The city of Troy is supposedly a city on Utopia, though there is little evidence to support this claim beyond the word of Scildfreja of Troy and Caelin Osbearn. It is sometimes referred to as New Troy, leading to the belief that it was destroyed at one point and has since been rebuilt.
The Utopians speak of their city with a great deal of reverence and patriotism, leading to the belief that their nation of the Industrial States of Koglund is in fact an affiliation of independant city-states, much as on Terra Nova.
Trojan Industrial Techniques
Plans are first drawn up by sophists. Entire lifetimes can be spent studying the details of this, so we shall not venture further into this field - suffice it to say that the specifications of the sophists are simultaneously many in number and exacting in detail.
Plans are delivered to the autofactury wardens, who then divide tasks according to the capacities of their various chains. Each Warden hands off a portion of the autofacturing plan to each chain Autocomptroller, which assists in fine-tuning roles of each portion of the chain. This reconfiguration can take anywhere from a half hour to several days depending on the requirements of the plan - plans which only require reorganization of a chain need very little time, while those plans which require the autofactury of additional tools may take much more.
An autofactury chain is defined as a collection of links which convert feed stock into a completed article, and is generally overseen by an autofactury warden. An autofactury link is defined as one or more Autofacturers capable of completing a single task in an autofactury plan. By this definition, chains can be redefined according to requirements, while links are considered to be static pieces of which chains are composed. A link may have several tasks to complete within a single chain, but is rarely used between chains. It is generally preferred that, should more of a specific sort of link be required, more Autofacturers need be produced until a sufficient number of links are ready. Some situations may warrant cross-chain purposes, however.
There are several different types of autofactury links, and they are broadly classified into the roles they undertake within a chain. They are: Materials autofactury, Control autofactury, Structural autofactury, Assembly autofactury and Diagnostic autofactury. Each type of link is specialized to its role - it is difficult if not impossible for a Control Autofacturer to give more than basic assistance to a Materials Autofacturer. With sufficient tools available, however, that Control Autofacturer may be able to help an Assembly Autofacturer - some similarities between the link types do exist. It is this versatility in links which differentiates an average autofactory from an efficient one.
All autofactury plans follow the same basic format. Materials links create raw product, which is handed off to Control and Structural links to create complex parts. These parts are assembled into the finished poroduct by Assembly links. Finally, Diagnostic links ensure that all parts are in working order before the newly assembled product is released from the chain.
In general terms, a Materials autofactury link will accept raw feed stock (normally processed ore, chemical baths or various compressed gasses) and turn these resources into a finished part for use by other autofacturers. Conversion of natural resources into feed stock is the subject of another field, being another form of autofactury in and of itself. We are at this moment concerned only with the handling of processed materials so will not delve into this further. Suffice it to say that Materials Autofacturers are supplied with adequate amounts of appropriate materials for their work.
A given Materials Autofacturer will generally produce parts through use of an Adherence Mold. These molds are created by other Autofacturers in specialized runs before mass production begins and can be highly complex in construction. They form the basic shapes of the parts required and, along with providing the structural form of the items are also responsible for ensuring that the proper alloying and layering of materials takes place.
Adherence Molds are deployed in Vacuous Assembly Tanks, held in a specifically controlled noble gas atmosphere of great pressure. This atmosphere is then heated to many thousands of degrees Kelvin. Once a stasis has been reached and the adherence mold is ready to be "baked", it is given a slight electrical charge while the first elemental constituents of the assembly is injected as a semiplasma into the VAT. Electrical charge adheres the first layers of the various ions to the adherence mold.
Once enough of the first alloyed layer is adhered to the adherence mold the tank is emptied of its first feed stock. The electrical imput into the mold is modified in amplitude and frequency while the second feed stock is injected as the first is - the specifics of the electrical waveform will determine the exact molecular adherence pattern to the growing manufactured part. Please note that this will not allow the creation of a material which does not conform to the specific angles and valences of various ionic components, it simply allows the autofactury plans to be extremely specific in the formation of the alloys. Indeed, some parts require monomolecular layering, especially in the production of advanced sensors and waveguide devices. As the part continues its production the temperature will slowly drop to the point where electroadhesion is no longer required to keep the constituent elements in place.
Once a part is structurally complete it is then cooled and separated from the adhesion mold. Usually it is remounted and charged in the VAT once more for further layering with coatings of anti-corrosives, anti-abrasives, and finally a polymer layer to protect the part if needed. Not all parts receieve this treatment, especially if it is destined to be inside of a protective casing. Not all parts require this process, which is considered industrial at heart. Light-duty products may be produced under lower energy regimes - some polymers can almost be produced at room temperature. However, in the case of average industrial Autos, low-energy production does not give the resulting parts needed stress tolerances to fulfill their duties.
Structural links take parts from Materials links and assemble them into a functional chassis. These parts often require additional drilling, cutting or finishing to assemble into a working chassis, as Materials autofactury often results in a good deal of "flash" or wasted product attached to the part. Fortunately, this material can be recycled through the Autofactory's fusion refineries.
Parts are either connected with high-torque bolts or through plasma welding. In the former process, Materials Autofacturers produce high impact bolts which are then machined with threads, while Structural Autofacturers drill and tap required holes in the parts. In the latter process the parts to be welded are specially prepared with a layer of easily bonded ions at the joint, facilitating a strong weld. Both processes are used, though obviously a good autofactury plan will have a minimal number of structural parts to assemble. Single-piece parts are much more resilient than multi-piece parts.
Motors, batteries, engines, electrokinetic plates or bars, and other motive systems are considered the duty of a Structural link. These are attached during and after the chassis has been completed depending on location and role in the autofactury plan. Any moving joints are given special attention and are usually inspected closely by Diagnostic links before being moved along further.
Control links accept structural parts and apply computer control components to them, allowing HNI (Human-NAI Interface) if needed. These processes are more delicate and usually completed in smaller Vacuous Assembly Tanks, though their temperature is held steady at five degrees celcius. Once optical circuits have been etched into their chips and assembled into boards they are removed from their tanks and placed into armoured busses, which are then attached to the chassis according to plan. Wiring is done at this stage. Control systems are usually the last part of an Auto to be assembled before it is passed on to diagnosis.
Once each stage is completed, each assembly goes through rigorous testing by dedicated Diagnosis Autofacturers. This is the stage which the autofactury wardens watch most closely, as it is where any production flaws will first appear. Motors are given load tests, joints range and stress tests, materials given impact tests of various sorts, control circuits given simulated imputs, sensors inspected and attached to diagnostic computers, etc. The battery of tests is exhaustive and allow a warden to know whether a given product is worthy. Any unworthy product is set aside for further inspection and repair if possible, or it may be fed directly back in as feed stock. Of course serious production flaws may warrant a re-evaluation of the autofactury plan as a whole.
Once a product has passed its inspection it is sent back to a Structural link for skin and armour assembly, sent back to a final Diagnostic link for last checks before joining the ranks of finished products.