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6 episodes with Corail
9 episodes with Corail
4 episodes with Corail
5 episodes with Corail
5 episodes with Corail
3 episodes with Corail
3 episodes with Corail
2 episodes with Corail
2 episodes with Corail
2 episodes with Corail
4 episodes with Corail
2 episodes with Corail
2 episodes with Corail
2 episodes with Corail
2 episodes with Corail
9 episodes with Corail
8 episodes with Corail
6 episodes with Corail
5 episodes with Corail
4 episodes with Corail
4 episodes with Corail
4 episodes with Corail
4 episodes with Corail
3 episodes with Corail
3 episodes with Corail
2 episodes with Corail
2 episodes with Corail
durée : 00:03:21 - Entendez-vous l'éco ? Vous aimez ce podcast ? Pour écouter tous les épisodes sans limite, rendez-vous sur Radio France
Les Seychelles se sont spécialisées dans le tourisme haut de gamme, qui représente près d'un tiers de l'économie de l'archipel. Certains hôtels proposent désormais à leur clientèle des ateliers de sensibilisation à la protection des récifs coralliens et même de participer à leur restauration. Finies les journées passées à siroter des cocktails sur un transat : les touristes peuvent désormais aider à bouturer des coraux. Mais le salut des coraux ne pourra passer que par de réelles politiques de lutte contre le changement climatique. De notre envoyée spéciale de retour de Baie Lazare, En maillot de bain, masque et tuba à la main, ces touristes français ne s'apprêtent pas à partir en excursion, mais à restaurer un récif corallien. Leur guide : Fantine Soulat, biologiste marine pour WiseOceans, une organisation spécialisée dans la conservation, la restauration et l'éducation au monde marin. Basée à l'année dans un hôtel partenaire, elle anime des ateliers de sensibilisation pour les clients. Mais avant la pratique, un peu de théorie. « Donc, pour commencer, est-ce que vous avez un peu une idée de ce qu'est un corail ? Une colonie ? Un animal ?, interroge la biologiste marine. C'est un animal qui vit en symbiose avec une algue et qui produit son squelette de carbonate de calcium. C'est un animal très simple qui est de la même famille que les méduses. Ce qui donne la couleur au corail, c'est la micro-algue, donc la zooxanthelle. Si on l'enlève du corail, le corail devient blanc et c'est ce qu'on appelle le blanchissement des coraux. » À écouter dans Le grand invité internationalTriangle de Corail en Asie: une expédition veut «comprendre sa résistance face au changement climatique» La perte de plus de 80% de coraux Comme de nombreux récifs tropicaux, les Seychelles sont frappées par des épisodes de blanchissement massifs liés au réchauffement des océans. D'après les scientifiques, depuis 1998, certaines zones de l'archipel ont perdu plus de 80 % de leurs coraux. « À cause de l'augmentation de la température de la mer, le corail va stresser et du coup, il va enlever l'algue de ses tissus parce que ça va produire trop de produits toxiques pour lui et il va devenir blanc », explique Fantine Soulat. En revanche, si son stress diminue, le corail blanchi peut récupérer et reprendre de ses couleurs. C'est là tout l'enjeu de l'atelier : fixer des petits fragments de coraux dans un environnement protégé – la nurserie dans le lagon –, les faire grandir, puis, neuf mois après, les transplanter sur un récif. Ces activités rencontrent un succès croissant dans les hôtels seychellois. Mais pour la biologiste, elles restent surtout un outil de sensibilisation. Car si ces actions ont le mérite de faire parler du corail, elles ne peuvent à elles seules freiner le déclin massif des récifs. Le véritable salut des coraux, lieu d'habitat d'un quart de la faune marine mondiale, ne passera que par des engagements globaux drastiques sur les émissions de gaz à effet de serre et par la préservation des écosystèmes marins. À lire aussiPrès de 85% des coraux mondiaux sont concernés par une vague de blanchissement mondial
Que suis-je ? Un minéral ? Un végétal ? Ou... un animal ? On me nomme Corallium rubrum, le Corail rouge précieux… Et ma nature a suscité bien des controverses ! Mais il n'y a pas que pour déterminer ma nature qu'il faut faire preuve de curiosité…Il faut d'abord me trouver ! Et pour ça, il faut plonger dans les profondeurs. La Voix des Bijoux est un podcast de L'École des Arts Joailliers, avec le soutien de Van Cleef & Arpels. Avec la participation d'Ann Lee, Gemmologue et Professeur à L'École des Arts Joailliers à Hong Kong. Écrit par Martin Quenehen et Aram Kebabdjian, interprété par Pierre-François Garel et produit par Bababam. Hébergé par Acast. Visitez acast.com/privacy pour plus d'informations.
durée : 00:03:21 - Entendez-vous l'éco ? - par : Béatrice Cherrier - réalisation : Camille Renard, Pascaline Bonnet, Françoise Le Floch - invités : Béatrice Cherrier Historienne de l'économie, directrice de recherche au CREST et à l'Ecole Polytechnique Vous aimez ce podcast ? Pour écouter tous les épisodes sans limite, rendez-vous sur Radio France
durée : 00:03:22 - Le Fil éco - par : Béatrice Cherrier - La Grande Barrière de corail est estimée à 56 milliards de dollars selon le cabinet Deloitte, ce qui représente douze Opéras de Sydney. Mais comment arrive-t-on à un tel chiffre ? Est-ce un blasphème de donner une valeur aux écosystèmes, ou serait-ce la seule manière de les protéger ? - réalisation : Françoise Le Floch - invités : Béatrice Cherrier Historienne de l'économie, directrice de recherche au CREST et à l'Ecole Polytechnique
durée : 00:04:15 - Chroniques littorales - par : Jose Manuel Lamarque - Jean-Philippe Giordani, corailleur, autrement dit cueilleur de corail, rencontré récemment à Bonifacio, à l'extrême pointe de la Corse, à Saint-Antoine, avec au loin les côtes de la Sardaigne, pour évoquer ce métier rare. Vous aimez ce podcast ? Pour écouter tous les autres épisodes sans limite, rendez-vous sur Radio France.
Un passager qui était à bord du vol MK120, sous anonymat, nous raconte son expérience. Le samedi 7 février, les vacances avec sa famille auraient pu tourner au drame. L'ATR a fait un ‘hard landing' ce jour-là. Il est actuellement indisponible et fait l'objet d'examens techniques. Dès le jour de l'incident, des ingénieurs spécialisés ont été dépêchés sur place afin d'évaluer l'état de l'avion. Alors qu'il se rendait à Rodrigues pour la première fois, le passager sous anonymat nous raconte : « On aurait pu mourir » Il est encore sous le choc. La panique s'est rapidement propagée dans la cabine. Un autre passager témoigne de la scène : « Tous les passagers ont crié et hurlé dans l'avion, ce qui a provoqué un véritable mouvement de panique. » « J'ai très peur de reprendre cet avion la prochaine fois », souligne une autre passagère. Les conclusions de ces inspections, toujours attendues, permettront de déterminer l'ampleur exacte de l'incident.
Podcast HorreurTitre : LAISSÉS POUR MORTS : L'histoire vraie du couple abandonné en merDescription :Il y a des histoires où le monstre n'a ni griffes, ni visage. Parfois, le monstre, c'est juste une erreur humaine. Et un océan qui attend.Dans ce nouvel épisode de Dans l'Ombre des Légendes / podcast horreur, Chandleyr vous plonge dans l'un des faits divers les plus angoissants de l'histoire moderne : l'affaire de Tom et Eileen Lonergan, le couple de plongeurs américains oubliés par leur bateau au milieu de la Grande Barrière de Corail.
durée : 00:03:00 - L'info d'ici, ICI Pays d'Auvergne - Depuis le début de l'année, la ligne Intercités Clermont - Paris manque de locomotives mais aussi de voitures Corail. Une difficulté nouvelle et qui risque de durer selon la CGT. Conséquence, des places en moins pour les usagers auvergnats. Vous aimez ce podcast ? Pour écouter tous les autres épisodes sans limite, rendez-vous sur Radio France.
Aéroport de Plaine Corail à Rodrigues : lancement imminent de l'appel d'offres pour la nouvelle piste by TOPFM MAURITIUS
Depuis le 1er janvier 2026, le Passenger Service Charge (PSC) à l'aéroport de Plaine-Corail, à Rodrigues, connaît une hausse significative. Pour les vols domestiques, la redevance passe de Rs 150 à Rs 500, tandis que pour les vols internationaux, elle double, passant de Rs 500 à Rs 1 000. Chantelle Baptiste, responsable de l'aéroport, explique que cette augmentation a pour objectif de renforcer les services et d'améliorer les infrastructures pour les passagers. Elle invite par ailleurs les voyageurs à se renseigner sur ces nouvelles dispositions avant leur départ afin d'éviter tout désagrément.
40% des barrières de corail dans le monde sont menacées d'extinction. Victime du réchauffement des océans. Mais il reste un espoir. Une expédition scientifique capitale va partir ce dimanche de Lorient en Bretagne. Sur la goélette Tara, une équipe de chercheurs va étudier pendant 2 ans une barrière de corail très particulière, car elle résiste au réchauffement du climat.Hébergé par Audiomeans. Visitez audiomeans.fr/politique-de-confidentialite pour plus d'informations.
40% des barrières de corail dans le monde sont menacées d'extinction. Victime du réchauffement des océans. Mais il reste un espoir. Une expédition scientifique capitale va partir ce dimanche de Lorient en Bretagne. Sur la goélette Tara, une équipe de chercheurs va étudier pendant 2 ans une barrière de corail très particulière, car elle résiste au réchauffement du climat.Hébergé par Audiomeans. Visitez audiomeans.fr/politique-de-confidentialite pour plus d'informations.
40% des barrières de corail dans le monde sont menacées d'extinction. Victime du réchauffement des océans. Mais il reste un espoir. Une expédition scientifique capitale va partir ce dimanche de Lorient en Bretagne. Sur la goélette Tara, une équipe de chercheurs va étudier pendant 2 ans une barrière de corail très particulière, car elle résiste au réchauffement du climat.Hébergé par Audiomeans. Visitez audiomeans.fr/politique-de-confidentialite pour plus d'informations.
40% des barrières de corail dans le monde sont menacées d'extinction. Victime du réchauffement des océans. Mais il reste un espoir. Une expédition scientifique capitale va partir ce dimanche de Lorient en Bretagne. Sur la goélette Tara, une équipe de chercheurs va étudier pendant 2 ans une barrière de corail très particulière, car elle résiste au réchauffement du climat.Hébergé par Audiomeans. Visitez audiomeans.fr/politique-de-confidentialite pour plus d'informations.
40% des barrières de corail dans le monde sont menacées d'extinction. Victime du réchauffement des océans. Mais il reste un espoir. Une expédition scientifique capitale va partir ce dimanche de Lorient en Bretagne. Sur la goélette Tara, une équipe de chercheurs va étudier pendant 2 ans une barrière de corail très particulière, car elle résiste au réchauffement du climat.Hébergé par Audiomeans. Visitez audiomeans.fr/politique-de-confidentialite pour plus d'informations.
durée : 00:04:22 - Le Reportage de la rédaction - D'ici à 25 ans, selon le GIEC, 99 % du corail aura disparu de la Terre, avec des conséquences dramatiques pour près d'un milliard d'humains qui en dépendent. Des chercheurs français du Criobe, installés en Polynésie française, cherchent des solutions. Un véritable contre-la-montre.
