 Okay, you are live. I'll drop the live stream link in the chat, and you're set to go. And I'll send you back as host Andrea. Yeah, perfect. Thanks, David. So I'll start first with Renault the policy if you agree. Linux Foundation meetings involve participation by industry competitors, and it is the intention of the Linux Foundation conduct all of its activities in accordance with applicable and trust and competition laws. It is therefore extremely important that attendees at the meeting agendas and be aware of and not participate in any activities that are prohibitive and applicable U.S. state federal or foreign and trust and competition laws. Examples of types of actions that are prohibitive and limits foundation meetings and in connection with the Linux Foundation activities are described in the Linux Foundation and trust policy. If you have questions about these matters, please contact your company council. Or if you are a member of the foundation for free to come to the entry of the growth of the firm of gas near up to growth LLP, which provides they will counsel to the foundation. I believe it is committed to creating safe and welcoming community for all more information. Please visit our Appalachic Code of Conduct. Perfect. Thanks, everybody for joining us today. We're going to have a very special meeting and we're going to have a speech by DFDF and Data. It's the mic for Darden. On FluidTUID. So I would love to let you stage Michael at once for him to have the speech and to tell us about the solution. Michael, please say the word. Thank you very much. Appreciate it. So the FluidTUID as we like to be able to call it, the TUID is a very serious subject that we thought needed a catchy name and we're not locked into the TUID name, but for the introductory purposes of FluidTUID will certainly serve the purpose. My name is Michael Darden. I'm the CEO of DFM Data Corp. I'm proud to be here today to introduce you and request for the expertise that you have in thinking and in experience to be applied to a concept that we think will be very influential in digitizing or digitalizing the supply chain in logistics space. We noticed that there was some commonalities in the cash or order to cash cycle and in the factoring business and in trade finance and when Andre and I had an opportunity to be able to speak we thought this was a good audience to be able to share this with. So with that I'm going to kind of just kind of set the ground of a transaction as being a simple transaction between two people or two companies that know each other and it all kind of starts with the fact that one company says that they need something from some place and they're going to generate a purchase order for that to take place from somewhere and the sourcing of that information is identified through a shopping mechanism of who the retailers are or who the suppliers are that can offer that and ultimately when a choice is made between two known parties they will generate a corresponding sales order that relates to the purchase order to make the relationship between the parties. The next step that's going to take place is that there's a tie between the information and what they are promising to deliver with the information and the available inventory that they have to the destination that the what was the order point where the goods were being asked for and this is still part of the pre-planning non-execution side of the transaction again between two parties that know each other the retailer is going to be able to assemble those goods and ship them to their customer for the processing of the receipt and the generation of an invoice so that they can resolve and conclude the transaction between the parties. This takes place with known parties pretty simply by just being able to pay the vendor that's in your system to be able to work with because they've already been established and on boarded and the transaction is ultimately closed from the cradle to grave side of the the simple transaction from a retailer to a supplier but if you just add the variables or some of the variables that take place in a transaction such as the quoting process and the transportation providers that are involved as well as the financing companies the trade financing companies and the factoring companies there's several identities that get introduced by the different participants in the transaction and each of them have to reference everyone else's reference number to be able to make it so that the transaction can get concluded so we look at some of the variables that are involved in being able to make the consideration of how the retailer and the supplier are going to engage and if they know each other they've pretty much established a credit risk and an amount of terms for when they're going to make payments and if they don't have an existing relationship with a supplier or the supplier can't source the materials that are needed there's an onboarding requirement that requires the establishment of the risk and the credit limits and the the terms for being able to do the payments but you can also when you introduce new suppliers bring in additional third parties the trade finance groups that are factoring the the payments or factoring the the merchandise or the factoring companies that are are processing the movements of the funds for the service of delivering the goods all of these these unknowns bring in control numbers that really complicate the process especially when you start to be able to look at today's capacity issues where promise date and actual ship date are oftentimes being edited and changed because of lack of available capacity lack of available equipment to be able to move the transport orders as are required and in order to be able to get the known pricing of what the FOB point is on a shipment between the retailer and the supplier there is a term that is often included in that purchase agreement that is the FOB point that determines who's responsible for paying for the variability of the transportation resource and that transportation resource is either going to be again a known resource or a new vendor that would also require an onboarding of their contact information and their account number and their credit line and such so setting up the the rules for operating with new companies setting up the uh relationships of how trading partners can interact with each other is done over time but in the the moment in the