Travel
The next frontier? Why space tourism might not be as far-fetched as you think
As companies like SpaceX and Virgin Galactic make waves in space tourism, how long does the rest of the world have to wait before we can all become astronauts?
At his inauguration, US President Donald Trump pledged to plant a flag on Mars. “We will pursue our manifest destiny into the stars,” he said on Monday, “launching American astronauts to plant the stars and stripes on the planet Mars.”
The comment elicited a big thumbs-up from Tesla and SpaceX CEO Elon Musk, who hasn’t been shy about his ambition to not only reach but also colonise the red planet.
In a speech following the inauguration, which included that salute, Musk said, “Can you imagine how awesome it will be to have American astronauts plant the flag on another planet for the first time?”
But how close are we really to being able to take a person to Mars, and what are the hopes for the man on the street of taking a trip into space?
Is it possible to take a holiday into space?
Space tourism is a reality. In fact, the first space tourist took his trip nearly a quarter of a century ago, when Dennis Tito joined the Soyuz TM-32 mission in April 2001.
Since then, around 60 tourists have already travelled into ‘space,’ although most of these have been on suborbital joyrides, only briefly leaving the atmosphere before returning to Earth.
Leading the way is Richard Branson’s Virgin Galactic, launched back in 2004. Although the company has had some setbacks over the years, it has successfully completed seven commercial flights over the past two years with its VSS Unity space plane.
But these flights aren’t exactly reaching the moon. The VSS Unity travels to around 90 km above the Earth’s surface, which reaches the definition of space in NASA’s book, defined as 80 km above sea level. However, the Fédération Aéronautique Internationale (FAI) defines space as beginning at 100 km.
Alongside Virgin Galactic, Amazon billionaire Jeff Bezos created the Blue Origin project to take paying passengers into space. The New Shepard, his reusable passenger rocket, has flown eight crewed space flights since 2021.
Then there’s Musk’s own bid for interplanetary exploration, conducted under his SpaceX company. There are a lot of moving parts to this business, from the huge (and regularly exploding) Starship to the incredible Falcon 9 launchers that bizarrely guide themselves back down to the launch pad for reuse.
The tourism part of SpaceX is undertaken by its Crew Dragon spacecraft, a highly automated spaceship designed to be accessible to civilians with little to no training. Fifteen crewed launches have taken place, 10 on behalf of NASA and five purely commercial.
Although SpaceX draws attention for its rocket launches and Starlink constellation, the founding ethos of the company was to make human life multi-planetary. Specifically, its goal is to colonise Mars.
“History is going to bifurcate along two directions. One path is we stay on Earth forever, and then there will be some eventual extinction event,” Musk said in 2016. “The alternative is to become a spacefaring civilisation and a multi-planet species, which I hope you would agree is the right way to go.”
How will space tourism evolve over the coming years?
When it comes to making space tourism more accessible to the masses, technology is key. And thanks to having both President Trump and his sidekick Elon Musk making the rules, things could start moving a lot faster.
“There is a new supportive attitude for developments coming from America,” Dr Annette Toivonen, space tourism expert from Haaga-Helia University of Applied Sciences, told Euronews Travel. “That will bring with it good things and bad.”
“The technology will rapidly evolve because legislation on space will be kept as minimal as possible,” she adds. “But at the same time there are some big questions to answer, such as is it ethical, is it environmentally friendly?”
Not much about rocket launches could be considered sustainable, although companies are working hard to improve propulsion systems and develop reusable launchers. Nevertheless, Dr Toivonen believes there is an environmental benefit to sending billionaires into space.
“When people go to space and see how fragile we are, and they see this very thin layer of ozone, it’s a scary experience for them,” she explained. “For some people, to see this with their own eyes and to know how we are polluting the planet, it could be a life-changing experience for them.”
When the people who are having these life-changing experiences are the wealthiest and most powerful people on Earth, the consequences could be positive. “It’s a bit of a twisted angle,” Toivonen says, “but these people are the ones with the influence and the money and the power to actually change something.”
Nevertheless, she agrees that it’s a tricky time to be a space exploration company. “With the climate crisis and everything else that’s going on, they really need to justify their presence.”
How realistic is manned flight to Mars?
