Details of a Catastrophic Event in Space

Log Summary

[17831AD, 12th Nadnir, 09:30:42; Ursa Major Time]
    Vessel launched from orbital docking bay Discoverer above Earth, 55.617° N, 37.533° E. All vessel safety checks passed.

[18th Nadnir, 15:30:00 approx.; UMaT]
    International travel line, Devil's Spaceway, reached. Vessel trajectory recalculated; global positioning system recalibrated; space-time flux inhibitor activated. Vessel acceleration initiated at maximum capacity.

[15:43:21; UMaT]
    Vessel reaches 80% light speed. Speed maintained.

[16:35:00 approx.; UMaT]
    First signs of vessel stress noted. One large explosive noise (seen in seismic indicator log as audio recording was unsalvagable), followed by reverberating strain and a sequence of smaller explosive noises.

[16:37:52; UMaT]
    Rotationary bay gamma decentralised; gravity normalisation systems failure; life support systems failure; electricity supply deactivated; water supply deactivated; oxygen supply deactivated. Vessel alignment shift logged at 0.03° to trajectory.

[16:40:00-16:42:00 approx.; UMaT]
    Rotationary bays epsilon, omicron, and phi suffer same problems noted in bay gamma and are subjected to identical safety actions.

[16:41:47; UMaT]
    Vessel alignment shift logged at 0.78° to trajectory; an excess of 0.12° to acceptable deviation of 0.67° at 80% light speed. Automated vessel deceleration effected at maximum level.

[16:42:38; UMaT]
    Vessel logged at 70% light speed

[16:43:22; UMaT]
    Rotationary bay gamma collides with vessel central shaft. Vessel alignment shift logged at 0.81°. Still in excess of recommended levels at 70% light speed.

[16:43:41; UMaT]
    Vessel logged at 60% light speed.

[16:44:31; UMaT]
    Vessel logged at 50% light speed. Vessel alignment shift of 0.84° within acceptable deviation of 1° for 50% light speed.

[16:45:00 approx.; UMaT]
    Rotationary bays epsilon and phi collide with vessel central shaft. Rotationary bay omicron collides with solar energy tower alpha. Large power blow-out induced; power levels severely depleted, causing shutdown of all non-critical vessel functions. Final vessel alignment shift logged at 1.27°.  Final seismic indicator log display 230dB local reading for period of 38 seconds before end. Final life monitor log shows 18% mortality rate.

[16:45:59; UMaT]
    Log ends.

Analysis

    When we reached the wreckage of the vessel, it had torn itself in two, and several more rotationary bays had drifted a great distance from the main site. At the time of writing, the mortality rate stands at around 28,000; with a further 43,000 recieving medical attention; almost all surivors are being treated for acute loss of hearing. Overall this scenario could have been a darn sight worse; in all respects the emergency safety system worked efficiently, though some revision of the acceptable bounds for safe operation may be prudent. The factor under investigation here is of course the loss of stability and subsequent detachment of the rotationary bays. Preliminary findings suggest that the compound alloy used in the couplings attaching the bays to the central shaft are the critical point of failure. Rotationary bay omicron was least damaged in the event, and both the rotationary bay and main shaft's fuselage were found to have many long indentations leading directly away from the bay attachment points, suggesting that the coupling points had shattered with great force. We have so far only been able to conjecture that the alloy in use for these couplings has been under more constant strain that was intitally predicted in the vessel's design, and as such its elasticity had degraded to the point at which absolute zero caused it to become brittle. This theory certainly fits with the markings on the vessel's fuselage.
    Unfortunately the overall picture is not so clear cut. We have been unable to explain the extent of the vessels alignment shift, which is far in excess of the physical models drawn up in our simulations. The best theory we have involves the harmonics of vibration caused by the location of the detached bays, but until we have run a full calculation based on the vessel's log, we can only dismiss it, as such an occurance would seem extremely unlikely. The cause of the power outtage upon loss of solar tower alpha is similarly unfathomable.
    More mysterious still is the reaction of the survivors to this incident; while such an event was no doubt extremely traumatic, not one survivor has uttered a single legible word. Most have fallen into a deep catatonia, and the few that haven't came aboard the rescue vessel screaming or babbling in tongues, and needed to be violently restrained. We were indeed fortunate that our large military presence on the nearby system of Hyilatha were available to assist, as events could have gotten out of hand without their expertise in crowd control.
    Despite the scale of this catastrophe, the project is still in motion, though we cannot accurately estimate the extent of the delay this will cause. We would advice painstaking care be taken in covering this incident up, as finding another 90,000 volunteers will be impossible if word gets out.
   
    Yours sincerely,
       Prof. V. Llewys