These values can fluxuate to some degree based on local conditions (density of any gasses present, conditions of subspace in the area, magnetic fields present, etc.) Vessels normally travel under warp propulsion between solar systems but experience energy penalties due to quantum drag forces and engine system inefficiencies.

The power to maintain a warp factor velocity is a function of the cochrane value of the warp field. The energy required to transition from sublight to warp propulsion is much higher than that used to maintain a warp velocity. This phase is called Peak Transitory Threshold (PTT). Once crossed, energy production requirements decrease significantly.

While the technology involved in these systems has improved greatly over the generations, there are still limitations in the warp driver conductor that make any great advancements in the near future unexpected. Major discoveries will have to be made to permit any significant improvements in existing systems.

Fractional warp factors refer to cases where a vessel is moving faster than an integral values (such as warp factor two or warp factor three). Such a condition results in the expenditure of more energy than that required to maintain the next higher integral warp factor. It is common practice to avoid traveling at fractional warp factors to minimize

energy expenditure and extend fuel supplies.

Limitations:

The Threshold Limit establishes that warp stress increase asymptotically, approaching warp factor 10 (on the current warp factor scale) but never reaching it. The energy to reach the velocities approaching warp 10 increase geometrically, while the warp driver efficiency decreases at such velocities. The frequencies needed to perform the necessary

coupling and decoupling become impossible to achieve. This eventually exceeds the limits of the controlling system, but more importantly Planck time measurement. Even if warp factor 10 were able to be achieved, a vessel at that speed would occupy all points in the universe at the same *time*. If such a condition were to be achieved, there is no known way to be able to control a vessel in such a state. One of the most important considerations resulting from reaching a velocity of warp factor 10 would be how to be able to control where the vessel would end up upon deceleration.

Excelsior Warp Propulsion:

The Warp Field Propulsion System (WFPS) of the USS Excelsior Cruiser comprise three major assemblies:

1. The Matter/Antimatter Counteraction Module (M/ACM)

2. The Power Distribution Channels (PDC)

3. The Warp Field Actuation Nacelles (WFAN)

Reactant Infusers:

The infuser units send precise amounts of matter and antimatter into the counteraction core. The Matter Reactant Infuser (MRI) receives supercold deuterium from the Main Deuterium Storage Tank (MDST) from its location on Deck 23 and heats it in a continuous gas-fusion process. The infuser passes the gas through a group of

throttleable nozzles into the upper dynamic compression segment.

The MRI is built from a conical structural vessel 2.6 x 3.15 meters made of dispersion-strengthened berylium carbmolydbenide. Thirty-two impact-dampening bolsters (IDB) connect it to the MDST and major vessel space frame cross members on Deck 13. The entire assembly "floats" within the vessel to protect it from stresses put on the hull.

Inside the MRI are six redundant cross-fed sets of inducers, each consisting of twin deuterium inlet manifolds, fuel conditioners, fusion preburners, magnetic quench barriers, transfer duct/gas compositors, nozzle heads and controlling hardware. Slush deuterium enters the manifolds where it is cooled to a near-solid state. This results in the creation of microscopic pellets that are preburned by magnetic pinch fusion and sent into the gas compositor. Here the ionized gas streams into the compression segments. If a nozzle fails, the remaining ones will adjust to accommodate extra material. Each nozzle of the MRI measures 51 x 87cm and is made of frumium-copper-yttrium 2343.

Opposite the MRI is the Antimatter Reactant Infuser (ARI). Due to the nature of antimatter and how it reacts with matter, the ARI assembly has a design differing greatly from the MRI. All portions of the ARI must be contained within magnetic fields to prevent the antimatter from making contact with the ARI. The ARI is simpler in design in many ways, but is complicated by the precautions needed for handling antimatter.

The MRI and ARI structural housing and IDBs are quite similar with additional magnetic shielding for the ARI. There are three antimatter gas flow regulators that divide the incoming anti-deuterium into small packets that go into the lower compression segments. Each flow separator goes to an infuser nozzle, each opening based on computer controls. The nozzle operation sequences can be quite varying in nature based on operating conditions at any one time.

Dynamic Compression Segments:

The upper and lower dynamic compression segments (DCS) comprise the central mass of the warp core. These support the Matter/Antimatter Counteraction Module (M/ACM). This provides a pressure vessel to maintain an operating environment and align the incoming matter and antimatter streams. The upper DSC is 9 meters in length while the lower unit is 6 meters; both are 1.24 meters in diameter. A normal compression segment has eight sets of tension frame members, a toroidal pressure vessel wall, twelve sets of dynamic compression conductors and related feed & control hardware. Compression conductors are high-density forced matrix cobalt-lathanide-boronite, having thirty-six active elements configured to provide maximum strength within the pressure vessel,

permitting little or no field spillage into manned areas of Engineering. The vessel toroids are alternating layers of vapor-deposited carbonitic ferracite and transparent aluminum borosillicate. Vertical tension members are machined tritanium and cortentite reinforcing struts, phase transition-bonded in place during vessel construction. All engine frame

members have conduits for reinforcement field energy for use in Patrol Mode. The outer layer is the only indicator of engine performance due to harmless photons being emitted through the multiple layers having a red glow. This is monitored by the Engineering department.

When matter and antimatter streams are sent out of their emitters, the compression conductors focus the stream and accelerate them by 100 to 150m/sec. This is done to help make sure the streams hit the center of the M/ACM chamber, where the dilithium crystal housing is located.

Reactor Core:

This assembly consists of two bell-shaped cavities that contain and aim the matter and antimatter streams. This chamber is 1.5 meters high and 1.25 meters in diameter. It is made of twelve layers of hafnium six excelion-infused carbonitrium, phase transitioned welded under a pressure of 31,000 kilopascals. The outer three layers are shielded with

acrossenite arkenide for overpressure protection.

The central band of the reactor core contains the housing for the dilithium crystal alignment support (DCAS). An armored hatch allows access to the DCAS. DCAS consists of an EM-isolated cradle to hold 600cm3 of dilithium crystal material and two sets of crystal orientation linkages. The crystal assembly undergoes constant monitoring and adjustment to keep the crystals properly aligned for maximum efficiency.

The central band is connected to the upper and lower core segments with 36 structural connection pinions. These pinions are hafnium eight molyferrenite reinforced in tension, compression, and torsion. They are contiguous with the engine SIF. In the middle of the central band are two layers of diffused transparent tritanium borocarbonate for reaction

energy visual monitoring.

Dilithium:

Dilithium is the only substance known to Federation science (and the science of other races to our knowledge) that is able to come into contact with antimatter without reacting to it while in an environment of high levels of EM radiation. Dilithium allows the antimatter to pass through its structure without making contact. Until recent years it was

thought that dilithium would be impossible to create until recent advancements made it possible. It has also become possible to regenerate used dilithium, making it useable again. This has been done by utilizing gamma radiation bombardment. Experiments continue to explore the possibilities of trilithium.

WFPS Startup Procedure:

1. From a cold condition, the entire system is raised to

2,500,000K from a combination of energy from the EPA and MRI

systems with a "squeeze" from the upper DCS.

2. The first amount of antimatter is passed through the ARI and

aligned with the stream from the MRI into the dilithium crystal

housing. The cross-section of the streams can vary depending

on power settings. There are two reaction modes here:

A. High levels of energy are directed to the EPA,

similar to a standard fusion reaction, which

provides power for the vessel at sublight speeds.

The DCAS positions the dilithium cradle so the

facets lie parallel to the matter/antimatter

streams. The reaction is governed by the dilithium,

modulating the EM frequencies between 1020 (ten to

the twentieth) and 10^12 (ten to the twelfth) Hz.

B. Full use of the dilithium's ability to suspend

the reaction is made. This beings the process of

channeling energy into the warp nacelles, allowing

faster-than-light velocity travel. In this case the

matter/antimatter streams meet 20 angstroms above

the upper dilithium crystal facet. Optimum

frequency range depends on current warp factor and

is continuously returned for maximum efficiency. The

M/A ratio is stabilized at a ratio of 25:1 and is

considered to be at "idle".

3. Engine pressure is increased to 72,000 kilopascals. The

operating temperature of 2x1012K is reached. The MRI and ARI

units open up. M/A ratio is made 10:1 for power creation,

which is also the ratio for warp factor one. The ratio is

adjusted further for higher warp factors until warp factor

eight brings the ratio to 1:1. Still higher velocities result

from additional reactants being injected, though the ratio

remains unchanged.

Warp Nacelle Power Conduits:

Energy produced within the warp propulsion core is divided into two streams at near-right angles to the vessel centerline. Power Distribution Conduits (PDC) are similar in nature to the compression segments in that they compress the plasma flow into a small stream in the center of the conduit and force it into the nacelles. The energy is then

utilized by the Warp Field Propagation Conductors (WFPC) for propulsion.

PTC channels extend aft from the engineering spaces where they meet the warp nacelle struts. These channels are fabricated from six layers of machined tritanium and transparent aluminum borosillicate that are phase transition welded into a single pressure-resistant structure. The connection to the counteraction module are explosive joints capable of separating within .08 seconds in the event the warp core needs to be jettisoned. These joints are created during construction and cannot be recycled.

EPA taps for the power distribution grid are installed in the PDC at three locations. The taps are of the following types:

Type I accepts 0.1% capacity flow for high-energy systems.

Type II accepts 0.01% capacity flow for experimental usage.

Type III accepts low-power input for energy-conversion devices.

Warp Nacelles:

Energetic plasma created in the M/ARH unit passes through the PDC into the warp nacelles. This is where warp propulsion comes from. The nacelle is made up of several segments, including the Warp Field Actuation Conductors (WFAC), Plasma Infuser Module (PIM), jettisoning system and maintenance hatches.

The nacelle structure is similar to the rest of the Excelsior. Tritanium and duranium framing is combined with longitudinal stiffeners. This is overlaid with 1.25 meters of gamma-welded tritanium hull plating. Three inner layers of directionally strengthened cobalt cortenide gives protection against high levels of warp-induced stress, especially at the jettisoning point. Triply-redundant conduits for SIF and IDF energy systems are installed in the structure. Inside the framing is impact-dampening bolsters for the WFAC, as are thermal insulation struts for the PIM.

The jettisoning system is utilized in cases where the PIM experiences a failure unable to be repaired in the field, or if damage sustained by the nacelle poses a threat to the rest of the vessel. Ten jettisoning charges are installed in the nacelle structure that would

allow separation from the vessel at a rate of 20 meters/second.

Plasma Infuser Module:

At the end of each PDC is the Plasma Infuser Module (PIM). This is a series of eighteen valved magnetic Infusers linked to the warp propulsion control system. Each warp field conductor has its own infuser unit that are fired in a variable sequence based on the manner of flight. These Infusers are made of arkenium duranide and single-crystal

ferrocarbonite and magnetic constriction toroids of nalgetium serrite. Twelve redundant links maintain an interface to the computer control system. Fractional differences in timing exist between the control systems and hardware at startup time. Software routines are designed into the control system to compensate for this time lag.

The Infusers operate on a open/close cycle of between 25-50 nanoseconds. At the warp factor increases, so does the infuser firing frequency as well as the open/close cycle rate. At the highest warp velocities, infuser cycle time levels off due to limitations of the

infuser mechanical operation. The fastest cycle time considered safe is 53 nanoseconds.

Warp Factor Infuser Firing Frequency Open/Close Cycle

----------- ------------------------ -----------------

1-4 30-40 Hz 25-30 nanoseconds

5-7 40-50 Hz 30-40 nanoseconds

8-9.9 50 Hz 40-50 nanoseconds

Warp Field Actuation Conductors:

Warp propulsion energy is created within the Warp Field Actuation Conductors (WFAC), assisted by the specific hull configuration. These conductors generate a multilayered energy field surrounding the cruiser. This field is manipulated in specific ways to generate propulsive forces for warp speed velocities.

The WFAC units are made of split toroids positioned in the nacelles. Each half-segment measures 4.75 x 21.5 meters and is made from a core of densified tungsten-cobalt-magnesium giving structural strengthening. It is further embedded with a casting of electrically densified verterium cortenide. A pair measures 10.5 x 21.5 meters and has a mass of 34,375 metric tones. Two sets of eighteen conductors each mass 1.23 x 106

metric tonnes. This is approximately 25% of the vessel's total mass. This system was difficult to produce with reliability in the early days of development for the original Excelsior design. Improvements made to the production system during the course of development for the Excelsior design made the structures better in quality. It is still generally practiced to make conductors in pairs that are installed together. Major refits use the opportunity for conductor replacement. Common practice is for all conductor units installed on a vessel to have an age difference of no more than six months between oldest and newest units.

In operation, the verterium cortenide in a conductor pair shifts the energy frequencies in the plasma into subspace. Quantum packets of subspace energy form approximately 1/3 the distance from the inner surface of the conductor to the outer surface. The verterium cortenide creates changes to the geometry of space at the Planck Unit scale of 3.9

x 10-33cm. The converted energy then radiates away from the nacelle from the outer surface. Some field energy recombination at the centerline of the conductor, appearing as visible light.

Warp Field Propulsion:

Warp velocity propulsion is created by several factors working in company.

- Warp field created is performed in a fore-to-aft manner. As

the plasma Infusers operate sequentially, warp field layers

build according to the pulse frequency of the plasma, then

press on each other. The layers together reduce the apparent

mass of the vessel to help move the vessel. Critical

transition occurs when the vessel (to the outside observer)

seems to travel faster than light. When warp energy levels

reach 1000 millicochranes, the vessel is pushed beyond the

speed of light in less than a Planck time (1.3 x 10-43 seconds).

Warp physics prevent the vessel from operating at exactly c.

The three forward conductors of each nacelle operate at a

frequency offset from the other units to reinforce the field

ahead of the Bussard Ramscoop. This aids in creating field

asymmetry necessary for forward movement.

- The nacelles create two balanced warp fields for maneuvering.

Experiments conducted in the early days of warp travel

experimented with differing numbers and orientations of warp

nacelles (including a single unit), but found that two proved

to be the best design. Yaw motions (XZ axis) are performed by

varying the balance between the nacelles. Pitch changes result

from varying conductor firing sequences and plasma

concentrations.

- The vessel's hull shape facilitates transition into warp

propulsion and adds a geometric correction vector. A 28 degree

elliptical hull platform in the Bridge area helps to shape the

forward portion of the warp field. The undercut in the aft

hull permits varying degrees of field flow attachment,

preventing the vessel from losing attitude control owing to the

nacelles being off the Y-axis center of mass. Loss of one or

both nacelles would result in linear disassociation (being torn

apart because each side of the vessel would be trying to move

at radically different velocities).

