ocused on the zero emission side and moving that down the equation don't forget to consider incident response with a battery electric bus if there's a thermal event in the unlikely event of a thermal event we're not going to put that by side but you're going to let it burn to the ground essentially what happens now fortunately there's plenty of safety systems on these buses so that if it's in operation and there are passengers on it there's going to be bells and warnings on any impending thermal event so that it doesn't just go up instantly so there's plenty of time to get passengers off and call for emergency service so that's not a safety issue the issue that we see is the buses parked in your yard and you notice, you know, go back think about the picture of that all the buses parked in your yard the buses in the middle there's a thermal event the buses turned off there's no sensors that are running on that bus so no one's going to know that there's an impending thermal event on that bus your first indicator of it will be the smoke coming out of the top of it so again this is what's going to be done this is a really serious issue because this happened recently and so it's top of mind for a lot of folks in the industry right now is how do we address that and there are basically the only way you address that is pour tons and tons and tons of water on it and we keep pouring it until the thing smolders to the ground a fuel cell bus also has batteries on it not as many so that helps it does have hydrogen but it's not a hindenburg event that hydrogen escapes and evaporates and goes into the air very quickly so the hindenburg if it wasn't hydrogen that was burning in the hindenburg it was the cell so that's just something to think about but again some serious considerations here to build into your designs so with thinking about operations thinking about range constraints thinking about yard constraints thinking about your topography and your climate working with the metro team came up with a recommendation so number one zero emission bus is the priority we consider a mixed fleet scenario but the focus should be on hydrogen buses we think that that's going to be a better solution for you in the long run the near term pay it purchasing goal again a preference for zebs but anytime you go out to purchase or each year you're going to purchase we suggest doing some modeling and analysis to make sure that what you want to purchase is feasible with first a hydrogen bus it's not feasible with a hydrogen bus it's feasible for a battery electric and unlike the event it's not feasible with either of those technologies still allow for a renewable natural gas bus in the near term because it's more incumbent that you provide service ensure that you can provide service versus just focusing entirely on zero emission long term purchasing goal obviously it's following the ICT procurement schedule again I don't anticipate that you would have an issue with that again the next thing is is really doing a a theory is having jurisdiction it's really a permitting study so you're in some sensitive areas right now with putting that equipment just want to make sure you wouldn't have any permitting hurdles with coastal commission or the fire department or the city putting hydrogen stations in the location that we have recommended alright any questions I think what we might do is go into Chuck's piece and then group them all together because this is a perfect intro to Chuck's spreadsheets no I love spreadsheets sorry it's not that bad it's Chuck's just so you can see I'm just going to let you know I'm not going to talk specifically in detail about numbers I promise I won't get you guys all squirreled up in numbers in details but I want to talk about this because it is pretty important so I'm going to talk quickly about zero mission bus plan um so so in the bus plan that I'm going to talk about basically we've gone through a three phase approach so just kind of get a little bit clear we've been doing this for six months six months we've been talking about this target how do we transition from diesel and cng to zero emission buses I know we have to get there but how do we do it and as part of that process Michael everyone has been part of this process and as part of it one of the things is phase one we deploy these bags down in the Watsonville Circular so of course these are the ones that are going down there and it's just a sum so you know check off on that the second is how do we convert the fleet in Watsonville to a hundred percent um you know zero emissions and that's one and currently right now is you know it's the basically the battery electric buses and then we talked about hydrogen which Steve alluded to earlier this is what Michael talked about at the beginning is the fact fully transition for full agency that means no more cng no more diesel powered buses on our lot we're now primarily either fuel cell or battery electric buses here and our goal is 2037 so right now as we kind of went through this process months you know we want to say how do we get to zero emission buses and we went through basically three scenarios one let's just stuff ourselves with a whole bunch of cng buses right now wait till the the three years where we talked about well 25% of our buses have to be zero emissions the rest of them are they could be either diesel or cng and just kind of wait and let the regulations take over or do we gradually from now start to lead into buying buses that are zero emissions and then of course once we get mandated in 2029 from there on out it's all or do we just say the heck with this let's just go that you know why do we need to buy any more cng buses or any diesel powered buses and how does that work and then as a result and I will give you this this is a different conversation that we had four or five months ago than we are having today and I'll tell you why in a minute but right now going through all the financials to replace all 96 buses we have 93 plus three we lease right now so 96 we're going to spend between 130 to 140 million dollars to replace all these buses now the biggest thing about it is a lot of this stuff comes from rebates and grants and so forth to that major external to the money that we receive we put aside three million dollars every year for our bus replacement fund that's really our money the rest of it is all coming from external sources whether it's state local or the feds and as part of it it's actually $1.9 million cheaper for us to actually go ZET now than it is to buy a whole bunch of CNG buses and then wait for the mandates to kick in and I'll walk you kind of through our process so let's just focus right here on the top the cost of a 40 foot electric bus is approximately 1.2 million a hydrogen bus is $1.35 million a CNG bus this is why I said four months ago we could have had another conversation it was less than $700,000 it's now $800,000 as that supply chain everything is going to be more expensive but here's the kicker in the electric and hydrogen we get certain I'll say grants and rebates that come back that's only specific to electric and hydrogen and by taking in this money we've now reduced the money to be 830 for CNG 833,000 for a hydrogen and about 900,000 for electric see now we're talking apples to apples because now we have buses that are basically on the same farm cost and as part of it even with the Arctic buses down here $1.6 million for a hydrogen bus versus a million dollars for a CNG when you start layering in the federal rebate, the state rebates and so forth that will get only with hydrogen and electric we're talking about it's pretty much a million versus a million seventy versus a million one so when you start talking about that then all of a sudden it kind of like said levels of playing field this is something we want to look at now we kind of have this conversation four months ago I couldn't have it because CNG up here was a million dollars and then we started creating it down but that gap is not closed so based off of that we looked at the alternative going zero base budget zero zero emissions buses going forward and as part of that process we've kind of laid out a two piece approach to replacing our buses so one is we have historically bought buses either in lump sum or in the years of buying buses and doing it again as part of it as you can see buses start coming in here where we're talking about beyond useful life that just means beyond 14 years doesn't mean that we can't do some refurbishing to keep them running but what it means is we have these peaks that are going to come in and then we want a bunch of years no buses and that's basically what happens we should be buying six to seven buses every year assuming the service stays the same 96 buses which that's another conversation about increasing service and increasing buses but if we keep the six to seven buses our bus replacement plan where we're putting outside three