More Than Honor

Note also that in 1900 pd, 8,500,000 tons represented the edge of a plateau in inertial compensator capability. Above 8,500,000 tons, warship accelerations fell off by approximately 1 g per 2,500 tons, so that a warship of 8,502,500 tons would have a maximum acceleration of 419 g and a warship of 9,547,500 tons would have a maximum acceleration of 1 g. The same basic curves were followed for merchant vessels.

In 1502 pd, the first practical countergravity generator was developed by the Anderson Shipbuilding Corporation of New Glasgow. This had only limited applications for space travel (though it did mean cargoes could be lifted into orbit for negligible energy costs), but incalculable ones for planetary transport industries, rendering rail, road, and oceanic transport of bulk cargoes obsolete overnight. In 1581 pd, however, Dr. Ignatius Peterson, building on the work of the Anderson Corporation, Dr. Warshawski, and Dr. Radhakrishnan, mated countergrav technology with that of the impeller drive and created the first generator with sufficiently precise incremental control to produce an internal gravity field for a ship, thus permitting vessels with inertial compensators to be designed with a permanent up/down orientation. This proved a tremendous boon to long-haul starships, for it had always been difficult to design centrifugal spin sections into Warshawski Sail hyperships. Now that was no longer necessary. In addition, the decreased energy costs to transfer cargo in and out of a gravity well, coupled with the low energy and mass costs of the Warshawski sail itself and the greatly decreased risks of dimensional and grav shear, interstellar shipment of bulk cargo became a practical reality. In point of fact, on a per-ton basis, interstellar freight can be moved more cheaply than by any other form of transport in history.

By 1790 pd, the latest generation Warshawskis could detect grav wave fronts at ranges of up to just over twenty light-seconds. A hundred years later (the time of our story) the range is up to eight light-minutes for grav wave detection and 240 light-seconds (4 light-minutes) for turbulence detection. As a result, 20th Century pd military starships routinely operate as high as the theta band of hyper-space. This translates an actual velocity of .6 c to an apparent velocity of something like 3,000 c. The explored hyper bands and their bleed-off factors and speed multipliers over normal-space are given in Figure 3.

In addition to his inertial compensator, Dr. Radhakrishnan also enjoys the credit for being the first to develop the math to predict and detect wormhole junctions, although the first was not actually detected until 1447 pd, many years after his death. The mechanism of the junction is still imperfectly understood, but for all intents and purposes a junction is a "gravity fault," or a gravitic distortion so powerful as to fold hyper-space and breach the interface between it and normal-space. The result is a direct point-to-point congruence between points in normal-space which are seldom separated by less than 100 light-years and may be separated by several thousand. A hyper drive is required to utilize them, and ships ca

The use of the junctions required the evolution of a new six-dimensional math, but the effort was well worthwhile, particularly since a single wormhole junction may have several different termini. Wormholes remain extremely rare phenomena, and astrophysicists continue to debate many aspects of the theories which describe them. No one has yet proposed a technique to mathematically predict the destinations of any given wormhole with reliable accuracy, but work on better models continues. At the present, mathematics can generally predict the total number of termini a wormhole will possess, but the locations of those termini ca

There are other ambiguities in the current understanding of wormholes, as well. In theory, for example, one should be able to go from any terminus of a wormhole junction directly to any other. In fact, one may go from the central nexus of the junction to any of its other termini and vice versa but ca

Despite their incompletely understood nature, the junctions opened a whole new aspect of FTL travel and became focusing points or fu

In addition, of course, the discovery of wormhole junctions and a technique for their use imposed an entirely new pattern on the ongoing Diaspora. Theretofore, expansion had been roughly spherical, spreading out from the center in an irregular but recognizable globular pattern. Thereafter, expansion became far more ragged as wormhole junctions gave virtually instantaneous access to far distant reaches of space. Moreover, wormhole junctions are primarily associated with mid-range main sequence stars (F, G, and K), which gives a high probability of finding habitable planets in relatively close proximity to their far termini.

Once initial access to the far end of a wormhole junction had been attained, the habitable world at the far end (if there was one) tended to act as the central focus for its own "mini-Diaspora," creating globular quadrants of explored space which might be light-centuries away from the next closest explored star system.

(2) Warshawski Sail Logistics

By their very natures, the impeller drive and Warshawski Sail had a tremendous impact on the size of spacecraft. With the advent of the impeller drive, mass as such ceased to be a major consideration for sublight travel. With the introduction of the Warshawski Sail, the same became true for starships, as well. In consequence, bulk cargo carriers are entirely practical. Transport of interplanetary or interstellar cargoes is actually cheaper than surface or atmospheric transportation (even with countergrav transporters), though even at 1,200 c(the speed of an average bulk carrier) hauling a cargo 300 light-years takes 2.4 months. It is thus possible to transport even such bulk items as raw ore or food stuffs profitably over interstellar distances.

By the same token, this mass-carrying capability means interstellar military operations, including planetary invasions and occupations, are entirely practical. A starship represents a prodigious initial investment (more because of its size than any other factor), but it will last almost forever, its operational costs are low, and a ship which can be configured to carry livestock and farm equipment can also be configured to carry assault troops and armored vehicles.

Hyperships come in three basic categories: the low-speed bulk carrier; the high-speed perso

The maximum acceleration and responsiveness of a Warshawski Sail starship is dependent upon the power or "grab value" of its sails and the efficiency of its inertial compensator. The more powerful (and massive) the sail generator, the greater the efficiency with which it can utilize the power of the grav wave; the more efficient the compensator, the higher the acceleration its crew can endure. Moreover, it requires an extraordinarily powerful sail, relative to the mass of the mounting ship, to endure the violent conditions of the upper hyper bands. This means that larger ships, with the hull volume to devote to really powerful sails, have greater inherent power and maximum theoretical average velocities (transit times) because they ought to be able to pull more acceleration from a given grav wave (thus reaching their optimum velocity of .6 c more rapidly) and to access the higher hyper bands (where the "shorter" distances effectively multiply their .6 c constant velocity by a quite preposterous factor).