Antimatter:

Even before the existence of antimatter was confirmed in the early days of the modern era of science, the idea of known matter having an identical counterpart of opposite charge intrigued scientists who speculated on the energy-creation possibilities of such materials interacting with each other.

Theory postulated the idea that all components in the universe were created in pairs. Supposedly, every particle of matter has an antimatter counterpart somewhere in the universe. Many scientists believe that the high-concentration of matter in the Spiral Arm of our galaxy (relatively speaking compared to the total volume of the galaxy) is matched by an equally large concentration of antimatter in another area of the galaxy. All basic antiparticles have been created artificially and are available for experimental and operational usage.

Interaction of electrons and positrons (anti-electrons) produce gamma radiation upon interaction/annihilation. Other pairs interact in different ways. Deuterium/anti-deuterium (deuterium being an isotope of hydrogen) were of particular interest to scientists. The efforts of attempting to utilize such a reaction proved to be as laborious as the

rewards proved beneficial. A major consideration was always that of trying to contain the antimatter supply. A containment method had to be developed that did not allow the antimatter to touch the container (resulting in a matter/antimatter explosion). It was quickly seen that a magnetic field would be needed to hold the antimatter in a safe manner.

Many vessels were lost in the early days of matter/antimatter fuel usage before a reliable magnetic field sustainer was developed and put into production.

Antimatter is commonly produced by combined solar-fusion charge reversal devices that process proton and neutron beams into anti-deuterons, which are then joined by a positron beam accelerator to produce anti-hydrogen (specifically, anti-deuterium). There is an energy loss of 22% in this method of production. While Starfleet Command has

said this an acceptable level of inefficiency, research and development continues into better production methodologies.

Antimatter is stored at fueling facilities in magnetic conduits and compartmentalized tankage. Similar tankage was built into early starships, though designs were changed to make it jettisonnable (early units were not). During fueling operations, antimatter passes through a port .875 meters wide having 12 mechanical latches and magnetic irises.

At the loading port on Deck 21 are forty storage tanks divided between and mounted on two large ejectable pallets. The tank itself is mounted on an individual ejectable pallet, which is then mounted on the larger pallet. The individual pallet is jettisoned at a rate of 20 meters/second. Each tank measures 2 x 4 meters and is made of polyduranium, having an inner magnetic field layer of ferric quonium. Each tank holds 50meters3 of anti-deuterium, giving a total supply of 2000meters3. This will last for over two years of vessel operations. Periods of medium-to-radical refits/repair docking periods usually

include a refueling operation. If only a small amount of antimatter has been consumed it is common practice to replace drained tanks. Large-scale fueling needs generally utilize replenishment of the expended fuel through the refueling system. Rapid refueling can be performed in the field in a one-hour period by removal of the entire pallet assembly and

replacement with a full fuel supply. Adjacent to these pallets are two battery packs per pallet for the containment field if power from the main power distribution system should be lost for any reason. The pallets are fed power from these batteries at all times, which in turn are kept at full charge levels by constant recharging from the main power

distribution grid. Auxiliary power generators can be connected to the system in a few minutes in case the main power grid should fail. The antimatter containment bottles will be destroyed upon jettison when their battery power supply runs out of charge in five hours from ejection unless destroyed by weapon fire or activation of the pallet auto-destruct system beforehand.

In virtually any condition, antimatter is not moved through transporter devices without a series of reconfiguration being performed to the pattern buffers, transfer conduits and emitters as a safety measure. It can be performed if these actions are taken with extremely

small quantities. Normal operating conditions will require the authorization of the Commanding Officer. If conditions do not permit, the senior officer involved in the action(s) requiring transport will take responsibility for any consequences of using the transporter system. Such actions are generally performed only in cases of scientific or

military operations.

Refueling operations in the field can be performed with acceptable levels of safety with the usage of antimatter tanker vessels. The main concern in such operations is not from accidental detonation but from attempts by Privateers or others to destroy and/or seize the tanker. Due to this, tanker vessels are always escorted by at least two Starfleet cruisers. During refueling operations for the USS Excelsior, standard practice is to maintain Red Alert operating conditions.

Warp Propulsion System Fuel Supply:

The fuel supply for the WFPS is stored in the main deuterium storage tank (MDST) on Deck 23. The MDST, which also feeds the Impulse Propulsion System (IPS) is loaded with slush deuterium maintained at -259 degrees Celsius (13.8 degrees Kelvin). The MDST is made of forced-matrix 2378 cortanium and stainless steel, with foamed vac-whisker silicon-copper-duranite insulation in alternating parallel/biased layers and

gamma welded. Openings for fuel lines, supply vessels and sensors are made with phased energy cutters. Leakage rate for the deuterium tanks is approximately <.00001kilograms/day. The auxiliary tanks have the same leakage value.

The total volume of stored fuel, compartmentalized to prevent damage-induced loss, is 60,600meters3. The normal load is around 58,000meters3. A full fuel loaded will last approximately two years.

Slush deuterium is generated by electro-centrifugal fractioning of several materials, including water, planetary satellite snows and ices and frozen cometary core matter. Fractional liquid is then chilled. Each type of material results in different proportions of deuterium and tailings, but these can be handled by the same controller software.

Deuterium tankers are far more common in the fleet than the antimatter versions due to the differing handling needs. Tankers can reach vessel in emergency needs within two or three days notice. Refueling ports are located on the outer hull by the port nacelle strut joint where it meets with the hull. Structural connection points are installed for connection to port or maintenance dock facilities, as are pressure relief, purge

inlet/outlet fittings, and data distribution network hardlines.

Hydrogen Intake Fuel Replenishment:

In a case where refueling from a tanker or base facility is not possible (especially on long-ranging missions into new territory), there are facilities incorporated into the vessel capable of replenishing the vessel's fuel supply. The thinly-distributed supply of matter in open space can be taken into the vessel for processing as fuel. This matter is processed by high-energy magnetic coils called Bussard Ramscoops. Directional ionizing radiation is emitted outward into a shaped magnetic field designed to attract and direct the gases in open space into the matter collection system. This gas, having an average density of one

atom per cubic centimeter, will have any deuterium extracted for processing. At high relativistic sublight speeds amounts of gas collected can be significant. This is not encouraged due to concerns about time distortion. Collection operations are generally done while at warp velocities.

HRI units are made of three components:

- Ionizing Beam Emitter (IBE).

- Magnetic Field Generator/Collector (MFG/C).

- Continuous Cycle Fractioner (CCF).

The covering for the intake is made from reinforced polyduranide that is transparent for a small range of ionizing energies made by the emitter unit. The emitter projects a charge on neutrally-charged particles in open space that is collected by the magnetic field. When at warp, ionizing energy is transitioned into subspace frequencies so beam

components can be projected ahead of the vessel, decay to normal states, producing desired effects.

Next is the MFG/C, a compact of six coils designed to project a magnetic field to collect charged particles toward the intakes. The coils are make of cobalt-lathanide-boronite and are powered by either the PDC lines or the vessel power distribution grid. When at sublight, coil operations are reversed to decelerate the velocity of incoming matter.

Finally, the CCF units filter out the usable material from the incoming matter stream and sends them to holding tanks within the hull.

Antimatter Generation Operations:

As with deuterium, there is the ability of replenishing a portion of a vessel's antimatter fuel supply while in deep space. Current technology for vessel equipment is very inefficient at antimatter generation, but at times of an emergency it can become a viable option to the Commanding Officer.

The on-board antimatter generation system is located on Deck 24 amongst other antimatter-related equipment. It comprises the Matter Inlet/Conditioner (MI/C) and the Quantum Charge Reversal Device (QCRD). The generator unit is 3.8 x 6.85 meters and has a mass of 700 metric tones. It is one of the heaviest pieces of equipment that makes up the Excelsior vessel. The QCRD uses alternating layers of superdense, forced-

matrix cobalt yttrium polyduranide and 854 kalnite-argium. This is required to produce the needed power amplification to hold collections of subatomic particles, reverse their charge, and collect the altered matter for storage in antimatter tanks.

The QCRD's technology has similarities to the transporter, HRI, IDF and other devices that manipulate matter at the quantum level. The incoming matter is stretched into rivulets less than .0000016cm across. They are pressure-fed into the QCRD under magnetic suspension, where groups of them are chilled to .001 degree of absolute zero. They are

then briefly exposed to a stasis field to further reduce molecular movement. As the stasis effect decays, focused subspace fields drive deep into their subatomic structure to reverse the charge and spin of "frozen" protons, neutrons and electrons. The flipped matter, now

antimatter, is moved to antimatter storage tanks by magnetic fields. This method can produce a quantity of .04m3/hr. Due to inefficiencies in current technology, nine units of deuterium are needed to operate the generator system. This only produces two units of antimatter. Operating for long periods of time will consume notable amounts of deuterium if allowed to continue to function.

Shutdown Operations:

Strict attention is paid to the operations of the warp propulsion system. Continuous monitoring of all systems is performed to ensure that no danger is posed to the vessel. The computer control system is designed to be able to react in minimal time to any crisis that may develop in the engines. Synthetic intelligence-based monitoring systems

are capable of handling many situations that might arise. System overrides are available only to Command-level officers.

Emergency shutdown operations are initiated by the controlling system when pressure and/or thermal safety limits are reached and exceeded. Normal shutdown procedures dictate valving off the plasma flow to the WFAC units, closing off reactant Infusers and purging any remaining gases from the system. The impulse engines will assume power-

generation operations. Problems resulting from external sources (such as combat damage) will run risk-assessment studies to determine if systems can be allowed to continue operating without posing an unacceptable risk to the vessel.

Disaster Procedures:

In cases where damage sustained to the system cannot be repaired in a timely manner, some procedures for handling the situation may include:

- Safing systems that pose a danger to the vessel.

- Determining WFPS damage and collateral damage.

- Sealing hull breaches and areas of the vessel that are

uninhabitable.

Fuel and power supplies are discontinued upstream from the direction(s) of flow based on computer and engineering damage surveys. If possible, engineering personnel in protective suits will enter affected areas to verify damage-control systems are in operation and attempt repair work. Extra armoring can be added to protection suits to protect crewmen from energy surges (such as weapon fire from enemy forces). The Chief Engineer may delay shutdown operations on needed systems if the risks are considered acceptable.

Damaged equipment will be retained if possible, otherwise it will be ejected in accordance with security protocols. If possible, some material may be recovered for use as replicator stock. Weapon fire may be used to destroy ejected equipment to prevent its study by enemy forces. Major components may contain built-in autodestruct systems. If

component ejection and force fields fail, two options remain to handle the situation. The first is manual sequence initiation, the second being automatic computer operations.

Core ejection’s happen when pressure vessel damage is sufficient to breach safety containment fields. Ejection will also happen if the damage may overcome the SIF system enough to prevent core retention regardless of whether the WFPS is operating or not. Vessel survival is the primary consideration at all times. Core ejection will take place if

the threat is considered unacceptable. Only the Chief Engineer can override a computer-initiated ejection order.

Damage to the antimatter storage tank may require it to be ejected from the vessel. Multiple redundant systems have been installed to ensure a successful ejection due to the threat antimatter poses to the survival of the vessel. The vessel computer will generally perform the jettison sequence due to the amount of work required to secure the

antimatter handling system before ejection can be performed. Manual options due exist if the computer system is unable to handle the task.

IMPULSE PROPULSION

Introduction:

The Impulse Propulsion System (IPS) represents the primary means of moving the vessel at sublight velocities. This systems also provides much of the power used to operate the vessel and the equipment aboard it. These engines are active at virtually all times the vessel is not docked at a fully-equipped facility. These engines provide the propulsion used to move around planetary systems and other times that faster-than-light

velocities are not used. Velocities above .25c (1/4 speed of light) requires additional power from auxiliary power generation equipment.

Early on in the development of the standard Excelsior class starship program, it was foreseen that the vessel would end up having a mass of several hundred thousand metric tonnes. Existing IPS equipment was quickly seen as being inadequate to allow the Excelsior to maneuver at the extreme performance levels desired acceptably, and no systems under

development at the time held promise of being able to accomplish the task. Engineers devised the idea of installing a space/time actuation convoluter similar in nature to that utilized in the warp drive system. It creates a distortion in the space/time continuum around the vessel too weak to accelerate the vessel to warp speeds, yet enough to "exaggerate" the actual velocity generated by the IPS. This system was already in

production for other purposes and was quickly adapted and incorporated into the design.

IPS system:

The fuel supply for the IPS is contained in the Main Deuterium Storage Tank (MDST) on Deck 23 with many smaller auxiliary storage tanks on Deck 16. Redundant feeds in the fuel management system run by the ship's computer system operate the fuel distribution system during times of engine operation as well as refueling operations. The deuterium

supply of the IDST, which also supplies the Warp Propulsion System, is normally maintained in a slush state at 13.8 degrees Kelvin, the secondary fuel supply is maintained in a fully liquid condition. If fuel from the main supply must be moved, it is passed through a heater system to make it easier to move.

The MDST and secondary tanks are made of forced matrix cortanium 2378 and stainless steel in alternating parallel/biased layers and gamma-welded. Phased energy cutters create openings for fuel lines and sensor systems. The tanks can be removed and installed via transporter operation. Each secondary tank can store 4.65 metric tonnes of deuterium fuel.

If the need should arise for velocities above that possible by the IPS under normal operational conditions and procedures, the Commanding Officer can order the injection of minute amounts of antimatter into the IPS system. The antimatter for the IPS (main and secondary engines) would come from the supply maintained on Deck 21. 36 of the 40

antimatter tanks are allocated to the Warp Propulsion System and the remaining four are dedicated to the IPS system. Antimatter can be transferred from one group to the other by means of dedicated fuel lines installed for such a situation.

Impulse Engine Configuration:

The Primary (also called Main) Impulse Engines (PIE) are located on Deck 14 and are oriented to generate thrust along a parallel equidistant axis down the centerline of the Excelsior. During flight operations, engine thrust is vectored slightly in the -Y direction

(downward) to accommodate center of mass movement.

A PIE consists of four impulse engine units clustered together, while SIEs are made of two engine units. Each engine unit is comprised of the following systems:

- Impulse Counteraction Housing (ICH, four per engine)

- Accelerator/Generator (A/G)

- Driver Actuation Convolutor (DAC)

- Directional Exhaust Thrust Housing (DETH)

The ICH is a sphere three cams in diameter intended to contain the reaction of the fusion generator. It is made from eight layers of dispersion-strengthened hafnium excelinide having a total thickness of 337cm. An inner liner of crystalline gulium fluoride 20cm thick protects the sphere from the effects of the reaction and radiation. It is

replaceable. Openings are made in the sphere to allow for fuel lines, reaction initiators and sensor devices.