million dollars a year that covers half of our buses and if we get a grant we could afford six or seven buses every single year as we go forward and as part of it we're talking about hydrogen up here we have five electric in the works we're talking about five artifacts that we need to get up here as soon as possible and that's really a conversation around we're probably going to go to CNG but we're looking heavily at whether it's going to be electric or hydrogen and whether they can really fulfill the needs that we have up here at UC Santa Cruz one is around and two whether it has the ability to service it but we know we are in need of those buses so that may be something we go with CNG but that would be it outside of that it's all fully 100% zero zero emission vehicles and as you can see at the bottom we have 24 once you kind of do this replacement in and out we actually get by 2032 actually I'll tell you that 21 we've killed out all our backlog of old buses and we've replaced all those old buses with basically zero base or zero emission buses and then lastly, this is the eye check I don't want to go into detail so it's not about the dollars it's about that we've solved the dollars up through 2036 actually this goes beyond here but effectively if you look down in the corner that's the 96 buses to replace in here here's basically all the this represents all the different sources of funds that we can use between now and going forward to pay for all these buses and these are already agreed to here this is for the five electric buses the CNG Arctic right now it's only available for the 5339A and the 5307 and then from here on out it's hydrogen or hydrogen or electric you know it just depends on how the technology so this will be evolving over time but ultimately this is our money right here so 31 million out of that 140 is our money and this is all coming from our bus replacement fund that $3 million we're setting aside so everything else states rebates 5339 MBAR STIP, HVIP all this stuff these are all rebates so we have a pathway and this is what we've been working on and we feel like this is the pathway we need to start down and like I said we have contingency campaigns where we can separate move off the highway and go around the accident if need be and as Steve alluded to when the funds in here of getting stuff ends up being three or four years we can revert back and take another path that we need to in order to get it because I know we need buses and buses for ridership but at least we have a path and now we have a direction going forward and I think this is critical now and we have a financial way of getting there without touching our operating panel so do you or a consultant give us an idea of what percentage of our routes given current technology can't be run with a hydrogen bus because of the hills and whatever that is ballpark yeah we haven't studied that but my guess would probably be around 20% that can't be done with a hydrogen again we need to spend a little bit more time to really understand if you're going to have those challenges here but these are the challenges that we've seen elsewhere another question I should notice in terms of battery electric charging are we currently charging our Watsonville circulators in Watsonville or are they being charged in our main garden and driven to Watsonville what's the thought in terms of the question of where the charging stations would be for our system given the constraints on our yard currently they're being charged at JKS so your card yard the thought is that if you were to build a facility in Watsonville and put electric charging down there that feasibility would increase because a lot of the easier routes are down in that area and the big challenges you're just deadheading from here to there and that's what's requiring a lot of energy and pushing you over that feasibility threshold so that is something that we did contemplate we think we can increase feasibility if we did an all electric facility in that location so if you were to do a mixed fleet I would still recommend that one location would be hydrogen the other location would be electric so where's the infrastructure in the real estate money coming from this is all just for vehicles yes this is just vehicles so I can't talk to you about a south county because that's still kind of in the words whether we do it or not but as for the infrastructure regardless of what scenario we've got to put in infrastructure which includes chargers whether it's overhead or under and then as well as a hydrogen fueling station and then there's some stuff we have to do with our maintenance facility and train so as part of that our goal is to go with the new LONO grant to go out and pay for that infrastructure piece which is not on here because this is just focused on the bus part on Michaels on Michaels did you consider Highway 17 as that part of the 2020 percent? yes because I thought there was a challenge for Highway 17 there's a challenge of battery electric on Highway I mean battery electric bus can do it it was demonstrated the challenge there was can it do it as long as can it run an entire day that's really the challenge there you would have to have multiple buses to battery electric buses now whether or not a fuel cell bus probably haven't done the modeling but I suspect there will be a challenge because you have highway speeds and so the current fuel cell technology out there may not be able to keep up with it again it could run it may not be able to maintain the highway speeds it would be able to run it I do anticipate that that is a technical challenge that will be resolved before or before 2014 I want to emphasize this you know we're talking about technology today with the delivery schedule over the next 14 years so technology here is going to be completely much better, much stronger than it is here so a lot of the stuff as we start to deliver this could be around the easy route Watsonville here, Santa Cruz and as technology starts to expand and as we start swapping out our CNG buses that's where I think highway 17 and those kind of more steeper routes hopefully then we'll be addressed and fixed at that point and is one better anticipated whether hydrogen or electric would be or battery would be more effective on highway 17 as far as the hills and the weight and all those things yeah I mean assuming they get over past the propulsion challenges certainly the hydrogen bus carries more energy on it so it would allow you to run the entire day whereas you know we've seen very electric bus adequately demonstrated on that route it just doesn't have enough energy to run the entire day and so it would need a recharge and a second bus to go out when that bus runs out of energy thank you as we rapidly move towards electric and or hydrogen fuel sorry energy do we have a plan to oversee that we're using renewable resources for that energy so for example with hydrogen you can have pink, gray, green, yellow alluvial sources only sustainably sourced form of hydrogen one of the things you said actually I'm sorry the other gentleman who spoke first said which is really thoughtful could we then create our own green hydrogen that it becomes an income source for our not just bus metro but greater uses within our community for transit so I think right now you're purchasing renewable natural gas to run your cng buses on so certainly in the future with hydrogen you can source renewable hydrogen from your suppliers you'll just pay more for it than fossil fuel based hydrogen your second question comes down to you know self-generation of that type of fuel and we often get in these conversations talking about battery electric and producing your own electricity or hydrogen and producing your own hydrogen but I think in the long run economically you're going to be better off buying it from an industrial supplier of that fuel I mean today you're not out there fracking natural gas or drilling for oil to produce your own diesel or natural gas to run your vehicle and the reason is it's more economical to buy it from a supplier industrial scale supplier the only reason why some agencies are considering producing it their own is that the supply of that energy hydrogen is not widely available or on the electricity side the reliability is of question or concern so that's why agencies are considering producing it themselves but in the long run I don't believe that's going to be the right equation I think you could be better off doing with an external third party supply for that so a statement and a question I have been interested in hydrogen for some time because of its resiliency we where we are are dependent on PG&E for our power grid and I believe the metro JKS was impacted by some of the public safety power shutdowns so that is a difficult way to run a transit system especially if you have occasion to say use transit to move people away from a fire site or an area that's being evacuated that was