Ladies and gentlemen, my name is Claes Eliasson, and I wish to welcome you all to this conference call covering the Second Quarter 2021. We will be listening to a presentation by the Volvo Group President and CEO, Martin Lundstedt, followed by a presentation by Chief Financial Officer, Jan Ytterberg. When done with the presentations, we will open the lines for a Q&A session. It would be great if you could limit yourself to one or two questions in order to make room for more callers. With that, Martin, please go ahead. Thank you, Claes, for that, and also welcome to the second quarter business update from my side. We discussed this morning how to make the summary of it, and maybe to take a step back, we can start by saying that yes, 4 out of 12 weeks, we were unfortunately standing still due to the input material. Despite that, delivering 10.7% for the group and 10.3% for the truck segment is, of course, a solid result while we have managed the supply chain challenges. To elaborate a little bit more on it, you can say that the second quarter has been characterized by, on one hand, the short-term operational focus, of course. We continue to see a high and positive activity level among our customers in their business around the globe, I have to say, and thereby also a continuous high demand of our products and services. The short-term priorities in all parts of the organization has been done, and will continue to be, to meet this positive demand also as quick and precise as possible as order books are full. This is a big challenge due to the instability and the low visibility in the global supply chain. The cross-functional work is working very effectively in the group and together with our business partners. It's also worthwhile mentioning that on the other hand, it has been a quarter also characterized by continuous push for the transformation of our industry. We have now, in quite some quarters, announced different decisive steps in moving into fossil free and sustainable transportations, and showing also by concrete examples, how we are leading the transformation of our industry. Among other things, I can highlight the agreements during this quarter between ourselves, Daimler Truck, and TRATON GROUP to establish the pan-European charging network for high performance charging for fully electric vehicles, then trucks, heavy trucks, and buses, to accelerate the truck electrification in Europe. Also that we have continued to push out new products and services in the sustainability area. We see that also when it comes to the sales activities, the commercial activities, the tender activities in this sector as well. In summary, during quarter two, all colleagues and supply chain partners, both upstream and downstream, have done a great job, a very passionate job during difficult circumstances, delivering a solid result here and serving our customer. That is, at the end of the day, the most important. The highlights of the quarter. As we said, demand continued to be good. We will comment later on order intake and deliveries. Net sales amounted to SEK 19.6 billion, we delivered an adjusted operating income of SEK 9.7 billion at the margin of 10.7%. Despite that, we had stop days close to the upper range of our previous guidance, i.e., close to four weeks in the bigger truck plans globally. Cash flow was SEK 5.9 billion, the return on capital employed increased to 23.4% on a 12-month rolling basis. Again, showing that we have a continuous good operation and resilience that is, of course, a strength during times where uncertainty prevails. Demand is good, but uncertainty prevails, and then it is important to have that operational resilience. When it comes to deliveries, increases in deliveries, of course, across key regions, and it's given also the very special circumstances quarter two last year. In many ways, it's not meaningful, of course, but the trucks deliveries increased with 85%, and Volvo Construction Equipment delivery increased with 5%, also given that the recovery had started for Volvo Construction Equipment already last year, quarter, with China coming back. When it comes to the ramp-up of sales and deliveries for battery electric vehicles and battery electric equipment, it continued also in quarter two. We took 351 orders for full electric vehicles and equipment in the quarter. On top of these numbers also, we are also now starting to take pre-orders of the heavy-duty battery electric range of Volvo Trucks, the FH and FM. That will start production in 2022, so next year. Those are not yet included in those firm orders, but there is also high interest in addition to what you see here. We delivered 357 fully electric vehicles compared to 26 last year. Maybe more as a take, when we look at, as I said, tender activities, interest from customers across different markets, a high interest, lots of discussions ongoing, and we continue to drive this change together with our customers in Europe, but also in North America and other markets. First delivery, for example, to Australia also during the last weeks here. Service development. I referred in the start to the high activity level among our customers, and that is, of course, also reflected in the service business development. We see that machine and truck utilization being above pre-COVID-19 levels in many regions and continues to grow. We have seen that also in this area it has been bottlenecks also of components, obviously. Despite that, good development. Adjusted for currency, the service business grew with an impressive 23%. Actually, if you compare with the Q2 2019, that was also a high activity quarter, adjusted for currency, we were actually growing with +5%. That is also encouraging. There are still a lot of business opportunities in this area, as you know, we are working very systematic with those opportunities. One example now is that we are introducing the service contracts, the Blue Service Contracts that have been very successful for Volvo Trucks in Europe and other markets, also into the North American market, that will also drive penetration and loyalty, for example. Will drive increased peace of mind and better uptime for our customers, but also good opportunities for the group here. You can also see that it has been an impressive development in the different segments also since last year. Another very important milestone also connected to the transformation is that we got our greenhouse gas targets validated by Science Based Targets initiative. We have set