“The technology is not present at the moment,” says Dr Tovionen, “not to get there in four years anyway. Right now it seems like mission impossible.”
Cost is a major factor. When the USA went to the moon in 1969, it cost the nation $25.8 billion (€24.5 billion). In today’s money, that would equate to almost $320 billion (€300bn). That was around 4 per cent of the total federal budget, and a big indicator of why we haven’t been back since.
Technological and financial restrictions aside, there are some fundamental problems with travelling to space that humanity just hasn’t solved yet. Cosmic radiation remains one of the most significant challenges for human space exploration, particularly when thinking about long missions to Mars or other planets.
“Although space tourism is very niche, it will quickly grow as an industry,” says Chris Rees, postgraduate researcher at the University of Surrey, who recently published a paper on the need for more warnings about cosmic radiation.
“With increased flights, more people could be impacted by cosmic radiation,” he added. “Regulators and industry should work together to keep people safe without unnecessarily holding back innovation.”
Despite the potential roadblocks, several companies are already making plans to facilitate human arrival on Mars. One such project is Mars Base Camp, Lockheed Martin’s vision for sending humans to Mars in about a decade.
“The concept is simple: transport astronauts from Earth, via the Moon, to a Mars-orbiting science laboratory,” says Lockheed Martin. “There, they can perform real-time scientific exploration, analyze Martian rock and soil samples, and confirm the ideal place to land humans on the surface in the 2030s.”
On the way to Mars, companies think we might like to spend a night or two in outer space, and several are floating concepts for ‘space hotels’.
Above: Space Development (previously called Orbital Assembly) says it could have a space hotel in operation within 60 months of funding being secured. Holding up to 440 people, the Voyager Station is planned to have living quarters, gyms, restaurants and even research pods for scientists.
Jeff Bezos is getting in on the action as well with his proposed Orbital Reef. This $100 billion (€95 billion) space station is designed to orbit Earth like the International Space Station (ISS), but with a focus on tourism, luxury and research.
“Humanity’s future lies in orbital habitats like Orbital Reef, where we can live and work without being tied to a single planet,” Bezos told NASA.
However, not all space tourism concepts have been so fruitful. Dutch company Mars One aimed to be the first to land humans on Mars and establish a permanent colony. Announced in 2012, it drew plenty of interest from wannabe astronauts, receiving 2,700 applications for the 24 places in the settlement programme.
Unfortunately, the company went bankrupt in 2019 owing investors approximately €1 million.
Despite all the signals pointing to humans on Mars being rather far-fetched, at least in the near future, Dr Tovionen reminds us there is always the possibility of a surprise.
“There is always the X factor,” she says. “Because of President Trump’s comments, the whole planet is now aware of the progress we are making in space, and there’s always that unknown, that maybe Musk has an ace up his sleeve that we just don’t know about yet.”
Would there be demand for space tourism to Mars?
Right now, space tourism is the preserve of Ultra-High-Net-Worth individuals (UHNWI). These are people with a net worth of at least $30 million ($28.5 million), of which there are 626,619 in the world today.
But that could change as spaceflight becomes more developed and successful. Efficiency improvements, cheaper materials and technology breakthroughs are likely to bring the cost down, letting space travel companies reduce the price of their tickets.
At present, Virgin Galactic sells seats on its flights for $250,000 to $500,000 per person (€238,000 to €475,000), depending on the mission. SpaceX keeps the details of ticket prices for Blue Origin under wraps, but they’re rumoured to cost around $1 billion.
Until the cost comes down, demand is likely to be minimal, and space will remain accessible only to those with the deepest pockets. But there’s another problem too, and one which could even take the UHNWIs out of contention.
Research by the Chicago Society for Space Studies evaluated holidaymakers, who would need to stay until the planet was at a suitable location to fly back to Earth, would reside on Mars for a minimum of 112 days to a maximum of 1,328 days.
Given the time it takes to fly to Mars from Earth, the total trip would last at least 2.5 years, and could be as long as five years. “The dramatic increase in total vacation duration … will most likely have an overwhelming impact on the number of people willing to undertake a vacation on Mars,” researchers concluded.
UHNWIs are busy people, and spending several years not only out of the country but out of the planet would likely be somewhat awkward. Even if they could spare the time, the living conditions on the Martian surface are unlikely to offer the luxuries to which they are accustomed.
