[Congressional Record Volume 141, Number 22 (Friday, February 3, 1995)]
[House]
[Pages H1195-H1196]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]




       COMMERCIAL SPACE ACTIVITIES ON CALIFORNIA'S CENTRAL COAST

  The SPEAKER pro tempore. Under the Speaker's announced policy of 
January 4, 1995, the gentlewoman from California [Mrs. Seastrand] is 
recognized for 10 minutes as the designee of the majority leader.
  Mrs. SEASTRAND. Mr. Speaker, I rise to discuss one of he most 
important opportunities before the United States of America today. That 
opportunity lies in the commercialization of space and the development 
of commercial spaceports. In the coming weeks I will introduce Federal 
spaceport legislation, but I want to take a few minutes at this time to 
discuss some of the important strides the State of California, and the 
central coast in particular, have made in fostering the growth of 
commercial space.
  In recent years I have been a leading proponent of commercial space 
activities on the central coast of California. But, well before me, 
there was a group of enlightened men and women who looked into the 
future and saw an industry that was waiting to be discovered.
  Following the tragic Challenger explosion, it became increasingly 
clear that the long-planned shuttle launch from Vandenberg Air Force 
Base would not take place. In addition, between 1965 and 1986, the Air 
Force had spent in excess of $5 billion for a military manned-space 
facility at Vandenberg. The Air Force ultimately
 canceled the Vandenberg shuttle program and the result was a loss of 
4,000 high paying jobs. It was in this environment that a group of 
Lompoc community activists got together with a mission to transfer 
Vandenberg's shuttle facilities from Air Force to NASA control. This 
too failed.

  The next logical step was to look forward and what they saw was the 
small satellite commercial space market so they applied to NASA for a 
center for commercial development of space at Vandenberg Air Force 
Base. This pursuit of NASA support and funding seemed to be the most 
logical way to preserve both local capabilities and the region's 
growing aerospace industry. Moreover, NASA was already supporting 16 
commercial launch centers across the country to the tune of $1 million 
a year for each one. However, after 5 years of vigorous pursuit, it 
became clear that NASA had little interest in funding technology 
development west of the Rockies.
  In 1991, with the assistance of then-Congressman Bob Lagomarsino, 
Vice President Quayle visited Vandenberg and saw first hand its 
commercial space capabilities. In addition, he significantly raised its 
profile. The Vice President commented that America had entered a new 
phase in space launches that would bring an increase in the importance 
of commercial launch.
  In the subsequent months, the Air Force made a recommendation to 
Motorola that Vandenberg be used as the launch site for their Iridium 
satellites--a potential $2.3 billion project as it was originally 
outlined. Unfortunately, for a variety of reasons, Motorola concluded 
that Vandenberg would not be a suitable site and the United States was 
faced with a half-billion loss in booster sales to France.
  Through the efforts of local activists, specifically a determined 
community, State, Air Force, and congressional lobbying campaign, 
Motorola reversed its decision on Vandenberg. They signed $1.1 billion 
in satellite and booster contracts with American companies Lockheed and 
McDonnell Douglas.
  The decision by Motorola was a critical step on the road to turning 
what could have been a several billion dollar white elephant at 
Vandenberg Air Force Base into a commercial space launch facility with 
tremendous economic potential.
  Mr. Speaker, when I was elected to the California State Assembly in 
1990, I took an active role in promoting commercial space activities 
along the central coast of California. This included bringing these 
issues to the attention of Sacramento lawmakers. In 1993, I introduced 
legislation which designated the Western Commercial Space Center as the 
California Spaceport Authority. In addition, we supported the 
establishment of a commercial space office within the California 
Department of Transportation to serve as an advocate and watchful eye 
for available Federal resources. We also worked to obtain a sales tax 
exemption for qualified property used in launches from Vandenberg Air 
Force Base. Gov. Pete Wilson, a commercial space supporter, earmarked 
$350,000 in 1993 matching funds.
  In 1994, I introduced legislation to expand the charter of the 
California Spaceport Authority to encompass responsibility for 
development of regional technology alliances, legislation, and 
determinations concerning 
[[Page H1196]] the commercial space business. Also in 1994, the State 
of California's earmarked matching funds rose to $550,000.
  What worked for us in California was removing the issue of spaceport 
development from the larger issue of commercial space. We made a 
successful argument that the narrow issue of spaceport development was 
largely a transportation infrastructure issue. After all, if there is 
no facility from which to launch, there would be no launches.
  The first thing was define a spaceport? A spaceport, in its best 
description, is a transportation center. It should be viewed in the 
same way as an airport or a
 seaport. A spaceport puts semi-trucks--rockets--on end and drives--
launches--them into space. In the current environment this is an 
expensive proposition because these vehicles can only be used one time. 
It is my belief that commercial business will drive down these high 
costs and encourage developments in reusable launch vehicles.