La Grande Barrière de corail subit le plus grand blanchissement de son histoire, a alerté le gouvernement dans un rapport publié ce mercredi. Les scientifiques ont rapporté le blanchissement "le plus étendu" provoqué par des températures océaniques étouffantes en 2024 qui ont engendré "des niveaux de stress thermique sans précédent" depuis les premiers relevés, il y a près de 40 ans. La "cause numéro un" de ce blanchissement "est le changement climatique", assure l'institut australien des sciences marines.
What does it take to transform a gateway station into a place where people pause in their head-down commute to connect and reflect? Riccardo Cosentino and returning co-host Corail Bourrelier Fabiani are joined by Jonathan Ring, the Development Director for London-based developer Sellar. They explore the public art programme at Paddington Square—one of the city's most ambitious and complex redevelopment projects.Jonathan shares how the programme evolved from the early planning conditions to the final installation. His experience highlights the balance inherent in major projects, where diverse stakeholder voices, strict timelines, and logistical constraints pile on the pressure and teamwork is non-negotiable.Public art may be a smaller portion of the overall budget, but its impact on the public experience is profound. This episode offers an inside look at the creative and collaborative processes behind curating art in a heavily trafficked urban space. It is a conversation about leadership, legacy, and how the spaces we build shape how people feel.Key TakeawaysPublic art may be a smaller line item, but its emotional and social impact is immense.The earlier you integrate public art into a project's design and planning, the smoother the process will be.Stakeholder management is about more than communication; it calls for timing, trust, and making space for diverse opinions.Delivering complex urban infrastructure requires balancing fixed timelines with creative possibilities.Strong, long-term relationships with designers and collaborators make it easier to solve challenges together.Rotating public art programs create ongoing opportunities for re-engagement and placemaking.Quote: “We're really trying to create a place people want to dwell in because it's got very interesting areas around it. And the public art really formed a major part of that, creating a place where people dwell in. What's great is now seeing in the summer, and I bet today, people will be sitting out in the square enjoying the public realm, seeing the art and enjoying it.” - Jonathan RingThe conversation doesn't stop here—connect and converse with our community via LinkedIn:Follow Navigating Major Programmes: https://www.linkedin.com/company/navigating-major-programmes/Follow Riccardo Cosentino: https://www.linkedin.com/in/cosentinoriccardo/Read Riccardo's latest at https://riccardocosentino.com/ Listen to Riccardo and Corail's public art conversation: https://podcasts.apple.com/ca/podcast/public-art-installation-as-an-intrinsic-part/id1683413407Follow Jonathan Ring: https://www.linkedin.com/in/jonathan-ring-4284398b/Follow Corail Bourrelier Fabiani: https://www.linkedin.com/in/corail/ Music: "A New Tomorrow" by Chordial Music. Licensed through PremiumBeat.
durée : 00:04:22 - Le Reportage de la rédaction - D'ici à 25 ans, selon le GIEC, 99 % du corail aura disparu de la Terre, avec des conséquences dramatiques pour près d'un milliard d'humains qui en dépendent. Des chercheurs français du Criobe, installés en Polynésie française, cherchent des solutions. Un véritable contre-la-montre.
L'émission 28 minutes du 08/08/2025 Ce vendredi, Benjamin Sportouch décrypte l'actualité en compagnie de nos clubistes : Paul Melun, essayiste et fondateur du think tank “Souverains Demain !”, Sylvie Brunel, géographe et écrivaine, Thomaïs Papaïoannou, correspondante pour la télévision publique grecque ERT et chypriote RIK, et le dessinateur de presse Eric Truant.Au programme : accord migratoire entre Paris et Londres, censure de la loi Duplomb, l'association Cuisine d'ailleurs, le plan de lutte contre la fraude sociale, le podcast du Premier ministre, l'incendie dans l'Aude, la situation à Gaza, les 80 ans du bombardement atomique d'Hiroshima, le Corail mal en point et la dysmorphie financière.Nous recevons la pâtissière Nadja Keller, cofondatrice de l'association Cuisine d'ailleurs et de l'atelier cuisine de La Cimade à Béziers, où se mélangent les cuisines du monde entier, grâce à la collaboration bénévole d'une quarantaine de cuisiniers et cuisinières hébergés Centre d'accueil des demandeurs d'asile de la Cimade. 28 minutes est le magazine d'actualité d'ARTE, présenté par Élisabeth Quin du lundi au jeudi à 20h05. Renaud Dély est aux commandes de l'émission le vendredi et le samedi. Ce podcast est coproduit par KM et ARTE Radio. Enregistrement 8 août 2025 Présentation Benjamin Sportouch Production KM, ARTE Radio
Le Journal en français facile du mercredi 6 août 2025, 18 h 00 à Paris.Retrouvez votre épisode avec la transcription synchronisée et des exercices pédagogiques pour progresser en français : http://rfi.my/Bu4r.A
Cet été RTL vous emmène dans la nature, à la découverte des paysages français qui s'adaptent face au changement climatique.Hébergé par Audiomeans. Visitez audiomeans.fr/politique-de-confidentialite pour plus d'informations.
Le labre nettoyeur, Labroides dimidiatus, est un petit malin qui tient une station de nettoyage très prisée dans les récifs coraliens.Il se nourrit des peaux mortes et des parasites qu'il trouve sur les autres poissons. Ce toiletteur-masseur des océans peut avoir jusqu'à 2000 poissons, de plus de 500 espèces, qui viennent se faire nettoyer chaque jour. La relation est mutuellement bénéfique : le labre a besoin de ses clients pour survivre.Le labre nettoyeur se nourrit de peaux mortes et de parasites, mais il aime aussi manger le mucus des poissons, c'est-à-dire leur gel protecteur, mais les autres poissons n'aiment pas se faire mordre. Le labre nettoyeur agit donc selon les "clients" qu'il reçoit : s'ils sont dangereux pour lui, il les traite bien ; au contraire, s'il sait par exemple que le poisson qu'il nettoie est sédentaire et a besoin de lui pour être propre, il lui prendra plus facilement son mucus.Cela signifie que le labre nettoyeur est capable de reconnaître les poissons qu'il nettoie, et de se rappeler de leurs caractéristiques !___
Fluent Fiction - French: Diving into Courage: A Blogger's Oceanic Transformation Find the full episode transcript, vocabulary words, and more:fluentfiction.com/fr/episode/2025-07-08-22-34-02-fr Story Transcript:Fr: Le soleil brillait intensément sur la Grande Barrière de Corail.En: The sun shone intensely on the Grande Barrière de Corail.Fr: Les vagues légères dansaient sous la lumière dorée.En: The gentle waves danced under the golden light.Fr: Étienne, un blogueur de voyage français, fixait l'horizon depuis le bateau.En: Étienne, a French travel blogger, stared at the horizon from the boat.Fr: Il était terrifié par l'océan, mais aujourd'hui, il avait une mission : conquérir sa peur pour inspirer ses lecteurs.En: He was terrified of the ocean, but today, he had a mission: to conquer his fear to inspire his readers.Fr: Claire, l'instructrice de plongée, lui expliqua les instructions de sécurité.En: Claire, the diving instructor, explained the safety instructions to him.Fr: Elle était sereine et confiante.En: She was serene and confident.Fr: "Tout ira bien, Étienne," dit-elle avec un sourire rassurant.En: "Everything will be fine, Étienne," she said with a reassuring smile.Fr: À ses côtés, Jules, un plongeur expérimenté, écoutait attentivement.En: Next to her, Jules, an experienced diver, listened attentively.Fr: Étienne enfila sa combinaison et son masque.En: Étienne put on his wetsuit and mask.Fr: Il respirait lentement pour calmer son cœur qui battait la chamade.En: He breathed slowly to calm his heart, which was racing.Fr: En regardant l'eau turquoise, il se rappela pourquoi il était venu.En: Looking at the turquoise water, he remembered why he had come.Fr: Il voulait partager cette aventure avec son public et montrer que la peur peut être surmontée.En: He wanted to share this adventure with his audience and show that fear can be overcome.Fr: Plongés dans l'eau, le monde autour d'eux changea.En: Immersed in the water, the world around them changed.Fr: Les couleurs vives des poissons et des coraux enchantaient Étienne.En: The bright colors of the fish and coral enchanted Étienne.Fr: Il gardait à l'esprit les conseils de Claire : respirer doucement, bouger lentement.En: He kept Claire's advice in mind: breathe slowly, move gently.Fr: Partout, des créatures marines évoluaient en harmonie.En: All around, marine creatures moved in harmony.Fr: Étienne était émerveillé.En: Étienne was amazed.Fr: Soudain, un requin se glissa à proximité.En: Suddenly, a shark glided nearby.Fr: Étienne sentit un frisson de terreur, son cœur s'emballait.En: Étienne felt a chill of terror, his heart racing.Fr: Il voulait remonter à la surface.En: He wanted to go back to the surface.Fr: Mais Claire lui fit signe de rester calme.En: But Claire signaled him to stay calm.Fr: Elle lui montra la beauté tranquille de l'animal qui passait.En: She showed him the peaceful beauty of the animal as it passed by.Fr: Respirant profondément, Étienne réalisa que le requin n'était pas une menace.En: Breathing deeply, Étienne realized that the shark was not a threat.Fr: Ses mouvements gracieux renforçaient la majesté de l'océan.En: Its graceful movements enhanced the majesty of the ocean.Fr: Lentement, sa peur se transformait en fascination.En: Slowly, his fear transformed into fascination.Fr: La plongée continua.En: The dive continued.Fr: Étienne se sentait libre, comme un oiseau sous l'eau.En: Étienne felt free, like a bird underwater.Fr: Quand ils refirent surface, le ciel était éclatant.En: When they resurfaced, the sky was radiant.Fr: Étienne était rempli d'une nouvelle énergie.En: Étienne was filled with new energy.Fr: Il avait vaincu sa peur.En: He had conquered his fear.Fr: De retour sur le bateau, Étienne souriait.En: Back on the boat, Étienne was smiling.Fr: Il avait une histoire incroyable à raconter.En: He had an incredible story to tell.Fr: Plus qu'une aventure, il avait découvert une confiance en lui qu'il ignorait.En: More than an adventure, he had discovered a self-confidence he did not know he had.Fr: Ce jour-là, Étienne avait non seulement conquis l'océan, mais aussi ses propres doutes.En: That day, Étienne had not only conquered the ocean, but also his own doubts.Fr: Les risques qu'il avait pris lui avaient ouvert une vue magnifique sur le monde sous-marin.En: The risks he had taken opened up a magnificent view of the underwater world.Fr: Il était prêt à inspirer ses lecteurs avec son récit plein de courage et de découvertes.En: He was ready to inspire his readers with his tale full of courage and discoveries. Vocabulary Words:the sun: le soleilthe horizon: l'horizonthe safety instructions: les instructions de sécuritéthe diving instructor: l'instructrice de plongéethe ocean: l'océanto conquer: conquérirthe fear: la peurserene: sereinereassuring: rassurantthe wetsuit: la combinaisonthe mask: le masqueto calm: calmerto share: partagerovercome: surmontéeimmersed: plongésenchanted: enchantaientthe advice: les conseilsmarine creatures: les créatures marinesamazed: émerveilléthe terror: la terreurthe chill: le frissonthe surface: la surfacecalm: calmea threat: une menacegraceful: gracieuxthe majesty: la majestéfascination: fascinationan adventure: une aventureself-confidence: la confiance en soidoubts: les doutes
How is urban art developed in cooperation with planners, developers, and architects? Public art is designed to be viewed and enjoyed from many angles. Riccardo embraces this 360-degree perspective in this episode by examining a component of major programmes that is not often explored: the development of the impressive art installations on display in many public buildings. He speaks with Corail Bourrelier Fabiani, a former host of the podcast and the passionate programme manager behind London's Shard and Paddington Square sculptures.Corail outlines the intricate relationship between public art and major urban developments in the city, from why it's so important to inspire ongoing wonder in our concrete jungles to the challenges of getting involved late in the development process. Her experiences highlight the importance of stakeholder collaboration and the many moving parts that must be navigated to create something beautiful, lasting, and welcoming for tourists and residents alike—something that helps define the fabric of the city around us.Takeaways:The humanizing impact of interacting with public art.The complex process of stakeholder management and artistic team selection.The benefits of enthusiastic architect and engineer buy-in on an art installation.The technical, structural, and visual challenges inherent in making public art decisions at the end of development.Quote: “There are a lot of sculptures around us that we, after a while, we don't even see. And I would say, like, it's true. It's true with a lot of the urban fabric that when you get used to something, you just stop like looking at it. If you take the tube in Paris, for example, like the very old entrances to the tube with like the lights and the way they're shaped, etc. This kind of Art Deco, like, beautiful entrance. Most people don't even see them anymore, you know. Or if you walk along alongside the Thames and you go closer to the Tate, you would see these lampposts that have big fish at the bottom of them that are, you know, around the lamppost. And a lot of people, because we're so. There are so many images, etc, or we're too much into our own world, like thinking about our issues, our, like our next meeting, et cetera, we just walk past them without even noticing what's around us. And I think art, the magic of art is that sometimes it grabs your attention, you don't know why, and it makes you stop for a second and realize that your surroundings, or be completely amazed that you notice that element.” - Corail Bourrelier FabianiThe conversation doesn't stop here—connect and converse with our community via LinkedIn:Follow Navigating Major ProgrammesFollow Riccardo CosentinoRead Riccardo's latest at www.riccardocosentino.comFollow Corail Bourrelier Fabiani Music: "A New Tomorrow" by Chordial Music. Licensed through PremiumBeat.