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Travel
Deep snow, thick ice and zero delays: Inside the Arctic Circle airports that never cancel a flight
Flying into Inari in the far north of Finland felt like landing at the end of the world.
In every direction, trees and snow. Now and then, we got a glimpse of warmly lit cabins, and occasionally sprawling resorts, dotted amongst the trees.
It was snowing, and the temperature hovered around five degrees below zero. As we touched down on the icy runway, I’ll admit I felt a flicker of concern about the stopping power of the Finnair Airbus A321 that had brought us up from Helsinki.
But Ivalo Airport was well prepared, and the landing was smooth and uneventful. We rolled gently to the end of the 2,500-metre runway, slowing steadily as the pilots avoided heavy braking in the snowy conditions.
An up-and-coming destination
Ivalo Airport is the gateway to Inari, Finland’s largest municipality by area, but also the most sparsely populated. Part of Finnish Lapland, it offers a wealth of winter experiences, just without the elves or the man in red.
This is a winter wonderland for the more discerning traveller: fantasy-level snowfall, breathtaking landscapes, and endless possibilities for activity—or inactivity. Husky sledding, snowmobiling, skiing, snowboarding, reindeer herding—Inari has it all, and then some.
If you prefer to relax and simply soak up the scenery, you’re in luck. Saunas abound in this frozen land. At the beautiful Star Arctic Hotel, where we stayed, some cabins featured private saunas, while others had full glass ceilings for aurora watching right from your bed.
Here in Saariselkä, accommodation options are plentiful, but the Star Arctic is super convenient for the ski slopes and for the entrance to the longest toboggan run in the country. Plummeting down Kaunispää hill, it descends 1.8 km deep into the forest, dropping around 180 metres.
However you choose to get out of your resort, as soon as you do, the landscape will take your breath away. Inari is wild, exhilarating, bleak, terrifying and jaw-droppingly beautiful all at once.
Unlike more popular Lapland destinations like Rovaniemi, it has not suffered from overtourism. In fact, it’s probably one of the most unspoiled places left in Western Europe.
“That’s Russia over there,” my snowshoeing instructor noted, pointing at the endless sea of pine trees stretching as far as the eye could see. “Of course, you can’t see the borders from here,” she chuckled.
Inari has become a rising star for adventure seekers wanting to experience the real Lapland. Last winter, nine international airlines operated seasonal services to Ivalo Airport, including a new route from British Airways – its most northerly destination to date.
Finnish Lapland, in general, is becoming increasingly popular year on year. Across the Finavia-managed airports of Rovaniemi, Kittilä, Ivalo, Kuusamo, and Kemi-Tornio, 1.8 million passengers arrived in 2024, up almost 20 per cent on the year before.
How do they keep the runways clear?
With average temperatures plummeting as low as -18 degrees and around 200 days of snow a year, how can these airports safely handle all these flights?
Back in Helsinki, I caught up with Finavia’s Pyry Pennanen, head of airfield maintenance, to find out more about what goes into keeping airports operating in such extreme conditions.
“We basically promise summer-like conditions in our runways year-round,” says Pennanen. “But in Helsinki, winter is a very real thing.”
Helsinki is a different proposition from Ivalo. Handling an average of 350 departures a day, it’s an important international hub, with several flights landing and taking off every hour. With around 100 days of snow a year, keeping the runway clear is essential to maintaining Helsinki’s reputation as an airport that runs like clockwork.
“To keep the aircraft on schedule, we have 13 minutes to clear the runway, but we can do it in 11,” Pennanen explains. “The most we have to do is around once per hour if it’s really snowing, but on the worst days, it can be once every 20 minutes.”
Delivering this speedy clearance is a team of around 15 machines that all head out together to make the 3,500-metre runway safe. The crown jewels of this bizarre ballet of beasts are the Vammas PSB 5500 sweeper blowers, developed in partnership with Helsinki Airport.
These 31-tonne monsters stand 3.7 metres tall and stretch a massive 25 metres long. They can clear a 5.5 metre span of runway in just 11 minutes, thanks to their unique trifecta of snow-clearing features.