  It is important to recognize that facility development is separate 
from the overall commercial space industry. In the United States, the 
available parts of the market are launch bases, boosters, and 
satellites. The missing piece of the puzzle is a facility for the 
launches. Currently, launch facilities are controlled by the Air Force, 
but California is building the first commercial facility. What makes 
the California Spaceport special is the fact that it will be the first 
one capable of launching in polar orbit. Market reports and 
international competitors prove that polar orbit launches are the 
future of commercial space.
  As with most things in life, timing is a very key issue. It is 
imperative that spaceport development progress quickly in order to 
maintain the other elements of the market. In the international arena, 
competition is fierce. This competition is currently headed by the 
European Space Agency [ESA] and propelled by the French. Other strong 
competitors are the Russians, Japanese, Chinese, and Canadians, while 
still others, including the Australians, are looking to get in.
  Currently, the French now launch roughly 60 percent of the world's 
commercial satellites. From its first launch in December 1979, the 
spaceport in French Guiana has progressed rapidly. They have moved from 
6 launches a year to a potential for 36 launches per year by the end of 
the decade.
  The United States has many potential launch bases and two existing 
ones--the California and Florida spaceports. The question we must ask 
is, with existing spaceport facilities--plus all of the potential 
launch bases--and a healthy market for boosters and satellites, why 
isn't the United States in a better position to compete with our 
international competitors for a bigger share of the commercial launch 
market?
  Mr. Speaker, in California we are no longer in the position of 
encouraging commercial space activity, we are there. A limited 
partnership between ITT and California Commercial Spaceport, Inc. puts 
to work $10 million in Federal and State grants and a $30 million 
investment by ITT toward the development of commercial space launches 
at Vandenberg.
  This limited partnership, called Spaceport Systems International 
[SSI], is working hard to open the spaceport launch facility by 1996. 
They recently announced they will launch four Taurus vehicles in 1999. 
They had previously projected 15 launches by the end of 1997. Those 
payloads will include low Earth orbit [LEO], Earth observation, 
research, education, and government.
  These customers will use the California Spaceport to launch LEO 
satellites into polar orbit--a unique ability that will generate 
significant business and jobs--400 to 500 for the construction phase 
and 700 to 1,000 when operational. However, the big jib numbers, in the 
tens of thousands, will be in the satellite manufacturing that will be 
drawn to this low-cost access to space provided by the California 
Spaceport.
  The spaceport philosophy is a commitment to user-friendly 
environments, integrated launch services, and low-cost access to space. 
The economic potential for California and, more importantly, the 
Nation, is unlimited. In California the growth of spaceport helps in 
the revitalization of high-technology industries which have been hurt 
by defense cuts. This means more high paying jobs and improving local 
economies with new hotels, homes, shopping centers, education centers, 
and research facilities.
  It is my hope that California can be used as a model for future 
spaceport development. We have stepped out of the box with a fresh 
perspective on space. Space is no longer the jurisdiction of little men 
in funny suits, Star Trek movies, or the Shuttle. The international 
commercial space industry is our highway into the 21st century and 
holds the promise of enormous economic benefits to our entire Nation.


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