the most ambitious targets in our industry, but necessary targets in order to drive our ambitions up to 2030, 2040, and ultimately to 2050. Our targets are in line with what the latest climate science deems necessary to keep global warming at the maximum of 1.5 degrees Celsius. We are targeting the net zero value chain emissions by 2040. Already, as you can see also in the slide here, the greenhouse gas reduction interim goals by 2030 on a global basis, with 2019 as a baseline, are also very stringent in our journey up to 2040 and set for the different segments with the relevance for the respective segments, depending on how the equipment or vehicles are utilized. Tangible and clear targets, and now we can focus to get this work done and decarbonize ours and our customers' business, because this is also, of course, the big opportunity and challenge to decarbonize the Scope three downstream emissions of greenhouse gases. When we move into trucks, can say, first and foremost, continue to launch very competitive products. The Renault Trucks now, the T High, C, and K model, is following the recent launch and ramp up of Volvo Trucks of their new FH and FM. Meaning that both Volvo and Renault have really competitive and high-performing heavy-duty ranges in Europe and international cab-over-engine markets. The new Renault range bring major improvements in terms of driving comfort, onboard comfort, safety, and productivity. It is the most important evolution of the Renault range since the total renewal in 2013. Great feedback and comments from customers and business partners during the recent launch here, so very excited about that opportunity. Also, as I said in the introduction, that we have, together with Daimler Truck and the TRATON GROUP, have signed a non-binding agreement to install and operate high-performing public battery electric charging infrastructure for trucks and coaches across Europe. Of course, this is really to show the way forward to make the journey with our customers to install up to 2025, 1,700 charging points at least. We are also expecting that interest will grow when we are now showing the way, and also customers will have a bigger confidence in making this journey together with us. Very exciting about that and also good business opportunity, obviously, given the need of having recurrent charging across Europe for these type of production equipment. That is a big difference to cars, for example. We are also open, of course, for additional partners and public funding in order to make this happen and accelerate that, not at least in light of the recent development and announcement from the European Union with the Fit for 55 announcement. When it comes to market forecast, as we said already last quarter, based on current visibility on both demand, but mainly supply. It will continue to be the supply side that is dictating how we can continue to ramp- up production to meet the high order backlog and demand that we see across markets. Europe and North America, demand remains strong. Because there is a general lack of transport capacity and fleet utilization is high, inventories are low out in the markets. It is difficult to assess how the current supply situation will develop, and how it will affect the truck industry volumes. We keep them, the market forecast, unchanged for North America and Europe to 290,000 units. In Brazil, driven by commodities and agriculture, a strong development. We are keeping that also unchanged on a high level of 95,000. India, of course, the COVID-19 has caused extra lockdowns, unfortunately, and thereby also affecting the market, and we are decreasing somewhat our market forecast with 50,000 units. In China, subsidies for the replacement of vehicles with less than China III or CN III emissions, supported the market strongly during the first half of the year than we initially anticipated. We are therefore increasing our total market forecast of China with 90,000 units. However, what we see now is the correction and decline of the market as from May, and we expect that to continue also in the second half of the year after very strong developments over the last quarters and years. At the end of the day, that is a good thing, because we don't want to continue to create, so to speak, a situation where we are delivering in units that eventually will cause a bubble. We'll come back to that also when it comes to Construction Equipment. Orders and deliveries. Of course, when it comes to the order side, we see strong orders across most regions. As you can also see here on the graph, given the extremely strong order intake development that we've had over the last quarters, we have also meant that we are sold out for 2021, basically across the globe, and we have been cautious now to take orders for 2022. It is not meaningful to place too many orders, given also that the commercial agreements must be fine-tuned, given also upstream development of input material, for example. Therefore, it is also in light of that, the discrete order intake figure for quarter two is not really worthwhile to judge as a standalone figure. Deliveries. We communicated already in the beginning of this quarter after Q1 press conference, that we expected two to four weeks of stoppages due to supply constraints. We have now been clear saying that it was in the upper range, four weeks in the global system on trucks. Of course, now our main priority is to continue to work with shortening our lead times to customers, and we plan then to gradually increase our outputs during the second half of the year. It is not our industrial system that will dictate the capacity. Obviously, it is how the stability will look like when it comes to different types of input materials here. We will stretch also the production, continue to do so. Every unit counts for us. It is an important source of resilience for the future. Customers really want to have it, and therefore also we are stretching the system, and that's the reason also why we say that we will see disturbances, and everything else should have been, so to speak, a mistake not doing like that. In addition, of course, we see, as you see, the pandemic making still the situation vulnerable. We have now, for example, temporary lockdowns in important supply markets like Malaysia and Taiwan. How long will that last? How will it affect et cetera? That goes for everyone, not only in our sector, but all over the place, so to speak. Continue to manage that with good volume flexibility. Market