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Join the the Artificial Intelligence Student Organization, RAISE, at the Crummer Graduate School of Business and Rollins College, to discuss the reality and implications of AI in the business and academic world.
AI Pod EP. 4
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Casey: [00:00:00] Thank you for joining us for the AI Across the Campus and Beyond podcast. I'm your co host Casey, an MBA student here at the Kremer Graduate School of Business and co president of the RAISE student AI organization.
Pristine: And I'm Pristine, the Rollins president of RAISE.
Casey: Today we have Reid joining us from Beep Autonomous Mobility Services to discuss the future and the current state of autonomous transportation here in Orlando.
, Reid, thank you so much for joining us.
Reid: Thanks so much for having me, Casey.
Casey: Yeah, could you, um, we're really excited to be able to talk to someone from BEEP. You know, there's a lot of, uh, excitement about it here on campus. And I think Christina and I have actually already spoken about it once before.
But, , could you tell us about your history personally and a little bit more about BEEP itself here in Orlando working in the autonomous vehicle space?
Reid: Yeah, absolutely. Well, just to give a little background on myself, actually born in Orlando, uh, but grew up in San Francisco would call that my home and went to boarding school in Boston for high school.
So certainly traveled across the [00:01:00] country, , over my early years and then actually ended up back at Rollins for my undergrad. , and so it was a nice full circle moment. , started at Rollins in 2017, , ended up graduating in 2022 with a major in social entrepreneurship. And a minor in sociology and you know why I chose social entrepreneurship was this concept of Business for good always standing out to me I really wanted to positively impact issues that I cared about personally and you know being able to solve that through a a business that Prioritizes social impact and what I really would call social enterprise, what I would call beep actually, , just always stood out to me something that I could really be a part of and grow with.
And so I'm really fortunate to be where I'm at now with beep so to provide some background information on BEAP, we are the leader in shared autonomous shuttle services. We were founded in 2019 and are headquartered in beautiful Lake Nona, Florida. And you can really think of beep in [00:02:00] the autonomous vehicle industry to an airline in the air travel industry in that we don't manufacture autonomous shuttle buses, just like.
Say Delta Airlines doesn't manufacture airplanes. That would be Boeing or Airbus's job. We also at Beeb don't develop self driving technology, just as Delta wouldn't develop a autopilot feature on an airplane, right? We're essentially the shuttle operators that design routes and schedules. Interact with passengers albeit remotely and create what is called first last mile Mobility networks.
And so what my role at beep is I lead sales development and every day I'm selling the future of shared autonomous mobility to leaders in the public in private sector Think airports, university campuses, uh, master plan communities, downtown corridors, and I just think there's so much value in exploring how a network of autonomous shuttles can truly transform a [00:03:00] community.
Think reduced traffic congestion and carbon emissions, enhanced road safety, and more accessible transit options. And I just love that I get to be part of building something that can have such a positive impact.
Casey: I know, , Pristina and I had actually done a, an event for commuter week earlier this year where we did kind of a thought experiment on beep shuttles here at Rollins and in the Winter Park area. So just kind of a, , idea and a fun event as, , this sustainability week or programs initiative for commuter week, but it was really interesting to see and to think about how it would.
Transform the way students interact with their city and the way people get around. , and I know you're, you've talked a lot about, , your goal of getting Beep and marketing these autonomous shuttles to different communities. , I understand you guys have like a couple of routes already in Florida.
, you're based out of Lake Nona. You have one there. Where else are you guys operating Beep shuttles?
Reid: Yeah, you're spot on in Lake Nona. We actually have the largest and [00:04:00] longest tenured autonomous shuttle network in the country. We are also deployed in Altamont Springs, really connecting a couple key destinations on a circulator route within that community.
So, you know, parking, dining, retail. The AMC theater down in the cranes roost area. We actually call the shuttle crane rides. We have a nice bird on the, uh, exterior of the shuttle to market the program to the community. And, um, those are really pilot projects to introduce shared autonomous mobility to communities, uh, before we reach the point where this, this technology evolves and you're seeing it integrated into everyday public transit.
And we're really at that, that turning point right now, which is super exciting.
Casey: Yeah, it's, uh, you know, I thought when I first heard about BEEP that that would be something for the distant future or, you know, around the corner maybe in three to five years when I first looked into it and saw that they're already running, uh, routes and that, you know, I could go ride a BEEP.
I'm in the [00:05:00] Altamont Springs area. Um, that was pretty shocking. So really exciting to see, you know, everything happening so quickly.
