Good morning, and welcome to the GreenPower Motor Company second- quarter earnings conference call. All participants will be in listen-only mode. Should you need assistance, please signal a conference specialist by pressing the star key followed by zero. After today's presentation, there will be an opportunity to ask questions. To ask a question, you may press star then one on your touchtone phone. To withdraw from the question queue, please press star then two. Please note this event is being recorded. I would now like to turn the conference over to Michael Sieffert, CFO. Please go ahead. Thank you. This is Michael Sieffert, the Chief Financial Officer of GreenPower Motor Company. I would like to welcome everyone to our call to discuss GreenPower's financial results for the period ended September 30, 2022. I'm here today with our Chief Executive Officer, Fraser Atkinson, and our President, Brendan Riley. During today's call, we may make comments or statements about our future expectations, plans, and prospects, which may constitute forward-looking statements for the purposes of the safe harbor provisions under the Private Securities Litigation Reform Act of 1995 and applicable Canadian securities laws. Actual results may differ materially from those indicated by these forward-looking statements as a result of various important factors, including those discussed in our quarterly interim results and MD&A filed on SEDAR and on EDGAR. In addition, these forward-looking statements relate to the date on which they are made. We anticipate subsequent events and developments may cause the company's views to change. GreenPower disclaims any intention or obligation to update or revise any forward-looking statements, whether as a result of new information, future events, or otherwise. Also, during the course of today's call, we may refer to certain non-IFRS financial measures. Reconciliation of these non-IFRS measures can be found in our MD&A filed on SEDAR and on EDGAR, and is also located on our website at www.greenpowermotor.com. I will now pass the call over to GreenPower's CEO, Fraser Atkinson. Thank you, Michael. I'm going to discuss our activities in the quarter with our manufacturing facility, school bus pilot project, and recent vouchers and incentive activity. In August, GreenPower took possession of the 80,000 sq ft manufacturing facility in South Charleston, West Virginia, and began the process of onboarding its first employees and readying the facility for production. This facility will be GreenPower's primary North American school bus manufacturing center, servicing the eastern states and beyond. GreenPower entered into a lease purchase agreement last quarter with the state of West Virginia, where the terms of the lease require no cash up front and monthly lease payments beginning in May 2023. All lease payments will be applied in full to the purchase price of the property. The state will also provide up to $3.5 million in employee incentive payments to GreenPower for jobs created in the state as production increases over time. Title to the property will be transferred to GreenPower once total lease and incentive payments to reach $6.7 million. This arrangement allows us to focus our resources in the short term on production while having the ability to retain ownership of this facility long term. In September, GreenPower began a pilot project with the state of West Virginia to demonstrate its Type D BEAST and Type A Nano BEAST school buses to school districts across the state and test buses in a range of real-world conditions. The Type D bus has operated well with this pilot and provided valuable insight into vehicle operation that can be used in the transition of the state's school bus fleet from diesel to zero-emission. GreenPower sold three Type D school buses in West Virginia during the quarter that have been used in the pilot project, and subsequent to quarter- end, delivered its first Type A Nano BEAST school bus in the state. In September, GreenPower's Nano BEAST Type A all-electric purpose-built school bus won the Innovation Award for Best Green Bus Technology from School Transportation News. The Nano BEAST was launched in June and has been out on demonstrations in numerous states, and received rave reviews, which positions GreenPower well for the 8,000-9,000 Type A school buses that are sold every year. Now turning to vouchers and incentives. Stakeholders often ask us what happens when the incentives run out. That's not gonna happen anytime soon. The federal government introduced two new programs with the EPA school bus program starting this year and the $40,000 tax credit for medium-duty vehicles starting January 1, 2023. In California, the Cap-and-Trade program continues to grow exponentially, with a double-digit growth annually, creating additional funding, over and above existing funding for programs through the California Air Resources Board, as well as several new programs that were introduced this year. In September, GreenPower secured another 85 vouchers under the innovative small e-fleet set-aside funds with the California HVIP program for 75 of our 22-foot cargos, eight box trucks, and two of our 25-foot cargo vans. In October, the EPA announced the selectees for the school bus program with almost $1 billion of funding. GreenPower worked with dealers and school districts across numerous states who were selected to acquire GreenPower's Type D bus for up to $375,000 or our Type A Nano BEAST for up to $285,000. The next step is to negotiate the contracts, and the deliveries must be completed by October 31st, 2024. In November, GreenPower vehicles were listed as eligible for grants under the San Joaquin Valley Air Pollution Control District, VW