 Well, good morning, ladies and gentlemen, and welcome to our future network car debate. For the first hundred years or so of our motorised transport, things seemed to be so simple. It was a car, it had a petrol engine, it was a lorry, it had a diesel engine, and if it was a Tokyo taxi, it ran on LPG gas. But of course, the last 20 or 30 years, we've seen this revolution begin that's now gripping our industry, and it began with the move to a lot more diesel cars for fuel efficiency, then the hybrid started arriving with diesel hybrids and petrol hybrids, and now of course the big in thing is electric cars. But there was a time when you got into a car and put the key in the lock and turned ignition and started it up, and that was virtually all it did for you, just drove the car. And now the whole world has changed so much because we climb aboard our luxurious cabins and as soon as we sit in the seat our mobile phones are hooked up, we've got the internet on, we've got all our apps working, we've got a satellite navigation system that fires up with an interactive map, we've got our television sets, music, radio, every song that we love is tuned in for our fingertips, and the seat moves into your perfect position, the climate control puts exactly the temperature you want. And this luxurious stylish new Infinity Q50 is a classic example of the breed, it's got everything that I've just talked about, but also it's moving the game on a couple of more steps, it's got the very latest predictive forward collision warning system, and that's now looking not just at the car in front of you but the car in front of the car in front of you, it's another step forward. And also for the first time anywhere in the world, this is the very first car to have fly-by-wire steering. So now you can actually adapt it on the touchscreen to have the same feel for parking or the same as you want for high speeds and low speeds, it's another step forward. But you know the question you now have to say, what happens next? How far do we really want to go? Because I'm a racing driver, I still love being involved as the driver, I still actually enjoy changing my gears, so I don't want to lose my enjoyment of driving a car, but the other extreme for the people that don't want to be involved at all, are we really going to allow them to switch off their brains? Are we going to allow them to put on cruise control, lane control and then just start checking their latest Facebooks out? Do we want to go that far? And we already have cars that can park themselves, can we have in the future fully automated cars? And if we can, do we really want them? That's the whole debate that is coming almost closer and closer. Now will we have new communication devices that go beyond people just communicating with each other? Will we have vehicles communicating directly with other vehicles? Will we have vehicles communicating to devices embedded in the road? All these things are possible, we read about them, but now we have this wonderful panel of specialists and it's lots of questions I hope from the audience to actually start debating these issues. So just to introduce my panel I have in front of me, we have Dr. Hamadun Turay who is the Secretary General of the International Telecommunication Union, Jean-Todd, President of the FIA, Johann Denison, President of the Infinity Motor Company, Russ Shields, the Chair of YGOMI, Jeff Owens, the CTO of Delphi Automotive and the Director of the Transport Division of the United Nations Economic Commission for Europe, Eva Molnar. Now before I turn to the floor for some questions, I thought to get everyone going I got a question for each of the panelists so they can set out their stall and we can see where they're coming from. And I think maybe we should start with you Johann because I might have badly undersold your new Q50 so perhaps you could talk a little bit more about what this car offers and perhaps how you see the future developing. Well actually I think you've given such a comprehensive overview I would have to claim that the car can fly at the top but we want to have it rooted in reality. I think the most impressive element of the car is the very advanced level of electronics technology that is now available commercially at a $45,000 price point. I think that is the most astonishing for me as a carmaker. You've described the steer by wire technology we call it direct adaptive steering. This is an important building block to take vehicle safety, passive safety to the next level and I say this because it's a prerequisite to take us to what many of us and I'm one of those would consider to be the equivalent of automotive hell which is where we remove the driver from the equation and that is not what we want to do. What we want to do is to create a safety envelope that I think also expresses our commitment as automakers to let our consumers use our products safely. Computers can see and react much faster than the human being can and I know that we have a section on autonomous driving later. I don't want to elaborate that too much but when you link it all in to the area of interconnected cars where the vehicles begin to respond to each other they slow down events in real time and they can process the data and make the right decisions. Now if we say that that is all terrible for those of us who enjoy driving I enjoy driving I like I believe that you almost never have too much performance and that's the kind of car company we want to be as well but we recognize also that with increasing urbanization there's a lot of chore that comes with the daily commute and I could well imagine that if I'm stuck