Slush deuterium from the main cryogenic tank is heated and passed to interim tanks on Deck 20. Here the deuterium is chilled until it is frozen solid into pellets of variable size (.25 to 2.5cm depending on needed energy output). A pulsed fusion shock front from initiators around the inner surface of the sphere is generated. Energy output can

be adjusted from 109.5 to 1012MW.

High-energy plasma created during engine operations is vented through an opening in the sphere to the accelerator/generator. This is usually an octagon shape 1.55 meters long and 2.9 meters in diameter. It is made of an integral twin crystal polyduranide frame and a pyrovunide exhaust accelerator. In propulsion operations the accelerator is

operative, increasing the plasma's velocity and passing it to the space/time actuator conductors. In power-generation mode, with no propulsion being performed, the accelerator is offline. The Electroplasma Assembly diverts the energy into the power distribution grid and exhaust products are vented. In a combined propulsion/power

generation mode, part of the exhaust plasma is accessed by the magnetohydrodynamic system (MHDS) to supply the power distribution grid.

The third portion of the engine is the Actuator Conductor Assembly (ACA). It is 3.25 meters long and 2.9 meters in diameter. It consists of eight split toroids, each cast of verterium cortenide 934. Energy driven through the toroids, creates the effect of:

1. Reducing the apparent mass of the cruiser's inner surface.

2. Aids the vessel in passing the space/time continuum past

the cruiser on its outer surface.

The final stage of the system is the Directional Exhaust Thrust Housing (DETH). This is a series of moveable vanes and conduits meant to expel exhaust material in a controlled way. This can perform maneuvering functions or venting operations.

IPS Control:

The impulse engines are operated through control software incorporated into the vessel's main computer system. As with the warp propulsion system, the initial algorithms programmed into the vessel at the time of construction are adaptable and are constantly making adjustments to maximize efficiency in operation. Optimum conditions can

be "learned" by the artificial intelligence systems and utilized in engine operations. Commands received by the crew are passed through the main computer into the dedicated IPS command coordinator. The IPS command coordinator is linked with its warp propulsion counterpart when passing in and out of warp velocities. The IPS coordinator is also tied into the thruster systems at all times and all velocities.

Engineering Operational Safety:

PIE and SIE systems are maintained according to standard practices based on average time-to-failure studies and work schedules. Those parts that experience the most wear are naturally replaced more often than other devices. The inner liner of the ICH sphere is replaced after 8000 hours of service, or if prescribed amounts of deterioration or structural fracturing is detected. The sphere itself and subassemblies are replaced

after 6800 cruise hours. Deuterium/anti-deuterium Infusers, initiators and sensors can be replaced in the field without the need for docking at a Starfortress or other facility.

The accelerator/generator units are changed out after 5200 hours unless wear or failure is detected beforehand by maintenance crews. The main need for replacement here occurs from the radiation present in the system.

ACA units are replaced after 5000 hours. The actuator conductors are replaced due to the effects of electromagnetic and thermal energies. These systems must be replaced at a repair facility; it cannot be done in the field.

The DETH system undergoes the least amount of wear in operation. They are replaced during layovers at a dock facility. Non-replacement maintenance can be performed in the field.

The IPS system requires 1.28x as much maintenance work as the WFPS system due to the nature of the fusion reaction occurring in the IPS system. Thermal and acoustic stresses per unit of area are greater in this system. While the WFPS produces much more power than the IPS, the energy created puts less shock and stress onto the vessel structure.

IPS Shutdown Procedures:

Equipment failure and other conditions can create situations where the IPS must be partially or completely shutdown. This can be initiated by crewmembers or sensors within the IPS detecting problems and activating shutdown procedures within the engine control system. These causes can include:

- Internal Causes:

- Excessive thermal load.

- Thrust imbalances between engine clusters.

- Fuel flow problems.

- Initiators firing out of phase.

- Exhaust vector misalignment.

- Plasma turbulence within the accelerator system.

- External Causes:

- Impact from celestial bodies.

- Combat damage.

- Stellar energy effects.

- Interaction with warp fields of other vessels.

Shutdown procedures begin with the shutoff of deuterium fuel flow into the IPS system and all injectors. The accelerators are shutdown and remaining energy bled off into space or into the vessel's power distribution grid. The ACA conductor interrupts the conductor phase order, putting them into a neutral power condition, allowing the field to collapse. Power distribution is reconfigured if the problem is limited to one engine unit.

A number of variations of shutdown procedures are programmed into the computer system to handle many possible problem conditions. In addition to these, the engineering personnel are also trained in many methods of engine shutdown procedures. The Commanding Officer must consent to any engine shutdown operation unless the vessel is in jeopardy of immediate loss.

In situations where the damage to the system is of an extreme nature, engineering personnel will wear protective suits and conduct detailed visual/sensor examinations of the IPS equipment. Any damaged equipment will be powered down and repaired if possible. Any equipment found to be putting the vessel at risk of further damage or complete

destruction will be removed at the earliest opportunity. All areas around the affected system(s) will be sealed off by blast doors and force fields.

UTILITIES

The vessel contains a number of utility lines and conduits installed throughout the vessel structure to supply the needs of the vessel and crew to operate and live. Where possible these are installed in personnel corridors and service passageways for ease of access for maintenance work.

These include:

Power:

Plasma energy lines run throughout the vessel to supply power for ship's systems and various devices used aboard the vessel. These are supplied with power from the warp and impulse engines as well as auxiliary and emergency power generators installed in various locations around the vessel.

Computer Data Lines:

The data distribution network sprouts from the computer cores and goes outward throughout the vessel. These lines are made up of fiber optic lines, radio transceivers and even basic wire of various compositions. The computer subprocessors are also connected to the network to service more specific systems. A number of backup lines are

installed to critical systems that are physically isolated from the primary lines to prevent damage to one affecting the other.

Atmosphere:

Conduits distribute purified air throughout the vessel as well as taking in "dirty" air to the processing units for removal of foreign matter. Switching units installed in the ductwork will direct airflow away from damaged areas to preserve operational capability of the system.

Water:

Lines run through the vessel to provide the crew with fresh, drinkable water. These are connected to the processing centers where the purification process is conducted.

Waste:

Lines run through the vessel to collect used wastewater for recycling and purification. The processed water is directed into the water distribution system. The material removed from the water is directed to the source stock storage bins for replicator usage.

Transporters/Replicators:

A number of matter stream wave guides interconnect the exterior transporter arrays with the replicator and personnel/cargo transporter facilities within the vessel. A large degree of interconnection between operating stations and emitters is needed to handle the various operations conducted by this system.

SIF/IDF Field Energy:

Several lines run throughout the vessel to supply SIF/IDF energy to the vessel. A number of units are also installed in various remote locations to service the area around the unit as well as acting as a backup to the primary units.

Artificial Gravity:

Energy generated by changes in velocity (most noticeably when dropping out of warp velocities) is collected by force field conduits and channeled into the power distribution grid. Energy above the levels that can be handled by the system are often channeled into the SIF/IDF system. In combat situations this energy can give the shields a brief

increase in effectiveness by channeling the energy into the emitter grids. Alternately, the energy can be directed into the phasers for a brief burst of increased strength.

Cryogenics:

Insulated lines run through the vessel to supply various systems (such as power generators) with cooling capacity. Liquid oxygen used for the life-support systems is also passed through similar lines to the areas where it is needed.

Fuel Lines:

Lines run between fuel tanks and propulsion and power-generation systems. These are also insulated and have fire-suppression systems installed in several locations where they are run.

Turbo lift System:

A number of conduits run through the vessel to allow the movement of the turbo lift pods. Inside these conduits are the power and control lines used to power and operate the system.

Reserve Utilities:

This refers to lines running through the vessel that are used as a backup to the primary lines. These generally operate for a limited amount of time. Their capacity is lower than the primary lines and conduits and generally are reserved for critical functions and vessel

operating areas.

Umbilical Connections:

These are the connections external to the vessel used to conduct resupply operations for the vessel while docked at a Starbase or other facility. These supply power, fuel, SIF/IDF energy, oxygen and other materials. There are also internal turbo lift connections for docking facilities capable of utilizing this feature.

Service Passageways:

These are the horizontal and vertical crawl spaces and small passageways running throughout the vessel used to perform maintenance and inspection operations.

Access Panels:

Removable panels in corridors contain emergency medical supplies for crisis situations. They also contain airpacks for damage control personnel use, fire suppression gear, environmental suits and other supplies.

Auxiliary Generators:

These are power generators not associated with propulsion systems. These provide power for the vessel in addition to the engines or in place of them if they are not functional. These are generally not intended for extended periods of operation without extensive and intensive monitoring performed on them while they operate.

THRUSTERS

Close-in maneuvering at Starbases, spacedocks, etc. is performed using a series of small thruster units installed around the hull at various locations. Operation of these thrusters is managed by the vessel's computer system with crew control performed by the helm station.

Each thruster unit comprises a reaction chamber, magnetohydrodynamic (MDO) energy collector and thrust exhaust nozzles. Deuterium fuel for these units is stored in fuel tanks attached to the thruster units. These are in turn kept fueled from the MDST units. Ignition system power for the thruster unit is supplied by the power distribution grid. The reaction chamber measures 1.5 cams in diameter and .1 cams thick and has

an inner layer of duranium tritanide that is replaceable. It is able to be fired 450,000 times or operate for 5800 hours before the inner layer is replaced.

The MDO is downstream from the reaction chamber. The first subsection collects some of the unused plasma energy for the vessel power distribution grid. The second subsection does some of the throttling work of the unit to control the energy received by the thrust nozzle. Each subsection measures 2x1x1cams and are made of tungsten bormanite. The plasma conduit to the power grid operates for 7000 hours before

inlets must be serviced.

The nozzles direct the thrust of the reaction in the direction needed to achieve the desired ship maneuver. Values inside the unit regulate the exhaust flow into the nozzle.

Installed in the thruster unit are mooring beam emitters used in docking operations to maintain position relative to a station or dock. These are low-power versions of tractor beam emitter units.

NAVIGATIONAL DEFLECTOR ARRAYS

Movement of a vessel through space requires an ability to protect the vessel from impacting on the sparse amount of material in the void. Space is not the empty space people tend to imagine. At warp velocities, and even high sublight speeds, striking this matter could cause serious damage to the vessel. In addition, they can create unwanted friction on the vessel, slowing its movement through space.

To couner this problem, the Excelsior is equipped with a large deflector array in its most forward-facing surface. Deflector field generation consists of two redundant graviton polarity source generators. Each generator is made up of a cluster of two 150MW graviton polarity sources feeding a 700 millicochrane subspace field distortion amplifier.

The emitter support units are made of a duranium framework where the emitter is mounted. It is a series of molybdenum-duranium panels that channel the energy outward. A small amount of manipulation of the panels is possible to "steer" the emitter in a desired direction. Aiming of the beam is also performed by phase-interference methods. Field coils shape the beam into a desired pattern to deflect matter away from the route the

vessel will be moving.

A dedicated interface has been installed to keep contact between the Deflector Array Control System (DACS) and the Helm station subprocessor. In the event that an object is detected in the flight path of the vessel too large for the deflector arrays to move, the Bridge Helm officer will be notified through their control panel and be given a suggested course change to avoid the object that will minimize deviation from the current

course. Unless the Helm officer enters a manual course change, the Helm Control Processor will accept the suggested course change made by the DACS and implement it automatically.

Array Operation:

At sublight velocities, the deflector emitters operate at less than 1% of rated capacity due to the low rate of contact with interstellar matter. Array operating strength increases with an increase in faster-than-light velocities, up to warp factor eight using approximately 85% of deflector capacity. Faster warp factors will result in the deflector units being brought up to full operating status.

In instances where the hydrogen collectors are in usage, manipulation of the deflector emitter beam will be required to allow hydrogen matter to pass through the shielding field and be collected for processing into fuel.

TRACTOR BEAM

From time to time, a vessel can develop a need to tow another vessel, maneuver an auxiliary vessel toward the Shuttle Bay, hold scientific devices in place outside the vessel, etc. This is done utilizing one or more tractor beam units mounted in various locations on the outer hull of the vessel. These operate by generating a subspace/gravitational field on an object, generating interference patterns that will put a stress load on it. Manipulating the location and strength of the field, the object can be moved in a desired way. One orientation will draw the object toward the vessel, while inverting the field will cause it to be pushed away.

Beam Emitter:

The main tractor beam emitter is mounted in the aft section of the hull. This is the unit generally used in towing operations. Smaller units are mounted in the areas of the shuttle bays to aid in the docking procedures of the auxiliary vessels operating with this vessel. Low-power emitter units are attached to the thrusters and are meant for use

in docking procedures.

The main aft unit is constructed of three adjustable phase 9MW graviton polarity sources, each supplying three 300 millicochrane subspace field amplifiers. Phase accuracy is within 2.3 arc-seconds per millisecond, necessary to create the precise interference pattern needed to manipulate objects. Emitter units are installed on major structural

frames due to the amount of force exerted on the emitters while in operation. Some of this force is countered by increased power generation in the SIF and IDF units serving the area of the hull where the emitter is installed.

The range of the tractor beam emitter is dependent on the mass of the object and its velocity relative to the vessel. The largest object able to be manipulated by the emitter system, being approximately 7,750,000 metric tones, must be no more than 1000km away from the vessel. The maximum range is about 20,000km for objects under one metric ton.

REPLICATORS

Vessels in service to the Federation continue to be equipped with replicator devices. While the industrial units that supply replacement parts and equipment are accepted by virtually all, most of the continued development revolves around the food dispenser units. These devices are one of the largest developments of the transporter devices in use for the

past century. Between the two forms of replicator units, almost any object of everyday use can be recreated by these units.

The food dispenser units operate on a higher degree of resolution than the industrial units due to the generally increased complexity in molecular structure of foodstuffs and organic material in general. Modified food replicators have been installed in the Medical and Science areas for use in generating specialized medicines and other materials too

complex for industrial units. These incorporate extra error-checking algorithms due to the need of medical and other scientific materials to be produced as accurately as possible.

There is one replicator operation centers on the vessel, located on Deck 14. When a crewmember requests an item from a replicator terminal, the nearest operation center will take a predetermined quantity of raw material from the replicator source bins and dematerialize it in a way similar to that of transporters. The molecular structure of the requested object is stored in the ship's computer memory banks, which is accessed by the replicator system to determine how to construct the object. (This replaces the function of the molecular imaging scanner of the transporter system.) The material is channeled through a number of matter stream wave guide conduits to the replicator station where the unit's phase transition chamber will rematerialize the matter stream into the pattern needed to create the specified object. Food replicator source material is stored in the form of sterilized organic particulate suspension. This is intended to reduce the amount of manipulation required to the molecular structure by starting off with organic material. Should a shortage of food replicator source material develop, it is possible to utilize the source material for industrial replicator operations. This does result in a more computer processor-intensive operation, and final products inferior to

those generated from organic source material, but it can come in useful at times of food shortages. Replenishment of replicator stock is generally performed at Starbase docking.