heat of the moment when there is a requirement for delivery of a product and there's not a standard process these variables just stack up on top of each other and become very complex elements of a simple transaction so just to look at the transportation side of this new technologies are coming into the marketplace related to that variability of how to find capacity but ultimately you have a shipper and the the ultimate recipient and they have a load that needs to be sent because of that order that we just talked about but what's happening is that that shipper is not always able to go to just the primary carrier they have to be able to look at what the market will bear and the market then brings them different capacity at different pricing so that they can make an effective decision based off of availability and when they make that decision they are presented with the options that that marketplace was aware of they choose a carrier and that carrier gets selected to be able to go move the shipment but in today's competitive landscape where a marketplace may not have the capacity to be able to meet a specific transportation need the the fragmentation of this marketplace lends itself to not have continuity of the data across the partners that don't know each other and it creates a very confusing landscape of how to navigate the transaction selections because you'd have to be able to interface with so many partners that are doing different parts of the entire ecosystem so in today's world where it's much more competitive to find capacity a shipper is not just looking at one marketplace but they're actually extending their needs to multiple marketplaces and those marketplaces that are digital marketplaces are extending that identification of demand to other partners that are in turn pushing that information to other partners and in turn making it so that we have replicated copies of the same demand all through the supply chain in the shopping phase but this gets kind of washed when a decision has been made to who to select for the carrier and that carrier takes place the only problem is that everybody else that was thinking or looking at that opportunity is still looking that it's a real opportunity but it's already been consummated by someone our concept is that we're seeking to get comments and opinions and feedback and pushback for how this could really influence this industry is that there is a a merger of the information that really should be containerized where that information can hang on what we're calling a transportation unit identification number and at the moment of the the demand and the supply being confirmed there is a certainty that there is future action to take place there's a promise for delivery that has been made and that span from the moment of the delivery to the actual delivery of the payment is where trade finance gets involved and what I think is really relevant here is that the 71 ships with an average of 4,300 containers that are sitting currently off the port of Long Beach are oftentimes having trade finance underpinnings behind those purchase orders and without a promise to delivery date there is an additional tying of capital to transactions for longer period of times than was initially allocated so being able to actually understand the the what I'm talking about by a common identifier being a transport unit ID and tracking that from its original conception of a transaction through the point of payment is the place that we're we're seeking to gain the the commentary of this industry for for executing an identifier that would bring this together and I've added a reference at the bottom of this page for an SAP YouTube video where they discuss the the inner lacing of the information inside of their own closed networked participants and it's insightful but but I think it's still limiting to just companies that are are in the SAP world whereas the transportation unit identification has the opportunity to be able to span well beyond just that that transaction movement of the the tracking and tracing side but actually the the entire shopping and consummation of that load information so what we've we've realized is that as COVID has hit and really pushed this digital requirement of asking for demand or their demand to be met with capacity in the dynamic marketplace there is duplicated loads there are duplicated capacities if not multiplicated capacity and loads and you know when when this was a small segment of the marketplace that was digitizing it wasn't an impactful problem but with the the growth that we have seen in the digital requirements of moving freight there is more uh more inner and overlapping of capacity and demand that is is not being regulated in the the transportation and supply chain sector as it digitizes and this is going to produce a bigger and bigger problem as the digitization takes a a bigger foothold the big problem and uh I really want to thank Dr. Vikus and Mary for his work on being able to to uh put these these uh many of these slides together for being able to really articulate this but the the typical shipping process of the decision to source something and the decision to ship something and the carrier being selected to the carrier response currently this blue box area is um it's really muddy you you don't get a chance to be able to see much of what happens there but it's really when the commitment of cost and expense is being evaluated most of the time load identifiers are introduced after the carrier has been selected and it's been booked and the load has been built and what's left to be done is to sign a bill of lading what we believe is really a change agent for the the movement of monies in microtransactions and uh concluding the the settlement at the end with all accessorial charges so that everybody that is involved as a stakeholder would have complete transparency of the data that they need to be able to reconcile is that at the moment that the decision to ship has been made and prior to the time that the carrier has been selected that there is a creation of a recipe a digital recipe to be able to produce a number and we really took the inspiration for this from the the the air transportation world where there's passengers flying from every airport to every other airport on a myriad number of airlines and it's a pretty seamless process because of the fact that we've identified a reference number at the moment of swiping