 Warm welcome, please, for Florian Meyer. Good morning, everyone. Thanks for welcoming. Thanks for having me here. As I learned, you already heard so much of Biotope already that I probably can skip half of my slides. Well, someone representing a car manufacturer being on stage speaking about digital enterprises, where will that end up? Part of why I'm here is to show you that BMW already is and becoming even more a digital enterprise. To do so, we identified four key fields we are focusing on. It's autonomous, do you see? Yeah, sorry. It's autonomous, connected, electric and shared. You may have heard of that field already. We refer to them under their abbreviation of ASIS. Let me walk you through those fields. First, autonomous driving. How does autonomous driving work? You see here a picture of an autonomous car. You can imagine there are several sensors, leader, radar, camera, GPS, many more. That unfortunately doesn't suffice. This is the car to successfully drive autonomous needs to no more than it actually gets delivered by its sensors. The car constantly asks itself questions like, where am I electrically to my lane? What lies ahead of me? What is beyond what my sensors can see? Therefore, we need some more information as I said. This is what we call the HD, the high definition map. The high definition kind of acts as an additional sensor which answers that question for the vehicle. So how does one classify the way to autonomous driving? You might have heard of the steps or of the levels of autonomous driving. You have the number, the level zero, that's basically adjust your random old car that doesn't assist you in any way. You have level one, which we call assistant, where you have longitudinal or transverse guidance. Number two, level two adds on top of level one, the traffic control. Level three is where the car already is partly automated, but you need as a driver to be able to take over in a very short timeframe because the car will say, I cannot handle that situation, please take over. Number four is where you don't have any takeover requests. The car is fully automated. There might be situations where the vehicle gets stuck, but the vehicle will always be able to end up in a safe mode for you. Number five is where there actually is no driver. There is no interaction possibilities, meaning that the vehicle is taking over responsibility from the driver. What does that mean in terms of information? The higher the level of autonomy, the higher the need for connectivity. To picture the back end perspective of connectivity and autonomous driving, let's have a look at our vision digital. In previous presentations, you already heard the term of the digital twin, which for us is the digital car as we are coming from the digital enterprise that's quite matching. You already see in these images some possible forms of connections, which is another example for the importance of connectivity, for example, car to X communication, for example, to traffic lights, or car to car communication. Another form of connectivity, however, is corporations. Me being here today at the Open Groups conference is one form of cooperation. On the other hand, we have some very specific corporations across the industry. We already spoke about the HDMAP, for example. Also, the different sensors require quite some cooperation with other partners. As you can imagine, if connectivity is so important for the vehicles, it's also important to have the specific infrastructure to enable the vehicle to connect with the back end or with any other devices. And on the other hand, I guess you might agree with me, if you are in an autonomous car, you would even want to, you want even more to have it tested under real-world circumstances to make sure it works, which is the last form of cooperation on this side. Coming to the next field of the ACES strategy, which is electric. Due to the topic of the conference, I won't go into detail here. We see here some figures that, in my opinion, speak for themselves. 15% of our drive-now fleet, for example, have been electrified. That means 2,500 tons of CO2 saved and means 16 million kilometers-driven electric, which, in my opinion, is quite impressive. Before we come to the last field of the ACES strategy, let's talk about the motivation for that field. The motivation for us, on the one hand, is digitalization, which, after covering the last more technical fields of ACES, is, in my opinion, quite self-explanatory, that they already influence the ideas we have here. But what does digitalization mean for us in that context? According to what experts say, in the next 15 years, there might be more changes than in the last 100 years, in terms of mobility, especially. That means we have people moving closer together, we have changes in customer demands, we have new players that have not been in the mobility market before, and we have value-shifting. People consider not owning their own car as one of their goals, but considering just sharing a car together with many other people. How do we act on those changes? We have, of course, as we always have, new vehicle concepts. We already spoke about connectivity here, especially about intelligent transport systems. We already covered autonomous driving, and we will now come to the shared or to the mobility services and connectivity. Have a look at this picture of the mobility market, which, of course, is changing. Today, we are somewhere to the left. We have a certain amount of the need for mobility covered by public transport. We have the individual transport where you can picture us, for example, and on the other hand, we have on-demand transport, which in the past has been mostly taxis, and we have some new business models or some new offerings there. You have, for example, car sharing, you have ride pooling, you have ride hailing, and all the different possibilities that are now slowly coming up and even more increasing. This is some of the big players that can act as an example for the shares of the market. And as you can see, according to what forecasts say, the share of these companies or of these business fields they represent is going to decrease while the on-demand market is going to increase. We don't know yet what this will look like in detail, so the line might be slightly different. That might, of course, be different other in rural areas than in urban areas. And on the other hand, of course, all of the affected companies are going to try to increase their share, meaning additional to the new competitors from our side, which you saw on the last slide, or the companies that have been there in the market