in a three-hour traffic jam commuting in Los Angeles I might be very happy to have my car help me in that part of the driving experience and that allows me to use all of the other connectivity features of the car because it turns into a mobile workspace. I remain totally connected my office can talk to me gosh the kids can work on Facebook and the big trick to do this now is to do it in such a way that you minimize driver distraction. Now I've had discussion quite recently with the former Secretary of Transportation Ray LaHood who said to me you know I really think that we should legislate against this and be careful what you wish for because if you do that the answer is the mobile phone and that is not designed to be used while you're in the car so we have to find a way to meet this reality of our consumers of the future of the present to remain connected to their world at all times and that's part of the challenge for us as automakers. You're all overseeing a revolution in Formula One regulations at the moment designed to you know to encourage more manufacturers to invest in Formula One technology to use that as their test beds but you're a bit worried after recent testing you might have gone a step too far in Formula One. I think the tendency now is to overreact so I will not overreact before the first Grand Prix has occurred so I think we we have to wait now another 10 days and I'm sure that a good vision for the right vision for a new powertrain six cylinders 1.6 engine energy recovery direct injection 35% less fuel consumption but of course all new regulations need a time for adaptation so it just for me the problem but it will be very interesting because you have some new manufacturers coming it allows them to use motor racing as it is due to be at the laboratory. You're going to book a holiday in Hawaii when the first Grand Prix is on are you going to be there? I mean are you intending to be to Hawaii maybe we can watch the Grand Prix together. But Dr Turi as Secretary General of the ITU where do you see we're heading with all the new developments in technology? Well a new revolution is in the way the automotive industry and the ICT sector are meeting together and that's going to be great because today there will be we know that by 2020 there will be 50 billion devices connected and how we interact with our cars with the surroundings how we impact the environment will be very key in that and the cooperation between the automotive industry and the ICT sector will be key into that making sure that you have a driver comfort driver safety and taking care of the surrounding of the driving vehicles as well as making sure that you are at the same time enjoying the experience of driving or traveling simply. Therefore the ICT sector and the automotive industry are working together standardization is key and that's what my organization is working on the International Telecommunication Union standardization sector has a focus group on driver distraction on safety on creating new spectrum for communication between the vehicles and its surroundings between the vehicle and the safety administrations ambulances and police and firefighters all of those are things that will revolutionize the way we live the way we drive today and I believe that the same revolution that happened when computing and communication came together will happen in this new revolution and we don't know what's going to come out of that actually there will be so many new features that we cannot even think of now. Many new things to come well Jeff I mean your components manufacture for the industry you know how do you see the future of the networked car? We certainly have an opportunity to make significant gains I think in the area of safety the area of green and the area of connectivity an average car today in Europe of the United States has about 50 computers on the car that's growing. 50 already? 50 some have as many as 100 already so it's we're in the automotive world but we supply more computers than the computer companies do I mean it's one way of looking at it and there's no stop in that trend right I mean you're able to do you're able to take the mechanical function into an electromechanical and electronically controlled that opens up a lot of possibilities so if we do it right we should be able to have vehicles of the future that have significantly fewer emissions significantly better fuel economy incredibly safer reduce the accident and fatality rate and allow the consumer to bring that digital lifestyle that they have every place else in their life into the car but do it with less distraction. Less distraction I think that the key word isn't it and Russ your company Wyge only supplied the vehicle communication system for the Q 50 so do you actually believe that one day we could have a fully automated car? I think we will have in not very far from now automated driving in a significant part of our time particularly expressways and to me I value my time I grew up we started mobile phones in 1979 the mobile phone completely changed how doing it email replaced all the faxes but as much as I like driving I'm not in the front seat of the car now I'm in the back seat of the car because I want to use my time right now once we can move to having the automated driving which certainly on expressway motorway type things will be here I think Nissan's statement aiming for 2020 is a very good statement for that that will come back to allow me to actually be driving the car but doing the things that make me productive that will change again substantially how I use my time and make the whole driving experience much more