durée : 00:04:37 - Le Reportage de la rédaction - D'ici 25 ans, selon le GIEC, 99% du corail aura disparu de la surface de la Terre, avec des conséquences dramatiques pour près d'1 milliard d'humains qui en dépendent. Des chercheurs français du Criobe, installés en Polynésie française, cherchent des solutions. Une véritable course contre la montre.
durée : 00:04:37 - Le Reportage de la rédaction - D'ici 25 ans, selon le GIEC, 99% du corail aura disparu de la surface de la Terre, avec des conséquences dramatiques pour près d'1 milliard d'humains qui en dépendent. Des chercheurs français du Criobe, installés en Polynésie française, cherchent des solutions. Une véritable course contre la montre.
En mai 1429, en pleine guerre de Cent Ans, une nouvelle se répand dans le royaume de France : à Orléans, les Anglais ont été défaits par une armée menée par une très jeune femme au nom du futur Charles VII. Jeanne d'Arc fait son entrée dans l'Histoire. À Paris, un greffier apprenant la nouvelle réalise alors un dessin de la Pucelle. C'est la seule représentation contemporaine de Jeanne d'Arc qui nous soit parvenue, aujourd'hui conservée aux Archives nationales. Pour retracer l'histoire de ce portrait unique et énigmatique, Virginie Girod reçoit Amable Sablon du Corail. Responsable du département du Moyen Âge et de l'Ancien Régime aux Archives nationales, il est commissaire de l'exposition "Jeanne d'Arc, le premier portrait", présentée jusqu'au 19 mai.Distribué par Audiomeans. Visitez audiomeans.fr/politique-de-confidentialite pour plus d'informations.
durée : 00:04:26 - Le Reportage de la rédaction - Terre du nickel, la Nouvelle-Calédonie va être protégée pendant au moins un demi-siècle d'exploration et d'exploitation dans la mer de Corail. Le moratoire adopté par le territoire est une première dans le Pacifique Sud.
durée : 00:04:26 - Le Reportage de la rédaction - Terre du nickel, la Nouvelle-Calédonie va être protégée pendant au moins un demi-siècle d'exploration et d'exploitation dans la mer de Corail. Le moratoire adopté par le territoire est une première dans le Pacifique Sud.
durée : 00:04:43 - Le Reportage de la rédaction - Terre du nickel, la Nouvelle-Calédonie va être protégée pendant au moins un demi-siècle d'exploration et d'exploitation dans la mer de Corail. Le moratoire adopté par le territoire est une première dans le Pacifique Sud.
durée : 00:04:43 - Le Reportage de la rédaction - Terre du nickel, la Nouvelle-Calédonie va être protégée pendant au moins un demi-siècle d'exploration et d'exploitation dans la mer de Corail. Le moratoire adopté par le territoire est une première dans le Pacifique Sud.
[SPONSORISÉ] Aujourd'hui, nous vous emmenons à l'autre bout du monde, à la découverte d'un territoire aussi immense que fascinant : l'Australie. Ce pays-continent regorge de paysages spectaculaires, des plages paradisiaques aux étendues sauvages de l'Outback, en passant par la majestueuse Grande Barrière de Corail. Mais ce qui rend l'Australie vraiment unique, c'est sa faune exceptionnelle : 80 % de ses animaux ne se trouvent nulle part ailleurs sur la planète.Avec Fanny, conseillère-experte Australie et passionnée par la vie sauvage, nous plongerons au cœur de cet écosystème hors du commun. Kangourous, koalas, wombats, crocodiles… nous explorerons les merveilles naturelles qui font de l'Australie une destination incontournable pour les amoureux des animaux et des grands espaces.Pour prolonger le voyage, rendez-vous sur cercledesvoyages.com pour poser toutes vos questions à Fanny et à notre équipe de conseillers spécialistes.Hébergé par Audion. Visitez https://www.audion.fm/fr/privacy-policy pour plus d'informations. Hébergé par Audion. Visitez https://www.audion.fm/fr/privacy-policy pour plus d'informations.
Fluent Fiction - French: Diving into Serenity: Éloi's Journey to Inner Peace Find the full episode transcript, vocabulary words, and more:fluentfiction.com/fr/episode/2025-04-22-22-34-02-fr Story Transcript:Fr: Sous un ciel azur, Éloi se tenait prêt sur le pont du bateau.En: Under an azure sky, Éloi stood ready on the deck of the boat.Fr: Le doux parfum de l'océan l'entourait.En: The gentle fragrance of the ocean surrounded him.Fr: La Grande Barrière de Corail s'étendait devant lui, magnifique et mystérieuse.En: The Great Barrier Reef stretched out before him, magnificent and mysterious.Fr: C'était l'automne dans l'hémisphère sud.En: It was autumn in the southern hemisphere.Fr: Les eaux étaient calmes.En: The waters were calm.Fr: Éloi ressentait à la fois excitation et appréhension.En: Éloi felt both excitement and apprehension.Fr: Camille et Luc, ses instructeurs, souriaient avec encouragement.En: Camille and Luc, his instructors, smiled with encouragement.Fr: Camille, une plongeuse expérimentée, était patiente et calme.En: Camille, an experienced diver, was patient and calm.Fr: Luc, toujours joyeux, connaissait chaque coin de la barrière par cœur.En: Luc, always cheerful, knew every corner of the reef by heart.Fr: Éloi avait confiance en eux.En: Éloi had confidence in them.Fr: Il savait qu'il devait affronter ses peurs.En: He knew he had to face his fears.Fr: Le moment était arrivé.En: The moment had arrived.Fr: Éloi ajusta son masque, revérifia son équipement et sauta dans l'eau fraîche.En: Éloi adjusted his mask, double-checked his equipment, and jumped into the fresh water.Fr: Lentement, il descendit à travers un monde silencieux, où les couleurs dansaient.En: Slowly, he descended through a silent world where colors danced.Fr: Les coraux étaient comme des œuvres d'art, si vivantes et captivantes.En: The corals were like works of art, so vibrant and captivating.Fr: Les poissons multicolores nageaient autour de lui.En: The multicolored fish swam around him.Fr: Ils étaient les gardiens de cet univers caché.En: They were the guardians of this hidden universe.Fr: Éloi était submergé par une multitude d'émotions.En: Éloi was overwhelmed by a multitude of emotions.Fr: La peur des profondeurs restait présente, mais il l'acceptait.En: The fear of the depths remained present, but he accepted it.Fr: Il se souvenait des conseils de Camille : "Respire lentement et regarde autour."En: He remembered Camille's advice: "Breathe slowly and look around."Fr: Luc ajoutait souvent : "La mer te parle si tu écoutes."En: Luc often added: "The sea speaks to you if you listen."Fr: Soudain, un majestueux tortue de mer apparut devant lui.En: Suddenly, a majestic sea turtle appeared before him.Fr: Elle nageait avec grâce.En: It swam with grace.Fr: Éloi et la tortue se regardèrent, partagèrent un moment de curiosité et de paix.En: Éloi and the turtle looked at each other, sharing a moment of curiosity and peace.Fr: Dans cet instant, Éloi sentit un lien profond avec l'océan.En: In that instant, Éloi felt a deep connection with the ocean.Fr: Ses craintes se dissipèrent.En: His fears dissipated.Fr: Ce moment sublime marqua le sommet de son aventure.En: This sublime moment marked the pinnacle of his adventure.Fr: Éloi comprit alors.En: Éloi understood then.Fr: La véritable sérénité ne se trouvait pas dans l'absence de peur, mais dans l'acceptation et l'émerveillement.En: True serenity was not found in the absence of fear, but in acceptance and wonder.Fr: Il réalisa que la nature, avec sa beauté imprévisible, était son guide.En: He realized that nature, with its unpredictable beauty, was his guide.Fr: De retour à la surface, Éloi émergea avec un nouveau regard.En: Back at the surface, Éloi emerged with a new perspective.Fr: Il sourit à Camille et Luc.En: He smiled at Camille and Luc.Fr: "Merci," dit-il simplement.En: "Thank you," he said simply.Fr: Il avait trouvé ce qu'il cherchait.En: He had found what he was searching for.Fr: La paix intérieure reposait désormais en lui, comme une mer calme.En: Inner peace now resided in him, like a calm sea.Fr: Éloi quitta la barrière avec reconnaissance.En: Éloi left the reef with gratitude.Fr: Il avait découvert le monde marin, mais aussi une harmonie en lui.En: He had discovered the marine world, but also a harmony within himself.Fr: Il savait maintenant apprécier l'imprévisibilité de la vie et avait confiance en sa capacité à trouver la tranquillité, quelles que soient les tempêtes.En: He now knew how to appreciate the unpredictability of life and was confident in his ability to find tranquility, no matter the storms.Fr: Le voyage n'était pas seulement extérieur, mais profondément intérieur.En: The journey was not just external, but deeply internal. Vocabulary Words:azure sky: ciel azurdeck: pontfragrance: parfumBarrier Reef: Barrière de Corailapprehension: appréhensioninstructors: instructeursexperienced diver: plongeuse expérimentéeequipment: équipementartwork: œuvres d'artguardians: gardiensmultitude: multitudedepths: profondeursadvice: conseilssea turtle: tortue de mergrace: grâcecuriosity: curiositésublime moment: moment sublimepinnacle: sommetserenity: sérénitéwonder: émerveillementunpredictable beauty: beauté imprévisiblesurface: surfaceperspective: regardgratitude: reconnaissancemarine world: monde marinharmony: harmonieunpredictability: imprévisibilitétranquility: tranquillitéstorms: tempêtesinternal journey: voyage intérieur
Juliette et Hubert sont partis un tour du monde en bateau avec leurs 4 enfants de 12, 9, 6 et 3 ans pendant quatre ans. Un tour du monde sur un voilier nommé Kumbaya qui va durer quatre ans !Partis de La Rochelle en juillet 2020, ils ont navigué durant 3 ans avant d'arriver en Nouvelle-Zélande où Juliette nous avait raconté leur traversée mythique du Pacifique, la Polynésie et autres îles sympas dans les épisodes 84 et 85.uliette a donc repris le micro pour nous conter le voyage retour pendant lequel il y a eu encore de bien belles découvertes comme le détroit de Torres, en mer de Corail, les îles Keeling, l'Afrique du Sud et la Namibie, de belles récompenses après les difficiles navigations dans le coin, la célèbre Sainte-Hélène ou encore le Carnaval brésilien ou les Bahamas.Vous allez voir qu'ils n'ont pas chômé et que certaines navigations n'ont pas été un long océan tranquille, mais quel voyage de dingue ! Et si un périple au long cours vous titille, écoutez bien les tips de Juliette… Je parie que vous allez suivre le premier dès la fin de l'épisode.Allez, c'est parti pour le carnet de bord de Juliette entre la Nouvelle-Zélande et la France.------------Création et hôte : Stéphanie CordierMontage : Alice KriefMusique : Luk & Jo
durée : 00:15:28 - C'est quoi la grève, la découverte de Lucy et le corail le plus grand du monde - La grève comme mot de la semaine, l'histoire de la célèbre Lucy découverte il y a 50 ans, et la découverte du plus grand corail au monde : c'est le menu du nouvel épisode de "Salut l'info !"