by now are going to take a part of that on-demand mobility business, which also means that they are out of their previous key business. This is one of the motivators for us to get our vehicles connected and to get them into that market, which also means that the classic companies you see in those slides need to open themselves up and need open standards and need open interfaces. Looking at the next slide, this is just another perspective on the last diagram. At the bottom, you see what is now here referred as basics. You see the traditional car OEM business on top. That's where the forecasts say that there will be a significant increase of demand where we have car as a service, mobility as a service. Car as a service is coming back again to the connectivity topic we already covered, where you add functionalities, digital services to a car to enable car as a service to begin with. Therefore, you can then speak about a smart car. It enables services such as car sharing or in general being enabling the concept of car as a service. But what does car as a service or mobility as a service mean? Car as a service is just I want a car now and I don't want to take care of the rest. I don't want to own it necessarily, I just want to use it. On the other hand, going one step further, mobility as a service says I just want to get from A to B, give me in the best case a set of option, how I get there and what's the price for that. Taking this to a real-world application that's out there that's currently being run in Spain is what we call mini-sharing. Mini-sharing, apart from what you know from the classical car sharing as you know, drive now, car to go, is where a company operates a fleet and you're basically renting their vehicle. Mini-sharing basically says I bought a mini and I'm trying to make use of it basically. I'm being enabled to give that mini to some people I know, I trust to have them using it instead of having the classical questions if you have a bigger family and one or two cars in general. Where did you park that car and where are the keys? This is what the mini-sharing concept as car as a service relieves you off because that is all mobile enabled. You have an app on your phone where you can control that car with. You can open the app and it allows you to start the engine. Let's have a look at the corresponding user story. As a peer, as the one owning the car, you can invite other drivers. You just add them via the app to the car's profile. You have different status of the car. So for example, your wife, your husband, you can add as a VIP customer, which means they don't have to ask your permission for each time they use the car. But on the other hand, the normal customer is going to book the car saying there is a calendar. They see, for example, your neighbor, you're allowed to use your neighbor to car. Sorry, you allow your neighbor to use the car. Where you then open the calendar app on your phone, see the times the car is available and being able to book it. In the next step, whenever the time is near when a customer or your friend, your peer, can use the car, he will be able to see where the car is located and being able to open the car and being able to start the engine. In the next step, when bringing back the car, you just basically park it within the zone you have agreed on, close the car with the app, and the booking is done from the driver's side. Now we get to the interesting part for the owner, of course. This is a way you can, for example, decrease your total cost of ownership by just asking the driver to reimburse you for the trip, but that can, of course, also be skipped. This is one of the concepts we are looking into for the car as a service principle from a more personal perspective, not for the company-owned fleets that you have with the classical car sharing. The next slide gives you an overview of how much time a car actually, or should I say how little time a car actually is used. The first line is just your own personal car. You see in the next slide how the increase in percent gets increased, how great the increase is if you have a shared car. And, of course, if the car is automated where you do not need to take care, you don't need to organize, for example, key handovers or anything like that, gets increased dramatically again. This is one of the major connections that you see how the autonomous and the shared go together. Coming to an end for the ACES strategy and looking into the corporations we are currently in. Those are some of our publicly funded projects. As I already mentioned, Biotope, we also have Socrates and we have Inframix. All of those are meant to increase the car to X communication, so to say, and on the other hand, trying to implementing and proving, testing, A, or several open standards. Socrates is tested in Copenhagen, Amsterdam, Antwerp, and Munich. Inframix is in Spain and in Austria focusing on autonomous driving on motorways, whereas Biotope, where I'm myself working in together with Kerry, with somewhere sitting in the back, yeah, and Biotope is focusing on Helsinki, Brussels, and Lyon. Of course, those cities aren't the final stage for the project, but those are our test sites. Let's have a closer look on what Biotope is about. Biotope, the statement, I don't know if you can read that, is building an IoT open innovation ecosystem for connected smart objects. You see here a picture of a smart city with different aspects. For example, you have the use case safety around schools, which considers the modes and the ways of transport school children are taking to and from schools. On the other hand, you have smart mobility as a use case where naturally we are working on. You have the smart waste management, which is piloted in Lyon, more to that later, and you have the smart building and equipment. In a classical way or in a not too optimal way, you would just go there and trying to put a vertical silo, as we call it, around each of those use cases, meaning you, for example, have your smart home, where you have the IoT devices in your home that you can connect to. Those devices control your home, you might have an app, you might have the manufacturer's backend to control those, but there is no connection out of that silo. What we have done in Biotope is trying to get those data connected between the certain use cases, so for example, the smart home and equipment and the smart mobility, on the other hand. Let's have a closer look at the smart mobility use case, which currently is being tested. Implementation is almost done. It consists of five proof of concepts. The preconditioning, where the car is taken to