the statement the second the question is is the scale of hydrogen fueling such that metro might have a station that is shared with other jurisdictions or agencies the city of Santa Cruz has a yard just down the street are there other ways that there are partnerships with other jurisdictions is that a model yeah absolutely it really depends on your funding source so if FTA is contributing to that then you're limited to who can use it unfortunately so if you're using non federal sources then you do have that opportunity to share so for example City Transit has been running hydrogen buses for over a dozen years now what 15 years so their particular station they have a fence dividing it on one side of the fence it's all transit agency the transit they're fueling the transit buses on the other side of the fence they actually have a public hydrogen fueling station open to the public so certainly there's a much greater opportunity for you to get into that sharing opportunity for hydrogen than there is for battery electric I would say battery electric chargers you never want to share those if you need to, because you're going to spend three or four hours at that charger you don't want somebody else sitting there you want somebody's Tesla taking up your time spending some of that charger sorry what about Ambeg with San Benito and Monterey County and us could it be something to consider for hydrogen production I don't know what their transit systems are going to be moving toward we've talked about it we've talked about San Luis Obispo Monterey County even us like what if we put one in the central valley or something like that that produces stuff like this we just haven't progressed far enough to have those conversations but it would be good if we can get the valley along with maybe even pulling in part of BTA because BTA is going to have to get to that we could all kind of leverage I just think we're already in that organization so it's not making sense to start there and you may have noticed or not but M-Bard the Air District was one of the fund sources on Chuck's name I think in the interest of food we might just any last statements and we can keep talking during that I just want to say Bruce we need two to one to two hundred thousand per bus which is not reflected here and it would actually be even more cheaper so from a staff perspective I think the takeaways are that the climate's changing to where from just a pure bus perspective and buying a bus it's just as economical if not more economical to go the Zebra route, the zero emission bus route than a traditional diesel or a CNG bus so that has piqued the interest of staff to make sure when we go buy a bus that it doesn't have a tailpipe on it unless the route unless the technical specs on the bus don't meet what we need on the route and I just think when you're looking at that spreadsheet 3C Energy is the bottom their staff is in fluid conversation with us and Chuck mentioned 200,000 and Bruce their staff is looking at $200,000 contributions to Metro towards future ZEP purchases so you can see how even further that will create a ZEP price that is to our advantage so I guess the bottom line takeaway at least from my perspective is it's just the technology now it's not the cost as much on the bus and the technology is there that the majority of your routes could be served by a hydrogen bus which offers you a lot more operational flexibility fuel time, the range of the bus resiliency and so your implementation plan that you've already approved said you wanted the majority of your fleet to be hydrogen for that flexibility but recognize that a mixed fleet so we're kind of going down that path and so I think the key takeaway is when we come to you with future bus purchases we've got a different mindset than what we had even six months or eight months ago just because of the changing landscape so I'm pretty excited I think the future is really trending now towards zero emission the tailpipe on those buses whether it's natural gas or not it has a real impact locally where we live because it's an emission coming out of that tailpipe even if it's a renewable natural gas so I just think the leadership of the agency and the region there's a lot of good reasons to continue to tell staff bring to us ZEP purchases unless you absolutely just can't make it work it'd be nice for board members not to try to explain to the public two steps forward, one step back you could spend a lot of time and then you still don't get it why would we do that why wouldn't you buy more fossil fuel buses you know we had a rationale on cost very good thank you Chuck, thank you Steve this is great stuff so this is the bus time application from clever devices that will be rolling out to the public and this will be rolled out in February of next year oh cool and we hope to actually beat that so where's my bus you have real time bus track and you can give your routing information your stock okay cool but what I really want to know is when will my bus get here we'll have real time predictions there'll be some customizations that the user can order a writer can drop for bus stop favorites etc and we can also subscribe to prediction alerts so in addition to that we will have the ability to push out information to our writers as to disruption let's say you have detours you'll see so back to where's my bus or when will my bus get here let's say it's running five minutes late or whatever it's going to happen here right you'll have information related to that so people will have more insight into what's happening out there and why their bus is a little behind the time you would grab a cup of coffee etc so really make it much more useful for our writers so in addition to the AVL aspect you see the APC component or automated passenger counter on the agenda we as of now do not have a contract for this aspect of the system we will be bringing in the board for consideration we expect to do so this month and with that aside from utilization data and very valuable tools for planning and Jonathan makes us to get this going we will be able to provide our writers with crowded level information and this would have been really valuable for pandemic times or peak pandemic times because he did set private thresholds on a bus so that's just a brief overview I really wanted to roll through this quickly so that we give you guys the opportunity to ask the questions any questions it looks great February so yeah it's getting earlier February is our target it's going to happen do you have an idea of how an individual usually has a smart phone connecting this what's it going to take on their end so this is going to be published through the tap store so it will be both iOS and Android available through that but in addition to this there will be a data back end so GTFS RT which stands for general transit feedback you will be able to use other applications such as transit app there will be a GMAP layer so you don't necessarily have to use this application to get that information any other questions sounds good Isaac thank you very much so as we transition into the affordable housing portion of this discussion which we've heard a lot about this morning Jared mentioned a few times in his presentation the importance of linking housing, affordable housing transportation particularly focused on certain corridors and we even saw evidence of support for that idea through the survey I wanted to introduce Bonnie the Economic Development Director from the City of Santa Cruz to give an update on the Metro Center Pacific Station project which has been a really important partnership between Metro and the City of Santa Cruz for the redevelopment of not just our transit facility and downtown but also the NB4 unit completely affordable housing thanks John and it's a pleasure to be before you today, thank you for inviting me to give an update on where we are with Pacific Station before I start on that I do have some handouts I don't have slides although I realize it would be much better if I had slides but I do want to leave you with something and I'll hand this one out afterwards we have so much housing going on it sounds like part of the theme for some of the topic today has been talking about the great need for housing and also that nexus between housing and transit so one of the things we've really been focused on it's been such a challenge in our community with such a housing crisis is really focusing on denser developments near transit so to that end we have three projects right now in the downtown core we have two affordable housing projects PAC Station is which really started with a collaboration with the Metro going all the way back to 2001 has morphed into two projects PAC Station south and PAC Station north and I'll talk about those in just a second but overall and with some of our partners we have over 400 units of 100% affordable housing in the downtown alone we have close to 1400 units in the