Mitigation Trust for up to $180,000 for transit buses, $400,000 for school buses, and $160,000 for our shuttle buses. GreenPower continues to work on opportunities in California from the standard HVIP vouchers, which presently has $38 million available. School bus set aside funding, which will also have recurring funding available next year and the year following CEC and Air Quality Management District funding. I'll now hand it over to Brendan Riley, President of GreenPower, for discussion on the operations. Thank you, Fraser. In late July, GreenPower completed deliveries of the first EV Star CCs under the 1,500 unit purchase and sale contract with Workhorse Group. At the end of the quarter, GreenPower had completed 100 EV Star CCs awaiting delivery and another 200 EV Star in various stages of production. Deliveries of EV Star have been slower than anticipated due to difficulties in securing shipping, delays in ports, and delays from importation and other logistics matters. Management has been actively managing shipping and logistics issues in order to facilitate a faster and more predictable delivery cadence. In July, GreenPower completed the acquisition of Lion Truck Body, a manufacturer of truck bodies for all types of trucks. Lion Truck Body manufactures and installs a complete line of bodies, including dry freight aluminum, refrigerated box, aluminum bed, stake bed, flatbed, service, and utility bodies. This acquisition allows GreenPower to vertically integrate an important component of its supply chain and ensure that these bodies are optimized for EVs. To make this more relatable, this optimization concept, I like to think of it as the same concept of making homes and buildings more efficient. Kind of like LEEDs for EV trucks. GreenPower continues to focus on the post-closing integration of this business and intends to leverage the business's capabilities to capture new lines of business, improve, and expand its product offerings, and even grow the existing legacy business. During the quarter, GreenPower continued to successfully deliver its popular 22-foot EV Star Cargo vehicles in New Jersey and surrounding areas. With over 20 deliveries, this battery electric van is ideally suited and configured for commercial use in urban markets and mid-mile delivery. The EV Star Cargo is the only battery electric vehicle currently available with this payload and range with a massive, diverse addressable market. With the addition of a $40,000 federal tax credit available in 2023, we expect to have strong sales and order backlogs for this model. We have also made great progress positioning GreenPower for future growth. Despite some minor headwinds from Omicron last year and early 2022, we continue to accelerate deliveries while building our sales reach both internally and externally. These recent expansions provide GreenPower with tremendously greater reach on a national level. In closing, GreenPower has demonstrated that we have the products that the market demands and are now working tirelessly to solidify the strategic relationships necessary to catapult our growth to the next level. We are optimistic that this fiscal year will prove to be a transformative year, and I look forward to providing additional details on our progress when prudent. Now, I'd like to turn it over to Michael Sieffert, GreenPower CFO, who will cover the quarterly financial highlights. Thank you. Thank you, Brendan. GreenPower achieved record revenues in the quarter of $7.726 million, which is an increase of 67% over the revenue of $4.629 million for the second quarter in the previous fiscal year. Revenue was generated from the sale of three BEAST Type D all- electric school buses, one Nano BEAST Type A all- electric school bus, 21 EV Star 22-foot cargos, three EV Stars, and 29 EV Star cab and chassis. We also recognized revenue from finance and operating leases and from Lion Truck Body since the acquisition on July 7. Cost of revenues in the quarter were $5.971 million, generating a gross profit of $1.755 million or 22.7% of revenues, compared to a gross profit of $20.6 million for the second quarter in the previous fiscal year. Gross profit for the quarter was lower than the historical range of 30%, primarily due to deliveries of the EV Star Cab & Chassis under the Workhorse contract and sales of our EV Star 22-foot Cargo, which are at lower margins. We have seen a steady improvement in the company's quarterly Adjusted EBITDA since the beginning of this calendar year, as we have benefited from higher sales and gross profit. GreenPower generated record revenue for the six months ended September 30, 2022 of $11.6 million, which was an increase of 52% over the revenue of $7.6 million for the same period in the previous year. We saw an increase in our quarterly cash expenses compared to the prior quarter, which was attributable to continued investments in our business, including sales activities, expanding our team of production and operations professionals, and in professional fees and product development as we expanded into new markets and developed new products. We finished the quarter with $26.7 million in working capital and approximately $2 million in available liquidity. Working capital included $4.2 million in AR, the majority of which was current at quarter end, and $44 million in inventory, which is comprised of over $27.5 million in finished goods inventory, which is primarily comprised of EV Star+, EV Star Cab & Chassis, EV Star, EV Star Cargo, and both BEAST and Nano BEAST school buses. As well, we had $16.5 million in work in process. We have completed work in process inventory since quarter end and have over 100 EV Stars across model types and 30 BEAST school buses that we expect to be