Les rencontres photographiques d'Arles se tiennent jusqu'à la fin du mois de septembre. Parmi les nombreuses expositions, un voyage en train sur le thème « Wagon-bar : une petite histoire du repas ferroviaire ». C'est une exposition photo destinée à nous faire voyager, dans nos souvenirs d'abord, comme dans ce film promotionnel du train Corail, contraction de confort et de rail. Sous les yeux des visiteurs, les décors défilent, ainsi que les ambiances des trains des années 1950, 1960, 1980, 2000. « Les images correspondent à la modernité de chaque période, les années 1920 sont l'âge d'or du transport de luxe ferroviaire, donc l'imagerie colle avec l'opulence, l'abondance des plats, les arts de la table, le service, explique Arthur Mettetal, le commissaire de l'exposition. Et ensuite, on verra des clients plus jeunes, des familles monoparentales, les décors changent, la vitesse s'affiche dans les wagons montrant que le train va à 200 km/h. »Ces images sont tirées d'un fonds d'archives de la Compagnie internationale des wagons-lits, d'abord synonyme de trains d'exception à travers le monde, avec le célèbre Orient-Express. L'entreprise se spécialise après la Seconde Guerre mondiale dans la nourriture embarquée. Dans les années 1970, la cuisine à bord disparait. On externalise la production de sandwichs et croque-monsieur : une nourriture plus industrielle et plus légère qui correspond aux attentes de l'époque et des voyageurs, la vitesse ne permettant plus de s'attabler des heures durant.« Certaines images nous apparaissent aujourd'hui complétement décalées » L'exposition, nourrie par des photos publicitaires, nous fait aussi réfléchir à la notion de modernité. « Certaines images nous apparaissent aujourd'hui complétement décalées, analyse Arthur Mettetal. Comme cette série faite en studio qui documente les couverts en plastique, les plateaux en plastique. Le fait que la vaisselle soit jetable incarne la modernité. » Pas très écologique, mais instructif sur le formatage de nos modes de consommation par le marketing.Le wagon-restaurant réservé à une élite appartient désormais à l'histoire. Aujourd'hui, les trains les moins chers, appelés à transporter toujours plus de voyageurs, ne proposent d'ailleurs aucune offre de restauration.Retrouvez des informations sur l'exposition ici.
On part dans des mondes inexplorés, souvent méconnus avec le photographe et plongeur professionnel français, qui a consacré sa vie à capturer la fragilité, la force mais aussi la beauté des profondeurs. Depuis qu'il a appris à plonger tout jeune, Alexis Rosenfeld n'a eu de cesse de s'inventer des projets pour passer le plus de temps possible dans l'eau et y faire des images aussi fascinantes et magnétiques que le sont les fonds marins. Le dernier projet en date : « 1Ocean », une fondation créée en 2021, placée sous l'égide de l'Unesco, qui fait de lui le grand témoin des profondeurs. Pendant une décennie, ce projet le mène dans les mers et les océans du monde, du Pacifique à la Méditerranée en passant par la mer de Corail, pour des expéditions photographiques et scientifiques, dans le but de documenter les fonds marins pour mieux les protéger.Enfant de Jules Verne et disciple du commandant Cousteau, Alexis Rosenfeld sillonne la planète bleue, avec un regard résolument optimiste, enchanté et engagé. Et dans ses images, à travers son œil-bleu lui aussi, les coraux et les gorgones multicolores sont féériques, les bancs de poissons dansent avec la mer et des jeux de lumières révèlent sous l'eau des forêts profondes, magiques qu'on croirait tout droit sorties de l'enfance… Sauf que pour Alexis Rosenfeld, la mer est bien plus qu'un décor pour faire de belles images. Elle est une archive vivante du temps passé, le miroir de sa propre quête aussi ; une quête de beauté, de mystères et qui sait, de réponses dans une époque parfaitement déboussolée, même à 200 mètres de profondeur. Ainsi, sa démarche documentaire vise désormais à servir la science et à alerter sur la situation alarmante, souvent invisible voire, impensée, de l'état des océans, premières victimes des bouleversements climatiques en cours.« Rendre visible l'invisible, explorer l'inexploré », c'est le crédo de notre homme, bien conscient que si 20% de l'océan a été cartographié, seulement 5% a été jusque-là exploré. Tout reste à faire, à découvrir… et à protéger !En savoir plus : Sur la Fondation « 1Ocean » d'Alexis Rosenfeld avec l'Unesco Sur la grande migration du vivant ou « sardin run » d'Afrique du Sud que suit Alexis Rosenfeld sur plusieurs expéditions Sur la « découverte » de la vallée aux mille roses, récif corallien immense et en bonne santé de Polynésie. Une nouvelle et des images qui ont fait le tour du monde
Riccardo Cosentino and his co-host Corail Bourrelier Fabiani welcome Harvey Maylor, their esteemed professor from the MSc Major Programme Management at Oxford, to discuss the transformative power of systems thinking in major project management. Harvey Maylor, a leading academic and practitioner, shares his profound insights on harnessing systems thinking to navigate and resolve the intricate challenges inherent in large-scale projects. “We just make life flipping difficult. And that, for me, is a great frustration that you see really bright, really energetic people really going at a problem, but because of the way the work is organized, it's just really difficult and that their insights, intelligence, energy just gets burnt up by pointless organizational things that don't add any value to them, the organization or the end user or indeed society. ” – Harvey Maylor Harvey Maylor combines over 25 years of industry experience with academic research to bring a unique perspective to project management. As an Associate Fellow at Saïd Business School, University of Oxford, and an Honorary Professor at the University of Warwick, Harvey focuses on project management, complexity, and performance. He advocates for practical methodologies like Agile and Lean to enhance project outcomes across various sectors. Key Takeaways:Understanding the fundamental principles of systems thinking and how they apply to major projectsTechniques to identify, analyze, and manage the complexities inherent in large-scale projectsExploring how strategic misrepresentation and optimism bias affect project estimates and decision-makingThe application of Agile, Lean, and other practical methodologies to manage and mitigate project risksEffective strategies for managing diverse stakeholder groups and navigating political influences in large-scale projects If you enjoyed this episode, make sure and give us a five star rating and leave us a review on iTunes, Podcast Addict, Podchaser or Castbox. The conversation doesn't stop here—connect and converse with our LinkedIn community: Follow Corail Bourrelier Fabiani on LinkedInFollow Harvey Maylor on LinkedInRead Harvey Maylor's Published WorkFollow Navigating Major Programmes on LinkedInFollow Riccardo Cosentino on LinkedInRead Riccardo's latest at wwww.riccardocosentino.com Music: "A New Tomorrow" by Chordial Music. Licensed through PremiumBeat.DISCLAIMER: The opinions, beliefs, and viewpoints expressed by the hosts and guests on this podcast do not necessarily represent or reflect the official policy, opinions, beliefs, and viewpoints of Disenyo.co LLC and its employees.
