 Welcome to the second webinar of the Engineering Rising to the Challenge initiative from Purdue Engineering. My name is Armin Draman, I'm the executive associate dean for the faculty and staff in the college and a professor of mechanical engineering. Now this initiative started last month in May, not only in response to the National Academy of Engineering's call to action that really encourages engineers and engineering ingenuity to tackle some of the challenges posed by COVID-19, but also as an opportunity for Purdue and its larger stakeholder community to really think about how we might engineer the very systems our modern society has come to depend on so that they might be more resilient to such shocks in the future and also might serve society better. Now part of the seminar, a part of the initiative involves webinars like the one you're all gonna be attending today that bring together distinguished panelists who really unpack some of these challenges and then provide a window into what the future might look like. Today's webinar is gonna focus on freight and trucking and industry that we have come to so depend on, especially in this time of pandemic. And I'd like to introduce the moderator for today's panel. It is my honor to introduce Professor Darcy Bullock, the lives family professor of civil engineering and the director of the joint transportation research program here at Purdue. Over to you Darcy. Thank you, Arvin. As Arvin pointed out, the pandemic has brought to light the importance of the trucking on the national economy. $10 trillion of freight moves over our nation's highway every year and there's 116,000 injuries associated with it. What we have tried to do today is put together a panel of experts that I'll introduce in a second that blends academia, industry, and the government sector to talk about what are some of the opportunities looking forward. And I think before I introduce them into tie in with Arvin's introduction with regarding COVID-19, if we, I pulled this figure just last week from some colleagues at INRIX that monitored nationwide travel with probe data. And there was 30 to 40% reduction in passenger miles traveled during the early days of the pandemic. But freight has largely been untouched but has faced many of the challenges. And I think our panel that we have today, we're gonna lead off with Steve Boyd from Peloton that's gonna talk about the technology. We have faculty members, Neera Jain and Greg Shaver from Mechanical Engineering that are gonna be taking a forward look on where the universities are collaborating with the both industry and the government sector to advance the freight logistics field. And then Pam Fisher is gonna wrap it up and talk about what the state of Indiana is doing within the state and with their peer states to help advance this mission. So with that, I am going to volley this over to my colleague, Steve Boyd. Steve? Great, thanks Darcy. Appreciate the opportunity here. Rick Spalkin, you hear me well? Absolutely. Great, fantastic. Okay, so on to the next slide. So we're excited about this ongoing collaboration with Purdue and with Indiana DOT around advancing and improving truck platooning technology. And there'll be more details about this presented by Greg and Neera. And we're particularly excited about the progress that's already occurred with the work produced done that's already improved the systems we have by adding predictive cruise-related solutions so that platooning is improved in terms of having smart powertrains working together and allowing these improved powertrains and trucks working together and platooning, making platooning more effective in hilly terrains and thus deployable over broader kinds of operating environments on the highway. So we're excited about that and excited about the ongoing work. On to the next slide. So across the globe, there's many companies involved with connected automation, connected trucks. This is a sampling of just some of them doing different kinds of things but all of them related to platooning. This ranges from North American players like Volvo, Packard, Navistar and suppliers in North America like Wabco, ZF, Bendix and then in Asia, Hyundai, Eno and others, Toyota. And then in Europe, Scania, MA in trucks and Volvo Europe and others like that. So many players working in this space and it's increasingly an area where many companies have as their roadmap connected solutions on the path to automation, humid-led automation. Next slide. So we focus at Peloton on driver assistance, not self-driving trucks. And we believe that we're about that the practical road ahead is about humid-led automation and driver assist. Solutions that can be deployed now, that can be advanced now and that lead ultimately to higher automation that can improve driver productivity but in a humid-led way. So if you click again in the slide, we focus on this portion of the automation spectrum, the driver assistant portion level one and two. On to the next slide. So as we all recognize in the transportation space, the top mission is to address safety. We must address this growing challenge that even as improvements have been made to crash-worthiness of vehicles and other kinds of safety improvements, we still see a serious challenge with fatalities and injuries on the highway for light-duty and heavy-duty vehicles. The next opportunities are around improved driver assistance, around vehicle connectivity. These are where a lot can be done, also around automation. At Peloton, we're focused on the blend of those things. We need to address these terrible kinds of crashes that occur, high elapses, rear-end crashes, a high percentage of these crashes with heavy vehicles, end-of-cue crashes, many accidents that have been terrible, including some in Indiana, the I-465 incident in Indiana 2019, too many others. So next slide. One challenge in North America has been, unlike Europe, there are no, and in the U.S., there is no mandate. There has been a slow uptake, no mandate for collision avoidance for lane departure warning, whereas in Europe, in 2015, they put in place a mandate for new trucks, and this has already saved many thousands of lives per year, increasingly bringing improvements there. In addition, that structure in Europe means that their trucks, their vehicles are better positioned for higher automation, better positioned for advanced driver assist. So the U.S. has some catching up to do there. We think that solutions like platooning and related kinds of driver assist can help accelerate and bring better safety into trucks faster, into the truck industry. So the next slide, our focus at Peloton is about making the individual trucks safe at all times and then using connectivity so that trucks and drivers can work together. This is with a suite of different solutions that integrate two best-in-class collision avoidance, best-in-class lane departure warning and related systems, and putting best-in-class brakes on trucks as well, as the air disc brakes and the related stability control systems. Next slide. So with platooning, we improve that individual truck. That's the first building block is making sure that each truck is safe for all the time, everywhere it goes. Then with connectivity, we put these safer trucks together, linking up and improving driver awareness, driver teamwork, and allowing the trucks to benefit from look ahead safety ahead of the lead truck, providing better awareness for the driver in the follow truck and that benefit of late safety a near instantaneous connection. So you're able to avoid these kind of crashes where pilots happen and trucks today often falling too close, manually driven. This provides a way for trucks to be operating on the highway as they do today, but connected and safer. Next slide. So this is an overhead view visualization of this that gives a sense of this, the connected safety of trucks working together, operating in a way where by connecting the active safety systems, you really improve the power, the effectiveness of the collision avoidance and the other systems. Next slide. So again, we're about link safety, enhanced driver teamwork and efficiency. And this is all at level one automation where the drivers in both vehicles remain fully engaged and steering at all times using the best of the driver assist systems and the connectivity to improve that teamwork and shared safety. Next link. So we'll show a quick video here. My name is Jake and I'm a truck driver for Peloton. Platooning is where two trucks draft each other safely in order to save fuel. The gap between platooning trucks is 40 to 60 feet depending on conditions. In this demonstration, the trucks are platooning 60 feet apart at 55 miles an hour. Following that close, just watching the brake lights would be really dangerous. Using