Well, I think, you’ve got to remember how we got here. The RVO that was set for three years was set, I think, basically for political reasons, if nothing else, with an election coming up to lower the price of gasoline and diesel. And what it manifested itself into is D4s were way under RVOed, and as a result, the RINs dropped, and then there went largely the economics of RD. That said, if you still look at what the market offers, even on a bean oil basis, you can eke out some profit just if you operate well at design rates and minimize your costs. So, I think, there’s no question decarbonization is still going to be with us for a long time, and probably, the best material out there that can handle heavy machinery and trucks and such is renewable diesel if you really want to reduce carbon. So I think that the market’s there, and of course, from an SAF standpoint, the airlines really have no other alternative to really reduce carbon. So you could do ethanol to SAF, but if you look at the yield and the cost, it’s almost identical to the SAF route via vegetable oils and waste oils. So, I think, it’s around a long time, John, and our timing is we’re not in a big hurry to push these things out. From an SAF standpoint and converting Wynnewood, we really want to have contractual terms that give us a return or we just won’t do it. And the Coffeyville side is, this is really a deal where we’re putting sweat equity into it, a little bit of money to seed it, but the bottomline is we’re looking for partners that we could roll the Wynnewood business in with and eventually monetize our investment there. So we’re still positive on it. Timing’s not perfect, but a new RVO coming out here with a new president, and hopefully, they’ll put some sense into it and decouple 6s from 4s, and I think, you’ll see the market improve dramatically if that occurs.