The short answer is yes, without getting into the numbers exactly. I don't have all the numbers in my head. I can check on them if you like, but yes, the numbers sound reasonable.
The differences come about for a couple of different reasons. The main one is the drive cycle that you would undertake in Europe, as opposed to that in Canada, for example. Canada has long stretches of highway; in Europe, a long stretch of highway without a traffic jam doesn't really exist, so those trucks actually have to tolerate different drive cycles in the way they operate.
As a result, we use different drive cycles for testing. There are standard drive cycles, and the tests are based on them. You can apply different drive cycles to the testing technique. Those tests were actually done in our facilities here in Ottawa. We can actually get a whole semi and drop it into a wind tunnel and look at what the drag is on the vehicle. We can actually do that research and help the companies. A lot of the work around the trucking cycle was actually done also within Paul's group in terms of how thick and how heavy those skirts have to be and where the cost savings are.
Other technologies go even beyond that, such as mudguards on the wheels. There's this big flap of plastic that stands behind the wheel that keeps stones and chips from coming up. New designs have aerodynamic louvres in them. This is a Canadian-based technology whereby you can actually reduce the drag and improve fuel efficiency while safeguarding against stone chips coming up.
There are a lot of innovations going on within the trucking fleets in Canada, and I think some of those will be transportable—no pun intended—to the European market.