So, if you think about a July 1, if you will, that’s really when bid season is complete and we know the results of what’s happening in bid season. And that’s what really drives what we’re going to do from a capital planning. So, you heard Darren say, we’re going to be fluid in that part of the process. We have flexibility so that we know how much equipment we can onboard, but I would say, we feel confident in our bid season strategy, our ability to win highway share converted to intermodal and then continuing to grow inside our highway services. And you heard Nick talk about our confidence around dedicated and what our customers are saying there. And I would add, I feel confident about what’s happening in the Final Mile space as well.
Darren Field: I just want to jump in, Brian. You asked a little bit of €“ you hinted at Eastern rail providers, and in both Eastern railroads, Norfolk Southern and CSX are also performing better than they have in 2022 and we’re confident in their plans and continue to see really significant opportunities in that part of our network to grow highway share conversion back to intermodal as this year goes on.
Operator: We now turn to Tom Wadewitz from UBS. Your line is open.
Tom Wadewitz: Yes. I wanted to ask you a bit about just beyond supply chain, if you think that there’s going to be improvement in fluidity, I mean, it sounds like you’re seeing that. Do you think that that happens fairly quickly? And how does that impact the storage revenues? Is that something we should see storage revenues go down a lot in 2023 or do you think it’s more, kind of a gradual thing that there’s a bit of stickiness in what happens with storage revenues? And I’m thinking in particular storage, container storage revenues in intermodal? Thank you.
Darren Field: Sure. I’ll take that. I mean, do I think that fluidity in the supply chain will get better with weaker demand and allow the system to kind of reset itself? Absolutely. We’re experiencing that today. Our customers are better set up for their supply chains and the port infrastructure is accommodating imports today. And so system is moving more fluidly. As that relates to storage revenues, the only way to answer that is it depends. As long as our customers are unloading faster, then there will be a decline in those revenue streams, but that frees up capacity to operate more shipments on that container every month and that’s our focus today. That’s why you’ll continue to hear us talk about real cost can come out of our system that can translate into savings for our customers, which just allows us to provide value faster and grow our intermodal business.
Operator: Our next question comes from Jordan Alliger from Goldman Sachs. Your line is open.
Jordan Alliger: Yes. Hi, morning. I was wondering if you could give us some little more color on this casualty claim expense, sort of the nature of it. I mean, is this like a one-time cleanup through the various business segments or is this €“ how do we think about, sort of a run rate on an ongoing basis? Thanks.
John Kuhlow : Yeah, Jordan, this is John Kuhlow. I’ll address that. We’ve seen similar to others in the industry over the last 12 months to 18 months a dramatic change in our settlement experience on our claims. All of our claims, but most importantly, our more severe claims are settling at much higher levels than our historical experience. Sometimes to 5x to 10x what they were five years ago. And so, our insurance coverage consists of layers and there are certain layers in there that have caps. And when we exceed those caps, the claims expense reverts to us. And the 30 million that we recorded in the second quarter and the 64 million that recorded in the fourth quarter for a total of 94 million in the current year represents our reserve adjustments on previously incurred claims.
