Rewarding Energy Innovation to Achieve Climate Stabilization
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Virgin Galactic Announces First Fully Crewed Spaceflight
Virgin Galactic Announces First Fully Crewed Spaceflight Test Flight Window for Unity 22 Mission Opens July 11 Four Mission Specialists to Evaluate Virgin Galactic Astronaut Experience Virgin Galactic Founder Sir Richard Branson Among Mission Specialists First Global Livestream of Virgin Galactic Spaceflight LAS CRUCES, N.M. July 1, 2021 - Virgin Galactic Holdings, Inc. (NYSE: SPCE) (the “Company” or “Virgin Galactic”), a vertically integrated aerospace and space travel company, today announced that the fligHt window for the next rocket-powered test flight of its SpaceShipTwo Unity opens July 11, pending weather and technical checks. The “Unity 22” mission will be the twenty-second flight test for VSS Unity and the Company’s fourth crewed spaceflight. It will also be the first to carry a full crew of two pilots and four mission specialists in tHe cabin, including the Company’s founder, Sir Richard Branson, who will be testing the private astronaut experience. Building on tHe success of the Company’s most recent spaceflight in May, Unity 22 will focus on cabin and customer experience objectives, including: • Evaluating the commercial customer cabin with a full crew, including the cabin environment, seat comfort, the weightless experience, and the views of Earth that the spaceship delivers — all to ensure every moment of the astronaut’s journey maximizes the wonder and awe created by space travel • Demonstrating tHe conditions for conducting human-tended research experiments • Confirming the training program at Spaceport America supports the spaceflight experience For the first time, Virgin Galactic will share a global livestream of the spaceflight. Audiences around the world are invited to participate virtually in tHe Unity 22 test flight and see first-hand the extraordinary experience Virgin Galactic is creating for future astronauts. -
FROM LONGITUDE to ALTITUDE: INDUCEMENT PRIZE CONTESTS AS INSTRUMENTS of PUBLIC POLICY in SCIENCE and TECHNOLOGY Clayton Stallbau
FROM LONGITUDE TO ALTITUDE: INDUCEMENT PRIZE CONTESTS AS INSTRUMENTS OF PUBLIC POLICY IN SCIENCE AND TECHNOLOGY Clayton Stallbaumer* I. INTRODUCTION On a foggy October night in 1707, a fleet of Royal Navy warships ran aground on the Isles of Scilly, some twenty miles southwest of England.1 Believing themselves to be safely west of any navigational hazards, two thousand sailors discovered too late that they had fatally misjudged their position.2 Although the search for an accurate method to determine longitude had bedeviled Europe for several centuries, the “sudden loss of so many lives, so many ships, and so much honor all at once” elevated the discovery of a solution to a top national priority in England.3 In 1714, Parliament issued the Longitude Act,4 promising as much as £20,0005 for a “Practicable and Useful” method of determining longitude at sea; fifty-nine years later, clockmaker John Harrison claimed the prize.6 Nearly three centuries after the fleet’s tragic demise, another accident, also fatal but far removed from longitude’s terrestrial reach, struck a nation deeply. Just four days after its crew observed a moment’s silence in memory of the Challenger astronauts, the space shuttle Columbia disintegrated upon reentry, killing all on board.7 Although * J.D., University of Illinois College of Law, 2006; M.B.A., University of Illinois College of Business, 2006; B.A., Economics, B.A., History, Lake Forest College, 2001. 1. DAVA SOBEL, LONGITUDE: THE TRUE STORY OF A LONE GENIUS WHO SOLVED THE GREATEST SCIENTIFIC PROBLEM OF HIS TIME 12 (1995). -
Virgin Galactic Th E First Ten Years Other Springer-Praxis Books of Related Interest by Erik Seedhouse