radar to detect when the lead truck is slowing down might be worse. Peloton's system connects the two platooning trucks with a radio link so that each truck in a platoon knows precisely where the other truck is at all times. When the lead driver uses the brake or throttle, the system tells the follow truck exactly how much brake or throttle to apply to maintain the gap. The system checks and adjusts the gap 10 times a second. When the lead driver hits the brakes, the follow truck's brakes come on at the same time. The follow truck's brakes come on before the lead truck has even started to slow down. So as you can see, the truck linkage allows extreme braking to occur with that gap barely changing in extreme braking, the kind of braking that very seldom even happens in trucking, but provides that linkage in between the safety systems and improves the ability of the drivers to respond and the trucks. So in addition to that link, we have it's linking to safety systems. We also link and share videos so that the follow driver is able to see the view of the road from the perspective of the front truck almost like a window through the truck ahead. They also have a dedicated channel of radio communication so they're able to speak to each other and coordinate improving their awareness, improving their teamwork. Next slide. Drivers are at the heart of what we do. They're part of designing our system. Our system's been built to be effective and empowering for drivers. And that's the heart of our approach is driver centric automation, driver centric and driver empowerment. Next slide. So in this video, you'll see more about that driver teamwork. So we're cruising along now about 62 miles an hour and that's controlled by the front truck. Front truck driver has his truck set on cruise control at 62 and if he has to slow down, we'll slow down with him without me having to touch the brake pedal. Okay, I'll put my blinker on and see what these folks do. Okay, little silver car is gonna let me come over so we're good. Okay, so anyway, you got a sense of that in that video. Seems like it got clipped off there, but that's okay. You can see the driver team with the collaboration and the fact that the follow driver is essentially almost quarterbacking the collaboration rather than being disengaged in any way. They're highly engaged, better teamwork. The drivers, once they use the system really like it. The other thing about that we're doing at Peloton is we're doing integration to advanced systems, integration to safety systems. And at Peloton, we've used best in class safety standards, safety, functional safety validation standards to make these systems ready for road. We've done this in collaboration with folks at PACCAR, work that we've done with Bendix and Cummins and others. And we've used the ISO 26262 standards as well as the SODIF standards. Don't have time to talk about those in detail here, but these are the best practice approaches for bringing these kinds of systems to road operation. And we are, this is at the heart of what we do. Next slide. We use a cloud-based management system to supervise vehicles and ensure they're operating in the appropriate environments. We only allow platooning on multilane divided limited access highways under appropriate conditions. And we exclude construction zones if there are lower capacity bridges or other specialized areas like tollways, these kinds of things. We geosense those out. And this allows then a proper use of the system only suitable approach. And this is a general approach that we think all automation and advanced systems companies should be using. Next slide. So the operating domain, operational domain for platooning are the multilane divided limited access highways in the country, which are most of the interstate highway system, removing construction zones, high topography areas, these kinds of things. And then also some suitable state highways. Next slide. We, with this system with that close following, we're able to then yield these significant fuel economy benefits along with the shared safety and driver teamwork, 10% savings on a follow truck, four and a half on a front truck, shown by multiple independent studies. Next slide. So across the US, we've been working over the years here with partners to establish full allowance for commercial deployment of truck platooning. And at this point now, commercial deployment is allowed in 27 states. This covers, this encompasses more than 80% of annual US freight truck traffic in terms of the relevant highways. And in the state of Indiana, for example, back in 2018, we were honored to work with the state legislature, the DOT and others to move forward a platooning program, a platooning allowance bill that is exciting and allows for platooning deployment in Indiana, platooning testing and deployment. This involves a platooning plan submission as part of the process so that platooning system providers such as ourselves or anyone else, submits to the state about the details of where operation would occur, details of a system and all that, the state then is able to assess these things and make sure it makes sense. Next slide. As part of our overall best practice approach, we were the first truck company a couple years ago, first truck technology company to submit a voluntary safety self-assessment document to put that forward in line with the US DOT federal guidance on automation. This is designed, this guidance is of course voluntary out of the US DOT, but it calls for these safety self-assessment reports to be put forward by providers of higher automation systems, level three and above. Our system with platooning is level one, but we wanted to show in a leadership approach more details about this kind of connected solution that we put forward at VSSA. And we've seen since that time a number of other truck technology companies have put forward VSSAs since that time. Next slide. Over the last couple of years here, going back to summer 2018, we've held a series of fleet trials with customers, diverse group of fleets of seven different fleets and shippers covering different segments of the fleet marketplace. Next slide. And the results from six of these, first six and there's one more in process now with more ahead after that, the very positive results, consistent positive feedback from drivers in the course of many miles of operation. We've seen no heartbreaking events which would be above approximately a point 4G force breaking. Cut-ins have only occurred at a very low incident rates of only one every 600 miles or so. That represents one less than one per shift of a driver. And then in any case where these cut-ins occur, we have smooth dissolves and it's a normal part of how the system works. No safety incidents. And then we've seen approximately 7% team savings across the pairs of trucks in these operations. Next slide. So looking ahead, we have in the US, Pelotons continue to bring forward driver system platooning into market with selected fleets. We have trials underway now coming off the COVID crisis later this year here, all going well with COVID relaxation of rules. We expect to continue these trials to get beta systems out into fleets late in the year and then production systems building on that beta system in 2021. Several other OEMs have continued to develop commercial systems in various ways. And then there happened to also be federal highways and NHTSA projects that are underway exploring best practices around truck platooning as well. Internationally, many OEMs over in Europe are, for example, doing work with truck platooning like MAN trucks in Scania. For example, MAN ran a nine-month trial with the shipper DB Schenker. Very successful, great driver feedback, showed effective operations in Germany. There's also been activity in Scandinavia, including Sweden for platooning a program there, activity by Scania and by Volvo. There's an EU platooning project, a multi-brand platooning project with platooning by multiple of all of the European OEMs that continues into a next phase after a couple of years of previous activity, including a cross Europe activity two years ago that had all the vendors, all the truck OEMs moving truck platoons to the Port of Rotterdam across Europe. In the UK, Australia and Asia, there are also platooning programs including work by Hyundai in South Korea with a platooning system there. Going at looking ahead, we look forward to working with our allies to arrange further allowance in a few remaining states that are needed, but we have enough marketplace already for a platooning to deploy now with over 80% of commercial truck lanes active in allowed states. And then we're working with industry officials on this and other work. We're excited to buy the collaboration with Purdue, work with