shares. Renault Trucks in Europe, if we start there, was relatively flat year- to- date. Volvo Trucks had somewhat decreased, which was in addition to what was said about the supply chain issues, also related to the gradual ramp-up now of the new range, and affected also the group's ability to produce and deliver Volvo Trucks in line with the market during the quarter. Somewhat expected also, obviously, when you're ramping- up. The good news here is that the new Volvo truck range for Europe is extremely well-received. Full focus now is to continue to ramp- up production and to meet the high customer demand and order book here. Our work also, as you can see on the right side in Europe, to electrify our customers' fleet continues with market shares for Volvo Trucks and Renault Trucks combined year- to- date, May, I should say, reaching almost 65%. Somewhat positive developments for Volvo Trucks in North America, also in some selective fleets. Flat situation for Mack. Market share in Brazil, little bit lower. Last year, we had an extremely good situation. We should see it in the light of that also. Also that we were coming in this year with very low inventory in Brazil. Also the same type of focus. Normally, don't comment Australia specifically, but you can see that we have lost here, and the main reason I should say, is that we have had internal logistic issues in Singapore and also in coming into Australia, since we have full operation in Australia. This has been caused by internal issues. We are now back on track, and we count on a gradual recovery of the market share during the rest of the year, order board and order books are full. Moving into CE. Also here you can see a number of interesting news. The 50-ton excavator machine, class aimed at heavy-duty digging and large site preparation. Impressive results when it comes to the electrohydraulic new systems, also giving a fuel benefit of up to 25%, and that is, of course, causing fantastic numbers when it comes to productivity. First dedicated fuel cell test lab in Volvo Group opened in Eskilstuna. We are now pushing fuel cells only for the vehicles, but also for the construction equipment. On market environment, the same here, based on current visibility on both demand and mainly supply. Except for China, there is a broad-based increase of demand across our key regions, and the changes we are doing to the market forecast, or we are increasing North America with 5 percentage points, European Union with 10 percentage points, South America 15, Asia except China, then +5, and China flat. The Chinese market is difficult to assess. So far our assessment from quarter one holds. We have noticed in Q2 that the market has started to decline as from May. Again, I just would like to reiterate that we have expected that. We think that it's also a sound development given the extremely strong development over the last years. Book-to-bill, very strong with exception of China, also in the light of what I just said, with its expected decline. Very positive with Americas and Europe, strong developments. Our two other strong legs are also now developing well. Thereby also good opportunity to continue to offset the expected cooling off and decline in China. We also see that with our core segments growing. There is a good level of machine utilization, very similar to the truck side. Another positive factor also for us, you can see that in the orders intake, not at least in North America, low dealer inventories and pipeline. Volvo CE has not been as affected as trucks with regards to semiconductor shortages and continue also to, of course, focus on the total picture, because it's not only about semiconductors, but also other input materials and stretched supply chains of logistics, et cetera. Buses. Among the group's different segments, the segment that has been most severely affected, as you know, restrictions in tourism and travel, public transport, et cetera. Volvo Buses has not spared any efforts of really, so to speak, working with the cost side, volume flexibility, and take down the general cost levels and manage to reach break even in quarter two on very low volumes. That is, of course, a strong achievement and good platform moving forward with gradually better activity levels to be expected when societies are opening up here. Order intake increased with 5%, and deliveries increased with 45% from very low levels. Still a way to go here, of course. Volvo Penta. All segments in focus for Penta. Strong activity level. Net order intake in the quarter increased by 102%, deliveries with 68%. Another smaller but important example also of how we are taking different steps in the sustainability journey with acquisition also of the Norwegian driveline solution supplier, ZEM AS, for marine electrical drivelines. On a final note, VFS, financial services, continue to show a solid performance in quarter two. Reached a new quarter two business volume record on the back of increased penetration across the business areas. Very positive development. Credit portfolio in good balance with delinquencies at historically low levels. Also very important how VFS is continuing to develop a number of very important solutions and business models also for the transformation together with our business areas. New package solutions for financing of electric vehicles and charging over the life cycle, implementing digital payment solutions for different services, accelerating the development of equipment-as-a-service programs, and rolling out, for example, new connected insurance programs in addition to the services already existing. With that, I leave to Jan for the financial update. Thank you. Thank you, Martin. Well, there seems to be something special with second quarters and supply disruptions. At least the last two years. Last year, second quarter, four to six weeks of complete production stop across the group and a society that was under partial or full shutdown to halt the pandemic. This year, four weeks of halting the truck production due to shortages of supply, whereas the underlying demand was strong and restrictions in general lifted. Some similarities, the severity of the problem was, of course, much less this quarter, but challenging enough. With lower visibility and top- line partly being capped due to lack of capacity at suppliers, we need to have continued focus on cost discipline and cash cautiousness going forward. Moving over to the P&L and starting at the top on the net sales, deliveries