Since transporter units are only required to store the pattern of the transport subject for a very brief amount of time, it is possible to handle them at quantum-level resolution and manage the amount of data storage needed to manage the molecular structure of lifeforms. Because the patterns of foodstuffs must be stored for the duration of vessel operations, it is impossible to record structures in sufficient detail to reproduce live things. In these cases, molecular-level resolution is utilized (the same as for transporting inorganic objects). In addition, there is a high degree of data compression and "averaging" algorithms installed in the rematerialization process of the replicator operating

routines. Some errors can result from this system but they are considered to be acceptable. Most people do notice a difference in taste between replicated and "real" food items, but are becoming more accepting of it due to some of the space needed to store food being able to be reallocated to other uses.

TURBO LIFT SYSTEM

The vessel is equipped with a number of turbo lift pods. These allow rapid movement of personnel and equipment throughout the vessel.

Turbo lift System Arrangement:

On the Excelsior design, a single network of conduits is built into the vessel to service almost the entire habitable volume of the ship. In the forward section of the fuselage, a port-side and starboard-side conduit allow service to the bridge along its rear wall area.

NOTE: In tests of the turbo lift system during initial

commissioning workups, personnel were able to travel between

the two most remote points in the turbo lift system (the bridge

and engineering) in approximately 25 seconds with no other pods

in operation. Since reaching operational status in the fleet,

an average time of 30-35 seconds has been determined based on

monitoring records by the controller system during average

usage periods.

Turbo lift System Construction:

The turbo lift pod unit is constructed of a duranium framework. Duranium plating is used to create the floor, walls and ceiling surfaces. A control panel is installed to one side of the door frame. On the side walls are display panels showing the pod's position within the vessel. The pod interfaces with the turbo lift control subprocessor through a small radio transceiver unit installed in the floor systems compartment. On a 60-hour schedule, each pod will be sent to a maintenance cabin near Engineering for a systems compartment swapout. The power supply, radio transceiver and emergency food rations associated with a pod are contained in this compartment. It is detached by releasing several mechanical clamps. The pod is then moved to a position above a refurbished compartment and attached. Replacement of magnetic components used in pod movement is generally performed on every tenth compartment swapout.

The system operates by manipulation of magnetic and gravitational fields. The pod is equipped with magnetic field generators of a constant polarity. The conduits are equipped with similar units of switchable polarity. When a pod is to move, the fields are manipulated to move the pod in the desired direction. Magnets being passed reverse polarity to help push the pod down the conduit, while magnets being approached are

set to attract the pod. The magnetic fields are further adjusted to slow the pod when a destination is reached or a vertical/horizontal movement transition is to be made. Vertical shafts are equipped with artificial gravity field emitters to reduce the apparent weight of the pod, reducing the workload for the magnet system. The conduit walls are lined with

protective material to minimize the effect of the gravity field to surrounding areas. The vertical conduits have ladder shafts built into the walls to allow personnel to escape a disabled pod. Each access station has a control panel installed on the inside wall to allow

personnel inside the conduit to exit the conduit.

Turbo lift System Operation:

To use the system, a crewmember reports to a turbo lift access station and presses a button on a control pad to summon a pod. Once the pod arrives, the person boards it and states their destination verbally. The user can utilize the following methods of specifying their destination:

- Specifying the access port designation (ex: Deck 5,

Station Two, port side).

- Specifying the area of the vessel they wish to go to,

prompting the computer to determine the closest available

access station (ex: Sickbay, Bridge).

The artificial intelligence system will hear the request through an audio pickup device installed in the pod's control panel and locate the specified destination. Alternately they may use the locator panel on the side wall to indicate where they desire to go, indicating the deck and access station they want to go to. The request is then routed to the

control subprocessor. The most direct route possible is then charted and entered into the system (taking into account the movement of other pods and serviceability conditions of the turbo lift conduits). The control system constantly updates the side-wall locator panel to show the occupant their current location. While plotting the route, the system

will verify the security-access level of the person to ensure they have authorization to go to the requested area. A record of requested movement into off-limit areas is made for review by Security. Should an illegal request be made, a signal will be sent to the security office to notify the staff on duty of the request so they can act to either stop the person or allow them to proceed if given special authorization. If the request is not blocked, the pod will then begin to move.

Normally there are 14 pods available to service a Excelsior class vessel. Three or four additional pods are kept in the maintenance area for replacements of pods brought in for refurbishment. These units can also be brought into service for times where usage is at high levels, such as at shift changes and higher states of alert. Response time can decrease due to the increased workload on the subprocessor, but the increased capacity of the system more than compensates.

During periods of heightened alert, reduced power availability or other situations (such as a boarding by hostile forces), the Commanding Officer may restrict or completely stop usage of the turbo lift system. Authorized crewmembers may still move around the vessel through the maintenance passageways located throughout all areas of the vessel as

well as the now-unused turbo lift conduits. Security monitoring devices will be activated in all maintenance and turbo lift shafts to observe movement in these areas.

As stated elsewhere in this document, turbo lift pods may be able to move between the vessel and Starbase stations through pass-through conduits installed at docking ports (if the station is equipped for this). Starbases and other facilities are designed with similar

operating systems for their turbo lift systems.

AUXILIARY SPACECRAFT SUPPORT

There are power distribution conduits running from the engineering area into the shuttle bay to supply the shuttles with power while docked aboard the Excelsior. In a crisis situation, the power flow can be reversed to add power supplied from the auxiliary craft to the Excelsior power distribution network.

COMMUNICATIONS

Intraship Communication:

Communications aboard a vessel are generally one of two forms: voice or data.

The ship's computer systems, along with peripheral hardware nodes, are able to handle both forms. This aspect of the vessel is comparable to the central nervous system of a life form. The vast quantity of data distribution grid hardware ensures that voice and data

communications is able to move from any place aboard the vessel to another place with no hindrances. While the hardware is the same throughout the vessel, the ways they are utilized can differ and are elaborated upon in this document. When docked at a Starbase or other facility, communications generally occur through physical connections

between the data distribution networks of the vessel and facility.

Communication System Hardware (Internal):

Dedicated intraship communications equipment utilizes over 8,000 dataline sets and terminal node devices located throughout the vessel, run in parallel with pure hardware telemetry links of the data distribution grid. This is the primary conduit for voice and data

communications aboard the ship. A similar quantity of radio frequency (RF) based terminal node devices scattered throughout the vessel act as a backup system. Another backup systems runs parallel to the energy distribution grid consisting of 7550 kellicams of copper-yttrium-barium superconducting wiring. The same terminal node devices are utilized in this system.

Each terminal node is a cylinder 5.75cm in diameter and 1cm in thickness. The casing for the cylinder is made of molded polykeiyurium. Internally it consists of a data and a voice portion. The voice section has an analog-to-digital voice pickup/speaker wafer, preprocessor amplifier, optical fiber modulation input/output subcircuit and digital-

to-analog return processor. The data relay section contains two nested circuits consisting of a standard subspace transceiver assembly (STA) found in most communicators, and a short-range frequency modulation pickup and emitter. Hand-held and portable devices not wired into the data distribution grid send and receive data through the data transmitter/receiver subsystem. Though duplicate RF receivers exist in the backup system, the work in the primary system to manipulate data transmissions for broadcast on the optical fiber system.

Intraship Communication Operations:

To perform voice communications, the crewmember will normally identify themselves, state the location they are trying to establish communication with, and the individual they wish to speak to (optional). The artificial intelligence system of the communications-monitoring computers will study the content of the message, attempt to locate the

intended receiver, and then activate the communication system of that area. A slight delay in transmitting the broadcast will be experienced as the computer system does the required analysis work. Further broadcasts will be transmitted in real-time.

In Yellow/Red Alert conditions or other crisis situations, a high-speed processing system will be activated. This special condition will give priority to processing messages to and from the bridge to insure that orders go out quickly and situation reports can be received quickly.

Communications can be facilitated between any standard hardware equipped with RF-based or STA-based devices by manual keypress or a verbal command to the computer. Before processing the request, the computer will seek authorization to perform the requested action.

Authorization includes:

- Password/voice authentication.

- Keypresses for specific hardware.

- Verification of device type.

- Data transmission protocols.

- Multiple device sequencing protocols.

Securing of the broadcast(s) may be performed by either manual input or verbal request. This is dependent on the equipment involved in the communication and their location(s).

For guests, all visitors to the vessel can retain any communication equipment (communicator badges, hand-held communicators, communicator stations, etc.) they bring aboard. Their operating frequencies are programmed into the ship's systems to allow them to be recognized.

SHIP-TO-GROUND COMMUNICATION

(NOTE: This refers to communication between external locations in relatively close-range (approximately 20,000-40,000 kilometers [orbital distances]). Communication with locations very far away (significantly beyond orbital distances) will work the same way as SHIP-TO-SHIP communications described below).

The main computer will route communications external to the ship through the RF-based and STA-based systems. Frequencies are routinely set aside for external communications as backup to the STA-based system. RF-based communications are subject to speed-of-light limitations, so time and distance considerations exist to limit their usage.

Communication System Hardware (Medium Power):

The RF-based system consists of 15 quadruply redundant transceiver assembles cross-connected by the data distribution network and copper-yttrium 2153 hardlines and are linked to the computer communication processors. These assemblies are partially embedded within the hull structure in a manner that maximizes antenna coverage around the vessel, yet keeping antenna timesharing loads manageable.

Each transceiver is an octagonal solid measuring 1.5 meters across and .25 meters thick. There are separate voice and data subprocessors, eight six-stage variable amplifiers, real-time signal analysis shunts, and input/output signal enhancers at the hull antenna level. The RF-based system is powered from Type III power taps off the power distribution grid. Limitations to the RF-based system come from the speed-of-light nature of this form of communication. This system is usually limited to distances of approximately 5.2AU (Astronomical Units). Channeling the broadcast through the main deflector array has been able to broadcast a signal of acceptable clarity up to 1000AU, but there is no practical application for this as long as the STA-based system is available.

Just as the warp propulsion system is more powerful than the impulse propulsion system, the same comparison can be drawn between the STA-based system and the RF-based system. The STA system requires approximately 100 times more power is required to move the signal into the range of subspace frequencies. The benefit of this system is a dramatically improved-quality broadcast signal. Personal communicators do not require

vast amounts of power to operate as long as the vessel is in range to have its much more powerful and sensitive transceivers utilized. Personnel operating on a planetary surface or other area off-ship over a wide area can utilized the vessel or other communication equipment as relays and boosters to maintain contact with each other.

Twenty five medium power subspace transceivers are built into the hull structure and distributed widely similar to the RF equipment. Each transceiver is contained in a trapezoidal-shaped solid measuring .575 x 1 meters and .5 meters thick. These operate on a Type II electroplasma power tap with a maximum power load across all 25 nodes of 1.43x102 megawatts. Each transceiver contains voice and data processors, electroplasma power modulation enhancers, subspace field coil subassemblies, directional focusing arrays and related control hardware. The interface between the data distribution network and the STA system is a combination of real-time communication and artificial-intelligence

software. Synthetic-intelligence systems are installed due to the FTL nature of subspace communication and the need to overcome time lags that would result from the main vessel computer trying to work with another FTL system with a slower connection between them.

This system is generally used for maintaining contact with away teams, ground forces, intelligence-gathering operatives and communication with local personnel. The STA system is also tied into the transporter system to perform beamup/beamdown operations. A minimum of three transceiver arrays are required to achieve a reliable transporter lock.

The maximum safe distance for a lock is approximately 40,000 kilometers due to a median matter stream blooming tolerance of .005 arc-seconds. Contact originated outside of the vessel is categorized into one of two ways: crew-initiated and outside-originated. Crew-initiated communications will be directed immediately to the intended recipient.

Outside-originated transmissions are routed through security before being sent on to the recipient (if approved by Security or a senior command officer). Transmissions classified as "Emergency" will be routed directly (Security being alerted to it if the protocol used for the transmission allows them to be notified. Some "Command Only" transmission protocols will bypass security monitoring systems. These are only available to high-ranking personnel within Starfleet).

Broadcast encryption/decryption work is performed by the FTL processors of the communication system. Encryption algorithms are changed on a cyclic scheduled determined by Starfleet Command. Each vessel possesses unique algorithms.

SHIP-TO-SHIP COMMUNICATIONS

(NOTE: As mentioned above, this also covers ground communications beyond the limit of the medium-power transmitters [limited to approximately 40,000 kilometers).

Communication System Hardware (High Power):

The long-range communication equipment consists of 12 ultra-high power subspace transceivers. Each unit is a trapezoidal solid 3 x 2 meters and 1.5 meters thick. These units are installed below the hull skin. The antenna arrays are the only devices in the outer 5.67 centimeters of the hull skin layer. Direct field energy wave guides connect these to the transceivers. Due to these broadcasts being made at either sublight or at warp speeds, the transceivers include a sublight signal processor, warp velocity signal processor, adaptive antenna radiating element steering driver, relative velocity sending/receiving

compensators (RVS/RC), a combined selectable noise/clutter eliminator and amplifier stage and a passive ranging determinator. Encryption/decryption is managed by the computer processors.

Transmissions have a maximum data transmission rate of 19.3 kiloquads/second. Transmissions are generally initiated by a signal packet containing all necessary information about the sender. Routing is often done by security personnel. Routine transmissions between scientific, technical and operational offices are cleared by security at initial contact, then are conducted real-time. Alert conditions will determine how much involvement security will have in managing broadcasts. In cases of voice transmissions between personnel, there can also be data transfers along multiple subchannels. These secondary broadcasts often contain information being exchanged between those speaking.

Transmissions going out can also include ship logs, sensor recordings, strategic/tactical analyses and ship/crew information. Incoming data can include navigational database updates, news updates, summaries of logs from other vessels/starfortresses/outposts, orders/advisories and other information.

TRANSPORTERS

Introduction:

Transporters represent today the primary means of entering and exiting most Federation vessels not docked at a port facility. This allows for more flexibility in the designing of vessels because they are not required to be able to land to embark/disembark personnel. It can also be of benefit to the vessel's hull structure by not subjecting it to

the stresses associated with atmospheric entry operations. All large vessels today are equipped with a number of transporter stations to handle all transport needs. The Excelsior-class vessel has six six-man transporter stations located on Deck 5 and 22. In addition there are four normally configured for molecular-level operations to move cargo and inorganic matter. They are located on Deck 13, 14 and 15. Organic transport subjects require the device be set to operate at the quantum level to ensure survival in the transport process. The cargo units can be reset to quantum resolution if needed.