Virgin Galactic Th e First Ten Years Other Springer-Praxis books of related interest by Erik Seedhouse Tourists in Space: A Practical Guide 2008 ISBN: 978-0-387-74643-2 Lunar Outpost: The Challenges of Establishing a Human Settlement on the Moon 2008 ISBN: 978-0-387-09746-6 Martian Outpost: The Challenges of Establishing a Human Settlement on Mars 2009 ISBN: 978-0-387-98190-1 The New Space Race: China vs. the United States 2009 ISBN: 978-1-4419-0879-7 Prepare for Launch: The Astronaut Training Process 2010 ISBN: 978-1-4419-1349-4 Ocean Outpost: The Future of Humans Living Underwater 2010 ISBN: 978-1-4419-6356-7 Trailblazing Medicine: Sustaining Explorers During Interplanetary Missions 2011 ISBN: 978-1-4419-7828-8 Interplanetary Outpost: The Human and Technological Challenges of Exploring the Outer Planets 2012 ISBN: 978-1-4419-9747-0 Astronauts for Hire: The Emergence of a Commercial Astronaut Corps 2012 ISBN: 978-1-4614-0519-1 Pulling G: Human Responses to High and Low Gravity 2013 ISBN: 978-1-4614-3029-2 SpaceX: Making Commercial Spacefl ight a Reality 2013 ISBN: 978-1-4614-5513-4 Suborbital: Industry at the Edge of Space 2014 ISBN: 978-3-319-03484-3 Tourists in Space: A Practical Guide, Second Edition 2014 ISBN: 978-3-319-05037-9 Erik Seedhouse Virgin Galactic The First Ten Years Erik Seedhouse Astronaut Instructor Sandefjord , Vestfold , Norway SPRINGER-PRAXIS BOOKS IN SPACE EXPLORATION ISBN 978-3-319-09261-4 ISBN 978-3-319-09262-1 (eBook) DOI 10.1007/978-3-319-09262-1 Springer Cham Heidelberg New York Dordrecht London Library of Congress Control Number: 2014957708 © Springer International Publishing Switzerland 2015 This work is subject to copyright. -
Evidence Review – Environmental Innovation Prizes for Development
Evidence Review – Environmental Innovation Prizes for Development DEW Point Enquiry No. A0405 A Report by Bryony Everett With support from Chris Barnett and Radha Verma Peer Review by William Masters July 2011 Acknowledgements We would like to thank all the interviewees detailed in Annex 1 for their time and support in providing us with their insights and information, without which we would not have been able to produce this report. Particular thanks go to Erika, Jaison and Will. Disclaimer This report is commissioned under DEW Point, the DFID Resource Centre for Environment, Water and Sanitation, which is managed by a consortium of companies led by Harewelle International Limited1. Although the report is commissioned by DFID, the views expressed in the report are entirely those of the authors and do not necessarily represent DFID’s own views or policies, or those of DEW Point. Comments and discussion on items related to content and opinion should be addressed to the author, via the “Contact and correspondence” address e-mail or website, as indicated in the control document above. 1 Consortium comprises Harewelle International Limited, DD International, Practical Action Consulting, Cranfield University and AEA Energy and Environment Table of Contents Evidence Review – Environmental Innovation Prizes for Development Summary .................................................................................................................................... 1 Introduction ............................................................................................................................. -
Virgin Galactic License Orders
License Order No. LRLO 16-092B (Rev 3) OFFICE OF COMMERCIAL SPACE TRANSPORTATION LICENSE ORDER REGARDING FLIGHT AUTHORIZED BY LICENSE NO. LRLO 16-092 ISSUED TO VIRGIN GALACTIC, LLC 1. Authority: This Order is issued to Virgin Galactic (referred to as VG), under 51 U.S.C. subtitle V, chapter 509, and 14 C.F.R. Ch. III. 2. Purpose: This Order modifies License No. LRLO 16-092 issued concurrently by the Federal Aviation Administration’s Office of Commercial Space Transportation, authorizing VG to conduct suborbital RLV missions to launch the SpaceShipTwo (SS2) reusable launch vehicle utilizing the WhiteKnightTwo (WK2) carrier aircraft; and prescribes as conditions to License No. LRLO 16-092 certain requirements applicable to the authorization to conduct flights. 3. Authorization: VG is authorized to conduct flights: (a) Using SS2, in combination with the WK2 carrier aircraft that must hold a valid FAA experimental airworthiness certificate and must operate in accordance with the operating limitations of that certificate and the applicable sections of 14 C.F.R. part 91; (b) From Mojave Air and Space Port, California, and Spaceport America, New Mexico; (c) Transporting non-deployed scientific, experimental, or inert payloads; (d) According to the launch vehicle, launch vehicle systems, flight profiles, and safety management program represented in the VG application as of the date of this order, and any amendments to the license application approved by the FAA, in writing. Order No. LRLO 16-092B (Rev 3) 4. Responsibility and Authority of SS2 Pilot In Command: (a) Prior to flight, VG must designate the pilot in command of the SS2 vehicle who is directly responsible for, and is the final authority as to, the operation of that vehicle. -
