 Mae'n fwyaf o'r ystyried o'r ystyried, oherwydd o'r 10 oed. Rwy'n gweithio'n gwneud o'r llwyffydd yn fawr, fel yw'r cyfnod, felly oeddwn i'n fawr, ond oeddwn i'n gweithio'r argyffredigol a'r argyffredigol, ar wneud o'r 50 oed, rwy'n gweithio'r fawr o'r bydd. Ond rwy'n cael ei wneud o'r argyffredigol, ond o'r credu'n gweithio, ..こちら is sempăr désigor iawn. The very pavement we tread, the parks, the streets, the squares... and bridges, airports and connections. It's about our everyday life, and in that sense I would describe it as the... ..irhang glue which binds the individual buildings together. The quality of that infrastructure really determines the quality. mae'r bydd llawer o'r gynnig yn gwneud yr hyn o'r cynnig, ond byddwyd yn ym bridegwch chi'n ddim yn y rhaglenol. Mae efallai'r pruam iaith, y cysylltiad imbr nhw, mae'r pethau yn yn ymgyrchaf a ddiweddol ar cyfanol, oherwydd mae'n bach o bach o'r bach o bach o bach o bach o bach o bach. A oes gall Wathodaf a symud yn dddangos cyfwyrringol a cyfwyrwyr sy'n ddweud gan oedden nhw, wy journalists, trwng mlynedd a gael, y mae'n geisio'r perthig Sir Cymru yn ei ddyn nhw. Rwy'n hollwch angen y bobl, so ein bod yn ei ddechrau rydw i'r rhell. Mae'n byw ar gyfwyrwyr dyma, ond credu y siwod diwethaf ei ddyn nhw. Rydw i'm ddyn nhw'n ddyn nhw'n gweithio'r cyfwyrwyr, Llywodraeth yn cael eu cymdeithas i dŵr gwled 23 meteorist i dŵr eu cael eu cymdeithasudeiddi'i hwn. Cyrd emergingol i dŵr o'r gwaith o'r byd yn cael eu cyfanio yn ymgyrchu bobl. Fy nhw'n gweithio'r cyffredinol gŵr a ddyfodd cyllid yn bobl, le mae'r cyfrannu Llywodraeth oherwydd ymyl yma, gan y pethau ffordd ymgag. Rwy'n gyfrannu Llywodraeth i ddegwsio'r cyfrannu'r cyfrannu, sydd yn cyd-dweudio'r cyd-dweudio. Nid yw'n gweithio yma assynol, sy'n gweithio'r cyd-dweudio'r cyd-dweudio'r cyd-dweudio. Mae'r ddigonol ymlaen o'r hynny. Rwyf yn digwydd, mae'n cael ei amser y cynnig yma. Felly, mae'n gwybod y meddwl yn gwybod yma. Mae'n gwybod hwy'n ffobled, drwy'r ymlaen roedd yma ar y cwyl. Mae'r eich meddwl yma mae'n ddwy'r gweithio'r genius o'r Oamstead. ychydig, oherwydd y Lanscape Architech yn y Chryd Gweithrech. A'r prynsibl sosial ar y cyfrifolio yno. Byddai yna'r ddweud sy'n ei ddim yn cyfrifolio. Byddai yna'r ddweud sy'n ei ddim yn ystod y cael ei ddweud fel y brifoedd yma ar y cyfrifolio. Byddai yna'r ddweud yn gweithfyrdd, byddai'n gweithfyrdd gennair. Mae'r cyfrifolio yna'r cyfrifolio'n iawn i'r cyfrifolio'n cael eu cyfrifolio a bwysig i ddoedd o'r lland ar y ddechrau. Mae hyn yn gallu gynlleniaeth fforsigol, maen nhw'n mynd i ddweud o ddweud o ddweud, ond mae'r gairau'r fforddau a'r fforddau a'r ddweud o'r ddweud o ddweud yn ddweud o London, New York, Hong Kong... Felly, mae'r bwysig yn gweithredu i ddweud o ddweud oedd hynny o'r Atlanta, mor los angilys, hwston. Let's take Atlanta. You look at the comparative populations. This is the footprint, this is the shape of the city. The shape of the city is very important in terms of its performance and its attraction. Atlanta. London and New York are about one and a half times the population of Atlanta. Jaime, rhai, erbyn eich cymryd, ewg o'r cywbeth. Mae'r cymryd yn 1, 6. If you take Hong Kong, similar population comparison, the factor is almost 1 to 20. So, another way of looking at cities three dimensionally, and I'm indebted to Ricky Urban Age, LSE for these diagrams, is if you three dimensionally look at where people live in New York. You can see, compared to the density of the work locations, you can see that some people are coming in. If you look at the similar three-dimensional diagram for London, you see that a lot of people are coming in. That is, in a way, one signal telling you something we all know, and that is that there is a housing problem in London. There is another issue here, and that is that although these are very kind of diagrammatic, you can imagine if it's Manhattan, and if you were close, you would see the peninsula of Manhattan, and Manhattan is probably embedded in New York in a larger sense, Manhattan is even more sustainable, because as you move out of New York, it really starts to sprawl, and you have this kind of, for me, a kind of visual social blight. It drains the life out of the centres, and it's kind of endless. If this is America, you only have to cross the channel to see the continental equivalent of that in France, Italy, Switzerland, and it really is very, very unpleasant. I think that, for me, one of the most enlightened acts of parliament was the Town and Country Planning Act of 1947, which created this unique extraordinary concept of a green belt, which is always under threat, and forever one hears the mantra, you have to erode the green belt because that's the only way of solving the housing situation in our cities. Bill Bryson did a book recently, and I think it's called The Road to Little Dribbling, and he's an American living in East Anglia, and he writes so movingly about why it's important to maintain the green belt, and he writes that as an American. If you look at London enclosed by the green belt, which is one of the factors which makes it so desirable as a place to live because you have this green lung so close, and in a way it also has ensured that London has a greater sustainability in terms of keeping its compactness. But in there, there are already 32 square kilometres of brownfield sites ready for development. If you take a population increase in the next 25 years, then that would lead you to a need for another 123 square kilometres if you built at the density of Chelsea. I think it's interesting to talk just a little about densities. In other words, the