Cummins, Naxi and others. And looking ahead, we're excited about automated following which is a next generation solution that improves driver productivity. And with that, we can show a quick video on that. Trucking literally drives the economy, but today's trucking is both labor and fuel intensive and out on the road, trucks are unsynchronized and inefficient. At Peloton, we are building the future of trucking. It is connected, both truck to truck and truck to cloud. The future of trucking is automated using drivers for what they are good at and leveraging automation with connected intelligence to replace drivers where it makes sense. Fully automated Peloton equipped trucks will follow behind human driven trucks providing tremendous operational efficiency through dramatically reduced labor costs and increased flexibility while also addressing the growing shortage of professional drivers. The connected automation revolution has already begun. Peloton's platoon pro system is already operational, hauling consumer goods, packages and other freight for major fleets. It is a fully integrated system that has been developed in collaboration with OEMs and tier one suppliers to deliver fuel savings safely. Everything we have built for platoon pro directly contributes to our L4 automated following program. This includes the technology itself, development and test processes, relationships with partners and regulators and brand awareness. Together, these elements give us a significant head start as we work on developing, testing and deploying this near term L4 solution. We are hard at work holding ourselves to the same high level of safety as for platoon pro and putting in the same long hours in the lab, at the track and on the road with our engineers, our partners and our customers. The future is automated. Peloton's connected automation brings it closer than you think. So last slide here really. So this automated follow system, the advantage of human lead automation here is the lead human driver in the front vehicle. What this leads to is the ability to navigate more complex highway environments, the kinds of environments that are really wet freight trucking requires to be dealt with every day, dealing with construction zones, traffic control situations, erratic drivers, weather changes, all the things that are much more challenging for an individual level four driverless truck to deal with. This allows automated following can get to market faster, can operate in wider environments, and most importantly can meet today's ongoing paradigm of highway management, which is that you have humans, you have law enforcement expecting to interact with a human driver, you have the public expecting that if human drivers are involved with trucks, there's a big obstacle ahead for higher automation related to public acceptance and absolutely regulatory acceptance for sure. And the realities are that fleets that we talked to understand that just day to day trucking challenges they face mean that you need a human in the loop. So that's what auto follow allows for and we're not the only company focused on that. Several others are, several other OEMs are increasingly there's a practical reality related to that. Next slide. So with auto follow, you're able to double drive a productivity and you can address these other challenges that are practically needed as you bring higher automation into operation. Next slide. So that's it for my talk and really appreciate the opportunity. Thank you, Steve. I think that's the video is provided a very compelling demonstration of the technology. We're now going to shift over to a couple of our faculty members from Purdue University near Jane will lead us off and they're gonna be giving some perspectives on how to push that envelope on some of the and increase the fuel savings and capability. Over to you Nira. Thanks Darcy. I'm gonna go ahead and talk about our collaboration strategy and our technical approach for extending the safety and efficiency benefits of platooning that Steve talked about to hilly terrain. So our focus has been on algorithm development to achieve this. And we're really looking at improving again, both how well we maintain a platoon gap as well as how well we improve platoon efficiency. And we can do this the latter in particular by reducing drag and reducing engine braking. And those are gonna be things that Greg is gonna talk to a little bit more in the next couple of slides. The algorithm development has been in large collaboration with Peloton and we've done this work in a couple different phases. One of the phases that we have worked a lot on is the simulating or I should say building a simulation framework and using that to actually design and test algorithms that we've developed. And this has been again a collaboration with Peloton on the algorithm design side. And with Cummins on the development of the simulation platform. And this has been particularly useful and underscores sort of the value of the collaboration between us and these different partners because with a really high fidelity and validated simulation framework, we've been able to actually again, not just test the algorithms that we designed but also benchmark those in an apples apples to comparison with other algorithms that already exist. And I'll talk about those in a moment. And moreover, when we have a simulation test better framework, we're able to also look at things like how well these algorithms work over different types of routes with different cargo loaded, et cetera. We've supported though all that simulation work with subsystem testing. So we've run a test at Purdue with our engine test bell on a Cummins engine to validate not only the truck dynamics that are being predicted by our models but also the fuel consumption. So that again, we can have further confidence in the kinds of results that we're getting from the simulation analysis. And then the phase that we're largely in now is on highway truck testing. And this is a collaboration with Bellton and Indiana government. And so it's great to have been able to work on this challenge all the way from algorithm development again in simulation but now quantifying some of those benefits on real trucks. And all of this work has been initiated as a part of a recently completed project that was supported by the Department of Energy. Next slide. So let me talk a little bit more about the simulation framework that I alluded to. It consists of two vehicle models, one for our lead truck and one for the rear vehicle. Those models were developed by Cummins and consist of internal combustion engines, the transmission as well as the vehicle dynamics. Again, our focus has been on the algorithms and we can talk about the algorithms for each vehicle individually. So let me first talk about the rear vehicle. We've explored both fixed and variable gap approaches for the platoon and we've simulated those both with and without coordinated shifting. And Greg'll talk a little bit more about what that means in a moment. In particular, with the variable gap approaches, what we're doing there is we're using look ahead, grade information that we have access to to actually make smarter decisions about when about varying that gap and saying, well, maybe it makes sense because of the greater hills that are coming up or that I'm traversing to actually increase that gap or allow it to decrease to achieve our better really fuel efficiency. From the perspective of the lead vehicle, we've looked at some conventional approaches and those include fixed speed set point cruise control as well as flexible speed set point cruise control. These are both approaches that are currently available. I should mention that flexible speed set point cruise control is actually also known as droop cruise control. And there what's happening is we're using the vehicle load and vehicle speed to infer whether the truck might be on a hill and then adjusting the speed set point temporarily based on that information. We've designed something called Long Horizon Predictive Cruise Control or LHPCC and just like the variable gap control, it's using again look ahead, grade information as well as the speed limit and other information to say, well, how could I optimally drive that lead truck? In particular, we're trying to optimize the velocity profile of that lead truck. And we know that in doing that in driving the lead vehicle more efficiently, we're able to actually get better savings for the overall to tune. Even if that rear vehicle is using a more simple strategy like the fixed gap. And those are the kinds of things that Greg will be able to talk to with some more detail in it now. So I'm gonna go ahead and pass it over to Greg. Thank you, Nira, very much. My name is Greg Shaver. I'm also a faculty member in the