In this week's episode, Riccardo Cosentino and guest co-host, Corail Bourrelier Fabiani, sit down with fellow alumnus Brandon de León to discuss his Oxford Saïd Business School dissertation on electric aviation.Brandon emphasizes the importance of public perception in adopting new technologies and explores the potential of electric aviation to transform urban mobility. The discussion covers technical advancements, regulatory challenges, and the necessary societal embrace for successful integration of electric aircraft into daily transportation. Brandon's insights highlight the intersection of technology, society, and the future of urban air mobility.“But what really validated my research was that social acceptance came up as an interesting issue already, before the first vehicle flies. And like I mentioned before, the next plans are also around big events, the World Expo in Osaka. Next year in 2025, this was to be flights. And in 2028 in Los Angeles for the Olympics there. Other companies from the US are also planning to fly. So yeah, social acceptance is already showing itself as a key risk.” – Brandon de León Key Takeaways:Defining the pre-commercialization of electric aviationThe critical role of societal acceptance in the adoption of electric aviationThe potential impact of electric aviation on urban infrastructureInsights into the interplay of technological advancements and regulatory frameworksDistributed and decentralized mega projects If you enjoyed this episode, make sure and give us a five star rating and leave us a review on iTunes, Podcast Addict, Podchaser or Castbox. The conversation doesn't stop here—connect and converse with our LinkedIn community: Follow Brandon de León on LinkedInFollow Corail Bourrelier Fabiani on LinkedInFollow Riccardo Cosentino on LinkedInFollow Navigating Major Programmes on LinkedInRead Riccardo's latest at wwww.riccardocosentino.com Transcript:Riccardo Cosentino 0:05 You're listening to Navigating Major Programmes, a podcast that aims to elevate the conversations happening in the infrastructure industry and inspire you to have a more efficient approach within it. I'm your host, Riccardo Cosentino. I bring over 20 years of Major Programme Management experience. Most recently, I graduated from Oxford University Saïd Business School, which shook my belief when it comes to navigating major programmes. Now it's time to shake yours. Join me in each episode as I press the industry experts about the complexity of Major Programme Management, emerging digital trends and the critical leadership required to approach these multibillion-dollar projects. Let's see where the conversation takes us. Riccardo Cosentino 0:54 Hello, everyone. Welcome to a new episode of Navigating Major Programmes. I'm here today with my co-host, Corail, and we have a special guest, a good old friend of ours joining us today on the podcast. I will pass the mic to Corail who's gonna co-host the podcast today and help me asking questions to this really great guest that has agreed to join us today. How are you doing, Corail? Corail 1:19 Hi, Riccardo, I'm doing really good. Thank you for having me co-hosting this great episode. And I'm excited to talk to Brandon. So maybe a little bit of background, we met doing a major programme management master in Oxford. And during that two years of our lives we met Brandon who was a superstar in our cohort because at the time, he was working for Tesla. And he was talking to us about this really exciting industry and how he's been part of the founders of Tesla. And he's been part of the team that made it a great company that we know today or the big adventure. And then he moved on to work for Rizwan and developing this into a great new enterprise that goes beyond Tesla by working on all different types of trucks and other things that I don't know enough about. But so I'm really excited to hear the story of Brandon. And I think Brandon, it would be great to start with you maybe introducing yourself telling us a little bit about how you ended up in the electric car industry and what drove you to that really expanding field. And yeah, to know a bit more about your background. Brandon de León 2:37 Wow, what an introduction. Thank you guys so much for having me here on the podcast with you. It's been incredible to see what you guys have produced after the Master's course and hard to follow what you shared Corail. But I think, generally speaking, it's been an amazing learning experience. The Oxford Masters in Major Program Management, learned a lot from you guys, as well as the content. So happy to be here and share a little bit of what I've been working on and some of my background. It's been about 12 years since I've been in the electric car space, but maybe just a step back and give a little personal context about how I even ended up in that. I, my voice betrays me, I'm from the States originally, even though I'm coming to you from Holland today, I'm living in Rotterdam and working in Amsterdam. I grew up on the east coast of the U.S. mainly in Georgia in Florida. And then that's where I connected with Tesla. And what brought me down to Florida originally was my pursuit of International Business Studies. I wanted to study that because I had grown up hearing about how my parents met in Germany, in the army, and so early on, I was ingrained with these ideas of a world beyond the bubble that I lived in. So even though I grew up in small town, Georgia, I knew that I wanted to go and at least traveled to these places maybe even work in these places, if that were possible. And so in high school, when I discovered international business classes, I couldn't get enough. I also learned in those classes that there's a lot of ways society progresses, and probably the fastest mechanism to make that happen is commerce. So you know, regulation and government takes a long time. Nonprofits are phenomenal. But also some of them have limited impact. So it wasn't really clear what the best path was. But having parents that had done service for the country, as it were, and then pursued their careers and more local service type of roles and social worker and studying pre-med and things like that, I knew that I wanted to find a way to make the world a better place in my own little way. Right? So international business was my chosen vessel that brought me to Miami to study undergrad. And then in university there I had a chance to actually work in a company that I had admired for what I would consider a great engineering design and that was BMW their local retailer in the south Florida area. I persuaded them to let me take an entry level job that they didn't have at the time. But I was really eager to get out of the department store I was working at, and to go work in the company that I admired so much down the street and regularly saw the employees from that office. And so thanks to some persuasion and friendliness on their side, I was able to take a very administrative basic role. And I spent two years with BMW, but I realized that 18, 19, 20, there wasn't a lot of career options for someone that young, in the automotive retail space, at least not the traditional automotive, even with really innovative products like BMW. So I went on the search for career path, and I ended up in a bank and I thought, wow, this is terrific, financial district, maybe I peaked early, there's a career advancement ladder, it's all planned out, pension, etc, all the trappings of a great career, but then my interest in engineering and technology kind of clashed at a certain point, because new payment technologies came out into the market. And some people will be familiar with these dongles that you'd plug into an iPhone, which is relatively new back then. And you could swipe credit cards, and it was a revolution for small merchants and mom and pop shops, and I thought, this is wonderful, it's gonna be great for getting them better cash flow, they'll grow faster, it'll really helped a lot of small businesses out. But banking is a very conservative culture and does not run to embrace new technology. So at the time, we were working on a laptop that had an operating system that was three generations old, because the security patches were all well-developed and stuff, there was a clash there. And I figured, okay, I need to find a career path that's also aligned with my interest in technology or automotive or something along those lines. And after a lot of soul searching, and job board searching, I came across Tesla, and they were starting a store locally in South Florida. And through a lot of discussions for different roles. I ended up joining the launch team for the Model S, which was the car that really established the brand as a large volume producer of vehicles. And of course, its focus was electric cars. So that was 2012. I joined right after the vehicle launched. And it's been a wild ride since then. But at that time, because of my international orientation, I thought the wildest dream I have right now is that Tesla will do great. And then we'll get the chance to go and launch in other countries. And maybe I can be part of that. Happily, I had that chance. So although I started in California, and then after we launched the vehicle there, and I gained a lot of experience integrating, delivering the vehicles, the first vehicles and integrating it directly into the lives of people and families across California, I had the chance to bring that back to the East Coast. And then there was an opportunity to join a different department back at headquarters in California. And I jumped at that, because I knew if international opportunities emerge, there'll be people from there, they're good to go. And so that was a strategic step, it was not clear that it would work out. But happily, I was in the right place at the right time, there was an assignment to go help the team in Canada kind of get find their feet, if you will. And then after doing that a couple of times going out to Toronto, and doing what I would call international, but doesn't necessarily appear to be very international experiences going from California to Canada, I also had the chance to join a very small team of four or five that came out to Europe for a few months to do the same, essentially to help train the first model as launch teams here. And that was quite a privilege. When I came home to San Francisco, I thought oh, wow, this is it. Everything I could dream has happened. This is fantastic. What do I do now? And I didn't have to wait long for an answer because being at the headquarters in the beehive of activity, there was an opportunity that was presented to me to come over and help build critical partnership networks because we were starting to deliver vehicles but didn't really have solutions in place for if people were driving from the Netherlands or Norway down to Spain for holiday, what happens if they run out of charge or if the car breaks, and we had a very small footprint in Europe, within three weeks, I was on a one-way flight back to Europe. And I haven't looked back since. So that's a little bit about me in a very long-winded way and how I've gotten here to you. Corail 8:58 No, that was fantastic. Brandon, thank you so much for sharing your passion. It's really fascinating how you're constantly growing, reinventing yourself, but yet you seem to have such a drive. And that brings me to something a little picture that you shared of yourself recently that was you, yourself. I don't know how old you were maybe five or six. And you were in this beautiful little plane. And I think we talked about how you progressed from different career paths, but always with a certain drive and in that journey now I feel like you also have great interest into the future of electric aviation. And you decided to write your dissertation on this specific topic, and the social acceptance of electric aviation. Can you tell us a little bit more about this interest of yours and how you came to write about this in your dissertation in Oxford? Brandon de León 10:00 Yeah, sure. Thanks for reminding me of that picture. It's my haircut was terrible. But yeah, I was very young. And that was, it was a fun picture of me as a very small child in this mock-up of what must have been like a pretend F-16 for children at an Air Force stand at some air show in the U.S. So that was quite a throwback. Thanks for that. The, that picture I think really reflects my interest from the earliest of memories. And I call it transport now because it seems more appropriate. But it's really cars, planes, things that move fast. They're exciting, or have always been exciting to me. And I know that's sometimes cliche and certainly not exclusive to me. But that's where my fascinations were as a kid and that really hasn't died. But my career being mainly in automotive and electric automotive for more recent decade or so, maybe it's worth sharing, it's quick middle steps. So after about 10 years at Tesla, scaling the core product and ecosystems around it in North America and Europe, I thought, okay, what do I, the recipe is pretty much set at Tesla. So we have gigafactories opening, launched four or five different vehicle programs, how can I best use all this wonderful experience? And in 2021, I joined a company called Rivian, which essentially, is, for those who don't know, it a lot like Tesla in that it's a new company that makes cars. But their plan was to electrify totally new vehicle types, still ground vehicles, right? So trucks, which are hugely popular in North America, also SUVs, which are growing in popularity globally. Perhaps, if you look at the Tesla Model Y, the best selling car globally, right now in 2023, I think it was. And then for me sitting in Europe, perhaps most importantly, commercial vans, so they have or we have a huge order with Amazon for 100,000 delivery vans. And that was super exciting to me, because being in Europe, I know that trucks are not a big deal here. SUVs are typically on the smaller side or middle size, definitely not the large American scale. But I knew that if they produced the vans, then we would have a tremendous success on our hands. And that's gone really well. We've delivered over 16,000 vans now it's super exciting to see that happening. So essentially, why join Rivian was to extend electrification. So when looking for a dissertation topic, during our master's degree, I really wanted to take that opportunity to explore the other side of my fascination. One, because there wouldn't be any conflict of interest. So it was a lot cleaner to not do electric vehicles. And then the other side is there was a really interesting ecosystem emerging that was ripe for research. And that's electric aviation. It obviously aligns with my fascinations, but also super timely. Brandon de León 12:32 So when I started looking into how can I use a dissertation to add some value, however minuscule to what's going on in this ecosystem that fascinated me so much, I started to reach out to people and one of the people I reached out to was someone I would consider a founding father, a modern time founding father in electric aviation. And he had spent three or four decades at NASA researching electric propulsion. And it really caught on towards the 2010s. And we'll get into that later. But essentially, I was asking people like him who are highly technical, unlike me, who's a non engineer, how can a non-engineer contribute to the conversation into the development of this space, and in our discussions that came out that acceptance is really interesting, because it is a known concern. But it's kind of a fuzzy topic, a fluffy topic, it's ambiguous, people aren't really quite sure what to make of it, how to define it, how to grapple with it. And there's not a unified message around it. That's, that seems ripe for Social Sciences dissertation. And that's what led me into it because there weren't any other spaces that weren't mostly other parts, or aspects of the ecosystem today, are highly technical, or regulation-oriented. And this was a space where someone coming from social sciences point of view could really add value. So that's what led me into it, happy to document it more. But that's the background and