USS Enterprise

NCC-1701-F

Technical Documentation and History

1. Dimensions
a. Length: 702m
b. Width: 278m
c. Height: 81m (22 Decks)
2. Performance
a. 2 Warp nacelles fed by 1 Quad Architecture M/ARA Assembly Warp Core
i. Cruise (best efficiency): Warp 8.4
ii. Max. Cruise (maximum sustainable velocity until fuel exhaustion):
Warp 9.73
iii. Max. Warp: 9.9992 for approx. 14 hours until overstress.
iv. Max. Attainable Warp: Untested due to safety considerations. In
computer simulations, propulsion equipment and structural
integrity failure rates increase exponentially as ships velocity
exceeds Warp 9.99928
b. 3 Fusion powered Accelerated Subspace Driver Coil Impulse Engines.
i. Cruise: 0.25c (Primary Engine required only)
ii. Max. Speed: 0.92c (Main engine with pylon augments)
iii. Standard Acceleration: 17km/sec2 (Primary Engine required only)
iv. Max. Acceleration: 28km/sec2 (Main engine with pylon augments)
3. Armaments
a. 9 x D-3 Type XV Phaser Arrays
i. Max. Discharge: 38.0 MW
b. 2 x Dual Tube Rapid Fire Quantum Torpedo Launchers
i. Forward launch capability: 6 Mark IX Quantum Torpedoes
ii. Aft launch capability: 4 Mark IX Quantum Torpedoes
c. 2 x Dual Tube High Accuracy/Launch Speed Pho-Torp Launchers
i. Forward launch capability: 8
ii. Aft launch capability: 8
4. Defensive Systems
a. 1 x Mark VI Multi - Layered Regenerative Shield System
i. 3 Generators
ii. 18 Shield Grids
iii. Max. Sustainable Energy Dissipation at Shield Strength:
1. 100%: 412.0 MW
2. 75%: 280.0 MW
3. 50%: 140.0 MW
4. 25%: 54.0 MW
b. Ablative Armor
5. Key Areas
a. Bridge
i. The bridge is a large platform at the top of the saucer section. It is
made up of the ships command center, the captains ready room, a
briefing room, as well several storage locker areas, a head, and a
small mess hall. These rooms are all connected by a corridor

which encircles the command center and provides access to several

turbo-shafts. From the exterior, the bridge appears much larger
than on many other starships, due mainly to the unique
arrangement of these compartments. Although the bridge straddles
both decks 1 and 2, it is colloquially known as deck 1.
b. Engineering
i. The ships main engineering is the heart of the Enterprises power
and mechanical operation. It is located on deck 12 in the center of
the ship. Engineering coordinates all starship functions, and
provides direct access to the ships matter/anti-matter reaction
assembly. Slush deuterium is injected into the M/ARA at the top
of the core on deck 6, while anti-matter is injected at the bottom, o
deck 21.
c. Shuttle bays
i. The Enterprise houses many different kinds of auxiliary vehicles,
from shuttles, to fighters, to runabouts and work bees. In order to
accommodate them, the ship has three shuttle-bays. Shuttle-bays 1
and 2 are located on deck 10 on opposite sides of the saucers aft
quarter. They are in fact one single, large bay that stretches across
the interior of the saucer between decks 9 and 10. A great deal of
this area is also the ships main cargo staging, processing, and
storage area. This is an old idea recycled from the Constitution
Class, in which the ships shuttle bay led directly into a large cargo
area. This arrangement greatly improves the efficiency of both
shuttle and cargo operations. Shuttle-bay 3 is located in the ships
stern on deck 11, with a shuttle service area directly below on
decks 12 and 13, accessible by shuttlecraft via elevators.
d. Deflector Control
i. Deflector control is located on deck 18, directly behind the ships
main deflector. The interior components of the deflector span from
deck 15-18.
e. Sickbay
i. The ships large sickbay facility is located in the saucer section on
deck 8. It is the largest and most advanced sickbay facility aboard
any starship in the fleet, with equipment normally only found on
planetary and major space installations. It is crewed by both
biological and holographic medical staff.
6. General Deck Usage
Deck 1: Bridge, observation lounges, Officers mess hall
Deck 2: VIP quarters, 1st Officers quarters
Deck 3: Crew mess hall, cabins
Deck 4: Cabins, recreation
Deck 5: Cabins, main impulse engine
Deck 6: Captains quarters, Officers cabins, luxury cabins
Deck 7: Cabins, arboretum
Deck 8: Sickbay, aft quantum torpedo launcher