an, the air condition of the car is activated in advance for the driver's arrival to get a comfortable environment for the driver when he arrives in the car. We have the driver identification and data usage. We have the real-time traffic information. We have the smart parking and the smart charging. Preconditioning and driver identification and data usage are mostly focusing from our side. They are selected as proof of concepts to show the concept of context, awareness and context sensibilization. The real-time traffic information is to show the interlink with the other use cases I mentioned earlier, and the smart parking and charging especially is about standardization. If we look at the smart charging, smart parking, you see the architecture overview, and I'm afraid you can't probably see the little clouds around the little clouds representing the different partners. So for example, we have one little dot for parking in Helsinki. You have one little cloud for parking energy, which is operating, charging poles in Helsinki, and many more. The idea here is, as was mentioned earlier, not to force everyone to open up all their infrastructure and all their code. The idea is that there can be a proprietary cloud, but whenever those clouds are connected, that they are connected by interfaces using open standards and therefore supporting people and lowering the threshold for people to getting into contact with that data. So for example, when we have the car interacting with the charging provider, this goes, what is now here referred as IoT BNB in the middle of the picture, which is a service catalog that allows the car to find parking data that in a city where it never has been before. What you wouldn't want to do here is to program the URLs for the parking services provider for the different cities, hot into the car because that just means as soon as the car gets into a new area, it wouldn't know what to do. That's what the service catalog is for. On the other hand, when the car is looking for the charging, for example, the communication between the charging pole and the back end, which takes care of the billing of the reservation, is not open to the car because that's just the business of the charging provider and it's not necessary for the car to know. The car only needs to know, is it available? Where is it? Can I use it in terms of compatibility and how to pay for the energy, which because that only in the end will allow me to charge. You see here the steps we have been taken. To some of you, the OMI ODF standard we are using in biotope may already be familiar. The problem is that people tend to say, for example, with parking, the city do have open data portals. What is it you are actually going for with biotope? The problem is that open data doesn't necessarily mean that we can understand and interpret the data, especially with parking. You wouldn't think that car manufacturer has problem interpreting parking data, but it's not always that easy. There are examples out there where the data is available and even is real-time enabled. The problem is it's just some proprietary JSON format we cannot interpret. That's where we are going for open standards. So for example, Mobivoc or the OMI ODF standard. This is coming to that thought of the interface where Kerry is usually using the picture of an hourglass where you have within your islands can use many standards at the interface. You use a very restricted limited set of standard. And on the other hand, for example, the network protocols use whatever you need. Coming to the next use case of biotope, which is a smart waste management. What you see to the right of the map is a bottle bank. And on top of it, you see a small IoT device that just measures the filling grade of the bottle bank and sends that back to the backend of the car. The, not the car, sorry, to the backend of the city. The city uses that data to know when a bottle bank needs to be emptied. And as it's open data, you can also visualize that on a map. They plan the most effective routes for their waste trucks around the city to collect the bottle banks that are in need of collection. And this is one of the interlinks that are quite nice in biotope. What we are looking into is we know where the car, where the waste truck is, and we know where it most likely will stop because it has to empty the bottle bank. If you are driving a BMW, that's most likely not the area you want to go in that very moment because that will prevent you from driving and will just keep you there. This is one of the applications where we can see the connection between the two use cases might be beneficial, even if you didn't think in the first place that smart mace management and smart mobility would have something in common. Next thing is our connection between the smart home and equipment and the smart mobility. Again, there are two use cases that are probably not too closely connected, but on the other hand, if you think of the customer of the end user, he or she has paid a lot of money for her smart home and on the other hand for the car. Both are labeled as smart, but apparently are too dumb to talk to each other because the problem is the smart home is likely to know that I'm going to leave soon. Why can't it just tell the car? That's what we did within one of these proof of concepts. We have quite a nice video coming up that has not yet been published, but will so in the near future. Where you use the smart home control app saying I'm leaving home that obviously triggers the necessary action within the smart home, but on the other hand, triggers the preconditioning in the car. So as soon as you walk down to your car, the car will know, it will also derive from the circumstances. So for example, what is the weather like if the temperature is between say 12 and 19 degrees? There isn't the need to do anything because the temperature in the car is already comfortable. But on the other hand, if the temperature is say below 25 degrees, then the car will already have turned on the air condition, which on the one hand is quite comfortable because the car has the right temperature when the person arrives. But on the other hand is also economically because the car is most likely if you're at home and it's an electric car, for example, it is connected to the grid, meaning the time the air conditioning is running while the car is connected, doesn't get deducted from the range of your car. This again is one of the use cases you wouldn't have thought of being necessary, but on the other hand is quite a nice idea to show. And these actually leads me to my final statement, which I just