Designed to plough, sweep and blow (hence the PSB in the name), the process begins with a spring-loaded cutting edge on its nine metre plough, keeping contact firm on uneven surfaces. Behind that, a dense broom made of stiff metal bristles sweeps up any stubborn ice on the ground. Finally, the powerful jet air blower shoots loose snow and ice away from the runway at speeds of more than 400 km an hour.
Joining the convoy is a terrifying-looking machine, a self-propelled snow blower made by Overaasen in Norway. A towering 4.5 metres tall, this 1,500-horsepower behemoth can smash even the most stubborn ice off surfaces, clearing up to 10,000 tonnes an hour and casting the snow 35 metres away from the runway.
“The most challenging conditions are when we have freezing rain,” says Pennanen. “When it’s minus ten and the freezing rain is still falling, it’s very difficult to deal with.”
In these conditions, the expansive de-icer comes into play. Spraying potassium formate on the runway surface will melt the ice in under an hour, and keep the surface ice-free for several hours beyond. The chemical is readily decomposed and contains no nitrogen, making it safe for the environment.
Smaller beasts like wheel loaders, tractors, lorries and chemical sprayers also help keep the runways clear. In all, Finnaiva’s fleet in Helsinki spans around 200 vehicles that work from October to May. In the months in between, the team carries out essential maintenance on the vehicles to keep them mission-ready for the coming winter.
In the Arctic Circle, conditions are even more extreme
In Finnish Lapland, snow usually covers the ground from early November to late May (although it was worryingly late to arrive in some parts last winter). Across the region, you can expect from 25 cm to as much as a metre of snow on the ground throughout the winter.
With over 200 days of snow in a typical year, Finavia’s Lapland airports have their work cut out. Yet, as a company, Finavia has never had to close an airport due to inclement weather, and the number of cancelled or delayed flights is minimal.
Up in the Arctic Circle, Ivalo Airport sees more snow than most.
“We operate in winter conditions for seven months,” says Jarmo Pyhäjärvi, Ivalo Airport manager. “We are the most northerly airport in the European Union, and we operate in Arctic conditions.”
Like Helsinki, Ivalo Airport has a fleet of machinery to keep the runway and taxiways clear. These include plough-sweep-blow units, high power snow blowers, tractors, brush blowers and more.
Because the airport is so small, its staff headcount is low. In the winter, it doubles from its summer level of 25 employees to around 50. Fifteen of these people will be trained to work on maintenance, keeping the airport clear of ice and snow.
“Many of the staff will have a double role,” says Finavia’s communications manager Elina Suominen. “One minute they might be checking in a bag, the next they’re doing security, or driving a snow plough.”
Seeing these big snow-clearing beasts in action was astounding. The sheer power of the vehicles and the incredible volume of snow they move is incredible, with clearing operations performed not at a slow plod, but at speeds of 40 to 50 km an hour.
Across all its airports, Finavia uses sunken sensors to monitor the conditions on the runway. Tiny changes can be tracked, giving the operator early warning of incoming weather, sometimes six to eight hours in advance.
As with Helsinki, it is not so much the snowfall that’s a problem, but rather the temperature itself. When the freezing rain hits in Ivalo, the lower number of flight arrivals means their strategy for clearance is slightly different.
“We do what we call precision management maintenance, which means that the runway is cleared just before the flight comes in,” explains Suominen. “The snow protects the runway from the freezing rain, and we let it work as a shield and only take it off at the last moment. This way we don’t need to use any chemicals.”
Pyhäjärvi recalls a winter in 1999 when the temperature dropped to an eye-watering minus 50 degrees. The most recent extreme temperature event, in 2023, saw the mercury drop to minus 35. Even then, the airport cancelled just one solitary flight, maintaining all other operations as normal.
Amazingly, Ivalo Airport does all this with net-zero emissions. In the last 10 years, the airport has cut its emissions by 98 per cent through the use of renewable energy. The remaining two per cent is offset through approved programmes. Its snow-clearing machinery all runs on biofuels.
Innovating for even safer Arctic Circle flights
Companies like Finavia are essential in developing the technologies and equipment required to keep the world’s most extreme airports open all year round.