valuable to me and I think for for many other people and I really would like to get out of the back seat of the car and back into driving but I need that technology so that I'm making use of my time effectively while I'm in the car but while I can see the sort of idea of as you say a freeway that an automated car but then what about the kid in his 50s Chevy that comes crashing into the side of you I mean you're not watching out for him coming he's not automated well as Johan said the sensors in the cars will do a better job of finding that guy and trying to work in support than I will as a driver even even if I'm really completely paying attention I'm not talking on the phone I'm not doing anything that's distracting at all am I really looking all the time back here for some idiot while I'm watching the cars in front of me I'd much rather have the cameras the radar the computers to go look at all those things and figure out what they can do so I I feel much more comfortable with the car the kind of equipment that Jeff and his his people do being able to make that drive much much safer for me and like I say move it so that I can really effectively make use of my time completely again now even a lot of talk about automated cars you know but I understand this is something that you be responsible trying to regulate and this is going to be a massive job surely well regulators are not responsible for innovation they are responsible for creating the conducive environment for innovations that answer some of the challenges of today and among these challenges we see that the future depends on more mobility economic growth depends on trade trade depends on transport at least the doubling of surface transport is predicted in the next 30 years now how are we going to handle that population growth particularly in urban areas a lot of individuals if you look at the middle class today there are 1 billion people in extreme poverty if the UN millennium development goal is achieved then these people in extreme poverty will be in the middle middle class middle income people middle class normally usually I shouldn't use the word normal but usually want to have a car of their own they want individual mobility now with congestion with all the other externalities safety climate change CO2 greenhouse gas emissions etc how to manage all this demand for mobility in a safe sustainable way that's the question and for that innovations are more than welcome so the regulator is not to slow down or to accelerate what is not ready but to create the conducive environment for these innovations we've had a little tip then of where our our panelists stand so now we're going to go over to the audience but I do have I know three people out there already got questions they're busting to ask there's Peter Burns there for transport for Canada you have a question for our panelists something that concerns me is that the the deployment of connected vehicles and automated vehicles is going to be gradual it's not going to happen overnight so we're going to have a mix of vehicles in the fleet old and new interacting how can we assure that this transition is going to go smoothly and safely yeah well that is that is going to be the challenge of of any kind of deployment if it's consumer led then consumers will pick the technologies that they think best helps them best assist them in their in their driving mission however they're looking at it the sensors and the computer capability on the vehicle will be able as discussed to sense the environment around even even a vehicle that's not similarly equipped clearly if the cars were similarly equipped that helps if they can talk to each other that helps even more if there's an ecosystem as they can all operate in that's wonderful right but that's kind of an that's kind of an in-state to get to so as we walk into it we I believe the cars have to have an individual capability to to be able to live in that world and provide the safe the safe drive that the consumer is looking for will that mean a fully autonomous vehicle probably not right without that ecosystem to go around it but will you be able to automate certain portions of your drive to make it safer to to never get distracted even if you are as the weak element in the driving equation absolutely absolutely we'll be able to do that and be able to sense the the dangers or the threats that could come from any number of angles in the driving mission we need to differentiate between a scenario where you literally sit in the backseat in the cars doing the driving the other one where the vehicle is assisting you in the driving task but the car is actually always under human driver control because those are two very distinctly different scenarios and while I would not insult the future by saying that the notion of you returning to the backseat is never possible this is probably not the the aimed for landing position that we're looking at now the driver has to be paying attention I think when we do automated driving starts will actually have a camera watching the driver preventing him from using a tablet or smartphone will continue as the Q 50 does enhancing the displays to provide the ability so if I'm doing my email I'm going to be doing my email not on my computer not on my smartphone but through the car and the car will be there if something comes up unknown a problem flash red beep at me put your hands on the wheel take control that's that's where I see things going over this 2020 25 period after that I can't see this is a very good question and the fact is that we need to also shorten the transition time how do we do that by way of