driving near-term sales growth. I'll turn it back to Fraser for a final word before the Q&A. Thanks, Michael. We want to address our cash requirements. Unlike the majority of medium- and heavy-duty EV OEMs that have reported gross profit losses this year, that's where cost of goods sold exceeds their revenues, we've been consistently reporting a gross profit in the twenties, along with operating expenses that are a fraction of our peers. We have access to additional liquidity and continue to review traditional sources of capital that are beneficial to us. We have a financial model where increased sales lead to profitable operations. Our finished goods inventory translates into almost $40 million of sales, so our primary focus today is to deliver these to customers. While deliveries may be lumpy the next few months, the record revenues this past quarter demonstrate our path to a profitable business in this EV sector. With that, operator, please open up the call for questions. We will now begin the question-and-answer session. To ask a question, you may press star then one on your touchtone phone. If you are using a speakerphone, please pick up your handset before pressing the keys. To withdraw from the question queue, please press star then two. The first question is from Greg Lewis of BTIG. Please go ahead. Hey, thank you, and good morning, everybody, and thanks for taking my questions. Hello? Hey, Greg. Good morning. How are you? Oh, okay. Good. I wasn't sure if I was muted or something. Hey, you know, my first question is around cadence of deliveries. It looks like you delivered 29 units as part of the Workhorse agreement, you know, and I guess congratulations on like a great quarter of deliveries. I guess one of my questions is, you know, could you confirm the 29 to Workhorse? Then really just thinking about, you know, I know there's seasonality in deliveries of the business, but as we think about that now that we have this agreement with Workhorse, should we expect more of a smoothing of deliveries, you know, as maybe that can kind of offset some of the seasonality in the delivery of, you know, buses for schools? You know, Greg, that's a really great question. This is Brendan, by the way, and good morning. Yes, the Workhorse cadence should be predictably regular month-over-month, you know, and fairly stable. Oddly enough, now that we've got all this government money for school buses, we don't expect the school bus deliveries to be seasonal as they were. As the money's doled out, it does appear to be a regular delivery schedule, month-over-month, for the foreseeable future with the EPA funds for these school buses. We expect that to actually be fairly smooth. The seasonality could relate to folks, you know, getting vehicles ready for delivery, like last- mile delivery, which doesn't really affect GreenPower that much. We don't play much in that space. We're more mid-mile, so we're not so seasonally affected. I expect you'll see our delivery rate go up, mostly due to us working, you know, our facilities are expanding, you know, our transportation network is expanding. You know, we've got big deliveries on the horizon, and that will drive our deliveries right now. We're not production- limited. We're just getting into the swing of getting these deliveries happening to end users such as Workhorse. Okay, great. You know, so thank you for that. You know, my other question was around margins, and maybe, Mike, I don't know if this question is best suited for you. You know, you clearly called out the integration of Lion Truck Body and West Virginia. The ramp there was gonna, you know, weigh on margins here in this quarter. You know, it looks like we probably have another quarter of, you know, let's call it suboptimal margins. Any kind of color you can give us, you know, how you think we should be thinking about margins sequentially over the next couple quarters and, you know, kind of realizing, you know, the count, maybe if we think about it on the fiscal year basis, I guess some point in the middle of next year, you know, you think we kinda can chew through, you know, the drag from West Virginia and Lion Truck Body, where we kinda start approaching those, you know, kinda normalized margins you've guided to and the call at 30% range. Is that kind of a fair way to think about it? Yeah. I think we've said in the past, Greg, you know, the margins is really a function of our product mix. I would say, you know, right now, as we move into higher volume sales, that's, you know, likely gonna be at a slightly lower margin. You know, depending on certain sales of, as an example, EV Stars and, you know, certain of our school buses, those could be at higher margins. I think, you know, where we see it right now, it's probably a little lower than what we anticipate for the remainder of the year. You know, there could be some lumpiness in this depending on that product mix. I would say, you know, if you're looking at a 25%-30% range, that's probably about right on average over time. Now, that may be lumpy from quarter to quarter, but over a period of time, that should be about right from what we can see today. Okay. Just as we think about the upcoming quarter, you know, the quarter that we're in right now, just thinking about, I mean, I guess we're still on track to get buses out from West Virginia, you know, sooner rather than later. I imagine that we should see still a little bit of a drag around margins in this quarter that we're in. It sounds like the Lion Truck Body integration is behind us. Yeah, I wouldn't say there would be a massive swing, you know, upwards, but I would say it, you know, could be sort of in that range that I've just provided you. It sounds like we just made it