of vehicles this second quarter were sequentially actually lower than the first quarter, that is not the normal seasonal pattern for Volvo, since the second quarter is our strongest delivery quarter. Despite the halt of the truck production during a month, net sales of the group was over SEK 90 billion in the quarter. We have a continued headwind from FX related to an appreciated Swedish krona against all our important currencies, especially related to the dollar, also the Brazilian real, euro, and the Chinese yuan. In total, we have an FX effect on net sales of close to SEK 7 billion. As regard regions, they increased here across on vehicle and service volumes. That impacted positively except for Asia, where deliveries were stable compared, if you remember, an elevated second quarter last year in China. Going on with the earnings as such, comparing the second quarter this year with the second quarter last year, it is a difficult comparison, but here we can see, of course, that the higher vehicle volume, both related to the gross profits as such per delivered unit and the more delivered units, then, of course, the improved capacity utilization in the industrial side. These were the main explanations behind the improvement of adjusted operating income of close to SEK 6.5 billion-SEK 9.7 billion, giving them an adjusted operating margin of 10.7%. Furthermore, we have a positive price effect on trucks, whereas the positive mix effect was related what Martin was into, to Construction Equipment, where we have increased sales of heavier machines, and also especially in Europe and North America, and that impacted positively. These items are in the gross income, that impacted, of course, the gross income favorably. Looking at the pressure on operating income, they came mainly from increased ambition and activity levels in R&D and also lower joint venture income, negatively impacted by a prioritization effect, a tougher market condition in Asia, and partly also to the fact that we have our fuel cell joint venture, cellcentric here, included fully as from the second quarter this year. Headwind from FX continued here in the second quarter, SEK -1.5 billion, once again reflecting the stronger Swedish krona and specifically then the weakening U.S. dollar compared to second quarter last year. Looking at the FX transaction effect as such then, we expect now for the second half of the year a slight positive impact for the H2 then. We do not provide forecast for the full- year as relates FX and operating income. If we make a comparison more with what has happened this year and then with the first quarter this year, here in the second quarter, we can see that the negative effects on adjusted operating income of some SEK 2.1 billion were mainly then related to lower production output. That was, of course, only partly seen in deliveries. That is due to the supply shortages and also to some extent, higher R&D costs as well as lower joint venture income. We move over to the cash generation, the supply shortages impacted also here, as production material was brought in for critical parts and components to create and restore necessary buffers to limit the risk when bottlenecks can be removed. As Martin said, we should not be, so to say, the bottleneck in this situation. The inventory of new and used trucks were at a low level, in the case of used vehicles, actually at record low levels, that is, of course, a reflection of the lack of supply of new trucks. We have somewhat high non-cash items in the cash flow statement, and that was related to the reversal of the capital gain on the divestment of UD Trucks and had a positive impact on the cash flow related to dividends from our joint ventures of some SEK 750 million in the quarter. All in all, an operating cash flow in industrial operation of SEK 5.9 billion for the quarter. Moving over to the financial position then, it was SEK 67 billion at the end of June, negatively affected then in the quarter by the payout of dividend of over SEK 30 billion in the beginning of the quarter, partly offset then by receiving the proceeds for UD Truck sales divestment of close to SEK 19 billion, and of course, also the cash flow as such. In the beginning of this third quarter, some SEK 19 billion, once again, the proceeds from the UD Trucks sales was distributed to the shareholders as an extra dividend, meaning that we had, after that, close to SEK 50 billion as net cash. By that, we continue to have a strong financial position also going forward. Going into the segments and starting with trucks then, I think we can see here that the improved resilience of the Volvo Group was clearly seen in Group Trucks here in the second quarter. With the production being halted total 4 weeks out of the 12, Group Trucks still was able to deliver an adjusted operating income of SEK 5.4 billion and a margin of 10.3%. The resilience, so important service revenues were at a high level and the cost discipline continued to be good. These were the two main reasons behind this achievement. When comparing with the second quarter last year, we have the same explanation as we had for the Volvo Group as such, improved vehicle volumes impacting positively, also of course impacting positively on capacity utilization. As I mentioned in the beginning, price impacted positively, not at least related to FH/FM range, the new one, for Volvo Trucks. As regard general price increases, they have compensated for the raw material cost increases that we have seen. The lack of new trucks has positively impacted the used truck business, where both prices and sales channel mix impacted positively compared to the second quarter last year. We should remember that last year we had provisions for used trucks, and we also had some residual values impairments. R&D and joint venture income impacted negatively, as did the headwind from FX of SEK 0.7 billion. If we move over to Volvo Construction Equipment, we continue to see high level of deliveries of vehicles and services. We experienced a favorable shift in regional and product mix towards proportionally more deliveries of heavy machines and more deliveries into Europe and North America, where prices are higher. Implicitly, the weight of China with the lighter machine mix decreased compared to a strange and extraordinarily strong second quarter last year for China when business was recovering after the COVID-19 outbreak during the first quarter in China. The shift that was also clearly seen in net sales, where