the credit card and saying I'm taking this flight and by having this reference number produced at that point it really unlocks not just the flight but the airline's capacity and the hotels for the city that you're going to and the rental car that you might need when you get there and can tie all of those transaction elements to the booking reference number the place that the payment was assured but in our industry in the logistics and supply chain transportation industry we don't currently create that number most systems produce a shipment number a sales order number and that sales order number is unique inside of their own system but when you look at it in the aggregate it doesn't allow for a uniqueness characterization which is why we offer a recipe for creating the transport unit identification number and we looked at the the environmental elements of the fact that anybody who's going to be doing this is a business and they are going to be some sort of of identified business here in the states with a federal tax ID number or an EIN number and anybody who has a business also likely has a phone number and that that phone number has some country code that's leading it to be able to identify where their their origination of their their order is coming from and again like I mentioned all companies have some sort of an internal load ID number that they produce but that load ID number really isn't quite randomized enough but if you were able to combine to concatenate those three elements of data and run them through a mechanism that's called hashing which is often used for passwords security and other forms of data that are based off of generating identity these unique characteristics of this hash could be produced at the earliest stage of a confirmation of the the need and the supply and use that T U I D across the entire use of that transportation or that orders life cycle so there's some interesting elements that happen with hashes just to and I know most everybody in this group is from the sig of being able to work with hyper ledger so hashes are not a new concept for you but the the programming language already have tools to be able to utilize the production and reading of hashes and it's really a way to be able to produce and verify that the the identity of the people that are activating or utilizing or accessing the information from this number they're the only ones that would have access to this number randomly putting in numbers to be able to try to access the transaction would be a futile effort we've seen with some computer and and sophisticated technology of hacking that people can you know do especially now with mining operations as sophisticated as they are that there is ways to be able to engineer ways into hashes there's lots more to talk about in that space but the the concept of being able to take the the variables of the transaction and of the shipper and converting it into the hash is the the idea of how to be able to organize the fragmentation of the industry so this is kind of an example of what that might look like the the tui generator would recognize that the the shipper account from the ein information has attributes to it for and including the shipment that is leaving so they have some things that are company based related to their ein and their country and their their profile account but the supplemental information for that of what's important for the shipment get incorporated into the tui generator that produces this visibility of that same numbered identity being used through each one of the different communication touch points that need to be able to reference that transaction through the lifecycle of the order so we look at it and say if this were the case what would this do to the simplicity and the labor that is currently allocated to being able to match p o to sales order to invoice to bill of lading number to factor reference number and when when a common identifier comes into the beginning of this the trip can begin to look like it does at the airport where you walk in and enter your confirmation number to secure the record that is yours for that period of time everyone in the industry could do this on their own they could create and adopt the mechanism for producing these tui d numbers and have it so that it works just like the airlines do that we have a common way between different airlines to be able to reference the same thing and with this first as vic refers to it of the thin edge of the thin edge of the thin edge of the opportunity we really see four plausible ways that that that industry as fragmented as this is going to change and there there is a possibility that one marketplace participant that is currently got a very small segment of the market would end up owning with a better technical solution anything that anybody else could do but here in the continental united states dollar marketplace and the likelihood of one winner winning is is is unlikely so we don't think that's very viable but the one that does make a lot of sense is to be able to incorporate things that are already in existence organizations that have the structure of their industry and their their perspective on what standards should look like and what participants should look like and what governance rules should look like and what technical interoperability should look like could come from a group of industry associations that were interested in seeing the digitalization of this industry come to pass with collaboration and some people call it co-operative but these companies working together in an environment that they were able to share and communicate in a trust environment very similar to the antitrust provisions that were read at the beginning of this meeting it's important to be able to have an open disclosed space or else the federal governments will recognize the need and already have recognized the need for the underlying data and are putting efforts forth with their money and their their their grant programs and their research programs to be able to influence the direction of where things are going to come to or the industry could ultimately govern itself and we think that one of the things that would facilitate that industry governing itself is being able to agree to this naming convention at a stage earlier than anybody else does that wouldn't require anyone to rewrite their systems but would simply be able to identify a way to make that identifier of that