pipeline some already in construction the project right next to Laurel Street 205 market rate units actually that project dedicated some land to the city which is now part of our PAC Station project so we're able to leverage that into more affordable units in our downtown core so I will pass this out because there's actually about city wide over 2,000 units in the development pipeline in the city and this will go a long way in our next regional housing needs allocation cycle that's coming up in 2023 to us hopefully meeting or at least on the track to meet some of our goals because I'm sure many of you are tracking on it's pretty daunting what we have to achieve as far as affordable housing through the state we want to do it we're in this housing crisis we're all in this together but it's going to be hard to secure those projects so going back to Metro and Pacific Station the projects in our collaboration together are just vital I think it's vital to show public-public and public-public private partnerships can work I think it's vital to show that projects in proximity to transit are really where projects and where we should be focusing a lot of our energy so to that and I'm going to hand out just just a few slides that show where we are with the project and I'll say one of the benefits of doing projects on publicly owned land is that our focus and goal is to build this project together so a little different than many market rate projects is that we can help really support the project by providing that land and that is definitely the case with Pack Station South and Pack Station North okay it looks like you all have them so I'm going to jump right in we do have some incredible developers working with us in the downtown on these projects with really depth of experience in doing mixed use projects transit and affordable housing specifically for Pack Station we have two projects and you can see on the bottom slide on that first page the one on the top is Pack Station North the one on the bottom is Pack Station South Pack Station South is actually under construction right now it's 70 units 100% affordable we are targeting it's a combination of studios of the three bedroom all of our units are between 30 and 60% of area median income and so as a public entity we can really come in and using some of leveraging some of our affordable housing trust fund ensure that those units at the deepest level of affordability get built they're more expensive to build they often need more subsidy but we've been able to leverage our funding and secure some public funds through the state and through the local housing trust program to match our city affordable housing trust fund for this project for Pack Station North we've been able to secure with Metro and with our development partner over 51 million in state grants we have an infrastructure grant for 20 million for the project for a lot of the public enhancements improvements a lot of that funding will go directly to part of the Metro facility itself from the tarmac to some of the solar elements that we're doing in the project and then we also have an ASIC funding award of 30 million and that one has specifically 20 million that's going directly to housing and 10 million that's also going to public infrastructure so between these two we're doing really well when we haven't even submitted our application or our building permit so we're feeling pretty good you can see roughly the area in downtown Pacific it's right where the current Metro is and what we're doing is we're exchanging from your curious about the partnership that we have with Metro is exchanging some of the land that we own south of Metro to get that frontage right on Pacific Avenue so that we can focus a new office for Metro with housing on top of it and then the new transit facility for Metro behind that with a new tarmac and better flow and orienting towards front street we are making some changes to front street including a new on the intersection a new lighted intersection widening it a little bit there to accommodate the bus turn radius that we are making some improvements there we're taking a little bit of corner of a property we own on the parking lot across the street on the front street side to accommodate that turning radius and the turn lanes that Metro needs for the buses that's the plan and you can see some of the layouts here also show one of the things we're really excited about is also our partnership with Santa Cruz Community Health Center and DENTIS so in Pack Station South we're including low cost medical and dental care as part of that project and so there'll be an office space for the two of them and medical offices on Pack Station South just south of Pack Station North where we are right now is we're planning plans in December so we're working towards that we feel like we're in a good place one thing we did change that we did do is that we originally were planning on doing an office on the second floor Pack Station North we're now going to be adding some more affordable units in there it helps us be even more competitive for our next funding round so while we were originally targeting 94 units you'll see we're actually up to probably probably going to be around 130 units in Pack Station North so we're getting even more units in the project so February March is the next tax credit round application we are looking to make that round and so where that puts us is completely on schedule for hopefully a decision and a funding award in May and June and potentially construction start next year November December weather permitting 23 time frame with that at the back of this packet just because I get so many questions about it and it might be a slightly controversial project there's some information about the downtown library affordable housing project if you just are curious about what that project is that's at the back as well I'm happy to answer any questions that you have and after I finish I'll also hand out these other packet of information on just sort of the other housing projects that we have thank you Pauline thank you for having me any questions let's move on to John are we back where are we going next John Soquel Park and Ryan Brian Brian Hi Brian Specter Specter Corvid Architects I've been in the community since 1985 we've helped the metro with various projects over the decades including your Watsonville Transit Center in 1994 we were the architects on that project we've helped you with your admin offices and a number of your other facilities so in specific we're assisting you with the Paul Sweet Road Park and Ride site looking to land the Paracruz and mobility center there with about a 5,000 square foot building 32 shuttle bands 25 driver parking spaces 10 staff parking spaces and some visitor parking spaces so that's going to be pretty much a horizontal program on that site which leaves room to go up so we put together an initial study for that site we met with the director for the community development and infrastructure department with the county and one of their principal planners to vet that information so with the sustainability updates that are happening with the county's planning ordinances as a base level that property could have 41 residential units if we went 100% affordable with that it would be subject to the state density bonus state density bonus units would get you an additional 33 units so that site could actually hold 74 residential units so this is the property here Dominican is up in this area here's the Soquel Avenue bridge so it's this park and ride your property lines are actually a little bit tighter here and come back to this spot and the state owns that parcel so GIS needs to be updated a little bit but it's a three six acre site so you could potentially get 74 units there so we're looking obviously the primary directive is to support the metro's operations with parent crews and the mobility center on the site but we have a lot of room to go up and get additional units on that property so we're currently doing some initial analysis for you on that aside from that your other facility is any questions on the pulse week road site and then the other site where you have a lot of opportunity is the which is now dated Watsonville transit center so when we helped you with this project back in 94 this was a conversion of an existing bank building into a bus terminal and then obviously the bus circulation and multimodal transportation hub I think the metro's been having some preliminary conversations with the city of Watsonville about some of the opportunities on that site so similarly there's room to go up and get a substantial number of units on that property and that site's just under an acre so depending on where the city ordinances are and some initial studies it would probably be something similar to density that would see at your pulse week road that's it in a nutshell that's great thank you I just want to say it feels so