Between heaven and earth: The legal challenges of human space travel

Since the first space object was launched into orbit in 1957, humankind has been engaged in a constant effort to realise ever more ambitious plans for space travel. Probably the single most important element in this ongoing evolution is the development of technology capable of transporting large numbers of passengers into outer space on a commercial basis. Within the foreseeable future, space will no longer be the sole domain of professionally trained astronauts or the exceptionally wealthy.The prospects for both suborbital and orbital private human access to space give rise to some interesting and difficult legal questions. It also opens up an exciting opportunity to develop an adequate system of legal regulation to deal with these activities. The existing international legal regimes covering air and space activities are not well suited to large-scale commercial access to space, largely because they were developed at a time when such activities were not a principal consideration in the mind of the drafters. The lack of legal clarity represents a major challenge and must be addressed as soon as possible, to provide for appropriate standards and further encourage (not discourage) such activities.This article will examine some of the more pressing legal issues associated with the regulation of space transportation of passengers on a commercial basis, seen in the light of Article 1 of the Outer Space Treaty of 1967, which states that the ‘exploration and use of outer space […] shall be carried out for the benefit and in the interests of all countries […] and shall be the province of all mankind’. An appropriate balance must be found between the commercial and technological opportunities that will arise and the principles upon which the development of international space law have thus far been based.     

A Ticket pricing strategy for an oligopolistic space tourism market

It is important for any new launch system to develop a successful pricing strategy and to optimize launch system parameters to receive a high economic profit. A question arises, what will happen when an existing suborbital flight market (the first likely to be established in space) is interfered with by a new established orbital flight market for space tourism. There is a risk that the suborbital space tourism market could be almost instantly displaced when a product capable of reaching orbit was introduced. This is best discussed using the following three cases whose results are presented in this paper. Case A presents a ticket pricing strategy for a suborbital and orbital vehicle if the two vehicles do not compete in the same market. Case B shows the necessary ticket pricing strategy for a suborbital vehicle if there is competition from an orbital flight operator. However, the suborbital vehicle would not be able to keep up with a drop in ticket prices due to its obsolete characteristics. Thus, the suborbital vehicle would be forced to stop operation in the year when flight costs became higher than flight receipts as shown in case C.     

Advantages and disadvantages of prizes in a portfolio of financial incentives for space activities

The National Aeronautics and Space Administration (NASA) has proposed to use financial prizes to encourage innovation in space technology. Public debate about the use of prizes questions their effectiveness, the role of government compared with the private sector in administering prizes—for example, the Ansari X-Prize for human suborbital flight was privately funded and administered—and other issues that are likely to influence the success of this approach.     

Exploration for the masses? Or joyrides for the ultra-rich? Prospects for space tourism

A space tourism industry appears to be about to take off. Businesses have announced plans to launch people into suborbital space for $200,000/person, with flights beginning as early as 2008. A brief review of the history of the idea of space tourism over the past four decades—and an awareness that many ventures have quietly shelved their grandiose plans—might aid thinking about the prospects for development of a safe and thriving space tourism industry. Today's space tourism model emphases the concept of luxury, and the lifestyle of hyper-consumption. It may be worth considering whether and how this conception of space tourism might affect the future of space exploration.     

The future regulation of suborbital flight in Europe

The EU 7th Framework Project FAST20XX [1] aimed to enlarge the foundations of suborbital high-speed transportation in a wide variety of fields. One of the key issues of this project was to outline a desirable regulatory framework that would best serve the interests of all European stakeholders in this new activity.     

Life-sciences research opportunities in commercial suborbital space flight

Commercial suborbital space flights will reach altitudes above 100 km, with 3–5 min of weightlessness bracketed by high-g launch and landing phases. The proposed frequency of these flights, and the large passenger population, present interesting opportunities for researchers in the life sciences. The characteristics of suborbital flight are between those of parabolic and orbital flights, opening up new scientific possibilities and easing the burden for obtaining access to 0g.     