transaction transparent earlier on and through the lifecycle so our support our objective what we believe is the approach is this industry governed utility but it's going to have influence from the things that the federal governments have already started to be able to communicate that they're looking for and oftentimes these organizations such as CSCMP that has got their their annual conference going on right now i'm actually at that conference as we speak they they have initiatives that are are aligned with being able to digitize in this space and they're seeking to be able to collaborate with other industry associations to be able to make the the digitalization of this space come to fruition so the key to this is having that governance model the participating non-profit entities that have been advocating for their constituents and their audiences they need to have a place where they can gather they need to have a place where they can discuss and ideate about the things that need to be handled in the system but they can't handle on their own that require participation from loosely digitally structured working groups that allow for that ideation to be able to be considered by the working groups participants and for them to be able to make recommendations to the steering committee about how to be able to implement those changes from a governance model perspective and this model has been vetted through Dr. Blockchain John Greaves has been involved in our program for a year and a half as our steering committee chair he and Dr. Denise McCurdy have done really a phenomenal job of being able to establish the the underpinnings of this governance model up to and including the fact that we realize that we can't have the majority of seats in the steering committee we have to be able to give those seats or provide the access to those seats to the community to be able to become part of the self-governing community and part of this presentation today is to be able to communicate that we see ourselves in the ability to serve in this operating capacity but that's transformative over time as there's more committee members and working group members the equity in DFM data corp is divisible by the number of participants that are in the ecosystem they literally own the portions of DFM data corp that run the business side of the entity so our objective was to be able to help facilitate this industry's adoption of the digital efforts and we've taken some steps to be able to do that we've created this entity that has the shareholder model to create equity of those participating companies participating with the governance model where that member led governance model is truly running with the Roberts rule and identifying the the minutes and objectives of of current business and future business and prioritizing objectives we've also built a membership website that facilitates that ideation process that goes through the working groups and up to the steering committee so that there is accountability of that information as written to a redundant repository and the potential for interconnectivity and transactional interconnectivity is able to be accomplished with an engine and a data lake that we've constructed a prototype for but are really seeking the participation of the community members to be able to stress test the environment that we've constructed ultimately this has to be set up from the customer and the the universe of shippers and carriers working together to be able to standardize the things in this industry that are currently not standardized we don't call transaction orders the same thing they can be called orders or shipments or a numerous number of other names and the objective that we seek to do is to help normalize those terms so that the industry's digital efforts can bring the transaction participants through the life cycle of that order utilizing that transport unit identification number as a container to be able to hold all of that information and agreeing with the governance model how much of that data is available for the constituents of the marketplace so that's my presentation and I welcome comments and and questions the dfm data team has participated in the preparation of this and of the governance model and are on the call and able to engage in conversation as well so thank you very much for the opportunity and I'm happy to take any questions thank you my goal thank you so much that's your time I would encourage the attendance to make questions Michael you know we'd love to go deeper into things it's erica from go ahead gone everything so hey michael my name's eric in canada and a very interesting presentation love the the concept I mean yes standardization has been a big part of a lot of efforts around blockchain these days a lot of different parties are trying to establish a lot of different standards but there still seem to be very data siloed what would you see except everybody jumping on board saying yay if finally somebody with a great idea of standard shipping IDs what would you say is the biggest challenge because I come from the logistics world I've been hearing about standardization and e-airway bills and all sorts of different initiatives around around electronic transportation documents for about 20 years and you know we haven't made a whole lot of progress around standardization I agree I agree with with all of that the the standards work has really become focused on the places where the technology was deployed first if you really think about how UPC codes and barcodes on product were so disjointed when they first came on the marketplace and cash register systems didn't have a way to be able to produce a a multi code reader and at the early days of being able to put labels on products for scanning a cash registers there was very low level of compliance and acceptance but as soon as the bodies the the GS ones the IEEE's of the world that they focus on a component of the supply chain or a component of an identified beginning and end of a transaction that's typically when those standards get stickiness and when we spoke with John Greaves a couple of years ago about this area he was was kind of flabbergasted about the fact that the the gap between the standards that happen inside of a manufacturing operation for best practices just stop at the dock door when they're ready to be picked up by someone else and I think in the past like you said over the last 20 years there