And, when some of our other debt has run-off, and do that in a more consolidated basis rather than one-off financing packages. And I think that, as Dick mentioned as well, some of the maturities that we have coming due in the next, 24 months or so, if things continue to go as per plan, we may just repay those and not be financial specific, leaving ourselves with a series of unencumbered assets that we can use as financing collateral for future projects, either collectively those loans coming off or together with new projects that we entered into over the next 12 to 24 months. So, I think that gives you a little bit of a clear description of what goes on in our thinking when we look at these opportunities. It’s certainly better today than it was several or a couple of years ago in terms of the options that are open to us.
And, we’re clearly thinking about how best to use that cash to maximize our opportunities.
Ryan Vaughan: That’s great, Sam. Thanks for the clarification. And if you don’t mind, just to follow-up on, you give us the three options. It will make perfect sense. Approximate timing on number one, and then I heard you say for the Alaskan frontier, hopefully have some clarity by the end of the year, what’s the rough timeline to get that back in the water? Thank you.
Samuel H. Norton: Yes. We clearly would like to get a substitute vessel for the Mykonos sooner rather than later. So, as I said in my comments, our hope is that we’re able to achieve that by the end of the year. Clarity on the Alaskan frontier, that remains a little bit of a moving target. But, I think today we are more hopeful that we will see some movement on that within the next — within this year, for the next six months. And then, we would then need to be able to invest in the vessel to bring it back into service. Our current timeline right now, the earliest that we would expect the Alaskan frontier to be, contributing to revenue of the company would be late in 2024. So, for now it’s not really featuring in our forecasting.
But we should know more about that in the next three to four months. And finally, as I said, we signed a MoU with MAN B&W to invest in two of our ATC ships, to upgrade the engines there. And we have an option to do two additional vessels. And as I mentioned, the capital cost — the total project cost there, including all elements will probably run, for the two ships order of magnitude of $25 million. And that capital will be expended. If we sign a firm contracts which we are working to do within the next 60 days, that capital will be deployed kind of evenly over the 15-month period starting, the end of September.
Ryan Vaughan: Okay. Great. All right. Well, that all sounds good. Thanks for the extra details, Sam, and great job to the entire team. Thank you.
Operator: [Operator Instructions] The next question comes from [Joshua Kehoe, Private Investor] (ph) Please go ahead.
Unidentified Analyst : Yes. Hi, Sam. Hi, Dick. Thank you for taking my call. If possible, could we follow-up a little bit on the TSP program? I know the MSC and Government of Israel voyages are, done at good rates, but the international, spot market, it’s a little bit more volatile. My understanding is currently only nine of the ten TSP slots are filled. And I just want to kind of get you more sense of, the desire of participants to enter into that program given the more volatile international spot rates for MR Tankers?
