The Upper bearings on Station #5 and Station #10 have been serviced. The Upper Bearing were disassembled. The old gear was removed and wiped clean. All parts were inspected.All parts were greased and then reassembled.All Fall Protection Platform railing was collapsed on both stations #5and #10.

There was a brief access period to the Cyclotron vault during April 9 to 12, 2013 due to other Cyclotron issues.

This time was utilized to perform the following Elevating System tasks:

- Drilling of 2 (two) holes for concrete anchors (DBI Sala Product 2100085) for self-retracting lifelines (see TRIUMF purchase order TR197399)

- Installation of 2 (two) ceiling-hung self-retracting lifeline units, one above the climb-up access point to the bearing, and the other above the recently installed outboard safety platform (see TRH1217)

- Complete service of the upper bearing assembly at Station 9 (dis-assembly of bearing races, cleaning off old grease, inspection of races and guide tube, application of new grease, re-assembly of races)

- Tear down of safety handrails for some minor modifications (see upcoming Rev B to TRH1217 and sub-components)

 All work was completed on Wednesday April 10th by Dan Wright and Maico Dalla Valle.

The installation of the upper bearing fall protection equipment was completed last week by Dan and Maico.

- Full safety platform assemblies (ref. TRH1217) were installed on stations 1, 6, 7, 11, 12

- Short safety platform assemblies (ref. TRH1248) were installed on stations 2 and 8 to avoid interference with the lights

- Inboard anchors and SRL (self retracting lifeline) units were installed on 1, 2, 6, 7, 8, 11, 12, to permit the setup of the inboard railings at each station

- Outboard anchors were drilled and installed at all stations, using either D-ring swivel loops or Saf-Lok wedge anchors (both DBI Sala products), to allow safe setup of the outboard railings at each station

Also note:

- One railing at Station 1 had to be shortened to avoid interference with the guardrail of the aluminum stairs at that station, see attached photo.

- The beam clamp for the horizontal lifeline at Station 1 has an extension that protrudes into the working area.  This extension has been marked with pink flagging tape.

- It was noted that one more horizontal lifeline and two more beam clamps are needed to permit safe access to a station.  Grant will ask the equipment provider if they can make a shorter beam clamp to use at station 1, then transfer that longer standard clamp to the station that requires it (along with another new longer clamp).

- It was noted that we were short 2 carabiners.  Grant will order extra.

5 x TRH1217 Upper Bearing Service Platform assemblies were installed between January 6th and January 13th at Stations 8, 10, 3, 4, and 5 (see attached photos).

The assembly went very smoothly.  Dan McDonald and Maico Dalla Valle worked together to install the platforms and wore harnesses and lanyards while working on top of the vault crane at each station (see attached photo).

Some notes were observed during assembly:

- There were not enough McMaster Carr 3949T1 3/4" Zinc Plated High Strength Snaps.  Assembly drawing TRH1217 Rev C only calls out 2 of these snaps, but this is incorrect, as 6 snaps are required per assembly.

- The ultra-coated 3/8-16 UNC bolts and nuts ( ref McMaster p/n 91257A634) were found to be very difficult to fasten.  In the future, zinc plated or mild-steel hardware should be used.

Both of the above items must be revised on TRH1217 towards Rev D.

Horizontal DBI Sala lifelines are now installed as well between Stations 8, 9, and 10, and between Stations 4 and 5, to permit access to the stations that do not have a direct ascent up the Cyclotron magnet structure.

All platforms and handrails are now installed on stations 8, 9, and 10 and stations 3, 4, and 5.  This permits full jack and gear reducer service at stations 9 and 4 (as adjacent stations are required for chainfall installation), as well as upper bearing service at all stations with platforms.

Still remaining is the work to drill the holes required for the ceiling mounted Self-Retracting Lifeline units that permit the first ascent and setup of the guardrails at each station.