how I got there. Corail 13:51 I think it's so interesting that you're bringing, as you say, a non-engineer background into a field that is highly engineering-heavy. And we see in Oxford, we talk a lot about the work of Kahneman, for example, and how it mixes psychology and economy and what amazing ideas that created and I feel you coming from a different background is also generating discussion that we don't think the regular engineer doesn't necessarily think about. And I think it's quite beautiful. You talked about the social interest of your parents early on that kind of inspired you. And it's interesting that you went into social acceptance and which encompasses I think many things but also the how people receive what we're producing. Right? And I wanted to ask you a bit more about this because when I think about social acceptance of electric vehicles or electric planes, as of, I don't know, kind of French bias, (inaudible) we talk about how planes are terrible for the environment and we are always thinking about shaming each other in France for how much we travel? I know my aunt for example, is constantly telling me you shouldn't take the plane so often, etc. And so for me, I only see positive outcome, right, for electrifying planes. So why did you, how did you identify social acceptance as a risk? How is it perceived in the industry? Brandon de León 15:19 Yes, it's a great question. And actually, thanks for the chance to add more background because it's not, it wasn't something I was able to include in the dissertation itself, I had to really shrink down that context and generally referred to the study as a study into the acceptance of electric aviation without giving a lot of detail and color. So essentially, in order to understand that better, it's helpful to describe the 2010s and the emergence of the ideas around electric aviation and how it was going to look and feel what the vision was, and who was articulating it. So although there have been decades of research at NASA, in particular from the guy, Mark Moore, is the gentleman I talked to and brainstormed with around ideas, potentially, that could be useful to the ecosystem. So there was quite a lot of work done on the physics and the engineering aspect. But what was interesting is that it didn't come from a lot of technology seemed to come from the defense side, right, where you have the internet, GPS, other things that are developed for military or defense purposes, and then they become commercialized. This is a rare instance where, even though NASA had done prior work, and really help manifest the technology, or the idea around how to use it, it was actually technology, commercial minds, technology and commercial minds that were leading the development of this vision, a particular vision of electric aviation, and they called it urban air mobility, mostly. There were many different names and the names of all the increase since then, in the early 2010s, essentially, you had Google printing tons of money and so just to pick, cherry-pick a specific example, this is not the origin story for the whole ecosystem, but it's a major part of the background. So Google is just minting money, right? And Larry Page starts to make bets. And they're called Alphabet. Now, there's a play on words there. But essentially, Silicon Valley companies that make it that big start to then have to find new avenues to create growth. And these are the bets that they're making. And one of them was autonomous vehicles, right? And today, that's Waymo. And another one that was backed by Larry Page in particular was a company called Kitty Hawk. And it had different names, as in its predecessor phases, but essentially, they were making a two/four passenger air vehicle, and it was all electric. And it looked like nothing you've ever seen before. If I had to describe the inspiration, I think that in many cases, these air vehicles developed by the organization he was backing, or Google was backing. I guess it's more him than Google to be honest, on the on the electric aviation side. And other pioneers of electric aviation in the same timeframe, they kind of looked like scaled up drones, toys, essentially, they're called multicopters in that format. But essentially, the vision was that these were going to be flying taxis. And they were going to be in cities. Now I'm not old enough to remember this in person. But I've read stories about how Delta and United used to have these phenomenal helicopter services where you could catch a helicopter from the top of the Pan Am building in downtown Manhattan, or Midtown and then fly over to JFK, or whatever airport. And that was the heyday of aviation, right when it was really a VIP experience. And this wasn't just New York City, this was San Francisco, tons of other cities have this helicopter service. And it's not really the case anymore outside of a couple non-airline, independent helicopter services in, let's say, New York City for example. And enter Uber, another emerging tech company, who was really ambitious and wanting to really reinvent mobility, not just on the ground, but they also saw an opportunity to play a role in this airspace as well, if you will. And so they took what they knew about ride-hailing and the app and the data that they had seen, all the trips people were taking around urban areas like L.A. and New York and probably better than anyone they fully understood and had the data and the data orientation that a Silicon Valley company would do to understand how there's a huge amount of traffic between this origin and destination. And so airport, if we look back at this helicopter services presents an interesting option. And so they started to, they started a sub-organization or department called Uber Elevate, and they issued a white paper, I think it was 2016, maybe 2017. But the white paper basically articulated a really grand vision for all these air vehicles doing thousands of movements in urban areas a year. So it's a whole new kind of flying, not the wing and tube that we're used to going between over long distances or medium range distances. Brandon de León 19:49 This was a whole different layer of air transport that hadn't been seen before, because presumably, existing small airplanes were, with the capacity of a ground taxi, four, five, six seats or whatever, were too noisy, not comfortable and outdated designs and they couldn't vertically take off. And that's a big difference too is that these new vehicles were supposed to take off and land like a helicopter. So that then unlocked a lot of opportunities to land in urban areas without a massive airfield and runway. And so that was the lower end division in that Uber Elevate white paper. These days, that evolution of that vision has evolved quite a lot and become a lot more mild. To give you one example, there were images circulating around the time of that white paper, where you would imagine a high-rise tower and different levels that would have open bays that the small car-sized air vehicle could fly into horizontally and land or land at a top and then the elevator would move it around. But essentially, it was beehive for these. And that's where social acceptance really became a question. Because if you have that many vehicles flying around in the airspace that's not really used today and they're potentially making a lot of noise because helicopters are super noisy. And that's the best benchmark that we have, even if they're electric and quieter, they're not going to be in silent, then how are people going to react to the noise? How are people going to react to the visual pollution or obstruction to whatever view they have, if you enjoy the city view of Manhattan, it's now going to have a lot of air vehicles in it. If you enjoy the Coastal View, perhaps you'll see a lot of vehicles above the beach, that sort of thing. Social acceptance was early on identified as a risk, something that needed to be dealt with. But how to deal with that wasn't really clear. Riccardo Cosentino 21:29 Brandon, I have a quick follow-up on that. Because it's very interesting how this was a dissertation. So was the final project for the master's degree or for a master in major program management. Can you articulate how you end up picking an industry as a major programme? I'm assuming, I'm paraphrasing a little bit because your study is not about one particular project, one particular company, it's really just societal, and how society is going to who's going to embrace this new technology or not. And so when you were discussing with your supervisor about this topic, how was it received from the academic side because we're all educated, and we're all told my major project is a project about 1 billion dollar/pounds, whatever. But I'm not a believer in that metric. To me, it's, major programmes are about complexity and I think your dissertation fits perfectly that definition, but you must have had some back and forth with your supervisor, or even with some other academics. Brandon de León 22:38 Yeah, it's a great question. And I really thought this was a risk to my dissertation to be fair open to the point of marking, I didn't know if it was going to be received well, that how to articulate this as a mega project or giga project, as I called it. But basically, I think that if we look at the way we presented this content in the course, just to give the listeners an idea, that for most of history, or let's say the last century, there has been increasing focus on these growing, the projects of growing scale and complexity, and cost getting into the billions getting into this, they totally changed traffic patterns in the city or they, if there are huge new bridge or something like that and it's just visually imposing huge civil infrastructure or digital systems that cost a ton or aerospace programs like an A380 Airbus, which is just a mega behemoth of an airplane, right? And if the complexity is clear, super tangible. But I think that's the school of thought that are when we had the great fortune of I think straddling two eras of the faculty at Oxford. And the first chair that we encountered was Bent Flyvbjerg. And he literally wrote the book on this stuff. And so far as the Oxford Handbook for Major or Mega Project Management, and in that, through that lens, or what he helped us understand, it was this more centralized type of project. And then later, we actually had another generation of leadership for the faculty come in with the new chair, Daniel Armanios, and he was very interesting in that he introduced the concept of it not necessarily having to be a centralized, that's a singular entity, the mega project could be distributed, decentralized, even. Right? And so after reading both of their research, I'd actually found that Flyvbjerg and contemporary said, coined the phrase of an array of projects. And I thought that fits this. This is actually exactly what I need to articulate how this is a large, complex project, although it's effectively being built in a decentralized manner and actually, quite extremely decentralized manner. There are over 800 different organizations that have released a concept for an electric aviation or electric air vehicle of some kind or another. There's this nonprofit that tracks the industry and most of the funding is with a handful and most ofthe technical progress is at a handful, but the reality is that there is a massive number of companies that intend to enter this space. And essentially, by building these vehicles, they're having to also engage regulators and build the regulatory envelope for this to actually happen. And then also go out and entertain cities and get them on side. They even let it fly. So ultimately, what they're all building towards is a central vision, even though it's moderated a bit since the over white paper in the beehive towers in the city, what they're actually when you step back and look at it all, what's actually being constructed, is something quite central. And that is a layer of air transportation, a new air transportation system that doesn't exist today. Because electrics, there's no charging out there. It's also and this is the part I didn't really get to yet is that a lot of the companies want to get towards autonomy. Some people might know already, there's a pilot shortage historically, pilots are now being paid very well, after having years and years of declining. That's not the case anymore. There's a vast shortage of pilots today. But also, if you're looking at technically looking at these vehicles through a technical lens, from a physics point of view, the energy density in lithium ion batteries or automotive grade, especially. But even research batteries, they're still limited compared to typical combustion fuels, hydrocarbon fuels, in so much in how much energy they can carry per kilogram. And if you're in aerospace where every gram matters, it's critical that you lighten the vehicle, because it's a trade-off for payload and revenue. And so although electric vehicles have started to scale up the production of lithium-ion batteries and automotive grade electric batteries have really gotten cheaper and better energy density so they're improving every day, in labs across the world they're still just crossing the threshold where they're useful in the air and just unlocking short-range missions. So this is a new, this is a new transport layer that is just becoming feasible in the late 2010s and still in development. So that's where I basically come back to your point, which is it's not a central program, it's definitely super distributed and decentralized, but they're all building in essentially a common vision of electric air transport that doesn't exist today. Riccardo Cosentino 27:21 Okay, one more question that on that note, and then I'll pass it back to Corail. As an industry, I mean, where would you position it in the developmental phases of an industry? And maybe, if you could make a comparison, we always go back to the internet, right? So every time there's a new revolutionary technology, we always say, yeah, think of the internet in 1995 or finger the internet in the 2000. On that basis, so with that in mind, where would you place this industry in the developmental arch? Brandon de León 27:59 Yeah, maybe if I could go a few years before the internet just for a comparison that rings harder in my mind is mobile phones. I think we're at the place, there's a famous study from McKinsey that I'll get the number wrong slightly. But I think that they hint here McKinsey did a study for AT&T, I think it was where they predicted in the early 90s roundabout then that the maximum total addressable market for mobile phones is 900,000 Americans. I think we're at that stage with electric aviation. And I don't mean that in the, to poke fun at our friends at McKinsey, I know we all have some, anyway, consulting generally. But I think that it is impossible to anticipate the actual scale that this will be deployed at over time. And I say that because if you look at this technology, the business model for many companies is not clear yet. So I think that's, once the technology is ready, we're at the point where the technology is only just becoming certified. And even with helping hands from governments that are eager to be technology leaders in Q4, right about Q4 last year, the first electric vertical takeoff and landing vehicle certified anywhere in the world was certified in China. And just this month, the first one was transacted to a Japanese customer from another company in China for demonstration flights at the upcoming expo, World Expo in Osaka. Nothing's actually, there's no revenue yet. Unless you talk about small revenue regimes from Defense Departments and things like that to help with the testing and helping R&D funds. So we're really pre-commercialization. And that's precisely why I wanted to jump in for the dissertation into this space. And I thought it was really rich picking for that study-wise because what we hear in the program and all the things we've learned about mega project management and so on, is that when did they go wrong, if not in execution mostly in the planning phases in the earliest phases. So this was a huge opportunity