If I may, commercial aviation has a relatively small impact at the moment. I think it's around 3% or 4% of the overall global emission. The problem is, if you increase the number of aircraft, then the expectations, hopes, provisions, are that the number of airliners will sort of double within the next 20 years when you have markets like India and China that are developing, because you have middle-class people and they want to travel, they want to do things. The number of aircraft will grow, so the potential for the amount of carbon monoxide and other pollutants will sort of double from 3% to 6%. You're looking at an increase, but it's still relatively small. It's a huge amount, but it's still relatively small compared to the rest. Whether or not there will be an impact on that.... Well, there will be some impact.
In terms of causing problems through export, because we mainly export our aircraft, we don't use as many aircraft as we produce. That's the difference. It's a fairly small percentage—it's hard to say. I have the feeling that it probably won't have too much of an impact because if you look at the new Bombardier CSeries, it was designed to be fuel-efficient because it's good for the industry.
There are two aspects here. The industry realizes they must have fuel-efficient aircraft in order to sell the aircraft and use the aircraft. It's also very good for them from a PR point of view, if I can use that expression, to have greener aircraft. It makes them look better and everyone wants that, so it's a bit of a win-win situation. They want fuel-efficient aircraft because they're cheaper, and they want greener aircraft because it makes them look good. Their new CSeries is sort of a winner in both cases. That's one thing they're trying to push—that it's a green aircraft, it's a modern aircraft, very fuel-efficient, it will have less impact—and the market is growing. Therefore, buy our aircraft; it's much more fuel-efficient and much better than the old clunkers you are using now.