Deck 9: Labs, cabins

Deck 10: Shuttlebays 2 & 3
Deck 11: Shuttlebay 3
Deck 12: Main engineering, secondary computer core operations center
Deck 13: Labs, cabins, recreation
Deck 14: Aft pho-torp launcher, forward quantum torpedo launcher
Deck 15: Astrometrics, labs, brig
Deck 16: Labs
Deck 17: Armory, labs, phaser range
Deck 18: Deflector control
Deck 19: Labs, cargo storage
Deck 20: Forward pho-torp launcher, primary computer core operations center
Deck 21: Antimatter injectors, cargo storage
Deck 22: Antimatter storage pods, main tractor beam
The Century Class U.S.S. Enterprise is the most advanced vehicle in Starfleet.
The Enterprise was commissioned in 2397 as the second ship of her class on stardate
71119.5, two years after the launch of the prototype ship, USS Century. The Enterprise
and her sister ship are the first, true, multi-mission explorer category ships since Starfleet
launched the first of the Galaxy Class line of ships, USS Galaxy, in 2357. Designed to
execute all scientific, diplomatic, tactical, strategic, and Starfleet policy initiatives, the
ship is equipped with the latest technologies in every aspect of starship construction.
The Century Class was first proposed by Commander Lara Fletcher of San
Francisco Yards, ASDB Division in late 2384, to provide a working follow up vehicle to
succeed the Galaxy Class, for extended construction into the 25th century thus the
name. At first, Starfleets top Admiralty declined to approve the project, citing the
current availability and construction of the Sovereign Class. The admirals felt that taking
on such a large expenditure of time and resources when an advanced design was already
available was unnecessary, and instead authorized the SFY ASDB to conduct a study
project to refit as yet un-constructed Sovereign Class ships as multi-mission capable
ships. It quickly became apparent that the existing command/control/combat role of the
Borg and Dominion era design lacked the necessary internal space to accommodate the
requirements set out by Starfleet. A total structural refit would be required, similar to that
of the old Constitution Class. Study models were approved and built over the course of
that year, when, in a third revision of the secondary hull exterior design, it was found that
the ships warp geometry would now cause massive subspace damage as the ship
engaged its engines. Federation law against the use of environmentally damaging warp
drive aboard Starfleet ships made the cost of the project increasingly prohibitive for the
re-working of an existing design, and Starfleets admiralty ordered the project abandoned
in favor of a new design.

In Depth Descriptions of some of the ships technology. (Provided by Myself, RC Gothic,

CptBenSisko, and UDP Equinox from BCCs Tech Talk Forum)

The Delta-3 line ships incorporate next-generation advances in warp-core technology.

The key design specification was to produce a standaradised warp core that could be
installed in all the new ships regardless of class, that also provided the Enterprise clear
advantages over the Sovereign class in both performance and endurance. This would
require a core not only more powerful and more efficient at full power, but one that
would retain it's efficiency at the fractional performance levels of the Vivace and Allegra.
Whilst the multiple matter streams pioneered aboard the Defiant and Sovereign classes
were successful at producing a large power output, in practice the guide fields interfered
with each other, reducing the accuracy of the beams. Combined with the difficulties
introduced by the complicated geometry of the reaction chamber, the efficiency of the
process fell far below the potential for a single stream reactor.
Fortunately, a breakthrough at the Daystrom Institute of Technology by a team lead by Dr
Leah Brahms managed to develop a new high-capacity injector assembly capable of
precisely directing and controlling much larger matter/antimatter streams. This new
assembly was capable of much higher flow rates than anything before it, and the
simplification of the core design a single matter stream entails single-handedly acheived a
40% increase in both power and efficiency for the Enterprise over the Sovereign and
accomplished two of the three design goals.
The critical issue was getting the new core to work in the other two ships of Delta-3.
Whilst the new core fit into the Vivace, the height of the core required it be mounted
axially in the Allegra, running most of the length of the ship.
The other challenge was that the core was still capable of producing comfortably more
power than the reduced systems of the smaller ships could safely absorb. As a result the
injectors of the Vivace and Allegra would have limiters to protect these ships from the
full power available to the Enterprise class, a measure deemed necessary to prevent
systems overloads and to increase mission endurance.
Even with these checks in place however, the core is still able to more than cater for the
ships most demanding operations, and if neccesary, the injectors have physical overides.
This requires that the core be taken offline, and the attention of the entire engineering
team for one hour. This is deliberately so, in order to prevent the limiters being
disengaged on a whim.
Engineering crews are strongly advised not to engage the overides, but it remains a
possibility in exceptional circumstances. Starfleet is currently prototyping systems
capable of coping with far higher power levels, and crews of Vivace and Allegra class
ships are asked to wait until these systems begin coming online during the first major
refit cycle rather than attempting to jury-rig their own solutions.
In this manner the Delta-3 class ships are equipped with a core worthy of the new
generation.