standardization standardization will be key that what helped the mobile industry to go from virtually zero mobile phone to seven billion phones in 10 years standardization will enable mass production will enable interoperability of systems in different countries different different places and therefore it will increase the number of cars manufactured and then it will reduce the prices and then affordability will be key to it and therefore standardization will be key and of course it will be supported by a good regulatory environment that will be suggest has to be an enabler not an inhibitor of the of the growth standardization very valuable if you could in ITU bring together the leaders of the automotive industry on how to handle this transition how to build the steps that will get the regulatory side the technology side and the communication side all working together um because they all have to go into his car Eva Eva's been keen to jump in on this what I think it's an extremely complex question and we need to unbundle it one question do we need dedicated infrastructure for a higher level automated car or not in the 60s in traffic safety the key principle was to separate the horse driven cars from the motorized vehicles now do we have to raise the same question with the highly automated and less automated cars this is an open question for the time being we haven't fully sorted over another question about the levels am I sitting in the back or not actually why do we think only in terms of cars individual cars with four seats or six seats why don't we think a little bit more about public transport because in public transport we already have driverless mobility look at some of the people movers at the airport or look at some of the metros so this needs to be expanded then the third question what actually you are touching on is the intermodality today thinking only about road mobility is I'm sorry wrong we have to connect road mobility with public transport mobility with railway mobility etc etc and in the future we might even see that some of the cars would take off and if they take off and if they well yeah well there there was this fly by night fly by wire in the 30s when in aviation we moved to the new generation definitely it's a new generation but that creates far more issues traffic management traffic management will have to be resold and new institutions and new regulations will have to be brought into the play and we already touched upon responsibility how long it is the driver or the passenger on the bus who is responsible and and how long it is the traffic manager the infrastructure construction company or the vehicle manufacturer who would have the insurance coverage i think as you're used to imposing regulations maybe this is your job to put these rules together i must say it's i mean a fantastic situation we are facing because the world is changing and to make everything working together is a challenge and i mean remaining pragmatic because we had earlier a session to speak about how to create less road accidents and i think we should not lose that which is a major major issue i mean things are moving i mean we might not forget that a few decades ago not so far ago and still some countries are not using it safety belt was something new it has been a revolution in motor industry but again public transportation how many people put the safety belt in a bus close to none you know so if we want to address the problem of diminishing the number of fatalities and on injured people on the road we must put a very strong united effort with the manufacturers with the governments and make priorities because otherwise what i will head to end up with amazing cars for a selected amount of people who very often don't know how to use it and see the tendency of this horrible scourge which is road accidents going up so what we need to identify is how with modern cars with modern infrastructure we can drop the number of fatalities and injured on the road how would you phone now and talk on a mobile or not most of the holding the phone yes yeah and there's a lot actually a lot of the science says that the problem of the distraction is not holding the phone it's the mental use of the phone and that there's been lots of evidence that says we should be looking at all kinds of the cognitive and drive and i have a classic case i'd i'd tell but i've worked in birmingham in england for 25 years driving home to the south of england the same motorway turnoff for 25 years four times i've gone straight past on hands hands-free completely legal but four times i've just driven straight past where i should be leaving the motorway and so it's last year on may 17th it was celebrating our international telecommunication day and the theme was don't text and drive and we came up with some statistics very interesting statistics in the u.s for the first time the number of people dying from accidents related to using texting and driving has surpassed the number of people of drinking and driving and you're talking about a highly developed country organized country where there are reliable statistics and in many developing countries unfortunately there are not even statistics to prove that and i'm sure it's higher in some other developing countries this is the point that just because it's illegal to text and drive doesn't mean people won't do it absolutely which is why we need to acknowledge this reality then say how do we do it recognizing as a human behavior that it can be done in a least destructive manner yeah how do we avoid the use of technology to be on the negative side how do we use avoid uh destruction