Bicycle Culture by Design: Mikael Colville-Andersen at TEDxZurich

Summary

El discurso destaca la necesidad de transformar nuestras ciudades centradas en el automóvil hacia espacios más seguros y amigables para peatones y ciclistas. El orador critica la ingeniería de tráfico tradicional y propone en su lugar un enfoque basado en la observación humana y el diseño, citando ejemplos como 'líneas de deseo' y la importancia de la intuición y la experiencia en la planificación urbana. Exhorta a la audiencia a reconsiderar la forma en que construimos y adaptamos nuestras ciudades para mejorar la calidad de vida y salvar vidas.

Takeaways

• 👏 La frecuencia de aplausos simboliza la tasa a la que las personas sufren accidentes de tráfico a nivel mundial, con 1.2 millones de muertes anuales.
• 😢 Cada año, casi 35,000 personas mueren en accidentes de tráfico en Europa y los Estados Unidos, comparable a un ataque semejante al de las Torres Gemelas cada mes.
• 🚗 La sociedad ha aceptado un estado de cosas inaceptable en cuanto a la seguridad vial, lo que se considera una forma de terror sin una 'guerra' contra ello.
• 🛣️ Las calles, tradicionalmente espacios públicos y democráticos, han sido transformadas en dominios exclusivos de los automóviles por la ingeniería y la industria automotriz.
• 🔧 La ingeniería de tráfico ha fracasado en resolver problemas de flujo de tráfico, congestión y seguridad, dejando ciudades divididas y contaminadas.
• 👀 La observación básica y el estudio del comportamiento humano son fundamentales para entender y mejorar el diseño de las calles y ciudades.
• 📏 El concepto de 'líneas de deseo' de Gaston Bachelard destaca la importancia de seguir las rutas naturales que los ciudadanos eligen para moverse, en lugar de imponer soluciones rígidas.
• 🎨 El diseño es una herramienta poderosa para crear ciudades más amigables y seguras, centrándose en la experiencia y necesidades del usuario final.
• 🚲 La infraestructura de bicicleta bien diseñada puede 'seduzir' a las personas a usarla, mejorando la convivencia y la seguridad vial.
• 🧒 La perspectiva de los niños y los jóvenes, como los estudiantes de tercer grado que rediseñaron un roundabout, puede ofrecer soluciones innovadoras y lógicas basadas en la observación humana.
• 🏙️ La transformación de las ciudades requiere un enfoque humano y de diseño, más allá de la planificación tradicional, para crear monumentos a la vida y la vivibilidad urbana.

Q & A

¿Cuál es la relación entre el ritmo de palmas y las lesiones en accidentes de tráfico a nivel mundial?

El ritmo de palmas de 96 pulsaciones por minuto es paralelo a la tasa de lesiones en accidentes de tráfico a nivel mundial, simbolizando que con cada palmada, alguien en algún lugar del mundo sufre un accidente.

¿Cuántas personas mueren en accidentes de tráfico en Europa y los Estados Unidos cada año?

Casi 35,000 personas mueren en accidentes de tráfico en Europa y los Estados Unidos cada año.

¿Cómo compara el orador el número de muertes en accidentes de tráfico con el ataque al World Trade Center?

El orador compara las muertes en accidentes de tráfico con un ataque al World Trade Center cada mes, resaltando la gravedad y la frecuencia de estas muertes.

¿Qué ha causado el cambio de percepción de las calles como dominio exclusivo de los automóviles?

Dos factores principales: la urbanización rápida y la falta de soluciones iniciales para la seguridad vial, lo que llevó a los ingenieros y la industria automotriz a trabajar juntos, cambiando la percepción de las calles.

¿Qué se entiende por 'líneas de deseo' en el contexto de la planificación urbana?

Las 'líneas de deseo' son rutas que los ciudadanos toman para moverse, reflejando sus necesidades y deseos, y que pueden influir en la planificación urbana.

¿Cómo describe el orador la relación entre el diseño y la funcionalidad en la creación de ciudades amigables para la bicicleta y los peatones?

El diseño debe centrarse en el usuario final, asegurando que la ciudad sea fácil y intuitiva de usar, similar a cómo se utiliza un objeto cotidiano sin necesidad de instrucciones.

¿Por qué el orador considera que los niños y los jóvenes pueden tener una perspectiva valiosa para la planificación urbana?

