EVgo Q3 2026 Earnings Call Transcript

EVgo (NASDAQ:EVGO) reported third-quarter financial results on Monday. The transcript from the company’s third-quarter earnings call has been provided below.

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Summary

EVgo Inc reported a 29% increase in charging network revenue for Q3 2026 compared to the previous year, despite a slight overall revenue decline due to non-core business performance.

The company is advancing its strategic focus on the NACS connector transition and expanding its network with Tesla through EVgo-branded Superchargers, aiming to double its addressable market.

EVgo plans to introduce its 750-kilowatt charging architecture next year, designed to enhance the customer experience with features like dynamic power sharing and touchless payment.

The company reduced its 2026 stall deployment forecast by focusing on high-demand, high-throughput sites and is implementing cost control measures to improve profitability.

Management highlighted their improved competitive position, growth in customer accounts to over 1.9 million, and a positive outlook on the long-term growth trajectory despite near-term challenges.

Full Transcript

OPERATOR

Good day and thank you for standing by. Welcome to the EVgo third quarter 2026 earnings call. At this time all participants are in listen-only mode. After the speaker’s presentation there will be a question-and-answer session. To ask a question during the session you will need to press star 11 on your telephone. You will then hear an automated message advising your hand is raised. To withdraw your question, please press star 11 again. Please be advised that today’s conference is I would like to hand the conference over to your first speaker today, Heather Davis, Vice President of Investor Relations. Please go ahead.

Heather Davis (Vice President of Investor Relations)

Good morning and welcome to EVgo’s third quarter 2026 earnings call. My name is Heather Davis and I am the Vice President of Investor Relations at EVgo. Joining me on today’s call are Badar Khan, EVgo’s Chief Executive Officer, and Keefer Lehner, EVgo’s Chief Financial Officer. Today we will be discussing EVgo’s third quarter 2026 financial results and our outlook for the year, followed by a Q&A session. Today’s call is being webcast and can be accessed on the Investors section of our website at investors.evgo.com.

The call will be archived and available there along with the company’s earnings release and investor presentation after the conclusion of this call. During the call, management will be making forward-looking statements that are subject to risks and uncertainties, including expectations about future performance. Factors that could cause actual results to differ materially from our expectations are detailed in our SEC filings, including in the Risk Factors section of our most recent annual report on Form 10-K and quarterly reports on Form 10-Q. The company’s SEC filings are available on the Investors section of our website.

These forward-looking statements apply as of today and we undertake no obligation to update these statements after the call. Also, please note that we will be referring to certain non-GAAP financial measures on this call. Information about these non-GAAP measures, including definitions and applicable reconciliations to the corresponding GAAP measures, can be found in the earnings materials available on the Investors section of our website. With that, I’ll turn the call over to Badar Khan, EVgo’s Chief Executive Officer.

Badar Khan (Chief Executive Officer)

Thank you, Heather. Before I turn to our strategic priorities, I want to address the unsolicited non-binding offer that LS Power, our majority shareholder, has made for the shares of EVgo that they don’t currently own at $2 per share in a take-private transaction. The Board has established a special committee comprised of independent and disinterested directors to review and evaluate the proposal with the assistance of independent legal and financial advisors.

No decisions have been made, and when we have an update to share, we will be sure to do so. That said, we’re here to talk about our third quarter results; therefore, we won’t be commenting further on the proposal at this time. We appreciate you keeping your questions at the end of the call focused on our performance and our results. With that, today I want to cover four key areas: our improved competitive positioning; the progress we are making on NACS and our next-generation charging architecture; the partnerships that are strengthening and expanding our site pipeline; and the actions we are taking to accelerate our path to sustainable profitability.

Throughout EVgo’s 16-year history, we’ve continually evolved and improved through the innovation and dedication of our talented team. Most charging companies in the industry buy charging equipment from power electronics companies that have very little direct interaction with end-use customers. Today we have designed our own next-generation charging architecture, joining only a handful of companies that design their own equipment. At the heart of EVgo’s next-gen design is a focus on the EV driver experience, leveraging learnings from 1.9 million customer accounts and over 10 million charging sessions per year.