good to be part of an agency that actually doing something about the housing transit connection that people talk about but there's some real numbers here and real affordability in the units that's really great any other questions for our guests before but Lonnie you have a question it's kind of a perspective so I think it's amazing this opportunity we have to build densely around transit that's critical if we're going to move in the direction for we to move both with our county and national and beyond some things to think about when we look at these buildings and these communities that we're going to build is to include a ground up perspective from the community because I think that that helps bring in the vibrancy and the perspective of what keeps things alive in the communities I have concerns when we talk about fully segregating and I know there's issues in terms of how funding is given to us for that, segregating low income versus market rate because you end up potentially like with the projects having failures when you don't have integration of socioeconomic cultural and other aspects of our community and you segregate them out so if there was a way to be more inclusive and integrative I really would urge us to look at that also street level vibrancy there's some great books and literature and research on how to create happy cities part of that is that ground up level communication with the community inclusiveness but also ensuring that we include this ground level life that is interactive between the street life and the people that live in those housing developments so again there's a lot of research around it I urge you to look at some of that that's out there because it can make a great future of the vibrancy of our community as we grow it so graphics let us not be so haste that we forget this important integration of vibrancy in our communities and how it can include people in that and it's important to create walkable cities as well so we have this great opportunity to do that so one thing I think about is in every remarkable community there should be a market that you can go get chicken and eggs and small things that don't have to necessarily worry about getting one to transit so if you can create a block of housing why not create a market as a part of that as well and other services that are easy to access and I appreciate your time presenting this it's a great opportunity thank you any comments, questions from the rest of the board I appreciate our staff on the day it's been quite a loss Shepra thank you this has been a really enlightening and great, great workshop just to pick up that thread around housing there is a real opportunity with the city and the county revising their housing element and potentially looking at zoning ordinances so I'm looking forward to the metro district really being engaged and as that effort goes on the way starting January around the table I think everyone appreciates great job by the staff all the consultants no wasted time at all just good content just a wide variety really really exciting to thank all of you it's nice to get good news things are moving looks good any closing comments you know what your executive staff and all of your staff they're top notch so I'd say hold on tight because coming up you got a lot of action on it you already see what October and November all right and to that end our next board meeting this is October 28th at 9am we'll be doing that via zoom once again and with that I adjourn


Hello everyone. Welcome to yet another session of our NPTEL on nonlinear and adaptive control. I am Srikanth Sukumar from Systems and Control IIT Bombay. We have for a while now been motivated by our desire to drive uncertain autonomous systems such as the SpaceX satellite that you see in the background. And in our quest we have already seen how to analyze and lately how to design controllers for uncertain dynamical systems. And these adaptive controllers I hope that will help you to design and develop algorithms for your own practical dynamical systems in your own research areas. So what we were doing until last time was that we were starting to look at the tuning function method and in the quest to understand the tuning function method we had to talk about the notion of control Lyapunov functions. So that is what we did. We started a last session with a control affine system which is essentially a system which is linear in the control. It is a multiple input system but linear in the inputs. And so there is a drift vector field f0 and there is control vector fields fi. And we then defined what is a control Lyapunov function which is essentially similar to a Lyapunov function but the derivative has the control term appearing in it. And therefore when we talk about the negative definiteness we take infimum over the all possible control signals. We take the infimum over all possible control values in fact not signals and then compute the derivative and we want that to be strictly negative for non-zero values of the state in a local domain, Br. So there were two alternative ways of defining this. One was using this infimum the other was saying that if the control terms contribute nothing then the drift term has to contribute negative values. So along with this and what is called the small control property which is essentially essentially required for ensuring continuity of the control near the equilibrium. We are able to talk about a necessary and sufficient condition which is called the Archstein's Sontag theorem which essentially says that having a control Lyapunov function is equivalent to having a C infinity stabilizer, almost C infinity stabilizer. So if you have a control Lyapunov function then the system satisfies the small control property if and only if there is a C infinity stabilizer. So the if and only if is what was rather important for us the one side of it that is if you know that a function V is a control Lyapunov function then the Archstein Sontag universal formula actually gives us a way of constructing an almost C infinity stabilizer which means that the controls so constructed is in fact smooth everywhere but at the origin which is the equilibrium where it is continuous at least. Yeah and so there was a nice you know expression for such a control Lyapunov right and the other way around which is also very important for us to understand because that is what we have been doing in the past is that if you design if you choose a V which is positive definite and smooth and all that and then you take the derivative and you are able to come up with a control law such that this V becomes negative definite then this automatically also means that the V function that we chose to begin with was a control Lyapunov function all right and this is what we have been doing yeah we have been designing a control laws we have and the update laws for the estimates using a suitable Lyapunov function or a candidate Lyapunov function and so these were in fact control Lyapunov functions right so instead of choosing whichever control came out of this particular method of just intuitively choosing a control just like we see in this example where we took a system x dot is minus x q plus u and we took a V which was x squared by two and after taking the derivative sorry we took the V is x squared by two and after taking the derivative we somehow have an intuitive idea of what the control should be so we just choose it as minus x and you know this is this is in fact a smooth controller everywhere including the origin right so therefore it means that this V is a control Lyapunov function so instead of choosing this particular project this particular choice of the controller right that is u equal to minus x we could have in fact use the information that V is a CLF to construct a you know controller using the Arch time Sontag formula all right so so the idea is that we can use either the Arch time Sontag formula to construct a controller or we can also use our own intuition using a particularly or suitable choice of control Lyapunov function right so this is essentially the this is essentially equivalent methods essentially equivalent methods okay so that's really the idea yeah so of what we did last time so what we want to do now right what we want to do now is to continue our discussion on adaptive control Lyapunov functions because if you notice until now we did not we did not actually talk about any uncertainties in the system at all right we only talked about a standard non-linear control system there was no uncertainties any right so now we are in a of course in this course we are in a situation where there is uncertainties also yeah so we want to talk about what is called adaptive control Lyapunov functions right so let me first mark what we did in the last lecture we did lecture 9.3 which was control Lyapunov functions right and now we are on lecture 9.4 and this is where we start with the definition of an adaptive control