Putting Costs of Direct Air Capture in Context
PUTTING COSTS OF DIRECT AIR CAPTURE IN CONTEXT Yuki Ishimoto1*, Masahiro Sugiyama2*, Etsushi Kato1, Ryo Moriyama1, 1 1 Kazuhiro Tsuzuki and Atsushi Kurosawa 1 The Institute of Applied Energy 2 Policy Alternatives Research Institute, The University of Tokyo * Corresponding Author; [email protected]; [email protected] FCEA Working Paper Series: 002 SSRN: 2982422 June, 2017 Putting Costs of Direct Air Capture in Context 1 Table of Contents Abstract 2 Introduction 3 Description of DAC Technologies 5 Cost Estimates by DAC companies 7 Cost Estimates by Technology Developers 8 Other studies 10 Comparing Different Cost Estimates 11 Niche Market for DAC 12 Prospects for DAC in the Near Term 13 Acknowledgement 14 References 15 Table 1. Summary of DAC Technology Companies 18 Putting Costs of Direct Air Capture in Context 1 Abstract This working paper provides an overview of various estimates and claims on direct air capture (DAC) of carbon dioxide, and places them in a broader context of global climate policy. Unlike other techniques of climate engineering, DAC has received significant attention from startups since its main issue is deemed to be the direct implementation cost (not side effects or social concerns), which could be significantly reduced with successful innovation. Publicly available sources demonstrate that there is a huge range of cost estimates with three orders-of-magnitude differences, with the upper end on the order of 1000 USD/t-CO2. Cost values reported by private companies tend to be lower than academic estimates, though there is no a priori reason to believe that either is inherently biased. -
International Aviation Regulations, Including the 1944 Chicago Convention on International Civil Aviation
Chapter 2. An international dimension: Aviation Lucy Budd and Tim Ryley Transport Studies Group, School of Civil and Building Engineering, Loughborough University, UK. Chapter 2. An international dimension: Aviation. Budd & Ryley Structured Abstract Purpose: To examine the relationship between aviation and climate change, and the international dimensions of air transport, Methodology/approach: An examination of aviation’s impacts on the global climate, mitigation strategies to lessen aviation’s climate change impact and on the possible consequences of climate change for commercial aviation. Findings: Although a range of mitigation measures have been developed and implemented to reduce aircraft emissions in the short-term, with some environmental benefit, there is a real need for the aviation sector to identify the possible impacts of climate change on air travel operations, including both aircraft in flight and operations at airports. A further challenge will be to devise plans that will address the vulnerabilities and thus ensure safe aviation-related operations. Social implications: The climate change impacts of aviation will adversely affect society. In addition, some individuals may have to reduce or stop flying as a result of increased taxes and legislation implemented in response to climate change. Originality/value of paper: There is a novel focus on the adaptation challenges for the aviation industry in response to climate change. Introduction In a little over one hundred years between the first tentative twelve-second flight of the Wright brothers’ biplane and today, civil aviation has rapidly developed from a dangerous and unreliable form of mobility into a multi-billion dollar commercial enterprise that facilitates the routine international mobility of two billion passengers and tens of millions of tonnes of airfreight every year. -
2. Descriptive Astronomy (“Astronomy Without a Telescope”)
