluding the
wholesaling impact, retail market pricing on tractors was down by 3%, and on trucks was down by about 1% versus the prior
year's quarter for equivalent vehicles.

Retail pricing was unchanged from the third quarter 2007. At quarter end, our used vehicle inventory for sale was approximately
6,400 vehicles, down 15% from 7,600 units at the end of the third quarter. This reflects the large number of units sold during
the period as well as a reduction in the number of units moving into the used vehicle sales centers to normalized levels.

Our used vehicle inventory for sale at year end is below the target of 7,000 units we had established coming into the quarter.
We're very pleased with our ability to reduce used inventories and are currently very comfortable with the inventory level. As
such, going forward we do not expect to continue the volume of discounted sales to wholesale buyers that we undertook in
the second half of 2007. At the end of the year, approximately 6,300 units were classified as no longer earning revenue. This
number is down by 1,300 units from the third quarter primarily due to a decrease in the number of units available for sale.

Our total U.S. commercial rental fleet size in the fourth quarter was down on average by 12% from the prior year with the power
fleet down by 16%. The fleet reduction has done what it was intended to do by significantly improving utilization levels on the
rental fleet by 500 basis points in the fourth quarter versus the prior year. Let me move now into a discussion of our 2008 outlook.

Starting on page 16 and going through page 18, highlights some of the key assumptions in our 2008 plan and the most likely
opportunities and risks for the business related to these assumptions. In terms of the overall environment, generally we foresee
a continued soft economy without further significant weakening. Our plan anticipates modest inflation levels and moderate


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GDP growth. The key risk to our overall economic outlook would be a significant step down in the economy and in transportation
activity levels. Our forecast is based on stable, real interest rates, however further reductions in the fed funds rate could have a
positive impact on the economy and our performance. We anticipate strong and stable foreign currency markets in our key
interest national marketing and operating areas. A stronger U.S. dollar would have a negative impact primarily on reported
revenue from these international markets.

As Robert Sanchez will outline shortly, we expect to generate positive free cash flow again this year. One of the unique aspects
about Ryder is that in a slower economy, we tend to kick off relatively more free cash flow. Should the economy slow beyond
our expectations, our free cash flow would likely increase beyond the forecast provided today as customers may defer fleet
renewal and expansion decisions and extend the terms of existing lease contracts.

On page 17 in Fleet Management, we have positive contractual revenue momentum going into 2008 through new organic
sales closed in 2007 and with the recent acquisitions of Pollock and Lily. We continue to focus on customer retention and sales
initiatives to grow the rate of customer outsourcing in the segment. Softer than expected freight demand could put pressure
on growth through customers downsizing their existing fleets, reducing miles driven and lowering rental demand. Additional
tuck-in acquisitions, however, could provide upside to our forecast as only the two recently closed deals are included in our
numbers. In the used vehicle sales area, we anticipate generally stable used vehicle pricing and improving vehicle residual
values. We'll also have a lower averaged used vehicle inventory and therefore expect to sell fewer units in 2008.

The risk to our projections would most likely come from a decline in used vehicle pricing below our expectations. We also expect
to benefit in 2008 from implementation from ongoing maintenance cost initiatives.

Turning to the next page, on 18, in supply chain and dedicated we anticipate stable overall volumes with our existing customer
base and will maintain a strong focus on customer retention and new business developments. A weaker than expected economy
could result in softer freight demand, decreased volumes and plant closures with existing accounts. We'll be paying close
attention to these areas throughout the year and implementing appropriate mitigating actions if needed. We expect growth
in supply chain to come from growth in new geographic markets, mostly in Latin America and Asia as well as through increased
penetration of new customer verticals with the strongest current emphasis being on consumer goods. Stronger than anticipated
growth could come from increased organic sales in these areas and/or through acquisitions to expand our product offerings
or geographic coverage.

Finally, we plan to make some technology investments in supply chain this year to enhance our current products and to help
us reduce costs in several areas, including back office costs. Page nine, turning to key financial statistics for our 2008 forecast,
we expect operating revenue growth of 3% to 6% for 2008. Subcontracted transportation revenue will be down significantly
in 2008, due to a change from gross to net revenue reporting for one significant supply chain customer. We revised the contracts
under which we provide service to this customer and this change resulted in Ryder acting as an agent as opposed to a principal
for what was $640 million of subcontracted transportation revenue in 2007. This reporting change has no impact on operating
revenue or earnings, but will result in a reported total revenue decline of 4% to 7%.