From suborbital space tourism to commercial personal spaceflight

Excellent essays have been recently published on the profitability and the future of space tourism. This paper is intended to supplement the considerations in this field and emphasizes the further potential evolution of commercial personal spaceflights. Indeed, based upon work done at the International Space University (ISU) the oligopolistic character of suborbital space tourism has been linked to marketing and product life cycle (PLC) considerations and has led to the thesis that space tourism as a profitable sector will require a follow-on strategy. Orbital space tourism, on one hand, could become an extension of the PLC but, on the other hand, it is assumed that point-to-point (P2P) commercial space transport will become the long term sustainable market. Without ignoring technical challenges, this paper will mainly concentrate on marketing and commercial aspects of personal spaceflight.     

Developing countries and space: From awareness to participation

As space commercialization is becoming a reality, and with the growing tendency for such activity to be transferred to the private sector, it is time for developing countries to assume a role in space. Space law could be of help if the interpretation of terms such as ‘common heritage’ were agreed on and sensible rules for the regulation of competition in space elaborated. But it is up to the developing states themselves to become aware of the situation, educate their public and train their personnel through participation in cooperative space ventures with the developed world.     

Relevance of the futron/zogby survey conclusions to the current space tourism industry

Thanks to recent technological achievements such as Burt Rutan's SpaceShipOne in 2004, Bigelow's Genesis I in July 2006 and Genesis II in July 2007 and the success of space adventures’ flights to the ISS, space tourism is leaving the realm of science-fiction. It is now becoming increasingly familiar to the general public and even recognized by institutional bodies. The Futron/Zogby survey, revised in 2006 and completed with the 2006. Adventurers survey constitutes a good basis to understanding the characteristics of the nascent suborbital market and the profile of the potential customers for both suborbital and orbital travel. The previsions of these studies will be contrasted with recent market and customers’ data that was not available at the time.     

The challenges and opportunities of a commercial human spaceflight mission to the ISS

ESA astronauts' ISS flight opportunities are considered as a vital source to meet the utilisation, operation and political objectives that Europe has established for participating in the International Space Station programme. Recent internal ESA assessments have demonstrated that a rate of three flights per year for European Astronauts should be maintained as a minimum objective. The current flight rate is lower than this. In order to improve this situation, in the context of the activation of the ESA ISS Commercialisation programme, ESA is developing the conditions for the establishment of commercially based human spaceflights with the financial support of both ESA and the private sector or, in the future, only the latter. ESA is working in a Partnership with the space industry to facilitate the implementation of such projects and support customers with a range of end-to-end commercial services. The opportunities and challenges of a "commercial human spaceflight", involving a member of the European Astronaut Corps, or a privately employed flight participant, are discussed here.     

Suborbital and low-thermospheric experiments using sounding rockets in Taiwan

The suborbital flight is a kind of flight, which reaches the space and then comes back to ground without completing one orbital revolution. The atmospheric thermosphere extends from 85 km to 600 km in altitude. Therefore, the suborbital and low-thermospheric experiments to be performed at altitude below 300 km can be combined using the sounding rocket. These experiments include rocket staging, fairing separation, ultrasonic flight, reentry, aerobrake and recovery test, ultraviolet and ionization observations, ozone measurement, etc. The advent of Taiwan's sub-orbital and thermospheric experiments project can be traced back to 1997. This is the year Taiwan's National Space Organization (NSPO) was assigned to be responsible for procuring the sounding rocket for applications in science experiments and space technology research effort. From 1997 to 2010, 8 launches have been completed including one experimental hybrid rocket. All onboard instruments and sensors for sub-orbital and low-thermospheric experiments are developed and integrated by the domestic universities. More launches have been planned in the future. Opportunities for international cooperation in developing new instruments and payloads for future experiments will be possible.     

A Study on the Trend of China's Space Legislation

The slow progress and lack of fundamental breakthroughs in legislative practices are an important subject for China's space legislation. Oriented by the idea to formulate China's space law as soon as possible, it is necessary to solve five key issues. In the national policy, it is needful not only to implement China's space policy and promote the development of the space industry in depth, but also to advance the deep integration of military and civil application in space field. In terms of legal orientation, three features should be reflected upon, including the functional integration of public and private laws, the balance of regulation by substantive and procedural laws, and the effective coordination of domestic and international laws. To this end, both top-level design and implementation should be paid close attention to in order to achieve significant progress in China's space legislation.     

