The Road Ahead
Welcome to The Road Ahead, a Fleetworthy podcast by where industry experts share insights on news and issues that impact fleet safety, compliance, and efficiency.
The Road Ahead
Roadcheck 2025: What Fleets and Drivers Need to Know
Are you ready for CVSA's International Roadcheck?
Todd James, Program Manager at Drivewyze by Fleetworthy and former Colorado State Patrol Sargeant, joins John and Rob to give a detailed look at what inspectors are looking for, and shares tips for fleets and drivers to turn the inspection blitz into an advantage.
Welcome back to The Road Ahead. On this episode, we're going to talk about Road Check 2025. I'm super excited about this. We got Rob Abbott, as usual, and a special guest, Todd James. Rob, I was just curious, because today at the mid-year ATA show, I was the safety subcommittee. I was like at that like It was the most exciting thing I've ever been in. When did you realize you were a safety nerd? Because now I think I'm officially a safety nerd. Are you a safety nerd? Yeah, we're going to put a little
SPEAKER_02:tape around your glasses like that, like Elvis Costello.
SPEAKER_01:Yeah, I was like on the edge of my seat. Are they going to allow, you know, food testing and hair testing or, you know, it was
SPEAKER_02:exciting
SPEAKER_01:stuff.
SPEAKER_02:Now, this conference that John and I are at, Todd, is the ATA Mid-Year Management Meeting, and they had their policy committees meeting, and so they met on safety issues, and there was a lot to talk about. English language proficiency, road check, hair testing for drugs, any number of things. And we had someone from FMCSA, Larry Miner speaking, and a lot of good questions about what to expect next, which is anybody's guess. I
SPEAKER_00:think there's going to be some interesting changes coming here in the next month or two. Interesting
SPEAKER_01:as a word. So our guest today for the RoadCheck 2025 episode is Todd James. So Todd, do you want to give us a little background on your experience and expertise?
SPEAKER_00:Sure. Well, we'll just drive right into it. Yeah, I'm Todd James. I'm a program manager with DriveWise. I am on the DriveWise infrastructure team. side of the house. I'm not on the fleet side. What that means is I deal a lot with government entities that use our products for enforcement of commercial vehicle laws. Why is that relative to me? Well, I did 26 and a half years with the Colorado State Patrol. I spent five years as a road trooper. I spent five years as a motor carrier safety trooper. And then I promoted into a human smuggling and human trafficking task force. And five years of that, I went back into commercial motor vehicles and finished out 11 years as a sergeant on the trooper side in the motor carrier safety section. And in that section, I was actually responsible for administering Colorado's CSA program. I was also the new entrant safety audit program manager for a short time. And I conducted my own roadside inspections, compliance reviews, post-crash inspections. Got my feet wet in a little bit of legislation and was a rulemaking person. So yeah, I've got quite a robust experience with commercial motor vehicles.
SPEAKER_01:So just a little bit of background about RoadCheck 2025, Todd. It happens in U.S., Canada, and Mexico. Anything else to expand on how that kind of works and what people... should know or do know about road check? Just a little background.
SPEAKER_00:I'll give kind of a satellite view. So it's the Commercial Vehicle Safety Alliance annual event. It's a three-day event, like you said, John, across three countries, Canada, the U.S., and Mexico. And for a lot of jurisdictions, it's an all-hands-on-deck commercial vehicle enforcement operation from coast to coast. So drivers and fleets can expect increased presence of commercial vehicle inspectors. not only from state and federal enforcement officers, but there are county and city jurisdictions that also enter into memorandums of understanding that may be participating in Operation Road Check. So it's a surge for enforcement officials to basically conduct as many inspections as they can for a three-day time period. And I've got a few statistics we can talk about here when we get to that.
SPEAKER_02:Todd, you know that That raises a question in my mind. So do you think, even though they've been doing road check for as long as I can remember, decades now, right, that, and fleet should be aware of it, you know, there are 14 million commercial motor vehicles, but they can only do three and a half million inspections annually. So vehicle inspections is not as common as one would think. Do you think fleets really understand what road check is? I mean, are they familiar with it now that it's been going on for decades? And do you think they understand what it is and that it's coming?