through the bottom in margins. As I said, I think it would be based on our product mix over time. Gotcha. Okay. Understood. Okay. Hey, super helpful, everybody. Have a great rest of the day. All right. Thank you, Greg. The next question is from Craig Irwin of ROTH Capital Partners. Please go ahead. Hey, good morning, and thanks for taking my questions. I'd like to ask about the EPA vouchers that were recently awarded to different districts for purchase of clean school buses. Can you maybe update us on where you are in the conversations out there with different districts? Have you successfully you know booked awards from any customers at this point? You know, how should we gauge the potential for GreenPower? You know, there's more than 2,300 buses that got funded and you know don't need too many of those to get you guys to profitability. You know, any color would be useful. Thanks for the question, Craig. We've got some manufacturers went direct in that they were the selectee or were directly awarded through the program. Our approach was to work with our dealers and to work with school districts, and in some cases, educational departments that represented the state interest. With all of those across, you know, the states where we have dealerships from, you know, West Coast to East Coast, we've got both the Type D BEAST as well as some of the Type A Nano BEAST that we're currently engaged in terms of moving forward on a contractual basis. Our approach is when we have the contract in hand and we have a set delivery date, which is also equally important, then we'll be providing regular updates on where we are with that process. Okay. Excellent. Can we maybe switch back? I should point out as well that, we're Yeah. I mean, we have some in California, just sticking with that state for a second. You know, the initial vouchers that came out in March, it's $198,000 for our Type D school bus. But if it's a public school district, they can get up to another 65%. It's still not quite as much as the $375,000 for the feds. There was some initial interest in California, but people took the approach of, "Well, I'm gonna wait and see what goes on with the EPA program." Well, now that the EPA program is through, we're dealing with a number of candidates that have come back, if you will, and re-engaged because they were not a selectee or didn't qualify for the EPA, so they're looking back at this program. There was also the set-aside funding that closed in the summer. The California Air Resources Board is behind on that program in terms of getting all of the contracts out to the successful applicants. But that's another $120 million, as well as another two years of this close to $130 million. Then as we said in today's remarks, the San Joaquin Valley has come out with a program for $400,000 per school bus. What all these programs have done is created some delays in terms of people waiting for the next program that may be better than the current ones. I'd say that now that all of these are out there, people are now solidly moving forward to get contracts in place and to get deliveries set. Understood. I wanted to switch to the cab and chassis products. Now that we have Workhorse taking, you know, rising volumes, it gives you a lot more credibility in the market, gives you a presence, there are vehicles people can see on the road. Can you maybe update us on the sales funnel there, your level of engagement with different partners, how this works with your Lion Truck Body chassis acquisition and what you think are fair expectations for this business as far as, you know, milestones? It doesn't have to be units, but commercial milestones over the next number of quarters. Brendan, did you want to start off? Yeah, I could start off, Craig. You know, part of this, the cab chassis strategy was, of course, land a big commercial partner or customer that's going to start driving volumes. That was Workhorse. The next really dovetailing portion of the strategy is incorporating our sales team to go after that business that's not only commercial but also vocational and other, you know, either wholesale or retail, for the cab chassis. Either people that do just pass through, they put on their body, they do whatever they want with it, or we put the body on either through Lion Truck Body or one of our other body-producing partners, which we have many of. You're going to see actually the dealership network start getting more mature and expanded with these $40,000 commercial tax credits for the medium-duty vehicles that the EV Star is eligible for. You know, that's really changed our whole kind of strategy. You're going to see a lot more of what you discussed. I know we're not giving guidance now, but the next milestone I think you'll see is some changes in our sales strategy, additional dealers announced, and some additional partnerships. Okay, excellent. Your breakeven. You know, Fraser, I really like your prepared remarks. You know, you guys have consistently been one of the most reliably healthy margin companies in the sector. But how should we think about the breakeven for the company as a revenue run rate? Do you have, you know, some updated assumptions or updated revenue levels that you think that we should be using as external observers? Well, I think that's impacted on a couple of fronts. Number one, certainly we've invested, you know, have a much higher investment rate with additional personnel that we brought on board that have really you know to support the higher level of deliveries and the anticipated level of delivery. The current level of investment is as much for where we expect to be over the next several quarters. That's overall higher than where we were a year and a half ago, which changes