users destruction on the board of a vehicle but the point is i would like to see a car where uh in case first of all the car should be able to avoid accidents if accident has not been avoidable the car should be able a to send a message a text immediately to the nearest police or firefighters or ambulance and the car should be able to send a message in the vicinity of the accident zone so that other drivers don't get distracted and don't be involving additional uh uh accident as well those are things that technology can do and when once we standardize them we'll be able then to really uh have a mass production yeah we're talking about destruction just wanted to come back to you as a manufacturer there's a lot of talk now advancing touch screens but not so much talk about voice control because i i feel we should move away from touching screens because it's something you have to look at to touch when you're driving whereas some of the other controls you know and i drive you don't and there's not so much talk about voice control there is a lot of work being done on voice control and all the instructions that are relevant to that car can be done through voice activation and uh they are today i think really fabulous uh systems available to train the car to recognize the driver's voice commands but it's also a matter of training the driver how to issue them correctly i want to touch on one thing before we get too far away from the conversation though if you'll permit me is the point you raised about liability because while clearly there are still pretty substantial technical hurdles to overcome the engineers will conquer but in your opening comments you said that part of the role of legislature was to create the boundary conditions if you like where innovation can grow and prosper and take place and no way do i see a more substantial hurdle to the ability for autonomous driving to contribute to overall vehicle safety than this very question of liability because imagine that is indeed possible for the vehicle to complement the driver's driving ability and despite the most fantastic sensors and advanced technologies that 1000s of a percentage probability happens and there's a collision in which somebody's killed who is liable and that is a big question that we wrestle with and you know i'd like to tell a quick story to illustrate how liability sometimes forces common sense to leave the room it is technically possible for us with all the sensors that we have uh you mentioned that we will have cameras monitoring the driver's eye movements we can monitor his router we can determine if a driver is having a heart attack now if you have a car that has the ability to drive itself the common sense thing would be for the computer to figure out ways to near his hospital and take him there what happens the guy gets there and he dies because of malpractice of the surgeon whatever you don't know who's liable so what is the engineering solution the engineering solution is oh based on advice from our legal people the car parks itself and it calls 911 that's from a liability point of view the sensible thing to do but common sense has left the room these are the things that i would say as a manufacturer we need to ask our legislators to help create those boundary conditions we actually we achieve the the desired consequence which is greater safety for all no it's exactly uh the hottest topic we are facing in these days liability do we have today a boundary or is it a man-made artificial boundary because of lack of courage to accept that what is available today gives enough freedom so i don't give you the answer but i tell you that we are dealing with this very carefully but surely there are a couple of issues here one is that according to the current legislation the driver must be in control of the vehicle but what does it mean to be in control of the vehicle some people say that the whole thing is blown out of proportion uh we shouldn't have happened maybe uh and maybe if you are in control with the stage automation you don't have a problem you may have a big liability issue when you reach the highest level automation not before but then taking the pragmatic approach in road safety and in road crash investigation most likely the principles will have to be followed what are followed in aviation in aviation you have an investigation which investigates everybody not only the captain of the aircraft but everybody so maybe that's the future but let's not run ahead definitely this is the biggest you and it is not yet solved so if i if i could add i you know we get um just because you can do something with technology doesn't mean you should right sometimes but we do have an opportunity here to to make a significant difference in accident statistics without without any doubt and using the esc example um wonderful improvement everybody would agree with that it ought to be on every car i think the same is true of many of the technologies that's on this on this wonderful automobiles the collision avoidance the adaptive lane keeping but particularly collision avoidance can make a mammoth impact on accident statistics now it would be great if we could standardize and we could all march to the same drummer and drive that cost down as fast as possible we're all working on that anyway it would be great if governments would say yeah you got to have that right now but then you kind of pick a technology winner and governments take a time to do that in the meantime i think consumer awareness the more you bring consumer awareness up on what the benefits can be consumers will select right we saw that happen with with airbag