School of Mechanical Engineering at Purdue. And I'm gonna share with you a few results of the effort that Nira did such a great job describing there. And so in our collaboration with Peloton using models that Peloton, Purdue and Cummins developed together, we have, I would say, I'd boil it down to three major findings so far. And I'm gonna step through each one of those and I'm gonna move from left to right as I move through these slides. So the first one I wanna highlight, the first major finding is that improved platooning and auto follow of the type that Steve was talking about earlier, the quality of service of platooning and auto follow can be enhanced on hilly terrain through reduced gap tracking errors as a result of all of the following in isolation or in combination. And I'm gonna step through that in some more detail. Those technologies or strategies include coordinated shifting, which could be as simple as shifting the rear truck when the front truck shifts. Lead truck LHPCC, so here LT is lead truck, LHPCC is Long Horizon Predictive Cruise Control, basically using look ahead grade as Nira spoke to or flexible speed set point cruise control, which is often is available in the market today and is often referred to as droop cruise control. What's shown then on the right, so this is just one example that backs up the point, that first point on the left, the results on the right show a portion of I-69 in Indiana in the southern half of Indiana that's fairly hilly. It's not Colorado or Kentucky hilly, but it's still pretty hilly with aggressive grade up to plus minus 5% at different points in time. And what's plotted here is the separation between the trucks that are operating in a platoon versus position over a portion of that I-69 route in Indiana that I was referring to. Our nominal gap and the gap that we would be achieving on flat ground in this case is 16.7 meters. And so that corresponds to the dash line you see near the bottom of this plot. And you see at different points in time, you see gap growth and from longest to shortest, the largest gap growth that our simulations indicate would be upwards of 50 meters if the front truck is using a constant speed set point cruise controller. This is a conventional available today cruise controller that I would say as a control engineer is a stiff controller. It's really trying to maintain a fixed speed. And therefore, this truck will wind up doing a lot of engine braking and it will be harder to follow in a platoon. And that's really in a nutshell and as Nira alluded to in just a few minutes ago to maybe gap growths that are larger than we prefer. If we instead use a flexible speed set point strategy in the front truck, we get a reduction from the red to the blue case. We can get a further reduction if we operate the front truck using long horizon predictive cruise control. Next slide please. So what this shows is what happens to each one of those lead truck control strategies as part of a platoon if we just also include the synchronization of the shifting. So with Peloton system that is built around and depends on and uses V2V communication, radio communication between the two trucks, we can within a fraction of a second shift the rear truck to be consistent with the gear of the front truck. And that works very, very well for trucks that are operating in a platoon that are of a similar model. So in this case, we're simulating Peterbilt 579s with Cummins engines and Cummins eaten and during transmissions. You can see immediately if you go to the next slide now, we can squash this gap growth on this challenging terrain. You know, 30 meters is not a problem. So if we use like what's shown here in the blue case, the droop cruise control aka flexible speed set point cruise control on the front truck, which is available in the market today for single truck operation. And we combine with that a platoon pro, Peloton's platoon pro enable synchronized shifting by way of the V2V, we can squash the gap growth in its worst case, keep it to about 30 meters. If we also instead control the front truck using long horizon predictive cruise control, then we're down around 25. So the couple of takeaways, specific takeaways from this are on hilly terrain, you'd prefer to use a droop cruise control or flexible speed set point cruise control. There are coming to market now for single truck operation long horizon predictive cruise control. You can do that as well in the results we'll get a little bit better. But in any case, I would suggest you stay away from if you're able to the stiff cruise control which people are moving away from anyway on hilly terrain. Together with simultaneous shifting, you can manage this problem in a very robust way. So if you go to the next slide, please. This shows an example. So we've got an overlay of two different platooning scenarios. In both cases, the green dot here represents the lead truck being operated with a stiff constant speed set point cruise control strategy. And then two platooning scenarios. This is not a three truck platoon. It's a two, two truck platoons. The only difference being whether or not the rear truck is operating with synchronized shifting or not. And so synchronized shifting is the case. And the red case, no synchronized shifting is the blue case. Again, this is straightforward to do when you have V2V. And you can see the benefit of around the truck separation in the bottom plot. If you go to the next slide, here's an animation of what that would look like from above. And it's a little faster change than you would see on the highway, but this matches the timescale of the animation up above. And what Steve spoke to and what he alluded to earlier is very few cut-ins. And that's got everything to do with Peloton's approach to maintaining a gap of around 20 meters. And so we want to maintain that gap if we can. In an efficient way, even on hilly terrain. And we're able to do that by simply synchronizing the shifting. And that's what this shows here. We want to do everything we can to discourage that passenger car from moving between the trucks. If and when it does, Peloton has a solution for recognizing that and dissolving the platoon. But we'd like Peloton's system to not have to dissolve the platoon all that often so that we can be as confident as we can be in deploying platooning or auto hop follow and auto follow on hilly terrain. If you go to the next slide, please. So the next major takeaway is that technologies that we understand like single truck, long horizon, predictive cruise control. I'm over in the left hand column again here. The benefits of that are profound on hilly terrain for long horizon, predictive cruise control. Really maintaining a reasonable speed such that it's not too high or too low for a single truck while at the same time reducing significantly the engine braking which allows us to improve the fuel savings of the truck. Those benefits of a single truck add perfectly in our experience across a number of different scenarios including the one I'm showing on the right with platooning. So platooning that gap of 20 meters, even larger gaps we can see the reduction in the aerodynamic drag. So the benefits of platooning from an aerodynamic drag, reduction point of view on fuel savings, we get those and those add one to one with the benefits of long horizon predictive cruise control. So one of the questions we had when we started this work is do they add, does one plus one equal two? And the answer is yes, these are compatible strategies. What that means on I-69 as an example in Indiana is a 12% fuel savings compared to a truck that would be using a stiff cruise control strategy on the same terrain, on the same route. And in about half of that 12% fuel savings is from the trucks using effectively long horizon predictive cruise control. Approximately the other half is by reducing the aerodynamic drag by way of the platooning gap between the two. This is also compatible with the auto follow scenario. So it really, the fuel savings we're talking about it doesn't require necessarily an operator in the rear truck. Okay, so how does that compare to other approaches you might use? Well, what if you did platooning on the same route but you use the stiff cruise controller, use the constant speed set point cruise controller, you would still get fuel savings, but it would only be expected to be around maybe 1.3% per our simulations. And the reason why that's not what we'd like it to be is because the front truck would be doing a lot of engine braking under the action of a stiff cruise controller, which you'd really avoid, hopefully anyway, even for single truck operation. And that engine braking, that hard to follow nature of the front truck is exacerbated in the rear truck. So if the engine front truck's having