The Enterprise's ability distribute and manage power generated by her immensely
powerful warp core and fusion generators is more effective and reliable than on ship
before her. In crisis situations, the ship's crew can shut down the warp core during cruise
mode without interupting main power thanks to a deuterium shunt at the top of the warp
core. This device regulates deuterium flow directly from the ships storage tanks to both
the warp core and the ships primary fusion generators, located directly behind the main
impulse engine. Because the fusion generators are capable of supplying full ships main
power for 72 hours with battery support, and are directly connected to all main EPS
relays, the warp core can be shut down quickly and safely without the risk of damage or
inconvenience to the ship and crew. This is particularly noteworthy during Gamma or
Delta shift hours aboard the ship when engineering crews may take the core offline for
maintenance when science crews are conducting power hungry experiments when the
ships power demands are low.
The ships Electro-Plasma System has also been improved over previous generations.
While the basic manufacture and design has changed little in the last century, the EPS
network aboard the Enterprise has been improved by the use of EPS line calipers placed
every three meters along every primary and secondary line on the ship. Traditionally,
starship EPS networks have relied on valves at critical points to stop or reroute power
flow in areas of the ship. While Enterprise does still have these, the addition of the small
calipers adds a great degree of safety and versatility to the power system. For example,
on an Intrepid Class starship, there are two EPS valves on either side of the saucer section
per deck. The failure of an emergency shut off valve on either side could lead to heavy
damage all along the deck if a major overload were to occur. This is no longer a
possibility aboard Enterprise.
Further to the design philosophy of the Delta-3 Project, a computer that could be
interchanged between all three ships was deemed highly desirable. It was also widely
regarded that it was about time a ship was fielded with a computer core to trump that of
the ageing Galaxy class.
Whilst the Bioneural systems of the Sovereign class came close, better in some areas of
pattern recognition and some forms of artificial intelligence, the massive Isolinear core
aboard the Galaxy had never been trumped for shear number crunching power,
particularly useful in simulations and data handling.
The solution was to create a hybrid, a system that was part bioneural, part isolinear, good
at both data handling and pattern recognition, and combined into an Allegra-sized core
easily capable of outperforming an Intrepid of the previous generation.
Impressive though this is for such a small ship, the real advances were in the network
engineering.
An Allegra class computer core can easily and quickly be linked up to four others,
creating a super-core sixteen times more powerful that forms the main computer systems
on the Vivace class, with computing power equal to that of the Sovereign class.
Once again, these super-cores can be linked together, with six super-cores forming the
main computer of an Enterprise class starship. Their combined computing power is

