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Mississippian to Middle Pennsylvanian succession; the Billefjorden Group and the lower part of Gipsdalen Group. TSE 1: Uppermost Devonian to Lower Mississippian TSE 1 deposited in an interior continental sag basin possibly related to initial rift stage in SW. TSE 2: Serpukhovian to Moscovian synrift. These two tectono-stratigraphic elements represent the transition from Mississippian continental interior basins of TSE 1 (Figs a and b) to development of rift basins of TSE 2 in the late Mississippian to middle Pennsylvanian (Figs c and d). The continental interior basins of TSE 1 formed shortly after the latest tectonic phase of the Svalbardian (Ellesmerian) tectonic event. The climate changed from tropical humid to tropical semi-arid in the transition from TSE 1 to 2 (Figs a and d) and deposition occurred during global icehouse conditions.

The Svalbard Composite Tectono-Stratigraphic Element is located on the north-western corner of the Barents Shelf and comprises a Carboniferous to Pleistocene sedimentary succession. Due to Cenozoic uplift the succession is subaerially exposed in the Svalbard archipelago. The oldest parts of the succession consist of Carboniferous to Permian mixed siliciclastic, carbonate and evaporite and spiculitic sediments that developed during multiple phases of extension. The majority of the Mesozoic succession is composed of siliciclastic deposits formed in sag basins and continental platforms. Episodes of Late Jurassic and Early Cretaceous contraction are evident in the eastern part of the archipelago and in nearby offshore areas. Differential uplift related to the opening of the Amerasian Basin and the Cretaceous emplacement of the High Arctic Large Igneous Province created a major hiatus spanning from most of the Late Cretaceous and early Danian throughout the Svalbard Composite Tectono-Stratigraphic Element. The West Spitsbergen Fold and Thrust Belt and the associated foreland basin in central Spitsbergen (Central Tertiary Basin) formed as a response to the Eurekan orogeny and the progressive northward opening of the North Atlantic during the Palaeogene. This event was followed by formation of yet another major hiatus spanning the Oligocene to Pliocene. Multiple reservoir and source rock units are exposed in Svalbard providing analogues to the offshore prolific offshore acreages in southwest Barents Sea and are important for de-risking of plays and prospects. However, the archipelago itself is regarded as high-risk acreage for petroleum exploration. This is due to Palaeogene contraction and late Neogene uplift of particularly the western and central parts. In the east there is an absence of mature source rocks, and the entire region is subjected to strict environmental protection.

This thesis investigates the short-run performance of initial private placements on the Euronext Growth Oslo marketplace from 2016 until March 1, 2021. Initial private placements differ from initial public offerings (IPOs) by providing a simpler and faster way of issuing capital and list on a marketplace. From a novel data set of 74 initial private placements followed by listings, we confirm the existence of the underpricing phenomenon on Euronext Growth with an average market-adjusted initial return of 21.43% and an average market-adjusted 30-day return of 32.15%. We formulate four hypotheses about underpricing on Euronext Growth and test these using four different dummy variables and relevant control variables. A wave of new companies portraying themselves as environmentally friendly and sustainable have been listed on Euronext Growth throughout 2020 and the beginning of 2021. They are often referred to as “green” companies. We classify the sample into green and non-green companies based on the main activities presented in the information document at the time of listing. Applying regression analysis, we find that companies classified as green have significantly higher underpricing, compared to non-green companies, even when controlling for company size, age and market volatility. Our finding counters previous research that has not found underpricing effects from green energy companies when controlling for other factors. However, green companies exhibiting higher underpricing is in line with previous IPO research indicating that firms with greater ex-ante uncertainty have higher underpricing. The 30-day underpricing factor is significantly larger than the initial underpricing factor, suggesting that the “green effect” may take some time to fully materialize. We also investigate whether tech companies, hot market issues in the post-covid period or issues with cornerstone investors, are associated with higher levels of underpricing, but find no evidence that any of these factors are consistently significant on the Euronext Growth Oslo marketplace. nhhmas