to brake more than so too is the rear truck. You can see that in this case for the blue line. So you can see we had more cumulative engine brake work to begin with. I'm at the third and fourth subplot here. And then over this maneuver, just shown over roughly two kilometers, a little bit less than two kilometers, we needed an extra 5.6 megajoules of engine brake work on the lead truck in order to maintain the speed as controlled by a stiff cruise controller. And the rear truck actually saw more engine braking because it's also worried about making sure that the gap doesn't get too close. So from 5.6 to 6.3 megajoules from lead to follow truck. We can reduce that significantly just by driving the front truck better. And in this case, what I'm showing is one example with long horizon predictive cruise control. You'll see savings in the front truck. You'll see savings in the rear truck. We've made the front truck easier to follow. And our gap control will be better too. I'm not showing those results here. But the benefits add, if you don't have long horizon predictive cruise control in the front truck, then at least use the flexible speed set point. And that's available in the market as well today. And you can expect on this in this terrain in this example around 7%. So if you go to the next slide, you also can consider the use of variable gap platooning for a further reduction beyond what I just talked about. In every one of the cases I talked about before, you'll see additional fuel savings if you allow the gap to vary on purpose. This is particularly beneficial or be relatively speaking, the worst the driving of the front truck is, right? So you'll see more fuel savings just due to variable gap platooning when you use stiff cruise control on the front truck, then when you use variable speed set point cruise control on the first front truck, then you'll see if you use long horizon predictive cruise control on the front truck. So this is an example of comparing two scenarios, one with fixed gap targeted platooning operation and one with variable gap. In this case, what I'm showing is the worst case, which is the front truck using that stiff constant speed set point cruise controller. And this is just a window, just a section of time. You can see even before we start, we have a more cumulative engine brake work that the follow truck had to do. And remember, more braking causes us fuel. And then over this maneuver, we can instead of having around as predicted here a five 4.8 mega joule increase in the brake work, we can have 2.5. So we can cut in half the engine braking work that the rear truck has to do in order to maintain a robust gap. And in order to do that, in this case, we only need to allow the gap to grow to about 25 meters. So in other results that I won't show today, if we allow the gap to grow even a little bit more, say to 30 meters or 35 meters, we can even reduce the engine braking in the rear truck by more and get additional fuel savings. So in a nutshell, we like coordinated shifting. It can be as simple as simultaneous shifting. We like flexible speed set point cruise control that's already available in the market today. You may be more familiar with it being called droop cruise control. And we like long horizon predictive cruise control. They all are compatible with a fixed gap platooning or they can be combined. And they are key enablers to extending the benefits of platooning and auto follow operation that Steve spoke a little bit about to hilly terrain. Next slide. So Cummins powered platoon pro enabled Peterbilt 579s are in the process of being tested now at highway speeds on hilly terrain in Indiana. And Purdue, Peloton and Cummins have jointly been working together to configure these trucks for different combinations of the technologies that Nira and I just reviewed. And just specifically those are the operation of the front truck with conventional either constant or flexible speed set point cruise control. So we have those hooks and the trucks. We can instead operate the front truck using long horizon predictive cruise control. We can use coordinated shifting which could be as straightforward as simultaneous shifting which we've demonstrated works great with these Peterbilt 579 trucks. We can also deploy, if you will, conventional or generation one constant speed, a constant gap set point platooning or we can use variable gap set point platooning. And this is an effort that was supported by way of both a Department of Energy RPE project that just finished up as well as an ongoing US Department of Transportation and Indiana Department of Transportation project. Thank you very much. Outstanding talk, Greg, I think you gave a nice vision along with Nira of how to build on where the technology has been developed with Peloton. Our next speaker that we're gonna transition to will be Pam Fisher from the Indiana Department of Transportation. And I guess I would make one comment. Several of you guys have found the chat window. We're collating those questions as they come in. So please continue to send those questions in and then we'll have a moderated session on the questions have come in following Pam's presentation. So Pam, over to you. Hello, everyone. Again, I'm Pam Fisher, Director of Economic Development at the Indiana Department of Transportation. And I would like to thank Purdue and Peloton for including INDOT in today's webinar. I've got really exciting news that we just found out about at the end of last week. As we've been talking about all of this platooning technology today, it helps Indiana tell the story to our federal, the federal highway folks about the work that we're doing here in the Midwest. And I'm really excited to tell you that Ohio and Indiana were jointly awarded $4.4 million in federal highway funding to focus on an I-70 truck automation corridor project. So again, our press release for this went out yesterday. We just got the news late Thursday evening. And it seems to be so timely that we have this opportunity to be talking with Peloton, a technology leader, and the team at Purdue that is focused on advancing disruptive transportation technology in Indiana. Again, this project is going to be focusing on platooning demonstrations and understanding of what sort of work needs to be done by the state highway transportation agencies to prepare for truck automation. One of the tasks of this project that we're doing is to address the needs of deployment funded in the grant and the needs of future roadway users by gathering, distilling, implementing, and verifying infrastructure deployments. So while Purdue and Peloton have been talking today about technology specific to the trucks, the state transportation agencies are going to be reviewing what we need to be doing to help companies like Peloton and our logistics partners be successful in incorporating this new technology and their logistics plans. Next slide, please. If you're interested in information about this specific grant, I've got a link here. Again, this is a FAST Act funded project and I encourage everybody that has information or has interest in learning more about this specific grant to check out the back sheet. I've got the address at the bottom of the page. Next slide, please. So this slide demonstrates the number of folks that need to be engaged in order to make something like this possible. So you not only see that you have Drive Ohio, which is the lead applicant for the grant. NDOT has a role also, but Ohio was the lead applicant. But we also have our logistics councils, including Conexus Indiana on the Indiana side. And then we have our university partners, both Ohio State and Purdue. I think that one of the reasons why this application was successful is because we weren't just two state transportation agencies submitting a proposal. We are demonstrating that we understand that it's going to be public-private partnerships that move this technology forward. And we are excited as being in the transportation corridor in the Midwest to be leading the national discussion on the incorporation of disruptive transportation technology into the US interstate system. Next slide, please. So wanted to just again point out that Purdue University will be providing NDOT with technology deployment and technology assistance. And Ohio State will be providing that type of assistance for the state of Ohio. When we submitted this grant application, we included information about all of the platooning research projects that we're currently doing with Purdue, in addition to other disruptive transportation technology research that we're doing with our university partners. And for us to have an opportunity to have N leaders in the research for incorporating this technology in our state transportation plans, it's really excited