Transporter Systems Operation:

There are four main stages to a transport operation. Using the example of beaming off the vessel to a remote location, these stages areas follows:

- Target Scan and Coordinate Lock. Destination coordinates are

programmed into the transporter control system. Scanners

verify the range to the target area and any motion it may have.

Environmental conditions are also analyzed. Diagnostic

routines are automatically engaged to verify all systems are

operating properly.

- Energizing and Dematerialization. Molecular imaging scanners

collect a real-time quantum resolution sampling image of the

subject. The primary energizing coils and phase transition

coils convert the subject to a subatomically debonded matter

stream.

- Sampling Buffer Compensation. The matter stream is

momentarily stopped in the sampling buffer. This allows for

Doppler(*) Shift compensation between the vessel and transport

site. In the event of a system malfunction, the matter stream

will be transferred to another chamber.

- NOTE: Doppler Shift is the apparent change in

frequency of EM radiation (sound, light or beam

waves), varying with the relative velocity of vessel

and target area. If the range between them is

closing, the observed frequency is higher than the

emitted frequency.

- Matter Stream Transmission. This is the point that the

matter stream leaves the vessel from one of the hull emitter

arrays in an annular confinement beam.

System Componenets:

Major transporter system components are listed here:

- Particle Transport Chamber. This is where the

materialization/dematerialization occurs. This is elevated

above floor level to help ensure that no static charges can

come into contact with the system and create problems for

transport operations.

- Operator Console. This is where the transporter system is

operated. Manual operations and overrides are performed from here.

- Particle Transporter Controller. This is the computer

control device that normally operates the transporter system.

- Primary Energizing Coils. Located above the transport

subjects while on the transport pad, these create the Annular

Confinement Beam (ACB). It creates a spatial matrix where

materialization/dematerialization happens. A secondary field

keeps the subject with the ACB. This is safety device intended

to prevent disruption of the ACB. This would result in a large

energy discharge.

- Phase Transition Coils. This is installed within the

particle transport chamber floor. These wide-band quark

manipulation field devices that decouple energy bonds between

subatomic particles. Personnel are transported at quantum

resolution, while cargo is moved at the more energy-efficient

molecular resolution. Cargo units can be reset for quantum

resolution without difficulty.

- Molecular Imaging Scanners. Each upper pad contains four

redundant 0.00174GW molecular imaging scanners set at 90 degree

intervals around the primary axis pad. Error-checking routines

will query each scanner for anomalies. If one unit differs

from the other three it will be ignored and flagged for

maintenance personnel examination. A difference from two or

three scanners will abort the transport operation. Each

scanner is offset .028 arc seconds from the ACB axis to

accommodate real-time derivation of analog quantum state using

a series of T'karan compensators. Quantum-state data is not

used when operating at molecular resolution mode.

- Sampling Buffer. This device delays transmission of the

matter stream to perform any compensation necessary for Meaglor

Shift. One buffer is shared between two transporter chambers.

One more buffer is always kept on standby in case of equipment

failure by standard operating procedure. A buffer can contain

a matter stream for up to 3.36 minutes before pattern

degradation begins.

- Biofilter. This devices is designed to filter out foreign

bacteria or viruses while the subject is in transport. This is

discussed more above in relation to science and medical-based

operations. This is generally only used in beam up operations

to prevent contamination of the vessel.

- Emitter Pad Array. These are mounted on the vessel exterior.

The matter stream is emitted from these to the transport target

area or from there back to the vessel. These incorporate three

redundant clusters of long-range virtual-focus molecular

imaging scanners used with beaming subjects to the vessel from

remote locations. Phase inversion techniques are invoked when

in site-to-site operations within the vessel. Twenty

transporter emitters are scattered around the hull of the

vessel, providing 360 degrees of coverage for transporter

operations. This allows for a loss of up to 40 percent of the

transporter arrays and still maintain 360 degree coverage.

Dedicated transporter buffer computer memory storage has been

increased 10% due to installation of more efficient transporter

buffers. Range of the standard transporter is 40,000

kilometers. Each pair of Standard Transporter units shares a

single Sampling Buffer Container (SBC), usually located

directly under the transporter chamber.

- Targeting Scanners. Twenty partially redundant sensor

clusters installed in conjunction with vessel sensor arrays are

used to determine remote transport subject coordinates and

establish environmental conditions at the transport site.

Other vessel sensor devices are utilized in targeting for

transport. Internal sensors are used for site-to-site

transport operations. Personal communicator devices are used

as lock-on nodes.

Other Transporter Uses:

- Beam Up. This is similar to the beam down process. The hull

emitter array acts as the primary energizing coil and the

incoming matter stream is routed through the biofilter.

- Site-To-Site Transport. This is where personnel are

transported from one area of the vessel to another. The

transport process is the same as exiting the vessel initially

until the matter stream reaches the sampling buffer. At this

point the stream is directed to another buffer and then another

emitter array. The stream is then directed to the destination

point. This method utilizes twice the amount of power required

for a transport operation and is therefore not used commonly.

Generally orders to utilize this method will come from the

Commanding Officer for special situations. This methodology

does reduce the capacity of the transporter system by 50%

due to time required for system resetting.

- Holding in Sampling Buffer. The matter stream is put into

brief storage within the sampling buffer. This can be done in

cases where a problem is found within the transporter system

that needs to be corrected before transporter operation can

resume safely. It can also be done in cases where the

transport subject is armed or otherwise considered a threat.

The stream will be held in the buffer until security and/or

other appropriate personnel can arrive at the transporter room

to receive the transport subject.

- Dispersal. Disengaging the ACB will result in result in the

loss of a reference matrix. The subject will rematerialize in

a random fashion, usually in the form of gases and microscopic

particles. Transporter operators can disengage the system when

it is necessary to transport harmful objects off the vessel,

such as bombs or other devices. One safety interlock prevents

the ACB from being disabled accidentally. In such operations the

material is usually transported into open space.

- Near-Warp Transport. Transporting subjects through a low-

level subspace field (under 850 millicochranes) requires

adjustment of the transport sequence, including a 74.1MHz

upshift of the ACB frequency to compensate for subspace

distortion.

- Warp Transport. Warp velocity transporting requires a

74.1MHz upshift of the ACB frequency as well as ensuring that

the vessel and destination are moving at exactly identical

velocities. Failure to maintain identical velocities will

severely disrupt the ACB frequency and pattern integrity.

Organic subjects cannot survive such an event.

Transporter Limitations:

There are limitations to the operation of the transporter system.

They include:

- Range. Limits are 40,000km. Work continues on extending

their range to greater distances.

- Deflector Shields. The ACB for normal transporters cannot

cross the interference field generated by deflector shielding

systems. The pattern integrity can also be significantly

disrupted. There have been cases where, if the operating

frequency of the target's shields is known, it has been

possible for the ACB system to match that frequency and pass

through the shield layer. Due to increasing use of modulating

shield frequencies by all major powers in their vessels and

space/planetary-based installations, this technique is rarely

able to be attempted anymore. A few operations of this nature

were successful in boarding enemy vessels before policies of

shield frequency modulation were adopted by other governments.

- Duty Cycle. The transport operation takes about four seconds

to perform, the buffer requires approximately 70 seconds to

cool and reset. Transport beam conduits allow any transporter

pad to utilize any sampling buffer, allowing a chamber to be

reused immediately. There are normally fourteen sampling

buffers in use during transport (twenty-eight stations

operating two pads paired to one buffer), allowing twenty-five

transport operations before a pause is needed for resetting.

This results in a transport rate of 26.6 six-person transports

per minute or approximately 1600 persons per hour.

SENSORS/SCIENCE

Probes:

General Use Probes

Starfleet standard general use probes, are divided into nine classes, arranged according to sensor types, power, and performance ratings. The features common to all nine are spacecraft frames of gamma molded duranium-tritanium and pressure-bonded lufium boronate, with certain sensor windows of triple layered transparent aluminum. Sensors not utilizing the windows are affixed through various methods, from surface blending with the hull material to imbedding the active detectors within the hull itself.

All nine classes are equipped with a standard suite of instruments to detect and analyze all normal EM and subspace bands, organic and inorganic chemical compounds, atmospheric constituents, and mechanical force properties. While all are capable of at least surviving a powered atmospheric entry, only three are designed to function for extended periods of aerial maneuvering and soft landing. Many of the probes also include varying degrees of telerobotic operation capabilities to permit real time control and piloting of the probe. This permits the investigation team to remain on board the starship while exploring what might otherwise be a dangerous hostile or otherwise inaccessible environment.

The probe types are shown below.

Class I Sensor Probe

Range: 200,000 km.

Delta-v limit: 0.5c.

Powerplant: Vectored deuterium micro-fusion propulsion.

Sensors: Full EM/Subspace and interstellar chemistry pallet for in-space applications.

Telemetry: 12,500 channels at 12 megawatts.

Class II Sensor Probe (Modified Class I)

Range: 400,000 km.

Delta-v limit: 0.65c.

Powerplant: Vectored deuterium micro-fusion propulsion, with extended deuterium fuel supply.

Sensors: Same instrumentation as a Class I Probe, with addition of enhanced long-range particle and field detectors and imaging system.

Telemetry: 15,650 channels at 20 megawatts.

Class III Planetary Probe

Range: 1,200,000 km.

Delta-v limit: 0.65c.

Powerplant: Vectored deuterium micro-fusion propulsion.

Sensors: Terrestrial and gas giant sensor pallet with material sample and return capability, and an on-board chemical analysis sub-module.

Telemetry: 13,250 channels at approximately 15 megawatts.

Additional Data: Limited SIF hull reinforcement. Full range of terrestrial soft landing to subsurface penetration missions. Gas giant atmosphere missions survivable to 450 bar pressure. Limited terrestrial loiter time.

Class IV Stellar Encounter Probe (Modified Class III)

Range: 3,500,000 km.

Delta-v limit: 0.60c.

Powerplant: Vectored deuterium micro-fusion propulsion supplemented with continuum driver coil, and an extended maneuvering deuterium supply.

Sensors: Triply redundant stellar fields and particles detectors, stellar atmosphere analysis suite.

Telemetry: 9,780 channels at 65 megawatts.

Additional Data: Six ejectable and survivable radiation flux subprobes. Deployable for non-stellar energy phenomena.

Class V Medium-Range Reconnaissance Probe

Range: 43,000,000,000 km.

Delta-v limit: Warp 2.

Powerplant: Dual-mode matter / antimatter engine. Extended duration at sub-light, and limited duration at warp.

Sensors: Extended passive data-gathering and recording systems, with full autonomous mission execution and return system.

Telemetry: 6,320 channels at 2.5 megawatts.

Additional Data: Planetary atmosphere entry and soft landing capability. Low observability coatings and hull materials. Can be modified for tactical applications with addition of custom sensor countermeasure package.

Class VI Communication Relay / Emergency Beacon (Modified Class III)

Range: 43,000,000,000 km.

Delta-v limit: 0.8c.

Powerplant: Microfusion engine with high output MHD power tap.

Sensors: Standard pallet.

Telemetry and

Communication: 9,270 channel RF and subspace transceiver operation at 350 megawatts peak radiated power. 360 Omni antenna coverage, 0.0001 arc-second high-gain antenna pointing resolution.

Additional Data: Extended deuterium supply for transceiver power generation and planetary orbit plane changes.

Class VII Remote Culture Study Probe (Modified Class V)

Range: 450,000,000 km.

Delta-v limit: Warp 1.5.

Powerplant: Dual-mode matter / antimatter engine.

Sensors: Passive data gathering system plus subspace transceiver.

Telemetry: 1,050 channels at 0.5 megawatts.

Additional Data: Applicable to civilizations up to technology level III. Low observability coatings and hull materials. Maximum loiter time: 3.5 months. Low-impact molecular self-destruct package tied to anti-tamper detectors.

Class VIII Medium-Range Multimission Warp Probe (Modified Photon Torpedo casing)

Range: 120 light years.

Delta-v limit: Warp 9.

Powerplant: Matter / antimatter warp field sustainer engine. Duration 6.5 hours at warp 9. MHD power supply tap for sensors and subspace transceiver.

Sensors: Standard pallet plus mission-specific modules.

Telemetry: 4,550 channels at 300 megawatts.

Additional Data: Applications vary from galactic particles and fields research to early-warning reconnaissance missions.

Class IX Long-Range Multimission Warp Probe (Modified Photon Torpedo casing)

Range: 760 light years.

Delta-v limit: Warp 9.

Powerplant: Matter / antimatter warp field sustainer engine. Duration 12 hours at warp 9. Extended fuel supply for Warp 8 maximum flight duration of fourteen days.

Sensors: Standard pallet plus mission-specific modules.

Telemetry: 6,500 channels at 230 megawatts.

Additional Data: Limited payload capacity. Isolinear memory storage of 3,400 kiloquads. Fifty-channel transponder echo. Typical application is emergency log-message capsule on homing trajectory to nearest starbase or known Starfleet vessel position.

Sensor Arrays:

Because of the more focused operational capabilities of this vessel, most of the sensor system is dedicated toward exploration oriented applications. Much of the sensor input can also be utilized for scientific or other purposes.

Array Installations:

- The outer surfaces of the Bridge area are lined with sensor

arrays usually used for targeting and navigational purposes.

These are tied directly into the Flight Control processor to

maximize efficiency in operations. Should an object be

detected than cannot be moved by the navigational shields, a

course adjustment will be presented through the Helm console to

the Flight officer. Unless the Helmsman makes a manual command

entry, the proposed course adjustment will automatically be

inserted in the command subprocessor and activated.

- In the belly area of the vessel is an array built into the

hull surface. This provides scanner coverage to areas "below"

the vessel. Another collection of scanner arrays is

incorporated into the area under Engineering.

- Along the port and starboard sides of the fuselage around the

warp nacelles.

- Transmitter-only units have been installed adjacent to the

navigational deflector array due to the distorting effects they

can have on energy emissions. Other sensor units will collect

the returing signal.

Array Operations:

Each sensor array (of any type or application) are installed as a pallet into a dedicated mounting panel containing connections to the ship's power and data distribution grids.

Due to the nature of the deflector array operations and the distortion they can create, special sensor emitters have been installed adjacent to the navigational arrays for active-scanning operations. The returning signal, adjusted for the output of the deflector array, will be received by the various sensor arrays for processing.