Pristine: Yeah. I also know a lot of people have concerns about like the safety of self driving cars. And like how reliable they are. So would you say that it's safe enough in your opinion?
Reid: The reaction time of the vehicles we currently have on the road, and these again aren't vehicles that we manufactured, it's strategic partnerships, these are purpose built autonomous vehicles that we've put on the road over the past five, six years since our inception. They have a reaction time that is basically half that of a human.
Right. And so when you think about, uh, maybe there's a car driving ahead of you and you don't have a quick enough reaction time to stop your vehicle, you could end up getting in a car accident. Uh, this vehicle has the ability to stop and make sure that none of that occurs and the technology is only evolving from there.
That really is technology that is [00:06:00] more novel and that it's been around for. Seven years now, we've brought on partnerships with companies like Mobileye, which are the leading autonomous drive systems in the whole world, right? An Intel backed company uses not just LIDAR sensors, which is what we've primarily relied on for our current generation shuttles, but also camera, radar, and all that creates a sensor redundancy to where you can navigate any sort of.
Weather conditions any sort of traffic situation and really position the vehicle to be as safe as possible Something that is far safer than what the human eye can see
Casey: I think , the technology definitely is evolving and I can see that it is capable of driving But I think you have the other issue of how people perceive it , What, what does that evolution look like? I mean, how is what, what you see in the industry today different from where it was when this was just a concept and.
You know, not a reality.
Reid: Yeah, it's a great point. [00:07:00] And. There's been rapid advancements in the technology and the commercialization of Autonomous vehicles, especially in the robo taxi sector of the autonomous vehicle industry, because you've seen large tech companies like Google, like Amazon, like GM, not a tech company, but still a massive company that is publicly traded and is very well known for putting vehicles on the road for personal use as well as commercial.
And that's really accelerated the adoption, at least in that robo taxi form factor. Um, in terms of a purpose built shared autonomous vehicle, there's been many iterations, starting with really the technology that we've put on the road here at beep, uh, the vehicles called Navia called all these vehicles were manufactured years ago, and they certainly served a purpose in terms of introducing a purpose built shared autonomous shuttle to the road.
And when I talk about the purpose bill, it doesn't have a steering wheel, [00:08:00] doesn't have Rearview mirrors because a robot doesn't need those things. And so and we want to reduce congestion on the road We want to take personal vehicles off the road and in doing that we have to have a vehicle that's larger than you know What typically a robo taxi would see which is maybe three four people these vehicles will see anywhere from six to ten and so for us It's certainly been a process.
There's the highs and lows of navigating putting an autonomous vehicle on the road, but we've collected so many learnings and experience that will ultimately influence how we scale with, you know, future automotive grade scalable solutions. And so. You know, to your point, Casey, and talking about some of the technology that maybe 10 years ago you were thinking about, and there's still this perception of it might be unsafe.
Well, there's been autonomous drive assist technology in people's personal vehicles for, like you mentioned, at least a decade now when you think about adaptive cruise control. Lane keeping assist, blind spot monitoring, automatic braking, [00:09:00] now even highway driving assist, and obviously we're getting into the territory of Tesla where they have their full self driving, while obviously there's still supervision from the driver himself, herself.
Uh, these are all just part of the advancements that are ultimately getting us to fully autonomous vehicles without someone needing to be behind the wheel.
Pristine: . So what would you say your biggest, like, setbacks are right now for autonomous vehicles in general?
Reid: I think it's important for the Safety standards, the, the regulations around autonomous vehicles to be updated to properly reflect the state of the vehicles and really how. , how able they are to deliver what communities need when it comes to shared autonomous mobility and filling 1st. Last mile transit gaps, right?
How do I get from my house to the train station to then get from one community to the next or how do I get from the train station to my place of work or to an entertainment? [00:10:00] How do I have connectivity through our two or routes that? Otherwise, a bus service just can't operate efficiently and so that that's really what we're tackling here on for us.
The technology has advanced so much to where , these vehicles are capable of navigating roads at 40 miles per hour, handling various traffic conditions that you and I would face every day. And so what we need is an updated framework. , and so, uh, understanding that there's new technology advancements in. Automotive grade vehicles coming out, but it's still hard to account for what has now been a extreme evolution in autonomous technology over the past couple years.
And so for us, making sure that that FMVSS framework is updated to reflect how autonomous vehicles don't necessarily need a steering wheel or rear view mirrors, right? These are a couple things that just aren't reflected, but will help us in terms of moving the needle forward. And I think there's certainly expressed.