has been discussion about what could happen with an e-bill of lading or what could happen if there was but there wasn't a need for it the the capacity was just expected that when you needed a truck you could just go get a truck and it might cost a little bit more if you couldn't get one of your favorite guys to be able to do it but in today's environment where we're looking at a a bullwhip effect and an over buying of everybody in the marketplace that is consuming capacity and making it that people and companies are paying four to 10x what they were accustomed to paying just to secure capacity the demand for standards and interoperability is is is higher than I've ever seen it in the 20 years that I've been in this space so the challenge at this point is I think everybody that is in the supply chain space who's now got the spotlight on them is is having to shine in very difficult circumstances and those very difficult circumstances are going to require us to be able to be more accountable for information than we have been before and just saying it was on the ship and it's on its way across the ocean isn't good enough anymore we need to know the track and trace and visibility of each one of those and the only way that that's going to get addressed is not for every company to just go yeah we're in but in our assessment the intermediaries that are the digital enablement partners what we call is contributing members they are the ones that could facilitate this adoption of a tu id and have it into production in real time being really impactful quickly so our challenge at the moment is two fold one we want to be able to find supply chains that are from a good example is an OEM where they're manufacturing multiple raw material parts that go to a manufacturing facility for sub assembly that go to another facility for assembly and then go to another facility for distribution when those multiple leveled supply chains are seeking this level of visibility the identifier for them is a magic number it literally is a recipe that they can bring to their entire ecosystem and say i'm using this mechanism this is the shortcode to be able to use it it's an easy integration to do let's get started so that's our target at the moment is to be able to get some of those those multi level supply chains to be adopting the tu id mechanism so that as the the cross-pollination of those third party and fourth party providers are touching the tu id they are experiencing the benefit of being able to have the visibility to that level of detail of the transaction michael can i add to that or just give us please do yes sir yes sir um one way to look at it is a lot of the previous standardization efforts have focused on the standardizing the transactions and typically the paperwork and the method and the definitions mechanics etc that is complicated and that you get a lot of people disagreeing about how to do that so then things don't standards don't advance as quickly as one would hope what we have what we're talking about in this particular case is a much narrower concept it's standardizing a single identifier which can be used in anybody's documentation or anyone's system if a system if there's a system out there that can accept another data field it can use the tu id so the idea is to get that being used hopefully in all the systems that are out there right now in any form the key is that if you generate it to to it when you conceive a load and you communicate that to it directly to the intended consignee or recipient they now have it have a clear identifier of what they should expect to receive they can ask they'll start to ask the people in the process the hey there's 20 trucks at the at the gate which to it is it what you're to it i mean it'll take it's a much smaller standardization challenge attempt than most or virtually anything that's been that i've seen done before and it's to try to just crack open the thin end of the thin end of the thin end of the wedge because the layering of data on top of it as we all know from from a hyperledger perspective is is able to be controlled of access and and provisioning based off of roles and timing and statuses and all sorts of things that can be laced on top of it but the first step is we got to call the same thing the same thing no matter who's looking at it does that answer your questionnaire it kind of does i just see that it's an extra data field like you just mentioned that's on top of a whole myriad of extra data fields that we've had in the industry for a long time and haven't been able to standardize so you know it isn't like you i mean you mentioned your airline right your airline taken as ticket has a booking number well in air cargo you have from a data field perspective you have the shippers invoice or p o number uh then you have the local truckers picking up has a reference number then you have an freight forwarder that has a house airway bill number and then you have the airline has a mass airway airway bill number um and we haven't been able to to standardize all these fields in 200 different countries and you know trillions of dollars of transportation uh it's going it's going to be a challenge to add another layer of data yeah it's it's your standard that's fine and there's a recipe to it i kind of get it but but where's where's the value if everybody still has a data silo well the value is that the value is that all of those other numbers now mean much more to the full transaction and if somebody especially when they start talking about trade finance which which may cover a big segment of that process maybe even end and the fact that if they're i mean either you're going to take each of those individual step numbers codes and create a direct create the association and record it which i mean this is a lot of what hyper ledger and so on is trying to do so you can either do it as a chain of all these little pieces or there could be one backbone skeleton field which goes from beginning to end and the idea is that this is not adding much more complexity to the existing system but in terms of for example error checking it would be huge yeah but it's an intentional complexity that's being added for the benefit of the parties that are moving the transaction it's not just another random number that came in it's intended it's the parties are are are somewhat identifying that that we're agreeing from the very onset of what we're going to be calling this and