Thanks, John, and welcome to Calumet's third quarter 2024 earnings call. We've had a lot of big news recently at Calumet, as we continue to take major steps and execute on the value creation catalysts that we started to socialize earlier this year. In July of this quarter, we successfully completed the conversion of Calumet into a C-Corp, and most recently, we announced the conditional commitment of a $1.44 billion DOE loan to move forward with Montana Renewables' max-out expansion, which I'll talk more about shortly. Calumet has been, and continues to be, laser-focused on maximizing shareholder value. Let me start with reinforcing the commercial transformation journey we've been on the past few years, which has built a competitive advantage in our leading specialty products business. Even in a softer commodity environment, it's remarkable to see the new mid-cycle margins we've realized compared to historic levels, and we saw that again in the third quarter. We integrated performance brands into our one specialty strategy two years ago and are now seeing record volumes and margins in this business as well. We've talked a lot about the role of commercial excellence at Calumet, which really underpins our specialty strategy. The focus starts with the customer, and we're fortunate enough to have thousands of customers globally across numerous industries, and we work hard to partner with them in a value creation manner that earns business. We implemented data-driven best-in-class processes and modern smart technology in the past few years to make a step change in key areas such as advanced pricing, large account management, new business development, and cutting-edge logistics software that have accelerated business results. Finally, we've enacted a continuous focus on leveraging our unique integrated asset base to provide value-added optionality that will allow success across any business cycle. In addition to commercial, we set out two years ago to harden our assets and improve reliability throughout the system, particularly in [trace form [ph]. Here, we're seeing clear improvement, and we continue to focus on improving reliability and reducing operating costs. When David reviews our specialty products and solutions segment, you'll see this quarter represents the strongest production volumes we've had since we reported the business in its current form. I thank our teams out in the field who are leading this effort and so committed to Calumet success. I mentioned our C-Corp conversion earlier, and while we're still in the early days, the impact has been meaningful. Over the past quarter, we've seen roughly 4 million shares of Calumet demand from passive investors, which we expect to continue to grow. And we've seen average daily trading volume increase nearly tenfold since the conversion, which is being seen by institutional investors to continue to gain interest in Calumet now that they're able to invest in the structure. Our new leveraging strategy isn't yet complete, but we have a clear path towards this strategic imperative. And last, we've carved out a market leadership position in the high-growth market of sustainable aviation fuel. And with the DOE loan, we expect to leverage this early mover advantage into a global leadership position. This conditional commitment is an exceptional step for our company, and we believe for our country, as the United States gears up to become the world leader in sustainable aviation fuel. Growing our country's competitiveness in biofuels continues to receive bipartisan support as it creates a new form to serve a rapidly growing global energy need, creates great highly skilled jobs, is critical to our agriculture industry, and is the most practical and cost-effective form of energy transition, all while keeping major investment dollars home right here in the United States. Before I get into the DOE loan, let me take a couple steps back and review some of the reasons sustainable aviation fuel is receiving so much attention, and why Calumet in particular is so exciting. Let's turn to Slide four. The large size of the airline transportation market, fragmented nature of the supply chain, enormous replacement infrastructure costs for non-liquid fuels, and safety challenges alternative energies make decarbonization in the air travel sector uniquely difficult. The world consumes roughly 120 billion gallons per year of jet fuel, and about a quarter of this demand is in North America. Air transportation is growing rapidly, and according to IATA and the IEA, global demand is expected to be over 140 billion gallons annually by 2030, and by 2050 reach roughly 230 billion gallons. Next, let's talk about supply and demand. We're in the early stages of sustainable aviation fuel, and a vast number of mandates and incentive structures around the world mean plenty of forecasting complexity, and quite frankly, opportunity. Thus, we spend our time trying to understand inflection points, general trends, and potential risks, rather than nail down the precise forecast. The current fact is that we sell every drop of our SAF at substantial premiums to renewable diesel. In fact, we've previously communicated a 30-million-gallon annual run rate at Montana Renewables, and in the second quarter, we produced 2,500 barrels a day, which tracks closer to 40 million gallons per year, and in September, we produced at a 50-million-gallon annual run rate. All of the production was sold, and it was sold at the same premium. Of course, with Montana Renewables now expecting to increase capacity to 150 million gallons in 2026, we need to look out and evaluate future incentives. In addition to today's market, is there little question that global policy, along with changing customer desires, is a major catalyst of the energy transition? To do this, let's break down future demand into a few components. The first demand category is driven by legislation that is already passed or deep in process. This includes 2 billion gallons of SAF demand by 2030 from policy in the EU, the U.K., Canada, Japan, India, and Singapore. Some of these are active now, some start in 2025, and most increase annually. Further, they represent anywhere from 1% to 2% of their country's total jet demand, with the median being 3%. The next group is non-U.S. countries with proposed policies or stated goals. Some of these include Brazil, Malaysia, Indonesia, Turkey, UAE, New