that our federal partners have recognized the work that both states have been doing. And Indiana and Ohio have also been having conversations over the past several years. And we're also very excited to be two Midwestern states doing technology demonstrations and reminding our business community that you don't have to go to California to have this type of access to talent and technology research. Next slide, please. So the map that you're seeing here, the red lines represent state traffic. However, the gray lines represent interstate traffic. And as you look at I-70, this is one of the largest freight corridors in the United States. And I also want to point out, it's not on this map, but this I-70 corridor that we're looking at is also bookended by two international airports, both in Indianapolis and in Columbus. In the Indianapolis side, we're also home to the second largest FedEx in the US, whereas Columbus has one of the largest intermodal facilities by their airport in the US, incorporating not only air, but also rail. Both states share a lot of similarities between our business communities. A lot of our automotive partners are sharing tier one suppliers in addition to our freight logistics companies also sharing locations in both states. Next slide, please. Now let's talk about, if you want to do platooning in Indiana right now, we went live with our platooning plan application earlier this year. My colleagues in the multimodal division will be accepting platooning plans online. This is the same team of professionals that also review oversize and overweight permits. And so they're quite familiar with specific permit needs of our freight and logistics community. I've got some details on there for you about what type of information are we looking for. It's already been mentioned about platooning. Our number one focus on this is safety and we're excited about the safety benefits that we pursue platooning to have in reducing fatalities and accidents on our interstates. So it's gonna be of critical importance for any of our platooning partners that want to submit a plan. We're gonna need to have information about how you will be dissolving your platoon and then also safety validation information. So taking us approximately 30 calendar days to review plans. I have a link on the bottom of the page if you have questions or you'd like additional information about what type of information we're requesting for the submission of platooning plan requests. Next slide, please. And that's long range transportation plan. So this is exactly what it says that it is, long range planning. An important thing that I wanna point out here is that when we completed our most recent long range transportation plan, both economic vitality and new technology are highlighted of our seven pillars that are in our transportation plan. We are not just focused on moving goods and people on our interstates. We're recognizing that the tremendous investment of taxpayer resources, both from our citizens and from our business partners, we want to be using those funds and not only providing you safe and secure travel and reducing congestion, but also impacting the state's economy and allowing us to be leaders in the incorporation of disruptive transportation technology in our state transportation plan. Next slide, please. In addition, we are leaders in manufacturing and logistics. $650 billion in goods moved through Indiana. Manufacturing is 30% of our GDP. We're second in overall US production only to Michigan and automobiles and we're number one in pass-through highways. As an economic developer, when we have site selectors that are looking for locations, these are critical items for their clients that are looking to maximize the effectiveness of their logistics budget as they are making site decisions. So if we have companies that are interested in manufacturing, specifically in transportation, automobiles, heavy engines, those types of things, it really makes sense for them to be in Indiana because, again, it is such a significant cost savings for them from a logistics perspective. In addition to, they have access to almost 65% of the US population within an eight-hour stride. Next slide, please. Connects with Indiana, another tremendous resource for us in Indiana. They're responsible for bringing together the business and logistics leadership in the state and focusing on issues that help advance Indiana in manufacturing logistics and technology. Connects with Indiana will serve a vital role for us as we move forward with this grant, specifically in helping us engage with logistics companies that may have a role in the work that we're doing and also ensuring that our technology partners, if we have ways to include them in the work that we're doing, we want to make sure we're taking advantage of that opportunity. Another critical thing that connects us to Indiana, a role that they provide, is a focus on talent and workforce. And so that not only is for high schools, but also for bringing together internship opportunities for Indiana students to engage with our business community. Next slide, please. Again, members of the Connects with Indiana Logistics Council really want to highlight Cummins. You're going to see Cummins, they are so actively engaged nationally in research for the types of activities that we've been discussing. We could not be more proud to have a company like Cummins be headquartered in Indiana. And we are incredibly appreciative of all of the work that they do, not only with Indiana, but also with our university partners and other business partners. In addition to what I've already mentioned, FedEx has their second largest headquarters outlining Indianapolis International Airport. And again, leaders in transportation technology highlighted at the most recent Purdue Road School in March of 2020. Next slide, please. I wanted to touch on one other research project that we currently have between INDOT and Purdue, where we are assessing the feasibility of electric roadways in Indiana. And again, this is for interest to our freight logistics partners too. Professor Nadia Gritsa is the lead investigator for this particular project, in addition to having other colleagues and professors from Purdue that are participating. So we're interested in not only figuring out how can technology be used for platooning, but also if there were a way for us to use our roadways to support electric charging for trucks that are driving over Indiana roads. We are currently looking for a suitable location on one of our interstates for the incorporation of a charging technology project. And our assumption is going to be that we're focusing on I-70 and we hope to have an announcement of where that location for that project will be. Next slide please. So Purdue is also part of the Select Center, which again, it's focused on electrified transportation, a multi-university consortium of which INDOT has been asked by Purdue to participate. And we very much appreciate that opportunity. It's given us an opportunity to understand globally what is happening in terms of electrified transport, but also given us the opportunity to work with Purdue and understand can Indiana help lead the discussion on in-road charging technology. Next slide please. And Darcy, I'm sorry, we back up one slide please. As part of the Select Team, they are also competing for NSF funding for electric vehicle infrastructure research centers. And it's my understanding that the team on which Purdue is a part of, they are one of eight finalists. And the expectation is that four of those finalists will receive NSF funding. And again, we're excited to hear the news and proud of Purdue for remaining in the running for these funds. Next slide please. Indiana is open for business. I lifted this quote from Governor Holcomb from our press release that went out yesterday talking about this I-70 transportation corridor that I've already mentioned. And the thing that I just wanna communicate to you here is that the governor could not be a bigger supporter of transportation technology that benefits our economic development partners and the academia and our industry partners. We really are looking for ways to drive economic development in Indiana through these partnerships and we're very excited about the news that we received and this opportunity to be a part of this discussion. Next slide please. And this is a slide that tells the story on why we're doing this. So when we talk about us being the crossroads of America, when you look at that slide between 2011 and 2040, you can see that this is where the truck volume is in the United States. And when we're looking at these technologies, anything that we can be supportive of that reduces congestion and most importantly, enhances safety is something that