Comparable earnings are forecast to grow by 1% to 4% to a range of $255 million to $263 million in 2008. Comparable earnings
per share are expected to increase by 7% to 10% to a range of $4.50 to $4.65 in 2008 as compared to $4.21 in the prior year.
Our average share count is forecast to decline to 56.6 million diluted shares outstanding from 59.8 million in the prior year. The
share count decline stems primarily from the rollover impact of the 200 million share repurchase program which was announced
and completed in 2007 as well as the new $300 million program announced in December 2007 which we have assumed in the
forecast will be partially completed this year.

We project a tax rate of 39.1%, up from 37.4% in 2007. As a reminder and as mentioned earlier in this call, in 2007, we benefited
from a Canadian tax law change that reduced our tax rate. Our return on capital is forecast to increase from 7.4% to 7.6% this
year due to higher earnings in our asset management actions. The next page 20 outlines our growth expectations by business
segment. In Fleet Management, operating revenue is forecast to grow by 4%. Operating revenue growth is driven by contractual


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revenue growth in lease and maintenance of 5%. Commercial rental growth is expected to improve from a decline of 12% in
2007, to a range of being flat to 2% up in 2008. Supply chain operating revenue is expected to grow by 5% to 10% while dedicated
revenue is forecast to grow by 3% to 5%.

These forecasts are based on stable volumes with existing accounts and new outsourcing activity with both existing and new
customers as I reviewed earlier.

Page 21 provides a waterfall chart outlining the key changes in our comparable EPS forecast from 2007 to 2008. Two items will
create head winds for us this year. In 2007 we had significant benefits from lower inventive based compensation as well as
lower safety and insurance costs. While we continue to see favorable safety and insurance results, earnings will not benefit by
the same rate as in the prior year. These items will result in additional costs of $0.33 in 2008. Additionally, our tax rate will be
higher this year resulting in a $0.07 negative impact earnings. We anticipate improvements in several areas to more than offset
these headwinds.

The head count reduction of 300 positions announced last October will result in additional EPS of $0.21 in calendar year 2008.
In the asset management area, lower gains from fewer used vehicles sold will be more than offset by reduced carrying costs
and a smaller used vehicle inventory. The net benefit of these items is forecast at $0.15. We've included a $0.14 EPS increase
related to share repurchases.

As I mentioned earlier, this includes the rollover impact of the $200 million program completed in 2007 and the impact from
partial implementation of the new $300 million program. The acquisitions of Pollock and Lily, which were recently closed are
forecast to increase EPS by $0.06 in 2008. We don't forecast earnings improvements for acquisitions that have not been announced
or completed. We expect around $0.03 to $0.05 of EPS benefit related to our global retirement plans. This would include costs
related to our defined contribution plan into our now frozen U.S. defined benefit plan. Benefits in this area, however, are expected
to be largely offset by a reduced benefit from foreign exchange rates.

The remaining improvements in our plan are anticipated from coming from revenue growth and operational improvements.
We anticipate solid revenue growth in all of our contractual businesses and modest growth in our transactional rental business.
We also have a number of process improvement initiatives underway in areas such as maintenance and administration. The
net benefit of these items is forecast to be in the range of $0.13 to $0.28 per share. Taken together, these items are forecast to
result in comparable EPS growth of $0.29 to $0.44 or a range of 7% to 10% improvement for the year for a total EPS in 2008 of
$4.50 to $4.65. The next page, 22, highlights the margin targets and trends in each of our segments. As you can see, there have
been significant improvements made since 2001 in all three of our reporting business segments. In 2008, on the basis of segment
net before tax earnings to operating revenue, we're projecting FMS to improve by 50 basis points to 13%. We're forecasting
supply chain margins to increase by 60 basis points to 5.4% and dedicated margins to rise by 30 basis points to 8.9%.

I'll turn it over to Robert again now to cover the next few pages.

Thanks, Greg.

Page 23 provides some additional detail regarding our capital spending plans. Our capital forecast is comprised of two pieces.
Capital that is spent to replace vehicles which will result in no net increase in revenues and capital spent on growth that will
increase the revenue base of the company. In 2008, replacement capital for full service lease is expected to be between $1.02
billion and $1.05 billion. Up somewhat from '07, due to the increased turnover in the lease fleet versus prior year.