to talk to people across the G7 really across OEMs, regulators, infrastructure companies and so on. Even NGOs. And to get a sense for okay, where's everyone's head at individually and collectively. What's the sense for how they're all thinking about this particular aspect? Social acceptance of a new technology? Yeah. And so that's, I think lends itself to the study, but super early is the answer to the question in a couple of words. Riccardo Cosentino 30:19 Thank you. Corail 30:20 Brandon, that's really interesting. And to go back to your dissertation, I think you were planning to interview 10 leaders and you ended up with 29 interviews. I think it shows the real interest that it sparked amongst the leader in that industry. And do you feel like they got interested because this is a topic that they didn't necessarily so much sought about? And they wanted to discuss more with you? Or was it very much a risk that was very present in their minds? And you just found that they had already thought about a lot of solutions to raising social acceptance? Brandon de León 30:59 Yeah, it's a fair question. You're absolutely right. My ambition was 10. I accidentally overshot that by three times. I paid for that on the back end, when it came to actually giving the proper level of attention to the data analysis and cleaning the data from the interviews. Yeah, that was, it was quite a heavy fall. But it was really a pleasure to, because once I started to talk to people in the space, Dr. Mark Moore and I had engaged over LinkedIn, of course, and email and then had a call. But I think that really, I realized early on, and one of the things that I picked up on from one of the faculty members, Dr. Harvey Mahler, was that observation can actually be a part of your research. And I thought, let me, let me go to at least one event where these people gather and just see what's the level of discourse? Is this really a risk? Or is it just something that I see in their social media content or things like that, and I was really lucky, because there were three major industry events, if I can call them that, that were happening right around the time I was doing my dissertation and or the early stages of it. And so I went to London to eVTOL Insights London Conference and it was very much inside baseball, you had the top leaders from the companies that were trying to develop and certify these air vehicles. But you also had the leading regulators, globally for aerospace were there, it was really interesting to just, fascinating to hear the conversation between them. But what I picked up on was that acceptance came up, it was, in some cases a footnote. In other cases, it was a panel topic. But it was never, there was only such a limited depth that could be accomplished in that format. And having chatted with Dr. Mark Moore, having seen that in person in London, but also at Revolution Aero, which is another major event in Dublin, I realized that there, there's not a lot of exploration of this topic, if this is essentially the limit of it. And there are other podcasts in the industry too, that I've listened to where it maybe it gets explored a little bit more, but usually, it's pretty, pretty limited how much people can talk about this, because the overwhelming focus right now is to use every dollar of investment. And right now there's over $15 billion, I think it's over 18 at last count, invested in this space, mainly in the vehicle developers, that will in the future produce these electric air vehicles, essentially, the ones that are just planning to actually produce the vehicles, a lot of them aren't necessarily interested in acceptance, that's something they consider a responsibility of the operator to go out and develop acceptance wherever they plan to operate the vehicles. The operator meaning like airline, essentially. And then the other case, some vehicle developers or pureplay operators, they see the acceptance risk a lot more clearly. And in some cases, they've experienced it before with their traditional air vehicles. Brandon de León 33:42 So I think, for me, it became clearer and clearer that this was both interesting for me, and potentially helpful for them to have a longer form conversation, the average interview was something like 45 minutes to an hour, someone as long as two hours a couple of them, when as long as two hours, I made the coding quite a long process. But it was super insightful for me. And I felt really privileged. As I was reaching out to people, the reception I was getting was quite strong. I thought 10 was going to be the high end and also a significant enough sample that would make the research worthwhile and meaningful. But then actually, I started to realize that if there's greater interest, I'm happy to expand that to a larger number, especially if it allows me to get perspectives from multiple people representing the different sides of the ecosystem. So like I mentioned, regulators, not just in Europe, but also in North America. And also OEMs, not just in Europe, but from North America as well. So a lot of the funding sits in North America right now. And depending on who you ask the technological leaders, some of them are in Germany, some of them are also in California and Silicon Valley, and so on. So I didn't want to represent just one small pocket of the ecosystem because again, it's a larger array globally. If I could do a better job of capturing those points of view from a European point of view as well as an American point of view, I wanted to do that. And so that ended up getting me to nearly 30 interviews pretty quickly. That's how it grew so fast. Corail 33:44 I think it's fantastic. And there must have been so much work to just code this amount of interview, I just cannot imagine in the limited amount of time we have to do this dissertation. It's a lot. So congratulations. Brandon de León 35:26 Thank you. Corail 35:27 So can you share with us then how so I wanted to ask you, Brandon, how did this leader define the risk? And what were the solution that they were putting forward? Brandon de León 35:39 It's a great question. I think maybe the step back as a precursor, or the best example of what they were trying to do before was helicopter services from decades ago. And if you live in New York City, or Sao Paulo, or Hong Kong, helicopter services are not an infrequent site. So there are places in the world where it's still quite common. It's just that in the U.S. we, being American, that's sort of my bias, those services had dwindled. After there was a famous incident in New York City at the top of the Pan Am building, I think it was bad weather that affected the helicopter landing. Long story short, one helicopter did a particularly bad job landing, and crashed onto the rooftop. And when it did, a propeller went this way. Another one fell to the ground, I believe it was or some debris fell to the ground and killed the young lady. The other one might have injured someone when it flew into a nearby building. This was, I didn't read the entire history of this industry, the helicopter service industry. But what I can tell you is that if you look at the old timetables and the brochures, being a historical geek and an aviation geek have done more than my fair share that there are very clearly helicopter services advertised in most, in a lot of major metropolitan areas from these mainstream airline names we all know and love today, or despise today, depending on what you think of it. But anyways, the reality is that those services dwindling, I think, in part happened, because there were restrictions put in place, when you had an incident like that it captured the attention of the public around, probably not just that city, probably not just the U.S., perhaps major cities around the world, especially as news could spread wherever the American newspapers are read. So I think that that put a little bit of ice on helicopter services. And so today, if you look at Blade, which is an operator that works does fly from Manhattan over to JFK, for example, to do the airport shuttle type use case, I believe they take off on the perimeter of Manhattan, they're not, they're just off on those waterfront, they're not on top of some building in the middle of the city. So things have definitely changed. And so when it came to acceptance and how they view it, one was, there was this precedent for things going wrong. And if things go wrong, it can really pause an industry. So making sure perceptions are warmed up to the idea of this happening again, because what they're talking about doing is literally lending in many different places across downtown Manhattan, for example of the island of Manhattan, actually being able to pop down on different buildings, but also perhaps green spaces or whatever, wherever they can place what they call a vertiport, which looks a lot to normal person, like a heliport, small helipad with a V instead of an H. There are other things there. The industry insiders will tell you, there's a lot more to it. And there is charging equipment and storage and things like that. But all that to say what the vision was in 2016-17, when Uber was hosting these huge industry segments with 72 experts one year and hundreds the next year to try and really build steam around this vision of urban air mobility. They knew they had an uphill battle. And then on top of that helicopters are famously extremely noisy. That's part of why they have limited routes that they can fly. The other part, of course, is safety and things like that there. If you look at London, I think there's one main helicopter route through the whole of London that goes, basically follows the river, for the most part. And then I think the only operational heliport inside core London, that's not a hospital for an air ambulance is essentially on the reverse side, too. So helicopters are really limited in where they could go, partly because of the noise, but other you know, fears, safety and things like that. And so that's essentially, what captivated the interests of the industry participants most was how do we reduce noise through technical innovation, better propeller design, electric motors are inherently quiet, they're not jet engines. Even if you hear things build as for marketing purposes, and electric jet, it's quite different. It's more of a fan. So I think that they saw an opportunity with electric propulsion to be much quieter, and also more safer, ironically, because you can put many more electric motors and propellers. So if one goes down, you're not worried about that you can still safely land the vehicle and then yes, I think basically centered around noise primarily because the industry insiders knew that, fundamentally, the vehicle was safer, more resilient, more robust, more redundant, if you will, with different electric motors and propellers, a higher number, some have six, some have eight, some have 12 propellers built into the vehicle design. So if one fails, it's really not a major issue for most of the format's of these electric air vehicles. But getting people to warm up to the idea of it was a real risk the way they see it. Riccardo Cosentino 40:29 So Brandon, obviously, this is a podcast about your dissertation. And you wouldn't, you wouldn't have a dissertation without a conclusion and some findings. What were your key findings? Brandon de León 40:40 It's a good, I think that so if I, my research question largely centered around how do these executives from all over the ecosystem, all sides of it, essentially define social acceptance? Who and what do they think drives it? And then also, effectively how they plan to approach it? Right? So how do they think that they can maximize social acceptance and minimize social rejection? And the primary finding I found in the case of the first question was, there is no single definition for acceptance. People describe it differently. You'll hear things like regulatory acceptance, social acceptance, of course, public acceptance, community acceptance, market acceptance. So it depends on the mentality of the person and what they're responsible for, and what they're interested in. So if you're looking holistically, you could argue that it's social acceptance, but some of them, a lot of them necessarily focus in on the stakeholders that are closest to the activities that are proposed. And first and foremost, these vehicles have to be certified in a very rigorous process, the organization's have to, as well. So regulators are front of mind. And then market acceptance, of course, they think there has to be some demand, whatever their chosen business model, whether it's airport shuttles or other things. So they look at it through those different lenses. But when you're at a conference, those are sometimes thrown around as synonyms. And people innately understand the acceptance, that means other people being okay with this, but who they're concerned with. And the degree of embrace is something that I found varies quite broadly. And I think what's interesting is, even with that said, it's kind of there's a structure, there's always a question of who are they talking about we're concerned with, and then what's the degree of embrace, and that was a common thread, and their different phraseology, if I can call it that. And then so far as who and what drives it, if you look at a template stakeholder map, this is a lot of the literature around stakeholder management is written by Dr. Friedman. And Dr. Friedman has multiple books on the topic, he's the most cited guy in the field. And I tried to stick to these bedrock, most cited folks in these different disciplines because I felt like you said, this is quite an ambiguous space I'm diving into, I need to anchor myself to really key literature here. And so there's a beautiful map of stakeholders, and he breaks them into primary and secondary. So we call primary stakeholders, essentially, everyone who's in the value chain, plus government and community. So the people, we're directly interfacing with whatever you're doing, plus the people helping you produce it, and finance essentially. So most of the industry is focused on primary stakeholders. And I think operators are a little bit more aware of the secondary stakeholders, but through the interviews, the 29 different executives, we touched on every one of them got covered at least once. So although there was an overwhelming focus on primary stakeholders, naturally, there was an awareness of an interest in getting all stakeholders on board. And so they defined it very differently. But when you ask them who they needed to actually get to accept, it was pretty comprehensive. So no surprise, these people were executives in this industry, or in adjacent industries that made them relevant for joining these jobs for decades, right? They have, I think, on average, almost two decades of experience, many have masters and doctorates. They've done this before, or at least led businesses before and are aware of the spectrum of stakeholders that they need to talk to. What I had hoped to get into, and maybe this is because I was just coming out of academia with that hat on was the nuts and bolts of human thinking and decision making around taking this vehicle or this airport shuttle or not. We didn't quite get into that. I think that what I quickly understood was that the level of discourse didn't go that deep yet. And so I was asking you about which bias do you think plays a role in the decision to take this air shuttle or not to the airport? And after a couple of interviews, I realized, okay, let me bring it back up a level and further define, really who's involved and who's being mentioned the most, who's most important or seen as most important? And that's about as far as I could go in that space. There was a fourth question, I omitted it earlier, but essentially it was to what degree is acceptance a risk and simple to say most of them surprisingly, there was a lot of actual alignment here, social acceptance was considered a risk but also a high risk, I think partly because of the helicopter service example, in Manhattan. And also just generally helicopter services being so restricted over decades that they, everyone in