 No? One, two, three? One, two, three? One, two. Nice to see you. Yeah, yeah. Always, always. That was just, okay. Bonjour. Uh, no. Did she get a print? Did she speak? No. I always have a problem with her iPad. It's always very risky using an iPad. That's the technology. New technology. The fastest paper ever written. I'm standing. I think they're there. Ah, okay. Would you like them? Yeah? Yeah. Would you like perhaps maybe to sit here or? You wait here. Okay. Ready for takeoff? Yeah. Good morning. Good morning. Ladies and gentlemen. My name is Reinhard Scholl. I'm with the ITU secretariat. With me is my colleague from UNEC, Walter Nisla. So we would like to welcome you to yet another edition of the Future Networked Car Symposium. We've been organizing this event for many, many, many years. And in the last few years, together with UNECE. So this event, one of you called it, it's the best kept secret. But the secret is getting out. So this event is known for its meaningful and deep discussions. So I've had very good feedback that people who attend the symposium are really getting something out of it. So thank you very much for coming. We have yet another great program. I would like to thank two people who over the years have really helped shape this event. One of them is Rush Shields. So Rush Shields not only participated in every single edition of the event. He was also with his great network instrumental in really shaping the event. And the other one is Roger Langtod who from Strategy Analytics. He doesn't quite reach the record of Russ, but with his excellent network also for many years has really been super helpful in getting this event to what it is today. Some of you may know that today is Women's Day. And in case you have forgotten but you were not supposed to forget it, now is the only time that you are allowed to use your smartphone in the symposium. So I looked at our lineup of speakers. So we have 3D2 speakers and moderators. And we have two women. So that's 6%. Pretty bad, I guess. So it shows the car industry is still quite male dominated. But if you think it cannot get worse, it can. I attended a couple of weeks ago, I attended an event where the head of Government Agency for Communication Security for the Government was addressing an audience of 700 people and he said, Oh, sorry, ladies and gentlemen. But then he apologized and explained why because in the area of information security, cyber security, which is often classified, it's hard to find people and it's really, really hard to find women. So he's only surrounded by men. So it can get worse than in the car industry. So with that I would like to welcome Malcolm Johnson to give the welcome address. So Malcolm is the Deputy Secretary General of the ITU and before that he was the Director of the Standardization Bureau of the ITU for eight years. So eight events, eight FNCs have taken place under the leadership of Malcolm. So if someone really knows this event really well, it's Malcolm. Thank you again Malcolm for coming. Thank you very much. It's on? Yeah, good. Well, good morning everybody and thank you very much Reinhardt for the welcome. Yes, it's one of my favorite events. I think I've been to everyone since I started in ITU 11 years back. So it's a very enjoyable event and I'm sure you will enjoy it. So on behalf of ITU, let me welcome you to this year's symposium on the Future Network car. It's, as Reinhardt said, it's quite a while since we've been running this event and for the last five years we've been doing it with UN ECE. So I'd like to thank UN ECE for cooperating with us in organizing this event and in particular the Director of the Sustainable Transport Division Ueli here with us this morning. In fact, it's the 13th FNC and the fifth we've organized with UN ECE. Over these years, of course, we've developed a very good collaboration between ITU and UN ECE. Both communities coming together and also developing a very good relationship with the industry during that time. And I'm very pleased to welcome here again John Todd, President of FIA and the UN Secretary General Special Envoy on Road Safety. So again, very pleased that John has been supporting this event over the years and third time he's been here with us. So, thank you very much John for bringing your unique perspective to this discussion and we look forward to hearing from you about address shortly. Let me also thank our sponsors. We have three sponsors this year and we rely very much on sponsorship for this event. So, I'd like to thank the Silver Sponsor, DECRA and the Bronze Sponsors Qualcomm and Green Hill Software. Thank you very much for your support of this event, it's very much appreciated. And, of course, I'd like to thank the Expo and the Geneva Motor Show for supporting this event over the last 13 years. And much has changed, of course, during that time. And over those years, the collaboration between the ICT sector and the automotive sector has increased considerably. And I believe that this event has helped to improve that collaboration to sectors. Because the symposium provides a good venue for experts from both sectors to come together to exchange views, concerns and to work out how we can improve our collaboration in the future. So, you'll see a very good interesting program in front of us today. It's concentrating on 5G 5G for the automotive industry. Key challenges related to cyber security and data protection and the role of artificial intelligence and machine learning in the area of future transport management systems. Now some of you know ITU very well, but some of you are new to ITU, so let me just mention that we have quite a unique membership. We have 193 governments, members of ITU, but we also, quite exceptionally for a UN agency, we have a large private sector membership. Over 500 companies are members of ITU. And it's the industry members that drive a lot of the technical work, especially on standardization. And in the last few years we've also benefited from membership from academia. We have around 130 universities, members of ITU now. So, ITU of course concentrates on the critical areas of radio frequency spectrum and international standards. And that's the role that we bring to this discussion. Next year, ITU will hold its World Radio Communication Conference. This is the conference that maintains the international treaty on the use of the radio spectrum and satellite orbits. And of course the new frequency bands for 5G to be allocated on a worldwide basis will be decided by that conference. And this is in recognition of always increasing demand for more and more spectrum for mobile services, but of course also for data digital transmissions. And the conference is essential to ensure that these allocations, the spectrum for these services are made on a global basis so that devices can be used anywhere in the world on these same frequency bands. That's very important to ensure that of course we have these services provided without interference from other services. And it's only through that international treaty that we can achieve that. And of course the coordination of the satellite orbits is also very important. There are a lot of satellites up there and hundreds of satellites up there and thousands coming. A lot of new satellite systems coming along where very small low earth orbiting satellites low cost are going to be going up in the next few years. And some of these networks consist of thousands of satellites. So these will provide very low cost data communication especially to the role areas which is going to make a huge difference to connectivity. And then of course the international standards our international standards ensure interoperability and interconnectivity on a global basis. Again very very important to ensure that costs come down because of the economies of scale of people being able to manufacture to these standards and enter into a world market. So ITU has already made some significant contributions to this area. I mean we've allocated the 79 GHz band for automotive radar. ITU standards exist for the communication between cars and infrastructure. We have a number of standards on the security on hands free operation of mobile phones and we're working very closely with UNICE to ensure that we have secure communications between cars and the infrastructure. And the new UNICE global regulation for vehicle emergency calls references the ITU standard on voice quality performance. And we're working in the UNICE task force on over the air issues and developing the mitigation techniques to counter 18 identified security threats. As a UN agency ITU, almost all of ITU's work is related to the UN sustainable development agenda and of course that has 17 goals to be achieved by 2030 and each of those goals targets 169 targets in all but there's one target in particular that you'd be interested in has been set by the UN that we should have the number of deaths and injuries on roads by 2030 and clearly that is only going to be possible through this technology through transport management techniques automotive radar autonomous vehicles etc. So a lot of goals to be achieved in that time ITU is providing I believe a very valuable platform to address ICT innovation in this area and we look forward to receiving further guidance from this symposium on how we can better address these issues together. So I'd like to thank the program steering committee for being able to persuade so many expert speakers to come along today and I'd like to thank them and thank the moderators for their contribution and let me thank all of you, all the participants in the symposium for being here and we look forward to your contribution to the discussion. So I wish you all a very enjoyable and a very productive day with us here today at the Geneva Motor Show. Thank you very much. So now it's running. Thank you Mr. Johnson for your excellent words. Also from side of the UNEC very warm welcome to all of you and as my colleague mentioned the women's day of today I'm sure that the contributions from the female sector in our discussions throughout the day will show the strong voice from the female side also in the automotive sector. Let me welcome Mr. Yuve Li the new director for the Sustainable Transport Division of UNEC Mr. Li recently joined UNEC but he has he's not the newcomer he has experience in the field of transport and also in the UNEC as the former director of transport in our sister organization UNS Cup in Bangkok. Mr. Li, the floor is yours. Thank you. Thank you very much. Distinguished participants, ladies and gentlemen good morning. It's my honour to join the Deputy Secretary General of ITU to welcome all of you today's important symposium. As mentioned several times today is International Women's Day and that's very important agenda of UN for the gender balance and gender development so we are all trying to mainstream gender issue in our programs so at this special occasion please let me to congratulate all the ladies here on the High Play Women's Day and then you know that now we are living in the network the world and then networked virtually by ITC ISAT and then physically by transport and then the marriage between the ISAT and the transport is important to move forward everything in the world physically and virtually so that's a good combination and that's we have been very pleased with collaboration with ITU and then for this very important agenda of the connected car so that's the future of the world and then I'm also very delighted with participation of the United Nations as Secretary General special envoy for the road safety Mr. John Todd and then he has been working with UN to promote sustainable development agenda and in particular for the road safety and thank you Mr. John Todd for coming to this symposium and then as mentioned by Deputy Secretary General of ITU and then we are now for the whole UN system working for sustainable development agenda and then under this sustainable development agenda we have several goals and targets relevant to today's symposium one is road safety so you know there is for the future connected cars can help improve road safety and then right now the target although for the sustainable development is 2030 but for road safety is until 2020 and then the target in the sustainable development agenda is to cut 50% of road fatalities by the year 2020 but until now according to statistics and also the analysis we cannot see the achievement of this target by the year 2020 so far there is still we see stable so that means no change but how come we can cut 50% and then that is a very tough task for all of us and then this connected car can significantly contribute to that with more control and then to compensate for the human error in the driving and then also improve the overall the safety environment and then the another sustainable development goal relevant to this is climate change for the climate change how to improve efficiency of vehicles you know that for transport 20 to 25% share for the greenhouse gas emission so from the transport sector we cannot avoid emission but how to make a vehicle more efficient that rely on innovation and new technology so this is a way for this symposium we can further discuss, elaborate and find the solutions to really cut the emissions through improvement of efficiency and then one more target related to this is energy for the energy efficiency so this I think your ex was here you know very well for this connected car how it can improve energy efficiency but it's also linked to the emissions so that's the way the meaning for this symposium to the United Nations and then in particular for the UN ECE we have our working party 29 and then it's a world forum for harmonization of vehicle regulations and then that's also the UN inclusive platform for the elaboration of vehicle new technologies and then the regulations and also combination of combination although also mutual support for the new technologies, innovations and at the same time for the government regulatory frameworks so that's for us the UN ECE is working with the governments and also the industry and then to help move forward the new technologies for the vehicles and then for all everything together for the whole transport system one side there is technology for the vehicles but also there are many other sides it's like regulation and also that's infrastructure and then that's and also the future communication between connected cars and also infrastructure so that's a rely on the intelligent transport system and again that's another area we can work with ITU together and then with that I think that's I can wish you every success and I'm very much happy to have you here and then and then you Thank you very much. Thank you Mr. Liip for this opening remarks I have now the honour to invite the UN Secretary General special envoy for road safety Mr. and especially linked to road safety known around the globe. Thank you. Thank you, Walter. Good morning to all of you. And I extend my thanks to Malcolm Wilson, the deputy secretary general of the ITU, and Ueli, the new appointed director of sustainable transport in UNEC for this kind of invitation to this event and any that you've mentioned. I mean, it's my third participation to this event. And it's interesting to notice that this symposium has become a regular part of the Geneva Motor Show, which is just opening right now by the president of the country. And this proves that the audience is keen to be informed of developments on connected and autonomous vehicles, which are the big space inside of the Motor Show. And we are all here today to discuss the deployment of automated technologies. And I know that you will share views on sensor, frequencies, big data, cybersecurity, and all new mobility services that automated technologies will bring to personal mobility. If we walk through the different stunts as I've been doing over the last two days of the Motor Show, we can immediately see that we are in an amazing period for the development of such innovations. And we are literally seeing the future being materialized in front of us. And a lot of you here in this room are leading in those technologies. And let me give you two numbers. One is 40,000. The other one is 25,670. And you may ultimately guess that the first is an alarming number coming from United States of America, where for the second consecutive year, road fatalities have exceeded by 40,000. And it is 6% higher than those figures in 2015. And here we can realize that we are far of achieving halving the number of fatalities on the road by 2020 in United States. The second number is 25,670. It's a number of people who have lost their lives on the European Commission's roads last year, and which remains a figure which is basically stable over the last three years. So again, after a big drop, now we are on this stable figure. And there are not just numbers. These were real people, mothers, fathers, sons, daughters, colleagues, friends, and family of someone. And these days are a tragic reminder of the love of life on our roads and a call to action for improved safety, even in advanced regions, like in Europe and like in US. And these numbers are part of the reasons why I'm here today. And what do we want for the future? We want automation and vehicle connectivity to protect all users' lives. We want cars coming to intersections who know how to stop even at a green light, because it has already detected that another car is coming across its path, and it's about to break the red light. We want disabled people to get around in their personal vehicle. But most importantly, we want a future where every driver, pedestrian, cyclist, and other road users is able to get to their destination safely every time. This is a promise of automated vehicles, and that should be where industry focus to attention. Alongside this, governing bodies like UNEC and ITU have to concentrate on creating an enabling framework to accelerate the life-saving deployment of highly automated vehicles. I'm aware that often there might be tension between safety and innovation, as if they were trade-off between the two. It is true that there are real, valid, and significant questions about the safety of new technologies, as they can also bring new vulnerabilities and risk. Semi-autonomous technologies have already been on the road for some time. Neither was it perfect nor was it welcome from the very beginning. You can remember ABS, but they provided enormous opportunity to prevent crashes from happening. In the sport, the FIA has found a way to learn from what is happening on the track. As an example, we fitted accident data based on recorders, which is called ADR, to all Formula 1 cars since 1997. This allowed us to better understand the nature of the crashes on the track and allow us to take measures to improve what went wrong. This technology is now being transported to the road and in Colombia's public transport fleet, for example, for the benefit of the public at large, and of the opinion that this will also be passed followed by autonomous vehicles or similar advances. Promoting safety, innovation requires a new approach, and we need to align our actions and priorities around what to do to save the most number of lives and injuries. We need to start thinking of crashes prevented and life-saved instead of just the lives lost or crash caused. Many of you are on the front line in designing and developing these technologies. I think you have to demonstrate to decision-makers and regulators the benefits of your technology and also to prove the effectiveness. That means broadly sharing the data you have been collecting from pilot tests, from your labs, from your research. That means being open and transparent in relation to limitations of new applications. And that means creating synergies for cooperation and for partnership. Decision-makers need this kind of information from industry to put in place enabling frameworks that will speed up the development and the deployment of technologies with significant life-saving potential. These frameworks don't necessarily have to lead to regulation, but might result in industry commitments that fulfill what we call minimum standards. Recent regulations on enhance airbags, rear visibility cameras, electronic stability control took many years to move through the