Lyapunov function right so we already saw what is what it means to be globally adaptively asymptotically stabilizable system I want to remind you of this because this is going to show up in a discussions soon so system of the form 1.1 is said to be globally adaptively asymptotically stabilizable if you can find a control law that is a feedback law which depends on the state and the parameter estimate and also a tuning function tau again depending on state and parameter estimate and an adaptation game says that you have an adaptation law and a control law right and such that both x and theta hat states are globally bounded and x goes to 0 as t goes to infinity all right so this is the what it means for a system to be for the system 1.1 to be globally adaptively asymptotically stabilizable okay right so let's begin with you know this is rather long leash introduction let's begin with our definition 2 which is that of an adaptive CLF right so what is an adaptive CLF or an ACLF it is essentially a smooth function now of both x and theta okay because there is a parameter involved remember that theta is a constant right is it because we are talking about theta and not theta hat so theta is a constant there's just a constant parameter so uh so essentially an adaptive CLF is a function VA is called an adaptive CLF for the system if what happens there exists some positive definite gain gamma such that for every theta remember for every theta which is a vector in RP VA is a CLF for this modified system what is the modification this term okay this term is the modification so VA we'll see the reason why this modification and not any other modification right VA which is a function of the state and the parameter the constant parameter is an adaptive CLF if there exists positive definite gain gamma such that for every value of parameter theta VA is in fact a CLF for this modified system 1.2 okay that's it yeah so CLF and ACLF are just related by this modified system that's all yeah great I will soon see like I said why this particular modification right and nothing and nothing else right right this what does it imply for VA to be a CLF of this modified system this is essentially our definition right we have assumed u is in a real number for now so essentially we need that the infimum of over the control values uh V dot VA dot that is del VA del x this is negative yeah so this has to be more precise for all x not equal to zero yeah for all non-equilibrium values yeah this has to hold only if x not equal to zero at x equal to zero we don't need this to hold right because V dot may be zero at x equal to zero right uh so this has to hold for non-zero it's okay okay now uh let's see is there anything else I want to say right uh you might ask uh why del VA del theta is missing but that's because del VA del theta times theta dot is zero because theta is a constant right which is why del VA del theta term is missing okay in this expression okay just remember that all right so then we have a nice little uh equivalence result right what does the equivalence result say it says that it's essentially the equivalence of the adaptive CLF and CLF of the modified system okay what does it say it says that there exists a feedback an adaptive CLF and a gain gamma such that alpha globally asymptotically stabilizes 1.2 at the origin for all theta and rp with respect to the Lyapunov function VA right we are calling this a Lyapunov function because now the feedback alpha is already specified so no longer there's no longer a control right the control is already specified to be alpha right therefore we can treat this as a Lyapunov function directly not a control Lyapunov function so we are saying that statements one and two are equivalent uh equivalent the statement two is just this there exists an aclf VA for 1.1 yeah so this rest of the statement is separate yeah so let's not worry about the rest of the statement the equivalence is between existence of aclf VA for 1.1 which you have already defined and existence of feedback VA and gamma such that alpha globally asymptotically stabilizes equilibrium zero for all theta with respect to the Lyapunov function VA yeah the same function VA but here it is an aclf and here it is a Lyapunov function because here the feedback is already being implemented okay so so what why the equivalence between one and two again like I said the equivalence is only until here this is a separate statement that's not required I mean that's not part of the equivalence but anyway I mean this is important too we will read it soon so one implies two is obvious we say yeah because existence of a alpha VA gamma combination implies what implies this is true like implies this sort of an inequality holds what is this sort of an inequality this is the left hand side is just the definition of VA dot right this is just I'm going to read it sorry VA dot along the system trajectories notice again that theta is a constant still like we just do it for all values of theta so theta dot is constant it's just a constant parameter so therefore there's no del VA del theta term okay so this is just del VA del x times x dot the only difference is that now in x dot the control is substituted with an alpha and anyway the gamma appears here okay what do we know that if you have an alpha VA gamma combination available or a tuple three tuple available then you will always you which globally asymptotically stabilizes the origin with respect to the Lyapunov function VA it essentially means that the VA dot along the system trajectories substituting for alpha is going to be less than equal to some negative definite function which means w is a some positive definite function in x for all theta right so this is important always for all theta because theta is not cannot play a role just by changing theta I cannot lose my asymptotic stability okay so what does 1.3 imply 1.3 immediately implies that VA is an aclf right why why you might ask what do you need for an aclf let me make this smaller you need that for some you take the infimum over all possible values of control and you want it negative yes for non-zero x of for non-zero x of course here I'm saying there exists one value of control for which this is negative definite right so if there exists one value of control for which it's negative definite that it is negative then it's done right I'm satisfying this already this implies this because I can find one choice alpha for which this holds yeah because I'm taking infimum the smallest over all possible choices of control and here I'm already saying there exists this choice alpha such that this holds right because this is the same as this substituting for alpha against u okay therefore because I can find a u equal to alpha such that this holds it means that infimum also has to be smaller than that at least like infimum cannot be larger than that infimum of this for all values of u has to be smaller than what you get for alpha right so it's as simple as that okay so I mean so essentially I mean if you want me to write it I can write it as inf over u del v a del x f plus cap f theta plus gamma del v a del theta transpose plus g u has to be less than equal to this guy yeah is always less than equal to this guy which means this is yeah which means that you have what you want yeah so therefore v a is an aclf for 1.1 yeah and that's what is I apologize and that's what is this statement right that there exists an aclv a is exactly this aclv yeah v a is exactly this adaptive clf now if you want to show that two implies one that existence of aclf implies being able to find a stabilizing feedback alpha and gamma is pretty obvious yeah because aclv definition in fact contains the gamma itself right because this is what you have yeah aclv definition in fact contains the gamma itself and now because v a is this v a is an aclf for 1.1 implies v a is a clf for 1.2 is a control Lyapunov function for 1.2 because that is the definition right and if you have a control Lyapunov function for a system what do I know I know that I can use the arch time son tag formula to construct a feedback alpha all right because v a is an aclf for 1.1 by definition it is an aclf for 1.2 and if you have a control Lyapunov function for any system this is equivalent to being able to construct a feedback almost smooth stabilizing feedback alpha yeah so you have constructed an alpha and the gamma is coming from the definition of aclf itself and the gamma is right here gamma is right here okay so that's it so these two are equivalent so this is a very straightforward idea I mean you're saying it is not a big deal you're saying equivalence of aclf is essentially the same as clf of a modified system anyway this should be sort of obvious from the definition and that's what we have used yeah except for the arch time son tag universal formula right now there is an additional statement here which is an important thing and we do want to try and prove that right