Growth capital for lease is forecast in the -- in a range of $100 million to $170 million. The growth portion of our capital is
projected to result in $20 million to $30 million of higher reported lease revenue in the calendar year of '08. We only capture a


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portion of the annualized revenue of these sales in the first calendar year. This occurs because the contracts are signed during
the course of the year and because of the time lag between the contract signing date and the date the vehicle is delivered from
the OEM. On an annualized basis, this growth capital will result in revenue of $40 million to $60 million which will be earned
each year during the average five to six year life of our lease contracts.

In commercial rental, total capital is expected to decline from almost $220 million in 2007 to $140 million in 2008. The rental
capital spending is entirely for fleet replacements as we anticipate the overall rental fleet size to decline in 2008.

Turning to page 24, we're forecasting total gross capital spending in a range of a little under $1.4 billion to $1.5 billion, up by
$190 million to $290 million from almost $1.2 billion in 2007. In addition to the vehicle spending I outlined, our forecast calls
for $130 million in capital for operating property and equipment. This would include spending to support anticipated new
contracts in our supply chain business as well as some technology investments. Proceeds from sales of primarily revenue earning
equipment are forecasted to decline by approximately $40 million to -- [$40 million] to $335 million due to fewer units sold out
of a smaller used vehicle inventory this year. As a result, net capital expenditures are forecast at $1.05 billion to $1.15 billion, up
by approximately $380 million to $480 million from the prior year.

Assets under management are forecast to grow by 3% to 4% to approximately $8.3 to $8.4 billion in 2008 due to both organic
growth and acquisitions. Free cash flow, which under our updated definition excludes the purchase price for acquisitions is
forecast at $185 million -- $185 million to $220 million. The decline from the prior year's free cash flow of $375 million is primarily
due to a $150 million share leaseback in 2007 which we have not forecasted yet in 2008. The remaining change in free cash
flow is due to higher net capital spending in 2008, which more than offsets improved cash from operating activity. Based on
these projections, total obligations to equity are forecast at 158%, roughly flat with the prior year end.

At this point, let me turn the call back over to Greg to review the EPS forecast.

Thanks, again, Robert. And turning to page 25, as I previously mentioned, our full year 2008 EPS forecast is for a range of $4.50
to $4.65. We're also now providing a forecast for the first quarter EPS of $0.84 to $0.87 versus a comparable prior year EPS of
$0.84. The rate of EPS growth in the fourth -- in the first quarter forecast is somewhat below the full year rate due to lower
expected used vehicle gains in the first quarter as well as the anticipated timing of share repurchases.

Finally turning to the next page, 26, let me briefly summarize the key points in our 2008 plan. We're strongly focused on
continuing the positive momentum we realized last year in increasing growth of our contractual product lines, which make up
over 90% of the company's revenue. Even in a softer economic and transportation environment, we've had good success in
converting customers to an outsourcing solution with Ryder in all of our business segments. Because of the sizable market
opportunities available, there is no more important activity under way in our company than continuing to improve our customer
retention levels and in winning new business. At the same time, we'll continue to take the right actions to manage through the
cyclical softness with our commercial rental product line. Because we're controlling our assets centrally, we've been much more
effective at identifying and managing the cyclical impacts more quickly than under our prior decentralized structure. Cost
controls and business process improvements remain important to realizing our operational and financial goals by we're also
making investments in collected areas to drive and support future growth.

And finally, we have a strong balance sheet and plan to utilize it to support our growth and financial leverage targets. That does
conclude our prepared remarks this morning. We had more than the normal amount of material to cover today so our time for
questions is somewhat compressed. So in order to be fair, we'd like to ask you to limit your questions to no more than two each,
so that we can take as many calls as possible. If you then do have additional questions, you're welcome to get back in the queue
and we'll take as many calls as time allows and we may extend our time just a little bit. And at this time I'll turn it over to the
Operator to open up the line for questions.


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QUESTIONS AND ANSWERS
Operator
Thank you. (OPERATOR INSTRUCTIONS) Our first question comes from Ed Wolfe. You may ask your question, and please state
your company name.