FX-adjusted net sales was up 21%, whereas machine delivery increase was limited to 5%. These positive effects were the main explanation behind the improved adjusted operating income of some SEK 265 million to close to SEK 3.4 billion and an adjusted operating margin of 13.1%. On the negative side, we had the raw material price pressure, mainly from steel then impacting more in construction equipment, reflecting the machine cost structure we have with more raw material included. In areas outside China, we have to mitigate that, introduce price increases to compensate for the raw material. When we take a look on construction equipment as a total, the price pressure in China did offset this and gave actually a net negative impact of price for the business area. The ramp-up of ambition and activities in R&D area impacted negatively, as did the headwind from FX, and that was mainly related to the weaker U.S. dollar for construction equipment. On buses, as Martin were into, we continue to see a demand that is hampered by reduced or hesitant personal mobility around the globe and bus fleets are still standing idle. We see, though, that the utilization is improving, and that was seen in the demand of service and our service revenues. Also, we see a somewhat better general sentiment in the market. Meanwhile, Volvo Buses have done an impressive work to lower the break-even point than last year, and especially since the pandemic outbreak. When volumes come, the leverage becomes good, and that was exactly what happened here in the second quarter when we have higher vehicle deliveries and service sales that impacted positively. An adjusted operating income going from -SEK 500 to a [red zero] due to good work on the cost side, among other things. For Penta, demand and volumes of both engines and service continue to be strong. Supply shortages had limited impact on production as such in the quarter, but is a considerable bottleneck to meet demand going forward. The increases in deliveries were particularly strong on the Marine Leisure side due to strong boating season, where both old and new boaters are contributing to both engine sales and a strong demand of services. Second-hand market is booming, and what they call in the boat business, sleeping beauties are being used again, contributing to the service sales. The increase of engine deliveries in the industrial segment was high, last year then we had Chinese deliveries that already had started to recover. With higher activities in the market and also ambitions on present and future technology, the indirect costs increased in the quarter, which together with the negative FX effect of some SEK 170 million limited increase of adjusted operating income to SEK 270 million, slightly over SEK 0.6 billion of operating income or adjusted operating income, giving a margin of 15.6%. We end, finally but not at least, with Financial Services then. Looking at the portfolio, we can see that adjusted for currency, the new retail financing was substantially higher than the second quarter last year, reflecting, of course, the higher deliveries in the Group. The credit portfolio as such continued to increase, FX adjusted. We continue to see a good payment ability and performance among our customers, and write-offs levels were low, except for some certain bus customers. When we make this comparison, we must remember that the second quarter last year was heavily affected by a general business uncertainty for our customers in the midst of the measure to halt the pandemic and an imminent need then also for many customers to modify their payment schemes to handle the situation. Subsequently, we made substantial credit provisions during the second quarter last year. Credit expenses this year, second quarter, were positive as we have a change of how to calculate credit provision for vehicles in operating leases. That impacted positively with SEK 190 million. All in all, when we take a look at the credit expenses, they are SEK 900 million better this quarter. On the negative side, we have also here a headwind from FX of some SEK 85 million, meaning that we saw an improvement of adjusted operating income of some SEK 850 million to over SEK 900 million. We were back at return on equity levels inside the range of our financial targets here in the second quarter. By that, Martin. I think summary, very clear again. Delivered solid results, managing the supply chain challenges, continue to see a high demand in our key markets, and full focus to deliver, of course, on the order book also moving forward here, and also driving the transformation of the industry. By that, Claes, I think we are ready to open for questions. Yes, we are. Thank you, Martin. Thank you, Jan. Operator, could you please put the first question through? Thank you. If you would like to ask a question, please press zero one on your telephone keypad. If you wish to withdraw your question, you may do so by pressing zero two. There will be a brief pause while questions are being registered. The first question comes from the line of Tom Narayan from RBC. Please go ahead. Your line is open. Hi. Good morning, Martin and Jan. Yes, Tom Narayan, RBC. Thanks for taking the questions. First, could you give us a little more color on the supply side issue on trucks as it stands today? Clearly, it's driving your decision not to raise the market guidance for Europe and North America. Specifically, what are the components most impacted? Is it mostly chips? Maybe what are your suppliers telling you? Secondly, TRATON appears less bullish on the prospects for heavy-duty fuel cell trucks. It seems to be favoring a full electric option. I personally am more in your camp on this, but what happens if they are right and we are both wrong? Could you pivot to a more full electric approach? Thanks. Yeah. First, thank you for the two questions to start with. On the supply chain side, obviously, it has been around different type of components, since a lot of our parts and components today are utilizing chips and semiconductors in different shapes and forms. We have not only seen the very quick recovery, as you're well aware, but also a number of discrete events compounding that situation, primarily during springtime here. We also see that quick recovery also affecting some other input materials, and to some extent also, as you're well aware, the logistical capacity, et cetera. The name of the game is to continue to work very close with our supply chain partners, flow- by- flow. We