you can get the logistics changed to work? Is that, is that the inference from that comment? Yes, certainly we're, we're looking to get uh up above 15, 000 tons as quickly as possible and to, to be clearing through that um, that backlog of sales orders for sure. Um we will have to continue uh, booking new sales in, in conjunction with uh clearing that backlog because, um, the break lock process, you know, gives us that opportunity to mix the two, uh to be able to clear um, clear the backlog and, and continue to um, to stay in the current market. Okay, sorry maybe I'm just a bit slow but, I mean even if you sell your, your product inventory at 20, that leaves you with 60, which is 20,000 a month, so, is that sort of, you know, if this sort of sales orders continue and you get another 80,000 tons for the June quarter, you know. Then you, you've got to start pushing your business towards 20 a month in terms of, or over 20 a month in production, and hope the logistics change stacks up but it sounds like logistics is your bottleneck and that you, your business needs to run at 20 plus, 25,000 a month if you can get the logistics chain to work. Is that what you're trying to tell us? Yeah, otherwise, otherwise the backlog persists. So, you know, clearly we are trying to um to work through that backlog and, and have the logistics chain support us, increasing production as quickly as possible to work through the backlog and continue to um satisfy new stocks and runs. So yes, that's, that's what we're saying. We are looking to um to try to lift that production rate as soon as um as soon as the logistics is sorted there. And, and is that 80,000 tons, what if the logistics chain doesn't come through and you ship it in the June quarter, in the September quarter, are they priced on today, or is it priced on delivery? 'Cause obviously the price in six months time could be much higher and we just don't want to get, we don't want to be thinking you're getting this big price lift on orders that were placed, you know, yesterday. Yeah the weighted average price is um a mix of um pricing mechanisms, some of which were fixed at the time contracts were put in place, some of which are more related to the timing of shipments. Um there will always be a, a lag uh, and the difference between you know, stock market price assessments and what our weighted average looks like because, of course in fines and as well as the timing of prices being settled. But you know that is um, a clear strategy that we've had in place, um to ensure that we have a mix of mechanisms and a mix of um different contract types so that were not fully exposed to uh you know, changes one way or the other, in price, all at the same time as every counter party. Okay, that's clear. And, and just the difference between the break bulk out of inaudible and containers out on the inaudible, it, you're selling everything on a today if basis. Is, can you talk to me about the freight differential, shipping bulk, bulk, break bulk versus container, and you know, how that markets looking at the moment with the two freight rates? Yeah, I think, yeah both shipping markets have been uh elevated, there's no doubt about that. The single biggest issue for us has been the constraints of availability um over rates because, you know, stock market prices were increasing um for the products um, faster than freight rates, so we just couldn't get enough, get enough uh, capacity out of inaudible. So clearly the economics around, uh around Bangkok are different, you know. Cost structures are different, we have assured uh assured our land logistics leg, um you now different contracting requirements around their housing, stevedoring, etc compared to container packing but, those economics have been taken into account and clearly at the moment, it makes economic sense, from the freight rate perspective, and the overall logistics costs, to be undertaking these types of shipments. And you know one very positive thing about this is if it, um if it develops successfully, you know, it opens up greater logistics opportunity for us in the future and it gives us exposure to slightly different cycles that occur through um bulk shipping markets and container shipping markets. So it could be very useful to us as, uh we continue in future. Can you put a quantum around one versus the other, break bulk shipping versus container? What's the dollar per current figure? Please. Well as i have said so far around the container freight rates on a per ton basis is that most of them have more than doubled through this period of disruption you know. Clearly um some time ago we were talking about an average of around $50 a ton um on a container basis. It's significantly above $100 on average across our destination sweep. Um and the, the component of uh break lock rates, um you know it's, it's not directly comparable because of the other logistics costs. But at the moment its certainly competitive with those levels. Okay so it similar. And then just one final question. Just inventory, it obviously sounds like graphite freight inventory is quite low but, do you have any visibility and sense on your customer's inventory of anodes, and evens batteries, in the chain, or do you think the whole chain is quite, quite low? Thanks. I wouldn't comment too much on the battery side, but certainly on the anode side, um, you've got a situation where um, production rates are at record levels in China. You have constraints on import raw material supply, um you have constraints on production and capacity utilization, so, um you're in the strange situation where the Chinese anode material producers have actually produced at record levels. Um, but to do so they've had to push really hard um to, to satisfy demand downstream and in doing so they, they have really put pressure on their raw materials inventory. So you know I think there is potential challenge there in, in terms of availability of anode material supplies um as we head into 2022 on a couple of those factors around power, loss of power disruption, availability of input material from the natural graphite site. Um you know and then sadly of course we hear the pressure from the sales supply side that's been caused by both cathode materials, and now starting to come through on the anode materials side. Okay, thanks very much Sean. Thanks Glyn. If there are no further questions at this time I would now like to hand the conference back to Mr Sean Crowder for the closing remarks. Please go ahead. Well thanks to everyone for the attention today, and as I said we look forward to keeping everybody up to date, um and as we work through our