transition in the united states they got in actually ahead of the regulation because consumers became aware that to get a five star rating car if you want five stars you've got to have a certain complement of airbags we're starting to do that now in the euro end cap here and and in the end cap in the united states for active safety technology if we continue down that road then consumers may select this before any of us get it get it figured out right and particularly when you've got nice machines like this that demonstrate it and consumers become aware of the benefit once you experience ESC you want it forever once you experience active safety and you stop that car on an accident that you otherwise wouldn't have been able to you want it forever you want your spouse in it you want your parents in it you want your kids in in fact going back to dr standardization can we make all these manufacturers the same letters for the same things instead of pasm and ESC and every manufacturer's going to we're not ignoring you out there in the panel so you have a question for uh who owns the data is there a societal obligation uh for the owner of the car to surrender control of his data in the event of an accident so that proper forensics may be done to better understand what caused the accident and how to prevent it in the future as well as potentially uh legal implications uh and and just to add further to that when I bought my BMW basically the lack of privacy statement I like to call it says uh we may use the data from your car for any purpose including sharing it with our marketing partners and law enforcement so I think many people have already actually surrendered their control of that data but I'm not sure that there is a broad regulatory environment there in the event of an accident to extract all the data necessary for all legal and liability purposes um uh is there is there a framework that I'm not aware of or or should there be and what should that look like right um if we take for example uh sometimes airbags don't trigger there are certain design parameters which the forces have to be at a certain level the the speed of deceleration the angle all of that and the airbag doesn't trigger the customer thinks that the system is defective we need the the capability to monitor and measure and record what all the conditions were so you can extract it that's there in black and white uh the the issue of unintended acceleration obviously similar so uh manufacturers I think certainly uh have the right to have systems on the vehicles that can monitor what the operating conditions were I don't know that I have a particular opinion about uh who owns it uh and if law enforcement demands it perhaps if if there's resistance one can imagine soon the legislation will come to open it up so it might be a mood point I will tell you if I if I may just add one point as far as the marketing aspect is concerned you know that with the way the technology and the connectivity is is developing now in theory it is entirely plausible for big fleet operators to create uh systems whereby they monitor usage of their cars to for normal considerations like speeding yes because you might want to know whether your people are driving safely but fuel consumption which is the most economic route and you can create uh uh um a safe uh you know concealed access uh but data for the people who want to use it all coming from the car no uh whether that's in fringing someone's privacy or not I don't know well my son is that is one of a growing number of people now volunteering to have the black books in the car to reduce their insurance policies which I think is a very growing thing in England so even with your would you like to see a black box in every car for legislation purposes uh not for legislation purposes but I think it would help I think it would be useful and actually um this emotional attachment to the data is becoming less and less relevant if you look at for example commercial drivers uh their activities are monitored uh through the digital tachograph already we know exactly how many hours and minutes they were arrested they drove and they had a day off and if they don't meet the social conditions that are for the regulator to consider what they are then they will be fined and their company will be fine so it is totally accepted already I don't think we have such a big issue today as we had 10 years ago any more questions the audience so before you got another question let me I'd like to really add from the communication side on this we just had in the U.S. big stories about a general motors recall of of a problem with the ignition switch causing airbags not to go off that has gone on for a number of years as you mentioned we have black boxes almost every car in the U.S. has black box most of Europe has as well we're building the communication systems into the cars I think there would be a tremendous advantage in finding these problems earlier by having that data transmitted so that it's available to the automotive manufacturers engineers to look to see if they get a problem instead of well some accident happened it got reported somewhere it sort of floated around and a year later maybe we see four or five of these things we we have the communications capability again it's the kind of thing where we need to look at again the regulatory environment the issues of how can we get that data and make use of it to find the problems quickly not five years later or things like that that have happened massively important point because it allows predictability instead of waiting to see what happened and it's good as a feedback for