Most recently, Ivalo Airport has worked with a number of Finnish companies to test autonomous snow-clearing operations. Working with Nokian Tyres, snow removal equipment manufacturer Vammas (Fortbrand), energy company Neste and machinery manufacturer Valtra, they developed a new concept for optimising snow removal at remote airports.
The vision is that, when airports like Ivalo are closed for the night, or running on a skeleton crew, and the snow starts to fall, an autonomous tractor will spring to life. Using optimised, predefined waylines, the tractor will clear the runway of snow, making it safe for the next plane to land. If it’s running low on fuel, it will refuel itself using low-emission biodiesel.
Pilot projects have been very promising, although the autonomous tractors aren’t being used yet. Nevertheless, Finavia is confident of success in the longer term.
Also testing autonomous operations is fellow Arctic Circle operator Swedavia, manager of Sweden’s airports. This winter, it has tested eight PSB machines in autonomous mode, and it is keen to roll this out to actual operations.
“We are still in the testing phase, but this winter we have made major steps forward,” says Ali Sadeghi, chief asset officer of facilities and systems at Swedavia Airports. “These additions to our snow clearance fleet are a strategic step and will help us make Swedavia’s snow clearance more safe, efficient and predictable as well as climate friendly.”
Like Finavia, Swedavia has not had to close an airport because of bad weather for a very long time. “Stockholm Arlanda Airport has an excellent record of dealing with snow,” adds Sadeghi. “We have never closed the airport due to snow or bad weather in over 60 years.”
Next door in Norway, Oslo Airport undertook intensive testing of autonomous ploughs for over a year, deploying them in daily operations in 2021. Up to six enormous machines move simultaneously, all with no driver onboard, controlled either from a command vehicle or from the comfort of an office desk.
Powered by cloud-based software known as the Yeti Autonomy Service Platform (YASP), developed by Yeti Move, the vehicles are connected so that they know where to go and what to do. There are high hopes that such advancements could make snow clearance operations even more eco-friendly in the future.
“YASP ultimately cuts fuel consumption and emissions,” John Emil Halden, COO of Yeti Move, tells Business Norway. “Our solution optimises power use by ensuring operations are consistent at all times. Also, well-planned operations with autonomous vehicles will reduce the driving needed to complete the job, and fewer vehicles are needed overall.”
As a traveller, I remain in awe of these incredible airports and their ability to keep flying regardless of the conditions. And I am thankful, because without airports like Ivalo, it wouldn’t be so easy to discover the wonders of the truly unspoilt corners of the world.
Author
If you’ve ever lamented that your holiday is over too soon, one cruise line has an enticing offer – if you have a few million euros to spare, that is.
Newly launched Crescent Seas, founded by former Norwegian Cruise Line Holdings chairman Russell Galbut, is offering “floating homes” on its forthcoming fleet of residential cruise ships.
The first of these ships is due to set sail in 2026. But a permanent residence comes with an eye-watering price tag. The lowest price starts at €570,000. The highest? A jaw-dropping €8.8 million.
This cruise travels the world and never ends
The company’s first ship, a refitted version of the Regent Seven Seas Navigator, will host 210 private residences and embark on a global voyage, starting in December 2026.
Forever cruisers can expect four-day port stops in destinations like the Seychelles, Singapore, Iceland and Barcelona, with onshore excursions designed to immerse travellers in local cultures.
Three ships have already been confirmed: Navigator, Insignia – a former Oceania Cruises vessel set to relaunch in 2027 – and a new one dubbed The Ocean, expected to be finished in 2032. Two additional ships are in the pipeline for 2028 and 2029.
Onboard, Crescent Seas promises all the trappings of ultra-luxury living, from Michelin-inspired restaurants, wellness centres and Starlink-powered co-working spaces to cooking classes and “6-star” service by white-gloved butlers.
Residents are also required to purchase around €30,000 worth of annual food and beverage credits.
“As a developer, I know real estate has always been defined by location, location, location, as we say. With Crescent Seas, we’ve eliminated that limitation,” Galbut told The Telegraph.
“Now, your home isn’t bound to a single address – it moves with you, taking you to the world’s most breathtaking destinations.”
From the seven seas to space, the ultra-rich look beyond
Crescent Seas isn’t the only venture offering the wealthy a radical rethinking of how – and where – we live. While some opt for floating mansions, others have looked to the stars.