Space and modernity: 50 years on

As we celebrate the 50th anniversary of the start of spaceflight and of the initiation of European integration, both these symbols of modernity seem to have stalled. We have learnt that some forms of modernity bore a heavy price, such as environmental issues. The social value of ‘progress’ has changed; this affects the types of programme that publics support. Although prestige may still be important to new spacefaring nations, it is the utility of space technology in solving terrestrial problems that is most important, while economic changes, which have made government funding tighter, have opened the door to private initiatives. As we enter the 21st century, we can still be proud of our achievements in space, but we must understand that the reasons we pursue such activity has changed.     

The European Defence Agency and EU military space policy: Whose space odyssey?

This paper analyses the growing involvement of the European Defence Agency (EA) in the field of space, suggesting that this is symptomatic of the greater importance now being placed on military space by the European Union. It charts the history of the agency in general and its role in space in particular, delineating the many synergetic relations it has with other space-related institutions at EU level. It argues that EDA is as much a response to socioeconomic as strategic considerations, and that it acts to protect European competitiveness in the arms field, thereby highlighting the rising significance of EU military space policy for European security and military institutions.     

Better ways of getting into the space business: microeconomic reform in Australian space affairs

This personal view of trends in global space enterprise suggests that, unless they adapt and re-structure, large-scale national and regional space agencies built on traditional lines may struggle to survive, at least in the developed world. With the growing maturity of speculative private sector space initiatives, the role of traditional space agencies as project managers and mediators between providers and the market may become redundant, while in the absence of a cogent national security argument, public interest in space is no longer to be relied upon to deliver large national space budgets. Australia’s newest space mission, the FedSat scientific microsatellite, was announced at the same time as the former national space program was terminated. This process and its consequences are examined as an instance of microeconomic reform, which seeks to improve productivity and competitiveness by producing a regulatory and infrastructure environment that gives business more flexibility. Historical circumstances unique to Australia may have contributed to this change of direction, but many contributing elements also apply elsewhere. The features of the new approach are identification of public sector space needs; selecting the most suitable team from both public and private sectors to manage the project; and the acceptance of a large proportion of the risk by the proponents.     

亚轨道再入返回段高度上边界技术研究

针对重复使用运载器(RLV)亚轨道再入返回过程中动压、过载等约束条件对飞行安全的不利影响,通过分析质点动力学方程,提出亚轨道再入返回段RLV存在高度上边界并给出两种求解高度上边界的计算方法。高度上边界反映了亚轨道再入返回段的制导能力,它对总体决策和控制系统具有重要意义,RLV上升段的最终高度也必须限制在这个高度之下。分析和仿真结果表明,求解高度上边界的两种方法具有一定的鲁棒性和工程实用性。〖JP〗
     

SSA: Where does Europe stand now?

With the growing need for monitoring and awareness of all the objects in space (including debris) now recognized, the types of effort required towards this end are discussed, with the emphasis on European activities. A number of European documents acknowledging the problem are cited and initiatives to promote space situational awareness (SSA) are examined. While there is currently no provision in the EU budget beyond 2013 for protecting ground and space assets from space environmental threats, an encouraging degree of bilateral cooperation between member states suggests that an SSA capability is emerging in Europe.     

The future of earth observations in Central and Eastern Europe

The Central and Eastern Europe are characterized by a high theoretical and scientific level in space research and technology, including remote sensing, but inexperience in practical applications. The emerging private sector lacks management experience and needs appropriate training. Other constraints are inadequate administrative structures, a lack of coordination, and an outdated technology in general. In his report on the results of a study carried out for the European Commission, consultant and emeritus professor of the International Institute for Aerospace Survey and Earth Sciences, Caesar Voûte, outlines the new forms of European and regional cooperation being promoted. Agriculture, yield prediction and agricultural statistics, land use studies, environmental monitoring and environmental management are identified as future high priority operational applications of remote sensing and geographical information systems (GIS). Hazard management and marine observations also need to be developed.