are clear about our ambitions to continue to ramp- up. We would love to see the market being higher, but the guidance is what it is, given also how we have seen the first five to six months development now. Ambitions are clear. The order book is high, and we are step- by- step then ramping- up. That's also why I made a comment on the cash flow, as you saw, we had a buildup of inventory. We are, of course, stocking up and buffering critical parts and components where we expect that there can be a future bottleneck in case of the imminent ones are being sold. That is, of course, as I said, us not being the bottleneck in the situation. On the second question, what we can say is that, first and foremost, it is important just to remind everyone that the powertrain as such will be an electric powertrain, both for the hydrogen fuel cell systems and for the battery electric system, so to speak. There you have a modular setup where you can utilize the same powertrain for the two type of energy layers. Then depending on applications, you are then having a fuel cell with hydrogen or a battery. It is a range, it is gross combination weights. It is what type of green energy that will be provided, what type of infrastructure that will exist in different parts of the world, et cetera. The two bets that we see here are, in our view, in order to cover all regions and to get to the net zero targets that we have by 2040, an absolute must. Together with a more tiny proportion, but still a proportion of internal combustion engines based on completely renewable sources then. Here is the beauty of the modular system, that you can put these bets on the same platform and not with very specific type of products. You can also say that for fuel cells, it is also important to remember that we see that given the design of our fuel cell stacks in the cellcentric company, also being utilized for a number of other applications in the group, both for Volvo Penta, construction equipment, and buses. Okay. Thank you. Good. Next question, please. Thank you. The next question comes from the line of Hampus Engellau from Handelsbanken. Please go ahead. Your line is open. Thank you very much. Two questions from me. Starting off on your market outlook that was repeated. How much of that outlook is being held back by the shortages that you have mentioned during the presentation? That makes you more confident in that demand being pushed out to 2022. The second question is related on that, and that's related to your order book. Will you open up the order book for 2022 on a broad basis? I know you're taking [orders to orders] here, but on a broad basis, earlier than you usually do, and in terms of that, how we're working on pricing? There's so many questions. Thank you. First and foremost, you are absolutely right, Hampus, obviously, that it is supply deciding the market size for 2021, that's for sure. That we see also with the size of the order book that we are having now in the different main regions. As a consequence of that, if nothing dramatic is happening, of course, the demand is pushed out into 2022. We see that also related to the used truck demand, as a matter of fact, that capacity is needed in the market. We also continue to see a positive underlying development, for example, of e-commerce and others. Having said that's the reason also why the main focus will continue to be okay, ramping- up, take the opportunities as quick as we can get them, where we are also now preparing. In hindsight, you can say, okay, should you have had a structure of the capacity that we had in quarter two. Still, we deem that to be right because now when we will continue to work with it, we need to have the capacity so we are not ending up being the bottleneck, given also what the future revenue streams will mean for every unit that is coming in here. Again, speaking, this is coming from a positive development. We should not forget that. When we see the total market of 290,000, it is a good recovery, obviously, but it's not super high markets. That is showing that the recovery needs to continue here, also just to cover replacement needs, et cetera, moving forward. What was the second one? The order book, when do we open 2022 and the pricing? Yeah. That has, of course, been one of the key elements now, given the volatility in upstream development of input materials, raw materials, and logistics, et cetera, that we cannot have an order book that is too long, because that is not serious vis-a-vis our customers. We need to fulfill our commitments, obviously. So far, we have been able to be ahead of the curve, as Jan mentioned, that is the reason why we have been cautious also for 2022. Obviously now when we move into quarter three, et cetera, we need to gradually start to open up order books so our customers can plan for it. We have a very close dialogue, not only with the customers, but also with our dealers and market companies around the globe here. Again, Hampus, you said, of course, we are watching also the commercial conditions, given the development in the market, as we have done so far also. Thank you. Thank you. The next question comes from the line of Daniela Costa from Goldman Sachs. Please go ahead, your line is open. Hi. Good morning. Thanks for taking my question. If I could ask three questions, please. The first one is regarding your ambitions you've shown at the CMD last year, where you wanted to be, I think, over 35% EV by 2030, if I remember correctly. I'm wondering how that assumption stays now that we had these new European Commission targets last week, and whether you'll have to step up the pace of investment for that. I can ask the questions maybe one at a time if it's easier. I'll come back to the others after you reply to this one. Absolutely, Daniela, thank you for that. First and foremost, we said at least 35% by 2030 globally. When we talk about 55%, and that is so far stated on the [pas score side], and that is not only related to electric, it's about emission reductions. Of course, we do that through electrification, but also through a lot of other means. Broadly, we see that in line absolutely with ambitions, and that's the reason why we have said we want to be ahead of the curve. We want to lead this transformation. What is good about the statement of the European Union about the Fit for 55 is that everyone now needs to step up to create a system changeover. We did it by announcing now the intention with future joint venture of charging