research and development process and enter into the market. Today, we are in a world where vehicles' parameters can be changed in a few minutes through remote software updates. Technology, as you know, is changing so rapidly that any rule we write today will likely be irrelevant by the time it took effect years later. We need a different approach, more flexible and able to keep pace with technological innovation. And I'm confident that such an approach can provide certainly to manufacturers and developers and can lead to harmonized solutions even at an international level. Let me finish by mentioning a third and last number. That number is 613,501. This is the number of lives that safety technologies have saved over the last 50 years in the US, notwithstanding what I was mentioning earlier. And this figure is submitted by the US National Highway Safety Administration, tell us that basic safety technologies work. This is why seat belts, airbags, and child restraints have to be available as soon as possible in a matching market and fitted on all vehicles globally. This will facilitate the scaling up of more advanced technologies and ultimately automation. I wish you a very productive day. And I sympathize with what was mentioned about my colleagues about the day of women who have an essential role to play. I'm a big defender of quality and our same number, men, women, balanced. Balanced number, that's absolutely essential. It has not happened enough yet, but let's wish that this day goes to the right direction. I see too many mail in the room compared to ladies. So that's, I think, a big challenge for the coming year. I wish you a great day and be sure that I will follow very closely all your works which are absolutely essential for the development of mobility and new technology. Thank you. Thank you very much, Jean-Tott. And so we keep four numbers in mind, 40,000, 25,000, and 600,000, and then the women in the room is less than 5% here. Okay, so we move to the next session. Some of you I know will have to leave. So the next session will be chaired by Rashilds if I could just get all the panelists on stage. So that's Rashilds, Christoph Nolte from DECRA, Jason Ellis from Qualcomm, Pierre Masai from Toyota, Jacques Boniface from the M&O Association in Belgium, Curtis Hay from General Motors, and David Wong from the Society of Motor Manufacturers and Traders, and I, Lat Russ, just managed the whole thing here. So gentlemen, please take a seat. Okay, first of all, the way we're going to do this session is have brief introductions from each of the speakers. That's for five minutes. We'll see how well we do. And then an open discussion. The discussion is gonna be driven by the audience. So as you're listening to people and thinking, consider what questions you wanna ask because this will be very much an audience-driven discussion. I would also like to make a point of thinking our three sponsors. It's very helpful. That's how we have this event without an admission charge, which otherwise would be well over 100 francs a person. So I appreciate that. And we will have as our first two speakers from DECRA and Qualcomm for our sponsors and later on in one of the other sessions, Green Hills will be. So to start with, for DECRA, Kristof Noldy is a technical director. He has previously held positions as head of quality management. In addition, he held positions as deputy technical director responsible for the development of various tools for periodic technical inspection. PTI is well known in Europe and exhausted mission tests. So with that, Kristof, let's you start. So ladies and gentlemen, good morning from my side. I'm first time here within this session and appreciate very much the introductions and the issues being discussed within the introduction. And I've been active in ICT as well. So that was not within my things. So the strategic alignment of mobile ICT within the business environment of inspection station, we started in 2005 and develop such kind of ICT solutions. And it was very challenging time. And now the smartphones are always there within the business environment as well in the private environment and everything is connected. So let's start the presentation from DECRA five minutes. DECRA is a PTI organization now extending in the world. So we made in 2016 2.9 billion dollars turnover and we have earnings of about 221 million euros and employment is about 39,000 employees on the world basis. So DECRA is expanding in a new business around the connected car and the connected mobility. Therefore, we are really interested in discussion of today and like to contribute from the third party point of view. So we as an independent party and provider of services, I think it is one part of the further development. So what is the economic environment of the connected car? So we have the vehicle connected to via the internet and producing a lot of information in the first step. So the data is used by the VMs themselves, by the car dealers and as well by services which are coming up based on that connected vehicles. So I think there are a lot of challenges within the disconnected car and I will discuss some of them later on. So what is about the standard? So it was already said, we have a fragmented thing of standards at the moment and there is a need for more standardization and for worldwide use of harmonious standards in order to really make happen the connected mobility. If you look at the data usage, so there is the connected car need a lot of power in connectivity and so we are, we see that the new standards and the new 5G and so on can be the basis for the connected vehicle though that things can happen, we need a lot of work to be done. The vehicle is part of the attack of various safety risks though the vehicle can be attacked by all the known ways to step into the software, to step into the information and so we think that there is a protection in terms of this picture. So you can see the connections as already shown and the environment of the vehicle and though there are a lot of threats into the communication arrows and so we need to take care that all these connections will be safe and will be data protected and therefore a big thing, oh, I'm sorry, it's the cyber security work. So DECRA is a provider for not only automotive services so in the last year we bought the Euro Speedway Lausitz Ring and I have a company acquired in Malaga who's 84 wireless, so a partner for certification of communication coming from the vehicle to the infrastructure and the possibility to check all these future requirements for the connected car. So we have a size of more than 500 hectare to check vehicles and all these certain circumstances. So that's for the moment. My presentation, thank you. Thank you Christoph. Our second speaker is from Qualcomm. Jason Ellis is Director of Business Development for the Automotive Business. Prior to joining Qualcomm, he was a Director of Business Development and Marketing for an ultra-wideband pioneer staccato communications. Thank you. So welcome everybody and thank you for inviting Qualcomm to this symposium today. We've enjoyed a very long history in automotive. In fact, when the company was founded, the company's first program and products were in the telematic space, although for trucks, but Omnitracks was one of our first commercial businesses. So let's keep going. I do have a number of slides. They're available on the program website. I'm going to move them through them very quickly to abide by the time limit, but you may download them or approach me after. So Qualcomm does business today in automotive extensively. A lot of investment, a lot of revenue. I walk the show floor with one of my colleagues and very pleased to see that most of the cars there today are connected and Qualcomm is fortunate to be the partner or the supplier into that. We've also made a number of announcements through the course of this year from the Consumer Electronic Show in January to last week at the Mobile World Congress in Barcelona. Qualcomm's investments and concepts and technology building blocks continue and are a key part of our growth going forward. When we look at the contributions that a company like Qualcomm can bring with the type of innovation that we're developing, not just for a smartphone, but in general, we believe that they're the right and essential building blocks to enable safer and autonomous cars. And in particular, it keeps going. Okay. I know you want me off the stage, but I can do it manually now. Okay, great. Thank you. So Qualcomm has a lot of different technologies. We're clearly in the middle of a major acquisition. Once that's closed, we'll have more technologies to bring to the market as well. But specifically, we have vision systems that are now very much a part of the future vehicles camera, radar, LiDAR, but they're all as good as your eyes. So if you can't see it, then you're missing some senses. So if we ultimately want to replace the human driver, we need to bring in other senses. We need to bring in the ability to listen or to hear. We need to be able to have the ability to communicate. I intend to do this. I want to know how and I want to have information coming from traffic infrastructure, and I want to know with 100% predictability when that signal phase is going to change. I can guess it. I can use a lot of computational power to try and have some predictability or I can just know the information. So V2X is a critical piece of ultimately as another sensor input into ADAS. Obviously, there's many different types of V2X, vehicle to vehicle, vehicle to infrastructure, vehicle to pedestrian through the smartphone device, and vehicle to network, which for many years we've enjoyed already, which is the expansion of what telematics began as. But in particular, so I'm now talking about a different technology that some of you may not be aware of, which is cellular V2X. It's based on cellular technology. Now the word cellular makes you want to think of what is shown on the left, on your right, network communications. This is the traditional cellular communications that you're familiar with. You want to call someone else in the same room. You still, your device goes to the network. It may talk to, through a backend, it may talk to another network, and now you call their device. So for you to talk to you, you're going back, it's doing something, it's talking to something, and it's hitting you back here. So that's great, and there's a very strong set of use cases and motivations to have that technology in flat. In fact, last week, the state of California mandated that if you wanted to have humanless vehicles or driverless vehicles, you needed a way to do teleoperation. And clearly the cellular network and the network capability is what enables that. On the other side is direct communications. So this is an evolution of a technology called LTE direct, which has been evolving over the last several years. And last year, the technology was finished, and it was finished and optimized specifically for automotive. So this is a different technology. It's a much newer technology. It was developed and finished last year than the more traditional 8 or 311p technology. I'm not going to talk about one is better than the other. There's clearly a lot of analysis, a lot of thoughts and a lot of research that's now starting to happen, but it's exciting to see that there's now another alternative technology and actually one that is synergistic with the radio that's already going into the car to support the network communications. This slide, you can look at your own. It talks about some of the advantages. Qualcomm introduced a chip set last week, and other couple companies at Mobile World Congress introduced chip sets for cellular V2X, a lot of global momentum out of Asia, in particular in China, very aggressive activities happening, a lot of discussion here in Europe, a lot of activity and involvement of automakers all around the world, including in the US as well. And Qualcomm is very pleased that as of, okay, a lot of trials happening throughout the world with many recognizable automakers. And Qualcomm was very pleased last week to announce a very significant ecosystem of suppliers, of tier one automakers, of companies that have invested in over a decade of software for one particular radio can now leverage this new cellular V2X radio without slowing down. And what our customers are telling us is that with our chip set, with the ecosystem, we will begin to see cellular V2X enabled vehicles as of next year in 2019. And then the technology continues to evolve from where we are today, which is the cellular V2X starting with release 14. It then becomes a mainstay, not only in the technology products, but in the standards evolution. So as we go from release 14 of 3GPP, which is the cellular body to the next version to the next version as we go into 5G, there's an ongoing evolution. And what's exciting about that is we start with the initial set of safety use cases, but we expand into a lot more sensor sharing, a lot of the capabilities that are necessary to support high bandwidth sensor sharing to enable autonomous cars. So with that, thank you very much and I look forward to the interaction. Okay, our third speaker is from Toyota. Pierre Masai is CIO of Toyota Europe. He is now preparing the next generation of connected car activities with his CAR IT team. Prior to joining Toyota, he worked at Hazel Logistics and had many roles at Volkswagen. Good morning. So I will talk to you today about our autonomous mobility as a service. So Toyota, I will not present to you that globally. I think not necessary, but in Europe, Toyota is around a 20 billion euros company which is active in 53 markets. There are some Asian markets that are part of our European geography and we have also nine factories. So we produce a lot of the cars that we sell in Europe, locally in Europe. So we passed a one million car sold last year and we invested around nine billion euros in Europe plus around six billion true suppliers every year. So our market share is around 5% and we employ 20,000 people indirectly, 90,000 people in Europe. So not the biggest region for Toyota, but still quite big and growing. Especially thanks to our hybrid cars. And of course, please go and have a look. You will see a few interesting things. Our new Lexus UX as well that were just announced yesterday or the day before. So this is the scheme of our mobility as a service platform. So if you start at the bottom, so thanks to European regulation that finally goes live in April. So next month we have the digital communications module we will have in each new type approved car. So we will get gradually all the cars connected in Europe. So we can connect a lot of informations. We can interact with our dealerships and we are building the Toyota Big Data Center which is global. It may have some locally hosted components in Europe to respect the European regulations. And of course, thanks to all these big data we can build a mobile services platform, mobility services platform, which will enable us to connect to all the partners in our ecosystem and provides to our customers the services they want to have and they agree to have. So you can see a number of examples here. So if I focus on the bottom layer, the global communications platform here. So you see that it's of course very important that the cars that are on the road through a number of various carriers will bring the data to this unique global communications platform. So of course, like all we have challenges and particularly in Europe with the fragmented market, all the countries, all the operators and so on. It is particularly important that we have standards. So that's why I'm very glad to be here with ITU. Standards, 5G standardization, MVNO communications management for multiple countries and jurisdictions and of course preventing cyber attacks which is equally important for us. And the purpose of the GCP or the global communications platform is to automatically connect our customers everywhere they are. They definitely don't want to lose the connection at the border and so on. Have stable low cost and high quality services and of course also adhering to all relevant regulations in each country and region. So I would just like to show you a short video about our vision of the future where you will see big transformation in the company and in the way we think of the future. This is the E-Palette that was presented at CES in Las Vegas. Maybe some of you have seen that. And the video will explain much better than me just to say about the world. So E can mean many things like ecological, economical and so on. And Palette is of course the basics logistics unit which we know very well at Toyota but at the same time you can think about it as the Palette of a painter. I hope the video will start now. Yeah, but I went too far. Multifunctionality, designed to help a range of companies utilize advanced mobility technology to better serve customers. 24-7 On Demand, Sticks Innovation, automated delivery services from distribution center to final destination using right sized and right place mobile solutions. Future Mobility Services and Mobility Commerce. Our next speaker is from Transitel. Jack Boniface is CEO of Transitel. He is also president of Alternative Mobile, the French MVNO Association. Prior to founding Transitel he worked at McKinsey, Alcatel and Airbus. And I'm also the president of the European Association of MVNO. So basically my message today is that we are convinced that car manufacturers are going to be mobile operators and mobile virtual network operators themselves. Controlling the core network and using the mobile operators for the connectivity for their network. So just a very few words. So Transitel, we started in the MVNO business 18 years ago. We were first MVNO in France, first MVNO in Belgium. And we basically now are an engineering company to manage MVNO, so we manage 80 MVNOs in Europe. We moved to the machine to machine business about 10 years ago. And since the last four years we have deployed worldwide data MVNO for the IoT market. And we already have some reference including one FCR in the automotive space and I will come back on that. On the IoT market we have defined three market segments. The first one is laptop and tablet. And if you buy for example a Surface LTO Pro anywhere in the world it comes with a Transitel SIM card which is actually an eSIM which is soldered into the device. We do the same with Acer, with Azus, with Vio in Japan and soon with some other OEMs in Europe and U.S. especially. The second market segment is automotive. The DAF trough are equipped with a Transitel SIM card and this is a business we do for worldwide. And we have been selected last summer by FCR for car connectivity in Europe. The third market segment is industrial IoT. And I'd like just to mention our deal with Airbus. Airbus has selected Transitel for the connectivity of plans for plans maintenance basically for the predictive maintenance. So anywhere when an Airbus plan is going to land for which Airbus is going to have a deal with the airlines as soon as the plan is on the track is going to upload in the cloud flight information. So we are dealing with all kinds of vehicles if I may say. Now that is going to be obvious for you but basically you have two type of services. The first type of services is vehicle centric services of some kind of telematic services. You have seen those services for the last 10 years developing and now we see new kind of services which is also coming which are more passenger centric services. So the basic one would be Wi-Fi on board and if you put the insurance services but pay as you drive services it's kind of in the middle between vehicle centric services and passenger centric services. So when you buy a car today you buy a car for price, for the design, for the brand this is 95% of the criteria of decision. Tomorrow it's going to be a service which will account for something like 10, 15, 20, 30% will be also part of a criteria of decision for human being and all that will be linked with connectivity then meaning that car manufacturer will need to differentiate themselves. So if we do a quick SWOT analysis we see that the opportunity is that car manufacturer can differentiate themselves