 So, there's a debate emerging, I think about what kind of connectivity will be required to enable full level four, level five autonomy. Right now, obviously, we have companies that are delivering an autonomous experience without any connectivity at all, essentially, but a true sort of commercially viable and perhaps certifiable autonomous experience would be aided, is the wide belief, by connectivity. Precisely what kind of connectivity is the question, and really to enable full autonomy, we're probably talking about vehicle to infrastructure, so that's a big change and that's going to take some time. Well, given the outcry over the potential banning in German cities of diesel vehicles and also other cities across Europe, it would seem there is a lack of alignment, especially given VW's enhanced commitment to diesel announced at the Geneva Motor Show here, so we're not really aligned yet. The good news is public authorities are communicating with the car companies. The first significant breakdown has occurred in the U.S. where you had a kind of a joint effort between regulators and the government and the car companies to bring DSRC to the market as a vehicle to vehicle communication or a vehicle to X communication capability, and this appears to have either fallen apart or to be falling apart and breaking down internationally, so VW certainly is staying in line with at least those public authorities that still believe that that is the best path forward, but you have in the U.S. individual states of the 50 in the United States trying to continue to independently push this idea of DSRC technology for vehicle to vehicle communications, so it's just one example of this kind of a breakdown, but there are authorities, public authorities that are looking at options like Uber, ride hailing services, car sharing that would allow them to dedicate less space to parking, so this is a core area where municipalities see opportunity for more retail or living space in cities and requiring less space for vehicles using advanced technology and networking of vehicles, so we're just beginning those conversations, I would say. So there's three levels for data monetization and management. The first step is car companies collecting the data and finding internal parties to use that data and to pay for the data internally, including dealers for service leads, things of this nature, and then you have external engagement, sort of a level two data extraction and monetization where car companies are selling data either to insurance companies or to municipalities or governments for road conditions or weather information, and then the third level, which is the big challenge, and it is here that's opened the door to this opportunity and a few other players in the market, which is the idea of car companies sharing data between one another, creating an aggregate of data across car companies, which would really maximize the potential value of that information, so at the core of all of this is a proposition that people I think are just coming to grips with, which is the idea that the car is essentially a browser, so just as Google is reaping about a hundred billion dollars in revenue from your online search activity, your driving activity is the equivalent of on road search, okay, everything you do in your car is an indication of intention and that's a really valuable information, and so the car companies are just coming to grips with this, we do have security concerns, we have privacy concerns, certainly those are issues we'll be talking about here today, and I think we're making progress on that front.