Features include better cable maneuverability, a touchless payment interface, and advanced hardware and firmware to enhance reliability and elevate the charging experience. When we first started, 50 kilowatts was considered fast. Our technology is evolving rapidly to deliver faster charging, and fast charging stations make EV ownership more convenient and drive broader EV adoption. In 2022, 70% of our stalls were 50 kilowatts; today, 70% of our stalls are 350 kilowatts, and we are planning the launch of our 750 kilowatt charging architecture next year. Our site quality has also improved from two-stall sites with local and regional site hosts in our early days to up to 20-stall flagship sites in high-quality locations with premier national site hosts.

EVgo is bringing fast charging where drivers go about their daily lives. We delivered excellent throughput and top-line growth by primarily targeting CCS drivers. Tesla drivers, who make up more than half of all electric vehicles on U.S. roads, can charge on our CCS cables but with adapters. Now we are leaning into the NACS transition and working with Tesla to add EVgo Superchargers as well as adding native NACS stalls across our network that Tesla drivers can find on their navigation. Over time, this doubles our addressable market.

Our agreement with Tesla to deploy EVgo-branded Superchargers continues to progress. As a reminder, EVgo owns these chargers, selects their locations, and sets pricing while Tesla builds, maintains, and operates them. EVgo Superchargers are natively visible in Tesla’s navigation and trip planner and provide over 3.5 million Tesla drivers seamless access to the EVgo footprint. Our first EVgo Supercharger site in the Chicago area is now open, and we expect a second site just outside of Houston to follow in Q4.

Together these two locations represent the first 20 of hundreds of stalls expected to open nationwide as part of EVgo’s plan to add Superchargers in high-demand locations. In addition, EVgo Superchargers and EVgo NACS stations are now available in the Tesla navigation, making it easier for Tesla drivers to find a convenient EVgo station on the go alongside the Superchargers. We are rolling out NACS connectors across our existing network, and our goal remains for all 2023-vintage and newer sites to have NACS within two years, which is expected to be two-thirds of our network by the end of 2028. Let’s look at where that rollout stands.

Today we’re at over 290 operational NACS stalls. That is up from 100 at the end of last year, and we expect to reach approximately 400 by year end 2026. NACS vehicles now account for approximately 9% of EVgo’s public network throughput, more than doubling from last year as our first NACS stalls come online. Why does this matter? For years EV charging in the U.S. has been split across competing connector standards, which created friction for drivers who had to buy adapters, adding cost and complexity for consumers. That is changing. The auto OEMs are standardizing around NACS, which will help drivers and CPOs alike and ultimately be beneficial for long-term adoption of EVs. The early performance is encouraging. While our NACS stalls are still ramping and are not yet as productive as our CCS stalls, they delivered a 35% higher charge rate than CCS stalls in the third quarter.

This is driven by the current mix of newer NACS vehicles and high-powered 350 kilowatt equipment. In other words, we could see considerable upside approaching 400 kilowatt-hours in throughput per stall per day if our NACS stalls reach the same level of utilization as our CCS stalls. Today we are scaling NACS deliberately to attract Tesla and other NACS drivers without an adapter to the network. We expect the rollout to create some near-term pressure on throughput per stall as new connectors ramp, but we believe NACS is an important long-term opportunity to grow our business and gain market share.

EVgo has successfully navigated the connector transition before, from CHAdeMO to CCS, which helped us scale our business to one of the largest fast charging companies in the U.S. today. This quarter we also unveiled a first look at our next generation charging architecture, developed at EVgo’s Innovation Lab and designed to future-proof the network as vehicle battery capabilities advance while focusing on features to enhance the customer experience. The system could deliver up to 750 kilowatts of charging power with dynamic power sharing, which automatically delivers the exact output each vehicle needs, adjusting in real time and smoothing demand spikes.

Every station will include NACS. As part of our effort to increase our addressable market, we are redesigning the EV driver user experience, including touchless payment and easier cable management, and we are building for reliability with advanced hardware and firmware that elevates every charging session. The final charger design is expected to be unveiled in 2027 as EVgo begins to deploy the new architecture. EVgo’s site host partnerships with grocers, retailers, and others allow us to expand our network across the nation. Our site hosts are excited about the foot traffic EVgo’s fast charging stations bring to their business, allowing us to install much better, larger sites, including flagship locations we’ve built with support from GM, such as a site at Meijer in Warren, Michigan. Fast charging is an ideal fit for grocery store locations like Meijer, given that the average American household visits the grocery store two to three times per week.