the driver as well because if you get regular feedback okay this week I drove like that here are the ways how you could improve that would help to refresh your own driving capacity because we discussed but we didn't dig very much into the depth of it that we need a different type of training for drivers and it's not that you once trained you get your driving license and then for the next 40 50 years you drive nowadays with the technological changes it would be needed to refresh your knowledge more often in different ways without perhaps going to a course but somehow through a feedback or or in whatever way it's my son gets a monthly report for his insurance company showing where he's been speeding cornering breaking accelerating he's got four things he gets a monthly checkup and if he does well his policy goes down for next month and he's doing badly the money it's a very good system just for as you say educating the driver and at the same time saving his money I mean you were mentioning earlier about racing I mean in racing it's something which does exist I mean all the drivers are linked with the engineers and they have in real time all the information and in the path the driver could say have had this problem which has caused the incident now he cannot anymore because there is a control about each single movement he is doing and it's something I mean which are started by racing and then which is applied on the normal use the one thing we should say about motor racing though I mean I think in crash survive we talk about crash avoidance but I think we've moved on hugely in crash survival when I'd raced a Formula 1 car I was in an aluminium tin can with my feet in front of the front wheels and now they're in these carbon and fibre survival cells and we've learnt an awful lot from that and I think survivability now of accident is something we've improved massively any more from the audience do we have any more at the back of the front and then Malcolm and the front's got one question as Hamilton mentioned our standardization work in ITU is one of our major activities we have a very long history in developing international standards because originally they were telecommunications standards and today they're more information and communication technology standards and now that I see teases in every walk of life the challenge we're facing is to attract the vertical industries to come and work with us on developing these standards so for for ITS I'd be very interested in any suggestions that Jan-Anna or Jeff might have on how in ITU we can better attract car manufacturers the automotive industry to work with us on these standards gosh I wish I knew the answer I think you know the the the irony is that everybody agrees that we should have standardization as long as it's their standard and I'm only going to be slightly mischievous when I say that sometimes there is a deliberate strategy to try to force one particular agenda that gets in the way of standardization for competitive reasons I'm not going to elaborate more other than to say that I have witnessed this personally and it's a shame I think that if there is more willingness to cooperate and through just good common sense work in the direction of standardization setting aside pure self-interest and and trying to get competitive advantage in the long run it will reduce costs for our industry in the billions yeah one of the really important things with the ITU and I've been involved in standards for SAE ISL everything we move the ITS communications to the ITU because as a UN agency it does a good job of exactly preventing this effort by companies to go make their technology a standard and really provide the ability to pull it together so it's not well understood by the current industry that ITU is a UN agency but it does by a UN agency have the capabilities of really doing honest standards because it goes through a completely different process than some of the company oriented standards efforts that I've been involved you know I've been asked why car companies can't just agree on what seems like a relatively simple thing if we're moving to new EV technology why can't we agree on a common charging system just the socket for heaven's sake why can't we standardize that well walk around the world I mean how much money could we all have saved if we just had our consumer electronics with a standardized socket so it's a guide to you many years before we came with a standardized charger for mobile phones which is a global standard now which really helps save so many tones of carbon dioxide a year it seems like a revolution but it was a very simple thing to do and I fully agree with you we need to come to those kind of standards that will actually give opportunity for more innovation because standardization can be seen if you all go on one standard some people may think that competition will then stop innovation will stop no on the contrary because the moment you go on one common standard there will be massive mass production and costs will go down but also the manufacturers will continue to do some more research and development on the next that's why we are now talking about 4G 4th generation but 5G is a key that will be helping our next fully network cars and this is well underway in terms of research and development in ITU well in our experience standard setting must be technology neutral it shouldn't favor one company or the other in the word form for harmonization of vehicle regulations we don't set standards but regulations they are quasi standards and actually in our meetings the private sector is represented through OECA through