Uh, interest in [00:11:00] accelerating that adoption process nationally and reducing some of the red tape ultimately because it's a global race with these autonomous vehicles. There's other countries out there that are bringing solutions to market and are already deploying them at a commercial scale.
Casey: I think, I mean, that's a theme Pristina and I have seen a lot, which is kind of society not being able to keep up with the technology, especially once you get down to laws and regulations.
And, , we have a whole process in our society for getting these things done and it's very. Slow and cumbersome sometimes, but , you mentioned that the safety standards haven't been updated. , is that kind of the state of the regulatory environment? It's just red tape. It kind of prevents the space for moving forward right now.
Or do you think it's almost non existent when it comes to autonomous vehicles? , are there any laws that currently address them?
Reid: Yeah, beeps. Very fortunate to have a strong relationship with With the National Highway Traffic Safety Administration and that we've, um, traditionally submitted waivers to put our non [00:12:00] FMVSS compliant vehicles on the road in what we call our first last mile application, right?
Uh, maybe a mile or two mile circulator around a community center connecting a couple key points of interest, right? Uh, relatively low speed. These vehicles have operated around 10 miles per hour, at least over the past 5 6 years since we've been deploying them. Um, and so we've been fortunate to have those waivers granted and actually have dozens of deployments across the country across a variety of use cases.
Uh, but now it's really About as, as we scale next generation solutions, uh, having a, again, updated framework, uh, but then also a process where we don't have to apply for individual waivers, how we've actually, uh, with our partner, uh, manufacturing, uh, partner Bentler group. Applied for a temporary exemption from those FMVSS standards to be able to deploy the next gen autonomous shuttle technology that's coming to [00:13:00] market over the next couple years, um, you know, in response to that not being updated.
So these are ongoing processes. , I think, especially with like a Tesla robo taxi that you see being brought to market, right? Again, a purpose built vehicle. There's no steering wheel. No rear view mirrors, at least in the concept, you know, that's something that's also going to have to navigate the rigors of FMVSS versus what you see now with the robo taxis, , like out in the Bay Area, you have companies say Waymo, , which utilizes Jaguars, Jaguar I Pace.
And so those vehicles just as a personal vehicle are perfectly FMVSS compliant and fit the safety standards to operate on the road today. And they're just retrofitting those with autonomous drive sensors and technology. And so it's a difference in whether it's purpose built or whether it's just a traditional vehicle retrofitted in terms of how easy it is to integrate in a community.
Casey: Okay. So I keep, , hearing this term from you read these, , robo taxis.
How are those different from the self driving or autonomous shuttles? Is it just about [00:14:00] how many people are in the vehicle or the design or purpose? What, what does the environment of those two terms look like?
Reid: All of the above robo taxi. To put it in layman's terms is an autonomous uber. Okay, it's Essentially point to point say Waymo, which is a Google company.
It's very prominent in San Francisco You could hail one right now if you're in San Francisco Those vehicles operate as an uber they holds three four people it doesn't solve for some of the Congestion issues. It doesn't solve necessarily for enhancing mobility when you talk about a vehicle that's ADA compliant can have a wheelchair on board.
Right? Um, and it's, it's Perfectly acceptable to have in an autonomous vehicle ecosystem, um, and as a compliment to other transit options or maybe people who don't have their own vehicle, but a shared autonomous shuttle offers a couple [00:15:00] different pros that the robo taxi isn't able to achieve and that it's a larger vehicle, right?
The form factor is meant, especially with what we're bringing to market over the next couple of years. The vehicle is actually called the whole lawn mover. It's going to be built in Jacksonville, Florida. We're really excited about it. It's it's purpose built, it's electric, ADA compliant, uh, that vehicle is going to fit 15 people, so it's a stark contrast and it also is going to allow you the flexibility to say, uh.
Platoon three of the vehicles to match the capacity of a larger bus during peak hours of operations. They have a transit agency wants to deploy some of these these Holon mover next gen autonomous shuttles. Well, maybe it's 11 p. m. And it's not as easy to Find or to be able to fund drivers to carry around, uh, maybe a couple passengers on board, a much larger bus, and you want the flexibility to split up, hold on movers and access different areas of your community and hit different key points of interest instead [00:16:00] of having to stay together.