SPEAKER_00:That's an actually interesting question. So I'm going to, I'm going to answer that in two stages. First of all, your interstate fleets, maybe your larger fleets that are crossing state lines that are more subject to a roadside inspections at a fixed facility, just because of the nature of their business. In my experience, those drivers seem to be more prepared for, for a road check. Right. When you start talking about intrastate commercial vehicle operations that may not necessarily cross a fixed facility's operational boundaries, those are the drivers that may be more surprised about road check just because they're not crossing the interstate boundaries like some of the over-the-road vehicles.
SPEAKER_02:All right. They just don't encounter way stations or scales. But they could this time. For sure. Absolutely. Yep. Do
SPEAKER_01:you want to give us just a little, before we get deep into the road check, just a little background on the general inspection, the 37-point, I think it is, inspection, and maybe the different levels of inspection?
SPEAKER_00:Okay, yeah, so officers are going to conduct, typically, there's three levels of inspection that an officer is going to conduct. And these inspections are specified by Commercial Vehicle Safety Alliance. So there's very specific inspection items as part of the certified inspector required to be checked on roadside inspection. So what inspectors are going to do, a typical level one inspection is a full inspection. And it's going to be the most time consuming. And I'll kind of explain what that is. Level 1 inspection is a top-to-bottom driver credentialing inspection. That includes the ELD, driver's license, medical card, skills performance evaluation, if applicable, as well as registration paperwork for the truck. And then it's a very in-depth mechanical inspection, a walk-around inspection of the exterior of the vehicle, tires, lights, brakes. steering, wheels, coupling devices. And then the second component to that would be an undercarriage inspection where the officer takes a deeper look at the brake system, how the brakes are functioning, proper brake adjustment, the steering, the suspension, and they're looking for any frame defects. And then the final inspection item would or at part of the inspection would be load securement. So it's important to remember safe loading. So that's a typical level one inspection. And there are, like you said, John, there are 37 points. Basically, it's all of the regulations out of part 395 and 393 that the drivers will be really looking at for hours of service and for mechanical issues. And then once a defect is noted, the inspector is going to place that on a roadside inspection. And they're going to verify whether the identified defect meets an out-of-service criteria. And I'll explain what that is here in just a minute. The level two inspection is going to be all of the driver credentialing, like I just explained, and nothing will change. And the walk-around inspection of the exterior of the vehicle, looking at lighting, tires, visible brake components, coupling devices. Load securement, you know, frame defects. and many hazardous materials. And again, upon completion of a level two inspection, the officer will fill out another roadside safety inspection, apply any out of service criteria as needed. And the last thing that most drivers will encounter out there is a level three inspection. And what a level three inspection is, is a credentialing inspection. So the officer is going to look at ELD, CDL, medical cards, skills performance valuations, hazardous shipping papers and registrations for the vehicle. So out of service criteria, let's talk about that. So what I said was defects are going to be noted on the roadside inspection and the officer will apply the Commercial Vehicle Safety Alliance out of service criteria to whatever defects they discover, whether it's a driver issue or a mechanical defect. And that out of service criteria will tell the officer if the observed defect meets an out-of-service criteria, and very specific criteria, that the vehicle or driver will be placed out of service until said defects are repaired. So that's the CVSA out-of-service criteria.
SPEAKER_02:And Todd, during the inspection process, Are there things that, you know, as a professional inspector, you advise them to do for drivers that would make the process easier, a little quicker? Are there things that maybe they do unwittingly that make it longer and harder?
SPEAKER_00:I think just a driver's being familiar with first and foremost outside of road check. Drivers just need to be familiar that they potentially will be inspected by a commercial vehicle inspector. And just knowing that They are operating in one of the most regulated, if not the top two or three most regulated industries in the country. That really speaks to some peace of mind for the driver. They just need to know that they're going to be inspected. They are going to have interactions with law enforcement. It's not adversarial. The law enforcement are enforcing regulatory guidelines and state statutes that they've been trained to enforce. And it's all the enhanced commercial vehicle safety. It's not a... there's not a culture of going out and picking on a specific motor carrier or a specific industry. It's impacting the industry holistically. So familiarity for the drivers, understanding that these inspections do take time and the number of defects discovered by an officer will affect the time the driver is tied up on the roadside. And if there are defects noted that are out of service, the driver's not going to be allowed to leave where the inspection is only under very certain parameters. On the fleet side, let me talk a little bit about the fleets. We talk a lot about the drivers are the ones that are directly impacted. But on the fleet side, fleets need to understand that the road check is going on and that their fleets are obviously subject to roadside inspections. How does this impact on the fleet side? be wary and understand that there are going to be more officers out during this time frame in more condensed areas and more condensed time frames that you may end up getting inspected more frequently than outside of Operation Road Check. So you've got to plan that into your route, your delivery times, your pickup times. Make sure your drivers understand when they need to rest and plan accordingly.