number of people on an acre or a square kilometre. London, interestingly after World War II, the expectation is that London would actually shrink, so you had this phenomenon of the new towns anticipating that. The density if you take Southwch around the turn of the century and running through until after World War II was around that density, 20,500 people to the square kilometre. Then you had a lot of developments of social housing at much lower densities, and that is one of the explanations for why the density of London historically over that period has dropped in the centre and increased on the outside. There are current trends that are slightly countering that, but that's the broad picture. The immediate reaction is that's a higher density than that, but when you compare it, you realise that that's an untruth, that you don't have to build high to have a high density. If we put this in the context of London and you say what are the most desirable, most sought after areas, the high real estate, then you take Earl's Court, which is 20,000, you take Notting Hill, you take Mayfair, you take Chelsea. The opportunity in the centre of London to take not only the brownfield size, but to take those areas which were redeveloped to retrofit some of those tower buildings, higher six, seven-storey buildings, and to use the space around them and to create more community-like spaces to increase the density, to bring the density up to, and the factor I use was Chelsea, because in a way it's low rise, it's very friendly, you can walk to a shop, you can walk to a cinema, entertainment leisure. It's very pedestrian friendly and that could be by a policy made available and you would have, you would satisfy the housing market with a spectrum of houses that would be affordable to all sectors of society. If you look at that relationship as a graph between the very, very high density cities, Hong Kong, New York, Singapore, you move across to here and then you shoot up there, the energy consumption goes absolutely crazy and all of these have the characteristics of a kind of rich mixture of uses, good public transport, they're pedestrian friendly, they're high density as I've said, they're socially diverse and that's the opportunity of these estates for redevelopment and they have very, very good public spaces and the case of London very different as its pattern from New York, a kind of a way number of villages each with their own green area have kind of molded together but if you move it outside of the world of architecture professionals and you say well the voting visitors, public residents, how do they see it? So PWC they do this scan of 30 cities and they have 59 indicators and it's quite interesting that London and New York they come out on top, Singapore comes number three and Hong Kong over there comes number 12 so that kind of model of a city has a much wider broader appeal. If we just focus on London and explore one small concept and that is the potential of a small change to make a very, very large difference and it's interesting that we have quite short memories of how things were in the past and I can recall in 1996 Ricky and I were on a platform, Tony Blair in that who was arranged with the evening standard, the evening standard put its kind of influence behind it and I was advocating the case, I visited this recently and I said you know this is one of the most noble spaces in Europe and it's absolutely disgusting, it's full of cars and I did a sketch up there demonstrating and saying you know this could be one of the greatest spaces in Europe and with the kind of clout of the evening standard and the politicians who were at that event that eventually happened and it's a kind of total transformation. The next two I kind of had a long conversation about whether I should show it or not because I thought everybody's familiar with this but maybe they're not. I mean 1996 this is how Trafalgar Square was and again I think we all have quite short memories. It was a huge undertaking to transform that to this. I mean it was a nation, it was kind of not quite nationwide but right to the edges of the metropolis and involved about 180 separate organisations but again this is how it was here and the centre was for the kind of pigeons and stragglers on the edge and again that transformation so it is just worth remembering the power of a relatively small intervention and just inserting a bridge, a pedestrian bridge across the Thames, a millennium bridge that has had a socially transforming effect way beyond the scope of the undertaking itself and against McKinsey's predictions at the time all their predictions were wrong by a factor of a hundred percent. This is the space, this is the space syntax kind of diagram of how it was without the bridge and then this is the prediction of the greater connectivity and so they predicted four million people walking across it every year, eight million walked across it, they said 1,500 jobs, it was 3,000 jobs, attendance in St Paul's of visitors was up by 40% and similarly the tank gallery so again the ripple effect of a relatively small intervention, thinking big because I think that the answer is probably the two approaches in parallel. I wonder just how many people when they walk along here and they see the workman putting in the kind of Boris Bykeway, the one billion pound sort of transforming initiative into London adding yet another layer onto the tarmac here. I just wonder how many of us are aware and grateful to a guy called Basil Jett who had this extraordinary vision to use the solution to the health problems of London at that time by the big initiative