if an aclf for exists for 1.1 and if you have an adaptive clf for 1.1 then it is globally adaptively asymptotically stabilizing okay so existence of an aclf gives you an adaptive control law for the system that's the idea okay and that's what we want to see now and that is an adaptive control of the original system not for 1.2 which is the modified system you get an adaptive control law for this system okay so having an aclf for 1.1 which is this guy means that I can construct an adaptive controller for the system okay and that's what we want to see how to do that okay or why that is the case okay so let's sort of look at this proof a little bit okay if I'm given this VA it implies that there exists a positive definite gamma and an alpha right because by the equality by the equality of the you know by this theorem one essentially right existence of an aclf implies all of this happens right so which means that you have this sort of a relationship already with this gamma and alpha all right so now what we do is we consider a Lyapunov function for the original system and what is this Lyapunov function we construct in a specific way we take a VA but now with the theta hat notice it's not because because you're talking about adaptive control now right so theta is unknown yeah so we replace all the thetas by the theta hats yeah all the thetas get replaced by the theta hats right and then we add a term again a quadratic term corresponding to the parameter error theta delta yeah and of course scale it with a gamma inverse so this is sorry there is a typo here this should be gamma to the power minus yeah this is gamma inverse the same gamma yeah and now we take the derivative carefully all we have done is we've taken the same but in place of the theta which is an unknown we've used the estimate theta hat and of course we're going to prescribe an estimation law right we'll do that great so we take a derivative here right now theta hat is no longer a constant right so we take derivative with respect to both of them so I have del VA del x times x dot essentially the original system not the modified system the original system and I have a del VA del theta hat times this tuning function gamma times tuning function right we don't know what the tuning function is yet we will actually compute it and then we have theta tilde transpose times gamma inverse times gamma the tuning function so this term comes from this is actually equal to I mean with the negative sign is equal to theta tilde transpose gamma inverse theta tilde dot which is minus theta tilde transpose gamma inverse theta hat dot which is equal to of course gamma times tau okay and that's what you have here that's what I get from here okay so once you make this substitution what I want to do is I want to replace this with the modified system right because because this inequality I have on the modified system so what do I do I take fx and replace it in terms of the modified systems with all the theta's become theta hats right so this is theta hat plus gamma del VA del theta cap transpose okay and everything else remains exactly the same if you notice right but now because I've added this term I also have to subtract this term right so I take del VA del x common right then I have what do I have here I have this guy coming in so that is fx theta and then I have subtraction of fx theta cap plus gamma del VA del theta cap transpose right so these two combine to give me fx theta tilde and this term is written as it is okay so this term gets written as it is and these two combine to give me fx theta tilde all right and then of course I have these two terms right so del VA del theta cap gamma tau minus theta tilde transpose tau so these two terms remain as it is okay now I know that this guy is now minus wx theta cap right again remember because all the theta's were replaced by theta cap so this is not theta wx theta but minus wx theta cap that's the only difference and then I have these terms right now what do I do I take the theta tilde terms common so this theta tilde term this is a theta tilde term so I take a transpose because everything is a scalar so I take transpose of scalar as much as I want so I take theta tilde transpose so I get del VA del x fx transpose and then I have a theta tilde transpose here so I get a minus tau then I take del VA del theta cap times gamma common this guy yeah so I get uh one term I get is uh let's see a plus tau so in fact this is this should be a plus tau here and this term if you see del VA del theta cap gamma gives me a del VA del x fx whole transpose with a negative sign so actually this should be a negative sign so there's a sign error this should be a negative sign but notice one interesting thing this term in this curly bracket and this term in this curly bracket is exactly the same either exactly the same terms so if I choose my tuning function as this quantity both of these uh non-definite terms go to zero right so if I choose tau as this guy then this goes to zero and this is zero right both of these become zero and I'm left with v dot x theta cap is less than equal to minus x w x theta cap which is now only semi-definite notice yeah why earlier it was negative definite because theta was not a state it was just a constant parameter but now theta cap is in fact a state right because it appears in the Lyapunov function also therefore this is no longer definite but it is negative semi-definite right and but but we know that we can use it was definite if this this wx theta cap was certainly definite in x right uh so otherwise certainly definite in x correct because otherwise I cannot claim this to be negative definite right if it is not definite in x then this is not negative definite and that would be ridiculous because that is what means to have an acl right so this is definite this w is certainly definite in x positive definite in x yeah so so therefore this whole thing is certainly negative definite in x which means that I will be able to show that x goes to zero by lasar invariance or barbal arts lemma signal chasing and that's it because it's wx theta hat is positive in x for all theta hat and you will have bounded x and theta hat right so x theta hat will be bounded because this is at least negative semi-definite therefore v is not increasing over time therefore the states here have to remain bounded and because va is positive definite because it's a clf so therefore it is positive definite in x therefore it is both x and theta tilde have to remain bounded because v is non-increasing and further x will certainly go to zero as t goes to infinity this is by signal chasing type analysis yeah so the important thing to remember is that the additional term introduced is a quadratic term in the parameter right and we have essentially proved that the original system 1.1 by virtue of having an aclf is in fact adaptively asymptotically stabilizable right and that's why we had this funny looking additional term so that this sort of a nice cancellation happens yeah that was the purpose of this additional term excellent so what have we discussed today we started with our discussion on of aclf an adaptive control Lyapunov function and how it is equivalent to having a control Lyapunov function for a modified system and we also proved that having this control Lyapunov function for a modified system means that for the original system we have an adaptive asymptotic stability property that is we can design an adaptive controller which is a feedback and an adaptation law says the original system has bounded states and the x states that is the system states and not the parameter error states they go to zero as t goes to infinity all right excellent so we'll continue in this vein talking about more about the tuning function method in the subsequent session also this is where we stop thank you


This study investigates the impact of ultrasonic energy and zinc oxide nanoparticles, ZNONPs, coating on thermophysiological properties of woven fabrics, including heat and mass transfer, using a lambita and moisture management tester. Thermophysiological parameters were applied to evaluate physical and overall comfort properties, thermal resistance, thermal diffusivity, heat flow, wetting time, and accumulative one-way transport index. The results show that ultrasonic energy affects surface roughness and topography of cotton and polyester fabrics, while ZNONPs coating impacts, textile substrates, surface morphology, and purity of crystal phase, as analyzed through scanning electron microscopy, energy dispersive x-ray, x-ray diffractometry, and inductively coupled plasma atomic emission spectroscopy. This article was authored by Muhammad Tayyab Nomen, Mikhail Petru, Petr Lauda, and others. We are article.tv, links in the description below.