SPEAKER_01:That's great advice. Anything common you see even with some of the bigger fleets or well-run fleets that just you're surprised when you see them, the common slip-up or a common issue?
SPEAKER_00:I think just even the top five defects that are noted even on inspections are consistent with larger fleets all the way down to the single one-person fleet. Brakes always seem to be an issue as it relates to mechanical inspections. Lighting is always an issue. And then tires, which is like the number three violation, actually that's a focus of this year's road check are tire issues. And that's just of all of the equipment that takes most of the abuse, regardless of the industry or the size of fleet, seems to be the tires and the lighting that that seem to take most of the abuse so that's i mean obviously that's where you see more and more of the defects
SPEAKER_02:so todd you mentioned that it's one of the emphases of bro check i think there is two right so this year it's tires and hours of service correct yep so you know with our service they're typically going to be asking for an electronic transfer of the uh the records of duty status from the ELD system. What are the biggest flags you're looking for? Or as an inspector in your career, what are the things that really stand out to you that, hey, these are the sort of things that are eye-popping to me when I'm pulling hours of service records?
SPEAKER_00:I think the first thing that drivers have to be aware of, and this ties back into... Maybe expediting the inspection a little bit. Drivers have to be knowledgeable of how to transfer their ELD to ERODs. There's a lot of officers that are not going to be patient with that. If the driver doesn't have the instructions of how to do that, that's going to show as a violation on the roadside inspection. If there are not blank logbook pages as required by regulation, that's going to show up on an inspection. The federal system is... very accurate at identifying potential violations that have to be verified by enforcement officers. You know, I just cannot reiterate enough for folks that are using ELDs that you have to understand what is personal conveyance and Yeah. Yeah.
SPEAKER_02:So it sounds to me like the biggest red flags that you would guide fleets on is, you know, you're going to be asked for what's called a data transfer from the ELD to the officer. And you better know what that is before you pull in, not get there and fumble through, well, gee, I got a manual, let me read it and figure it out, right? They're going to be impatient for that. And then the second is if they see in the last seven days that you've used personal conveyance, there's going to be some scrutiny on that to say, hey, were you, you know, using your truck really in personal conveyance? advance to go to a hotel or get something to eat? Or were you really furthering commerce? Were you moving in the direction of picking up your next load or dropping off your next load? So for you, those are the two biggies,
SPEAKER_00:huh? Yeah. And to tie into, you know, to the ELD and personal conveyance, you know, there's officers are always looking at all of the required information out of part 395, you know, the 11 and 14, 60, 70 hour rule. And their officers are very well trained on looking for false records of duty status. There's a time in a driver's ELD where you may need to violate an hours of service rule. That just happens in this industry, that there is a rule that may need to be violated. Is it still a violation? Absolutely it is. Where it becomes a problem is if there's an intent to conceal these violations. And officers are very good at identifying potential concealment of hours of service regulations.
SPEAKER_01:Yeah. So you'd rather see potentially a violation with maybe a comment explaining what happened rather than identifying where he's falsified.
SPEAKER_00:Absolutely. You know, even on the roadside inspection, looking at the driver's ELD, and on the compliance side of the house through an intervention, I would prefer to see the violation as it occurred than with a note, like you said, John, than an intent to conceal the violation. It just, concealing violations just never, it never works out. Todd,
SPEAKER_01:the other one. Go ahead, Todd. I was just going to say, we're talking to fleets. In addition to the personal conveyance, split sleeper seems to be something that people may not even allow their drivers to use because it can be confusing, and sometimes it works against the driver. Do you check for that as well, or is it not as much of
SPEAKER_00:a mistake? Absolutely, yeah. I mean, rest requirements is always a component of evaluating the driver's ELD. know and as we're talking about hours of service i was thinking about this you know we talk a lot about elds and and drivers that are subject to eld what we need to be mindful on the inspector side of the house on enforcement as well as on the fleet side are exceptions to the eld for example um it used to be 100 air mile drivers that now it's short haul drivers so fleets and drivers that that operate and meet all of the criteria specified in short haul operations, as long as they meet all of the criteria specified in that exemption, they don't have to run an ELD. So there's a lot of fleets out there that don't run ELDs and they're not required to because they fall under the parameters of an exemption. But the fleets and drivers have to understand what are those provisions and are we following those provisions to the letter of the law? Because any deviation from that throws you back into needing an ELD or a logbook for a specific trip.