Usefulness of the sensor pallets will fall off as the field strength of the deflector array increases, with those sensors nearest the emitters losing effectiveness first, then expanding outward as the resulting distortion increases. As warp velocities increase, the sensor

control system will attempt to maximize the scanning usefulness of the sensors, balancing their use for navigational purposes with any other applications using them.

System monitoring protocols will alert the Helm and Commanding Officers when the signal input for navigation drops below set safety limits for avoiding collisions with spatial matter. Should the processing capacity of the control system fall below set limits (due to

failure of the computer's subspace field generator for example), a warning will be issued to the Helm and Commanding Officer advising them of the condition and recommending a reduction in velocity to a safer limit within the capability of the system to operate in. The

navigational sensor control system will adapt the subspace field surrounding it to allow it to keep up with the warp velocity of the vessel itself, allowing it to scan ahead and react to anything encountered in time to prevent collisions. At each sensor installation,

approximately 20% of the individual arrays are dedicated solely to navigational purposes. Additional units will be redirected to navigational purposes beginning with a velocity of warp factor five (or lower depending on how many navigation-dedicated arrays are operating at the time), with the amount being redirected increasing as velocity

increases. The subspace field strength is maintained at approximately 25% higher proportions of that required to propel the vessel to maintain an acceptable safety margin. Navigation-oriented sensor units are generally replaced when they reach 75% of their expected life span by Imperial Operating Procedure requirements. This allows them to utilized for additional amounts of time should operating conditions not permit a

Starfortress layover when replacement time comes. Starfortresses generally try to maintain a small supply of replacement units at all times for use by visiting vessels as well as the station itself.

It is general procedure to keep approximately 2-3% of the sensor array installation capacity vacant to be made available for special-purpose sensor unit installation. Research operations in hostile areas will often result in these areas being fitted with dedicated scientific-oriented sensor pallets for doing planetary surveys and culture studies.

WEAPONS/TACTICAL/DEFENSE

Photon/Quantum Torpedoes

Introduction:

Phasers are only useful as long as the vessel carrying them are operating in a sublight environment. By their nature, these weapons cannot function in a faster-than-light situation. As time passes, there are more and more hostile forces being encountered in our galaxy and we must have the means of being able to combat and defeat them. Part of

this situation has created the need for weapons that able to be utilized while the vessel operating them is traveling at faster-than-light velocities.

In the earliest days of the Federation, the first weapons used on board space-going vessels were nuclear-based (fission) devices. At the time these were the most powerful devices known to Federation science. As time passed these weapons were replaced by fusion-based systems and were used for many years.

Approximately 100 years ago began the utilization of the photon torpedo device as it has become known today. This devices replaces the few pellets of matter and antimatter utilized in the first form of the torpedo device with thousands of smaller packets. This allows more interaction between the matter and antimatter, creating a more effective

weapon by allowing a faster rate of destruction. (In effect, more is happening at any particular moment of the reaction process). The matter and antimatter supplies are stored in magnetic containment fields until detonation, when the fields collapse and the supplies are allowed to interact. There is a delay in the field collapse process due to problems

in its testing phase when devices were known to detonate while still in the torpedo launch tube. Today the weapon possess a range of about 15 to 3,500,000 kilometers. The fuel supplies themselves are relatively slow, but the resulting energy release per unit of time is greater than from an antimatter pod containment failure.

Torpedo Configuration:

The photon torpedo casing is an elongated tube of duranium with a terminium skin layer. The torpedo casing measures 2.1 x .76 x .45 meters with a mass of 247.5 kilograms. Once completed, the casing is split with phased energy cutters and the internal equipment is installed. This equipment consists of matter/antimatter fuel storage tanks (and their intermix equipment), targeting systems, guidance equipment, detonation

systems, and the warp field sustainer system. Additional cuts are made into the casing to install data interfaces and allow for the injection of the matter/antimatter reactants.

The warp field sustainer system is not actually a warp propulsion system due to its small power supply. This field absorbs a portion of the subspace bubble surrounding the vessel firing the device. The sustainer system is able to maintain this bubble and add a very small portion of energy to it, allowing the torpedo to accelerate away from the

firing vessel. If the vessel firing the torpedo is at a sublight velocity, this system can accelerate the torpedo to a greater velocity, though not to faster-than-light speeds. This system can extend the torpedo's range by utilizing the matter/antimatter supplies of the

warhead. This does have the effect of reducing the warhead's yield.

The firing process occurs within the launch tube. They are located on Deck 15 for the six forward and two aft tubes. Adjacent to the loading section of the tube is the device preparation area. It is here that the matter/antimatter supply is loaded into the torpedo (to prevent accidental detonation while in storage). It should be noted that torpedoes can be kept in the launch tube when it is felt they may be needed on a moment's notice. A matter/antimatter injection system is maintained in the launch tube assembly so that devices loaded in the tube do not have to be kept fueled. The torpedo storage capacity is 400 casings of either photon or quantum projectiles. The normal load is 300 photon torpedoes and 100 quantum torpedoes.

When ready to be fired, the torpedo tube is prepared. The tube consists of machined tritanium and sarium farnide. It is equipped with sequential field induction coils and launch assist gases to aid the torpedo in being fired. Once the device has been fired, the tube is cleared of all gases and the coil's charge is neutralized. The tube is then ready to accept a new device. Up to 10 devices can be loaded in the tube at any one time. In such a situation, the devices will remain in close proximity to each other for a distance of about 150 meters (depending on any input received from the Weapons Officer). At this point they will diverge and engage their targeting systems.

Torpedo Operations:

Operating a torpedo is not much of a consideration due their semi-autonomous nature. Torpedoes are generally utilized against targets located within approximately 15 degrees of the torpedo tube's orientation. Torpedoes are capable of rapid course changes to engage targets not in their direct path or those that are engaged in evasive maneuvering. They can also analyze maneuvering patterns and compare them to know patterns. The device can then attempt to "anticipate" the next move of the target and adjust course as needed to maintain a targeting lock.

In cases where a torpedo device has been fired at a target at minimum ranges, the targeting system transmit instructions to the deflector shielding management computers to intensify the shielding closest to the target. This is done to reduce the effects to the

launching vessel of the impact on the target.

Control input for torpedo devices is generally received from the Weapons Officer, who in turn receives instructions from the Commanding Officer. The Weapons Officer is presented with input from the computer offering possible courses of action to improve the effectiveness of the device against the target.

Quantum Torpedoes:

This vessel is also capable of operating the new quantum torpedo designs being produced by the Federation. Because they are still very new systems, much of how they operate is still highly classified and cannot be discussed in this document. They are the same size as photon torpedoes and can utilize the same launching system.

System Accommodation & Related Systems:

Radiation shielding for the phaser service passageways has been improved to reduce radiation emission leakage from the power conduits. Automatic lockout subroutines have been built into the targeting and firing software to disable any weapon aimed at a target where the line of fire would intersect with the hull.

Phaser Array Introduction:

Even in the earliest days of space travel by our ancestors, it was clear that a method would have to be developed to be able to clear dust and microscopic particles from the path of a space-going vessel. A vessel moving at the speeds necessary for practical space travel (and even more so at faster-than-light velocities) would be severely damaged

or destroyed by encounters with any type of object, no matter how small it is. Once deep-space travel began, methods were developed to perform this task that were extremely effective with a small energy expenditure. These systems would vaporize the material in front of the vessel, allowing it to pass without damage to the vessel. It was quickly

realized that these systems could be developed into an effective weapon system for the spacecraft.

For over a century, the weapon of choice for starships of the Federation has been the phaser. It replaces the pure EM (electromagnetic) devices such as lasers and particle beam accelerators of past generations. Phasers use stored energy and converts it into

another form for release upon the target without the need for converting it into an intermediate energy form.

Type X+ Phasers:

The Type X+ phaser emitter is the primary phaser weapon of the Excelsior design. On the Excelsior variant, it is mounted in multiple locations. They are:

- The outer edge of each warp nacelle, giving lateral firing

arcs as well as large upward and downward angles. Forward and

aft arcs are also allowed.

- Amidship on the upper *(dorsal)* surface of the hull contains a small

strip for upward firing angles.

*- Amidship on the lower (ventral) surfaces of the hull contains a small

strip for downward firing angles.*

This weapon is comprised of many emitter segments, each having a capacity of 7.4MW. The segments are grouped together to control their firing order, thermal effects, field halos and target impact. On the vessel hull, the take on the appearance of short strips. The majority of the emitter is contained within the hull structure out of view.

- NOTE: In comparison, handheld phasers are

designated Type 1 and 2. These are limited to

approximately .01MW.

The base of the array is installed in a mesh platform of duranium 235 and operates with a liquid nitrogen cooling system. The channel the emitters are installed in is thermally insulated from the rest of the hull by multiple struts.

Arrays elements begin with a electroplasma assemblage (EPA) submaster flow regulator. This is the main method for controlling phaser strength levels for firing. This devices leads to the plasma division manifold (PDM), which divides into separate conduits for each emitter segments. The emitter crystal is the final part of the phaser system.

When a fire command is given, the EPA submaster routes plasma energy through a series of irises and magnetic switching gates. Iris response is approximately .01 seconds. The iris manages gross adjustments of plasma distribution. The magnetic gates have a reaction time of .0003 seconds. These are designed for fine-tuning of the energy stream with array sections. Control of these systems is usually handled by the phaser command processor and coordinated with the enemy assessment/tracking/targeting system (EA/T/TS). Flow regulators are constructed from combined crystal sonodanite and rabium tritonide. They are lined with a 1.2cm layer of paranygen animide for structural surface protection.

Energy is transmitted from the flow regulator to the PDM valving device on each prefire chamber. The manifold is a solid of double crystal boronite machined by a phased energy cutting device. The prefire chamber is a sphere of LiCu 518, reinforced with wound hafnium tritonide that is gamma-welded. Inside this chamber plasma energy is routed and experiences EM spectrum shift linked with HNI. The energy in the chamber

is confined to between .05 and 1.3 nanoseconds with a collapsible charge barrier before moving on to the LiCu 518 emitter. The pulse for RNE is formed by the raising and collapsing of the charge barrier. The power level will be set by the control system (or Weapons Officer is on manual) which will determine the proportion of harmonic neutralization and pulse frequency in the end emitter.

Each segment of the final emitter crystal is formed from LiCu 518. It measures 3.25 x 2.45 x 1.25 meters. The crystal lattice formula used in the forced-matrix process is: Li><Cu>>:Si::Fe:>:O. The prefire chambers activated will determine which facet(s) the energy beam will pass from. Firing order, controlled by the phaser command processor,

will determine the beam vector. Rapid firing orders create a narrow weapon beam. Wider beams suffer reduced power levels.

Phaser Operations:

In normal operations, phasers would be used in multiple volleys to either disable or destroy a target. Computer control, combined with input from the Weapons Officer, will determine the exact nature of the phaser burst (strength and emission pattern). Targeting information is generated by long and short-range sensor scans and fed into the TA/T/TS

system. That will establish the best firing pattern to use against the target. In the case of multiple targets, they will be prioritized and targeted accordingly. Maximum effective range is approximately 300,000 kilometers.

A measure used by opposing forces to counter phaser weapons is the utilization of deflector shields and/or energy-absorbing hull material. It is possible for the phasers to overcome these defensive measures, but will usually require more power usage in the weapons. Phasers can be fired through the Excelsior's own shields due to EM polarization with a minimal reduction in strength upon shield contact. Enemy shields will generally attempt to spread the phaser's energy over the area of the shield and/or reflect it back into space. This can be overcome by channeling more weapon power into the emitted burst in an attempt to overload the enemy's shielding. More advanced adversaries possess very strong shield generator systems. It has been found that a rapid-firing pattern can be more effective at shield disruption *than the previous tactic of target dwelling*.

In any event, the most effective method of target destruction is to maximize weapon strikes on the target's hull or shielding. It is also desirable to strike the same location(s) as often as possible to create a weakness in the enemy's defenses. In the case of the Excelsior, it should be attempted to present a minimal target to the opponent. Aggressive maneuvering should prevent the enemy from being able to target weak areas in the defenses of the vessel.

DEFLECTOR SHIELDS

Introduction:

This, along with the armor plating of the hull, represents the primary means of defending the vessel from attacks and other externally-based means of damage. This method of defense has been in use for several generations of starships and has proven an effective means of defense in all of that time.

The deflector shielding system is a variation of the standard force field generation system. A spatial distortion is created in the path of incoming weapon fire, preventing (or at least minimizing) the damage that would be sustained from the weapon striking the vessel. The distortion field often resembles the shape of the vessel itself. The

shielding can withstand impacts from small matter at high velocities (such as space dust) up to larger objects at lower velocities (such as torpedoes). When something strikes the shielding field, energy is concentrated at that area to reinforce the shielding effect.

Deflector Shield Generation:

The shielding system makes use of graviton polarity sources whose output is phase-shifted through subspace field distortion amplifiers. The primary field generators are located on Deck 24 with three backup generators on Deck 11. Finally, there are two additional units in the in the warp nacelle pylon mounting. These auxiliary generators are only 75% as effective as the primary units. The primary units are capable of providing shielding for the nacelle areas if the wing units are not functional. Power for the wing units can also be supplied by the power generators of the wing SIF/IDF if conditions permit.

Each generator is a cluster of fourteen 44.95MW graviton polarity sources feeding two 531.24 millicochrane subspace field distortion amplifiers. Under Patrol Mode, there are normally three generators in operation at any one time with one in reserve in the event one

operational unit should fail. In a combat situation all units are brought up to standby status.

In Patrol Mode, normal power output of the deflector system is 1670.4MW graviton load. Peak conditions for a single generator will approach 685,850MW for up to 170 milliseconds. In a combat situation, as many as eight generators can be linked together for a continuous output of 3897.6MW and a maximum energy dissipation rate over 10.585 x 105 KW.

Each generator is equipped with three groups of liquid helium coolant systems. They have a continuous-duty rating of 825,000MJ. Five backup systems are located on Deck 11 capable of giving up to 24 hours of service at 75% capacity. Normal operations are 12-hours in duration with 12 more time for servicing. Graviton polarity sources are rated for 1250 operating hours between major maintenance periods.

Deflector Shield Operations:

Attempting to maintain shielding against all known weapons would prove far too energy-consuming for any circumstances other than Battlestations. In addition, the amount of radiation that would be present outside the vessel would severely reduce sensor effectiveness, in particular their ability to gather tactical information. Under normal

operations, the deflector shielding system works at about 5% capacity. The shields are configured for protection against harmful levels of radiation from outside the vessel (nuclear, EM, etc.).