Like of course, the 45 person bus would, it offers a lot of really just dynamic routing to be able to. Fit all the demand in your community and supplement other services. Um, and so really just to come full circle and answer your question, they're different form factors for different purposes. Everyone likes Uber.
It's super easy. And I think, uh, this Waymo or, you know, formerly cruise, Zooks, uh, some of these robo taxi companies are addressing that and it's terrific technology and it's very advanced. We're really addressing autonomous mobility for mass transit. ,
Casey: sounds like, , one of the key differences between robo taxis and the self-driving shuttles are something that I saw, , with beeps business model, this sort of business to consumer approach by Robotaxis and kind of.
Focused on a business to society. , what is this business to society model? , how, how does that make beep different? How would you kind of describe that for us? , cause it does seem like shuttles are focused more on solving [00:17:00] community issues where a robo taxi is, Hey, I, I need to get from point a to point B.
How much does it cost?
Reid: I think it's a great question. And again, robo taxis can serve a great purpose. They're technologically super advanced, , but it is that B2C approach in that, , you're a consumer, you purchase the taxi service that comes and picks you up and brings you to another place just as an Uber would today or your traditional taxi.
I don't even know if those are around anymore. I know in New York City they are certainly, but, , Ubers are very prominent now. , I, I am one of the reasons that I was drawn to be after being a social entrepreneurship major at Rollins was that beep is truly a social enterprise. , they're trying to transform the way communities move nationwide through enabling shared autonomous ability for all.
And so when you look at things like congestion, , No one likes being stuck in traffic, makes things difficult, makes people not want to contribute economically and go into their downtown corridor because they're gonna [00:18:00] have to deal with parking issues, right? They have to be stuck in traffic. Well, our shuttles, , through our research, we're able to reduce the amount of personal vehicles on the road to just putting all of those passengers into a shared autonomous shuttle.
That's an 8 to 1 ratio of reducing, , cars and really just having a one shuttle operating. You're looking at road safety, right? 94 percent of road accidents are caused by human error and there's 40, 000 human error related road fatalities every single year the former Secretary of Transportation Pete Buttigieg Said that frankly the driving habits of humans are murderous and it's true You know if there's an opportunity to reduce That 40, 000 by 10%, 20%, that's huge.
And that's the sort of technology that autonomous mobility offers. And that, again, it doesn't get distracted, doesn't get drunk. It, uh, it is focused on the task at hand and it never sways [00:19:00] from it. , again, back to the business of society. We, we look at accessibility, , there's some pretty staggering statistics.
45 percent of us households have no access to public transit. 10 percent of U. S. households have no personal transportation and over 25 million disabled people in the U. S. have difficulty traveling outside of their home. And this is often because there's transit gaps in, in either a public transit offering or if there's no public transit at all, people need the ability to get where they need to go in the community and they may not have their own personal vehicle.
They may not have immediate access that's efficient. , and so we're really trying to solve for that with dynamic shared autonomous mobility networks that can address demand where it is, of course, within a smaller fixed route flex zone where you can either choose it to follow a schedule, or you can really have an on demand option where people can order it on an app, kind of like ride share services you see around Florida.
, I think of, yeah. Some of the services like [00:20:00] freebie down in south florida where they actually have teslas operating within a specific zone, getting people where they need to go in a 1 3 mile stretch. That's really, part of the process that people be looking to replicate with our next generation technology and what we've been proving out slowly with our current generation technology.
And then lastly, I'll just say the sustainability component, you know, that's important to me. And, and what we learned in our social entrepreneurship courses and just a, an area of passion in terms of. You know, making this world a better, cleaner place and so being able to deploy electric vehicles on the road and lower carbon emissions by 70 percent in comparison to, you know, the comparable gas powered solutions is, I think, huge.
So when we talk about. Business to society. It's really transforming transportation around the country and in communities that either have sufficient or insufficient, excuse me, access to it or just, uh, are looking for new ways to address transit gaps.
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Pristine: Do you ever see yourself expanding to go from like Orlando to [00:21:00] Tampa or do you think you'll always just stick to smaller communities?
Reid: I Think there's so many different segments within transportation that have needs we found this first last mile segment that I've you know been describing really as a transit gap because it's just Historically and in present day, not efficient to have a large bus carry people around just a few key stops.