All trolleys work electrically and control wise. One encoder was found non functioning on the upper resonator trolley for the vertical drive it was replaced, we've no move replacements of those current type of encoders so a wholesale replacement of all the trolley's encoders will have to be done post shutdown. Also the wiring for the outrigger is in need of replacement but will work for this shutdown it will also have to be replaced post shutdown as well. The upper resonator trolley has also been setup to remove X2C.

All of the old brass air fittings on the Tool Trolley have now been swapped over to push-connect style fittings. As these are plastic fittings, it is recommended to inspect them after ~5 years for degradation.

 60 month service completed. Bearings for drive motor wheels regreased, Reducer repacked with Molub Alloy 777-1 ES, all mechanically sound. Recommended to swap out front right drive wheel in 5 years due to minimal deteoration.

Today Grant Minor, Dan Wright, Arthur Leung, and Dan Louie checked the height difference between the tank lid upper travel limit switch and the tank lid over travel limit switch at both stations 1 and 10.

In the attached photos, the upper travel limit is the lever on the right.  The over travel limit is the lever on the left.

The over travel limit is a safety switch designed to halt the system and lock it out if there is some problem with the upper travel limit.

The following tasks were performed:

1. The new reference positions for the brackets after the March 11th adjustment of 0.25" (see previous e-log) were scribed onto the mounting posts for Stations 1 and 10
2. The brackets at both Station 1 and Station 10 were unbolted and raised up completely to disengage the switches.  This had to be done due to mechanical hysteresis in the switches.  Dan Louie confirmed when the upper limit / over travel limit signal lamps had turned off at the control rack.
3. The Station 1 bracket was bolted up higher temporarily so that both switches were disengaged at that Station.
4. The Station 10 bracket was positioned back at the new scribed reference line from step 1.
5. A 1/8" nominal machinists parallel was slid under the lever arm of the over-travel limit switch at Station 10, and Dan Louie confirmed that the over travel lamp had turned on.
6. The Station 10 bracket was unbolted and raised to disengage both switches, and bolted in this higher position.
7. The Station 1 bracket was then positioned back at the reference line from step 1.
8. Step 5 was repeated for Station 1, confirming that the over travel lamp engaged after the 1/8" parallel was inserted under the switch.
9. Both brackets were positioned back at the reference positions from step 1 and bolted in place.

This procedure confirmed that the over travel limit switches at both stations 1 and 10 engage less than 1/8" higher than the upper limit switches.

This morning during routine service bridge work in the Cyclotron tank, it was observed by Travis Cave that the cable tray for the Remote Handling service bridge was catching on something on the top inside surface of the Cyclotron tank.  The cable tray was observed to visibly snag on this protrusion and then bounce around.

Isaac Earle and Grant Minor conducted an inspection from the edge of the Cyclotron tank with cameras and binoculars.  The contact point was identified and photos and video were recorded (see attached).

After a meeting with Yuri Bylinski it was identified that the item interfering with the cable tray was a beam scraper foil (part of the Resinator D Gap), close to the center post area.

A number of causes for the snag were suspected:

1. The upper tank lid might not have been at its upper limit (i.e. not raised completely by the elevation jacking system)
2. The center post bearing for the service bridge might not be seated properly
3. The cable tray mounting bracketry or air cylinder may have been displaced

After inspections of the service bridge before and after removal from the tank, it was determined that neither 2 nor 3 were the cause of the problem.

It was observed by the Remote Handling group that the upper limit switches located at stations 1 and 10 had not advanced high enough to mechanically "click", even though their wheels were contacting the reference surface.  There was about 0.5 to 0.75 inch of travel remaining in these switches (see attached photos) before clicking.

It was also observed that the wooden stick normally set flush with the Cyclotron roof beams at max height was about 0.5" below the roof beams (measured with a Starrett scale by Grant Minor).