with services. They can also generate some new recurring revenues which will slightly change their business models. Clearly the freight is the Google Apple which are now entering in the car and if we anticipate that 20% of the decision criteria of the people will be based on the service the car manufacturer don't want that 20% of this value go to the Apple and Google. Clearly car manufacturer have strength. First they control the vehicle. So they control the way the human being is interacting with the device. If I may call that a device. There is a control, there's a safety control, there's a culture of safety and reliability. I like to remember about this speech between a big car manufacturer in Microsoft telling about if a car was as reliable than a Windows OS, maybe one could have a problem when driving a car. There is the opportunity to bundle all kind of services with a vehicle. So maybe vehicle as a service, mobility as a service with a connectivity with reliability and so on. And of course it is easy for a car manufacturer in the very short term to do some preloaded services. So for example we're going to announce how next week or in two weeks that we got a deal with another car manufacturer where you're going to have a preloaded Wi-Fi bundle in the car for a couple of years included in the price of the vehicle that will come in a couple of weeks. Now the car manufacturer have some weakness. The first one is a new business. It's a new, so today they rely mostly on mobile portals. If you want to differentiate and especially if you want to control and I will come back on that, all the billing aspects, please billing, sponsor data. If you want to control the security and if you want to differentiate yourself you need to integrate with a network of portals. And if you have to integrate with one network of portals in Europe, another one in the US, another one with China, in China that's getting a little bit complex. And there is a bit of a disconnect between a car manufacturer which is basically building a car for 20 years. If a car manufacturer is providing service, is thinking service for at least 10 years, when we view mobile portals, tend to think on those much shorter period of time. We had a 3G 10 years ago, six years ago it was 4G, in four years it is 5G. So the evolution speed of the mobile portals are not the same as the one of a car manufacturer. So people don't speak into the same kind of life time. So the few key requirement is security, service control differentiation, vis-à-vis the Google and Apple and I'm thinking about split billing, sponsor data, and also the capacity to manage vehicle-centric versus passenger-centric applications and it is not the same IT platform. And in all that, the both aspect requires tight integration with a core network and I'm getting a little bit technical but I'm talking about the HLR in 3G, HHS in 4G and we're going to have a new name in 5G but the principle remains, GGSN or pay gateway and also the SIM cards which is a secure element that you can use for example to securely control door opening remotely. And then you have an issue about long-term economical sustainability. As I said, as a car manufacturer you need to control the service during at least 10 years and maybe more. But in the same time, the usage of data are increasing by between 20 and 40% every year and the price of data and I'm buying air-time from mobile operators is decreasing by 20 to 40%. So how do you want in a market where the price are decreasing by 20 to 40% make a deal with a car manufacturer for 10 years when the deal is usually for just two or three years? So there's a little bit of a disconnect here. So when you have a vehicle-centric services you need to manage it, we need to have a machine-to-machine platform and if you are dealing with an user you need to have a B2C IT system. Most of the operators have two systems. One is to manage individuals, consumers or enterprise and they have often another system sometime they outsource to companies such as Jasper Wireless to manage the machine-to-machine connectivity platform the fleet management but for telematics which is not the same as the fleet management for enterprise. And then in each case they need to interconnect this platform with the network, with the core network and this integration is tight. This is why it is a problem that to make an interconnection with one or two operators in Europe to redo the work for North America to redo the work with another carrier for Latin America or with two carriers to redo it for China to redo it for Japan and to redo it for part of Asia just too much work, just too much complexity. So of course mobile operators are proposing some alternative if you want to be independent from mobile operators such as the EYCC protocol which works fine to reprogram a SIM card but when do you want to reprogram a SIM card in a car? You do it when you are under coverage when the car is not moving and when the car is switched on which is not exactly the case especially if you move from your garage to the garage of the enterprise there is an issue here. And then if you have to change mobile operators then you might sometimes change the machine to machine platform when it's a mess and you have to redo all the integration. So basically we think that the model is that a car manufacturer need to be an MVNO you need to have his own core network and then he will do simple connectivity agreement reusing what mobile operators are doing between themselves which are the roaming standards and everything is well defined and they will do connectivity agreement with mobile operators across the world and whenever they develop a new service a new kind of integration in Europe that will be in the same time available in Japan and in the US. So I'm not going to so you have guessed that this is one of the services that transit is bringing what we see and that's been the approach with FCR is clearly company like FCR is wondering about this approach. Now the first step is to do it with a worldwide MVNO which is transit level. Happy to answer to any kind of question later. Okay our next speaker is GM. Curtis Hay is technical fellow at General Motors responsible for precise GNSS and map technology prior to joining GM who was an officer in the US Air Force and worked at John Deere on GPS. Okay it's a pleasure to be here this morning. I walked from my hotel to the train station and looked at the beautiful mountains and the blue sky and was jealous of the people who live here in Geneva. So it's a beautiful city and hope to be back again soon hopefully next year. So I'm with General Motors per Jacques comments. We build cars and trucks but it sure feels like we run a network sometimes which reminds me of a story. I went to a conference a while back where our CEO Mary Bara was given a presentation and after the presentation somebody in the audience asked a general question what's it like for you running a car company? And she didn't hesitate at all and she said I don't run a car company. And we all scratched our heads and so what do you mean Mary? I run a technology company. And each day as I go to work and think about my own job and how we enable new services and connectivity I really think that's true. So I wanna spend a few minutes here talking about one of our connectivity projects which is Super Cruise. Super Cruise is a semi-autonomous Cadillac sedan that we sell now in the United States but I wanna go into a little bit of detail of some of the connectivity that we offer in that car and some of the challenges that we have going forward. Okay, so there's a photo. This is a four-door Cadillac CT6 sedan. We launched this Super Cruise service in North America, United States and Canada on the fourth quarter of last year. It's an optional feature so a customer would go to a Cadillac dealership and request Super Cruise as part of the premium package for this car. And effectively what it is, I like to think of it as cruise control with steering. So I drove this car to work for about a month, I guess, along Interstate 696, just west of Detroit. And it's a fantastic experience. I've got a video that really shows this well but effectively you put your car in the lane and you push a button on the steering wheel and you let go. So it maintains lateral control of the car on the highway, performs braking, collision avoidance. And none of that would be possible without connectivity. So we've built upon our 4G LTE legacy. We've got new services coming that are gonna demand safe and reliable communication. But the point I wanna make this morning is this video that you're about to see wouldn't be possible without connectivity. So I see the role of safety, connectivity, autonomous vehicles are inseparable. And this is specified in our engineering design to operate up to 85 miles an hour. I talked about this at a conference in Munich yesterday and somebody came to me afterward and said, well, Curtis, what if the driver sets the speed at 85 miles an hour but they're in a 65 mile per hour speed zone? I said, well, they'll get a ticket. You know, plain and simple. This is not a fully autonomous car. It's, you know, that the driver is really an important part of the system and the driver needs to be aware of the local laws. So let's go to the video. Let me see, do I click this myself here? Okay. Innovation isn't always about what you add, but what you're able to take away. Introducing Super Cruise, the world's first true hands-free driving system for the highway. Here's how it works. Enter the highway. Stay in your lane. Wait for the Super Cruise icon to appear. Push the Super Cruise button. When the steering wheel turns green and things look safe, let go. It's as simple as that. No need to tap the wheel every minute to show you're there. That doesn't mean you can check out. You and Super Cruise are partners. If you need to pass another car, take the wheel and make your move. Super Cruise will then automatically take back control. Safety plays an important part in how it works. Proprietary head tracking software helps make sure your eyes are on the road. And if not, visual alerts and vibrating seat reminders signal you to grab the wheel. Light our mapping and enhance GPS to know what lane you're in on the highway. Map curvature data and a precision camera know the position of your car up to 2,500 meters ahead. It makes you feel like you're riding on rails. The results? The world's first true hands-free driving system for the highway. And with safety and innovation at its core, it delivers the greatest luxuries of all. Trust, confidence, and peace of mind. This feature, I managed within GM, our 4G LTE team. Everybody's talking about 5G. I'm still catching my breath from our 4G launch. But I moved from 4G to Super Cruise, so I've been working on this for about two and a half years and it's been incredibly gratifying to see the hard work and the long hours and the travel and all of the work that our team put in to make it out into the market and see satisfied customers and really good reviews from media. So I'm really proud of what we've done here in honor of a continuation of our theme of International Women's Day. My wife's back here in the room, if you could stand for a second, Christy. So Christy's keeping me from getting on the wrong trains as we travel from Zurich to Munich to Geneva. We're going to Milan in a couple of days and then Athens. So it's important for me to make sure that my wife and my kids are safe in this car. Because I wouldn't feel comfortable selling this experience to our customer base unless my own family trusted this feature. So while I had this car, I gave my wife and my son, my 17-year-old son a demo in southeastern Michigan and we drove several miles with my hands off the wheel and I asked my wife later, well, how'd you feel? Did you feel safe? And she said, yeah, I felt safe. And I said, great, well, why? Well, she said, well, this drives better than you do. So I guess that's good. But I did feel a little bit anxious as a customer the first time I sat behind the wheel, but when I finally gave the car back, it was really tough to go back to my Chevy Equinox and have to put my hands on the wheel. It was a missed the experience. Okay, let me get back to my PowerPoint here. Okay, so let's talk a little bit about the technology and then we'll go on to the next speaker here. So Cadillac works with high definition redundant cameras on the front side and rear. We have long range and short range radar for object detection, collision avoidance. We have a sixth degree of freedom, actually a couple of them, inertial measurement units that detect the motion of the car and the slope of the road, the pitch of the road for accurate path planning. And then from a connectivity perspective, there's a couple of features that are part of this car that wouldn't be possible without connectivity. We have precisely surveyed all of the highways in the United States and Canada as well as, you know, we're going global with this feature. I can't talk about it too much now, but we've performed mapping other than in North America. We align the LiDAR point cloud data to precise GPS coordinates and then that database becomes part of the car. Maps, roads change, construction happens, so we need to continuously update those maps and that's done today through 4G LTE. Also, one of the important characteristics of this vehicle, this vehicle feature is we have to know which lane we're in. And in order to know which lane we're in, we demand very accurate GPS and we need to integrate the GPS information carefully with camera data and that requires 4G LTE. So whenever a customer starts the car, we initiate a packet session through mobile IP back to a general motor server and begin streaming continuously GPS corrections to the car and that continues until the vehicle is shut back off again. To my knowledge, I think GM is the first company to be doing this, although I don't expect we're gonna be alone for very long. On that service, we purchased through Trimble. It's a company I visited yesterday in Munich. Okay, so what other connected features are part of SuperCruise? We talked about precise map updates, keeping up with construction zones, keeping up with road changes, that's a connectivity element, continuous GNSS corrections we've talked about. We use GLONASS today, the Russian satellites. We use American GPS, Galileo is European. We'll support that in the future. As the vehicle is being driven, we're continuously sending diagnostic information about the vehicle functions back to our cloud where we can diagnose and interpret and do prognostics on a vehicle function, make engineering improvements. That happens all the time, every time the car is being driven. From a customer perspective, if a customer is looking away, not paying attention, not looking out the window, we'll warn the customer to take control of the vehicle. If they ignore that, we'll warn them again. There's a series of escalations. If eventually the customer ignores all of those things, we'll turn the hazards on on the car, begin slowing down the car and then make an emergency call to OnStar. And this is for health and safety reasons. We don't want an incapacitated driver behind the wheel. And then we do over-the-air software updates. If there's a vehicle controller that needs a software version update, that can be done remotely over the air as well. Future roadmap, and I need to wrap up because I'm a bit over time here. Qualcomm talked about vehicle-to-vehicle and vehicle-to-infrastructure connectivity. That clearly is an important part of our roadmap at General Motors. There is uncertainty, I would say, globally on which standard will be adapted. So at GM, we're watching the standards work that goes on as well as just watching adoption of different technologies. And I think it's gonna be both, both the standardization as well as what our competitors do that'll ultimately determine which type of technology we put out on the highways. I've been working with Russ, our session chair for quite some time on a concept of map updates. Keeping up with construction is hard. Mapping today is a manual process. We'd like to get to the point where our vehicles participate in a crowdsourcing scheme where road information can be sent to our cloud, construct precise maps and send it back to the vehicle nearly real time. There are a lot of challenges with that as Russ and you could know well, but we're working on that. And 5G, as I mentioned earlier, 4G felt for me like a long and difficult exercise and what have you done for me lately? Let's get to 5G, so we're looking at that as well. Engineering challenges, this is my last slide. Some of the comments that you heard earlier are very true. The automotive industry moves slower than technology, so keeping pace is a challenge and we can't ever compromise safety. So no matter what new technology we need to pursue, we're not gonna put it in a car unless we're certain that we've looked at corner cases, we've done failure modes effect analysis. We've driven the vehicle ourselves. I should mention that there's no mile in the United States or Canada that we have not driven that super cruise vehicle. So that's the type of validation that we need to continue as we move into greater levels of automation. So thanks for your time. Our last speaker is SMMT, David Wong is Senior Technology and Innovation Manager at the Society of Motor Manufacturers and Traders, the UK Automotive Industry Trade Body, a long sentence but I always wanna thank SMMT was host for the UN Task Force and Cybersecurity and over there issues in January and did a very good job taking care of us. And say prior to joining SMMT, he worked for the Big Innovation Center, the Relationship Foundation, and the Asian Strategy and Leadership Institute which all sound like great places. So David. Thank you guys, good morning everybody. Delighted to be here. The beauty of being the last speaker is that most of the preceding speakers will have covered all the points that you're about to make so it makes my life much easier. It leaves me to just kenta through some of the slides that I've prepared here and what I have prepared was basically wanting to set out some of the challenges related to connected autonomous vehicles, the sort of challenges that will have to be overcome before we can actually deploy these vehicles but I thought it's gonna be quite unfair just to talk about challenges because it will sound like a bit of a doom and gloom story without balancing that with the other side of the coin which is basically setting up some opportunities first. And I must say that I'm saying this from a UK perspective but of course you can certainly draw implications as well as some similarities with what's happening in Europe as well as in other parts of the world. So first and foremost, you would have heard of this huge, this major statistic that we've banded around. 