There's not enough, , demand to fill a 45 person bus. And so that's why you see, , buses in Orlando stopping at the link station and then going all the way to, , Kissimmee or going all the way to Sanford. , it's, yeah. Really just a compliment, a supplement to an overall transit ecosystem, having shared autonomous mobility in these, in these smaller corridors and, , that, , that extends beyond public to, , when you think about Lake Nona, that's a, a privately built community by Tavistock Development Corporation, , this is an amenity so that.[00:22:00]
People who are visiting and, , wanting to enjoy all that Lake Nona has to offer, aren't congesting the roads, aren't having to look for places to park, right? , because they can park further away where there's more ability to, , to find parking spots and then take the shuttle in. Or maybe they live close enough to the shuttle where they can just walk a block or two to the stop and hop on.
That's really what we're trying to build.
Casey: That makes a lot of sense. I think, uh, I was thinking back to your business to society framework and, you know, the things we learned in our MBA courses are, you know, identifying needs from customer standpoints and the way you pointed out, Hey, we've identified this need, this, uh, first mile last mile.
Um, it makes me think, wow, you know, somebody at beep or somebody in the early stages was looking at society and saying, you know, no, we're not going to be trained. That's a separate market need. That's a separate societal need, you know, Hopefully eventually they've been talking about it since I was in high school.
We can get a a nice train route from Tampa to Orlando But yes this yeah first last mile that you're describing I see a lot [00:23:00] of need for that in my everyday and I think College campuses see that a lot as well.
Reid: The last thing I'll say on on the topic of business society that's it that's a great point specifically with college campuses and just Younger generations.
I don't think there's as much excitement towards driving. I remember I'm 25 I wasn't super jazzed to get my driver's license, but I knew that being at Rollins I was gonna need to get around the community. I was doing various internships that were off campus. That was important to me, but If there's an opportunity to utilize on a system like this in tandem with other public transit options and, you know, cut someone's 500 a month car bill, uh, right?
Or just give them other options. So they don't have to utilize an Uber, uh, that that's really going to help build adoption of a service like this and ultimately reinvigorate use in public transit, you know, from younger generations up.
Casey: Were there any other subjects you wanted to cover, Reid? I know we had talked about, , the evolution of, of the landscape, , business to society. I guess [00:24:00] just maybe we can end with where you think it'll go next anything like that
AI Conversation
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Reid: Well as this is an AI podcast, I would love to speak to some of the AI integrations with autonomous vehicles because you know, I talked about at the beginning how beep is the Shuttle operator, really the service providers.
We don't manufacture the shuttles, both in the present and in the future. Like I was talking about with that, that next generation hold on mover shuttle, , and we're not developing the technology where we're essentially a software that allows for human in the loop remote oversight. Of shuttle operations, , almost simulating what a bus driver would be doing.
But of course, remotely from a command center, and that's ultimately where we're heading. We've historically had, , shuttle attendants on board our shuttles. And that's because, again, those shuttles haven't been FMVSS compliant. They've required that, , human on board who's holding a console that can steer the vehicle manually if needed.
, In seeing that we're evolving [00:25:00] into vehicles that are level four, meaning that there's no longer an attendant required. That's what you see with, , even some of the robo taxis, like Waymo now, and that slowly being integrated into a shared form factor, like our next gen shuttle, , it's going to be important for our software, which we call autonomous, autonomous OS operating system, , to provide that human in the loop oversight.
, we're going to be attendant list, but we're not going to be. Human list. So think about someone, , fainting on board a Public transit bus, you know, what what is the response to that is is 9 1 1 called is the bus driver? Carrying out that action are there cameras inside from some remote command center .
How do you address that? What if the vehicle is just stuck in traffic and you need to reroute some other vehicles to still fit your desired headway and pick people up on time. These are really important components to public transit that unlike I think robo taxis were, , that's just kind of an anywhere to [00:26:00] anywhere point to point, , public transit requires a lot more oversight and isn't going to be able to achieve full autonomy in the next five to 10 years.
And so. When you talk about, , having a software where technicians in our command center receive cues from the shuttles that they're assigned to where, , the cameras inside the shuttles will tell them someone's just fainted, , look inside, follow the protocol that you've established with the community, whether that be call 911 or alert the authorities, , right?
Think about just fleet monitoring and mission management. Maybe one vehicles. Getting to a low battery state and it's the return, but there's a large demand at one section of the community that you serve and you need to deploy two other shuttles there. All of this is part of the, uh, our autonomous software and essentially what we have to orchestrate remotely to ensure that these are able to, , be effective solutions.
In tandem with other public transit options and so that's really just in terms of a, I looking into the vehicles and [00:27:00] capturing exactly what's going on with passengers. How we're leveraging that ability. I think the other component of a, I, that I've recently learned about and is super cool is our partnership with mobile.