2. Descriptive Astronomy (“Astronomy Without a Telescope”) http://apod.nasa.gov/apod/astropix.html • How do we locate stars in the heavens? • What stars are visible from a given location? • Where is the sun in the sky at any given time? • Where are you on the Earth? An “asterism” is two stars that appear To be close in the sky but actually aren’t In 1930 the International Astronomical Union (IAU) ruled the heavens off into 88 legal, precise constellations. (52 N, 36 S) Every star, galaxy, etc., is a member of one of these constellations. Many stars are named according to their constellation and relative brightness (Bayer 1603). Sirius α − Centauri, α-Canis declination less http://calgary.rasc.ca/constellation.htm - list than -53o not Majoris, α-Orionis visible from SC http://www.google.com/sky/ Betelgeuse https://en.wikipedia.org/wiki/List_of_Messier_objects (1758 – 1782) Biggest constellation – Hydra – the female water snake 1303 square degrees, but Ursa Major and Virgo almost as big. Hydrus – the male water snake is much smaller – 2243 square degrees Smallest is Crux – the Southern Cross – 68 square degrees Brief History Some of the current constellations can be traced back to the inhabitants of the Euphrates valley, from whom they were handed down through the Greeks and Arabs. Few pictorial records of the ancient constellation figures have survived, but in the Almagest AD 150, Ptolemy catalogued the positions of 1,022 of the brightest stars both in terms of celestial latitude and longitude, and of their places in 48 constellations. The Ptolemaic constellations left a blank area centered not on the present south pole but on a point which, because of precession, would have been the south pole c. -
What Role for Offsetting Aviation Greenhouse Gas Emissions in a Deep-Cut Carbon World?
Journal of Air Transport Management 63 (2017) 71e83 Contents lists available at ScienceDirect Journal of Air Transport Management journal homepage: www.elsevier.com/locate/jairtraman What role for offsetting aviation greenhouse gas emissions in a deep-cut carbon world? * Prof Susanne Becken a, , Prof Brendan Mackey b a Griffith Institute for Tourism, Griffith University, QLD 4222, Australia b Griffith Climate Change Response Program, Griffith University, QLD 4222, Australia article info abstract Article history: The long-term goal of containing average warming below the 2 C limit requires deep cuts in emissions Received 29 June 2016 from all sectors. The fast growing global aviation industry has committed to reduce carbon emissions. Received in revised form Carbon offsetting is an integral element of the sector's strategy. Already, airlines offer voluntary carbon 29 May 2017 offsetting to those customers who wish to mitigate the impact of their travel. To ensure carbon offsetting Accepted 29 May 2017 can make a meaningful and credible contribution, this paper first discusses the science behind ‘carbon Available online 7 June 2017 offsetting’, followed by the associated policy perspective. Then, against the context of different aviation emissions pathways, the paper provides empirical evidence of current airline practices in relation to Keywords: Carbon offset offsetting mechanisms and communication. Building on these insights, the challenges of reducing Emissions pathway aviation emissions and using carbon credits to compensate for ongoing growth are discussed. The paper Carbon budget concludes by proposing five principles of best practice for carbon offsetting that airlines can use as a basis Atmospheric carbon dioxide concentrations to develop credible emissions strategies, and that could inform the sectoral framework currently being Airlines developed by leading aviation organisations. -
Dominant Suborbital Space Tourism Architectures
Dominant Suborbital Space Tourism Architectures The MIT Faculty has made this article openly available. Please share how this access benefits you. Your story matters. Citation Guerster, Markus and Edward F. Crawley. "Dominant Suborbital Space Tourism Architectures." Journal of Spacecraft and Rockets 56, 5 (September 2019): dx.doi.org/10.2514/1.a34385 As Published http://dx.doi.org/10.2514/1.a34385 Publisher American Institute of Aeronautics and Astronautics (AIAA) Version Author's final manuscript Citable link https://hdl.handle.net/1721.1/126666 Terms of Use Creative Commons Attribution-Noncommercial-Share Alike Detailed Terms http://creativecommons.org/licenses/by-nc-sa/4.0/ JOURNAL OF SPACECRAFT AND ROCKETS Dominant Suborbital Space Tourism Architectures Markus Guerster∗ and Edward F. Crawley† Massachusetts Institute of Technology, Cambridge, Massachusetts 02139 DOI: 10.2514/1.A34385 In the