These locations are an important part of our growth strategy, and we’ve recently expanded our relationships with Brixmor and Regency Centers, two of the largest REITs in the U.S., which together will bring more than 900 new fast chargers to shopping centers. These companies have extensive portfolios and feature anchor tenants including Albertsons, Kroger, Publix, H-E-B, Whole Foods, Trader Joe’s, and Sprouts. Brixmor has been an EVgo partner since 2016.

This expansion is expected to add more than 500 new fast chargers and takes us to over 90 centers, which is more than 25% of Brixmor’s U.S. portfolio. The Regency expansion is expected to add more than 400 new fast chargers and increase Regency’s EV infrastructure footprint by more than 20%. With these expanded partnerships, EVgo is building exactly where drivers want to be. Let’s now turn to our path to sustainable profitability. The past two years have not been without their challenges. EV sales are slower in the U.S. than we originally expected, especially CCS sales as the industry transitions to NACS. Federal incentives for EV purchases and EV charging infrastructure were eliminated last year. This year’s summer driving season did not have its typical seasonal pickup, slowing growth in EVgo’s throughput per stall this year, which has also been muted by the roll-off of low-margin legacy OEM charging credits.

As a fast charging operator, we are focusing on those things within our control. First, we are deploying capital more efficiently and investing where demand is strongest. That means building fewer, better sites in the locations where customer demand is highest, moving faster to close site agreements, and growing partnerships with portfolios like Regency and Brixmor, and with rideshare operators. Some sites we’ve planned to launch this year will go back into the funnel until a more opportune time for their development.

For 2026 we expect to deploy 550 to 650 new public owned and operated sites with approximately $100 million less gross CAPEX spend in 2026 than our previous targets. Our store pipeline is as strong as it’s ever been, and while our 2026 and 2027 vintage cohorts are smaller than we initially expected, we believe these will be our best performing vintage cohorts. Second, we are aiming to get more from every store. We are focused on network health through hardware and software upgrades and the addition of NACS connectors. About 70% of our network is now 350 kilowatts or higher, and our new 750 kilowatt system with dynamic power sharing will give every driver the energy they need. We are also using AI-driven insights to design marketing campaigns that increase throughput. And we’re removing lower-power legacy equipment through our new program.

Third, we are enacting cost controls. We’ve identified and are implementing a range of G&A cost reduction measures spanning headcount, discretionary spend, and other cost efficiency measures, including opportunities to further leverage AI. We estimate these efficiency efforts will enable adjusted G&A to be at least 15% below our implied previous view of $173 to $178 million for 2027. This fully offsets cost inflation, increased costs from higher year-over-year growth, and a larger installed base.

As a reminder, without growth expenses, which are estimated around 25% of total adjusted G&A, the company is already adjusted EBITDA positive. That is why we are confident our business model allows us to dial up or dial down our growth, and as a result we control how much we invest and where we invest. We expect these actions will lead to more sustainable growth in adjusted EBITDA over the coming quarters. With that, I’ll now turn it over to Keefer to share financial details from the third quarter and EVgo’s 2026 outlook.

Keefer Lehner (Chief Financial Officer)

Thank you, Badar. We ended Q3 with 5,530 stalls in operation, an approximate 3.3 times increase compared to the end of 2021 and up 20% from 4,590 a year ago. We added 160 new stalls to the network in Q3 2026, including 100 new public EVgo-owned stalls. Our customer accounts continue to grow and we are now over 1.9 million strong. We have over 290 NACS stalls today and will continue to expand NACS options for EV drivers through retrofits at our 350 kilowatt sites and new build Locations as well as deploying our EVgo Supercharger sites. Total energy dispensed on EVgo’s network was 392 GWh for the trailing 12 months, a 12% increase from the 350 GWh in the TTM period ended Q3 2025. Charging gross margin was 39% over the last 12 months compared to 37% for the prior year’s TTM. Adjusted EBITDA margin was a positive 1% on a trailing 12-month basis compared to negative 6% in the prior-year period.

Now turning to our third quarter results in detail, our throughput on the public network during the third quarter was 103 gigawatt-hours, an 8% increase compared to last year’s 95 gigawatt-hours and a 4% increase sequentially from 99 gigawatt-hours in the second quarter. Daily throughput per stall was 283 kilowatt-hours, 4% lower than the 295 we reported in Q3 2025, but 3% higher sequentially. OEM charging credits contributed 13 kilowatt-hours of daily throughput per stall in Q3 2026, down 69% from 42 kilowatt-hours a year ago.