I, which again is the leading autonomous drive system. In the world An Intel backed company one that utilizes LiDAR radar camera to create this redundant system But they've been in personal vehicles for decades now They've been an ADAS provider mean it they've had that Lane assist technology, the automatic braking, , some of the, the cruise adaptive cruise control.
, and so through that, and then particularly with more recent fully autonomous deployments, they've been able to collect mapping data, which. Again, when we talk about leveraging, AI is collecting information, , not just on the route being driven, but how are you navigating a pothole in the middle of the street?
How are you driving compared to the normal speed limit posted? , and the [00:28:00] aggregate speed limit of what people are actually going. I know I was driving a little faster than 60 miles per hour on I for getting here.
Casey: Definitely. ,
Reid: A lot of these different factoids driving on the road that need to be captured. That's all gathered by Mobileye and all the vehicles it's in, which is over a hundred million. Into the cloud, which can then actually be transferred into maps immediately for vehicles like our next gen hold on mover, which is really a powerful tool because you don't have to go through an exhaustive engineering and mapping process.
All the data is there, and it's continually updated to reflect things like construction, like potholes, like new speed limits. And that is ultimately going to help us influence our vehicles and just create a safer, more comfortable ride. I
Casey: think that speaks a little bit to the exponential, uh, nature of AI, where, you know, data is kind of the coal or the fuel that artificial intelligence or machine learning needs to advance, and once you have, , autonomous vehicles deployed or any kind of artificial intelligence operating in a [00:29:00] space, its ability to collect more and more data is Increased and then, , exponentially these technologies just continue to develop.
, the other thing I want to respond to is I think it might actually be a bit of an advantage for BEAP that there's still that human component because we spoke about people's hesitancy to adopt, , autonomous driving technologies and obviously it's out there with Waymo and other services, but I think people are still hesitant, especially if you look at different communities across the country.
And one thing I keep seeing as this reoccurring theme in AI is this idea of human involvement or human centered AI. And I think knowing that there is still an attendant, that someone will be called if someone faints, that, , there is someone who's capable of monitoring 20, 30 beep, , beep vehicles at once, , will reassure people.
And I think it still increases that efficiency and has that dramatic change in the marketplace. While having one human equipped to work with these AI vehicles who knows what they're doing. , and that kind of speaks to what we're doing at the AI Edge Center with the importance of [00:30:00] knowing and understanding how to work within AI technology and within AI systems.
No matter what your job is, I mean, what we're describing is someone who would just be, , essentially involved in public transportation, not a developer or programmer, but they would still need to know how to Manage AI and how to work with AI technology
Pristine: No I think definitely like regardless of how good the technology gets the biggest factor in like a company success in the future is probably gonna be Like how much people can trust them and I feel like having human like human interaction will increase that trust a lot
Reid: absolutely, and we're cognizant as a Autonomous shuttle service that there has been Hits to the, , autonomous vehicle reputation, just kind of industry wide through various incidents that have happened, , primarily in the robo taxi sector, but, , still just being aware that this needs to not just be as safe as a human, but more safe to build that adoption.
People aren't necessarily ready to just get out of their personal vehicle that they drive all the time and hop into a robot. , it can be [00:31:00] scary. And so it's actually been helpful having attendance on board all of our deployments up to this date to build that adoption, being ambassadors of the program and explain where it's going, why the technology works.
But as of course, we. Go attendant lists and shift to really just a human in the loop operation because ultimately that's gonna cut expenses Make things more flexible and there's frankly a growing CDL license bus driver shortage And yes, there's also kind of a response to that. You can see that on a school
Casey: system,
Reid: right?
It's part of the reason why autonomous mobility has become such a hot topic and I think something that people want to Uh, invest in moving forward, uh, we want to make sure that people still feel safe. That's absolutely the number one priority. And so having a human in the loop, I think is really going to help that process, , especially over the next five years, as you really start seeing this integrated into everyday, everyday life.
Awesome.
Casey: All right. , this is really exciting stuff, Reid. I really thank you for taking the time to join us and talk about Beep , I think your emphasis [00:32:00] on trust is really important and between keeping humans in the loop and needing other people in the marketplace to trust the company. That's the one theme I keep seeing over and over again in the AI space. , this has been the AI Across the Campus and Beyond podcast. , Thanks again for your time, Reed.
This was Casey.
Pristine: This is Pristine.
Reid: Thank you guys.