early stages of maturity of a system built for a specific function, it is common for the solutions to lie in a broad architectural space, in which numerous concepts are being developed, built, and tested. As the product matures, certain concepts become more dominant. This pattern can currently be observed in the suborbital tourism industry, in which the obvious question is what system architecture will provide the best combination of cost and safety and in the long run become the dominant architecture. This paper addresses this question by defining a broad architectural space of thousands of possibilities and exploring it comprehensively. We identified 33 feasible architectures, 26 of which had not been proposed earlier. A genetic algorithm optimizes each architecture with respect to the launch mass (a proxy for cost) and operational safety. -
Space Planes and Space Tourism: the Industry and the Regulation of Its Safety
Space Planes and Space Tourism: The Industry and the Regulation of its Safety A Research Study Prepared by Dr. Joseph N. Pelton Director, Space & Advanced Communications Research Institute George Washington University George Washington University SACRI Research Study 1 Table of Contents Executive Summary…………………………………………………… p 4-14 1.0 Introduction…………………………………………………………………….. p 16-26 2.0 Methodology…………………………………………………………………….. p 26-28 3.0 Background and History……………………………………………………….. p 28-34 4.0 US Regulations and Government Programs………………………………….. p 34-35 4.1 NASA’s Legislative Mandate and the New Space Vision………….……. p 35-36 4.2 NASA Safety Practices in Comparison to the FAA……….…………….. p 36-37 4.3 New US Legislation to Regulate and Control Private Space Ventures… p 37 4.3.1 Status of Legislation and Pending FAA Draft Regulations……….. p 37-38 4.3.2 The New Role of Prizes in Space Development…………………….. p 38-40 4.3.3 Implications of Private Space Ventures…………………………….. p 41-42 4.4 International Efforts to Regulate Private Space Systems………………… p 42 4.4.1 International Association for the Advancement of Space Safety… p 42-43 4.4.2 The International Telecommunications Union (ITU)…………….. p 43-44 4.4.3 The Committee on the Peaceful Uses of Outer Space (COPUOS).. p 44 4.4.4 The European Aviation Safety Agency…………………………….. p 44-45 4.4.5 Review of International Treaties Involving Space………………… p 45 4.4.6 The ICAO -The Best Way Forward for International Regulation.. p 45-47 5.0 Key Efforts to Estimate the Size of a Private Space Tourism Business……… p 47 5.1. -
The Annual Compendium of Commercial Space Transportation: 2017
Federal Aviation Administration The Annual Compendium of Commercial Space Transportation: 2017 January 2017 Annual Compendium of Commercial Space Transportation: 2017 i Contents About the FAA Office of Commercial Space Transportation The Federal Aviation Administration’s Office of Commercial Space Transportation (FAA AST) licenses and regulates U.S. commercial space launch and reentry activity, as well as the operation of non-federal launch and reentry sites, as authorized by Executive Order 12465 and Title 51 United States Code, Subtitle V, Chapter 509 (formerly the Commercial Space Launch Act). FAA AST’s mission is to ensure public health and safety and the safety of property while protecting the national security and foreign policy interests of the United States during commercial launch and reentry operations. In addition, FAA AST is directed to encourage, facilitate, and promote commercial space launches and reentries. Additional information concerning commercial space transportation can be found on FAA AST’s website: http://www.faa.gov/go/ast Cover art: Phil Smith, The Tauri Group (2017) Publication produced for FAA AST by The Tauri Group under contract. NOTICE Use of trade names or names of manufacturers in this document does not constitute an official endorsement of such products or manufacturers, either expressed or implied, by the Federal Aviation Administration. ii Annual Compendium of Commercial Space Transportation: 2017 GENERAL CONTENTS Executive Summary 1 Introduction 5 Launch Vehicles 9 Launch and Reentry Sites 21 Payloads 35 2016 Launch Events 39 2017 Annual Commercial Space Transportation Forecast 45 Space Transportation Law and Policy 83 Appendices 89 Orbital Launch Vehicle Fact Sheets 100 iii Contents DETAILED CONTENTS EXECUTIVE SUMMARY .