chose to use from our members of the board. The future of mobility will be autonomous, connected, emission-free and shared. And it will be geared to meeting the individual needs of each and every single customer. Thank you. In my opinion, so enabling infrastructure in terms of communication? With the vehicles. Yeah. In my opinion, that's most crucial because as I mentioned earlier, it's just not possible to get a fully autonomous fleet without any connection. A couple of questions about the... Still not on. A couple of questions about the mini-sharing example that you gave. One is what's the motivation for the driver, the vehicle owner, sorry, in that example, and what technology components are deployed on the car to enable it, and how do you ensure security? The motivation for the car owner, in my perspective, can be two. One would be if you, for example, use the example of a neighbour again to just get my car used because I will pay for it regardless if I use it or if I don't. So if you have your neighbour reimbursing you for the use of the car, that might be interesting for me. And the other thing might simply be convenience because if you use it, say, within your family or very close friends, then there isn't the need to search for the key or search for the car, especially if you have an area where it might be a quite wide area where the car can be parked. And the second part was what technology components are deployed to enable it and how do you ensure security? There is a component being introduced into the car at the plant and the connection to the mobile is... So the connection between the car and the mobile phone is running via Bluetooth Low Energy. And as it's being introduced in the plant and going through the same steps, I would say the security is the same as you have for the irregular car keys. So another question on security. How are the new and unique security threats in a smart and connected environment being addressed? We've all heard stories of cars being hacked and things like that. I hope not ours, but yes. That most certainly is an important topic. I'm afraid regarding the autonomous cars, I'm not the specialist myself, but there are quite some people working heavily on that. I can show you as much. I'm sure, yeah. What are some of the management capabilities in fleet management and car condition monitoring and problem fixing on the fly that have been explored, if any? Management capabilities of fleet management and car condition monitoring and problem fixing. It's very... problem fixing on the fly. I guess if the cars... I'm interpreting the question, but I guess if the cars are somehow being part of a fleet that are being shared, that may change how that fleet is managed and how the cars are looked after in that fleet. Yeah, that definitely is one case. So I just assume that the question refers to the station-based or the free-floating car sharing as DriveNow, for example, where you definitely need to take care. So with DriveNow, for example, you have the customer being asked of the condition of the car before starting the trip and afterwards, and therefore actions will be triggered if necessary, if the vehicle needs to be refueled, repaired or anything. And on the other hand, with DriveNow, it is the case that if you simply think of refueling, that's also a step the customer can take care about if he or she wants and will get rewarded with free driving kilometers or minutes on that. Let's see, what data processing capability have you identified both in car and in cloud, given the heavy volumes and velocity of data? Data processing capability. I think there is still much to explore on that topic, but you're right, with the car getting smarter and smarter and the capability for communication increasing, it's always the possibilities just grow even more than they have in the past. Yeah, and the volume of data goes up and up. Let's see, what is the mechanism recommended by each platform to expose and consume services available in each platform? And somebody's put sounds a bit like IT for IT's request to fulfill. So that's probably someone from our IT for IT forum. But the real question is what's the mechanism recommended by each platform to expose and consume the services available? So for Biotope, this would be our service or data marketplace, the IoT BNB, where you can offer your data, putting a price tag to it or don't, but in general that would be the place to advertise the service or data. How widely are the open groups, OMI and ODF standards used across the BMW electric vehicle fleet? This is a bit of a complicated question. At the moment, what we are doing in Biotope has not yet reached the productive environment. That's, as you can imagine, a rather complicated process to ensure the compatibility with all the other components inside the car and within our beckons. So maybe in the future we'll ask the question again. And finally, what activities are being undertaken by the projects to facilitate the regulatory aspects, such as insurance and traffic offences of shared vehicles? Well, that's again the... if you're referring to the mini-sharing, for example. I guess it could apply to that or maybe even the right now. Yeah, the Drive Now Reach Now concept, it's basically the same for all of them, it's just the different views you have to consider. So for example, if there is a speeding ticket or anything with the Drive Now that goes to the Drive Now company basically owning and operating the car, which then will address the member that has been identified to that time using the car, and it's the same with the... or similar to the mini-sharing, where also the system keeps track of who used the car and when. So if we stay with the example where the family is owning the car or one of the people is using the... let's say the head of the family is owning the car and the other members of the family are using it than the person where the car is registered to will receive the speeding ticket and I think he or she will take care of that ticket as well. Okay, and one more is just coming. Which of the use cases that you described is most advanced in its testing? Of course, smart mobility because we are in it. No, I think most of them are quite advanced. The smart mobility use case indeed has been tested successfully in Helsinki, whereas the smart waste management, for example, the step one where you just measure the filling rate has also been successfully tested, but that one has another timeframe, another schedule, so there is more still to follow on that one. Florian will leave it there. Thank you very much for your contribution and presentation.