of creating a sewer system but he didn't just create a sewer system he integrated it into great sort of civic gestures of land standards, incredible detailing of stone, underground transportation, landscaping, pumping stations and all that was occasioned by the fact that the Thames was really an open sewer and the stink was literally so disgusting that parliament passed this bill so again the power of an act of parliament, the power, the political dimension to infrastructure and amazingly we talk about the problems of building an airport is going to take us 20, 30 years. This guy did it in seven years. The whole thing well not the whole thing he did an eastern expansion that took another 10 years but essentially the big initiative was achieved in seven years. It's very interesting we talk about pollution we associate it with with with the basing it wasn't that long ago that we had the great smog in London and we had a 30 mile band that brought the whole city to a standstill and then we had the clean air act of 1956 and you can see that dramatic reduction again short memories but big initiatives and so when we see this image of Beijing it's not really that long ago that we were having the same problems here and Peter Dresen has come up with this very very Paul Dresen excuse me has come up with this very very interesting app and his proposition is that the catalyst for change perhaps in the same way that we're seeing Uber transform the whole transport taxi relationship in a city his point was when you can see exactly where you are exactly what the level of pollution is that will move you to participate and really bring change about which I think is a very very interesting phenomenon Ricky talked about the urban explosion in China where it's the equivalent of one London every six months for six years starting last year and in that sense what does China learn perhaps from some of the successes the mix of positive and negative in terms of our urban models how do they apply that experience from some recent exchanges I I see some quite positive indicators but this nonetheless is is some of the present realities but on the other hand what can we learn from some of the achievements and and this I'm quite closely connected to it's Beijing airport the thing here is it's not just the quest on their part to find the building as a machine that will just cope with the number of aircraft arriving and departing there is a tremendous sense of civic pride and I started my working life at the age of 16 in Manchester town hall and I tell you that made a deep impression on me that was a great kind of initiative with super civic pride with Albert Square in front of it they in a way have picked up that and and I fear sometimes that we're in danger of losing that if we haven't lost it and just make a comparison about decision making and a clear kind of view of where you want to go as a society make a comparison this building which is one nearly one and a half million square meters and needed 44 kilometers of road and rail to connect it to the center took four years and you compare that with terminal five now it's usually at this point that somebody says ah well but you don't understand they have a one party system they don't have unions um that explains it all well sorry it doesn't because if you take the longest running inquiry in planning history in this country and you take four years and you take the longest planning process and it's three to four years you're still left with an embarrassing gap in between which is totally about decision making it's totally about deciding where you want to go and going there in the most economical expeditious way possible so I think that that's one of the lessons that I see that we could learn another is how did Hong Kong learn from the past history of our airports so they have a problem as they see aircraft kind of landing and they're all these cartoon images of the aircraft plucking the washing off the apartment balconies as it sort of comes in low over the over the city so that aside they have to move the airport but there's no land that's not a problem they just take an island chop down the mountain it's 100 meters high and then just create a site out of water no big deal um where did they get the idea from probably from us I mean in 1971 we were talking about doing it in maplinsans good wind sands so and and everybody knows that we're on that bandwagon with the with the Thames hub and it's probably worth just perhaps putting that in context if you take the Thames hub airport you need 57 kilometers of road and rail and you need to add a little bit of land into the water but that is too difficult I hear it all the time so too difficult but compare it with Hong Kong they had to do more roads and rail they had to do tunnels for road and rail they had to build two bridges two kilometers there two kilometers there and it was all achieved in three years in six years in actual fact it was three years to make the site because it didn't exist and three years to make the building and um and in terms of proximity if you look at a hub airport and you look at connecting it by HS1 you get to the centre in 30 minutes currently he throw to farrington is 47 minutes when you've got crossrail it's still 32 minutes so in time there's kind of two minutes difference and it's and it's faster and also at this point you're using this airport as a catalyst to create a new Thames barrier to use tidal power which will drive the airport and also to secure the eastward expansion of London to take into account that growth to add more land to the land stock for expansion um so this