Under Red Alert conditions, the deflector shielding system is energized to 95% capacity. Computer monitoring systems for the deflector shields analyze the nature of incoming fire and modulate shield frequencies to maximize their ability to resist damage. At the same time, shield frequencies will be modulated in a random manner to attempt

to prevent enemy sensors from establishing a frequency for the Excelsior's shielding and adjusting to them for weapon firing. Metaphasic shielding technology is incorporated into the deflector shielding system.

Engaging deflector shields will also impact other aspect of vessel operations. Active sensor scans will be adjusted to accommodate "windows" (null areas) of the shielding field to remain functional through the shield barrier. The shield modulation algorithms will also

take the needs of scanning devices into account when selecting operating frequencies. In any event, there will be some reduction in sensor effectiveness by the shielding layer(s) that cannot be avoided. In most cases where shielding is activated, hostile forces will often be present. Passive scans (limited to receiving external inputs) will also be effected by raised shields.

Because the shielding system makes the transmission of energy through the shield barrier almost impossible, this makes normal transporter operations impossible. Transporter systems require an EM and subspace bandwidth far too wide to work through the shield layer. In addition, the spatial distortion field of the shields will cause a

disruption of the transporter beam's pattern integrity.

Additionally, the shielding system must be able to accommodate the differing environment of faster-than-light movement of the vessel at warp velocities. The shields have noticeable effects on the forming of the subspace bubble required to initiate warp travel. The warp drive control software has several algorithms that are invoked when shields are active that will reconfigure the subspace field. Without these programs, a 30%

reduction in force coupling energy transfer would occur. Shield generators must upshift their output by 154.35 kilohertz.

Autodestruct:

Explosive charges for warp core and antimatter ejection systems will help insure the survival of the vessel in case of a disaster requiring jettisoning of the warp core and/or antimatter supply.

A self-destruct system has been developed to destroy the warp core shortly after jettisoning to prevent the technology involved in their construction and operation from falling into the hands of enemy forces. The destruct system of the warp core can also be activated while the core is still in place in the event of hostile boarding to render the warp

drive inoperative (and eliminate it as a power source for the ship or any systems.) Containment fields can be erected around the core to protect the rest of the Engineering section if and as desired. The warp nacelles are rigged with 10 explosive packages to facilitate jettisoning in case of catastrophic disaster or damage. Multiple redundant controls system ensure that the nacelles are deactivated simultaneously before

jettisoning to prevent vessel destruction by linear disassociation due to portions of the vessel moving at differing warp factors (being torn apart because one side of the ship is trying to move faster than the other). Additional packages are contained within the nacelles that can be activated prior to jettisoning if their destruction is desired to prevent

capture by enemy forces for study. A timer will help ensure their destruction occurs clear of the vessel.

In the event the decision is made to destroy the vessel, all the above-mentioned systems for destroying individual components will be activated simultaneously. In addition, if possible, the computers will attempt to overload all weapon systems (including the interior security phasers) to destroy them and as much of the area around them as possible. If possible, some warp drive power will be rerouted into the phaser power conduits. Once the plasma energy reaches the emitter the containment field around the conduit will be deactivated, allowing the plasma energy to consume the fuselage from the inside outward. The antimatter containment fields will be disabled, allowing an uncontrolled matter/antimatter reaction to consume much of the vessel structure. Any auxiliary spacecraft connected to the ship's data and power distribution grid will also have their autodestruct systems activated. All repair pods are connected to the ship's power and data grid at all times they are not in use and would also be part of the autodestruct sequence.

SECURITY

Vessel Security

Extra containment fields in corridors, service passageways, and access panels have been installed (also usable by Damage Control personnel if needed). Inside of each room (except personal quarters), lab, storage locker and other area is at least one wall-mounted phaser emitter. They are normally set to stun so that intruders may be captured alive, but can be set to kill with the authorization of the Commanding Officer, Executive Officer, or Chief of Security. A similar system has also been installed in the Bridge (normally set to automatically fire on unrecognized lifeforms). These units normally operate off the ship's power distribution grid but are also equipped with a battery backup system that will allow for approximately 20 volleys (depending on what power level they have been configured for).

The main brig area is located adjacent to the security office on Deck 9. Monitoring devices are installed to keep aware of prisoner activity.

Weapons:

Security manages the weapon armories and assists in guarding the weapons. Several phasers of different types are stored here. Other storage areas are in Security, Bridge and Engineering. Under normal conditions, weapons can only be accessed by department heads and other senior officers. In Red Alert status, all officers and NCO's will have

access to them.

LIFE SUPPORT

In the most critical areas (bridge, engineering, weapon operation centers, etc.) additional backup systems have been installed to provide temporary life support while work on primary systems is performed in case of failure. The latest developments in air filtration and purification systems have been incorporated into this vessel. All systems within this department are monitored several times a minute. Any performance

deviations beyond prescribed parameters will alert the Engineering department that a problem exists and provide them with as much information as can be determined.

Speaking of the system in its entirety, the quality of the primary systems, combined with the number of redundant backup systems, should render the system immune from total failure from the standpoint of statistical probability. Even if such an event should occur, the crew should be able to restore at a basic level of serviceability to the system

for at least one section of the vessel. All systems are connected to the reserve/protected utility grid to provide at least a small level of service to the vessel. A number of areas of the ship, designated as survival shelters, are able to be serviced by a number of primary and secondary conduits and lines. *The primary shelter area is Deck 6 which can be

supplied with life support from a stand alone system in Medical.*

Atmosphere:

A large amount of ductwork has been installed throughout the ship to accommodate the air-processing system needed to maintain a viable atmosphere aboard the Excelsior. There are a total of twelve processing stations incorporated into the primary system utilized by the ship with nine of them operating at any time, the remaining ones undergoing normal maintenance procedures. It is possible to operate as few as five systems without a noticeable decrease in air quality for periods of up to 20 hours. A third system operates to supply atmosphere to critical areas of the ship at 45% the capacity of either primary system. This third system is completely isolated from the two primary systems to prevent a failure in one affecting the operation of the other. These processor units contain multiple scrubber units intended to remove particulate matter and any viral substances contained in the air supply. This system also governs the temperature and humidity levels of the air aboard the vessel. Reoxygenated air is then circulated back into the vessel. Should there be a significant failure of the system, unneeded areas can be sealed off

from life support service to allow the remaining air to be concentrated in shelters and work areas while repairs are conducted. Critical operation areas are also equipped with a device to conduct atmosphere replenishment operations just for that area. It can provide up to 30% of the quality of the output of the primary system so it intended only as an

aid the backup system or for brief use by itself in a crisis situation. In such a case, personnel will generally utilize the air tanks and environmental suits stored in corridor and other emergency supply compartments.

The air processing system is also useful in the event of combat aboard the ship resulting from boarding by hostile forces. With authorization from the Commanding Officer or Chief of Security, gases can be injected into the atmosphere processing system to incapacitate or kill hostile forces. A number of hatches in the ductwork can be activated to contain the distribution of these gases to the desired areas. Alternately, the medical department can utilize the air processing system to introduce treatments ship-wide for problems resulting from contamination.

Food/Water:

Virtually all foodstuffs can be provided by replicator systems throughout the ship (Three Forward, personal quarters and other areas throughout the vessel.) Some limitations exist in the usage of a small quantity of items. If selected, the computer will provide any necessary advisories regarding the usage of any items deemed possibly dangerous or otherwise noteworthy.

As a backup to the replicator system, there is a network of water lines running throughout the ship to supply drinking water to the crew. All quarters are equipped with a sink unit. There are six processing stations throughout the vessel to recover waste water and restore it to a drinkable condition. Each station is equipped with three processing

units that remove foreign matter and inject nutrient supplements. Each station is equipped with a storage tank holding 2000 liters of water.

Gravity:

One of the issues facing those involved in space travel from the beginning of outward expansion was the matter of the loss of gravity once leaving the planet. Personnel only going into orbit for short periods of time made due in the null-gravity experienced in orbital altitudes. After the first few missions conducted deeper into space, the deterioration of the health of personnel experiencing prolonged null-gravity brought about a desire to try to duplicate the gravitational and magnetic fields of class-M worlds for those in deep space needed to maintain health and well-being. Special-purpose magnetic field generators began to be installed aboard space vessels incorporating rotating sections to simulate gravity. These allowed our early space farers to make their years-long journey with minimal adverse effects on their health, allowing them to remain functional upon reaching their destination. Rotating sections were quickly recognized to be only an

interim measure due to the high maintenance requirement of keeping the rotation system operational as well as the unequal level of gravity between the interior and exterior areas of vessels. Some areas, like shuttle bays and thruster installation points, needed to be kept

stationary to be able to function properly.

Over time, technological evolutions finally allowed the creation of an artificial gravity field throughout a vessel that could be adjusted, either vessel-wide or in a specific area, to meet the needs of the crew. The Excelsior is equipped with five networks of synthetic gravity systems that, while generally operating independently of each other, can be

interconnected should it be needed to maintain gravity. Each network is equipped with 80 gravitational field generator units. There is a degree of overlap between the areas each unit services but it is generally too weak to be noticed and does not affect operations. Gravitation fields are created by channeling a flow of gravitons from the generator unit

through the area it services and then back to the generator for redistribution. Much of the principle behind this system is similar to the operation of the tractor beam devices used on the vessel.

Each generator unit consists of a chamber made of anicium titanide 454, a sealed container 25 meters in diameter and 12 meters tall. A stator of thoronium arkenide resides inside the container surrounded by pressurized chrylon gas. The stator, energized by the vessel's power distribution grid, revolves inside the chamber at a rate over 200,000rpm.

The gravity field resulted lasts for only a small fraction of second. Due to this short lifespan, additional units are required to extend the field beyond the range allowed by the first one. This system also counters the variable gravitational strength between a person's head and foot experienced using the vessel rotation method.

While in operation, the stator should only require a brief power pulse once or twice an hour to maintain its rate of rotation. Should the pulse not be received, the unit should continue to spin for several hours before coming to a halt. As the rate of spin decreases, so will the strength of the gravity field it generates. The generators are protected

from minor shocks by a system of sinesoidal ribs on the inside of the anicium titanide chamber. Stronger shocks would be handled by the IDF system. Shocks to the stator could have a strong effect on the stator's spin rate, creating a sudden loss of gravity to the area it is servicing.

When engaged in work on the exterior hull area (see HULL section), gravitation field generators nearest the hull exterior will operate in an "overload" condition to maximize the gravity attraction effect. The power feed to the gravity generators will be increased to intensify the strength of the field generated. Power pulses will also increase to a

rate of once every ten minutes to maintain the higher field output. Once outside work has been complete the units will be restored to normal operating condition. They will also be shut down entirely for maintenance at the earliest opportunity; the output of neighboring units will be increased and excess redirected to the area serviced by the unit undergoing maintenance. Those on the outside surface will feel a gravity strength approximately 30-35% of that felt on the surface of Earth. As a result, personnel will also utilize gravity boots and tethers to help prevent accidents while working.

Waste Management:

The handling of waste materials has always been a matter of great importance to starship operations. Great efforts are made to minimize the waste of materials that can be put to use. Much engineering work has been put into developing the most efficient waste-processing equipment possible. Waste generated aboard ship is generally processed in one of two ways:

- Most waste matter is broken down to the molecular level and

stored as raw material for replicator use.

- Materials not able to be recovered (materials considered

"contaminated" from Sciences/Sickbay or fuel, etc.) will be

stored in sealed and secured containers for removal and

disposal at a Starbase.

Until recent years, greater use of mechanical or chemical processing methodologies have been used in the processing of waste material to minimize the power consumed in the handling of these materials. Due to improvements in replicator technology, combined with the amount of energy available from the propulsion and other power systems, more use of

replicators to break down matter into simpler forms for storage is used in starships today. This also reduces the amount of equipment needed to process waste material, cutting down on the staffing requirements for this department. In the event that use of the replicator systems must be reduced or suspended, large storage chambers are provided to store the material until it can be processed. If service is to be suspended for a long period of time, a rationing program may be instituted to cut down on consumption (and therefore waste creation). If the capacity of these chambers is exceeded before the replicator system can be reactivated, the waste material will be jettisoned into space. This practice is avoided if at all possible due to the loss of raw material available for future use once the replicators are restored to operation.

MEDICAL

The medical facilities of Federation starships is in a continuous state of expansion in conjunction with the continuous evolution of the medical arts. As with all generations of our people, injuries that were considered untreatable only a few decades ago under ideal conditions can now be treated in a combat environment, allowing the wounded to be

returned to duty in less time than in the past.

Sickbay:

The Sickbay facilities are located on Deck 7. 20 beds have been installed in this area, which is *noticeably* larger than on the standard Excelsior-class fitting. Additional patients can be accommodated in temporary facilities setup in cargo bays and Holodecks (if available for use). Those who are classified as "walking wounded" may be allowed to recover in their quarters to keep medical space available for those who are in greater need. The latest in equipment and technology has been incorporated into this design. One room of sickbay is setup as a waiting room for incoming personnel. The chairs in this room can be adjusted to accommodate the injuries of those waiting for treatment. Another area of Sickbay is configured for surgical procedures and support functions. The largest room is an operating room. They contain all the normally used surgical tools and supplies needed. A replicator is installed in each operating room to fabricate any special needs, such as unusual instruments, replacement blood, artificial body parts (joints, bones, skin, etc). The operating rooms are relatively spacious to allow observers to view surgical procedures. There are also scrub stations located next to the operating rooms for the surgeons to prepare in. Outside of the operating rooms is a turbo lift dedicated to travel between the medical and biological sciences area. This is used to aid in the treatment of unusual medical conditions where detailed analytical work is required that is beyond the capacity of the equipment of Sickbay. Sickbay also provides for the crew's dental needs.

As with virtually all vessels entering Starfleet service today, an Emergency Medical Hologram (EMH) program has been installed into the vessel's computer system. USS Excelsior was equipped at the time of construction with the Mark II version of this medical assistance tool. In cases where the Medical staffing level is below normal levels, the EMH program may be activated to assist in the treatment of patients. Holographic emitters have been installed throughout the sickbay area *as well as the majority of critical areas throughout the ship (Bridge, Engineering, Cargo and Shuttle bays...)*. Work is in progress of incorporating emitters into all other areas of the vessel to allow the EMH doctor to work in any area of the vessel where casualties may be in need of treatment but unable to be moved.

FirstAid:

First aid stations are installed in various locations throughout the

vessel, including:

- A storage compartment *in the Bridge Conference Room*.

- The *Shuttle Bays*.

- Security.

These stations are intended to handle two types of conditions:

- Injuries minor enough not to require a doctor's efforts yet

serious enough to require immediate attention.

- Severe injuries that require stabilization before the person

can be moved to Sickbay.