94% of all are major accidents of fatalities or due to human error but there are lots of opportunities and not just safety but nonetheless safety is right at the top and I thought I'm gonna just put a little bit more quantification in some of these opportunities and so we've commissioned some research that shows that basically autonomous emergency braking alone which is basically just a level one, level two automation has contributed to a reduction up to 38% of real world, real end crashes. And our research modeling shows that between 2014 and 2030 2,500 serious accidents alive sorry and 25,000 serious accidents could be prevented thanks to automation. Talk about efficiency then. This is a study that was commissioned by UK Department for Transport published in January last year. It shows that basically on urban roads in peak traffic with very low numbers of AVs or autonomous vehicles, there are lots of efficiency gains to be had while a European study by Ertico shows that basically CO2 reductions thanks to just connectivity that's without automation. Some more numbers and stats here. We commissioned a study published last March that basically shows that for people with restricted mobility, these are basically the very young, the very old and the infirmed. Six out of 10 basically say that autonomous vehicles would contribute to higher quality of life for them. For example, nearly half of the older people basically say that an AV would help them get around doing daily tasks for example grocery shopping. And finally, productivity. The same study that we commissioned in 2015 shows that just for the UK, connected and autonomous vehicles will add 51 billion to the economy per annum by 2030. But only two billion actually accrues to the automotive industry. So they're huge spillover effects to other sectors, particularly adjacent sectors like technology, telecoms and consumer services. But we're not there yet. So where we are, we're just about to see the world's first level three vehicle all being well with a European Union Article 20 approval, hopefully by end of this year, we should see it on the roads in Europe. But where we are currently in the UK particularly, we have 1.8 million or two thirds of all British new car buyers basically benefiting from some form of driver assistance systems. This is level one and level two. It's quite promising because if we look at the figures here which we released, this is from our data capturing the entire UK vehicle registrations. More than half of all new cars actually have autonomous emergency braking and about three in five actually have some parking systems. And we expect this only to escalate. Now, you've heard of the rosy bit. These are the challenges. What must be done before connected and autonomous vehicles become a reality before they can be deployed on our roads? We think the first challenge is the technology infrastructure challenge. But this is the lowest of all the four challenges that I'll set up here. Because essentially a technology challenge is an engineering challenge and it can be overcome given time. So what are these? Sensor fusion, AI, essentially deep learning. But more importantly in terms of AVs, it's about developing fully fail operational systems. It's not just fail safe, we've got to move beyond fail safe if you're talking about level four and above. They have to be fail operational. And in terms of infrastructure, digital infrastructure, and of course there was some discussion about whether this is gonna be short range. It's gonna be cellular V2X or 802.11P or perhaps hybrid communications with satellite for both long and short range. But a lot of these and obviously for a trade association we have to remain technology neutral but quite a lot of vehicle manufacturers we know have either nil their colors to the mast of cellular going forward or some actually still basically keeping an open mind as to the possibility of hybrid infrastructure. Now, assuming you've cracked the technology challenge and then we have policy regulation and standards challenge, liability framework. So what we're doing in UK as we speak, a bill is going through parliament in the UK all being well with Royal Ascent, hopefully later this year. We'll see a new insurance framework that will prepare the market for level four vehicles to come onto UK roads, hopefully by 2021. And also tweaking some regulations. Of course, UNEC regulations, regulation 79 for example, feeding into WP29 and WP1 and a future type approval. I think that was mentioned about cybersecurity just now how we can actually look at type approval factoring in cybersecurity and going forward. Of course, 5G repurposing the driving test should they even be a driving test in the future? If you've cracked the regulatory problems, we mustn't assume that people will just readily happily jump into autonomous vehicles. There are also behavioral issues and public acceptance issues to tackle. How do people view autonomous vehicles? Do they trust autonomous vehicles? How do these vehicles coexist with legacy motor park? One of our members, a large vehicle manufacturer remain nameless, have actually done some level four trials in the home country and she'll experience that people in that particular country which are normally very civic minded have actually played chickens with these cars and they've been gaming with these cars or rather chanceing their lives with these cars because they know that these level four vehicles would obviously take evasive action if someone obstructs them. Finally, assuming we've cracked all these three problems then just a small matter of finding the right commercial, the right economic, the right business model to make all these work. Who's gonna pay for it? Will people pay for it? And essentially, how vehicle manufacturers in Curtis Wizards now may become more than just car manufacturers. Are they technology companies? Are they mobility services providers? 5G is very welcome, but it's not a panacea. These are some of the connected vehicle services and I'll show you in the blue ones are those available in the UK today. But all these blue ones can be deployed on LTE alone. Should I say the automotive industry has a position in the UK. We welcome 5G, we know there are a lot of new use cases particularly for example, HD, high precision, high definition mapping in real time and overlay it with augmented reality. Lots of applications, lots of use cases for 5G but actually a lot of the services today can be safely deployed, adequately deployed on LTE. The problem we have is, at least in the UK, coverage. And this is beyond just motorways. This is the entire UK road network. Motorways and minor roads included. If you look at it, only 48% of the entire UK road network has complete 3G coverage and 18% 4G. What is complete coverage? That means every single MNO has a signal, has coverage in those roads because we don't have in-country roaming so it's not good enough to say that well two out of the big four have actually got coverage on those roads. So full coverage means basically all four of the MNOs in the UK and those are the stats. And may I say that actually, if you're gonna look at reality, an autonomous vehicle is developed in principle without relying on connectivity. But of course connectivity complements autonomy. And a use case that I like to of course share everywhere I go is blind intersection collision warning. You have AEB, form of automation. It's not even level four yet. But if you have V2V, the two can complement each other when it comes to blind intersection. So connectivity is not necessary for autonomy but definitely complements autonomy. So very quickly, and this is what I like to talk about as well, car manufacturers moving beyond just manufacturing and selling cars. The future is more likely about connected mobility solutions, more than just cars really. So we're talking about mobility and it's a service. It gets you from A to B regardless of the mode of transport and increasingly a lot of our vehicle manufacturers members are actually moving onto this space. And we think the future is about options. If you're talking about connected autonomous vehicles, they could be different shapes, different sizes for different use cases. That could be ports for first and last mile journeys. Or there could be autonomous vehicles in tightly geofenced areas in cities for ride hailing services. And that could also be what we are now calling level four minus, which is autonomous vehicles still with a steering wheel that you can basically drive but you can also be driven in autonomous mode. For example, junction to junction on motorways. And then we think the future is likely to be integrated and this is where connectivity comes in and it goes beyond just a car and you have five gene cities. It'll be very useful for urban intelligent mobility where actually everything is integrated in the whole ecosystem rather than operating in silos. And finally, the vehicle itself can be a platform to enable lots of IoT services. Straddling home automation, health and well-being, financial services, retail, for example. And my last slide promise. This shows collaboration between UK government and industry. Lots of money have gone into this. 150 million pounds for collaborative R&D and another 100 million pounds for building a UK ecosystem for connected and autonomous vehicles testing match funded by the industry. So, lots happening in the UK but the challenges are real and challenges need to be overcome before we can see the deployment of connected and autonomous vehicles become a reality. Thank you. Okay, I certainly thank all the speakers and like I said, I will go to the audience and what they would like to hear about. So, who's going to be the first person who has an area, topic or question? Could you turn off the projector since it's shining right in my face? All right, hi. Hi, great presentations everyone. Thank you so much for sharing your insight. I have a question for Curtis. Could you identify yourself? Yes, Manuela Papadopoul. I'm the co-founder of Sansea Consulting. I'm based in Seattle. So, a question for you, Curtis. Congrats on SuperCruz. It's exciting to see you bringing that to market. I hope that you will introduce it across Carline at GM. You've talked about over-the-air map updates and I think that's something very important and not a lot of car makers are doing that but one question to you is when, what is your plan to provide daily or real-time map updates instead of quarterly? Thank you. Is this on? Can you hear me? Okay. Yeah, that's a great and very timely question and I went to college in Seattle, by the way. So, University of Washington? Yeah, I am also. All right, cool. All right, got a friend in the audience here. Yeah, so the mapping space is evolving very quickly and it's difficult, I'd say, to see all around the corners. So, let me try to give you my perspective, which may not completely answer your question but I'll do the best I can. So, there's a couple ways to construct a precise map for autonomous vehicles today. The way we did it for SuperCruz was what I consider a manual method where we'll equip a fleet of vehicles with LiDAR, camera sensors, inertial measurement units and they go drive and they're taking real-time imagery of the lane markings and the shoulder markings on the car, or I'm sorry, on the road and then align that point cloud to planet Earth through typically RTK GPS. Once we're confident in the quality of the map, it goes into a database in the car and then we've got the responsibility for updating it. As you say, not at the speed that we would like. The alternative to that brute force manual method is often called crowdsourcing where you can cooperatively with the fleet of vehicles continue to collect imagery either through LiDAR or camera of road sections, deliver those road characteristics back usually to the cloud where the cloud will construct more precise road segments and send that back to the car. Conceptually, that has the potential to be a much faster way, potentially more accurate than the brute force method but there's some challenges. First of all, the business has to make sense. This map information consumes a lot of data so we have to find small payloads that can be constructed, that still contain the information that you need in order to precisely survey a road. You know, doing that economically, doing that efficiently. I wouldn't say anybody's got that equation completely figured out yet although there's a lot of great and innovative work going on in that space. So I guess the best answer I can give you is we're actively engaged at GM and looking at all of the alternatives for how to do that. Once we identify a mechanism that makes sense commercially that makes sense for our customers that gives us the quality that we need, well then, of course, we're gonna wanna implement that but I wouldn't say that that's gonna happen tomorrow. I think that's a journey that will take some time and the real expert I'd tell you that has a staff that's been working on that problem for a long time would be Russ and Yucca so you might catch up with us at the break. Does that give you some of the information you want? Okay. Eva? Retired from the UN, used to be the director of the Sustainable Transport Division. Well, thank you for the excellent presentations. I've got two little questions. One to David. When do you think the strategy agreed by the government on cybersecurity is going to be ready? The other question to anybody perhaps may be more to Pierre about this concern about the different speeds, different speed of the IT and telecom companies versus the OEMs. Now, a very different speed for governments and public companies and public transport is managed, operated, serviced by public companies in many countries based on PSO contracts which might look in the market for the next 10, 15 years with a certain solution. So how are you going to manage that? What are your plans about that? Pierre, why don't we start with you as... I'm afraid I will disappoint you a lot because this is a real problem, but if anybody has the solution in the room, please tell me. I think there's just no other chance than improve the speed, yeah? I mean, when we saw that the speed of evolution of IT and telecoms was higher than the speed of developing the cars, which is a fact. Okay, we had to, in the case of Toyota, we established a Toyota Connected Company and the Toyota Connected Company has the mandate to accelerate, yeah? And we are working together with the people who were originally in the R&D department together with the IT people in one company that is now deployed in the whole world. Now, how to achieve the same with governments? Okay, that's not my, I'm not qualified to answer this, but it becomes, I think Jean-Todd said before also, yeah? If every regulation is obsolete when it comes into force, it's obviously a problem, yeah? So that has to be tackled, if you know how. Well, so once again, Jason Ellis from Qualcomm. I can tell you, because Qualcomm has been in the telematics business for close, not quite 20 years, as we went from 3G communications to 4G, it lagged the smartphone market in automotive by about four to five years. And in 2014, GM was one of the first, one of two to launch LTE in cars. The rest of the automakers around the world took the next two to three years to put LTE into cars. They were 2G or 3G. But something different is happening as we speak, as Qualcomm engages customers all over the world. And we're talking about the next generation LTE product, 4G product. All of our customers are saying, okay, well, and they've been asking for about a year now, so tell me about 5G, you know, how quickly can I get 5G? So we're already seeing a difference in attitude by the automaker and no matter where, whether it's the premium tier or even the entry level vehicles, they're all saying, we want 5G. Now, very few said we want LTE. They said we're quite comfortable with 2G and 3G. But so Qualcomm will introduce cellular 5G in smartphones next year in 2019. And so far, I can tell you the most aggressive 5G in automotive will just trail by two years, putting into production vehicles in 21. So we're already seeing an acceleration by the automakers around the world. And even some of the automakers that aren't as aggressive are talking 23, 24 timeframe to which they would like to have 5G. So I think the automakers now understand the importance of technology, not just cellular, but high precision GNSS, camera technology, that they are finding a way to be quicker in how they adopt and embrace new technology. David, do you wanna try to answer Eva's first question? Yes, I do beg your pardon, because I'm not particularly clear what you meant by government strategy. You're referring to UK government strategy. Is that the UNECE? With this informal group. And I understand that in WP29, there is a work towards cybersecurity strategy agreed on by all governments. That's the big thing. What I can say is that the co-chair of this task force just seated at the back there, Darren Handley of our department of transport who will be actually speaking in one of the sessions this afternoon. And I had a sneak peek at his slides and he's actually gonna tell you when some of these things will be published. So I think it'll be quite crude of me to preempt his presentation this afternoon. Stephanie Schlifsky, I'm working in cybersecurity and vehicle automation. I also have a question to David. So there was something raising my interest in your presentation because you were saying that there's a creation of additional jobs. Whereas I just, most people say it's the opposite that automation decreases jobs. So means there will not be any more taxi drivers. Law enforcement is maybe not necessary anymore because normally autonomous vehicles should adhere to the law. There might be or not, that's not really clear. Maybe less vehicles manufactured. Well, there are different discussions and statistics like that. So I would like to better understand what type of jobs and how these new jobs can be created. The key point to make was what I mentioned just now of the 51 billion economic value to the UK per annum by 2030, only two billion accrues to vehicle manufacturers. And the rest actually accrue to quite a number of other sectors. So while you're right in saying that if you look at like for like jobs, if you're talking about a right hailing vehicle that is completely autonomous versus one to is being driven by someone today, obviously there's displacement of jobs. But if you didn't think about it in the wider ecosystem, that's where jobs are created, which is why I mentioned this now in one of my slides, I think the penultimate slide. In the future, it's likely gonna be about more than just cars. These autonomous vehicles will likely exist in an ecosystem that is defined by mobility as a service. So while there may be displacement in some areas of broadly speaking the mobility sector, there are many other jobs that can be created. So for example, if you think about these completely driverless right hailing vehicles operating in a particular city, chances are that their utilization rates will be so much higher than they are now. And because their utilization rates are higher, there's great likelihood they'll be retired much sooner than they are now. So in the UK give you an example to put this into perspective. The average length of time a passenger car stays on the road in the UK is about 14 years at the moment staying in the vehicle fleet in the UK. In the future, it's likely to come down significantly. Now think about it in this in the sense there will be lots of new jobs created in terms of servicing these vehicles, maintaining them because high utilization rate and also this raft and suite of consumer services, mobility related some of them that are required to actually provide these supporting functions to an AV in a right hailing environment. But that's only just right hailing. And then you factor in other types of AVs on the road and other connected services even from telecoms, from technology, from other digital service providers. There are a lot of new jobs that will be created we think which is why we think there will be 320,000 additional jobs in the UK, but only 25,000 of them will be in automotive manufacturing. Yeah and let me add, I'm a software engineer and have been doing this stuff for way too long and have been through many generations as we had new technologies. And they definitely do end up eliminating some jobs. The experience is that they actually end up almost in all cases creating other jobs which have great value. And an example I'll give you, as I mentioned, my background is creating the original digital maps for cars and things like that. And we eliminated jobs for all kinds of people who were drawing maps and printing maps and what have you. They're all gone. I would be very surprised if you have a paper map today. However, the mapping and the ability to do mapping and we're all now used to, we can go on the internet, we can find where things are and what have you. We've created many, many more jobs. Most of them are better paying jobs than being a printer. And I think that same thing is gonna happen here by having the technology which is based on having equipment that becomes cheaper and cheaper, better cameras, better radar, better LiDAR, all kinds of things. What we will do is find many other things. The area that we will reduce jobs in is gonna be medical. Very important, the major benefit that's actually gonna occur from automated driving is the discussions of reducing accidents. And that is a significant part of our medical environment. US estimates that approximately 25% of hospital beds are occupied at any