Los niños y jóvenes pueden ofrecer una visión pura y lógica basada en sus experiencias personales y necesidades, lo que puede conducir a soluciones más racionales y humanas en la planificación urbana.

¿Qué es la 'ola verde' y cómo beneficia a los usuarios de bicicletas en Copenhague?

La 'ola verde' es un sistema que permite a los ciclistas mantener un ritmo de 20 km/h y pasar por todos los semáforos en verde, facilitando y acelerando su viaje hacia y desde el centro de la ciudad.

¿Qué rol juegan las observaciones básicas humanas y el diseño en la modernización de las ciudades según el orador?

El orador sugiere que las observaciones humanas y el diseño son fundamentales para entender y satisfacer las necesidades de los ciudadanos, y que esto puede conducir a ciudades más seguras y funcionales.

¿Cómo el orador sugiere que los ciudadanos pueden ser 'arquitectos' y 'diseñadores' de sus propias ciudades?

El orador anima a los ciudadanos a tomar un papel activo en el diseño de sus ciudades, basándose en sus corazones y su fe para crear monumentos a la vida y a la ciudadanía.

¿Qué cita antigua utiliza el orador para enfatizar la importancia de las ciudades en la vida de las personas?

El orador cita una frase de 900 años que describe cómo las ciudades están erigidas sobre columnas espirituales y reflejan los corazones de sus habitantes, destacando la conexión entre la vida urbana y el bienestar emocional de las personas.

Outlines

00:00

🚗 La Paradoja de la Seguridad Vial

El orador comienza poniendo en perspectiva la frecuencia de accidentes de tráfico a nivel mundial, comparando la cifra anual de muertes con el ataque al World Trade Center. Critica la aceptación de un estado de cosas inaceptable y plantea la necesidad de entender las causas y buscar soluciones para mejorar la seguridad vial. Explica que las calles, históricamente, eran espacios públicos para la comunidad, pero con la llegada del automóvil y la ingeniería de tráfico, se transformaron en infraestructuras destinadas exclusivamente a los vehículos, lo que cambió nuestra percepción y generó problemas de seguridad y congestión.

05:01

👀 La Observación Humana y el Diseño como Soluciones

El discurso se centra en la importancia de la observación humana y el diseño en la planificación urbana. Se menciona la obra de Gaston Bachelard y su concepto de 'líneas de deseo', ejemplificadas con casos en Copenhague y Halifax. Se argumenta que los urbanistas y los ingenieros deberían observar y aprender de las acciones y necesidades de las personas para crear infraestructuras que se adapten a ellas. Además, se enfatiza la diferencia entre la perspectiva de un diseñador, centrada en el usuario final, y la de un ingeniero, centrada en la funcionalidad y la eficiencia.

10:01

👧🏼 La Perspectiva de los Niños y la Innovación

El orador comparte observaciones de su hija y un proyecto escolar de re-diseño de una rotonda, para ilustrar cómo la perspectiva de los niños puede ser valiosa en la planificación urbana. Argumenta que los niños y los estudiantes pueden aportar ideas lógicas y racionales basadas en su experiencia personal y necesidades humanas. Se menciona la 'ola verde' en Copenhague y otras soluciones innovadoras que han sido implementadas en ciudades como respuesta a desafíos específicos, demostrando que la planificación inteligente puede mejorar la vida en las ciudades.

15:01

🏙️ Ciudades como Monumentos Vivos

En el último párrafo, el orador eleva la discusión a un nivel filosófico y moral, argumentando que las ciudades son monumentos vivos que reflejan el corazón de sus habitantes. Pide que seamos arquitectos y diseñadores de nuestras ciudades, creando espacios que sean seguros, funcionales y que brillen como reflejo de nuestras almas. Concluye con una cita antigua que enfatiza la importancia de trabajar juntos para hacer brillar nuestras ciudades y corazones, instando a todos a aceptar el reto de transformar la realidad urbana.

Keywords

💡Accidente de tráfico

Un 'accidente de tráfico' se refiere a un evento no intencionado que resulta en daños o lesiones, generalmente involucrando vehículos. En el guion, se utiliza para ilustrar la gravedad de las consecuencias de los accidentes de tráfico a nivel mundial, mencionando que la tasa de muertes es comparable a un atentado semejante al 11 de septiembre cada mes.