After further assessment, it was also determined by Dan Louie and Yuri Bylinski that the limit switch lamp on the elevating control system was actually not lit, even though it appeared so.  The dull glow in the lamp was due to the neon style of the bulb, which can glow a small amount even at very low voltages and appear to be lit.  A test of raising the switches while watching the lamp revealed that the lamp switched on brighter after the limit clicked.

The upper tank lid was raised around 6pm by Dale N. with Yuri Bylinski and Grant Minor present.  The stick advanced upwards about 0.5" almost completely to the ceiling (see attached photos).

Until a systematic method of measurement of the vertical displacement of the system is developed (this may be the purpose of the dial indicators at each station, but requires further investigation), this problem can be avoided again by always checking both the limit switches and the distance from the calibrated "wooden stick" to the cyclotron roof beams.

Unusual wear markings were observed on the Station 9 jack (not sure if L or R jack?) during a visual inspection.

The grease looked to be in good condition and no sign of chips or contamination was found in the grease, so it is possible that the wear markings are older.

More investigation is required before using this worm gear assembly again.

Grant Minor, P.Eng.

The following people were consulted regarding the unusal wear noticed on jack station #9 right side

Neil Wong:  Neil inspected the jack parts.  Based on the wear and condition of the grease he thought that the wear wasn't recent and that the parts are ok to use.  Neil supported assembling the parts w/o grease and measuring clearances and backlash  worm gears & jack screw to nut 

Guy Stanford:  Guy came in and inspected the parts.  Based on the condition of the grease and the parts he also thought that the parts are ok to use and that the backlash/clearance tests should be done.  Guy could not recall when and which stations were damaged.

Ron Mullen:  Ron was contacted by phone.  He suggested putting in one of the new phosphor bronze jack nuts.  He also supported doing the tests

Bill Chapman:  Bill was contacted by phone.  Bill remembered discoloration of some of the stations.  He also agreed with doing the tests.  He thought the worn one should be ok to use.  He suggested cleaning the old one, reassembling and installing, then pulling out again after 1 year of use to inspect.

There are 3 spare phosphor bronze jack nuts on the shelf in the RH machine shop (2 left, 1 right).  No documentation has been found regarding these spares.  The right side spare was put onto the jack screw (no problems), but when it was put into the jack housing we realized that the nut requires machining to accommodate the bearing races.  The jack case and the jack lid also need to be modified to accommodate the rings at each end of the jacking nut  (this was confirmed when Station 9 Jack Left Side was disassembled - see next E-Log entry).  Machining these parts would likely need to be done off site due to the size.

It was noted that on the inner thread of the jacking nut the thin edge was slightly sheared off.  A piece of the thread was removed to prevent this piece from shearing into the jacking gearbox - see attached photos.

The original right side jack parts were cleaned and reassembled without grease. The following measurements were taken:
Nut in jack case - vertical play: 0.010"  (vertical when installed)

Nut in jack case - tilt: 0.010"
Worm gear backlash: 0.014"  (travel of key on the worm shaft before nut moves)

Nut on jack screw - backlash: 0.023"  (vertical travel when lifting nut)
Nut on jack screw - horizontal play on top of nut: 0.027"
Nut on jack screw - horizontal play on bottom of nut 0.022"

One of the new spare jack nuts was installed on the jack screw.  The following measurements were taken:
Nut on jack screw - backlash: 0.005"
Nut on jack screw - horizontal play on top of nut: 0.004"
Nut on jack screw - horizontal play on bottom of nut: 0.005"

Outer diameters of the old jack nut were measured:
Top bearing race: 7.473"
Bottom bearing race: 7.472"
Top jack case lid: 7.461"
Lower jack nut housing bore: 7.463"

Outer diameters of a new unused jack nut were measured:
Top bearing race: 7.479"
Bottom bearing race: 7.480"

 

It was decided that we should disassemble the left side and inspect before proceeding.  Work will continue on the right side when Maico returns from holidays on Oct 22.  The current plan is to clean off the wear, reassemble, install, run it for one year, and then remove and inspect in Shutdown 2017.