really is a very interesting choice isn't it you can spend 14 years and you can get an airport which will cater beyond the end of this one here operating at 85 percent utilisation or you can spend the same amount of time get one runway extra a small one and uh and you don't achieve the same objective and the reality is that Heathrow can never be a hub it's simply not big enough it's not big enough the imprint is just it won't work and never be a hub so it's like a stationary bicycle the harder you pedal you're not standing still you're actually going backwards so um but as you can see i do have an opinion on the subject um the hub airport was a research project that we did because we were immersed and still are in all these kind of bold ventures and and thinking ahead whether it's now mexico airport other airports other initiatives around the world so we wanted to bring some of that back home and say hey look at this think about it and the airport was only one component of a kind of bigger picture and that was saying that it's all about connectivity and and it's about connectivity by rail it's about rebalancing the uk and if you if you do that then you bring prosperity you you you even out the inequalities the differences whether it's freight whether it's taking it off the road whether it's international freight coordinating it with ports um and making connections and recognising that we are an island we're not in a european country where if there's a problem we can cross a border hop on it on an airport but but but basically a hub airport will serve these places in the future and these are places that as a practice we cannot get to out of Heathrow right now flights sometimes only once a week so you have to connect in europe where there's a daily flight so anyway that was that was part of the thinking another part of the thinking was to try to communicate some of the benefits of high speed rail and i hear quite frequently why would you do high speed rails or a businessman to save a few minutes getting from Manchester to London it's not really about that the experience in china is that 50 percent of the flights less than 500 kilometers are replaced by high speed you double the capacity for a regional rail you take freight off off the road and you reduce congestion into the city centres so the benefits are kind of far and wide and also why as a nation can we not celebrate the heritage of our great landscaping tradition i mean here capability round you feel you own the whole kind of county the reality is that this is your your boundary and that's that device of a ha ha that gives you the illusion that really the landscaping is just sort of beautiful why can't you apply that principle to the insertion of high speed rail connect it with other vital services which may need upgrading or introducing to sink those to dig in to create berms and to combine this with trails bike trails hiking trails why not celebrate this as a as a great potential a great opportunity in other words this in its time the glen fitton viaduct over the river in in scotland is is is a great addition to the landscape sometimes you just cannot bury it you have to actually state it and live with it and i think that that in in that case the opportunity to be able to do something on this heroic scale but very very delicately in the landscape and here in our mio viaduct over the tarn river you can see the comparison with the eiffel tower just in terms of scale these are 17 meters higher than the than the tower could there ever be an ecological dimension to a motorway it's an interesting question before the viaduct this is what you had you had 20 mile five hour tail backs the roads were totally congested it Greek mayhem so if you take this and you put it in the sky on a viaduct what are the what are the benefits are their benefits obviously benefits are convenient how can you quantify it well one in every 10 vehicles is a heavy goods vehicle and unlike all the other vehicles you do know where it started it started in Paris and it's gone to Perpignan and because of the recording devices that can be calculated and just taking the trucks alone you can take 40 000 tons of carbon dioxide annually which is the equivalent of of planting a 40 000 tree forest and that's just 10 percent of the vehicles and also the idea that this could be celebratory that it could be very very delicate in the landscape it could give you almost the feeling of flight as you went through and become something that would in itself be an attraction people would actually come stay in the local town of mio enjoy the prospect of the bridge be it almost as it is a tourist attraction as well as the the other benefits I'd like to just touch on the some experience which I my colleagues have had on many of our projects and and it's interesting that you need individuals who have courage and who are committed to do social good and who are elected and responsible to the people who have elected them and if they don't see good things happening as a result of that they don't get re-elected and it's I mean Jean Bousquet was the individual who created the Carre d'Ar in Nîm which has just now been renamed the Carre d'Ar Jean Bousquet. Maurithio Macri who we've been working with now president of Argentina and very much influenced by the record of what he did for his city so all these individuals very very important principle if you take Macri what he did he identified zones in the city where they could encourage a certain kind of enterprise so there's the sports zone design arts technology this is the one that we were involved with and and there's a key building