time as a result of a vehicle accident. A substantial proportion of the disabled people are the result of a vehicle accident. And we will substantially reduce the employment in the medical profession, in the disability profession over time. So let's go on to the next question. Good morning, my name is Paul Janssen of Fleet Forum. A lot of, this morning the SCG 3.6 was mentioned, reduction of road traffic fatalities by 2020 by 50%. A lot of the speakers here mentioned the benefits of autonomous and connected driving to reduce these number of accidents. Now this audience is not just male dominated but also high income dominated. The majority of the road traffic accidents worldwide are in low and middle income countries. So for anyone who wants to answer the question, how do you look at the future of autonomous and network driving in low and middle income countries where we really need the solutions? I'll start. So General Motors is a for-profit company. So we have a responsibility to our shareholders to generate profit. What I see occurring is when we are successful with a technology such as Supercruise as an example, that drives interest in the market, that drives purchases, that drives demand. And classic economics as demand increases, prices come down. So I would say from a General Motors perspective that the trend may be difficult to predict how long and how much but the cost of these sensors, that Russ mentioned, LiDAR, GPS, radar, inertial measurement units, those are coming down even as quality is going up. So is Supercruise on a Cadillac? Yes. Is it on a premium sedan? Yes. Are we looking to expand that active safety semi-autonomous feature across lower cost vehicles so that mom and dad and brother and sister can buy them, may not have the same high income? Yes. That's clearly a strong business motivation for us as a company. So is it gonna happen tomorrow? No. Will it happen over time? I'm certain that it will. Yes. Been significant ability of technology things to move into developing countries faster. And we now have reasonable setup where many of even low income countries now have broadband availability, we bring it into schools and other things and been able to skip things. You're right that it will be longer before we get into the automated driving in the lower income. But I would be very surprised if we don't see a faster movement in the low income countries, not next decade, but in the decade of the 2030s to catch up. And I can tell you from Walter and UN ECE, Eva who worked on it, the number of low income countries that have become involved in the UN sustainable transport division has increased substantially over the last 10 years and at the break they can give you better information. But it is being brought forward and it will skip things and will bring forward. So one last question because we're hitting coffee break time, so. Hi, Adam Jefferson, connected car specialist at SBD Automotive. John Todd this morning called for manufacturers to share data and create synergies and partnerships. And I realized that this can cause a conflict between manufacturer profits we've just mentioned and also if you like the greater good. What do you see OEMs doing to work together to share this data to reach a satisfactory outcome? Yeah, but I didn't quite get your question. I'm sorry. I was asking how OEMs are going to collaborate to share data that could be of value to them to keep rather than sharing it for the greater good. So, standards for sharing data. Okay, so. Of course, there will be money made from data. So, it's a delusion to imagine that all the OEMs will share openly all the data. On the other hand, I think that contribution to society has been always super important for Toyota and we have shared almost everything over the years and I think this won't be different here because in the end, we are in a very different situation from let's say Google who, okay, you share your data with Google because Google gives you a number of services for free. If we are in a model where we sell you a car and you're a customer of this car, of course, we don't believe that we own your data without your consent. So, I think that if we apply GDPR, for example, which I think is bound to increase and become worldwide in different forms and shapes, I think that what you are requesting will be actually given to a large extent. And so that's why I think that we see this not, of course, it's a lot of work for us and for all the OEMs to comply, but we see really this as an opportunity because I've seen in the past years that the OEMs were hesitating a lot actually to monetize data because we want to respect the data of the customers and their consent. While if the framework, when the framework has been given, which is coming now to Europe, it becomes much easier because we know basically what's right and what's not right and the customer has also the right to be forgotten and so on. So I think we'll come much closer to what you're asking. Just a second piece on that. I do not hear any major car manufacturer that is not willing to share safety-related data. And I think you want to distinguish between data that's safety-related and maybe profit-oriented. Curtis, can you comment on that? Yeah, I agree with both sets of comments. I would just add a couple practical examples from a regulatory perspective in the United States. We adhere to the regulations from the National Highway Transportation and Safety Administration. And what they've told us, what they've told me is that in this new era of autonomous vehicles and improved safety, they're changing their mission to ensure that safety is not compromised as a result of competition. So I take that as a cue to say if there's public benefit with sharing data or providing data, then we need to do that. As a practical example, there was a question earlier about maps. We've got the potential to potentially improve the quality of our road surveys, the efficiency at which we get updated data by partnering, collaborating with our competitors, Toyota, Volkswagen. So I went to my leadership at GM and said, would we be willing to do this, send our own vehicle data to our cloud to be shared or pooled with our competitors? And the answer was yes, we'll do that. If that improves the safety of our customers, if that improves our time to market, then we're interested, so. Okay, I say we've crept into the time for coffee break. I know there's many more questions and discussions. I wish we had another hour, but please feel free to bring things up. We will resume exactly at 12 o'clock because we have another very packed session. So thank you, everybody. I really thank you. It would take some photo story. Yes, yes, yes, sorry. Pretend you're speaking. No, you need to take a photo again. So thank you. Yeah, I'm talking about the environment and the safety and target. Yeah, because the. Yes. The things we can do. Yes. I'll get myself a object. You want to do this. It's the perfect. Okay, first thing. Yeah, nobody wants to do this. Okay, first thing. And the face. And the plug you can't do it. Because anyway the plug is on. Let's see, for the second session, we have everything in session now. You put it in the presentation, because I have your presentation but not the video. The video is in this presentation. It's 250 megabytes, I didn't want to send it on mail. Otherwise, it will work. You saw some people had the presentation embedded. The security of the internet connected devices that we use in our daily lives. The methods we use for this are really simple and they have been known for years and have been also used by cyber criminals for a long time. We are going to start the second session. I am inviting the moderator to join the podium. Together with the panelists, Mr. James Colgate, Luke Ibeson, Stefano Sorrentino, Andrew Faiola, Joanna Springer and Luciano Franceschina. If kindly you can move up on the stage, there is a chair for each of you. I think you can sit as you like and Manuela will give you the priorities. Thank you very much. I think people are still trying to make their way inside. Thank you so very much for coming to the event. It's been a great morning so far. I think David said earlier connectivity leads to autonomy. Absolutely we need to rely on connectivity in order to have autonomy. What a great panel we have today to address some of the questions that also surfaced in the first panel. So it is my absolute pleasure to introduce James Colgate from Williams F1 on stage. And then each of the panelists will give a presentation just like the first panel and we'll dive into the discussion after. Thank you so much. Well firstly good afternoon everyone and many thanks to the team here for inviting us and our partners, Semantic for inviting us to come and talk at this event. It's really interesting discussions this morning. But as Manuela said I'm from Williams F1 and I think firstly I'm just going to set the scene of who Williams are. Hopefully you know us from our racing heritage. In the first last 41 years we've been racing in Formula 1. One of the most successful Formula 1 teams of all time with 16 world championships. But deep down somebody mentioned it before about GM. Actually we're an engineering and technology company that happened to go racing. And we also since 2010 have been transferring our technology, intellectual property and capabilities into other markets through our Technology Division of Williams Advanced Engineering. And some of the examples I'm going to give today try and link the world of motorsport through to automotive and also into some other sectors. But just to start with I thought I'd start with a bit of a controversial statement. I'm not quite sure this whole IoT connected car thing is particularly new. In 1979 Williams it's his first race winning Formula 1 car was connected. Admittedly it had a 64k data logger on it and it took 20 minutes to download one single lap of data. But it fulfills the definition of a connected car. So in 2018 we've moved on a little bit from that. The cars currently got 300 sensors on it with over a thousand channels being sampled as it goes around the circuit today in Barcelona. So we collect that data, we then transmit it from the car back into our garage and then also all the way around the globe to our operations centre in Oxford. Under a third of a second it takes to transfer live telematics data from Australia to our operations room in Oxford. And obviously there's a significant amount of dedicated infrastructure put in place to allow that to happen. Over the course of a weekend each car will typically collect 60 to 80 gigabytes of data. So that's an awful lot of processing to do. So we deploy a variety of solutions both at track in the cloud and back at base to enable our team to actually process that along with pattern recognition, some elements of machine learning and AI. And that's a really big growth area as we try and find performance. But fundamentally all of this is actually meant to be helping our strategy team whilst the cars running around in real time making split second decisions and having the right information to actually make those decisions. So Jean obviously opened the conference and obviously given his role at the FIA, how do we link motorsport? What's the relevance of motorsport to IoT and sort of the whole connected infrastructure? Well motorsport is a very high pressure incubation environment for technology. We have a cycle that means of the 21 races there are in the calendar the car has to be different. Any problems we encounter in Barcelona this week have to be fixed before we go to Australia within 10 days. That means that although we might be an engineering company and also through advanced engineering work with many of the world's leading automakers we actually have to work like a software company. Our product development cycle is much more akin to something like Agile than it is to your traditional five year program to release a new vehicle. And that's one of the big, that motorsport DNA I've always wanted to succeed in having to turn things around very quickly is actually what we use in our technology business to help work with automakers trying to work in the speed they need to to keep up with the technology that's coming through. But the only reason you could work in such an agile and fast moving way is if you have the data you need to make informed decisions on that. And we talked a lot, we heard a lot earlier about the volume of data the connected world and connected cars can generate which is significant and actually significantly more than we would generate running around a racetrack and we've got a dedicated infrastructure to deal with it. However, in Formula One we actually employ a little bit of a different strategy when it comes to data that might be worth considering in this context. For me, I've got a limited number of sensor channels under the rules I could use. Also every single sensor and its wire attached to it or not in the case may be is weight. I want to minimize the weight in the Formula One car because that's performance. So our data strategy is turned on its head. The first question our team will ask is what decisions do we want to be able to make during the race environment. Therefore, what information do we need from the car to enable us to make those decisions in an informed manner and then finally take it all the way back to therefore what information and what sensors do we need to put on the car to fulfill that end decision. I think if you take that approach perhaps into the sort of smart city, smart world we're going to has that necessarily been thought about? The amount of data you can collect is effectively unending but can we actually use it for the right purposes? To give a different industry example, an aero engine on an aircraft generates terabytes of data during its flight if it flies to Australia. However, they can't transmit it, it's currently not possible or feasible to transmit it continuously all those terabytes of data and the weight of the storage is not worth it, it would cost too much in extra fuel to take on to carry that storage round. So what you see is those engines have said limited data, more data when they get to the ground but they actually flush a lot of the data that's not needed. If the data leads to an action or requires some action or action to be taken, it's kept. If not, it's simply flushed away. A similar approach we use in motorsport and maybe something that we should consider when we try and look at the scale of the data and the scale of the storage etc. we'll require going to these connected worlds. But obviously so far I've talked about motorsport, a little bit of other sectors but how does this sort of compare to the wider automotive sector? We see in the next five to ten years there be more fundamental changes in the auto sector than the auto sector's seen for the last 50 years, that's a slightly tweaked quote from an auto CEO recently. And there's some huge big industry trends that are all linked together. We talked about electric vehicles, electric vehicles absolutely key to that. But with that the cars actually themselves are quite heavy and also range is really important to allow people to use electric vehicles effectively and allow the swap out from an ICE engine. All of this connected technology is heavy, electronics are fundamentally heavy which means it's not just the powertrain technology that we're taking from Formula 1 into Formula E and other sectors it's also the lightweight structures. In order to get the cars range still to work with all these sensors and electronics you want to take around with you you've got to make the car lighter. Therefore composite technologies are the same sort of structures we use in Formula 1 are really important. And then we come on to analytics, we've got all this data but I think the world of machine learning, AI, pattern recognition is still developing and still catching up with the possibilities that are available to actually make some decent decisions with that data. We talked to regulations earlier who owns the data. In motorsport obviously we protect quite a lot of our data and don't want to share some of it with our competitors but we do actually share data, some of our data will go to our engine supplier to help them improve their product some of our data will go to our tyre supplier Pirelli to help them improve theirs and actually the FIA as John mentioned they get some of the data as well to ensure we comply with the rules but most importantly to ensure that if there's any accident that information is passed to the emergency services. If there's an incident on track all of the forces and accelerations from that accident will be in the medical cars on the screen in the medical car before it reaches the scene of an accident. Translate that into the sort of first response world of a normal road accident that's quite important. And then obviously security is a really key element here. In Formula 1 we're probably always quite security conscious I'd like to think but we like to work with partners such as Symantec, Talos and others to ensure that we have the best in class solutions and this is a really good example of seeing the worlds of software, defence, communications all merging into the auto sector. So if I leave you with sort of three remarks the mobility sector is seeing huge disruption and my mean mobility as mentioned earlier is not just about the car it's about all of the mobility solutions and we're seeing the automotive sector and the technology sector merging together but the challenge is how can they actually work together at the same timeline to the same standards to achieve the objectives that fundamentally either the regulators and or the consumers actually want to buy. A key element is setting the correct pace of that development in a secure and forward looking way. So the what we do today the SMN team mentioned in the UK the average car stays on the road in 14 years. I don't know how many of you today use a 14 year old mobile phone and how well that really interacts with anything today. Anything we do on a forward look needs to be forward looking and ensure that it matches the life of the vehicle. And maybe to go back to my first point from the start cars have been connected in racing since 1979. Most of the technology is here today already but the challenge is actually connected all in a secure cost effective manner that actually has viable business models that actually sustain sustain and allow that to grow. So thank you very much. Thanks James. Thank you. Quite insightful. That's definitely going to make it for a very good discussion later. Our next guest speaker is Luciano Franceschina. He's the co-founder and CTO at Pterolytics. You've mentioned James that some of the technology is here today. There's a lot of new technology deep learning machine learning and Pterolytics is working on some amazing things. So go for it. First of all, thank you very much for letting me talk about Pterolytics company. The company I co-founded 2012 so not too long ago and I'm currently CTO Chief Technology Officer of the company. Pterolytics is like apparently most companies represented here a tech company. We are applying AI and machine learning to improve mobility and transportation of humans. And how we do that compared to maybe some of the presentations we've seen before is we are not so much vehicle focused but we're very human centric. We want to understand how humans move around the world, what mobility demand they have and from where to where do they want to go. And when I say humans, I'm not necessarily talking about individual people but I'm really talking about population scale nationwide understanding of human mobility. And why is this important? This is important because the way the world moves is changing. There are new cities being built, cities within a city like Hudson Yards here but also human habits are changing, working hours are becoming more flexible. Maybe we will not have a morning and evening peak in the future but maybe we will have actually even a worse morning and evening peak. And we will have new ways of transportation. We have the autonomous vehicles but we have also improved public transport. We might even have flying cars in the future and people have a lot more demand on how they go