Yeah, so, you know, one, I think on the production side, everything has been remarkably stable. And the bigger issue has been getting the production on the water, and starting. So if you go back last summer, right, everyone was reading about, you know, Long Beach and port delays. And frankly, it was easier for us to get stuff to the East Coast and the West Coast. I think, you know, the competitive dynamics, people started moving stuff to the East Coast, the pricing started going up. And, you know, while you can get containers in some of the spot rates, were just pretty crazy. And I think that's the - that's caused the imbalance, it's more the, the spot rates, and maybe the ships skipping ports type issues than a production problem. So it's ocean freight type issues. And then once you get a little bit of an inventory inbound, going on, you know, you end up either having to trend ship, and at least on the trend shipping from east to west and west to east that is drastically increased. And, you know, I don't know whether these are the right numbers, but, you know, order of magnitude from two grand on rail, you know, for east west, west east type thing, type transportation to eight grand, and from, you know, five days, six, eight [ph] service to two weeks, right, it's just gone completely crazy. So when we have an imbalance, and we have a customer that we're trying to service, we're, you know, maybe we'll eat those costs and try and service that customer. And so that drives domestic logistics. We also starting late Q3, started to see port charges, I think you may have read this, they started, you know, adding charges to the ports, because the ports were blocked with containers, and they started trying to penalize the shippers. But frankly, you know, we do wanted the product, it wasn't like, we didn't want the product, you just couldn't get it out of the ports. And so you've got demurrage charges and port charges that are adding on to this, that also accelerated, you know, during the quarter, partially because they were imposed and started to be enforced, right. So those are sort of the cost pressures. On the domestic transportation side, we have obviously seen increases, not so much fuel base, because the fuel pieces are minor piece, but more just availability and securing. And if we – our inventories are not imbalanced, we then end up with inefficient truckloads, right, instead of, you know, shipping at, let's say, 65% efficiency, you end up shipping at a 50% efficiency, and that just has this knock on effect. And so, again, in our comments, we talked about changing service levels, I think, you know, during the pandemic, and, you know, we want it to be a really good partner to our distributors, and our, you know, retailers, and we did things that perhaps you wouldn't do in a normal environment. And we're given these cost pressures, we're looking at all of that, and adjusting service levels and adjusting our willingness to ship [indiscernible] a trailer load from one coast to a customer, and try and combine it with other things to get it to flow. So we're trying to do all of that efficiency stuff. And that sort of relates to my comment about Q4 being, you know, some self infected, some just surprised, and it was like, okay, we got to do some things differently.