as a catalyst you can see the site for that key building up there and you can see the adverts going in for the zone advertising office space and the building that we were responsible for was the city hall and what is interesting about this is that the photographer taking this photograph at the start of this project when our team first went out on the site it was a no go area you couldn't walk around it was that dangerous that has totally transformed there are other factors of course as a public transport system so people can walk easily uh to here and connectivity and communication is a major factor in terms of social change and then uh working with Pascal Merigal um he was under intense pressure from competing empires of the communication world and um and this is um this is a hill which is probably has the highest proportion of lawyers in Barcelona so he had a really really tough time but he convinced everybody that they the the rival enterprises should get together and they should share one tower and this was a resulting tower the effect of that is extraordinarily economical but it was an act of great political courage it's the same story in terms of Bill Bow and the metro which which set the city up for uh for the uh you know the the the Geary Guggenheim enterprise and this is seeing how it was locked in its kind of industrial past and the way in which the administration has encouraged uh enterprise and um and the metro system again in terms of communication the kind of economic generator another interesting uh project is the high line so if you take this kind of disused elevated railway system in New York and this is the view afterwards I mean a great initiative um inspired under the leadership of Mike Bloomberg as a mayor and um and that connects buildings brings um redevelopment along its spine and um wasn't exactly the inspiration but is is is quite a very relevant model to the idea of sky cycle which we proposed along with our partners exterior architecture and space syntax the idea of um an above ground initiative that wouldn't require all the heavy drilling and excavation would be quite lightweight could encourage kiosk and through its connectivity would would would bring about another phase of urban renewal again the initiative of a kind of small change with the power to make a big uh big difference I've been talking about projects really in this part of the world here you might call it the ordered world this is caracas and it is this motorway spine that separates the other informal world uh the differences are fairly obvious on the right hand side you'll have a bathroom here you won't there you'll be able to press a switch and have electricity here you won't um sanitation clean water and so on um and uh some projects in that part of the world and one which uh we've already heard about in the introduction earlier bogat are this brilliant manifesto of doing more with less and the statistics just look at them since this um innovation 93 percent reduction in traffic fatalities and so on so really for the same price as a 40 kilometer metro system this mare achieved with this idea a network of 400 kilometers i mean and and transforming in its effect and using existing technology but rethinking it um giving it its own dedicated route the people who will be sitting in there will have bought their tickets before they even got to the to the bus line and then in uh made a gene the transfer technology of this which is arguably the most economical way i think it's something like uh 30 to 100 dollars a mile inserting that into the informal settlements and um i think that he the mare called this initiative uh social urbanism the idea being that he targeted the poorest in the society to improve their communication and link it to a program of educational buildings rather like other images in this series the one that i showed which had the different densities of the cities this image and some of the others i'm indebted to Ricky and his colleagues for so i haven't seen this myself and i can't wait to see it but i think it's very much an inspirational example and um and again it was a very very specific initiative to encourage young architects to link it to education and the you can measure the social effects of this because if your kids can go to school or can move across areas safely without coming into contact with the gangs and the drug dealers then that's going to reduce homicides and this speaks wonders i mean when uh when this guy came in the murder rate went down 25 percent and that's something like 10 compared with where it was in 1991 so infrastructure does have the power for quite transformative change this is another example i'm indebted to Ricky i think he's absolutely brilliant i haven't met the architect i'm looking forward to meeting him um and this is the upper deck of um of a project which took the 300 public toilets it was commissioned by the dwellers association and um and instead of doing what everybody expected you put public toilets in well it's about sanitation and waste isn't it but here it's the same holistic thinking as basil jet no it's not just about toilets it's about spaces for kids where they can learn at night safely it's about gender it's about risk uh the photovoltaics on the roof enable this area and that area there to be littered night so it's about safety so it is this kind of holistic thinking and the way in which a small intervention can make a big change a couple of uh just touching on what i would call research projects um and um and this we were approached to look at a project in deravi an informal settlement it's about the same