Nullvekstmålet for personbiltrafikken er et mål som er fastlagt av myndighetene for de større byområdene i Norge. Det innebærer at veksten i persontransporten skal tas med kollektiv, sykkel eller gange. Målet kan nås med ulike virkemidler som kan være kombinasjoner av insentiver eller restriktive tiltak. For å kunne håndtere vekst i kollektivtrafikken har Bergen satset på skinnegående lettbane (LRT) - Bybanen. Denne er omtalt som hovedpulsåren i kollektivsystemet i Bergen. Så langt er banen bygget fra Bergen sentrum og sørover til Bergen lufthavn Flesland, mens det pågår bygging av banen vestover til Fyllingsdalen, og den planlegges videre mot nord til Åsane. Bybanen må sies å ha hatt en positiv utvikling med stor vekst i passasjerer i de snart 10 årene den har vært i drift. Som restriktive tiltak har Bergen innført rushtids- og miljødifferensierte takster i bomringen i byen, samt en utvidelse i antall bomstasjoner. I tillegg utvider kommunen antall områder med boligsoneparkering, både for å begrense fremmedparkering, men og for å redusere tilgangen til parkering for beboere. Arealpolitikken brukes også aktivt, ved å konsentrere nybygging til områder som er sentrale eller som har god kollektivdekning. Dette skal være med på å redusere transportbehovet, samt å bygge oppunder kollektivtilbudet. Denne oppgaven har som mål å prøve å belyse om banen har hatt en påvirkning på husholdningers bilhold. Bakgrunnen for det er antakelsen om at lavere bilhold også fører til mindre bilbruk, og på den måten bidrar til å kunne oppfylle nullvekstmålet. Datagrunnlaget for studien er i første rekke hentet fra reisevaneundersøkelser som er samlet inn mellom 1992 og 2018. Basert på disse dataene er det gjort 2 analyser, en tidsserie analyse for å se på utvikling over tid, og en regresjonsanalyse for å se på om Bybanen kan sies å være en selvstendig årsak til eventuell endring i bilhold. Studien viser betydelige endringer i husholdningenes bilhold gjennom de 26 årene undersøkelsene dekker, hvor en kan spore en nedgang i bilholdet fra 2008. Denne nedgangen er spesielt tydelig i sør, hvor Bybanen trafikkerer. Hovedfunnet i analysene er at mye tyder på at Bybanen som selvstendig årsak kan forklare noe av denne nedgangen i bilhold. Resultatene i analysene støttes av annen statistikk og forskning, som viser nedgang i biltrafikk og økte markedsandeler for kollektivtrafikk etter åpning av Bybanen. The “zero-growth objective” for private car traffic is an objective that has been set for the larger urban areas in Norway. This means that the increase in transportation demand for people, must be taken by public transport, bicycle or walking. The objective can be achieved with various measures that can be combinations of incentives or restrictive measures. In order to cope with the increase in public transport, Bergen has invested in light rail transit (LRT) - Bybanen. This is referred to as the “main artery” in the public transport system in Bergen. So far, the system has been built from the center of Bergen, southwards to Bergen Airport Flesland, while construction of the line westwards to Fyllingsdalen is ongoing, and planning northwards to Åsane. The Bergen Light Rail must be said to have had a positive tendency, with increase in passenger demand for the 10 years it has been in operation. As a restrictive measure, Bergen has introduced congestion pricing and environmentally differentiated rates in the city toll cordon system, as well as an increase in the number of toll cordons. In addition, the municipality is expanding the number of areas with residential zone parking, this is to limit foreign parking, but also to reduce access to parking for residents. The policy for urban planning is also actively used, by concentrating new residential and office-areas in central places, or areas that can offer high-frequency public transit. This will help to reduce the need for transport, as well as support the public transit. The purpose of this study is to try to elucidate whether the line has had an impact on households' car ownership. The reason for this is the assumption that lower car ownership also leads to less car use, and thus helps to meet the zero-growth objective. The data used in the study were primarily collected from travel surveys, which has been carried out from 1992 to 2018. Based on these data, two analysis were conducted, a time series analysis to reveal development in time, and a regression analysis to see if Bybanen can be said to be an independent cause of any change in car ownership. The study shows considerably changes in household car ownership over the 26 years the surveys has been carried out, where one can trace a decline in the car ownership from 2008. This decline is particularly evident in the south, where the Bybanen is present. The main finding in this study, is that Bybanen may explain decline in car ownership. The results of the analyzes are supported by other statistics and research, which show a decrease in car traffic and increased market share for public transit after the opening of the Bybanen.

Supplementary material 2: Location of logs in Ragnardalen.

Supplementary material 1: Lithostratigraphic columns of the well data.

Supplementary material 3: Geological map used in Figure 2b.