*These stations are designed for fellow crew member use and for storage of

relatively large amounts of medical supplies for use in emergency situations.*

CREW ACCOMMODATIONS

Officer and crew quarters are furnished in the standard Starfleet fashion manner. While efforts have been made to make the Excelsior variant more comfortable for long-term

operations, the deep space exploration nature of the vessel was still foremost in the

minds of the designers of the vessel. All personnel are provided with storage space in their quarters.

PERSONNEL BREAKDOWN

The responsibilities of the crew to the vessel are broken down by the department in which they serve, which is overseen by the Personnel office and staff. The personnel office is responsible for making sure that all departments are operating with an adequate number of personnel. They also participate in the crew evaluation process and may make

recommendations for situations where a crewmember is not performing up to the standards expected of them.

Each department aboard the Excelsior (engineering, science, medical, etc) is normally administered by the Department Chief. The chief is usually the senior-ranking person within that department. Each department is usually then broken down into subsets based on functions within that department. In both cases, some variation in structure may exist depending on the administrative methods of those in the department.

The departments are broken down as follows:

Command:

This department is the smallest of all aboard the Excelsior with regard to the number of people in it. It contains the Commanding Officer, Executive Officer, the Helm/Navigation staff and the personnel department. Initially it would seem obvious that the Commanding Officer would administer this department as the senior person in the department. Because the Commanding Officer is responsible for the operation of the vessel, among other concerns, administration of this department rests with the Executive Officer.

The Helm/Navigation Department is included in the Command Department because of the importance that rests with the success of the navigation staff. Since Starfleet will be quick to administer stern punishment to a ship's Commanding Officer for the loss of a ship due to poor helm/navigation work or other reasons where fault lies within the vessel's crew, the command staff keeps these personnel under their own supervision. In addition, the Helm/Navigation Department often serves as a pathway to higher levels of command within Starfleet.

Engineering:

Because these personnel are responsible for maintaining almost all equipment aboard the vessel, this department has the largest number of personnel aboard the Excelsior (and almost every vessel in the Fleet). The Engineering department is administered by the Chief Engineer. There are a number of subdivisions of the Engineering department. They include:

Warp Propulsion:

This subdivision is responsible for all aspects of the warp drive system. They include the warp core, matter & antimatter handling systems, warp nacelle systems, etc.

Impulse Propulsion:

This subdivision is responsible for all aspects of impulse engine operations. They also have responsibility for all thruster units aboard the Excelsior.

Power Distribution:

This subdivision is responsible for the operation and maintenance of the ship's power distribution network. They maintain all the ship's wiring, plasma conduits, etc. They also maintain the auxiliary power generators throughout the Excelsior.

Damage Control:

In a combat situation or other crisis, this is one of the most important functions aboard any vessel. These personnel are responsible for making all emergency repairs to keep the vessel functional in a crisis. Virtually all personnel aboard the vessel (and any vessel in

Starfleet service) are trained to perform some function related to damage control in addition to those people dedicated to this subdivision. This subdivision is responsible for the continued training of all personnel that are not dedicated to this function.

Environmental:

This subdivision is responsible for maintaining all life support systems aboard the vessel (gravity, water, atmosphere, etc.). They also maintain the replicators, turbolifts, personnel quarters, etc.

Transporters:

This subdivision maintains all transporter units aboard the ship. Certification for transporter operation requires at least nine months of service in this subdivision. Recertification for transporter operation is required every eighteen months.

Auxiliary Engineering:

This subdivision covers all remaining functions of the Engineering department (tractor beams, computers, etc.) This contains all engineering personnel assigned to other areas of the ship (such as the Shuttle Bay).

Security:

This is another large department aboard the Excelsior.

Internal Security:

This subdivision is responsible for maintaining security aboard the Excelsior. It insures that restrictions placed on access to various areas of the ship are enforced. It also provides honor guards and escorts for senior officers and VIPs at official functions aboard ship. Any investigations of criminal or other activity is also performed by Internal security.

External Security:

This subdivision is responsible for security functions off the ship, such as away teams and officer escorts at official functions off the. Generally, it performs most functions of Internal Security off the ship. Because the need for security off the ship represents a small fraction of the total workload of the Security department, this subdivision often only exists when it is actually needed. Personnel working for this subdivision are allocated from the

Internal Security staff. Personnel assigned to External Security are often older staff members who possess more restraint in their behavior, reducing the chances of a diplomatic or other incident occurring while those they escort are off-ship. It is common for these personnel to have special diplomatic training to allow them to operate among foreign nationals with minimal friction. Those who specialize in External Security will often be the personnel assigned to provide escort services to alien guests aboard the Excelsior for the same reasons.

Weapons/Tactical

This department is responsible for the maintenance (along with Engineering) and operation of the various weapon systems aboard the Excelsior. This department is managed by the Tactical officer. This area is divided into specialties:

Phasers:

Personnel in this subdivision are responsible for the operations and maintenance of the directed-energy weapons mounted on the vessel. Personnel are moved between the arrays and cannons to keep them familiar with a variety of weapons.

Torpedoes:

Personnel in this subdivision manage the photon/quantum torpedoes and their launching and support systems.

Deflector Shields:

Personnel in this subdivision are responsible for the operation and maintenance of the deflector shielding system. They also coordinate with representatives of Starfleet Intelligence and Security to keep the systems updated on developments in enemy weapon technologies.

Communications:

*No Comm dept, this is handled by Ops*

This department is responsible for maintaining all communications equipment (internal and external) associated with the vessel, from the long-range communication arrays for the vessel down to individual communicator badges carried by personnel and transceivers installed in equipment. The Chief of Communications is responsible for administrating

the department. Communications personnel will also assist in the maintenance of communication systems aboard shuttles embarked aboard ship. Communications personnel are responsible for keeping current with the latest developments in transmission technologies and message encryption/decryption methodologies (Federation methods as well as those of other races - both allied and enemy).

Auxiliary Spacecraft Operations:

*This falls under Flight Control*

This department is responsible for the maintenance and supervision of the ship's auxiliary spacecraft (repair pods and shuttles) while aboard ship and in the immediate area of the ship. In addition to the department's regular complement, many Engineering personnel are cycled through this department on a periodic basis to enhance their skills in

the Engineering field. This department is also responsible for the ordinance and weapon systems of the auxiliary craft stationed aboard the vessel. Damage control drills are practiced here more than most areas of the ship due to the potential for catastrophic damage occurring with the fuels and weapons utilized by the auxiliary craft. All personnel

assigned to this department have a primary and secondary function in Damage Control operations.

Medical:

The Chief Medical Officer administers this department. This department is responsible for serving the medical and dental needs of the officers and crew aboard the vessel. Some Engineering personnel are also attached to the Medical department to maintain medical equipment.

Operations:

The Operations department has oversight duties for the other departments aboard the vessel and funnels information and instructions between them. This level is the main buffer between the command department and the other departments. The Chief Operations Officer supervises the Operations department. All personnel within operations

have specialties in the various fields of service in Starfleet and are able to interact with those departments in an informed manner. Operations is responsible for allocating resources (power, sensors, computer processor time, etc.) to meet the needs of the various

departments.

Auxiliary Services:

{Falls under Ops}

The Auxiliary Services department is responsible for all the smaller functions aboard a ship that are too minor to be established as a department of their own. Among other things, the Auxiliary department covers the Holodecks (their usage; generally not maintenance outside of requesting repairs and/or alteration/upgrading). Responsibility for this department is often cycled through different junior members of the command department to give them experience in administration functions of a starship.

HOLOSYSTEMS

Four Holodeck areas have been incorporated into this vessel. They are used primarily for training purposes but can also be utilized for recreational activities. Many training programs were installed at the time of construction. User-developed modifications to existing programs as well as original programs continue to increase the already large library of programs available to choose from. A significant benefit of the Holodeck system is that the space it requires is much less than the standard training and recreational facilities designed into past vessels. This has allowed the extra space to be reallocated for other needs.

The Holodecks are located on Decks 10 and 11. Each has its own power generator, though normally they operate off the ship's power distribution grid. They also operate off the dedicated minicore setup for the Holodecks to take their operating workload off the main core.

In addition to the Holodecks there are Hololabs and Holosuites. The Hololabs are located on decks 6,8, and 20. These are designed to allow close quarters (science and engineering) problem simulations. Each Hololab is powered off of the ships main power systems with backup fusion generator.

The Holosuites are individual 15’ x 15’ rooms where the members of the crew can partake in personal holo-simulations. There are 3 located on deck 6 and all 3 are powered by a single power generator.

Another benefit is that the area(s) of upcoming combat operations can be reproduced with a higher degree of accuracy to improve the quality of training without constructing mockups or having to work with an existing environment that may not be entirely accurate or appropriate. Also, any number of modifications to the scenario can be made by simple

reprogramming of the system. When large numbers of personnel aboard are involved in a training mission, the Holosystems can be networked together so that both Holosystems can be utilized for the same exercise.

SHUTTLE BAYS

In the area around the opening to the shuttle bays on Decks 13 and 14, a number of low-power tractor beam emitters have been installed. These are intended to aid in guiding auxiliary vessels into the Shuttle bays that may have sustained damage or are otherwise unable to conduct the precise maneuvering needed to enter the Shuttle bays. Additional units have been installed inside the Shuttle bays on the floor and walls to guide craft into parking spots in conjunction with portable antigravity dollies.

A maximum of 18 standard shuttles may be carried aboard in a rather crowded Two more may be embarked in a "tight-parking" arrangement for short periods of time.

A small flight operations control room is located just above the Shuttle bay doors along the outside wall. A number of viewing ports provide a large area of view of both the outside area as well as the Shuttle Bay itself. This would act as a local "intermediary" between the Shuttle bay and the bridge.

This vessel carries 10 one-man repair pods used to perform exterior hull work. The current models used are of the "Sphinx" type vehicles in use for decades. These pods are propelled by standard fighter/shuttle thruster units and can only operate in areas of null gravity. They can be equipped with a variety of tool implements that would be attached to

the pod's exterior to perform a variety of tasks.

OPERATING MODES

There are a number of operating modes for the Excelsior. They include:

Patrol Mode - Condition Green

This is the standard operating condition for the Excelsior.

- Diagnostic routines are run on all primary and combat systems

at four-hour intervals.

- Warp and impulse propulsion systems kept at standby status if

not already active or undergoing maintenance/repairs.

- All ship weapons are inactive.

- Navigational shields are operating at power levels consistent

with ship velocity.

- Deflector shields are inactive.

- One assault shuttle is maintained at 5-minute alert status.

- Standard security patrol and monitoring protocols are in

effect.

Yellow Alert

This is the next level of operating condition when a combat or other emergency condition arises but is not imminent. Command-chain personnel are authorized to initiate Yellow Alert. The ship's computers can also activate Yellow Alert if a major system problem is detected or an unknown or hostile spacecraft is detected on sensors. All actions taken in this condition are subject to modification based on the needs of the specific situation.

- Diagnostic routines automatically activated on primary and

combat systems every 15 minutes.

- Warp drive made operational (if not already) and maintained

at 1/4 power unless specified otherwise.

- Impulse engines brought to full power capacity.

- Phasers prepared for activation.

- Photon/quantum torpedoes prepared for loading (loaded if

ordered).

- Targeting sensors brought to standby status.

- Roving patrols are increased; security around priority areas

increased; security records location of all personnel and

notifies patrols of any abnormalities or people in unauthorized

locations.

- Corridor phaser arrays set to light stun (if ordered).

Red Alert/Battlestations

This status is invoked when combat is expected or imminent or some crisis has occurred. Personnel of all shifts report to duty stations for immediate service or to remain on standby. Command-chain personnel are authorized to initiate Red Alert/Battlestations. The ship's computers can also activate Red Alert if a major system problem is detected or an unknown or hostile spacecraft is detected on sensors. All actions taken in this condition are subject to modification based on the needs of the specific situation.

- Diagnostic routines performed every five minutes; problems or

significant changes in status are reported to the Bridge

immediately.

- Warp drive made operational (if not already) and maintained

at 3/4 power unless specified otherwise.

- Impulse engines brought to full operating capacity; all

auxiliary generators are activated; all emergency generators on

standby.

- Deflector shields activated.

- Phaser weapons armed.

- Photon/quantum torpedo tubes loaded.

- Targeting sensors activated (locked if ordered).

- Roving patrols are ceased and critical locations are secured.

Security records location of all personnel and notifies patrols

of any abnormalities or people in unauthorized locations.

- Corridor phaser arrays set to heavy stun (if felt necessary).

- Damage Control bulkheads and containment fields activated.

- Environmental systems brought to full operational condition.

Unoccupied areas are sealed off and life support functions

discontinued.

- Sickbay/First Aid stations fully manned; triage areas manned;

orderlies deployed throughout the vessel with stretchers and

extra medical supplies.

GLOSSARY OF TERMS

ACA - actuator conductor assembly

ACF - atmospheric containment force field

AU (Astronomical Unit) - unit of measure of long distances (the distance

from Earth to the star Sol)

A/G - accelerator/generator

AGP - axially granulated polymer

ah - unit of measure of gravitational strength (1ah is equal to the

strength of the gravitational field of Earth)

APFM - asymmetrical peristaltic field manipulation

ARI - antimatter reactant infuser

CCF - continuous cycle fractioner

cochrane - measure of subspace field stress

DAC - driver actuation convolutor

DACS - deflector array control system

DCAS - dilithium crystal alignment support

DCS - dynamic compression segments

DETH - Directional Exhaust Thrust Housing

TA/T/TS - threat assessment/tracking/targeting system

EM - electromagnetic

EPA - electroplasma assemblage

IBE - ionizing beam emitter

ICH - impulse counteraction housing

IDB - impact dampening bolsters

IPS - impulse propulsion system

IDF - inertial stabilization field

M/ACM - matter/antimatter counteraction module

M/ARH - matter/antimatter repercussion housing

LCARS - library computer access and retrieval system

MDST - main deuterium storage tank

MFG/C - magnetic field generator/collector

MHDS - magnetohydrodynamic system

MI/C - matter inlet/conditioner

MJL - micron junction link

MRI - matter reactant infuser

Nano - billionth (nanocochrane - one billionth of a cochrane)

OTT - optimal transitory threshold

PDC - power distribution channel

PDM - plasma division manifold

PIE - primary impulse engine

PIM - plasma infuser module

QCRD - quantum charge reversal device

RF - radio frequency

SIE - secondary impulse engine

SIF - structural integrity fieldSL - speed of light

S/TDP - Space/Time Deformation Propulsion

STA - subspace transceiver assembly

watt - measure of power

WFAN - warp field actuation nacelles