that breakeven dynamic. Going back to the gross profit, you know, if the next quarter is at or slightly above the current level, then that would be. Would require a higher revenue number than if we kind of get back to, you know, a higher GP level that we certainly expect in a couple of quarters time. Okay. We're still talking about a, you know, a pretty low number compared to most of the other truck producers out there in the market. That's correct? Most of the other medium- and- heavy- duty that we look at have a red gross profit loss as opposed to a positive gross profit. I think that's almost an infinite amount of sales required to lose an infinite amount of gross profit dollars. It is. I don't think there's a comparable there. We are certainly focused on, you know, what is going to get us there with our business. We are positioned in a very different set of metrics in terms of having a very low operating expense in relation to, you know, our revenues and the order book that we're working on. Excellent. Well, Actually- on progress. Yeah, this is Brendan. I just wanted to add one thing also. As we start driving volumes, then we have the opportunity to really start doing the cost down measures that also help, you know, lower cost and, you know, drive more business. So we do expect, you know, that automotive growth that you get when you start driving the volumes that really enable you to start going after the cost down measures. Understood. Well, hey, congratulations on the progress here, guys. I'll go hop back in the queue. Thanks. Thanks, Craig. The next question is from Tate Sullivan of Maxim Group. Please go ahead. Hi. Hi, thank you. Brendan, you mentioned, I believe, the cargo vans, the cargo opportunity has strong sales and order backlog in that business. Can you talk about, has it mostly been cargo vans to New Jersey based on that voucher program, or has it turned to other states in terms of where the demand is for cargo vans, please? Good morning, Tate, and thank you. You know, we haven't yet really started marketing the cargo van outside of California and New Jersey. New Jersey has been you know, the launch of that program, you know, was concurrent with our release of this product. That's where we've made most of the deliveries, and we've had a very strong demand for those there. We have an additional demand in California for 80-plus units that we will be building too. We're seeing demand everywhere, and that does not include our approach with new dealers and a modified sales strategy to really take advantage of you know, the opportunities coast to coast. I'd have to say that 22-foot cargo is a home run of a product for us. I expect that product, to be honest, for that vehicle to outstrip the demand to outstrip our capacity, you know, in the next little while, which is not something I like to say, but it's gonna be a reality. The demand for that product is really exceptional for us. Well, the two things to add is that the California program that we referenced in our earlier remarks, in September, we were able to secure 75 vouchers for the 22-foot cargo. We haven't talked about the Canadian program, but in the Canadian federal program, all of our various EV Star models are eligible for CAD 75,000, that's Canadian dollars, of the vouchers. They allow for stacking with other programs. In the province of British Columbia, which also has its own voucher incentive program, yeah, the combined can get you three-quarters of the purchase price of that product, which net of incentives makes it considerably cheaper than the Ford Class 2B E-Transit, which has you know, about approximately half the battery capacity and you know, maybe a one-third to one-half of the payload. You know, the product is really timely in terms of being positioned for you know, for those commercial operators that are looking for range and payload with a cargo van. Thank you. Then on the cargo, Michael, I think you mentioned that cargo right now is at lower margins. Is that because of the bodywork, and could the margin improve after, I mean, with as you integrate Lion Truck Body more, or are there other considerations for the lower margins for the cargo vans? If I heard that. No, I would say that. Well, the cargo van is more of an upfitting process, whereas the cab chassis is where we have the opportunity to have different bodies that give you different models. For example, you know, we're working with Lion Truck Body on, you know, the 16-foot or a 14-foot box with a rolling door and anywhere up to a 2,500-pound lift gate. That positions us with the 2.5 metric ton box truck market, which is considerable. As well, it accommodates a service truck, can accommodate a refrigerated unit with that box configuration. All of these defined products that address fairly significant or substantial markets. In the case of the cargo, what we found is that some buyers are looking for as is, whereas with a bare interior. Others are looking for the way they want it, you know, with a finished interior with, you know, with the lighting and everything else all done, ready to go. There's, you know, what we've learned with the early deliveries, which as a result have, you know, driven a lower gross profit margin, is that we can commoditize this by having several specific packages as opposed to trying to just cater to each and every customer with their own custom van. I think that's our path to where we can have those repeatable packages that at the end user finds will meet their requirements but don't require us to, you know, custom build out their van for them. Great. Thank you all. Again, if you have a question, please press star then one. The next question is from John Jay from Quiet Investor. Please go ahead. Good