Importantly, if you exclude OEM credits, daily throughput per stall actually grew 7% year over year to 270 kilowatt-hours from 253 kilowatt-hours in 2025, with details included in our presentation appendix. Charge rate was 60 kilowatts versus 55 last year and utilization was 20% versus 22%. Revenue for Q3 2026 was $91 million, a 1% decrease compared to $92 million in Q3 2025, with the decline driven entirely by our non-core business. In our core charging business, charging network revenue was $72 million, a 29% increase versus $56 million in the prior year, driven primarily by a larger operating network, representing our 19th consecutive quarter of double-digit year-over-year charging revenue growth. eXtend revenue was $16 million, down $16 million from $32 million in the same period in 2025, driven by lower construction revenue—a reminder that eXtend will continue to largely trend lower over the next several quarters and by 2028 will be a $5 to $10 million per year revenue business. AV and ancillary revenue was $3 million versus $5 million in the prior year. As we’ve noted before, this revenue line remains episodic as it’s driven by deployment timing for long-duration projects with our AV partners.

Charging network gross profit was $28 million versus $20 million last year. Charging network gross margin was 39%, a 380 basis point increase driven primarily by increased network OEM revenue. Third-quarter adjusted gross profit was $32 million, up 21% versus the prior year’s $27 million. Adjusted gross margin was 35% in Q3 versus 29% in the same period in 2025. Adjusted G&A for the quarter was $36 million versus $32 million last year, representing 39% of revenue compared to 34% in Q3 2025, and is in line with expectations as we continue investing in network scale, accelerating stall deployment, and our latest-generation architecture.

If we look at adjusted G&A as a percentage of our core charging business, it was 50% in Q3 this year, improving from 57% last year. We believe this view helps demonstrate the operating leverage of G&A by removing the episodic eXtend and AV revenue noise. The above resulted in adjusted EBITDA loss of $3.5 million in the third quarter of 2026, improving from a loss of $5 million in the third quarter of 2025. Now let’s look at our balance sheet and liquidity position. As a reminder, EVgo has two debt facilities to draw upon to finance our infrastructure buildout: a $750 million DOE loan with availability through January 2030 and a 2042 maturity, and a $300 million commercial bank facility including $75 million of uncommitted incremental availability with availability through July 2028 and a 2030 maturity. In the third quarter, we borrowed $17 million from the commercial facility.

We have approximately $620 million of available capacity across the two facilities, both at attractive financing rates. Combined with our cash, cash equivalents, and restricted cash, as of September 30, EVgo has approximately $787 million in available liquidity. Turning to our outlook and guidance for 2026, as Badar discussed, we are adapting to the current EV sales environment and adjusting our deployment schedule. We believe focusing on higher daily throughput per stall and financial return sites for 2026 and 2027 will help us on the path to sustainable profitability. For the full year 2026, we expect to add 1,075 to 1,275 new stalls, including 600 to 750 new public and AV stalls, and 475 to 525 eXtend stalls.

Our expectations for 2026 are updated to reflect some build sliding into 2027, as well as adding certain sites back into the funnel for future development. Importantly, there’s one large 50-stall AV site that we are aiming to operationalize in late Q4 2026, but timing could slip into 2027. Turning to the income statement, EVgo anticipates total 2026 revenues in the $375 to $400 million range, reflecting lower throughput outlook and the updated stall cadence. Regarding our non-charging revenue, we continue to expect 2026 eXtend revenue in the $90 to $95 million range. AV ancillary revenues are anticipated to be $30 to $45 million. The updated range reflects the opening timing for one large AV site that is expected in late December, although it may move into early 2027.

Adjusted G&A is expected to be approximately $145 million for the year, approximately 5% lower than our initial guidance of $150 to $155 million. With the additional cost control initiatives put in place, we expect our 2027 adjusted G&A will be approximately 15% below prior expectations. These result in an anticipated 2026 adjusted EBITDA loss in the range of negative $30 million to negative $15 million. I want to reiterate our excitement about both the near-term and long-term opportunity for EVgo to organically expand our network, continually enhance the customer experience, and drive shareholder value creation via the realization of the EBITDA potential of this business. With that, we will open the call to Q&A.