from A to B. They want mobility on demand and every industry that is part of the value chain of human mobility has to understand what is the current demand, what is the future demand. So it is important for every player to understand how people travel but not just how using what mode of transport but also why they travel. What's the purpose of a specific trip? What's the time of day where people take specific trips? What is their preferred mode of transport? What are their preferred travel times, etc. And for all of that we can look at big data. There's a lot of data sets that show us some aspects of how people travel around. But my message of today is big data alone is not enough. You actually need the right data. You need the data that is representing the mobility demand of the whole population. And given this is an event by the ITU, I'm claiming telecom data, telecom network data from the mobile network is actually inclusive data that represents how everybody travels around. Rather coarse grained level but for most mobility demands this is actually what you need to know. You need to know from which city to which city at what part of the day are people traveling using what mode of transport. How is this changing? Are there incidents? Are there disrupting the normal daily schedules? Are there any anomalies? And the good thing about telecom network data, mobile network data is everybody brought their phone today I would assume. It's really the smartphone, the mobile phone is the thing that basically represents the mobility of the whole population. It doesn't matter if you carry around the newest iPhone or the oldest Nokia, the cell towers don't care. They will always see the data that is generated from those phones. And I have brought with me today a short animation that actually represents real data generated from the mobile network. Those points that you see are cell phones or devices switching between cell towers here for example in the theme parks in Orlando, Florida or also in Hong Kong where you see people traveling between the islands using cars and tunnels or using ferries using the MRT or also in countries like Bonn where we have looked at data that actually represents a completely new way of seeing how do people travel in countries where there is also maybe less based data already around. So I brought with me just two quick examples of how we looked at this data, how we analyzed this messy data that we've seen in the video before. Obviously the mobile network is not made, is not created to actually be a sensor for human movement but using the right algorithms and the right approaches we can turn it into a real sensor for human movement. And one thing we did is we looked at Singapore, we have ongoing analytics there where we look at mobile network data from all of Singapore to analyze for example the first and last mile travel times to the public transport so to the subway system of Singapore. Using real measured data fed into our algorithms we can see where are areas where it takes people long to do their first mile to the public transport. For example here we see the red colored areas are areas where it takes more than 25 minutes in median to reach your next MRT station. This is data that can be used to directly improve the situation using for example improving bus routes or even in long term building new subway lines. Actually in fact the red line that you see here that's the new subway line that is about to become operational which will hopefully improve those travel times. And this is really measured across the whole population using the mobile network. Everybody carries a phone and we have a representative inclusive picture of the mobility needs of the whole population. We can also look at how many people take certain trains and compare it to how many people take the highways so really across all modes of transport we have a good understanding. And then we can also use it for incidents in more real time to understand for example what we have here is a picture of a part of Atlanta where just last year as you probably know there was a bridge on a highway that collapsed about 250,000 people their daily routine was interrupted they couldn't take their normal ways to work to home to the city anymore. And using the mobile network data we looked at how did their travels change not just what other routes did they take but also how many people stayed at home because of that. How many people potentially missed their job interview because of that. And what we see here actually in blue is the line where usually the subway the highway go through what we see in orange is the routes that we see that were taken as alternative to those routes. So it's really important that we have this picture of the whole mobility both historically in order to improve the planning but also in real time to improve reaction to incidents. And we believe that especially if the telecom operators work together with the mobility players we have a really good story here. So as a conclusion we want to understand how the world moves using telecom network data we can actually achieve that and we can all work together across all modes of transport also from the automotive sector who is undergoing big change and wants to move more into mobility on demand scenario where you actually don't sell cars but you might sell kilometers in the future. You need to base this on real data on real mobility demand that we can measure using the mobile network data. Thank you. Thank you so much Luchano. You mentioned something very interesting there. Sell towers don't discriminate. Neither do satellites. And I think my next guest Andrew Fayola the director of mobility for Intel sat will show you how satellites work. Thank you. Thank you Manuela and thank you all for having me today. As Manuela said my name is Andrew Fayola. I work for a company called Intel sat. I'm responsible for mobility services across Europe Middle East and Asia for them. And I only have one slide today which is hopefully going to be helpful. And I think I'll just start by saying it's sort of very nice to be set next to next to the gentleman from Williams F1 because about 12 or 13 years ago we were actually providing connectivity trackside back to back to the UK using satellite in the days when it wasn't so easy to get connectivity from some of the some of the race tracks. Intel sat itself I guess in order to be be one with the rest of the panel is also an engineering and technology company. We just happen to operate satellites. I like to use this slide which which came from open signal. But I think it illustrates a very significant challenge that we have as we try to create a strong and secure connected car environment. And what this slide actually represents is by 2020 LTE coverage is going to cover about 63 percent of the world's population but only 37 percent of the landmass. And that's for that's for 4G LTE and actually David from SMMT earlier used some of the statistics that I'm going I'm stealing from SMMT which is that in the UK in fact less than 20 percent of UK roads have full 4G coverage and only just under half have 3G coverage. So we talk a lot about 5G and 5G coming. And I think from our perspective it's important to note that 5G itself is not going to be a wholly terrestrial solution. And that's why we talk about big challenges requiring many solutions because 5G again is really going to be an integration of many networks in order to provide connectivity everywhere. So in in our little world of satellite we like to talk about the three commandments of digital revolution. And that is really everything everywhere and always. And so what does that translate to for us it means unlimited bandwidth having access to everything. And we heard a little bit this morning about high density maps and the ability to have access for vehicles to have high density maps which by their nature probably will reside in the cloud and have to be accessed that way. We talk about everywhere and this is ubiquitous coverage and right now we are able to provide ubiquitous coverage where vehicles travel. And we work very closely with a lot of mobile network operators today in many of the regions where they work to help extend those networks. And so when we look at things like rural connectivity and infill and bridging the digital divide between rural and urban environments. This is where you start to see an integrated network that's made up of many different modes of communication coming together. And then finally that always bit and that has to do with reliability. And again being able to make sure and ensure that there is network coverage from a public safety standpoint from the ability to access e-call when there isn't a mobile network available. And then security the cyber security aspect of it. So from our perspective we feel you know we aren't a satellite company anymore. We're part of the wireless industry. And what we're seeing now in our business is we're really in the midst of a period where this sort of five year period that we're in. We're seeing so much change in terms of technology and innovation in our business that compared to the previous 10 years is extraordinary. And that's creating a lot of disruption a lot of nervousness but it's also creating lots of opportunities in our part of the business. The technology side of things both both in space and also on the ground in terms of terminal technology and things like that is changing very very rapidly. And so where I think that this is my first FNC if I think if I'd been here a year or two or three years ago we'd probably be laughed out of the room to be honest with you. Because I think when most people think of satellite technology they think of large bulky antennas that have to sit somewhere and be able to steer mechanically and this kind of thing. It's all changing. The terminal technology is becoming such that terminals have no moving parts. They're electronically steerable. They're now able to access much more powerful satellites in different areas in geostationary in low earth orbit so that it now makes sense. And there's many use cases that we've looked at where in an integrated environment you can now start to look at having discretionary applications that use particular radio access networks in some ways better than others. And then being able to mold that with the terrestrial network to alleviate stress from the terrestrial network to deliver services of a higher quality better user experience. So from our standpoint it's a very exciting time and again we're very excited to be here and share this with you. And from our perspective the connected car environment is going to be an extremely exciting and critical part of our future as a company. And how we go and work with other parts of the network to integrate that capability and be able to deliver services to drivers and to OEMs and tier ones wherever their vehicles might operate in the world. Thank you Andrew. And I love that statement. Big challenges require many solutions and our next three speakers. I love how aligned they are. We have mobile operators and it is my pleasure to introduce on stage Luke Ibertsen. He's the director of R&D at Photophone. Thank you Manuel. Good afternoon everybody. So I was promised a bit of a feisty panel but I didn't realize that the comments were starting before we got through the preambles. So I do work for Vodafone. I think perhaps before I get into the main topic of the presentation I should say something regarding the coverage on the UK highways given that it's been mentioned a couple of times. So I guess I must be perhaps the luckiest person in the country because I live in the south of England. I've got a daughter in university in a place called Newcastle. It's about 270 miles away and I routinely drive that route listening to high-quality Spotify. In fact many of us in the car listening to it on the mobile network the entire way without a hitch. So either I'm astonishingly lucky or I don't know where those numbers have come from. So we don't recognize those coverage numbers. Actually what we are trying to do and we do have a very large focus on this in the UK we're working actively with the government and with the highways agency to accelerate the deployment of roadside infrastructure in a way that can really make a big difference down the areas where it is difficult to get a signal such as cuttings and tunnels. But certainly the numbers that I think were quoted before we don't recognize. So with that said I know that we can maybe come back to that later on. I do work for Vodafone. Vodafone is fortunate enough to count many large automotive customers amongst its portfolio. So we serve today around 15 million connected cars in dozens of countries. Not just from the perspective of providing connectivity but also from the perspective of building the connectivity boxes that go into cars. So we're also a tier one tier two supplier into the car industry which is kind of an unusual thing for a mobile operator. That said what I'm planning to do today is to talk about a fairly new organization which I think is extremely important for people to learn a little bit more about and this thing is called the 5G Automotive Association. So this is a bit of a brave kind of a unique attempt I would say to bridge two very different worlds of ICT on one side so represented here by mobile operators and infrastructure manufacturers, chipset companies. And bringing it together with the automotive industry in the form of the OEMs, the supplies to the OEMs and also increasingly road operators as well. So we're forming a joint community in this brand new association with a very very joined up aim to provide end to end solutions that work for this community and not to try and second guess each other or deliver these things in isolation. It is a young organization we only started in September 2016, it was founded by six companies in Munich, a small low key press release and it's grown like topsy so as of the last count there was more than 70 companies. Counting now quite a large number of very very well known car manufacturers, a large number of telecommunication operators, equipment vendors, basically people from the entire chain. All working together with a very very common goal in mind which is to create these solutions leveraging the combined technologies of the automotive industry and telecommunications. This was mentioned I think earlier on by some colleagues but a little bit of repetition never goes amiss and we've seen that there's actually quite a lot of confusion around this topic. When we talk about this cellular vehicle to everything capability that we're been developing as an industry. So this is not something that is just about wide area cellular and vehicle to network. It's just as much about how we provide direct links between cars and cars and between cars and pedestrians and between cars and infrastructure. And it's actually the aspects of this being a very unified technology platform which was really getting that whole community excited because we can see how to bring things together in a way that we've never previously been able to. So there's just a small example quoted there on the charts which is showing how the vehicle to vehicle and the vehicle to network can work together to make roads safer in this case. So it's very simple everyday example of the car sensing that it's going through a slippy patch because of ice. It can communicate that to its nearest car. That car has got a V2N link. It puts it back to a server and the car that's following maybe two or three kilometers behind and is not yet aware of those conditions is able to provide a warning to the driver. So it's something that I think everybody would resonate with in the real world as being a benefit because you don't want to hit a patch of black ice. Once you're hitting the patch of black ice you want to know it's there before you get to that place in the road. There's been a lot of conversation. I think it's been mentioned already as well regarding the choice of the physical layer technology for this. What's called a sideline, the short range part of the communication. There are two different technologies for the physical layer part. They're actually quite a common stack above that. So there is, if anything, a little bit too much emphasis being placed on the debate for that filer technology. But it is important to get it right and make sure that the foundation stone is one that can allow this entire ecosystem of cellular plus short range to be properly leveraged into the benefits of society. So I just want to talk about a few policy recommendations regarding that part before I move on to the broader mission of 5GAA. The first is that there are legislative actions being undertaken at the moment to look at which technologies ought to operate in this band. And certainly from the perspective of 5GAA we would consider that any attempts to force one technology or the other would run directly against technology neutrality principles in Europe. There's been a few studies published recently. One of the ones that I wanted to highlight here was done by analysis Mason. And it showed that in the absence of a technology mandate, in other words, allowing the two technologies to be deployed and have each make its own way in the world, actually delivers a net benefit to society of around 43 billion, give or take a billion, by around 2035. The analysis shows that if you were to mandate either of the other two technologies and say you have to use this, actually the net benefit society goes down quite significantly. Now a lot of this reduced cost or indeed the higher benefit is delivered through reducing the cost of having to deploy dedicated roadside infrastructure and instead looking at this combination of what's already been built by way of network infrastructure and combining it with this new real-time way of connecting cars to each other directly. And finally, because we're bringing this together within the 3GPP standards, it makes the future evolution path of companies investing in the cellular V2X platform one that intrinsically gives you that forward path to 5G. So again, we've talked about 5G many times today. 5G is not a separate thing. 