💡Urbanización

La 'urbanización' es el proceso por el cual la población y los servicios se concentran en áreas urbanas. En el guion, se discute cómo la rápida urbanización en la era del automóvil llevó a un cambio radical en la percepción de las calles y cómo se manejan los problemas de tráfico y seguridad.

💡Infraestructura de bicicletas

La 'infraestructura de bicicletas' incluye pistas, carriles y otros elementos diseñados para facilitar y promover el uso de la bicicleta como medio de transporte. El guion aboga por una infraestructura de bicicletas bien diseñada para mejorar la seguridad y la practicidad del ciclismo en las ciudades.

💡Observación humana

La 'observación humana' es el acto de estudiar el comportamiento y las acciones de las personas. En el contexto del guion, se sugiere que la observación humana es fundamental para entender las necesidades y deseos de los ciudadanos y diseñar calles y espacios públicos que respondan a estas necesidades.

💡Deseos de líneas

Los 'deseos de líneas' es una expresión utilizada en la planificación urbana para describir las rutas naturales que las personas eligen para moverse, a menudo ignorando las rutas oficiales o trazados. En el guion, se menciona cómo la ciudad de Copenhague observó y respetó estos patrones al diseñar infraestructuras de transporte.

💡Diseño

El 'diseño' se refiere al proceso de creación y planificación detallada de objetos, espacios o sistemas. El guion enfatiza la importancia del diseño en la creación de ciudades más vivibles, argumentando que el diseño debe centrarse en la experiencia y la conveniencia del usuario final.

💡Ciudadanía

La 'ciudadanía' implica la pertenencia y la participación en una comunidad o sociedad. En el guion, se argumenta que los ciudadanos son los verdaderos arquitectos y diseñadores de sus ciudades, y que deben participar activamente en el proceso de planificación y diseño urbano.

💡Modelos matemáticos

Los 'modelos matemáticos' son representaciones abstractas que utilizan ecuaciones y fórmulas para describir sistemas o fenómenos. El guion critica la dependencia excesiva en modelos matemáticos y ecuaciones obsoletas para gestionar el flujo de tráfico y la planificación urbana, en lugar de enfocarse en la observación y el diseño basados en el comportamiento humano.

💡Cultura de la bicicleta

La 'cultura de la bicicleta' se refiere a la integración del ciclismo en la vida cotidiana y en la planificación urbana. El guion sugiere que fomentar una cultura de la bicicleta puede mejorar la movilidad, la salud y el bienestar en las ciudades.

💡Seguridad vial

La 'seguridad vial' es la prevención de accidentes y lesiones en las vías de comunicación. El guion destaca la importancia de la seguridad vial y cómo el enfoque tradicional en la ingeniería de tráfico ha fallado en abordar adecuadamente este problema, proponiendo en cambio un enfoque basado en el diseño y la observación humana.

Highlights

The speaker begins by engaging the audience in a clapping exercise to illustrate the alarming rate of car accident injuries globally.

A stark comparison is made between the number of annual car accident deaths and the 9/11 tragedy, emphasizing the scale of the issue.

The historical shift in the perception of streets from public spaces to exclusive domains for automobiles is discussed.

The role of engineers and the automobile industry in shaping modern streets is critiqued for contributing to traffic safety issues.

The speaker highlights the marketing strategies used by the automobile industry to change public perception and promote car use.

The concept of 'desire lines' in urban planning is introduced as a way to understand and accommodate natural human movement.

Examples of observing and redesigning urban spaces based on 'desire lines' are given, showcasing the effectiveness of this approach.

The importance of human observation in city planning is stressed, as opposed to relying solely on mathematical models.

The speaker calls for a shift from engineering streets to designing them with a focus on human experience and behavior.

Design principles such as functionality, usability, and user-friendliness are advocated for in urban planning.

The potential of good design to improve human behavior and reduce traffic violations is discussed.

The speaker shares anecdotes from his children to illustrate the power of simple, unadulterated observations in understanding urban spaces.

A third-grade class project to redesign a roundabout is presented as an example of innovative, child-led urban design.

The idea of making cycling and walking as intuitive and easy as using a chair is proposed as an ideal for city design.

The speaker argues that the future of city planning should involve more than just experts, but also everyday citizens and children.

The final message is a call to action for creating monuments to livable cities that reflect the hearts of their residents and save lives.