SPEAKER_02:You know, you mentioned there were two emphases or areas of emphasis, the hours of service, but also tires. Tires, I think, for the layperson, that's a little surprising because let's be honest, there was a time decades ago before radial tires where everybody needed to know where their spare was. They needed to know how to jack up their car, how to change a tire, right? That's something you need to know. Now, some cars come without even a spare tire in them, and most people wouldn't know where to find the one they have. So why is it with trucks we're spending time on tire inspections? Why is that relevant and important here?
SPEAKER_00:Well, again, going back to what I said a little bit ago, tires take a lot of abuse in the freight system. They're always running over things. You get a slash in a tire, that becomes a problem. Look, the regulations are put into place. to enhance commercial vehicle safety in the United States, Canada, and Mexico. And with tires, you know, they are definitely more regulated than a passenger vehicle. And it's because of the sure amount of miles that are put on these tires. So again, that is... That isn't another component of this year's road check. It's hours of service and the focus this year is on tires. And I'll give you guys an example of some tire issues that I saw personally. But like I said, I did pull some statistical data as we were preparing for the podcast. And the top five violations that are noted on roadside inspections are hours of service, brakes, tires is the third. lights and then seat belts so overall as violations identified in all roadside inspections tires is number three um again it's it's it's those mechanical components that that get the most use that are that are going to fail and have issues the most and that you know fleets fleets and drivers are in an advantageous position as it relates to tires because Drivers have to do a pre-trip inspection. There's no reason that during a pre-trip inspection, a driver shouldn't catch a tire violation, whether it's inadequate tread depth, a slash on a sidewall, or underinflated. That seems to be one of the most common issues that I saw doing inspection were underinflated tires, which can lead to equally as severe issues with tire failure as maybe a small slash in a sidewall. And then fleets on the fleet side, you know, monitoring your DVIRs and monitoring what violations that your drivers are noting with tire violations. You know, what processes do you have in place to help drivers identify these violations, whether it be training, what's your DVIR policy, and then monitoring. preventative maintenance for the tires. Obviously, you don't want to run these things until they meet the minimum standard. Are those vehicles out there? Yes, because tires are expensive. There are fleets that run them to the minimum standard. However, in the long term, that can lead to some significant issues. Like I said, I was going to give you guys a story. Back when I was still just a field trooper, I was working a stretch of interstate and I was patrolling on southbound on an interstate direction and on the northbound side I could see a tractor trailer coming and he was maintaining his lane he was just driving and all of a sudden I mean that quick he jerked to the left and he crossed the median and his tractor and trailer rolled and and skid across the southbound side of the interstate and came to a stop. I mean, I stopped before the dust stopped, and as it turned out through the investigation, we did figure out that he did have a steer tire failure that caused him to jerk to the left and hit the median, and then the rest was history. Fortunately, nobody was hurt in that event. I
SPEAKER_02:think you hit on it that When you mentioned mileage, the average set of car tires probably does 40,000 miles a year. But a truck might go 80,000 to 125,000 miles a year. Some of them, team operations, over 200,000 miles a year. So tire tread depth, tire blowouts, that's a thing.
SPEAKER_01:It really is. Yeah, the steers tire always scares me. But the tire itself can do a lot of damage when it comes off the trailer or the tread blows.
UNKNOWN:Sure.
SPEAKER_01:And I'm sure it's tough, because you're picking up those trailers in random yards, and it's that pre-driven inspection. Most of the tire issues are out of service issues, correct?