Everybody for us here ripping 2022 origins football hobby 16 bucks full case number seven random divisions. Here we go Everybody here's your results. There's a Lincoln chat. Let's go ahead and get started That sounds amazing for and I can imagine Yeah, Florida oysters are like all right Depends on like the season I guess But yeah, the one the one where my wife works they get him in from all over. It's amazing You don't always get that in Florida and usually you just get four to places and four to places, but I was in oysters from Maine and Nova Scotia British Columbia Living on people in their seafood. I love seafood man. I love it all All right, here we go full case They have blue point oysters. Yeah That's the place love them Those are tough to find out for you know affordable aren't they all I know is a lot I like the West Coast oysters more Typically typically I do Yeah, Sean already none of that 171 to 199 quarter L Patterson NFC south and a Michael Pettman jr. AFC south to 299 AFC South Jersey car Jonathan Taylor 54 of 99 from Salem, New Jersey Jersey Traylon Berks rookie on-card auto AFC south Nice Traylon and Cowboys rookie Jersey auto NFC east of Jalen Tolbert Muscles have to be cooked right or steamed or something Can muscles be fresh like raw like oysters? Yes, you can Shellfish poisoning and mess you up man Because it hits quick and you get paralysis and then you're like nervous isn't like shuts down right from from from Like shellfish poisoning or whatever Patterson and Kelsey green four of ten cord rail Patterson NFC south and 54 and 99 AFC West Josh Allen not Josh Allen Kenan Allen Daniel Jones patch card NFC East 42 of 49 and NFC south rookie auto Chris Olava. There we go NFC south and RPA 12 of 75 a of C East hike one Thornton There we go a of C East Olava's auto is interesting once that guys Yeah, Vaughn You could definitely say that Daniel Jones Steelers Calvin Austin the third rookie for the AFC North AFC East Tyree killed 98 of 99 and NFC North TJ Hawkins into 299 Patch card green parallel a of C North Joe Mixon 9 of 10 Yeah, dude, my wife and I are already planning when we go to the winter classic where we have a day A whole day like just one day in Boston to kind of do whatever and this is gonna be winter We're just like planning on like breweries like restaurants and stuff And we're definitely gonna hit up some oyster bars and raw bars So good Breeze Hall rookie auto one-of-one AFC East Jeff W Rookie signatures one-of-one Breeze Hall Congrats on that black parallel to one out of one Sick breeze and Skymore rookie Jersey Auto AFC West Yep, what is it? January 2nd Dude flying on a New Year's Day is not cheap Flying back that week is not cheap. You can't ever flown around the holidays actually Sure, a lot of you did it every year. It's expensive George Pickens AFC North rookie 61 of 199 Devonte Smith NFC East and AJ Dillon NFC North 95 of 299 the Plainton penguins Tony Pollard Jersey card 51 of 99 NFC East NFC North Aden Hutchinson rookie on card auto and AFC East Bailey Zappie 6 of 99 RPA four color patch Oh, I know I know Vaughn. I remember that game I remember that game. You can make that one. You don't have to remind me Melrose Melmo did you did you talk to him? You chat him up You talk trash very Melrose cool is the rule better than Mac Comical that's comedy Got rookie Jerome Ford AFC North AFC North Lamar Jackson a 199 in NFC North. I'm in raw same brown to 299 AFC West Jersey card Clyde Eversill air 90 of 99 Johan Dotson a rookie auto 29 of 49 silver ink NFC East Nice Dotson. That's a sick one And NFC West RPA red 24 of 99 Trey McBride Okay, that's pretty cool Vaughn. Do you challenge him to a game of one-on-one? I wouldn't NFC South Mike Evans to 299 NFC South Alvin Khmer at a 75 AFC East Jersey card Josh Allen from Fireball, California 9 of 99 AFC South Damian Pierce rookie auto 12 of 25 on the Pierce awesome hit There we go AFC South and AFC West again rookie Jersey auto Skymore This is a pretty solid case so far for sure. We're gonna keep it going The case hit goes to the AFC South is pedigree Peyton Manning Go AFC South NFC East Terry McLauren to 99 and AFC South James Robinson to 299 NFC West Tyrion Davis Price rookie patch 35 out of 99 NFC North rookie auto Belish Jones jr And Malik Willis rookie Jersey auto AFC South What a back to back couple of boxes for the AFC South awesome Malik Willis has Floyd S with the AFC South NFC South James Winston to 299 And AFC East from Andre Stevenson to 50 NFC West patch card George Kittle 69 of 99 AFC South Trevon Walker rookie on card auto Vaughn you hit a future Vaughn Walker is on the the least day 15 of 25 that is disgusting rpa NFC West Kenneth Walker the third Beautiful card there NFC West Evan C There you go Evan That's a dope patch great player too Yeah, with that like awkward teal parallel as well. That's a that's a good card. That's an awesome card NFC South Camara to 199 AFC East Stevenson to 299 AFC South rookie patch Trevon Burks 27 of 199 AFC South Alec Pierce rookie auto And NFC South the Chris Olave rookie Jersey auto again Mark Andrews you got Taekwon Thornton rookie AFC East AFC East Michael Carter to 199 And AFC North Jomar Chase to 299 Sam Howell rookie Jumbo patch NFC East numbered 4 of 99 NFC South rookie on card auto Romeo Dobbs or NFC North excuse me NFC North Redemption Damian Pierce rookie Jumbo Jersey auto AFC South Got rookie Jerome Ford AFC North NFC North Aaron Jones to 199 And to 299 there NFC North rookie patch Aidan Hutchinson 36 of 49 Yeah, Devin Lloyd is a beast tags did pretty really well in the draft this year Carson strong rookie auto 12 49 NFC East And redemption Kyle Hamilton AFC North rookie jumbo patch auto red AFC North Yeah, that's the thing about Devin Lloyd is that he was probably leading for defensive rookie of the year after like three or four weeks to Sean Watson 10 out of 10 AFC North and AFC West Mahomes to 199 NFC South rookie patch Chris Olave 20 of 199 NFC West rookie auto Tyrion Davis Price one out of 99 And AFC North rookie patch auto George Pickens go AFC North It's in the air again three base parallels I think Matt Corral NFC South rookie variation AFC West Edwards Lair to 199 AFC North Deontay Johnson to 299 And same division to 199 Jomar Chase Rookie patch sauce gardener 98 of 99 AFC East Jaylin Tolbert rookie autos to C7 of 99 NFC East And NFC North rookie Jersey auto Christian Watson Thousand degrees in here set to 75 it's 85.  It's gonna praise like an awesome book Breeze Hall rookie AFC East Michael Carter AFC East to 299 And Aaron Jones NFC North to 99 rookie jumbo jersey NFC North James Williams 181 of 199 NFC West rookie Otto Danny Gray Redemption Brian Robinson jr. Rookie jumbo jersey auto NFC East All right, that's a thickie. That's a book. Let's save that one for the end I saw that one ball and that's crazy. I haven't seen a Fred Taylor auto I don't think I ever pulled a Fred Taylor auto out of the products AFC West Mahomes to 299 And Carter 75 AFC North rookie jumbo jersey George Pickens 106 of 199 Rookie Otto AFC East Eric Izucano 14 of 49 AFC South rookie Jersey Otto Hassan Haskins. All right, here we go Maybe it's shield time. I don't know. I don't know Origin shield book question mark question mark question mark AFC North Nick Chubton 99 and NFC West cam makers of 299 Hometown Roots jersey card Dallas Goddard 90 of 99 NFC East From Britain, South Dakota NFC West Trey McBride rookie jumbo patch 90 of 199. It's a pretty big one here 41 of 49 Pickett and Pickens rookie dual patch auto book AFC North Yeah, dude pick it with the purple ink He went rogue on that one That is freaking awesome. Congrats on that one AFC North That is nasty and AFC North on the back rookie jersey Otto Calvin Austin the third All right, let's do a recap We got personals coming up guys That was a pretty good case overall better than most Actually, yeah, definitely better than most Not sure if everybody had a point of big hits, but there were a lot of big hits Relics we had Trey McBride Dallas Goddard George Pickens Jamison Williams Saus Gardner Chris Olave Aidan Hutchinson Sam Howell Traylon Burks George Kittle Terry and Davis Price Josh Allen Clyde Erwin Zilaire Tony Pollard Joe Mixon Daniel Jones And Jonathan Taylor Autos now Calvin Austin the third Hasan Haskins Eric Yuzucanma Brian Robinson jr. Redemption for the NFC East Danny Gray Christian Watson Jaylin Tolber George Pickens again Tyrion Davis Price Kyle Hamilton AFC North Redemption RPA Red Carson Strong AFC South Damian Pierce Ricky Gembo Jersey Autor Redemption Romeo Dobbs Chris Olave Alec Pierce Trevon Walker Malik Willis Pedigree Case Hit was Peyton Manning Vilish Jones Jr. Sky Moore Trey McBride RPA to 99 Silvering Dotson to 49 NFC East Aidan Hutchinson Sky Moore again Tyquan Thornton to 75 RPA Chris Olave Jaylin Tolbert Traylon Burks Really cool Kenneth Walker the third RPA 15 to 25 NFC West Damian Pierce Autor to 25 AFC South Bailey Zappi RPA Red 6 of 99 One of one rookie auto breeze hall AFC East And then the AFC North to 49 Kenny Pickett and George Pickens dual patch auto rookie book And that'll do it. Thanks again everybody Personals coming up