this space has seen, made it really clear that they need to do a lot of work on the side. But what was interesting to me is a few of them went further and said it was existential to the industry. And again, thinking back to that Manhattan rooftop, you can imagine why they might think that because if public opinion turns against the industry, there's no writers, there's no financing. And then it's not a great day for the participants in the industry. So that one was pretty clear. And then the other one was sort of how to maximize social acceptance. And that was really fascinating for me to hear. Because again, I was talking to people on all sides, there were some people who were in marketing, communications, leadership roles. There were other people that were in, essentially engineering leadership roles. What was fascinating is that, essentially, they all largely saw the demonstration flights as a major win that were happening. There were limited demonstration flights happening by a couple of companies that were making sure that they were being seen as leaders in this space, and then also taking advantage of being first mover at certain major events. So for example, last was it, I forget the month, I think it was June, I was able to go to the Paris Air Show. And there was a company from Germany called Volocopter, who was led by a former Airbus executive. And they were flying their two seater prototype called the VoloCity. And this is the one that's supposed to appear during the Olympic Games this year and do some flights over Paris as well. On this day, it was flying over the airfield Le Bourget in north of Paris, which is in aviation history, it's a fascinating place tons of history, museums there, Charles Lindbergh landed there when he did this transatlantic flight. Anyways, long story short, to see this electric multicopter. Aircraft take off and fly over the airfield was really cool for me, because of my research. But also, it was stunning, because even though I have worked for decade-plus in electric vehicles, and I know just how quiet electric transport can be, I was shocked that I couldn't hear it, it was inaudible, from a very short distance away. Doesn't make any sense in the mind. It doesn't compute, it should be audible. It's not once it's maybe a football field away, in my personal sense. And so I think that what, what they were getting on to is what I experienced at Tesla, which is the technology, if it's really good, is convincing on its own, all you have to do is show people allow them to drive an electric car allow them to go to an air show and see this thing flying. And understand that it's, it feels silent from most places. And I think they're definitely onto something with that. Others went further to say we need to do education campaigns, I think that generally the spirit is roughly the same. But when asked to diagnose the state of acceptance building, most of them agreed that not much has been done or not enough has been done there. Some companies have gone on like 60 minutes and other major news shows for a segment to talk about flying cars, or flying taxis and these sorts of things. Because it's interesting and cool that there's some new innovative air vehicle. But other than that, and social media content, which really only gets to their followers, few had gone out of those. And more is happening now happy to talk about that in a minute. But essentially, that those were the four areas that I asked about, and was able to get concrete answers and learn what their perspectives were. Corail 48:32 That's great. Brandon, I wanted to ask you, like you said that a lot of them flagged this risk as a critical risk. And yet one of your one of your notes in your dissertation is that yeah, there is very little that is done about it. And as you're saying it's starting to increase, and we have the Olympic Games coming in Paris, and potentially, I'd love you to talk more about this and what will happen during the games. But first, why do you think so little is done if it's seen as this important risk that needs to be managed early on? Brandon de León 49:07 Yeah, it's a fair one. And also, it was the thing that perplex me coming out of the dissertation. Obviously, in the month since doing the dissertation. I've had more time to digest it and think about it. And to factor in more of their point of view, I think. But essentially, and also last week I was able to join one last conference in my roadshow, if you will, to see what had changed since I had done the conferences about a year ago. And I think the short answer, if I were to speak for them, what they would say is that acceptance is important, valuable, meaningful and critical when we get to commercialization. But right now, the reality is that most companies don't have enough money to make it to commercialization. They're staring down their coffers and they don't see enough financial runway and funding left to potentially even get through certification. Some of them have just enough to get there. But it's very clear that almost all them if not all of them are going to have to go back and raise more funds. So when the funds are that precious, they're looking at how do we maximize every dollar, or euro or pound, right? And in those cases, essentially the critical milestone they need to get to to show that they have a viable product and business insofar as at least producing these vehicles, if not, to operate themselves to sell to someone else to operate, is to get certification, or to show meaningful certification path progress, and it's no small task. So just to give you a taste, they have to prove that they can, they're certified design organization, that they have a production method that can make exact copies over and over again, and this has to be signed off by the regulator, this is not something they can self certify, like in much of the automotive space, which is also highly regulated, it's still a fraction of the regulation level of aviation. And then even once they get the design, organization approval, and the production organization approval, and I might be getting my words a little bit wrong here. So aviation experts don't scare me. But essentially, they also have to be able to get an approval that they have processes in place that are certified for maintenance, repair, and overhaul, just to name a few. There's other things that they actually have to get certified for. But essentially, getting those things, those ducks in a row is billions of dollars. And again, if the whole industry has, let's call it 18 billion and counting, and there's over 800 players, you can imagine most of them aren't going to make that. And even the ones that have raised money, they've burned billions in many cases already. There are major, let's say, some of the companies that have raised the most funds in Europe, for example, have about 12 months of runway, but they still have more than 12 months to get to certification potentially. So I think that they're resource-constrained and focused on the core next milestone but, to your point, I think it's also because it's a fuzzy topic. It's not really clear who's responsible for it and then who should be spending money on it, and if one company alone can do it. And there's other interesting things that I uncovered into the research in the financial filings of some of the companies that have gone public through IPOs, or specs in recent years. Some of them consider developing public acceptance as a potential risk to their first mover advantage, because it'll benefit the whole industry and their competitors too, in that subset, right or in that collective. So while they see it as a good thing to do, from a social point of view. And maybe even from a business point of view, they can appreciate that it would be helpful to reduce some friction in the future. I think they're betting that it's overcomable. And they're biasing towards maintaining a first mover advantage if they can do. Our research from literature and social sciences would argue that maybe that's not the best balance, happy to talk about that more. But essentially, they're taking a pretty big bet there that they're going to launch. And then be able to build awareness, convert people to believers, and interested customers, at least as fast as they can produce vehicles and put them into servers and build capacity. So I think that's where it's a bit of a risk is that if they don't start to build awareness, early, the lag, there's a time lag between building awareness and first awareness and actually being willing to use a service. Not everyone's an innovator, early adopter. And I think they're counting on the fact that they're going to have a slow ramp. So they're not going to be over capacity. They're going to have more than enough innovators and early adopters that are willing to take their services, or use these vehicles. And they rather maintain the first mover advantage, largely not everyone, but most people seem to be acting in that way. Corail 53:40 Okay, I guess I have one final question. I'm really intrigued about what you're thinking about the opportunity that the Olympic Games are representing in Paris for this industry? Are you excited to see something in the air at that time? Please, tell me what are your thoughts on the games coming? Brandon de León 54:01 Oh, yes, sorry. I missed that point entirely. Thanks for making sure I answered. So I think, yeah, it's a fantastic point. Because, for better or for worse, you can hate or love the Olympics, right? There's a lot of debate around that. But I think that the reality is major sporting events of other types, and just major events generally, whether it's a Swiftie concert, or whatever, that is a prime opportunity to build awareness and plant those seeds if you can get your product in front of that audience. It's massive for any business, right? This is why in the U.S., you see companies paying millions and millions and millions for 30 seconds during the Super Bowl, which is our American Football Championship, right? Every year. And it's the same thing is at play here. And so, the Paris Olympics are very interesting because Paris as of late, especially, has been a city that is very intent, with the city leadership on improving quality of life, introducing better transport, a lot more biking paths and making it just easier to use, to a more livable city, let's say it that way., I'm living here in the Netherlands bicycles are a way of life. And the people who are pushing the bicycle culture and infrastructure and urban planning from the Netherlands point of view at the universities and Amsterdam and other places, Paris is one of their favorite cases to point to. I think more people this week or this month, it was reported, more people were biking than driving in Paris for the first time in known history since I guess the advent of automotive. So I think it's really exciting time in Paris, but also Paris is also known for and France, too, for being unabashed in protecting their culture and also making sure that their perspectives are respected. And so you see a lot of this in sort of the way from the space I work in. Now with SUVs, one of the things I've noticed and seen is a policy around SUVs, where I think it's a proposal or it's gone into effect now, where SUVs will pay more for parking in the city. So what happens and where this comes into play with the Olympics is that for years, people have been in the industry targeting the Paris Olympics as a launch point some other some companies that were planning on doing flights at the Paris Olympics in this summer in 2024 realize they weren't going to make it in time technically, to be ready to fly. But this particular company called Volocopter, that I've mentioned before, out of Germany, they're very keen on demonstrating again, they were the ones that flew the Paris Air Show last time, and they've since done a massive amount of flights in the U.S. going around different cities and stuff on a roadshow. So they're very eager to build awareness, which results from this researcher's point of view, of course, and they see the Olympics as an iconic moment, because they're European company. They're very much proud of that. And also, if you look at the history of Airbus, Airbus was a European project, Pan European right parts come from all over Europe to build those planes. And this is maybe a second coming of Airbus in so many ways, in this new air transport world. And so it's super symbolic to be able to fly at Paris, in front of the crowds of Olympic spectators, not just at Paris airshow where you have a lot of aviation, aware or interested or geeky type folks, or people who work in the industry. It's a home field advantage when you're flying above that crowd. But when you put it in front of the Olympic audience, that's a whole nother level of magnitude and exposure and media coverage. And so that can do wonders for the company and change its fundraising prospects, it's runway and its ability to develop future products and launch into other markets and really, potentially accelerated and develop its first mover advantage, too. So it's huge. What's interesting is in September, the Paris city council acting on complaints from citizens about this plan of that air vehicle flying there now, I would say negotiations is not very clear what conversations are happening. But it was brought into question whether they're actually going to be allowed to fly over the city, whether or not they can get certified in time to do it. And that last check, I believe the CEO was reported as saying that they might not launch in July as originally hoped if the certification doesn't come on time. But they're hoping at least to be able to do it in August for the Paralympics. So there's a nonzero chance that they don't get to fly. That could happen. And that would be for them, I think they would class that as a really big disappointment, a missed opportunity, and so on. And also an opportunity for Europe and Paris, the show itself as a showcase for innovation in the space and air transport. So I think it's really interesting when you look at these big events, because they present such an opportunity. It's clear to the commercial side that they're chasing it. But what really validated my research was that social acceptance came up as an interesting issue already, before the first vehicle flies. And like I mentioned before, the next plans are also around big events, the World Expo in Osaka. Next year in 2025, this was to be flights. And in 2028 in Los Angeles for the Olympics there. Other companies from the US are also planning to fly. So yeah, social acceptance is already showing itself as a key risk. Corail 58:58 Yeah, that's crazy. It's kind of a live case study. For your (inaudible). The images you put in your executive summary of this electric planes flying were incredible. I have to admit, I didn't even know that it was already existing. and they were already flying planes, electric flying planes. So that was great. And I will be in Paris this summer, and I crossed all my fingers, that social acceptance is not blocking this line from playing because I want to be there and look at them. Brandon de León 59:34 Same here. Corail 59:35 Well, thank you so much, Brandon. I think I don't know Riccardo, if you have a closing question, or, but I think... Riccardo Cosentino 59:42 No, that's no, I think no, I'll leave it with you. Close. Corail 59:46 Yeah. I think Brandon, that was fantastic. We learned so much. Although I read your entire dissertation. It was super interesting and fascinating. And I feel that you gave us even more explanations and stories in thepodcast. So thank you so much for being generous with all your knowledge. And yeah, I wish you the best in your career, really. Brandon de León 1:00:07 Thank you guys. Thanks for having me. Riccardo Cosentino 1:00:08 Thank you, Brandon. And thank you, Corail, for co-hosting the episode today. It's always an honor having you as my co-host, and there'll be hopefully more opportunities. And Brandon it's always a pleasure chatting with you. Brandon de León 1:00:21 Likewise. Take care, guys. Riccardo Co
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