So that’s fewer ton miles. That said, we’re still pretty busy, as you heard, our utilization was good. So if you look at revenue per ton mile, it’s up. That’s because we’re busy in other parts of the system. We have something we call a cross channel, which may be just taking a barge from one part of Houston to another part of Houston, which could tie up the barge for days, but there’s a lot of revenue but not many miles in that. So you got to be careful with ton miles and revenue per ton mile. And as you correctly noted, Illinois had an impact on that. Now the Illinois is back open, we started deploying barges in October. So that’s starting to pick back up. We’re still impacted because it takes a while to get all that equipment moving again and get it up river.
But we do have lock delays. There’s a major lock in the New Orleans area that’s closed and is causing routes to be rerouted and diverted and that’s adding some back — some delays into the system. But we’re working through that. That’s normal. I would say, what is different is the low water on the Mississippi. It got to a record low again. That said, we got some rain in the Ohio Valley just last week, which may help out a bit. In the past, I think when we had record lows, it costed us about $0.02 to $0.03 — $0.02 to $0.05 in a quarter. This should be less than that, but it’s hard to say right now. We’re watching it. The order of magnitude is probably in that 2 — well, it’s going to be in that range $0.02 to $0.05. But feels like this should be less than that, but given the recent rain, hard to say.
It’s trying to predict weather and see where that all plays out. Hopefully, that answers the question, Nathan.
Unidentified Analyst: No, that does. And I guess my next question is just sort of a little more big picture. Trying to understand how the team is looking at the contract exposure side of things, particularly in Inland. I see that you’ve mentioned that it’s currently more or less around half the book right now. But historically, this could trend well into the 80s. I mean, we’re talking about historically tight vessel capacity and strong demand. Could we see this sort of locking in of current rates kind of ramp gradually higher into the next couple of years?
David Grzebinski: Yes. No, good observation here. As you’ve noted, we’re about 55% term and 45% spot. And I would just say directionally, we don’t mind having a big spot exposure. We do that kind of on purpose, especially in a rising rate environment. Sequentially, we saw Inland rates up mid-single digits. Year-over-year spot rates were up mid-teens. So we’re enjoying our spot position. I will say this, to your point, customers are — they’re well aware of the maintenance bubble and we’re seeing a little push to extending and maybe terming up more equipment or getting longer spot deals. We call it a spot deal something less than a year, instead of 1-month deal, they might be doing 3 months or 6 months deals now, they’re starting to get a little nervous about this maintenance bubble because the spot market is very, very tight right now.
Operator: Our next call comes from Jack Atkins of Stephens Inc.
Jack Atkins: Okay. Great. So David, I’d like to maybe go back to Ben’s first question, if I could. It was sort of a capacity question, but maybe ask it in a different way. I mean, I think historically, there’s been a lot of focus around new barge construction and relative to retirements and the impact that could have on capacity or not. But I guess one big piece of capacity is also the ability to get mariners to crew your boats. And could you maybe talk about that as a capacity constraint? Guess what, we’re hearing through the channel is that’s as challenging in terms of hiring qualified folks to operate your boats as — maybe being able to build a barge. So that’s a limiter for capacity as well, but I wanted to maybe get your thoughts on that?