Ed Wolfe - Bear Stearns - Analyst
Thanks. It's Ed Wolfe from Bear Stearns. Greg, there is a lot of puts and takes with interest expense with rates coming down and
with the share repurchase and so forth, can you give some guidance, or Robert, or where we should be for interest expense
quarterly as we go out and same for depreciation if you have it.

You're right. I think generally there are a lot of puts and takes and there are a lot of moving parts, including uncertainty about
the economy. We built in certain price levels on stock repurchase, certain amount of speed in covering a certain amount of it
this year, we've got some interest rates built in. Generally, we tried to encapsulate that broadly in that waterfall chart and that's
our best guess as of now. As we get additional data, we can clarify that over time. I don't know, Robert, if you want to add
anything else?

Yes. We have interest expense rising slightly, really rising with the revenue. However, with some of the change that's have
occurred in the last week in the market, I think there could be some additional opportunity there.

So I'm not sure about the waterfall chart. Are you talking -- I mean it was a little less than $40 million in the quarter. You're saying
you're rising off of that a little bit? Or how do I think about it?

Yes. What we're saying is that that waterfall, we had some of the benefit of the lower interest -- the fed rate in there, really what
was built into the market, but clearly what happened over the last week, there could be some additional opportunity.

Okay, I'm just not sure what slide you're talking to.

Let me look, go back a few.


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At slide 21 that causes a (inaudible) change?

Yes, page 21.

And where am I looking in that?

The share repurchase assumptions are what I mentioned because that -- that now has variance in price target, even with price
movements today and then the interest rates are probably built into the revenue and operational improvements.

Yes.

That's why we have some fairly broad variances there.

Yes.

Okay. While we're on this slide, the $0.33, the safety and insurance and incentive comp, can you break out between them and
give a little more detail on that?

Yes, I think the -- probably about 40% of that number is from safety and insurance. We continue year after year, continue to
have improved safety performance and we get the benefit of that in the safety and insurance costs. It was fairly significant in
2007. We don't think it will necessarily be quite as significant this year. And then, the incentive comp is probably the other 50%
or 60%, which comes from the fact that that is sort of a self-correcting item in 2007, due to the fact if we weren't hitting all of
the targets that we set for ourselves, that reduced the incentive comp number in 2007 but if we hit our targets in 2008, we're
going to pay out more in those benefits.


FINAL TRANSCRIPT

Okay, and just the second area, you reduced the fleet by 15%, the fleet of trucks not generating revenue. How do you look at
the cost savings from that big reduction as you go out into '08? Where do they come from and how much should we think
about there?

I'll let Tony Tegnelia comment on that, Ed.

Tony Tegnelia - Ryder System, Inc. - President U.S. Fleet Management Solutions
Well, also as you can see on the waterfall slide on page 21, a lot of the benefits in the $0.15 there really is from dramatically
reducing the carrying costs of that fleet. Since May of '07, to year end, the total asset value of those units not generating revenue
has really been cut in half, so the interest expense and the carrying cost for those will be down significantly. So if you see the
$0.15 there it really is that dramatic reduction in the carrying cost of the used inventory level. It's actually down 40% from the
high point in '07. And we also expect that level to be lower pretty much in each quarter as we go throughout '08. And at the
end of '08 we plan to have lower inventory level in to UTC than we have today as well, so you'll see the carrying cost continue
to come down.

Thanks, everybody for the time. I'll get back in line.

You're welcome.

Operator
You're next question is from Jon Langenfeld. You may ask your question and please state your company name.

Jon Langenfeld - Robert W. Baird & Co. - Analyst
Robert Baird. Good morning, thank you. Can you talk a little bit about on the commercial rental side, how you would expect
that division to react if the economy improves. Is that something you see customers come to early on, or is it later after the
economy picks up?

Tony?

Well, Jon, we feel that we've done exactly the right thing with our rental fleet going into '08. We're down about 13% overall in
the U.S. with that fleet. We think that is very well right size as we go into the year. We've also dramatically changed more
particularly in the mix relative to trucks and tractors. We do have CapEx as you can see for the rental fleet for '08 and we still


FINAL TRANSCRIPT

plan to have the fleet decline by the end of '08. Now if the market turns, I know I can get trucks. Also if the market turns, rather
than retiring certain vehicles that related to that refreshment with the capital expenditures I can also hold on to those as well.
The current plan now, though, is to refresh only and to have a reduced size of the rental fleet at the end of '08 than we had at
the beginning of '08. But if the market is there, first I'll feel it in price pressure upward, which we'll enjoy very handsomely, and
then just hold on units currently planning to dispose of. I will tell you though, in every quarter of '08 our utilization plan is
planned be greater than the comparable quarters in '07.