infrastructure, but it will require also public initiatives and also investments on the green generation of energy, et cetera. We welcome that initiatives, and now it's time for action for everyone. I think everyone has written their documents now, so let's move into execution mode. Thank you. The other questions, the two ones I have there are very interrelated, so maybe I'll ask them together. One was, I guess you still have some permanent savings coming through the bridge from last year's, and what you did in the end of 2019. You also have temporary savings probably reversing. Can you walk us through the balance of that for the next couple of quarters? Maybe to help also sort of start the base, where do you think your margins would have been this quarter had it not been for the strike and the disruptions, assuming the volumes were what they ended up being? Thank you. Daniela, as you have seen, we are gradually ramping- up the R&D, both as relates ambition and activities, not at least in what we can call the green area. That is happening, and the task for us is of course to make sure that other costs are, so to say, being as flat as possible in this situation, holding back initiatives and ambitions. To some extent, of course, we are helped by the layoff we did, setting a new base, but there will be more of ambitions, both IT, traveling, I expect that you sort of have that in your mind, events, et cetera. It's our task to secure that is increasing, but at very moderate pace going forward, so that we can so to say reveal that money into the R&D side. There will be a continued increase of R&D, and we will do our utmost of also securing stability around the SG&A. What would the margin have been in Q2 if we would have had no disturbances? Well, it's difficult. To answer that, as I said, when I make the sequential analysis for the group, the main difference between Q1 and Q2 is the supply disturbances. We had some in Q1, but of course, on the truck side, much more severe in the second quarter. Besides that, we have, as I said at the presentation, a negative effect on R&D and joint venture. The big effect between Q1 and Q2 is exactly the disturbances. As you have seen, if we take out UD Trucks, the deliveries were not that much lower in Q2 compared to Q1. Of course, we had a total different production output between the quarters. Thank you. Next one, please. Thank you. The next question comes from the line of Agnieszka Vilela from Nordea. Please go ahead. Your line is open. Thank you. Just coming back to the production disruptions. Can you just maybe start and say what you think about the supply chain right now compared to where it was in Q2? Is it better or worse for you? Looking at your deliveries expectations for Q3, do you expect them to be higher than in Q2? Will you be using the summer holidays to build the trucks? Thanks. Thank you, Agnieszka. First and foremost, if we start with the last question, we will utilize the summer break, of course, to produce where it matters. It doesn't matter for us to continue to hold up the whole industrial structure given the shortages that we have seen. We will definitely, of course, hold up supply chains where it matters in order to continue to strengthen, so to speak, the visibility and the right type of buffer levels, even if that will continue to be developed. The situation right now is still, as we have said, low visibility. At the same time, we have seen how a number of the severely affected supply chains have been improved. Some new ones have been popping up. This time we are not stating exactly, or exactly, but the range, for example. There are certain signs, but we also would like to be clear that high demand, again, high order book, we will continue to press. You will hear about disturbances, but it will also be with a target of increasing the level where we are having the input, of course. That is how it is working. If anything, we have removed a number of them. Some have been coming into play, but the net effect is from that regard, positive. Visibility is still low, but of course, we have a crisis organization also working more and more efficient in these terms. Great. Thank you. Yeah, sorry. Just to follow- up also on construction equipment, you see very strong orders momentum in North America, Europe, and South America. How you think about your production capacity also for construction equipment, and also what should we expect when it comes to net of raw materials prices, inflation, and your own pricing? With the increase in North America, South America, and Europe, we have been able to handle the production challenges in Q2 for VCE. Of course, these are increasing all the time. Let's see when we so to say hit the wall here. As we have said before, we are stretching the limit as much as we can, also on construction equipment. As relates to raw material/market conditions or our conditions to customers, we are of course ramping- up also on that side to be able to mitigate the raw material cost increases. That is on its way. Of course, with long lead times and raw material prices that are difficult to predict. There are quarters in different business areas where we could have, so to say, a little mismatch between price and raw material. When we, so to say, step out of this, we will see that we have been able to, over time, compensate ourselves for this. As we said, we are maybe a little ahead of the curve on trucks, but we are maybe a little behind the curve on Volvo CE, but that will regulate itself. Generally speaking, when it comes to construction equipment, we are happy to see also that we have three very strong pillars to stand on now. You rightly said, with Americas, both South and North America, but also then complemented with Europe, not at least in this situation when the expected decline of China will come. We see that it is in the core segment that it is growing. That is very good and encouraging news. We see also a number of the infrastructure builds coming through, et cetera. Interesting times ahead in these core regions for us, and that will, of course, support the resilience of the ABC. Thank you. Next one, please. Thank you. The next question comes from the line of Klas Bergelind from Citi. Please go ahead. Your line is open. Thank you. Hi, Martin and Jan. Klas at Citi. First on the moving parts into the third quarter, looking at EBIT. You will run production harder now, which could weigh on EBIT further maybe, but then we also have price cost, and obviously, as