From Richard Branson’s Virgin Galactic to Jeff Bezos’ Blue Origin, billionaire executives have putspace tourism on the map for the world’s elite.
Earlier this year, US-based company Space Perspective opened bookings for its space balloon experience. For around €120,000, travellers can ascend to the stratosphere in a capsule the size of a lounge room, complete with a bar and bathroom.
Elon Musk’s Space X, meanwhile, has set sight on Mars. Though a one-way ticket is not yet on sale, applications for future missions have already opened, and some ultra-wealthy pioneers are queuing up to trade beachfront views for an expanse of red dust.
Back on Earth, entire islands in places like the Maldives are being sold to buyers seeking the ultimate seclusion – like a gated community surrounded by the ocean.
‘Homes that move with you’
Crescent Seas isn’t the first floating home for the super-rich, either.
The World, a condo-like residential ship, has been circumnavigating the globe since 2002. Then there’s Ville Vie’s Odyssey. Billed as the world’s first perpetual cruise, the ship offers multi-year, residence-style packages starting at around €2 million.
Crescent Seas is aiming for a balance of both – privacy and full-time ownership, with the bonus of global adventure.
“Imagine travelling the world without ever leaving the comfort of your own home,” said Marisa Galbut, president of Crescent Seas.
For those with millions to spend, the dream of a home that moves with you, whether through the waves or the stratosphere, is no longer the stuff of fantasy, as the limits of luxury travel drift further from solid ground.
Author
A new high-speed train route linking Madrid and Lisbon aims to be operational by 2030 – when the two countries will be co-hosting the FIFA World Cup.
The two capitals have not been linked by a direct train since 2020, when Spain’s state-owned rail company Renfe discontinued its overnight train-hotel service.
The new route – which will cut the journey time from over 10 hours to just three – has received official sign-off from the European Commission.
“We’re working on a plan to strengthen high-speed connections between major European capitals – and Madrid–Lisbon is one of our top priorities,” said EU Commissioner for Transport, Apostolos Tzitzikostas.
Portugal’s government says the train links are key to decarbonising transport and will see flights between the capitals reduced.
That said, the government is also planning a new airport in the Lisbon region as part of the push to improve connections to the country.
Here’s everything we know so far.
Spanish trains will take advantage of Portugal’s new high-speed line
Portugal is developing a new high-speed train line, the first part of which is due to be ready for the first journeys this year.
The 100km line from Elvas to Evora will cut the journey time between Lisbon in west Portugal and Badajoz in west Spain from three-and-a-half to under two hours.
It will be part of a wider Iberian high-speed rail network that will also connect Lisbon to Porto in around 1 hour 15 minutes – less than half the time it currently takes.
According to Spanish news site El Español, it is hoped the line will connect Madrid and Lisbon via Badajoz in six hours by 2027 and three hours by 2030 when the entire route is operational.
The coastal line, meanwhile, could extend to Vigo, Santiago and A Coruña in northwest Spain, while Madrid could be connected to Porto via Salamanca.
Why is there no train line between Spain and Portugal?
Renfe needs to invest €15 million to adapt part of its rolling stock to Portuguese infrastructure, according to La Información.
Various infrastructure issues need to be addressed before cross-border trains can operate. These include discrepancies in electrical voltages and signalling systems that are not expected to be resolved until at least 2025, the news site reports.
In 2023 though, the Spanish and Portuguese prime ministers endorsed plans to improve train connectivity between their two countries in line with the EU’s plan to liberalise Europe’s railways.
Sumar party MPs voiced their support for a rail link to support sustainable travel and boost economic relations between Spain and Portugal.
Renfe stopped operating the Madrid-Lisbon Trenhotel Lusitania in May 2020 due to the pandemic, and never resumed the service.
Portugal plans new airport near Lisbon
Portugal is also constructing a new international airport in Alcochete, about 40 kilometres from the capital, after decades of indecision.
The transport hub will be in operation by 2034 and will replace Lisbon’s Humberto Delgado airport (although this will be expanded while the new airport is being built).
Portugal’s tourism industry says the development is necessary as Humberto Delgado is currently operating at full capacity.
To improve connections from Lisbon city centre to the new airport, the government also plans to build a third bridge over the Tagus river.
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