Okay, good color. And the, can you reflect on the pipeline? How does the sales pipeline for FMS and supply chain look today
versus where you were going into 2007?

John, this is Tony again, for US, FMS. The pipeline is greater right now than it's been over the last several years and we're also
very happy, particularly about the composition of the pipeline going into '08. There is a greater proportion it that relates to
larger fleets and national accounts which we like, and there is a greater proportion of our prospects in the pipeline that reflect
privately -- private fleet conversion and as you know that's a major stated goal of ours so we like the size of it, we like the
composition of it and we feel confident about that pipeline going into next year. We've also held on to our sales force very
strongly during '07 with much resolve and they're very well prepared to carry this pipeline through. We continue to make
progress on retention rates and also in closing ratios, so we feel good about the leasing pipeline.

On supply, chain, Jon, I think we're probably similar in size to a pipeline we had at the start of '07. It will remain to be seen if
customers will be pulling the trigger, depending on their confidence and what they would like to do with their businesses in
'08. Would also say our pipeline is probably stronger from Mexico south in Latin America than probably a bit of North America
based on opportunities and environment.

Thank you.

Operator
Our next question is from John Larkin. You may ask your question and please state your company name.

John Larkin - Stifel Nicolaus - Analyst
Thank you operator. Good morning, gentlemen.

Good morning.


FINAL TRANSCRIPT

John Larkin with Stifel Nicolaus. Do you have a sense for what the other companies in the commercial rental business are doing
with their fleet strategies? Are they also downsizing?

Well nobody really knows for sure because they don't publicly report. I guess all we can do is drive by their lots and see how
many are parked. So it's not very scientific.

Okay. Would you care to just comment on what you're learning from your nonscientific approach?

I'll let Tony comment if he can?

Well, John, as Greg had mentioned in his earlier comments, we did do much more wholesales in '07 than typically we do. And
we went to the auctions and went to that wholesaling. Their rental vehicles were there as well. I think -- so for the most part, I
think they also did compress the size of their fleets and right size their fleets as we did and we did see their units in the marketplace
when we went to wholesale. Also consistent with Greg's point, the pricing softness in the fourth quarter of '07 was exactly
comparable to the pricing pretty much in the third quarter as well. So I think overall, the marketplace is pretty well right size
and you won't see continued price deterioration as we go into '08. And the utilization gains that we're gaining are not with
reduced prices, they are with very stable prices. So I think overall, we're pretty well right sized, industry-wide.

Terrific answer. So, no worry as you go out a year or two from now when the economy has tightened up a bit that the incremental
business will go to somebody who perhaps held on to capacity. That doesn't seem to be an issue.

Well, I'll never say no worry, but I do -- but I do believe that we'll be ready for either rain or shine as the economy plays it's cards
out. But we'll have the trucks when the demand is there.

Okay, thanks. And then my second question relates to the acquisitions on the waterfall chart. I guess I was just a little surprised
that the acquisitions were only accredited to the tune of $0.06 in 2008, given that Lily and Pollock are both decent sized, I guess,
relative to what is left out there to potentially acquire. Does that represent the maximum level of accretiveness of those deals,
or could you see them become more accretive in, say, 2009 or 2010?


FINAL TRANSCRIPT

In both cases we expect greater accretion than in the first year.

Okay, so the consolidation of service facilities and that sort of thing doesn't happen in 2008, is that what you're saying?

Not totally and not immediately.

So it gets feathered in over the year and would it be completed by the end of 2008?

Think within a year or two, yes.

And then just as a kind of a follow on to this line of questioning, are these deals that were bought at an auction or were they
privately negotiated?

I wouldn't disclose and in some cases I wouldn't really know and since they're private firms that's all I'm going to say.

Okay. Thank you very much.

Operator
Thank you. Our next question is from Alex Brand. You may ask your question and please state your company name.

Alex Brand - Stephens Inc. - Analyst
Hey, Stevens. Greg, just following along with that line of questioning on the acquisition front, it seems like maybe an opportune
time to do something outside of FMS. I mean, what does the landscape look like in supply chain services? Is that perhaps a
bigger opportunity there than in the past?