you can expect Indiana and Indiana DOT to be behind those types of projects. And so I know what we're looking at here in 2020 and I'm just very excited to see where this technology discussion is going to go and how we're gonna be able to be a part of helping our partners maximize the effectiveness of this technology in Indiana. I think that's it. Thank you. Outstanding, thank you Pam. We had an outstanding series of presentations. We got questions coming in. Nir, I'm probably gonna lead off with you with one of them. I think Pam's indicated the importance of partnership and I'll paraphrase here. Truck platooning is such a new topic. There's obviously no ready-made classes for students. Can you talk about how Purdue research and industry are working together to provide experience-based education in this space? Over to you Nir. Yeah, absolutely. Something that we didn't quite mention earlier is that all of the work that we showed that we're doing is really has students behind it 100%. There's several undergraduates, graduate students and technical staff that really have worked together very closely to in all those phases of the research that I talked about. And I think that in this kind of work, there's no way for us to really create a class just about platooning. I think that the real way to be ready to be contributing to these technology solutions is to really be engaged with this work. And so in that way, we've been able to engage quite a few students and give them those experiences. I think the other piece that has been really valuable particularly for our graduate students was the fact that because of such a close partnership with Peloton and Purdue, I'm sorry, Peloton and Cummins, our students have had a lot of experience, sometimes through internships, but also through regular phone calls and meetings of interacting with professionals, right? And that's really important just for their own professional development and understanding how to not just do their own technical work in a university setting, but how to engage others and communicate what they're doing. So I think then that way, we've done a really good job. Fantastic, great answer. So our next one, maybe over to Steve Boyd, who's just come in, we've got somebody that's interested in implementation. And the question is, is the Peloton system intended to be a first fit or a retrofit package? Yes, can you hear me all right, Darcy? Yes, coming through good, Steve. Great, great, yeah. So the initial product is a retrofit, but it's done in collaboration with suppliers and OEMs. Specifically, working with a specific group of them. And then they're subsequently working with the OEM in question, we can work towards a factory set and prior to that a pre-wire solution that would be the step before factory set. So it's a retrofit initially. Super, Greg, we had a couple different slides during this presentation. Some questions have come in. Can you talk a little bit about the enabling legislation and where we are with kind of that approval process on testing? Yeah, so Peloton and Purdue's work that I refer to, we already have approval from the state to do our testing here in Indiana. And for the work we wanna do on hilly terrain, there's some really good challenging representative routes in the southern part of the state. A lot of people think Indiana is flat, but the northern part of Indiana is flatter, the southern part of Indiana is less flat. So that's also in the neighborhood of our friends and colleagues at Cummins as well. And so yeah, we're full speed ahead doing testing with these trucks in the state with full permission, approval and support from the state. So it's been great. Thank you, Greg. So Pam, maybe this next one's over to you and this might be a bit more COVID-19 related, but this is the theme of the talk. Could you talk a little bit about what Indiana has done to help the freight industry in this COVID-19 pandemic? Yes, it's important that freight keeps moving while we're all at home for those of us who are working at home. And there was an entire team of state agency officials that had weekly webinars with Indiana Motor Truck Association to talk about issues that impacted our freight partners during the COVID-19 shutdown. That was everything from emergency permitting to requirements for the safety of the logistics workforce to providing opportunities for our logistics partners to purchase food at our different rest stops, which was something that was new. In addition to helping them distribute products that supported COVID-19 PPE. So again, that's the first time since I've been at INDOT in five years that we have had this multi-state agency team that is focused exclusively on our logistics partners. And it was really great to see what we were able to accomplish by having those communications directly with that specific group of stakeholders. Great response. So we've got a bit of a technical oriented question here, Greg, and it's asking about some emerging electric drive train and transmissions. And I guess the general spirit of the question is, sounds like your algorithms are looking at more than just engine control. How is that maturing over the next couple of years as the transmission and engine manufacturer technology is maturing and how you see your research program fitting into that? Yeah, so great question. I would say that the benefits of platooning and autofollow technologies that we've been talking about and those technologies themselves are compatible with the electrification of power trains. So ultimately we wanna be able to, and we're able to coordinate the motion control of the two trucks so that they work well together in a platoon and we can do that really regardless of how the powertrain is making the power, right? So the dynamics, the physics are a little bit different of an engine that doesn't have any electrification versus one that does, but we can take into account those differences in our algorithms, right? And so for instance, if a vehicle has energy storage and there's an opportunity to capture breaking energy on purpose with energy storage that could be a battery or an ultra capacitor or a flywheel, those physics are physics we understand very well and we can augment the models we use to develop controllers to include that. But the long and the short of it, I guess, is that the benefits around safety and efficiency and driver productivity, they don't change when as the powertrains of the future evolve. So how our algorithms work will be a little bit different but it'll be to the same end. It'll be to improve safety and efficiency of freight movement. Super, so maybe this next one I'll go over to Steve Boyd on and we've got a couple of questions generally in the theme of DSRC and 5G. And I guess the question to Steve has been some dialogue at the national level in this space. Could you comment on where the DSRC and 5G evolution over to you Steve? Sure, yeah, it's a pretty in depth topic but I'll just give a high level answer. And basically there's been an ongoing debate for a number of years here with between a number of parties in the FCC about this very important vehicle to vehicle vehicle to infrastructure spectrum that was set aside about 18 years ago for transportation safety. It's a very important leadership move by the government to create a spectrum for this crucial opportunity to improve safety. The next breakthroughs around safety are related to vehicle connectivity, driver assist, automation, vehicle connectivity is a key part of that. So there's been this debate underway. It's been trending in a direction in which there is a move to open that spectrum up to some other uses. A cellular V to X solution that's been talked about, 5G that's talked about. Unfortunately, neither cellular V to X nor 5G solutions are actually available today in any degree that can be deployed effectively. As a result, DSRC remains the proven and in-market solution. And as a result, the responses, the comments that were received by the FCC about this topic showed 85% in favor of retaining DSRC access of that technology to the full V to X spectrum. However, whatever way this plays out for platooning systems, we have multiple ways to provide the V to V between the trucks, including using future CV to X solutions, if necessary, and there's some other solutions as well. But we believe that right now there's a hardy debate underway that in which DSRC should continue to have a place on that spectrum and USDOT, the state DOTs, much of industry, the automotive industry for sure are in favor of protecting DSRC. And we think that's important for all kinds of high-speed vehicle safety solutions, vehicle-to-vehicle communications. Good answer and it highlights the importance of all of us, all of us working together with government agencies