5G is already here when you look at the stable technologies that it embraces, including LTE-based approaches such as cellular V2X, such as narrowband IoT, which is a way of connecting low-powered devices over very long distances. These are all part of the same set of specifications that collectively are 5G. So 5G is certainly not just the new radio part, it's that collection. I think when you see people talking about 5G and comparing it to 4G, that's entirely the wrong perspective, certainly from the view of a mobile operator, because we're focused on solutions and that's what we want to deliver to customers, not technology for technology. Final slide. This issue doesn't define 5GAA. Actually, we've got a much broader, much more ambitious strategy that incorporates everything from how to together work on what we would like this new radio capability to be as it starts to augment the LTE-based side link. Really cementing the role of the wide area network is a very, very complementary part of how we move forward on this. And really creating this joint ecosystem that's able to leverage from the R&D investments and the scale of innovation that goes into the industry that gives you these things. So we talked earlier about the potential challenge of the different time scales within which different players move in this sector. And I think this is a great example of how we're seeing ICT and automotive companies coming together with a very, very common view as to how to really make this future technology development work to everybody's advantage. I'm going to pause there, I think, because I think we're well out of time, but I'm looking forward to a very lively discussion for the rest of the panel. Thank you. Thank you so much, Luke. Thank you. And talk about 5GAA, our next speaker, Stefano Sorrentino. He's the chair of 5GAA and is also with Ericsson, Stefano. Thank you. Yeah, so thank you. First of all, I'm very happy to be here. In 5GAA, my role is to lead the system architecture group as a chairman and within Ericsson, I sit in Ericsson research and I lead automotive research. But don't worry here, I will not try to promote Ericsson products, I will rather share the experience that I've had working with very close to the automotive sector for a few years now and also in this association. So the first point I want to make is, no matter if you are from the public sector, from the automotive or from a telecom sector, connecting vehicles is very important. First of all, we have already heard it several times this morning. There are political goals to reduce fatalities and improve also, I mean, the sustainable development goals associated to vehicles and to roads. And connecting vehicles is one of the tools that we have to achieve these goals. So there is clearly political and public sector interest, the benefit is for the society. If you are from the automotive sector, connecting vehicles is one way to enable new services, so it's a new revenue stream. It's also, if we see connecting vehicles as a step towards the automated driving, then that's a clear brand differentiation as well, so yet another selling point. Now for us in the telecom world, we expect really an explosion of the amount of data being exchanged between vehicles and networks. Now don't take these numbers exactly, because the truth is no one knows how much data will be exchanged, but we all know it's going to increase every year in an exponential way. So here the point, this is of course a huge opportunity for us in telecom, especially for us as technology providers, it's just a big challenge. So this model will work only if it's economically sustainable. And here comes the research aspect and the innovation of 5G as well. So how can we support this huge amount of data fulfilling the requirements from the automotive sector at the same time with a solution that is affordable? I believe the reason why we do not really know exactly how much data will be exchanged between the networks and the vehicles is that basically there is a trade-off. Of course more data will be useful, it will enable more and more services, but exactly how much data we will exchange depends on where is the threshold for the cost of data. The other aspect is that there is data that is only relevant for certain services that have very specific requirements, could be latency or throughput, and then enabling such services depends on the availability of technology that enables this kind of connectivity. And also it was mentioned already a couple of times the aspect of coverage, some other services rely on having very good coverage. So one of the reasons why we have these associations such as 5GAA and other similar ones is that we're really getting closer between the telecom and the automotive world, and we're working two ways. From the telecom world we are learning what are the requirements from automotive and vice versa the automotive are learning what can be provided by today's and by future networks. Because I think what is very clear in 5G is that the network will not at all be a sort of a bit pipe. Because of these very different requirements there will be a closer relationship and interaction between the technology providers in the networks, the operators and those who are going to use these services. So to summarize I think we will have three very different types of use cases. Let's assume we are zooming within a 5G connected vehicle. And by the way when is this 5G coming? I can say for Ericsson we will have our products delivered to first 5G networks delivered to quite a few top operators in the world before the end of this year. And then the mobiles will come early next year. So next year you will start to be able to use 5G networks. It will be a stepwise introduction and it will not be a dramatic introduction, a dramatic change. So basically you will seem less switch from a 4G to 5G network. And also I will talk more about this. I mean 5G is not just one technology component. There are many aspects that can be updated different times. But look again zooming inside the 5G car. You can almost see it as three different types of connectivity with three extremely different business cases behind them and requirements. The red part. So here I talk about the O&M specific services. So sorry that was the entertainment of the driver. That is quite similar to the way we use our smartphones today. So from a business case it's very clear it's the passenger who's probably going to stand for the bill. So the innovation is more towards a better user experience. The blue part. That is about safety. And that is where the business case has been extremely challenging so far. Because the technology is there we could already save many more lives than what we are saving already today. The only lacking part is that we have not managed to really find a sustainable business case. And I think 5G here can play a role because it's a sort of the economy of scale is fundamental. Basically on a single connectivity you can support three different use cases including those with public interest. The other aspect I really want to emphasize here is if there is especially anyone from the public sector we need to excel to save these lives. We need to find new business models. We need to find a way to make it profitable or at least sustainable from a business perspective to use connectivity also for safety of life applications. And I think there are many different ways I can come back to that during the panel discussion if there is interest. But there are many opportunities here in the 5G context. And finally the green part. This is what I've heard most of the discussion so far. We talk about automated vehicles and how much data they will exchange with each other. This is also quite interesting business perspective because this is probably at least for a few years it will be the driver sorry the car maker that is staying for the business part and for the charging. In a longer perspective the green and the blue part are going to become the same thing because the autonomous vehicle will be safe so there will be clearly both the public and the private interest in the same type of connectivity. So just a final few words going slightly more technical. What is 5G and it's much more than that but just to give a few hints. So first of all it will be a new radio and core technology and they do not even need to be upgraded the same time there are many flavors there. So I will not go into all details here but that's the key to enable a much larger bandwidth much more throughput much lower latency if needed. And these are one key to push down the prices we have already heard the price per bit has historically gone down more than 10 times every 10 years and this trend will probably even increase in 5G. Second point the ecosystem scale so 5G includes sensors things you know billions of devices and the cars are nothing that else that one of these devices. So it's the 5G can be seen as a glue to have really scalable ecosystem where the same or similar chipsets and solutions and same networks are used to support all these kind of different use cases. So you can take advantage of these huge investments and on the technology innovations but also to push down the prices with more scale. And I think I have time to go through all the details I will just mention the security aspect here is very important. Of course I mean using having an operator with a SIM card is a person and an enabler of security there is a trusted relationship on the connectivity with encryption. In addition to that when we talk about autonomous vehicles of course the security is really important so for example we just announced last week a cooperation with Argus which is part of a continental group. Where we're looking at solutions where for example from a cloud with AI the vehicles can be monitored and if any strange behavior is detected then basically the network takes over the control or there is some corrective action. So really 5G is also enabling a lot of new opportunities to make the road safer from that perspective. It was a very short summary of what I wanted to say. I'm happy to answer more questions if there are later. Thank you. Thank you Stefano. And as for our next speaker it is my pleasure to introduce you to Johannes Springer. He is the program lead of 5G at Deutsche Telekom Johannes. Thank you Manuela. Welcome. I'm happy to be here to be the last speaker. I want to make it very short because we are working also very closely together in the 5G end you will see from some of the slides maybe some of the overlaps of the information. But I want to maybe pick out some important things which I haven't heard so far this morning or want to clarify a little bit also from our understanding as a network operator what's going on in industry. So that is a matter of fact and as Lukas said we as operators are operating let's say millions of cars which have already a network link into their car. And that network link is used for a variety of purposes. Security is of course one thing. Security in a car without a network link is from our understanding is not existing. So you need something where you can get access to the car out of a back end to make some software updates to make some security updates to make bug fixes and all these kind of stuff. So security without a network link is not possible. And also what we had today in the introductory speech from Jean Tott about safety we should mention that the network today provides a very good fundament for safety related purposes even between car manufacturers and between different car vendors. And it is used in millions of cars. So we have these kind of let's say extension of local sensor coverage that one car which detects a certain hazard on the road transmits this hazard via a back end infrastructure down to other cars. And that is a matter of fact which exists today in millions of cars. Maybe the car manufacturers should talk a little bit more aggressively to that. It's informational safety. Yes, it's not automatic safety breaking or something like that. But it creates a huge benefit. And if I take another example here in especially in Europe, we have a clear agreement between all the car manufacturers that this kind of safety related information will be exchanged. And is exchanged between the different car manufacturers. And of course it makes not only a societal benefit, but also a benefit for the single customer. So this is a matter of fact that is a reality. As I said, tens of millions of cars worldwide are using this technology. It's not only a matter of fact for the cars, but also for the customers who are sitting in the cars and maybe they are using a separate subscription for that. So there is not definitely the need to have let's say one subscription in a car for those two different purposes. It can be split via split billing or via different subscriptions, different merges with already existing contracts. If you look into the future, this picture will be extended of course by one technology we have mentioned several times this morning and that is a 5G. It will extend it by a 5G new radio which brings additional benefits in terms of capacity and in terms of latency. Is it needed for a variety of use cases which we have discussed this morning? No, it's not needed from our perspective. 5G new radio is important for some of the use cases might be important. Is it important for a variety of services? No, it's not needed. 4G as a radio interface provides and 4G the acronym for that is LTE long term evolution in itself says there is a still ongoing improvement process on the radio interface even for the LTE which improves the capacity which improves the latency. We are receiving today or achieving today latency round trip times of 120 milliseconds between one car back end and another car. 120 milliseconds can be achieved with LTE. Is that sufficient for a variety of services? Yes, it is and it is used by the car manufacturers. Nevertheless, the 5G new radio will bring additional benefits. But in the 5G world the new radio the access technology between the car and the cell infrastructure is only one part of the 5G family. So the whole cut M narrow band IOT which was mentioned also earlier is one additional important part to bring or to include additional infrastructure along the road into the whole mobility network infrastructure. The peer to peer communication as was presented this morning by Jason Qualcomm the whole direct communication mode between the cars and between infrastructure or even also between pedestrian cyclists will bring additional benefits. And again, is this a technology which will come with 5G? No, it's already there. It's a 4G radio which works with a 4G radio interface between the cars between the infrastructure between cars and pedestrians. What is also very important in that communication scheme is that we as network operators are improving our networks more and more by software-rised functionality. So we are bringing let's say data center infrastructure implementing data center infrastructure within our networks and we will leverage this data center infrastructure also for other purposes for third party applications. And what we have seen this morning as well a variety of applications will produce a lot of data will need short latency and will need high availability and this kind of mobile edge computing infrastructure will be also a very important part of the 5G technology family. Will the mobile edge computing work together with a 4G radio access technology? Yes, it will. So it has nothing to do the mobile edge computing has nothing to do with a 5G radio access. It will work also together with a 4G radio access technology. And we had a very nice example on this morning from GM with this very nice car from Sudan. Thanks for your presentation. And we had an important topic which has nothing to do with communication as such but with positioning. And we as mobile network operators are providing decentralized infrastructure with cell towers who know their real position which can be used and which are used in a variety of projects right now as GNSS reference stations. We have already the mobile network infrastructure as a distribution channel. We have decentralized compute power to create high advanced correction models, the French GNSS correction models. We can create out of our mobile network connection an additional path of producing a position and can therefore use it for position integrity functionalities to avoid spoofing to create an enhanced level of position accuracy calculation in the car. Which is also a very big threat maybe we have even in the afternoon the ability to discuss about that. So position and precise positioning is also an additional functionality we will provide as mobile network operators out of our network. This part of the 5G family is a 5G radio needed for that. No it's not needed it works with a 4G radio. So all of this is part of a 5G family. So it's not only about the 5G radio it's about how to integrate customer connectivity in the best and affordable way. How to leverage the CV2X direct communication which works without any kind of cell tower in a mode 4 operation. So also of course in those areas where we don't have coverage and where we cannot provide coverage. We have the narrowband IoT and the CAT-M. We have the quality of service and the network slicing is a very important technology which was mentioned. Especially when it comes to functional safety aspects where the network is definitely needed. We have the mobile edge computing and the broadcast. We have the precise positioning. So this is in a bunch what we understand behind 5G. It's in the standardization process. Some of the technologies are already standardized already in the market. So as Stefano has said it's an evolutionary process and step to get these things into the market. And these capabilities, these functionalities from a network perspective will fulfill the requirements of the car manufacturers. So thanks for your attention and I'm happy and looking forward for the discussion. Thank you. Thank you Johannes. So I'd like to do things a little different than this morning. I'd like to monopolize the conversation. Take over the Q&A. Now I've prepared a few questions for you gentlemen and if time permits we can take one or two questions from the audience as well. But let's take to the topic of alternatives. There's a big debate in the industry around 5G and DSRC and some car makers go for DSRC. Others are committed to 5G. We also see the consortium of 5GAA and we see Volkswagen on that list but they're also committed to DSRC. So what are your thoughts on that? Is there an alternative or is there a collaboration? So maybe you can start and then I'd love to hear also from James from Williams what your thoughts are. Thanks. I think obviously this was I guess inevitable that we should be talking about this topic again. So it's not a debate between 5G and DSRC. It's a debate between the technology that we're developing within the 3GPP standards that gives you this direct mode of communications. Because that is intrinsically part of a family of technologies that includes LTE and the evolution of LTE includes new radio. And it gives you a much more comprehensive suite of capabilities with a direct very dynamic link into how the industry develops technologies for smartphones. So that's what's compelling in terms of the radio interface technology. You're comparing something that's been invented on the back of LTE and standardised only a year ago compared to a technology that was born maybe 12, 15 years ago. So it's inevitable that as time has passed there are better ways of being able to undertake those physical layer capabilities. But it does have some performance advantages which are definitely significant. But the most compelling aspects I would say is that it's part of a much bigger piece of technology platform that allows us to work together with automotive and ICT to create a much more compelling way of connecting cars and people in future. Alright, thank you. Thanks. I suppose for my point of view to go back to a slightly racing example, we only make forecasts around the circuit. We do help a lot of other automakers make their own products, their new products in the future. I suppose for us the sort of learning from motorsport is to always pick the correct technology for the purpose you want. It's absolutely agnostic as to what that is. It's about picking the right solution for the right applications. Although I possibly would have a note of caution in motorsport Formula One teams aren't renowned for being able to work together collaboratively because we all want to win. If we go through the Geneva Motor Show next door there's a lot of automakers out there that want to win as well. So in a world to assume they're all going to collaborate with each other, share all their data and work completely in the same is probably a little bit ambitious but we'll see on that front. Good. Anyone else in the panel that has some comments around DSRC versus 5G? Johannes? Maybe one argument what we discussed intensively and especially also in the 5GA is, as Lukas said, we have a 15 years history in the cycling technology in the 11P stack and it never came into market. And the question is at the end why? Why does it take so long to put a certain technology into the market? And the answer to that is it is a cycling technology which needs of course a penetration rate in the market if it makes sense, until it makes sense. If you have only a few cars in the market you will not find a communication partner for that technology. So the question of penetration rate and creating a critical mass is a very important topic for that. So how to achieve or how to overcome this chicken and egg problem? And there we think that from a 3GPP or from a mobile network operator perspective we can bring a lot of added value into that ecosystem because as I said we have already millions of cars, tens of millions of cars which are already equipped with cellular technology in there. And if the PC5, if the cycling technology is a let's say add-on which can be achieved only with very small incremental costs, this would create the mass market and would solve the mass market problem because the technology will come anyhow because it's highly integrated in the technology family. And that is the reason why we strongly believe from a network operator perspective that this is the right way to go. Even that we know because it's a free spectrum, the 5.9 GHz spectrum, it's a direct communication mode, we will not earn money out of that as a mobile operator. But what is our interest as a mobile network operator is we want to put out this or kick out this uncertainty, how to bring this certain technology and use case class into the market. Just one final point on that because it's not, whilst we can have a big battle royal between the two technologies, I think what we've established with the reports that have been issued already is that if you simply allow the two to be deployed, we've shown that they can coexist together quite peacefully. So you don't need to have a super aggressive policy to kick the other guy into touch, you just let the two technologies get deployed and the benefits will accrue in the way that I believe have been modelled very, very well. So it's the wrong question to ask in some ways, I think we're just going to go and do this. That's the right attitude. Good. So regarding the time to market, I think Stefano you mentioned you are already having some products on 5G quite late this year. Is that still the case? Is that a general consensus in the panel? When will we see 5G come to market? 