size as uh as Hyde Park it's a million people that's the density per hectare that's the space per family um and um and this team uh Narendra Segu my partner and my partner Chris Bub went out there and uh and spent time with the community and tried to ask the right questions about what makes the place tick and in the process of doing that they also said you know these buildings here well these buildings here were built as an answer to that why do they lie empty why do they have the only modern sanitation in the entire community and yet they're they're unused so that was one of the questions that they asked and um this is just a glimpse of a very big dossier of uh of work we're examining the cross section you can't that this runs the waste economy of Mumbai and uh and it needs horizontal space you can't make it work in a 14-story building so some of the explorations were could you without ripping the community apart without bulldozing it and resettling everybody in remote locations which is the conventional answer could you take the physical and social infrastructure of the community and insert modern services that meant trying to find out what was happening behind the walls what kind of spaces could you transform that could you use the power of photovoltaics to take it off a a grid which is subject to frequent breakdowns and in a glimpse another research project Masdar Institute the kind of leading institution for researching green forms of energy renewable energy and investing in green initiatives that is currently about 5 000 people by about 2030 it will be 50 60 000 anticipated and all these lights are blazing here totally driven it is still um so many years later still the only functioning zero carbon community and it is driven primarily by that 10 megawatt solar field those are conventional photovoltaics in this project there were a number of separate experiments one was concentrated power looking at the ability of the sun to be beamed into a trough of a kind of parabolic trough which would then direct the sun's rays with great intensity onto that long hollow tube of liquid which would be heated to several hundred degrees centigrade and um and that would be converted through a turbine and produce electricity and it is that same masdar entity which is invested in the london array which is the world's largest wind farm and it's quite interesting just to see the the potential in terms of the way that those could power and will power communities so i think that's a a kind of interesting initiative um moving to the africa that we heard about before there are 54 countries in africa it's the second largest continent its population is 1.2 billion by 2050 that will have doubled and at that point one in four people on the planet will be african and the 44 of those countries use the same energy as as spain so how will its infrastructure catch up and what are the urgent issues um i was approached by somebody i've known for some years jonathan ledgard who had the idea that maybe you could solve some of the humanitarian problems jonathan is an african expert he's lived for many years of his life in africa he's passionate about the country and um and he says you know one of the problems is how you deliver blood blood is a kind of vital ingredient in terms of sickness and disease in africa and um and he tells harrowing stories of hospital disease visited children who've not survived simply because the blood couldn't be delivered and just to put the infrastructure needs of africa into context um narinda in an earlier venture of his when he went out to sierra leone to use drawing to try to help kids who'd been traumatised by by the wall um so he took a little video of what an all season road is this is narinda getting to the school so if you put that into the context of drones which are under development at the moment um the one with a wingspan will deliver 20 transfusions the larger one will deliver parts bits of machinery uh equipment um and this is the kind of all season road obviously if you leap ahead you could see drone highways in the sky and when the infrastructure catches up whether it's a road which also kind of harnesses the sun's power and converts it whatever but meanwhile um at the scale of three drone ports in rwanda uh where jonathan has been negotiating and the idea of a building system which is derived from our work with the european space agency on on lunar structures and so a self-build project for the architecture coupled with the technology of the um of the drone now when jonathan approached me he said norman you've been involved with some of the largest airports in the world how do you feel about doing the smallest one in the world and of course i was excited moved um and he pointed out of course what will happen is if this really takes off there'll be so many of them that in mass it will be greater than your kind of big airports but the interesting thing about doing airports is that i'm often asked but can an airport ever be sustainable and um and i've been thinking about an answer and maybe you have to put that question into a wider perspective so just starting with the livestock industry and the livestock industry generates as much uh emissions carbon emissions as every aircraft truck train bus car motorcycle and ship together combined so the greenhouse gas emissions from this industry equals the totality of that you can quantify that in terms of greenhouse gases what if you quantify it in the amount of fuel fossil fuel used to produce this just that it's the equivalent of the combined passengers traveling 250 km in the 747 or 30 km in a family car thank you