OPERATOR

Thank you. At this time we’ll conduct a question-and-answer session. As a reminder, to ask a question, you will need to press Star-1-1 on your telephone and wait for your name to be announced. To withdraw your question, please press Star-1-1 again. Please stand by while we compile the Q&A roster. And our first question comes from the line of Chris Chandrinos of RBC Capital Markets. Your line is now open.

Chris Chandrinos (Analyst)

Yeah, good morning and thanks for taking the question. I wanted to follow up here a bit on some of the throughput performance, and I think you highlighted some of the puts and the takes here just given some of the OEM credit impacts. I guess if I just look at this quarter versus last year, I think throughput per stall day was down. And so could you maybe dive into the drivers here and just kind of what you’re seeing on the network and confidence in overall throughput per day increasing going forward?

Badar Khan (Chief Executive Officer)

Morning, Chris. Yes, throughput in the third quarter was a little softer than we expected due to the issues that we have been discussing on the last couple of calls, which we did continue to see in Q3. So first is that a slower ramp from the late ’25 cohort—that’s the cohort, if you remember, that we have very high offsets. The roll-off of these customers on OEM charging credits and their conversion to retail continues to be lower than we expected.

The declining competitiveness of our lower-power 50 kilowatt stalls in particular, and of course lower BEV sales. So those are the kind of the issues. We did also see lower, you know, the typical seasonal pickup from the summer driving season—we did see that lower this year, although that looks like it was across the entire industry. I think as a reminder, Chris, a couple of these things are really temporary. The OEM charging credit customers rolling off in particular will be done by the end of this year. You take out those customers, they’re really masking some pretty good underlying growth, which is in that presentation appendix slide—you can see that underlying daily throughput per stall is actually up about 7% year over year. And the lower-power, the 50 kilowatt stalls—if you remember, they were something like 70% of our network four or five years ago—they’ll all be gone within the next couple of years, if not sooner.

So those things are really quite temporary if I look out into the longer term. As I said in the last call, our mature 350 kilowatt machines—they’re already 70% of the network—and they’re in the mid-300s in daily throughput per stall, which is pretty much where our 2028 target is. We said last quarter the top 15% of our network is already at 600 kilowatt-hours per stall per day. We’ve got our next-generation architecture that’s up to 750 kW coming online next year. And I think the really interesting additional nugget that we provided on the call today is what’s happening with our NACS retrofits.

We can see that our NACS stalls have a much higher charge rate than our CCS stalls. And the reason that’s super interesting to us is that when these NACS stalls reach the same level of utilization as our CCS stalls—with that higher charge rate, again that’s because the vehicles tend to be a little faster—our machines that have the NACS stalls, our 350s versus including the 100s and 50s, you could actually see daily throughput per stall exceeding what we’re expecting system-wide by 2028.

So our NACS throughput is now 9% of our network. We don’t have our NACS stalls as 9% of our network, so that tells us there’s a ton of demand for these NACS stalls, which gives us great insight into where to deploy more of these stalls. Over the next couple of years, two-thirds of our network will have NACS. So for all those reasons, we feel really good about where we see throughput per stall growing. I mean, I should also say we’ve got our first EVgo Supercharger site live—you know, it’s only been a week or so—but I will say it’s off to a flying start.

So we’re thrilled about that too.

Chris Chandrinos (Analyst)

Got it. Thanks. And I guess maybe just to follow up on that comment around NACS—and yeah, I mean, really interesting to see the utilization and throughput rates here. And I think, you know, going back to last quarter, you all had maybe highlighted that those Tesla stalls had maybe a lower initial throughput or utilization rates just given the buildout of that. So can you speak to that dynamic and what you’re kind of seeing from those Tesla-specific stalls?

Badar Khan (Chief Executive Officer)

Yeah. So Chris, the EVgo Superchargers that are being deployed and operated by Tesla—the first site went live last week. What we’ve been talking about in the past is the retrofit NACS stalls that we’ve been deploying over the last nine or 12 months. Because we are ramping those up, Tesla drivers and NACS drivers aren’t used to charging at NACS stalls. We have lower utilization, lower productivity on those NACS stalls, and of course that’s ramping.

As I said on the call just today, now 9% of our total network is actually coming from NACS drivers. They’re charging both our NACS stalls, but actually a fair number are also charging on our CCS stalls with adapters, which gives us really good insight into where to deploy the next wave of NACS stalls. Our strategy up until this point has really been deploying NACS retrofits—where we are taking out CCS stalls that are very productive, putting in NACS—so that we can capture where the majority of the market is going to be over the next couple of years without harming throughput too much.