2020, end of this year and how do you move from tests and proof of concepts to production? We will bring 5G into the market by the end of this year starting of next year with some of the technology which I have shown. So most likely it's not the new radio because it's now right now in the standardization process and the technology is under feasibility studies and we have a lot of tests about that. But with the other type of technology like mobile edge computing infrastructure as one of the components of the 5G family, this will be definitely in the market in the next year 2020, 2021. So this is an evolution process but let's say in terms of development cycles for the automotive industry, it's tomorrow. So yeah, just to add to that, I think at the risk of repeating some of the comments we made earlier, but I think it is important to understand this. 5G can't be defined just by the 5G new radio. When we look at what constitutes 5G for many network operators and in fact by ITU colleagues when you start looking at what 3GPP are submitted, which is a collection of radio interface technologies which includes LTE advanced and new radio and some of the capabilities already exist such as narrowband IoT, CATM, these are all part of the 5G stability technologies and some of them are available now. And we'll continue to bring new capabilities into the network at the pace that's demanded by customers in order to be able to fulfill and deliver solutions that require those technologies to be deployed. So we're very kind of neutral on how we deliver these things, it's the what we deliver to customers that's important and that's why we're very much looking to use the combination of these technologies in the most efficient way possible to deliver that experience whether it's to a smartphone or to a connected car or anything in between. Right, Stefano go ahead. Yeah, thank you. Maybe I can add also you were asking about the trials and so I can say there's a huge interest in trials. What I learned when I started to work towards automotive is that differently from other industries, the automotive industry wants to try things before using them. They really want to, yeah, three times for at least, yeah. So, I mean, we really receive, I would say more than one trial request per week. It's crazy, it's really difficult to even handle so much request but I think it's indicative. More than one year ago, for example, with BMW and SKT, so in Korea, one of the operators there, we showed on a racetrack a 5G connectivity stable 3.5 gigabit per second at 170 kilometers per hour using this new radio technology. So at 15 gigahertz bandwidth, carrier frequencies are quite high up. In Germany, we have 30 kilometers of highway on the A9 together with Deutsche Telekom and Vodafone Germany and Telefonica in Germany. It's six sites where basically Ericsson has deployed a 5G core network with features such as slicing, which is one of those that Johannes was mentioning, also BMW and Deutsche Bandar. So what is interesting there, we have the railway and we show how these two different industries share the same network without basically disturbing each other. So they can get independent service level agreements that they negotiate with their operator and that's kind of guaranteed. So again, this links me back to experimenting with automotive, similarly to all the other verticals, how they can reuse the same network infrastructure. We're not deploying 5G only for automotive, we're deploying it for lots of verticals. Thank you. Andrew, I have a question. You've also mentioned the need of looking into business model and changing that. So what are your thoughts on business model? How are you looking at monetizing when these new technologies hit the market? Thanks. Well, I think it comes back to again looking at what is the right solution for the right application and then the right technology. We know that in the 3GPP and the European Parliament just recently mentioned this as well, that satellite is just one of the radio access technologies. So I think when we look at it and come at it from our perspective, we see again part of an integrated network working with terrestrial operators to help augment their networks and then looking at those technologies and applications. Does a technology that requires multicast or that would benefit from multicast make more sense to go over satellite? Generally, yes it would, but then how does that integrate into the rest of the network? Does it need to be real time or can it be delayed? There's a latency aspect, right? You wouldn't use satellite for vehicle to vehicle, but there's many other things that you would do. So I think we look at certain use cases and there's some very clear ones around Soda, Foda over the air updates and in terms of extending the network because in our mind as well, we're not just talking about delivering connectivity directly to a vehicle, right? We're also talking about how we extend the network into places where it might not be feasible to extend terrestrial and then delivering content out to the edge and that type of thing. So we're already looking at a number of use cases where we sort of integrate into the rest of the network and I think there's a lot of positive applications there. Any comments on business models and monetization? Stefano, please. Maybe to spice it up a little bit. Now we're talking. I respect your opinion. I must say I have a slightly different view regarding this. I guess no one here has the crystal ball to read the future. But I'm a bit skeptical to be honest about the role of satellites just for this automotive sector. I understand it for other segments. Let's put it like this. What I learned it when working automotive is how important it is with global solutions, with scalable solutions and also with time to market. And if we look at the way as of today, basically from a 2GP perspective, which is basically the body standardizing 5G, there is an initial study item about integrating satellites where we're studying the channel model. So we're basically very, very initial. It will take some years before we could potentially have a standard solution for integrating satellites and mobile networks. Until then, I think the main issue we have is coverage in real areas. This has already been mentioned. I don't want to take part in the debate exactly how bad it is or how good it is, but it's clear that in some areas we do have to improve the coverage. Now the question is, is it more also from a business perspective, is it more convenient to basically oblige the car makers to implement yet another technology in the vehicle, which is basically almost a single-purpose technology. And it's about an additional 10 for a specific band. It's about additional cables. It's about additional chipsets. So there is a significant cost. Or is it better to partner with the operators, together with the public sector, when the business case is not sufficient to enable a deployment in a real area to make this deployment more feasible? I mean, there are many ways or many tools that can be thought about to solve this coverage problem. For example, one of the main pain points for operators is the cost of a license. For example, recently there was an initiative in France where the 4G license was extended for free and in exchange of roadside coverage requirements on the operators. I think that's quite an interesting model. There have been similar initiatives even though with very different verticals in the US with AT&T. They received one frequency at 700 MHz from the government in exchange of delivering public safety services using their network and also with some coverage implications. For example, the road operators typically own fiber or, of course, the road infrastructure. So one of the main costs for the operators is actually the tower, the site. So that's clearly an aspect where we could think very simple partnerships could enable a coverage where today it's difficult to have. And then I think, naturally, the more we see the cars being more connected, the business of connected vehicles will increase for the operators. It will be more convenient to cover basically in every area. With this, I don't want to say that the satellites do not have an important role, but I just wanted to share my view in this specific automotive coverage case. I think we'll probably agree to disagree on that then. But I think you raised some very valid points about global coverage, about scalability, and these are actually areas where even today working with mobile operators have universal service obligations in many countries. And even you mentioned the United States where we're working very closely today with a number of the mobile operators to extend their networks into areas of the United States that, you know, a large developed country that don't have sufficient terrestrial connectivity and where it's not cost effective to extend terrestrially. And you mentioned business cases and it's precisely because they cannot close a business case that says, okay, we'll extend by fiber or we'll extend by microwave technology or what have you. Times will change, technology will change, there'll be innovation. So I don't look at this as a static thing. I look at it as a dynamic thing. But what I do see is that there is a very significant role because of some of those strengths that we have. But I don't see it operating in isolation in any sense. I see it very much as part of an integrated hybrid network. Great. We have about 10 minutes left. If you have anything else to add, any of you. Luke, go ahead. I'd like to open the floor to questions as well. I'm just reflecting on a couple of the comments made by colleagues on the side of me. Again, because I think it's useful to understand. So on the business case side for 5G and new radio, actually the most compelling case that we see as an operator right now is what sounds like the most boring one, which is increased efficiency and lowering the cost per bit because if you look at the fundamentals, you're taking what is today of an LTE carrier of 20 MHz. You could augment that with now a new radio piece of infrastructure, which gives you 100 MHz, five times as much. You add massive memory to it. It gives you another maybe times five, times four, times five multiple. So you're up to 20 times factor just by deploying that, which does naturally result in reducing the cost per bit and improving the efficiency. The massive thing that stops us from being able to jump on that straight away and say, this is the answer, this is how we're going to be able to provide a very, very good way of sustaining people's voracious appetite for consuming vast amounts of data is simply because in Europe, and as Stefano mentioned this, we do have to dig very, very deep into our pockets to buy spectrum enormous cost before we can even deploy a single base station. We don't often talk about it. It seems to be impolite in some circles to talk about this. I don't know why, because nobody benefits from this, apart from maybe the governments who are looking at gaining more indirect taxation revenue. But it certainly doesn't help the mission of us trying to connect to our customers. It doesn't help the infrastructure manufacturers trying to have the industry adopt the more efficient technology. And then it doesn't help customers either. So I just want to raise that, because I think it was mentioned a couple of times obliquely, and I didn't want our view on that to go unnoticed. Good point. Thanks. Just another different angle to monetization of the network and the business cases, as I've mentioned, of course, the data, right? Using the mobile network data, you understand the mobility, and specifically the automotive sector really needs that at the moment. There's huge change coming, specifically with Autonomous. The automotive sector wants to understand mobility as a whole, not just of their own cars, but of their competitors' cars, of other modes of transports. We've seen a slide from Toyota today about mobility as a service. Our belief at Theralytics is really that the telecoms can play a huge part there in making sure that the automotive sector makes right decisions. Those are very strategic decisions. Those are 10, 20, 50-year strategic decisions of billion-dollar companies on if they should start, for example, shuttle-on-demand services, or if they should start ride-hailing or car-sharing, free-floating, station-based, and all those decisions can also be aided by telecom networks, their data. That's a great point, Luciana, thank you. I think there's a question. Roger, and then we have another one from Curtis, and then we're going to close this section. Thanks. Roger? Yes, Roger Lonto with Strategy Analytics. So two questions. One, in the US we obviously have this conflict over 5.9 between CV to X and DSRC. I'm wondering if Europe has a similar conflict. There is already contention between the tolling network and DSRC, as I understand it. The other question I have is no one has yet talked about the requirement for remote control of vehicles that are operating autonomously, which I think is a pretty essential application for 5G. So could one of you comment on those two questions? Maybe starting with the easier one, the remote control. It's already there. We are doing a lot of tests, and especially with regard to the edge computing infrastructure, this is a very good tool to operate a remote control application, which serves teleoperated driving functionality in a certain area for certain purposes. So this is, I think, already there, and it will come very soon into the market for a variety of use cases. For the first thing, of course, we have this discussion on how to use a 5.9 gigahertz spectrum. We from the 5GA made a proposal on how to do it. Luke has said we have, I think, reasonable ideas on how these two technologies can coexist. And let's say at the end the market decide what is the better choice for creating or for solving this chicken and egg problem. With regard to the tolling industry, we have to face that we have already a 25-year-old technology in the 5.8 gigahertz spectrum with their sendious ACID transponders, which is very close to the 5.9 gigahertz spectrum. And, of course, there are a lot of, let's say, discussions on how to avoid interference between the 5.8 and the 5.9 gigahertz. And from a 3GPP perspective, from a, let's say, modem perspective, there is no problem, let's say, to design a system which makes sure that another system is not affected because filters and so on and so forth are very well designed. Qualcomm could make a nice talk to that. But from a DSRC perspective in the 5.8 gigahertz, we have to face that the total cost of ownership for a DSRC transponder is a very, very, let's say, sensitive issue in the business case of the tolling operators. So they are looking very keen of how intensively the usage in the 5.9 gigahertz spectrum will be. And I would expect that we will have very near future a lot of discussions about how to make sure that these two systems are not disturbing to each other on the one hand side and maybe it's also, let's say, a good time because it's a 25-year-old technology to think about how to create also positive business cases and models, as Stefano has said, in a collaborative effort between the tolling industry and the automotive industry. Because, you know, right now the only way how these industries are cooperating is that they are leaving some free space at the windshield that the DSRC transponder can be placed at the certain tolling station. You know, that's the only way these industries are collaborating based on, let's say, a geometric definition for placing a DSRC transponder. And maybe there are a little bit more intelligent ways how to bring the different technologies together. Maybe just so I'll tell that very briefly. It's interesting if you look at the global context as well. You mentioned the situation in the US, which is now far less clear-cut than people may have thought it was a couple of years ago. And I think there is a very valid debate happening around the choice of technology and making sure that the US doesn't lock itself into something which is a dead end. But if you look at what the decisions that have been driven in China as well, so we collaborate very closely with China Mobile and with the Chinese car OEMs and the Chinese transport ministry, they are making decisions now to go all in for the V2X in 5.9, which brings a very early and very welcome degree of tremendous scale already to the development of the devices, the chipsets, the infrastructure that puts this into a very, very strong position when it comes to the regions. So again, it's leveraging that global ecosystem with the same technology. For CV2X, cellular V2X, not 11P. I repeat, not 11P. I believe we are running out of time, but Curtis, you can reserve the last question. And then I saw other hands in the air. Yes, recognize that. It would be great if you can come and approach us after the panel. Thank you so much and sorry that we ran out of time. Well, Manuela, that was outstanding. You put together a great panel of, you know, very interesting speakers and as an automaker, thank you for the lively and challenging discussion. So as an OEM, I just see limitless opportunities for innovation and partnerships to solve real problems. So good job. My question's for Tara Lettix. So very interesting presentation. I see a lot of potential to use cellular data for strategy decisions and understanding better how our customers really behave. But my question's on access. You know, you can't do that work unless the MNOs actually grant you access to their packet cores and how do you do that? Well, that's what we do for you basically. So that's the model of Tara Lettix, is that we partner with MNOs across the world. We're currently active in the US, in Germany, in Hong Kong and Singapore, and we provide custom insights for the automotive sector, for example, both for a planning perspective but also for an operational perspective. So I mentioned the example of the bridge collapse in Atlanta, right? You have to, on a day-to-day or even hour-to-hour basis, you must change your operations as a both public transport operator and as an automotive operator. If you operate a TNC, for example, you have to understand what's the current mobility. And I think there's a lot more to come and the integration will only become more close between the entities, telcos, automotive. We've had remote control before as well, I think, in the future. We'll have a lot more optimized flow of people and goods in the world, starting with cities and also between cities. And so there will be more and more integration to come and we aim to play a key part in there. Thank you so very much. Well, thank you very much. Great discussion. And thanks Stefano and Donna Maria and I.T. You appreciate it. Thanks. Have a great lunch. Thank you. So lunch is being served outside. Thanks to our sponsors, DECRA, Qualcomm and Green Hills. Please come back sharp at 2.30, because we're going to start sharp 2.30. Thank you very much.