 Thank you very much. I just want to look here then at the some of the labor market issues that are coming into play in the context of these new transport innovations. Now there's certainly a sense that there's a digital allure, the idea that you bring in the digital, the driverless car, the digital taxi, et cetera, that you are somehow making your transport system more efficient, but I think we need to look a little harder on what these digital systems are doing and decide whether they actually are making a useful contribution and where they can make a useful contribution. So the issue of digital taxis arises, they've spread across a number of African countries and I want to think about what they do to labor markets and to the formality, informality nexus between transport systems. So digital taxi systems in Nigeria, I've done some work this summer on digital taxis in Lagos and Abuja in Nigeria, including a survey of 200 digital taxi drivers across those two cities. Now what they promise to do is to turn this guy into this guy and that looks good. One has a sense that this is really formalizing and modernizing the transport system and making it more efficient, but I think we need to think a little bit about what formalizing means. I think informality is getting a bit of a bad rap. Informality is a technical term. It means income generating activities or at least within the economic sphere, income generating activities that operate outside the regulatory framework of the state. That is the stock definition. That means they operate outside labor laws. That means they don't pay key taxes. That means they're outside statistics. So I'd like to look quickly at the ways in which the fellow at the top and the fellow at the bottom relate to issues of formality. The reality is that digital taxis bypass labor laws and bypass taxi registration. They also bypass commercial transport taxis. There are about five different commercial transport taxes that are applicable to taxis that are not paid by digital taxis. Even the issue of modernization, digital taxis because of the race to the bottom in the competition among different taxi companies, 70% of the digital taxis in our survey were over 12 years old, as much as 18 years old. That's not all that current and modern in terms of vehicles. A second issue is if we look at the transformation of actual employment. The promise of rapid high quality job creation isn't quite being met. I looked at three different major digital taxi companies, Uber, Taxify, and the big Nigerian one, OgaTaxi. Together they claim to create Taxify, about 10,000 jobs. Uber, about 9,000 at the time. Now they revised it down to 8,000. And OgaTaxi, about 10% of the market, about 2,000. So that adds up to 21,000 jobs. But in reality, 60% of those digital taxi drivers drive from more than one company. About 40% of them do it only part time. And it actually boils down to about 7,330 jobs, new jobs, over four years across three companies in a country that puts 1.8 million new job entrants onto the labor market every year. So it's not creating a lot of employment. It also undermines both car hire and regular taxis. So it's not clear that the net creation of jobs is positive. The incomes in digital taxis promise these, they promise very high incomes, but there are a lot of hidden costs. As you can see by that protest banner, one minute, wow. Incomes are relatively low. Many car drivers, many digital taxi drivers don't own their own cars. And so they are getting incomes that are basically about the minimum wage. They work extremely long hours. And the turnover is extremely high, which suggests that the activity is both temporary and not very sustainable. A much bigger problem is the whole problem of the dignity of work. The idea of creating jobs is about creating meaningful work. Now, 59% of digital taxi drivers in Nigeria are university graduates and commercial driving is considered a lowly activity. University graduates don't want to be this guy. They want to be these guys. So they find digital taxi driving something they'll do temporarily and they feel it is quite demeaning. But commercial drivers also find it quite demeaning. They feel it devalues their occupational skills of road knowledge, mechanical knowledge, and long-term customer relationships. So they feel it de-skills them. Now, if the people who want to be driving taxis don't think digital taxis is a good job, there's a real problem here. And the people who are driving them don't want to be driving taxis. So 41% don't see this activity as a job, 25% don't see, only 25% see it as a formal job. And the reality is that it also exacerbates a number of social tensions. Northern Nigerians who have the biggest problem of unemployment, 60% higher than in the south of the country, don't like this job. Only 3% of them were doing digital taxi driving. So it's not creating employment where employment is needed. And there are similar social tensions in South Africa. So my time is up, but I just want to suggest that the importance of paying attention to local transport strategies, focusing on upgrading local taxis with some of these digital developments is better than displacing them. Supporting national digital taxi firms to create higher value jobs for graduates is probably better than bringing in external firms where the higher value jobs are outsourced to other countries and insisting that they must pay commercial taxes because they are taxis. And that's how you finance the mass transport that makes these big cities actually tractable. Thank you.