Transcripts

Transcriber: Kosuke Miyata Reviewer: Riaki Poništ

I'm an optimist.

But I'd like to put the next 15 minutes or so into perspective for you

and I'm going to need your help for that.

I know its early in the morning,

but I'd like everybody in the room to please clap, at this tempo.

(Clapping)

Cool, that was quicker than I expected, finding the rhythm.

For every time we clapped our hands, somebody somewhere in the world

was injured in a car accident: 96 beats per minute.

1.2 million people die globally around the world.

In Europe and the United States, every year, almost 35,000 people

are killed in car accidents, on our roads.

Do you know what that is?

That's a 9/11.

Collapsing World Trade Center towers almost every single month,

and almost every single month for the past 60 years at least.

I can't be alone at thinking that this is rather insane.

There is no war on this terror.

we've accepted a status quo in our societies

that is quite unacceptable.

I've decided to find out why we've reached this point,

and more importantly,

what we could do to make things better and think differently.

Firstly, we have to look at the streets themselves.

What are streets?

For 7,000 years, since our cities first were formed,

streets had a very singular definition.

There was a space in which we transported ourselves of course, but also the space

in which we met, gathered, talked to our neighbours, gossiped.

Where we sold our goods, where our children played.

They were extensions of our homes, of our living rooms;

they were public domain.

Probably the most democratic spaces in the history of Homo sapiens.

Now a lot of people seem to have this perception

that streets are the exclusive domain of automobiles.

I discovered that two main things happened

to cause this massive paradigm shift in our perception of streets.

Firstly, in the rapid urbanization of the late 1800s and the early 1900s,

engineers were the urban heroes of the day,

tackling any and all problems that cities could throw at them.

They did very well.

But when the automobile showed up, people started dying.

Nobody had a solution to the traffic safety problem.

So, almost in desperation, engineers were handed the job, in collaboration

with the automobile industry, who saw an opportunity.

But almost overnight, streets became regarded as public utilities

like water supply, electricity or like sewers,

puzzles to be solved with mathematical equations.

Secondly, the automobile industry had a problem.

they had products to sell and yet everybody hated them.

This was something called the Anti-Automobile Age.

Cars were despised.

Motorists were detested.

The automobile industry used techniques like marketing, spin,

and good old-fashioned ridicule to change people's perceptions.

They started campaigns, for example against what they called "jaywalking,"

crossing the street in the middle of the block.

Now, in the American slang of the day,

a "jay" was a derogatory term for a country bumpkin, a redneck,

somebody who didn't know the ways of the cool big city.

People were ridiculed when they tried to cross the street

in the middle of the block - a 7,000 year-old habit.

Boy scouts were enlisted, handing out flyers to these people,

chastising them for their behavior.

Also, anybody who was against cars,

they were labeled as old-fashioned, standing in the way of progress.

These are very effective techniques;

nobody in our cities likes to be considered old-fashioned,

and nobody anywhere likes to be ridiculed.

So, pedestrians were herded up to the street corners

to use these things called crosswalks.

Children were shepherded into these newly invented things called playgrounds.

Finally the streets were clear of irritating obstacles

and the stage was set for the paradigm shift,

probably the greatest paradigm shift in the history of our cities.

And here we are today.

Welcome to the tail end of 100 years of traffic engineering.

What do we have to show for it?

Very little.

Nobody's figured out how to make traffic flow more effectively,

how to ease congestion, or how to stop people from getting killed or injured.

Streets carve up our cities like angry rivers slicing through sand.

Traffic safety problems, but also pollution, social exclusion.

If you look at it long and hard, we live in cities that are in controlled

by bizarre, often outdated, mathematical models and equations,

cost-benefit analysis, impact assessments.

Even lovely cities like Copenhagen and Zurich.

Sometimes it feels like we're all just characters in the Matrix.

Seriously, cities around the world can't put in a simple decent cycle track

or widen the sidewalks, traffic-calm a neighborhood, lower the speed limits

because it doesn't fit into the mathematical equation

on the computer down the engineering department.

So many ideas die on their doorstep.

Let me ask you, is there a way out of the Matrix?

Urbanization is on the rise now more than ever before,

and we need new solutions; we need them in a hurry.

Should we really be engineering something as human and organic as public streets?

It's the people who define the city.