Photos of the Station 9 Jack Right Side parts are attached.

The left side jack was disassembled and cleaned.  It was discovered that the left side had been rebuilt with a new jack nut (similar to the three spare jack nuts in the RH machine shop).  This nut had been machined as is required to fit the bearing races on and fit the nut into the jack nut case.  The jacking case and lid also were machined to accommodate the different size rings for both ends of the nut  This rebuild may have been done after the jack failure that occurred in the late 70s / early 80s due to incorrect bearings and grease in the jacks.

There was less grease in the left side, and one of the worm bearings was on the dry side.  All other components still seemed lubricated, but not as much as the right side.  It seemed that some grease was stuck on the outsides of the jacking case and not mixing with the other grease.  The jacking case was approximately 70% full of grease.

There was a normal amount of wear visible on the surfaces of all jack parts according to Maico.  No unusual wear or colouration such as on the right side observed.  A leak in the shaft seal opposite the drive coupling was observed - this was replaced upon reassembly.

The jack was reassembled without grease .  The following measurements were taken:
Nut in jack case - vertical play:  0.008"  (vertical when installed)
Nut in jack case - tilt:  0.008"
Worm gear backlash:  0.017"

Nut on jack screw - backlash:  0.040"
Nut on jack screw - horizontal play on top of nut:  0.031"
Nut on jack screw - horizontal play on bottom of nut:  0.031"

The left side jack was fully reassembled with grease and is ready for installation.
 

Prior to commencing work on jacking stations we installed a wall mounted come along plate as per Jason kapalkas instructions   Completed spare jack swap on station 11 and 12, station 11 was swapped with spare set # 13 and station 12 now has # 14 jack set in its place. Once jack stations where swapped we proceeded to clean, inspect and re grease 11-12 upper bearings.

The start of shutdown photo and video survey was performed in the Cyclotron tank by the RH group using the 
service bridge and video trolley on 2017-01-27 (see attached pictures).
 
The end of shutdown photo and video survey was performed in the Cyclotron tank by the RH, Probes, and 
Operations group using the service bridge and video trolley on 2017-03-08 and observed the following:
- Observed a small piece of melted plastic and wire near the 180° lower tank D-gap; this item has been present 
since the 2016 shutdown based on photographic evidence (see attached picture).
- Observed a large strip of paper on Q2L2, close to where the ladders were placed beside the CP (see attached 
picture). 
- Observed a bent periscope alignment target near Q4U7 (see attached picture).

A proposed guideline for conducting future video surveys is attached (via djacks@triumf.ca and genge@triumf.ca).

 The Shielding and the Port Hole Covers have all been installed. No issues with the installation have caused any problems. This orbit, radial, and vertical read back continues to be an issue.

200, 400, 500, 600, and a pallet of 700 series of shield have been installed in the cyclotron.

 The shield door is now open on the RH B2 level.

All shields and ladders have been removed from the tank, all the port holes have been uncovered, the tank seal has been vacuumed, and the copper blockers installed into the cyclotron.

All shadow shields which are remotely placed inside the cyclotron during shutdown were inspected by Adam Newsome and Chris Peterson on Jan. 13, 2021.

The inspection consisted of:

• Verifying feet were damage-free, welds intact (note: only outer feet were checked due to the large amount of effort that would be involved in shuffling shields around to check each foot)
• Inspection of lifting eyes
• Tightening all critical bolts - many of these bolts were slightly loosened from years of vibration (approx. 1/4 turn)
• General check for other miscellaneous damage

It is believed that all shields are fully acceptable for use, except ones which are clearly marked otherwise from previous years.

The inspection was prompted by a shield which had significant damage last year which could have resulted in a high-dose scenario if it were to get stuck inside the cyclotron. That shield has since been repaired. It is suggested that this inspection take place once every year or two years.