almost thirty six times greater than that of a Galaxy class, giving the Enterprise class far
and away the most powerful computer ever equipped to a mobile platform.
Delta-3 project chief computing engineer Dr Robert Field, when asked why he felt it
neccesary to field such an awesome computer, replied: "We just felt like showing off."
The Delta-3 ships feature revolutionary new warp nacelles. Each nacelle features 26
Primary warp coils, and 48 Secondary warp coils in four banks of twelve. The primary
coils are not themselves greatly advanced over those of the previous generation of ships,
but the secondary coils allow a far greater degree of control over the warp field. In this
way it is possible to stabilise warp fields at very high velocities where they would
otherwise become turbulent and dissipate. In addition, they are capable of generating
significant off-axis components that make the Delta-3 line an order of magnitude more
manoeuvrable at warp velocities, with vastly increased accelleration in all directions.
The Delta-3 ships are therefore capable of extremely high velocities, and of reaching
them faster than any ship before them. They are fully capable of cruising at warp 9.975
for extended periods of time, and capable of reaching warp 9.999 without damage.
However, any ship accellerating through this limit will begin to experience design
tremors; the hull has been designed to resonate in warning when the design tollerances
are in danger of being breached. A final failsafe tremor at warp 9.9994 will be violent
enough to cause the secondary coils to fail, leading to destabilisation of the warp field
and an emergency return to sublight.
The damage to the secondary coils in at this velocity is planned. This is because whilst
the Delta-3 warp drives are theoretically capable of exceeding warp 9.9994, the hulls are
not strong enough and are in danger of immediate implosion at this velocity. A controlled
failure of the warp drive was preferable to a ship being lost with all hands and scattered
over four sectors.
The Secondary Coils are designed so that they fail in a certain, easily repairable manner,
and the ships are still capable of warp 9.99 on the Primary coils should it become
neccessary to engage the drive again before repairs are complete. Naturally performance
will suffer whilst the secondary coils are offline, and they cannot be serviced whilst the
primary coils are in operation, but it only takes four crewmen half an hour to make the
repairs to each coil, and full functionality can be restored by a team of 16 in 12 hours,
whereas in previous classes, unsafe velocities could cause serious permanent damage that
could only be repaired by a drydock facility.
With new vessels becoming ever faster, it is clear that the current warp index is too
cumbersome at high velocities. A Motion is currently being put forward in the Federation
council about to re-index the warp scale, although what form this new index will take is
yet to be decided.
The decision to test and mount the most powerful phaser system ever created, aboard a
starship first instead of a starbase is an unprecedented first in Starfleet history. The new
Enterprise will mount the D-3 Type XV Phaser system at key points throughout the ships

hull. A total of nine phaser arrays have been integrated on the Enterprise at strategic
points around the vessel. While conventional phasers systems allowed the high
interactions within atomic nuclei to create a rapid nadion effect which in turn was
directed into a focused beam at a target, the new type XV phasers use rapid-discharge
EPS capacitance banks and high-speed beam-focusing coils, similar to those used on the
Defiant project but on a much larger scale. Rapid fire of multiple bursts is accomplished
through a direct EPS shunt from the warp reactor. The speed of the pulses is then nearly
tripled, and then focused through a custom designed beam apparture to allow the
combined energy of the pulses into one continuous beam. While the Sovereign's Type XII
Phasers fired a beam at 8.0MW per second, the Type XV can fire phaser energy at
approximately 19.0MW per second. However, several emitters (usually two) fire at once
in the array during standard firing procedures, resulting in a discharge of approximately
38.0 MW. A 38 mw discharge is enough to pierce the shields of a Dominion battlecruiser
with one or two discharges. The Enterprise's D-3 Type XV phaser arrays have more
punch than any ship, starbase, or planetary based phaser system being used in the
Federation. The new phaser banks, coupled with the torpedo systems will make the
Enterprise not only the most advanced explorer, but once again the most advanced
battlecruiser and the strongest flagship Starfleet has ever had.
With a new generation of starships comes a new generation of weapons systems.
Delta-3 ships have been equipped with Mk IX "Breacher" Quantum torpedos. Additional
features over the MkVI include a scalable warhead for situations when less than full
power is required, an improved impulse drive and guidance system, a telemetry
transmitter, and a low-power shield system.
The shield system onboard the Mk IX offers protection against the point defence systems
becoming more common on modern warships. Additionally, the torpedos in a spread
share target telemetry, and when the first torpedo impacts a target's shields, it relays the
shield frequency to the other torpedos before detonating. The other torpedos then attempt
to match frequencies with the target's shields, which gives them a significant chance of
breaching them.
The only successful method of stopping a breacher torpedo as of writing is to use
multiple shield layers operating on different frequencies. The torpdoes will breach the
outer layer, but detonate upon the inner layer. But this has drawbacks too, as the blast gets
caught between the shield layers rather than dissipating outwards into space, critically
taxing the shield systems of the target.
The other new addition is the Type XV phaser array, which has been installed on the
ships of the Delta-3 line. They work on the same principles as previous generations of
phaser array: Each array segment is charged from an independent power supply. When
the firing procedure is started, two segments at either end of the array initiate an energy
pulse towards the middle. As the pulse passes to the next segment, it recieves the charge
stored there and is then passed to the next segment along, where it will recieve another
charge, and so on until it meets the other pulse, wherupon the energy will be converted
into rapid nadions and then focussed, directed and fired by the segments in the vicinity of
the meeting.
Each segment must then cool and recharge before beginning the process again.