CLEPA through the different organizations themselves they have a voice of course governments decide and it's never one solution that is facilitated but the the framework for the solution okay there are regulations but recently we have had this experience that sometimes you cannot agree on a very strict regulation or standard for the packing of containers which is a totally different topic but there the common understanding was that we cannot have standards today but we can have something else so we agreed on code of conduct it was a joint work with ILO IMO and UNECE so now this joint code of conduct is the sort of obligatory because the business representatives themselves accept it as their mandatory code of ethical code of conduct so sometimes you don't have to go for standards there are other solutions as well but if we just leave standards and legislation from over there Jeb where could we actually be in the dream world if we didn't have any regulation I mean I've read about sort of you know you can have delivery vans now going out to Los Angeles and delivering to address is that really possible now with the technology we have yeah it's it's possible the technology is doable it affordability is an issue the legal framework the regulatory environment those are all big issues right the privacy data but it's possible to do that is that affordable to do that is there a business case to do that it's like many of the electric vehicle platforms solve some problems creates a few others at the end of the day the consumer votes right on what they'll pay for and what they won't pay for they'll vote on what they save versus what they fill up at the pump do the math and they'll make the choice so at the end of the day they can't put anything on a car that the consumer won't buy right it has to help them sell more vehicles it has to help them differentiate their brand perhaps so possible yes but with Russ you pretty much could go on the freeway of this Q50 now and have the lane on the speed control on and collision would warn you you could almost now with that very car switch off on the motorway it's more than 80 percent there and the last 20 percent I think will be done but the reality is now I can't safely do my email while I'm driving but there's a moral obligation to tang it away self-preservation but I can have somebody else drive and sit in the back seat and do it and I really would like to get back in the front seat and I do think in this time frame it will happen and and the what Jeff said in answer to your basic original question the real thing is when the technology will make many of these things happen and we can argue a year here or year there but as I started on mobile phones in 1979 when we finally put out the the first mobile phones that were portable you had a big bag to carry and then it became a brick from Motorola but inevitably the technology made these things better and the the nature of the ICT technology communications will go to 5G will be another step over LTE these costs are going to continue to come down we have not we have not reached that plateau yet and we have more processors the processors are getting faster and faster that car count I saw had close to a hundred processors in it some of which are much faster than what your PC is than what have you that's that's already there and a generation two generations will be able to do much more and it becomes the ability for us to do our software reliably and there's a whole big issue about how do we actually make sure that the software there always does what it does and that's why I think for Johan's company and others the ability to get that information back if something happened I had a close miss on my edit made a car much less I hit something if the engineers can immediately get that and they can look at it and they can figure out oh I need to tweak my algorithm a little and I send it back to the car that that takes us out of these kind of things where we have the worst case in the US on the Ford Explorer and the tires where almost 100 people were killed for a problem that could have been identified with the first one or two and that's that's all part of this step by step inevitable parts of the technology that we have to work together to make up we're about running out I think we're running out of time now yeah I know I think what we've learned really this hour that there is an amazing future for the network car and I think you know that we've opened up so many areas to look at legislation standardization and I think really it's just one quick answer I think one from all of you now and that is are you looking forward to the time when the fully automated car is there Dr Turi we're at the dawn of the new revolution and really looking forward to you're looking forward to absolutely John I mean not really you know I mean for me we have to remain sensible and I do look very much for driver head but I think we still need a driver as long as I can continue to enjoy driving the car when I want to then let the technology help me when it's a chore when it's a chore Russ we already know you know I I want my time back you've got the hairpin bends as well over in Santa Monica all the corners you want it all done automatically one day Jeff I like to drive as well but 1.2 million fatalities every year you could cut that in half with this technology I like that I like that future Eva well I'm looking forward to the results that are being promised looking for them we're all we're all looking forward to the amazing technology that come our way thank you very much for your time and thank you all for being here thank you to the panel