This report is unclassified, however it may contain references to classified information and technologies. You may be required to verify your security clearance before reading this document. If you do not have necessary clearance, but require use this report, please consult your line manager for permission.

This report is unclassified, however it may contain references to classified information and technologies. You may be required to verify your security clearance before reading this document. If you do not have necessary clearance, but require use this report, please consult your line manager for permission.

In reviewing the request for maintenance on the Sarcelles Shipping Facility, to Burgundy lane - I noticed there was an issue brought into question. I felt the issue may be in regards to the operating energy being out of calibration for the required purpose, however on further inspection there was more damage than initially expected.

I went to assess the site and I found that it was initially set at well below what it's operating energy should be, during the process of repairs, I raised the energy levels to just 4 TeV energy on its first test run. I found that this was still not quite adequate to be fully functional and it was still unstable; it was subsequently raised. During testing, I determined there was a faulty electrical connection between two magnets, and that – owing to the time needed to warm up the affected sectors and then cool them back down to operating temperature – it would take a considerable amount of time to repair. Replacement was determined to be a more suitable option. The replacement was successful, and completed within the expected time-frame.

However there was still extended downtime of this link as the massive superconducting magnets require considerable magnet training to handle the high currents involved without losing their superconducting ability, and the high currents are necessary to allow a high proton energy to propel the vessels through the lanes in question. The "training" process involves repeatedly running the magnets with lower currents to provoke any quenches or minute movements that may result. It also takes time to cool down magnets to their operating temperature of around 1.9 K. Over time the magnet "beds in" and ceases to quench at these lesser currents and can handle the full design current without quenching.

Once this process was complete, the lane was open for testing. Upon satisfaction the lane was operating at 100% and there would be no issues with any of the associated links, the lane was once again open for public use.

This report is unclassified, however it may contain references to classified information and technologies. You may be required to verify your security clearance before reading this document. If you do not have necessary clearance, but require use this report, please consult your line manager for permission.

As suggested, the link was found to have been overheating. Upon further assessment the cryocubes had begun to fail and were subsequently unable to efficiently cool the magnets in link SSC010.003. As well as super-cooling the magnets, the cryocubes contained in link SSC010.003 will need to be replaced. Calibration of link SSC010.003 will be required.

It is important to remember cryogenic processing is not a substitute for heat treatment, but rather an extension of the heating–quenching–tempering cycle. It will be used to super-cool the magnets at this time. Normally, when an item is quenched, the final temperature is ambient. The cooling process is a three stage process. During the first stage, helium is cooled to 80 K and then to 4.5K. It is injected into the cold masses of the magnets in a second stage, before being cooled to a temperature of 1.9K in the third and final stage. Liquid nitrogen is used in heat exchangers in the refrigerating equipment to bring the temperature of the helium down to 80 K. The helium is then further cooled to 4.5K. Once the magnets have been filled, the 1.8K refrigeration units bring the temperature down yet further to 1.9K. The entire process of replacing the cyrocubes and cooling process will take 3–4 days, and subsequently the link may be unstable or out of use for this time.

Once the magnets have been super-cooled, and the cryocube replacement process is complete, the lane will be open for testing. The lane will be required to be calibrated as the duration of this problem has the potential to upset the settings as it has had to work harder to maintain "general" use. Despite it being open for restricted use, the lane will be under observation and temperature checks will be required to be taken regularly to ensure the cooling process is going to plan. Upon satisfaction the lane is cooling sufficiently, and operating at 100%; And that there will be no issues with any of the associated links, the lane will once again open without restrictions for public use.

This report is unclassified, however it may contain references to classified information and technologies. You may be required to verify your security clearance before reading this document. If you do not have necessary clearance, but require use this report, please consult your line manager for permission.

This report is unclassified, however it may contain references to classified information and technologies. You may be required to verify your security clearance before reading this document. If you do not have necessary clearance, but require use this report, please consult your line manager for permission.

There are a number of issues that could potentially cause the link to be completely non functional. It is important to note each link consists of a main link made of copper. In addition to this, the superconducting wire for each of EFL Oil and Machinery's links consists of 6300 strands of niobium-titanium filaments, embedded in copper. Each filament is about one tenth of the thickness of a human hair. When ultra-cold, the wire conducts electricity without resistance. Extensive testing will be needed to pinpoint the exact location and nature of the fault.