The overall power of the beam is limited by the length of the array, the amount of charge
each segment can store and how well each segment can resist the energies flowing
through it.
In the Type XV phaser array, each segment has been fitted with an independant Structural
Integrity Field that allows each segment to endure greater stresses and to operate with a
larger charge. The Cumulative effect of this is a significantly more powerful beam. The
SIF also dissipates excess heat from the segments more quickly, allowing the array to
cycle faster and to output a greater rate of fire.
The focussing assemblies of the segments have also been replaced with a brand new
system which focusses the beam much tighter than before, increasing the pressure at the
beam's point of impact and making it harder for shields to block.
With the development of the new project Delta-3 ships and they're new advanced
systems, several problems were encountered in relation to current shielding technologies.
The addition of the new warp core and its increased output, combined with the
Enterprises new nacelle structure made it evident that new sheilding technologies needed
to be developed. The result of 5 years research was a multi-layered regenerative shield
nicknamed "The Zero Point Field" by the scientists that created it.
In testing, the graviton field fluctuated and bent to such a state that made the sheild
virtually useless. On the first test a phaser (set at 0.95 of maximum) pierced the shield
within 0.073 seconds. It soon became apparent the the increased power output of the
warp field was causing severe interferance to the shields. The first Prototype shield was
simply a modified version of the original with some enhancements to the field emitters,
an effort to hold the field stable. The enhancements however only garnered a 50%
stability increase. The Mark II prototype included a phase variance calibrator in the
output stage of the generator. The resultant 90 Degree phase shift was enough to nulify
the effects of the warp field, but the sheild had only 40% efficacy against weapons fire
because of the phase shift. The Mark III Sheilding system incorporated two generators,
one at the 90 degree shift and the second, in phase. Having this out of phase barrier
between the outer shield and the warp field dissapated the distortion created by the warp
field Bringing shield efficacy back up to 95%.
The Mark IV System took into account new tactical opportunities afforded by this new
technology. Added to each generator was an automatic frequency modulater giving
protection against borg tractor beams. On top of this was the ability to disengage the
outer shield in the event that the borg did lock the frequency. Once disengaged the tractor
beam would be broken and the inner shield would take damage giving the outer shield
time to re-engage. (Typical re-initialisation time is about 1.2 seconds) This design would
give virtual impregnability against borg tractor beams and other frequency matching
weapons. [NOTE: Given the extreme speed of the frequency changes this enhancement is
automatically disengaged on ships of the delta- 2 class or below. The computational
power required for the weapons matching calculations far excedes that of previous
computer cores.]

The next round of enhancements came in the form of independent geometric field
controllers and gravitic stabilisers in each shield grid array. This allows the sheild to
change itself into the best shape possible for maximum energy deflection. Given the
nature of the geometry changes, weapons and sheild arrays for each section of the ship
must be linked in order to compensate for the constant phase angle changes. NOTE:
[Currently only the Enterprise - F and Vivace Class have the computer and networking
ability to make use of these enhancements.]
Once total stability had been assured a new system was introduced solely for use in the
Enterprise F. The System is made up of three generators. (Two for standard operation and
one for backup) Eighteen shield grid arrays and 4 smaller independant decentralised
duterium fusion power cores. The result is the Mark VI MLRSS (Multi - Layered
Regenerative Shield System) currently in operation on the enterprise 1701 - F prototype.
ADDENDUM
1) Obviously the drawbacks created by the new warp technology only effect the ship
while at warp. While at sublight speeds the shield generators phase variance calibrators
can be disabled resulting a 40% gain in feild strength and a 35% reduction in power
consumtion.
2) Currently the Mark VII MLRSS is being assesed for possible incorportation of burst
capacitors for each grid. Linked with the ships sensors burst capacitors would be capable
of providing sheild 'bursts' (momentary graviton re-allignnment) in the vector protected
by each grid long after the primary field has failed.
The Enterprise also has one of the most unique fuel storage systems aboard a starship.
Because of their mass and size, deuterium storage tanks have always been a challenge to
repair/and or clean. Often, crews will have to section off the fuel into different
compartments in order to make repairs etc. from the inside of the tank. On board
Enterprise, however, there is not a single storage tank for the ship's primary fuel for
power generation. Instead, the ship has six smaller tanks loaded onto a floating rack
system along the aft center-line of the saucer section on decks 4, 5, and 6. A large hatch
located between decks 2 and 3 behind the observation lounge allow for the tanks to
actually be removed from the ship for maintenance, cleaning, or even refueling. This is
particularly useful in situations where Enterprise is unable to hook up to starbase
umbilicals and depends instead upon ground based fuel services.