FINAL TRANSCRIPT

Well it's a bigger opportunity for us because we're better positioned to even consider such a thing. A number of years ago when
we were worrying about making the business both profitable and appropriately competitive, it was less on our radar. Now we
look at areas that we think make sense of a proper size for the things we'd like to add to that portfolio and we do think -- we do
think about things like adding to brokerage and possibly some freight forwarding. They do not have to be massive in scale.
They should be probably something appropriate for the niches we're trying to serve. So, I would say generally yes to your answer
because we think that's a part of our business that we've proven can we can manage well. The earnings continue to improve.
The operating performance is better. The service to customers is better and we can add some item -- some activities there as
well.

And you know, it seems like you've sort of prepared for the weak economy, I guess kind of batten down the hatches. You've
done a good job on cost control, how quick and strong is the leverage to the upside if in fact the economy's improving. I mean,
is that something you can react to very quickly and is that -- and you said when the economy is weak your cash flow gets better.
If the economy is strong, does that mean you're cash flow is going to be potentially weaker?

Yes. Because if the economy is strong and customers are confident, they're going to be looking for growth and expansions to
their fleet. And after the -- maybe the initial surge of utilizing commercial rental at the first phase of that ramp up, after a while
they're going to want the value of the long term leases. When that's the case and they're signing contracts, then we're going
to be signing up more assets under management which means we're be spending more capital to put that into service. Now
the upside is that you have some shorter term less than free cash flow but you have a longer consistent level of assets under
management, a higher -- high quality revenue stream over time and then the earnings and then the ultimately cash that comes
from that.

But your costs, you've got sustainable cost cuts, right, so you would expect improved margins and higher profitability than
you've seen -- than you saw in the last cycle for example?

Oh, -- absolutely. I mean, the business model changes, the cost models, the process changes. I think all of that is contributed
to what you saw in '07 in the fourth quarter that even in a down turning environment, we still were able to have revenue and
earnings gains. And I think that, you know, years of work by a lot of people in our organization have put us in that position and
we expect to be able to work through that and prosper reasonably well in a tough environment, but even get more leverage
when things really turn up.

Great. Good color, Greg. Thanks.

Operator
Thank you. Our next question is from John Mims. You can ask your question and please state your company name.


FINAL TRANSCRIPT

John Mims - BB&T Company - Analyst
It's BB&T Capital Markets and I'm standing in for John Barns who had to step away. Given the commercial rental forecast of zero
to 2%, is that an indication, do you think, that we're approaching a bottom in the freight market?

Tony, do you want to comment?

Yes. We -- to the earlier discussion that Greg just had, we are prepared for a weak economy and for the most part, we anticipate
that the revenue in rental will be very flattish as we go into '08, even with the reduced size of the fleet. Generally speaking, we're
seeing class A production not grow in '08, whatsoever, pretty much flattish from where it was in '07, which is really down about
50% to 55% from '06 and we really do not anticipate significant improvement in freight tonnage in '08 as well. That is our asset
management plan as far as our rental fleet is concerned and also as far as our used inventory level is concerned. No real change
in class A production, and pretty much flattish freight tonnage, no growth in freight tonnage. If it's there and if it comes, okay,
we have the resources in the form of cash flow and also the management team in place to take full advantage of the rental
utilization, our rental team which has really put in place since mid '07 and is doing an excellent job in driving utilization and we
believe that we'll be there if the freight does turn up. Right now we are planning for no improvement in freight tonnage in '08.

As a broader question -- answer to your question, I think are we bottoming out, we think that that may be the case. I think not
expecting or absent any significant major shock to the economy, you could probably think in the next two quarters we're
probably bottoming out or flattening. And then in our own case, because we've had really such a good improvement, I mean
500 basis point improvement in utilization in the fourth quarter, and a 14% decline in revenue last year, we really do not expect
further declines so being flat to maybe up 1% or 2%, that sort of anticipates without a further shock to the environment or
economy, that's sort of bottoming out with a little movement up.

Great, thanks for that color. And secondly, when we look at the SCS restructuring, can you add a little color, give a little bit more
on the call savings you anticipate from that?