morning, guys. It's really nice to see the progress you've been making. I had a couple of questions, partly entwined, I think. Number one, with all the grants and subsidies and so on that are being handed out by various bodies, does the element of our price against somebody else feed into those orders or those vouchers? If so, what is our structure of cost versus maybe the big bus people like Blue Bird or Forest River or whatever it is? John, thanks for that question. Go ahead, Brendan. Thanks for that question. We don't see, you know, that it's necessarily price-driven, the demand for the vouchers, even though, you know, we're just in early days, especially with this federal program that's just being rolled out now, John. Most of those aren't even under contract yet. I think GreenPower's price point is highly competitive across all levels. We expect and are planning to maintain competitive pricing, in some cases, a price advantage. In other places, you know, competitive pricing, but maybe a small adder. Mm-hmm. In any place that I do have a higher priced product available, we would, you know, sell to the benefits of it, you know, saying it's a superior product for the price. But any way we look at it, John, our position is that our products are not only competitively priced, they're really a great value. We believe we offer, you know, not only a better product, but better support, better services, than anybody else out there in the sectors we play in. That's really good to know, especially as you build out your sales program throughout the country. As these deliveries to Workhorse and others begin to flow through on a more regular basis, that will be relieving some of the need for cash which you applied for with this ATM program a couple of months back. Has that ATM program filled in the need so far? Can you tell us how much of those, I think, $20 million you were looking for? John, we showed or disclosed in our subsequent event notes, so it wouldn't have been anywhere in our press release, now that I think about it. We did disclose in our subsequent event note that we have raised a total of just over $800,000. Not a lot of shares, but you know, it there were a few days where there was decent liquidity with our stock, so we just took advantage of that. The price of the average prices are, you know, around where we were trading yesterday. As we go forward with the deliveries, I expect that there ought to be an emergence of interest in the stock because you should be having higher prices presumed in the future. I would think that would bring about an interest in securing the current level of the stock. Are the ROTH people empowered to bring their clients to the table, or is that totally a random thing as people go by the window? Well, it certainly opens up that opportunity where if you know without it a party especially an institutional holder that is interested in acquiring a position you know they're at the whim of the marketplace whereas now they have a tool or a mechanism where they can work on that. Yes, it does open up those opportunities. As we've said for years, we're always keen on getting strategics involved with us because you know then they can help you in a whole lot more than just the capital infusion. Mm-hmm. Well, I would think that with the deliveries you're about to be making, that your cash squeeze should be alleviated kind of pretty well. Is that right? Well, with deliveries that we have available to us, that is our primary release, no question. But yes, you know, with just the overall increase and specific delivery dates for those, because that's part of you know getting. It's one thing to have the order, it's another thing to the funding check can be cut. I mean, all those things are part of when we talk about delivery. So having more of those and having more definitive delivery dates is only gonna ease our you know ease the cash flow. Okay. In view of the problems stated worldwide about the difficulty of getting supplies, are the prices fixed on the needs for your various parts? Or are you subject to the whims of the market in that regard? You know, John, I think we're all subject to market conditions, every industry and every sector. Yes, I mean, we are, but we really expected the prices to stabilize and even come back, which is what we are seeing right now, is that there is less pricing pressure on many and even shipping costs and all kinds of different things. You know, we keep our eyes on it and, you know, we do wanna make sure that we maintain our gross profit margin, our target gross profit margin. Mm-hmm. Right now, we don't see any reason to drastically raise prices or change our strategy in the short term as we're seeing things starting to stabilize again. Very good. Well, it looks as though the roadmap is available. All we have to do is get in the vehicle. Good going, guys. Well put. Well put. Thank you, John. This concludes our question- and- answer session. I would like to turn the conference back over to Fraser Atkinson for closing remarks. We appreciate your support. You have an outstanding team at GreenPower, a great suite of products, and we're focused on high-growth market sectors. We've been very encouraged to see increased engagement with investors and re-engagement with past investors recently, who really like what we are doing. Thanks for taking the time today to listen to our earnings call. As always, Michael Sieffert, Brendan Riley, and I are available, post-earnings call, if you have any additional questions or if you would like any additional information on what GreenPower is doing. Thanks for your time and all the best. The conference has now concluded. Thank you for attending today's presentation. You may now disconnect.