SPEAKER_00:I wouldn't say most of them, but there are certain defects that will cause tires to be placed out of service. And the out of service criteria is very specific as it relates to a steer axle tire versus tires that are on duallys. And, you know, what's the tread depth in adjacent tread grooves and how many locations around the tire. So, you know, the out of service criteria is definitely more restrictive for steer axle tires. And then when you get into dually tires, there's some other parameters that have to come into play for the tire to be placed out of service. So I guess my word of caution is Is any issue with a tire that can cause a crash or contribute to a crash or result in a truck breaking down on the side of the road, fix it regardless of what it is.
SPEAKER_02:Well, and that can't be cheap to have somebody come roadside at a roadside inspection station to repair your tires. Probably better to pick that up when you're at a facility, I would think. Absolutely.
SPEAKER_00:Yeah, those mobile repair trucks, they're not inexpensive, that's for sure. Yeah, the equivalent of a
SPEAKER_02:house call for expenses.
SPEAKER_01:It's probably something they should be doing all the time, but this is kind of a good reminder to do it for road check. Is there something like a maintenance team should be emphasizing for their drivers during this period to try to instill some discipline or a regular check that they should be doing? Essentially, it's probably just a thorough DVIR and doing those pre-trips and post-trips.
SPEAKER_00:Yeah, I think making sure your drivers... you know, that they understand that there are a lot of the time to do this, right? I mean, you know, the drivers are required to do a pre-trip inspection and they're required to do a post-trip inspection and fill out paperwork if there are defects noted throughout the day, which was a change, you know, that came in several years ago. What I encourage fleets to do is make sure your drivers are doing a thorough pre-trip inspection. I know everybody is under the gun to get products from point A to point B, and there's scheduling issues, but it's those pre-trip inspections that can identify issues before they become a problem, and that's what we're trying to prevent. And then at the end of the day, do your walk-around inspection, and if there are defects, any regulatory defects that you note, then make sure that your fleet people, your maintenance folks understand what you're finding on those uh post-trip inspections
SPEAKER_02:makes sense i mean aside from the you know the inconvenience and cost and operational impacts of a roadside inspection do you think fleets really understand the impact of their safety data and what that means to their likelihood of being pulled in in the future their likelihood of potentially being audited or other implications you think that's well understood
SPEAKER_00:I think it's well understood. It's hard to say whether it's a larger interstate fleet or a smaller interstate fleet or an intrastate fleet. Who's better at understanding that? I think across the board, fleets in general have an understanding of what roadside violations can do to their safety scores. But That's not everybody. I mean, not everybody understands the impacts of roadside inspections or crashes, you know, as it relates to the company's SMS and potential for an on-site investigation. Yeah, Rob and
SPEAKER_01:I had a guest on our podcast a while back that they did a golden ticket and they would place it in trailers in a known inspection site. and it would be have a monetary value for them. But I don't know if that's, you know, shouldn't have to make a game out of it, but I think it does make a good training tool and it's kind of makes it up an event and reminds the drivers to make that, do that check and do it thoroughly. So I don't
SPEAKER_00:know. I think it's a great idea. And, you know, I, I want to give, I want to talk about the positive statistics that came out of 2024 road check for anybody that's joining us. So in 2024, uh, There were little over 42,000 inspections done. Here's where it's cool that fleets and drivers are doing what they're supposed to do. So 77% of those vehicles inspected, there was no out of service. Now there might've been violations, But no out-of-service. 77%. That's an astonishing number. That's really high that didn't have an out-of-service. That's great. And then on the driver's side, 95.2% of the drivers didn't have an out-of-service. Now, again, that doesn't mean there weren't violations, maybe a form and manner or something in their ELD. But again, not having an out-of-service. So that tells me the industry is taking it seriously on their side of what do we need to do to make sure that we are complying with these rules and regulations and we're operating safely as we're traveling down the highways. So that was actually a really encouraging percentages that I found.
SPEAKER_01:What does happen if you get out of service? What's that process? Are they kind of stuck there or?
SPEAKER_00:So let's talk about, we'll talk about violations. And then I'll talk about out of service. So if a violation is discovered by an officer, again, they're going to put that on a roadside inspection. Now, there may or may not be a citation issued to the driver based off of the roadside inspection violation. When a driver or a vehicle meets the parameters in the CVSA out of service criteria, The officer will verify that and then either place driver out of service at the side of the road or vehicle out of service at the side of the road. Now, what that means for drivers or vehicles, officers do have some discretion based on the location of the stop. Where is the vehicle out of service? Is it safer to escort this vehicle to a safer location to where the repairs can be made? Or are these defects egregious enough, these out-of-service defects egregious enough that a tow truck needs to come out and get the vehicle? So there's a lot of fluidity into how officers make their decision of how an out-of-service defect is going to be fixed. The bottom line is if there's an out-of-service driver issue or an out-of-service vehicle issue, It's the vehicles not being moved for furtherance of commercial operations until those violations get fixed.
