“But I'll remind you that in fourth quarter last year, we started to see the benefits of ocean freight. So it will moderate considerably in fourth quarter.”

In context

“omers are responding to and because the amount of availability of the market, we've been able to do that. Matthew Boss: Great. And then just as a follow-up, could you expand on gross margin for the balance of this year, meaning how best to think about the opportunity to recapture markdown headwinds that we saw a year ago as the year progresses within merchandise margin? And then just multiyear, are there any structural impediments to returning to pre-pandemic operating margin levels, which I think were in the mid-13s? Adam Orvos: Yes, I'll take the first piece. Matt, this is Adam. Thanks for the question. Third quarter, from an operating margin standpoint, the components will look similar to second quarter. So ocean freight was a significant tailwind for us will continue in third quarter. But I'll remind you that in fourth quarter last year, we started to see the benefits of ocean freight. So it will moderate considerably in fourth quarter. But again, to answer -- third quarter versus second quarter should be comparable on that standpoint. From a domestic freight standpoint, again, we commented in the call on 60 basis points of good news, assuming fuel costs stay the same, we'd expect that to continue through the balance of 2023. Other big movers, we've commented a lot about incentive cost. We knew that would be a headwind coming into the year as we outperform this year and go up against an underperforming 2022. So that was a big moving part, and that will continue in the third quarter and fourth quarter, but would also comment the way we flowed incentive costs last year's second quarter was the most impactful quarter. So it'll still be a significant headwind, but in third quarter and fourth quarter, but not as significant a”