on that. This next question is gonna go over to Pam and it's related to your dialogue and the partnership with Ohio and the general notion. I think both Greg and Steve touched on the notion of platooning and it may appear to other motorists of following too closely. Question for Pam is it's probably gonna be some outreach by the states of Indiana and Ohio and partners. Could you talk a little bit about, just in generalities, maybe not specifics of that particular case, but how you envision some of the outreach between Ohio and Indiana in support of this US DOT award. Over to you, Pam. So it's always gonna be important for us to determine what's the best way for us to educate our stakeholders on this new technology. I think that Steve mentioned earlier, the discussions that he had had with Indiana back in 2018. And I think that while we have this sense of excitement about this technology or any of this disruptive transportation technology, we do have to recognize that for the lay person that doesn't have a background in transportation or in engineering, that this can come across as big, scary things. And in order for us to be successful as policymakers, not from an engineering perspective, but as policymakers, we have to be strategic and how we communicate the benefits of this technology and then also how we communicate things like the safety message, which is always Indiana's number one concern for, I'm sorry, and that's number one concern for anything that we do. And then this issue of fuel savings and labor cost reductions, all of these things have to be part of the story that we are using to educate our stakeholders. Thank you, Pam. So I think really good point on highlighting that communication aspect out to the public. Greg, over to you. Here's one, I think you might have touched on it, but it's probably worth reiterating. It's talking about the cargo load makes a difference in driving performance. And I think you talked about on how you might adapt, but I wonder if you might have some comments maybe from the shippers perspective if they start, maybe start, is that something they need to think about or is that strictly a vehicle-centric issue? Over to you, Greg. Sure, so a couple of things. So Peloton system already estimates the mass of the vehicle and already, and Steve can speak to this better than I can, so jump in at any point, Steve, if I get any of it, not quite right, but in addition to estimating the mass of the two trucks that are interested in platooning, if you will, it also, the Peloton system can also determine which of the two trucks breaks better, and you've always put the better-breaking truck in the rear, so that's one thing. The second thing is that the algorithms that we're developing and have developed with Peloton take into account the masses, including the differences of mass between the front and the rear truck. And so we have many more examples in our analysis of variation in mass, and what I'll tell you is that in broad strokes, we've not run into any situation where we ran into trouble because of differences between the masses of the two trucks, in part because Peloton's platooning controller and the other algorithms that we've developed together for the front truck incorporate that change in mass because it is something you can estimate quite well in practice. So that's one thing. The second thing I'll say is that the models that we've developed together with our friends and colleagues at Peloton and Commons that Professor Jane that Neera spoke to, they also include that the impact on the physics of differences in mass. So these are things that you can, the impact of cargo mass is something whose impact you could predict ahead of time before you have to go run your trucks, using the types of models, exactly the types of models that Peloton, Purdue and Cummins have developed together. In fact, as you reach out to or continue to collaborate with your truck technology providers at companies like Peloton and Cummins, they have ready access to these types of simulations, right? To augment any experimental work you might do. So I don't see any issues with the kind of cargo mass variation you see in the US and then your deployment strategy for what combinations you combine with platooning as I spoke to today. They may be a little bit different, but you don't need to be surprised by those, you can plan ahead and work with a Peloton around that sort of thing, if that makes sense. Super, so maybe one last question, over to you, Steve. Go ahead, Steve. Just a quick, just follow on comment there to that one on that in the previous topic that Pam covered. Yeah, regarding mass, one thing I didn't get a chance to underscore that I think Greg referred to just now is we always put the heavier truck in front, the truck with the longest stopping distance is always put in front and we do that by our ability to detect the mass of the truck and its cargo that it's pulling using, looking at torque, looking at the power needed to move that load. So we're able to put the heavier truck in front, that's part of the ability to get that closer following distance. The other thing was in terms of public acceptance and understanding of closer following by platooning, the fact is on the roads today, trucks follow close with manual operation today. Trucks are too close together today. Platooning provides a way for closer following to occur that's connected, safe, and is using best-in-class safety systems on each truck that are linked. The drivers of trucks today, the reason they pull together closer is they don't want cut-ins between them by motorists, which becomes unsafe. They wanna avoid that, they're generally moving, they're always generally moving slower than the other traffic and in most states there's truck speeds that are lower, speed limits that are lower than the passenger cars. So the trucks are generally in a lane, they're running closer together, we're trying to provide tools that help the driver to do that better, safer, more efficiently. Over to you Darcy. Super, so there's one last question, I'll ask for a quick answer from you, Steve, on cut-ins, are cut-ins detected by the vehicle or the driver typically or both? So both, but the system automatically detects the cut-ins and separates the trucks if a cut-in occurs, however, again, the power of the driver is that better intuition anticipating what a vehicle is likely to be doing as a exit ramp approaches vehicles can cut through to try to make that exit ramp, these kinds of things. So with our driver teamwork system, the drivers are working together and as you saw in one of the videos, they literally were dealing with that kind of thing in that video where cars may be maneuvering around them and they're anticipating and dissolving if they need to prior to a car cutting in or dissolving if one does, even before the system may detect it. But the system, the radar detects a cut-in and dissolves automatically if for some reason a driver does not. Awesome, so Pam, maybe one final word, I think INDOT is, I don't think the timing could have been better on the I-70 reconstruction project that is underway. It seems like from the downtown Indianapolis all the way to Ohio is under construction. So I guess I would say INDOT couldn't have timed it better to be doing that construction project for renovating and bringing I-70 up to modern standards. I didn't know if you wanted to maybe make a one-minute soundbite before we wrap this thing up on what INDOT has done with I-70. Well, I would just say, Darcy, that those Purdue educated engineers know what they're doing when it comes to planning for transportation improvements. But again, I think that we have an excess of $100 million in improvements to I-70 planned, including the addition of travel lanes, all focused on recognizing that that is a critical freight corridor, not only for Indiana, but also for the United States. And it's important that we're able to help our logistics and freight providers quickly and safely move their goods through Indiana on I-70. Fantastic. So with that, Norma, I really like to have to lead the audience and a round of applause. So I will be a silent clap, clap, clap into my speaker here to thank Steve, Nir, Greg, and Pam for an outstanding presentation. The Q&A was wonderful. I have listed each one of their emails up there. I'm certain, based on all the questions that I didn't get to, colleagues at Steve, Nir, Greg, and Pam, you will be getting questions. I apologize if I didn't get to all the questions. I tried to pick ones that I could paraphrase on this. And with that, this concludes the advancing driver-centric automation webinar sponsored by Purdue University, but really a strong collaboration with our partners at Peloton and Indot. So thank you, guys. Thank you very much.