After completing the tests, it was found that the supercooling was not an issue in regards to this reported fault. Testing was completed nonetheless to rule it out. What was found was a number of loose connections and a black/brown discoloration around the breaker. It was noted that an active conductor had potentially come into contact with a neutral wire. Due to this, a large amount of current is assumed to have flown through the circuit, creating more heat than what the circuit is designed to handle. The link was non functional as safety features had been activated - including the breaker of the circuit in question to trip. There was no evidence of fire. The link was repaired, initial testing was complete.

Once this process was complete, the lane was open for testing. Upon satisfaction the lane was operating at 100% and there would be no issues with any of the associated links, the lane was once again open for public use.

This report is unclassified, however it may contain references to classified information and technologies. You may be required to verify your security clearance before reading this document. If you do not have necessary clearance, but require use this report, please consult your line manager for permission.

On assessment of the Beauvais Production Facility to Versailles Station lane, I found the report was correct and the iron yoke was the issues. As this is a problem that may cause damage to not only the link involved, but ships passing through, the lane was disabled for the duration of the repair and testing.

It is important to note that the only superconducting material suitable in producing the magnets required to achieving the required power is sensitive to the tiniest deformation. This is problematic considering the extreme changes the material will undergo, which could degrade its superconducting properties. The two magnetic fields of each of the the magnets involved in the links have identical polarities and direction. This also means the magnetic fields can and will interfere with one another. This will ultimately cause problems resulting in poor performance of the system. This cross-talk can be resolved by including a component known as an iron yoke between the two apertures. It would appear in this situation the iron yoke was damaged and required replacement.

Once this process was complete, the lane was open for testing. Upon satisfaction the lane was operating at 100% and there would be no issues with any of the associated links, the lane was once again open for public use.

This report is unclassified, however it may contain references to classified information and technologies. You may be required to verify your security clearance before reading this document. If you do not have necessary clearance, but require use this report, please consult your line manager for permission.

As this was the last open task in Ile-de-France, I decided to take care of the non-urgent maintenance before moving on to Orleanais. While I am aware this may be seen as being against normal operating processes, I would argue that being it is an essential link between systems, it would be disastrous for the gate to have any uncontrolled downtime; therefore maintenance is essential in reducing the probability of the failure, and to reduce the consequences of the failure. This will allow for a reduce in cost, an increase in reliability, and while working on it before moving operations to a different system this allows for an increase in efficiency.

While this seems like complicated technology in regards to maintenance, it is quite simple. The creation of Jump gates was a milestone in safe travel in space. Physicists have always imagined it to be possible. Einstein's theory of general relativity has always been a motivational point for physicists who had historically tried to either prove or disprove the theory and possibility of space travel. To make this possible, the interior of the jump hole is charged with particles that repel gravitationally to hold the walls open. Imagine this in the form of a strong magnet – the inside of the jump hole is negatively charge, and has negative energy whereas the outside, or open space – is a positive force. These two forces balance each other out creating a space of ‘nothingness’, an even greater vacuum in space, allowing relatively safe passage. A team of scientists have been working hard to improve the method of preventing the walls of these jump holes from collapsing causing Jump Gate travel to be safer than ever before. For this improved method of jump gate travel to be successful, physicists have found more energy needs to be removed, this is achieved by the addition of “exotic matter” using EFL Oil and Machinery's patented jump gate technology. The addition of exotic matter, which is negatively charged will leave a field that now anti-gravitates. Particles under the influence of anti-gravity are now the "mirror image" of normal matter, but with opposite electric charge. One significant difference between the two is the way they interact with gravity. These particles are less than 110 times more susceptible to gravity than normal atoms, and less than 65 times that strength, but in the opposite direction, meaning particles “fall up” not down. The added density of the “exotic matter” stabilizes the tunnel, causing it to be almost impossible to collapse in on itself creating a safe passage for travelers to use.

General maintenance of this gate consisted on a general clean, repairs to damage caused by asteroids or otherwise, ensuring all moving parts are well lubricated and functioning as required. The gate was placed out of order for the duration of this maintenance for my crews safety. Fortunately as this was undertaken at what has been known to be a slow traffic time, there were no unnecessary delays to any passing vessels, the lack of inconvenience caused points to a successfully scheduled time, this should be noted for future maintenance or repairs to this gate.

Once this process was complete, the gate was open for testing. Upon satisfaction the gate was operating at 100% and there would be no potential problems, the gate was once again open for public use.