Stephanie Moore: Great. And then lastly for me, I was hoping you could maybe give a little bit of an update on the Hertz and Uber partnership in Europe that was launched earlier this year, particularly with EVs and the availability that you’re providing for Uber drivers in certain European cities. So, any difference in outcomes or learnings or anything thus far comparing to the European market and maybe the US market? Just curious what you’ve seen thus far.
Stephen Scherr: Sure. Well, first of all, it’s early days in Europe to draw the comparison, but our venture is starting off in London and Amsterdam and will next be in France. And these are areas where there’s a very professional cadre of drivers that drive, that are licensed, that are required to take and pass certain exams and so forth. What that will bring to us, I suspect, is a more uniform professional group of drivers on which we can rely kind of more readily on risks that we take in terms of risk of collision and so forth. I would say that in certain of the European jurisdictions, the insurance and the risk bearing relative to what it is in the US, will shift, meaning we can put risk on third parties, whether it’s obligatory insurance programs or otherwise.
And so, the economics all in, if you will, so put aside rate and volume as the key components, but the ancillary costs of collision damage, salvage, all keyed off of quality of driver and equally kind of insurance and risk-bearing, I think could possibly be better in Europe than it would be in the US, although the US business will be larger for us for a while, but I think the European business holds sort of considerable promise.
Stephanie Moore: Great. Thank you so much.
Operator: Thank you. Our next question comes from Christopher Stathoulopoulos of Susquehanna International Group.
Christopher Stathoulopoulos: Good morning, everyone, and Alex, congrats on the promotion. Thank you. So, Stephen, a lot of good detail here and here in your prepared remarks as it relates to demand and some of the Q&A, but if we look at the airlines here for a minute, and I mention the airlines given the correlation to rental volumes, domestically here, we are seeing some signs of slowing, but perhaps bigger declines in pricing and concerns on some elevated inventory here in North America. Long haul travel, as you said, and with what the airlines are seeing, is very stronger. So, given that in your global footprint, I was wondering if you could perhaps put a little bit more sort of a nuanced view here with respect to how you’re seeing demand here domestically, if you’re able to parse that out regionally, west coast on the coasts, and of course, your thoughts with how you see what looks to be a lot of pent-up demand, but certainly the last segment to recover with respect to travel playing out into the back half.
Thank you.
Stephen Scherr: Sure. Great. So, just as a baseline, okay, it’s important to realize that we ran in Q2 at an 82% utilization, and we are signaling to you that we will take that even higher in the context of our fleet. And that’s not price-driven, as I said. That’s fleet-driven. So, we calibrate the fleet, and we’ll take it down to sort of maintain very high levels of utilization, so as to maintain price and the like. I raise that because across the whole of the business, all geographies are contributing to an elevated level of view. Let me start domestic. I’ll just decompose it as in your question. Domestically, we continue to see strength across all of our regions. I would say the regions behave on a seasonal basis, so quite strong in the northeast in the summer.