SPEAKER_01:So any recommendations for what fleets should be doing leading up to the start of road check?
SPEAKER_00:I think, you know, not even leading up to road check. I mean, I will address that, but I think fleets in general... really need to to do a deep dive on what is their culture of safety and what is the the by the buy-in from the from the drivers and everybody that's involved in that culture of safety all too often it's you know there may be a policy put in place but then there's no meaningful action to follow through with that policy if there's an issue so i think first and foremost always carriers need to be evaluating their culture of safety and assessing, are we following through with what we say we're going to follow through with? As we move into road check, I absolutely would make sure that your drivers understand that they potentially are going to be inspected. That inspection may take up to an hour, depending on the level of inspection, violations discovered, and they need to be aware that that could affect timely deliver of freight, depending on the inspection.
SPEAKER_02:That's a good point. Good point.
SPEAKER_01:I think in general, I think there's a lot you can be doing as you get violations just in general. If you get a tire violation, checking the DVIR for the, you know, prior to that stop, checking the maintenance record for that vehicle that you did get that tire. I think there's a lot of follow-up you can be doing when you do get a violation to make sure that you do something to that vehicle. could have corrected that situation.
SPEAKER_00:Absolutely. And, you know, and is it, you know, we talked in the beginning of the podcast about, you know, hours of service as another focus of this year's road check. You know, we can talk about what the driver's responsibilities are, like to being able to transfer the information, filling out your ELD, um, correctly, you know, no falsification of records. But I think it's also important to mention on the fleet side, you need to be aware of how your ELD provider software actually works. And what I mean by that is know how to use your provider's software so that you can evaluate where are your drivers working? Are they hauling freight for you or are Are they picking up loads and you don't know about it because you're not monitoring their hours of service on the back end through the software? So I think that's, and I've seen that on compliance investigations where a fleet had implemented ELDs, which they were required to do, but we're not really familiar with the back end software to actually see how the ELD was being used. So I think that's huge on the fleet side. Yeah,
SPEAKER_01:and there's still some areas to audit and monitor, right? that the ELD can't do automatically. Obviously the on-duty not driving time and making sure those things are being managed properly. So you can't just rely on the ELD. There's a little bit of a audit process that they should be doing too.
SPEAKER_00:Correct.
SPEAKER_01:Any final thoughts, what drivers might be wanting to do specifically or fleets?
SPEAKER_00:Yeah, I mean, I... Coming from enforcement, obviously, I did that for as long as I did because I like doing it. Drivers are driving trucks because they like doing it. Be ready to be inspected. It's not a bad thing. It's actually advantageous for you as a driver because the fewer violations you get on a roadside inspection mean the fewer violations that a potential employer is going to see if they're using the pre-employment screening program. On the fleet side, obviously you want your trucks to have inspections with no or minimal violations because that just enhances your safety scores in the federal system. That keeps a good symbiotic relationship with the driver of the fleet of, hey, We want to get inspections. However, we want to make sure that we're getting very, very few violations on those inspections because those inspections will affect your company's safety scores, depending on the egregiousness, without a doubt.
SPEAKER_01:Any other questions, Rob? You got any other questions?
SPEAKER_02:No, I think this is great advice straight from somebody who's been on the front lines of road check. I think fleet should expect what this is billed as, which is a blitz, right? It's an inspection blitz, an enforcement blitz. And so they should reasonably expect that they'll get pulled in and inspected. They should be prepared for that, take steps to make sure they've got everything in order and support their own safety scores by doing so.
SPEAKER_00:Yeah, absolutely. This is the time if you need inspections to get some inspections done because for most jurisdictions, it's going to be all hands on deck. Yeah, indeed. That's a good way to think of it.
SPEAKER_01:It's positive. If you can get some clean inspections under your belt and improve your CSA score a little bit, that's a great opportunity to do some training and just get everybody on board and just a good reminder for the fleets in general.
UNKNOWN:Thank you.