Actually, in our -- in our discussion we've really never talked a great deal or articulated a lot about talking about cost savings
from the redesign. Our emphasis had more to do with providing a consistency across the globe based on the demands and the
requirements of our customers. So what we've been trying to work toward over the last several years and again took another
step recently, is to have consistency of global account management, consistency of technology, consistency of applicable
services so that a client could get the same degree of consistency in contact, reporting, technology, operations anywhere in
the world. And that's really more of what we've emphasized as opposed to just pure cost control. I think it's part of improving
the overall performance and actually revenue growth of that segment.


FINAL TRANSCRIPT

Great. Thanks a lot. Great quarter.

Thank you.

Operator
Thank you. Our next question is from Todd Fowler. You may ask your question and please state your company name.

Todd Fowler - Keybanc Capital Markets - Analyst
Good morning. Keybanc Capital Markets. Greg, on slide 17 where you go through the FMS assumptions for 2008, on the
opportunities and risk side you have the potential for softer freight demand. Some of the things you layout there, the customer
fleet downsizing, the softer rental demand, are those things you're seeing right now, I guess it doesn't really sound like it from
the prepared remarks and the miles driven being up in the fourth quarter, but you can talk about your sense for laying that out
for a risk and what you anticipate as we get into 2008 and people renewing their fleets, potentially what could happen there.

Yes. On that slide on 17, since we have that sort of a negative as a risk, that's just compared to our baseline assumptions, so that
if there really were some significant economic and freight declines, then what would come of that would be customer fleet
down sizing, softer rental demand and fewer miles driven. That's not what we've seen in the last quarter. So that is not what
we're anticipating or believing will necessarily be the case going into 2008. That's just a risk if something happens after today
that we haven't thought about or known about yet.

Okay, and then with fleets that have been up for renewal maybe in the last few quarters or so, have you seen any change in
what people are doing with their fleet size, either positive or negative, or just pretty much remaining at the same levels?

I will let Tony comment on that. I know he's a bit closer to it with his FMS sales team.

We do continue to see some requests for fleet contraction and we also did experience in '07, some requests for fleet reductions.
Actually, from some very evergreen important accounts that we ceased the opportunity to work with them to a long term
relationship. But to Greg's point, we do not see that deepening necessarily to go into '08. We worked with that in '07. We did
have a customers ask for some reductions. We'll probably see some of that in '08 as well, but we do not think anything
extraordinarily beyond what is already prepared in this plan.


FINAL TRANSCRIPT

And again, maybe to be somewhat anecdotal, as we ended the year and talk about sales that we've made and even our gross
sales were a bit stronger than we forecasted but some of the business that kind of turned down was also stronger, we try to
estimate how are we doing in sales at the end of the year and I think a lot of customers continued to push off decisions, as Tony
would say, sometimes that decision -- those decisions just move to the right or move further out, yet a few of them sometimes
break. And sometimes when you think everybody is kind of holding off, you'll occasionally hear from a customer that says, okay
I'm ready. But I think that's not a major trend. It's uneven and it depends on the customer and his business.

With the fourth quarter results of some of those did move to the right. That probably isn't such a bad thing I guess. Greg, can
you talk a little bit about what the impact of the foreign exchange was. You talked about it on the top line. What was the impact
of foreign exchange on margins or earnings before taxes?

Yes, well after tax in the fourth quarter it was less than a penny. And I think for the entire T of 2007 it was maybe $0.02, $0.02.5
of tax impact.

Okay, very good. Thanks a lot for the time.

You're welcome.

Operator
Thank you. Our next question is from Art Hatfield. You may ask your question and --.

Art Hatfield - Morgan, Keegan & Company - Analyst
Thank you. Morgan Keegen. Good morning everybody. I guess afternoon now for you guys. Just a couple of quick questions.
First for Greg, if you could, a point of clarification. In the press release, when you talk about the '08 forecast you mentioned the
change in the subcontracted transportation being effective January 1st.

Yes.

But you also referred to that impacting the revenue results in Q4. Are those one in the same thing and is that something you
had to go back and adjust at the point of that change being made?


FINAL TRANSCRIPT

I'll let Robert comment on that.

Yes, the adjustment in the fourth quarter was -- as we reviewed the different contracts that we had, we did find some that we
had been accounting for as gross revenue which really needed to be accounted for on a net basis and we made that change in
the fourth quarter. However, we came to the conclusion that it was, along with our auditors, that it was -- did not have a material
impact. Clearly no impact on operating revenue and NBT and there for did not do any restatement.