right now that is such a huge problem across the dynamic market of the providers that haven't had a pre-existing relations with people so if you want to build if you want to do the things that the airline industry does where your booking includes your rent your car rental you either have to build up the individual associations between the variables and the different ecosystems maybe multi maybe many to many or the alternative is to generate one at the outset and just use it everywhere and then you can have all the others if you need them if they're already there it doesn't hurt but having that having a single ID from inception to cradle to grave is especially in the case of what we're talking about which is it is self you can self generate it it's a recipe it's not some God like process giving it to you you can make your own your SAP system can generate itself that that's sort of the intent behind the thought is that if something were like that existed that we would get a couple of big start with some big shippers some big receivers starting to ask for it and it'll be it won't be that hard to add it so people will and once it exists now we can build all kinds of interesting new initiatives new products new services as the airline industry has and in this case those are now things that are needed I mean I'm I'm literally here at the CSCMP show and every one of the sessions that we're talking about is the fact that people don't realize how bad this is yet that they don't realize how how displaced the the empty shipping containers are how displaced the chassis are how displaced those pieces of equipment are that are going to need to be called into use and if the optimization of those assets is what everybody at this conference is talking about because you can't produce enough new factories for the supply chain changes that are taking place you can't produce enough new vehicles or enough new new you know semiconductor chips in a short enough period of time because of the fact that there's been a pandemic and the demand cycle has changed so dramatically I'm I'm not a trade finance expert but the the thought of these 71 containers that are sitting out of the port and a trade finance company made an agreement to be able to underwrite that transaction of that purchase order and it's sitting there gonna be for the next six or eight weeks that that's that's money that is committed that wasn't planned for that there's there's exposures that haven't even been been considered yet that are the the the the the pins are already in motion to be able to make them happen us as an industry we believe it's the right time to be able to really take control of the 20 years of digital time that the market has evolved but that the supply chain hasn't had a chance to be able to really take on that that big initiative of standardizing instead they've had deregulation and companies that have stepped in with splinter solutions for specific things that they can sell to an individual company as opposed to addressing the big problem thank you Eric appreciate your question anybody else would love to make questions to it's a very good one by the way Michael uh I can tell you that from my perspective you know being a trade finance specialist the problems we containerize created problems to the whole industry yeah and their problems that are going to take a couple of years to unfold just from what's happened already absolutely to be back to normal it's going to be quite trouble one well it's funny i'll just touch on one presentation i watched earlier today that was that had a panel from e y and delta freight and home depot and um you know that these companies have never ever had a problem accessing capacity from their trucking providers because they've built good relationships and they've paid their bills on time and they've never seen anything like this i mean you have supply chain managers that have been doing this for 20 and 30 years it is it is an absolute change that they are selling to the carrier why the carrier should come to their location to be able to pick up why they should take their freight instead of someone else's freight and this is just the beginning it's going to get worse and controlling the information in a standards body mechanism will allow us to be able to work towards the optimized market in the optimized state whereas in the commercial market that i believe is unfolding here in the united states with the digital freight matching providers they've built systems that are collecting price variability from carriers and their price acceptance to that variability and shippers price variability and their acceptance to it and they're they're looking to make money and they're making the gap between the two of them and calling that into a governance model that facilitates some some rules and and and consistency around how to treat trading partners and how to maintain that information is is the space that that i think is is a missing element of unstructured data at the moment that the tuid really could facilitate the beginning of the categorization of that information from a marketplace perspective and there lies our big opportunity that's what we said so andre we shared with you the white paper i think you we were going to put that up on your your wiki page and we thank you very much for the opportunity to be able to to present to your audience yeah i will upload them you know maybe tomorrow i dream day to stay tuned i will post you in this so very soon i will tap right people you see the slides today two days mean and the live recording we're just going through super yep any other questions happy to be able to to answer while we're very good andre thank you very much for getting us set up for us well it's my it's my pleasure it's my pleasure michael thanks for this presentation it's really i think the subject is quite complex but definitely interesting and fundamental in order to go for a similar restriction which is essential i mean if you want to teach guys the whole stuff so it's me who thank you so much for giving so many highlights let us understand what's going on in the usa thing so thank you very much she nobody else who wants to make questions i mean i would love to let you go and big good bye to everybody and let's see you today and let's welcome you again in the next meeting on to have a new one in eight days now so hope to see you soon thank you andre bye everybody have a nice evening