 So as I prefaced earlier, our final session today is about sustainability and the right time to go green. Climate neutrality, sustainable energy and prospects for the green economy. And it's something that I think has been in conversation for most people since the strikes, talks from Greta Schoenberg, etc. And I think it's on the minds of everybody, so it should be an interesting discussion that we have today. We have four speakers for this session. Again, we'll have a discussion at the end of their short presentations. Our first speaker is Mr. Erik Feigenbaum, Chief Research Engineer at the Norwegian Institute of Transport Economics. And I was only speaking with my taxi driver this morning who was driving a fully electric car, which is not very common in Dublin. And he was all for them, but also was dying to know what we could learn from Norway as am I. So please welcome Mr. Erik Feigenbaum. Yeah, so thank you. I actually also talked to the taxi driver yesterday and he said there was one electric taxi in Dublin. So I guess you got the one. So thank you. So I'll be talking about the Norwegian electric vehicle market. And before I start, you might wonder why I have a Lego set on the front page. And this is actually because I find it uplifting that the children learn to play with electric cars. So this house has an electric car, so that's the reason. So the Institute of Transport Economics is a non-profit research foundation. And our mission is to develop and disseminate transportation knowledge with scientific quality and practical application. We are about 108 employees and we cover virtually all topics with regards to transport, also safety and modeling, etc. If we go to Norway, some quick facts. We have about 2.75 million passenger vehicles. And currently, this month, we pass 9% of the total fleet on our battery electric cars. And you can add another 4%, which are plug-in hybrid cars. So we have 13% of the passenger car fleet has a plug in Norway now. We have built out quite a lot of charging infrastructure. We have 1,200 fast chargers for the CCS, Sademo type of vehicles. In addition, Tesla also had their chargers. There are 7,500 public normal chargers. But then you have to add all available electricity everywhere else, from outdoor power sockets, etc. That also can be used for charging, which is very common to have in Norway. So this number is very understated. There are probably hundreds of thousands of potential charging spots. At home, people have installed more than 90,000 of these wallbox home chargers. So this is also taken care of. They have to pay for this by themselves. There is some support for housing communities and flat owners, but otherwise private house owners pay for themselves. Travel speeds are fairly low, so we can get quite a long way on the electricity we have in the car. In Norwegians, we tend to live in small houses, and then we have access to parking, and we can charge at home, which is very important that we can charge every day. The market shares have gone up steadily from 2011, and we are now approaching 50% market share for battery electric cars in the Norwegian market, and then another 10% are plug-in hybrids. This has been enabled by a very long time period of experimentation, but also huge incentives. So we have exemptions from value-added tax, exemption from the registration tax, which could be 5,000 to 10,000 euros for a mid-sized car. The annual tax is reduced, and then we have some local incentives that have been quite popular, so you can drive for free through the toll roads. There has been free parking, and some places you have access to the bus lanes, which has been so successful that you now have to be more than one people in the car in the rush hours, because otherwise you would clog up the bus lanes. There is a new policy now, where up to 50% rates of what internal combustion engine vehicle owners pay will also be introduced for electric cars. So if we look at what this means for a buyer of a car, we can have the Volkswagen Golf in three versions. Those of you that can see the screen can see it over there. The gasoline car is to the left, and the battery electric car is to the right, and in the middle you have the plug-in hybrid. So the battery electric car is non-taxed, €32,000. The plug-in hybrid has the value added tax, the registration tax sums up to zero for that, and then we have the value added tax and the registration tax for the gasoline car, and then the battery electric car becomes the cheapest option, which is very different from other countries. But then you also have very low energy costs in Norway, so you would save about €1,200 per year for an average driving length due to the cheap electricity, and you also have the reduced annual tax. So this sums up to about €1,900 per year of potential savings for a compact car. But then, in addition, you have local incentives, and when we ask people how much time they save in the bus lane, how much they save not paying in the toll roads, for the average user, this sums up to €1,500 per year, of which most is the toll road exemption. If you go to Ireland, in Norway we would save €1,200. On the energy cost, in Ireland you would save only €700 because the electricity is much more expensive. But the Norwegian incentive package looks extremely large, it might not have to be that large, but it was originally put in place to get people out of regular cars and into some very small, little bit primitive cars, and then you have to have really powerful incentives. It didn't work so well, even with those large incentives, but now it's booming because we take people out of the regular car and put them into equal substitutes, and then the policies start working. And the policies and incentives are pulling towards the national target, which is to only sell battery electric or zero missing cars from 2025. That's the overall target. So the diffusion of EVs started around the cities. You had 2008 to the left and 2016 to the right, and each spot here, black spot to the left, on the map on the left, is a municipality. And here you can see the cities, if I can point to the screen, but it's spread around, Oslo is spread around, Bergen is spread around from larger and larger circles. And now you have shares on the road. In all the cities you have past 10% vehicles on the road, and even in the rush hour it is up to 20-25% of the cars are battery electric in the real traffic. But there is a long story behind this. You can read it about it in a research paper I made, which is this figure. It's a little bit complex. I won't go through it. But the main point here is that we have had some global development enablers, like lithium battery have been developed. People can get a Nobel Prize for that. We have the EU CO2 target, which now puts a lot of new models on the road, which will make our policies work even more efficient. The internal combustion engine sector has been rather weak in Norway, because we only have vehicle importers, we don't have producers. And then we have allowed for a lot of experimentation in niche markets. So the first incentive came already in 1990, which was the exemption from the registration tax, and that enabled gradual experimentation and knowledge building from the bottom and upwards. So we have had actually a bottom-up pressure to get incentives, which then have initiated a lot of activities and also created the first markets. And then the large car manufacturers could take advantage of this situation when they came with their fully industrialized cars from 2011-2012. So what we do, we push the adoption curve, make it much steeper with our large incentives. So we have a much more compressed diffusion process. Of course that has some costs, which are perhaps more easy to cover in Norway, where we can sort of make up our budget with some money from the oil sector. So you might not have all the same options in Ireland. But we also, you have to remember that incentives now are kept so large to meet this 2025 target. And there is a cross-partisan agreement that this should continue. So, a few points of what I think has made this work. First of all, you have to have knowledge. People have to be aware of that battery electric cars works and that there are no practical issues with them. They have to be visible. I walked here from the hotel. I didn't see any electric cars on the way. So they are virtually invisible here. They have to be practical so that they work for the target group. I think that now will be taken care of for Ireland. You don't have those long distances here. You have a stable climate. It's not so cold in the winter. Maybe it's wet. I don't know. Then you have to have policies. And the policies should be directed towards a target. You have to have a target. Where does Ireland want to go? What do you want to achieve? And then you can build a policy around that. And that policy should be stable so that people can invest in the businesses that have to deliver the electromobility solutions to the consumers. And of course consumers will also be more confident that this will last. Then you need incentives which makes the cars economic to own and use for the consumers and other user groups. And incentives should also remove barriers and meet different types of user needs. And finally I would suggest that you come to Norway and get inspired by how it works in practice. Thank you.