Okay. That's helpful. Thank you. And secondly, in this, I guess, broader thinking. In your forecast you estimate that at the end
of 2008, that your leverage ratio will be 158%, basically flat year-over-year and I know you've got the goal of getting that up.
Does the forecast for '08, is that inclusive of the share repurchases? And if so, can you talk about anything else you may be
thinking about doing to kind of move that up or are you comfortable leaving that in that area at this point in time?

No, I wouldn't say that we're comfortable and I doubt a lot of people on the call would be that comfortable if we said we were
comfortable with it either. That's a calculation based on how everything works out and assuming we do a partial portion of the
300 million share repurchase, it also doesn't take into consideration any additional acquisitions. Now because of what we know
in the pipeline for potential acquisitions, if they happen, then that ratio, that leverage will improve. If we don't have the
acquisitions, then our other choice is to actually speed up or do additional share repurchases. So I -- just because that's the way
the numbers work out, by the end of the year it doesn't mean that we're satisfied with that being where we would end up. Our
goal is, as we said, over the next few years to really get to our target.

That was my follow-up, was if you would be disappointed if that had gotten to the end of the year. That's all I've got. Thank you.

You're welcome.

Operator
Thank you. Our next question is from Brandon Cook. You may ask your question and please state your company name.

Brandon Cook - JPMorgan - Analyst
Yes. JP Morgan. A question on the dedicated business. The pretax income from that segment turns positive year-over-year in
the fourth quarter and one of things you said was a higher quality of portfolio. Could you give a little more color around what
you mean by that and also give a pricing outlook of what you see in dedicated.


FINAL TRANSCRIPT

Yes. Over time and in a number of years you sometimes just have a -- a change in the portfolio and some -- some if we are really
performing better to the strength of the niches we serve, that businesses that are retained or businesses -- business that is
added may be stronger than some that falls away, just because we're doing a better job of matching our capabilities to the
needs of the customer. So over time as that happens, we've just said, that's really improving in the portfolio, matches our
strength and improves the bottom line performance which is what you saw again in '07 and in the fourth quarter.

Okay. So it's fair to think about that improvement in the portfolio as being in areas perhaps where you're a little less competitive
with the pure truckload carriers in the dedicated market.

Or designs of networks that are perhaps not up to date or do not have as much value added services we now provide. Sort of
those combinations.

And my second question was on international SCS revenue growth. It had been a solid area for the company and it continues
to be an area -- I know there's a lot of opportunity for you. The growth rate slowed a bit in the fourth quarter, down to single-digit
levels, is that something you think could accelerate looking toward next year or is single-digit growth kind of appropriate to
think about looking toward '08?

Well in '08 we've given a range of 5% to 10%, so we still could be on the high end depending on how things go. I think I if I
found the page in the appendix to the presentation that international is still probably growing a bit stronger than the U.S., so
in combination, it came out to 5% and -- did you say it was page 31? Yes, on page 31, international operating revenue grew by
7%, U.S. by 4% so international again, is still growing more than the U.S. But overall for the two, we're looking for 5% to 10% for
'08.

Thank you.

Operator
Our final question today is from David Campbell. You may ask your question and please state your company name.

David Campbell - Thompson, Davis & Co. - Analyst
It's Thompson, Davis and Company. ll of my questions have be answered except one, and that is it looks like you restated the
equipment rental expense in the fourth quarter. You must have reduced it and put some of the expense into the operating
category. Could you explain that, please.


FINAL TRANSCRIPT

Yes, that was -- you're exactly right. It was reclassification of vehicles that we originally had as owner, now under an operating
revenue agreement.

Reclassified vehicles.

Yes.

And so do you have restated numbers available for the other three quarters of '07?

Yes we do. Yes, Bob, we'll provide those to you. So if you just give Bob a call after this call.

Okay.

We'll get those to you.

Okay. Will do. Thank you. All of my other question have been answered.

All right. You're welcome.

Operator
Thank you. I would now like to turn the call over to Mr. Greg Swienton for any closing comments.

I appreciate everyone hanging in there. We took a little more time because we had a longer presentation with the 2008 -- with
the 2008 forecast. So thank you. Have a -- have a good, safe day and enjoy Superbowl weekend. Bye now.


FINAL TRANSCRIPT

Operator
Thank you. This concludes today's conference. Thank you for participating. You may disconnect at this time.

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