Shouldn't we study their behavior, their patterns, their movements,

their desires, their needs,

in order to figure out how to further develop our cities?

If you think about it, it worked for about 7,000 years.

I think there's a pretty good chance it's going to work again.

There's two things we need:

One is basic human observation, something we all share.

Call it anthropology, sociology, fine.

But when you boil it down,

it's just a simple act of people studying what other people are doing: watching.

In 1958,

the French philosopher Gaston Bachelard described this idea of "desire lines."

"Desire lines" is the most beautiful expression in urban planning.

This is an example, from Copenhagen.

This is a street corner on the busiest bicycle street in the world.

The city discovered that a couple thousand cyclists

were cutting across a sidewalk here to get to a parallel street.

Instead of handing out tickets to them all day long,

they observed, accepting the fact that there must be a very good reason for this.

A temporary cycle track was put in to see how that went,

and it was finally made permanent.

The subconscious desire lines of just a couple thousand citizens were respected.

This is another example.

This is the view from my hotel room in Halifax, Canada earlier this year.

Fresh snow on the Common, the park in the heart of the city.

The green lines are the original pathways, perfect for 19th century promenading,

walking your dog on a Sunday, going for a run, all good things, fine.

But the red lines show you

where the people were actually walking and cycling

in the morning rush hour, from the neighborhoods to the city center,

carving desire lines straight as arrows through the snow.

A modern city would observe and redesign accordingly.

Desire lines are great; we really love desire lines at my company.

We filmed an intersection in Copenhagen for 12 hours on a random day in April,

and we mapped the desire lines of every single one of the 16,558 cyclists

who went through there that day.

That's not even a busy intersection in Copenhagen.

I can tell you it was a fascinating exercise.

We had an anthropologist working on it.

There's no mathematical model that can replace

12 hours of intense human observation - actually it was probably 150 hours,

but when you're studying and looking for new innovative solutions

for our cities, which we are.

In my work developing bicycle infrastructure and bicycle culture

in cities around the world,

I'm constantly amazed and baffled and frustrated

at how many planners and engineers have never even tried

to ride a bicycle in their city or spend any serious time as pedestrians.

It's all office work, computer models, maps.

This brings us to the second thing that we need for modernizing our cities:

design.

We all have a relationship with design.

We all make design choices every single day.

It's a part of our DNA, no matter where we're from.

And here's the thing: a designer thinks and works differently than an engineer.

A designer thinks about the end user of the product.

That human being on the other end of the design process is everything.

They work with functionality, usability, user friendliness.

They work with concepts like the four types of pleasure:

physio, socio, pshyco, ideal pleasure in everything they do.

Designing a city for bicycles, or pedestrians,

or any aspect of a truly liveable city

should be like designing any other product on the market:

a toothbrush, a toaster, a smartphone, a chair.

When you all came in here today, you found your seats and you sat down.

You didn't have to take a moment to contemplate the chair,

interpret the designer's intentions, figure out how to work it,

"Where is the ON button?"

You didn't have to worry about whether it's going to disappear

from under you in the middle of my talk.

You sat down.

It was easy and intuitive.

That's how designing cities for people should be.

Imagine if riding a bicycle or walking in the city was that easy or intuitive.

That would be cool, and it's possible.

Design is a powerful and beautiful tool if we apply it correctly.

It can also be seductive, making us forget about all sorts of other important things.

80% of us in this room probably don't need the smartphones in our pockets

but my god we saved up for them, and hurried down to acquire them

just seduced by the design.

Well designed bicycle infrastructure will seduce people to use it.

You make the bicycle the quickest way from A to B in a city,

any city in the world.

It doesn't matter how hilly, how hot, how cold, citizen cyclists will ride,

seduced by the good design, the convenience and the safety.

Good design can also improve human behavior.

I hear the same thing around the world,

"All those damn cyclists, breaking the law, running red lights,

riding on sidewalks," you know.

Nah.

I have one response to that: those cyclists do not have

adequate bicycle infrastructure, even worse, none at all;

never mind the fact that they're forced to abide by a traffic culture

and traffic laws that were invented to serve the automobile,

a completely different transport form.

In Copenhagen, in the morning rush hour,

when a couple hundred thousand people ride their bikes to work, it's different.

At every traffic light cycle, you have great groups of citizen cyclists

doing something really weird: they're waiting for the light

to turn green, checking their smartphones.