you just said, we see this more in construction equipment at the moment. Should we expect any sort of lagged effect and that this is spreading to trucks? You said that you're ahead of the curve on trucks, but is that a comment that also holds for the full- year? I'll start there. No. We will see more of pressure from raw material coming in here in H2, also on the truck side. As I said, there could be moments where we are lagging behind the curve or where we are ahead of curve. Of course, we will compensate ourselves over the time for this, definitely. Okay. No, that's good. My second and follow-up question is on CE. There is pressure on prices in China and costs are going up. Are you initiating any specific cost actions, stock days, et cetera, which is more demand-driven rather than supply-driven in trucks? Obviously if demand has here starting to fall and you have a price-cost issue, you might have to take actions on cost. I wonder whether you have done that already. What we are doing in this situation is, of course, prioritizing where we can, the more profitable products in general, i.e., the more heavy equipment. We have also done some, as we launched before, localization on the Volvo brand here. We are working pretty intensively with the cost side to mitigate this. Of course, in the end, we cannot continue with the price situation going down. We have to take our responsibility in the market to try to do something to bring, so to say, the market conditions upwards. It's a diligent situation. As Martin said, we have now a situation where we have a better mix of construction equipment output deliveries, which can also mean that we can be a little maybe cooler in this situation. Let's see. It's of course, a squeeze, and we will do our part to get out of that. Thank you. I think also, Klas, just to reiterate and reinforce what Jan said and what I just said before, the very encouraging development we see in the other main regions is, of course, very important for us now also, the Americas, Europe, but also other parts of the world where we see construction equipment market. There we are strong. We have a strong position. We continue to utilize that [form]. It's also where the Chinese domestic players, and actually we are one of them. Yeah. Totally. My own work suggests that you can more than offset through Europe and North America being very strong markets. I just wanted to check in on China. Thank you. Yeah. We have the next one, please. Next question is from Nicolai Kempf from Deutsche Bank. Please go ahead. Your line is open. Hi, it's Nicolai Kempf from Deutsche Bank. Thank you for taking my question. My first would be on the order intake, which looks a bit below the market rate for North America and also Europe in second quarter. Was the focus on the quality of the orders or more on pricing, and can you give a bit more color on this? My second one would be on the current lead times, from the order to the delivery, and how this can be maybe lowered in the second half of the year. Thank you, Nicolai. No, as we said, when it comes to the order intake, exact to your question here, we have been more cautious taking in orders since we are sold out. That is also then bridging over to your second question. We are more or less sold out for 2021. Now also with a lot of things moving in the markets for commercial conditions, for planning, and for having, so to speak, the right quality in the order book for 2022, we have been cautious opening that. You have to see that specific order intake in quarter two also related to the orders that we have had, and the very positive book-to-bill that we have had for quite some quarters now, and what that is giving us net effect in the total order book. For the group, so to speak. Here it's about balancing having the right market conditions that we can stand for and be a trusted partner with our customers, plan for them also the capacity, and also fulfill the promises that we have for the rest of this year. Good. Could we have the last question being put through, please? Yes, last question. Last question comes from Erik Golrang from SEB. Please go ahead. Your line is open. Thank you. I'm trying to ask this in a way it hasn't been, but on the production capability for the second half year, maybe I missed something obvious, but it's a bit difficult to square everything you're saying. Could you help us with any numbers here? How limited are you in terms of producing on the order book that is hit today? Obviously, Q4 is a big delivery quarter for you, and should we basically expect that seasonal uptick to be very difficult to achieve? Exactly how limited are you because of the supply constraints? As I said, Erik, if we start with our internal production capacity and capabilities, we are ready to meet, so to speak, the ramp-up that we would like to have in order to meet this high demand from customers. That is number one. Obviously we are, as I said, working supply chain by supply chain. We are seeing gradual improvements. We are seeing better visibility for certain of the critical components that have been affecting us during quarter two and also a little bit at the end of quarter one. Clear improvements. Some new ones have popped up, but the net effect still has been positive. Of course our target now is to continue to ramp- up during the second half of the year. The best, of course, guidance that we can give now is that we have left also the total market guidance as our best forecast now, and that of course we should take our fair share of that market. Okay. You can deviate quite substantially from the overall market development over the course of a few quarters. Yeah. Again, I think we have been as clear as we can. High order book, good capabilities in our industrial system. Very intense work together with our different supply chain partners, gradual improvements seen, but also new events coming in unexpectedly. For example, temporary lockdowns. We need to be realistic here. Again, I think it's important for everyone listening in to the call also to remember that there is a very strong momentum in our business. The mid-term trends here are very encouraging to see. Of course, a lot of focus is continue to ramp- up to meet this good demand, basically. Thank you. Good. This concludes the Q&A. I will pass back to the speakers for any closing comments. Thank you very much for listening in today, and wish you also a nice summer. Take care, everyone. Thank you. Talk to you in three months. Bye for now.