The data that we’re now seeing tells us actually we can accelerate our NACS deployment and get great throughput. And I think that’s a really nice place to be and a really nice turning point.

Chris Chandrinos (Analyst)

Got it. Appreciate the answers there.

OPERATOR

Thank you. One moment for our next question. Again, as a reminder, to ask a question you will need to press star 11 on your telephone. Our next question comes from the line of Chris Pierce of Needham. Your line is now open.

Chris Pierce (Analyst)

Hey, good morning, everyone. You guys talked a couple times about new EV sales being the tip of the spear and that being the driver of lowering the stall guidance you have out there. I was wondering what you could share on used EV sales. Used EV drivers—if you’re seeing different behavior between that cohort of EV drivers as used EV sales tick up.

Badar Khan (Chief Executive Officer)

Yeah. Morning, Chris. I think that a couple of things to say about EV sales in general. We saw quarterly new EV sales really reach the bottom in the spring of this year. And we’ve actually seen quarterly growth since then year over year. When we start to see the October EV sales and November and December, I suspect we’ll see tremendous year-over-year growth versus last year because incentives rolled off in September. So the trajectory of EV sales is actually pretty good since the bottom, which was really around the spring of this year.

For used EV sales, the story is even better. Used EV sales have been rising pretty much consistently for the last couple of years since we’ve seen the data being reported, and we’re thrilled with it because, as we’ve said on a few different calls before, used EV drivers are accessing electric vehicles at a lower price point. So we’re bringing in a broader customer segment. Used EV drivers will more likely rely on public fast charging. They’re less likely to have charging at home, and we know that they charge on our network at a higher rate than new EV drivers.

And so for all of those reasons, the used EV market looking more like the rest of the automotive market is just a tremendously positive tailwind for the company.

Chris Pierce (Analyst)

Okay, should we think of those as using these Tesla stalls and that’s why you want to—I’m just kind of curious. Or is it too soon to see if—like, I know that’s what the hope was, but I’m just kind of—or is it too early to know if they’re really using those stalls? Because I mean, I guess I would have just thought that the vintage stalls where you had the higher capex, that might be where you’d see a larger percentage of used EV drivers, and that would sort of ramp the trajectory of throughput on those stalls.

But maybe that’s not as one-to-one correlated as I thought.

Badar Khan (Chief Executive Officer)

No, I don’t think it is a one-to-one correlation, Chris. Maybe I think it’s just worth, as a reminder, NACS vehicles, both Tesla and non-Tesla, are now about 60% of total VIO, and we expect that will grow to about 80% or more of total VIO by 2030. So it’s a super important, growing part of the market. And as you know, we’ve had about a twentyfold growth in revenue in the last five years. I think from ’21 to ’25, a 100% CAGR puts us in the top 1% of public companies in terms of growth rate.

All of that has been through serving less than half the market. So the opportunity for us to be able to capture NACS drivers essentially doubles the addressable market for us, and that is a tremendously positive tailwind for us. And that’s why we’re leaning in so heavily on all the data points around figuring out where our NACS demand is highest, as well as the EVgo Superchargers, which we expect will attract both new and used EV drivers.

Chris Pierce (Analyst)

Okay, perfect. That makes sense. Thanks for the color there.

OPERATOR

Thank you. I’m showing no further questions at this time. I’ll now turn it back to Badar Khan, CEO, for closing remarks.

Badar Khan (Chief Executive Officer)

Great. Well, thank you, everyone. We saw almost a 30% year-over-year growth in our core charging business, and together with the deployment of EVgo Superchargers, NACS stalls, our next-generation 750-kilowatt charging architecture, and excellent site-host partnerships, we are really very excited about the long-term value-creation trajectory for the company. Thanks for joining, and see you all next time.

OPERATOR

Thank you for your participation in today’s conference. This does conclude the program. You may now disconnect.

Disclaimer: This transcript is provided for informational purposes only. While we strive for accuracy, there may be errors or omissions in this automated transcription. For official company statements and financial information, please refer to the company’s SEC filings and official press releases. Corporate participants’ and analysts’ statements reflect their views as of the date of this call and are subject to change without notice.