They don't need to break the law

because they're on a well-designed bicycle infrastructure,

and a whole network of it.

If you think about it, regular citizens don't want to break the law.

They don't want to be the rogues of the urban landscape

standing out like a sore thumb in society.

They just want to go about their daily lives,

go from A to B quickly, efficiently and safely.

The good cities of the future have to be based on human observation,

and on design principles, as well as listening to the thoughts

and observations of the leading minds in the field.

Like Lulu-Sophia.

She's five now.

And I've been recording her urban observations for about a year and half.

This is my daughter.

It started about a year and half ago, she was three and a half.

We were on our way to the hardware store in Copenhagen, on our cargo bike as we do.

And we stopped at a red light and she was looking around

and all of a sudden she said,

"Daddy look, it's a motorbike with two people on it."

She was three and a half.

This concept had never occurred to her in her young mind.

I said, "Cool, maybe it's nice, maybe they're friends,

it's nice to ride a motorbike together, they can talk and stuff.

Look, you and me, we're two people on a bike,

we're friends, we're talking."

"Yeah, ahh."

She was amazed.

Off we went, we stopped at a red light further along.

I realize in retrospect that she had been intensely observing her urban theater,

looking for other examples

of two people doing this, two people doing that.

Actually she said, out of the blue again, rather frustrated,

"Daddy, cars are silly."

I said, "Really, but why? Why are cars silly?"

"Because you can't see the people in them."

A three-and-a-half-year-old nails it,

the social exclusion of automobile society,

the anonymity of cars.

It was brilliant and pure.

My kids spend about five hours a year in a car.

So it's very pure observations.

Lulu-Sophia has a brother; his name's Felix; he's 10.

Earlier this year I thought it'd be interesting

to get his third grade class to redesign the roundabout

at the intersection by their school, a really badly engineered roundabout.

Without too much input from me, they went to work, dividing up into teams,

doing site visits, talking to each other, writing notes, making drawings -

actually only making drawings; they're in the third grade.

But it was fantastic.

Their solutions were brilliant.

One of them was that they wanted glass roofs on all the streets

and cycle tracks and sidewalks so they never ever got wet in the rain.

But apart from that, their solutions were logical, rational,

based on human observation, personal experience and human need.

If we allow ourselves to think like these rational and logical children,

we free our minds.

Planning for intelligent transport forms like cycling, like walking,

becomes much easier.

The glass roofs were a funny idea, but you know what?

As we speak, there are cities in the Netherlands

who are installing rain sensors on their bicycle traffic lights

so that when it rains, snows, or gets too cold,

those cyclists are prioritized, right through those intersections,

getting those people home in a hurry through the rain.

Simple, rational, logical.

In Copenhagen, we have the green wave in place

on several arteries leading to the city center.

20 km per hour, and you hit green all the way into the city,

and all the way home again in the afternoon on bicycles.

All of this begs the question,

"What would the streets of our cities look like

if our main consultants were five-year-olds, third graders,

and teams of young design students?"

I think they'd be beautiful.

They would certainly work better than they're working now

and most importantly, they would be safer

than at any single point in the last 60 years.

I'll tell you what's old-fashioned and standing in the way of progress

and that is engineering human streets instead of designing them.

But at the end of the day, this isn't about bicycles and infrastructure,

pedestrian facilities, urban planning, urban design, livable cities.

I'll tell you what this is; it's bigger than all that.

This is about erecting monuments.

Monuments that we, the people, design and erect.

Monuments to liveable cities, to the past, the present and all important future.

Monuments that make cities better and monuments that save lives

instead of wiping them out or destroying them.

If you think about it, we are the architects.

We are the designers.

These are our cities.

This isn't the Matrix.

I want to leave you with this quote:

"Cities are erected on spiritual columns.

Like giant mirrors, they reflect the hearts of their residents.

If those hearts darken and lose faith, cities will lose their glamour."

This is a 900-year-old quote, more true today than ever before.

And I ask you, is this not the noblest of goals?

Working, doing everything we can.

We know how to do it to make our cities and our heart shine.

I think that we should just take this paradigm and shift it

back to where it belongs, back to the future.

I think we should let these monuments to the future rise all over the world.

Now you will clap again, but this time, please don't clap for me,

clap for shining hearts and all the lives that we can save

and the cities that we can make better.

Thank you.

(Applause)