A simulated removal of a lower resonator from the Cyclotron tank was attempted by the RH group using the 
service bridge, lower resonator trolley, lower resonator attachment, and the (soon to be) attached lower 
resonator removal procedure on 2017-02-27. Prior to aligning the attachment over a lower resonator, a small 
piece of paper debris was observed falling off the trolley. A successful recovery operation was performed using 
the vacuum trolley; however, the lower resonator exercise had to be abandoned until a future shutdown due to 
scheduling constraints.

Lid up (Attempt #1)

Pre-indexed 

Start @ 2017-01-25 13:05
End   @ 2017-01-25

Master   56

Jack #01 00117 to ABORTED OPERATION
Jack #02 00123 to ABORTED OPERATION
Jack #03 00119 to ABORTED OPERATION
Jack #04 00114 to ABORTED OPERATION
Jack #05 00118 to ABORTED OPERATION
Jack #06 00121 to ABORTED OPERATION
Jack #07 00118 to ABORTED OPERATION
Jack #08 00118 to ABORTED OPERATION
Jack #09 00115 to ABORTED OPERATION
Jack #10 00120 to ABORTED OPERATION
Jack #11 00117 to ABORTED OPERATION
Jack #12 00110 to ABORTED OPERATION


Lid up (Attempt #3)

Start @ 2017-01-26 14:51
End   @ 2017-01-26 15:15

Master   -18 to 47365

Jack #01 00049 to 47335
Jack #02 00049 to 47332
Jack #03 00045 to 47337/41
Jack #04 00047 to 47334
Jack #05 00049 to 47341
Jack #06 00049 to 47343
Jack #07 00050 to 47348
Jack #08 00046 to 47324
Jack #09 00049 to 47348
Jack #10 00050 to 47346
Jack #11 00052 to 47334/6
Jack #12 00051 to 47341

Metre stick: 2 mm from vault ceiling
The Highfield input shaft on 10L was louder than the other stations while raising the lid.


Lid down

Start @ 2017-03-09 14:44
End   @ 2017-03-09 15:25
Master   47365 to 00040
Jack #01 47335 to 00045
Jack #02 47332 to 00043
Jack #03 47337 to 00042
Jack #04 47334 to 00044
Jack #05 47341 to 00044
Jack #06 47343 to 00044
Jack #07 47348 to 00045
Jack #08 47324 to 00043
Jack #09 47348 to 00044
Jack #10 47346 to 00046
Jack #11 47334 to 00048
Jack #12 47341 to 00045

2018-01-09
07:00-10:00 - Pre-job meeting, informed main control room of operation startup, lowered inflector (Operations 
Group)
10:00-12:00 - Connected cable chain rail, installed service bridge into tank, ran video trolley onto service 
bridge, performed initial circumnavigation of service bridge in tank, made contact with newly installed cable 
bracket (Probes Group) near jack station #9, assessed damage to cable and bracket (service bridge OK) 
12:00-13:00 - Performed photo survey of HE1 probe / 2A extraction foil / 1A extraction foil w/ Probes Group 
representative
13:00-14:30 - Performed photo survey of center post / lower and upper D-gaps / lower outer perimeter
14:30-15:00 - Powered down service bridge control room, informed main control room of job progress

2018-01-10
07:00-07:30 - Pre-job meeting, powered up SBCR, informed MCR, troubleshot video trolley
07:30-09:00 - Performed video survey of two cryovac modules / upper and lower RF booster / 2A exit port / 2x 
lower and upper scraper foils
09:00-10:00 - Removed video trolley and installed lift trolley onto carrier
10:00-12:00 - Removed 7x copper blockers from tank and placed into 4x coffins
12:00-12:45 - Removed lift hook extension and installed radiation meter onto lift trolley
12:45-13:45 - Calibrated radiation meter
13:45-15:00 - Post-job meeting and preparation for in-tank radiation survey, informed MCR

2018-01-11
07:00-07:30 - Pre-job meeting, powered up SBCR, informed MCR
07:30-08:00 - Calibrated radiation meter w/ Safety Group representative
08:00-10:30 - Performed in-tank radiation survey w/o lead shields (27 circumnavigation passes inside tank 
from 350" to 80" radial position)
10:30-11:00 - Removed radiation meter from lift trolley
11:00-14:30 - Installed 200 & 400 series lead shields
14:30-15:00 - Powered down SBCR, informed MCR

2018-01-12
07:00-07:30 - Pre-job meeting, powered up SBCR, informed MCR
07:30-09:30 - Installed 600 & 500 series lead shields
09:30-14:30 - Installed 700 series lead shields
14:30-15:00 - Powered down SBCR, informed MCR

2018-01-15
07:00-15:30 - Pre-job meeting, powered up SBCR, informed MCR, installed 700 series shields, installed ladders,
installed port hole covers, powered down SBCR, informed MCR

2018-01-16
07:00-15:30 - Pre-job meeting, powered up SBCR, informed MCR, calibrated radiation meter w/ Safety Group
representative, powered down SBCR, informed MCR

2018-01-17
07:00-15:30 - Prepared for upper resonator 2C Extraction Probe

On January 8, 2018, while troubleshooting the Cyclotron Elevating System during the lid-up operation, the
insulation on the three motor drive wires were repaired (w/ electrical tape) and the two motor brake wires were
replaced (w/ crimped butt splices) between the horizontal conduit below the Cyclotron and the terminal block on
the Station #9 motor. The wiring was severely damaged over an 18" long interval that crosses the mid-plane of
the Cyclotron; outside of the 18" damage zone, the wiring insulation was ductile and showed no signs of cracking
or embrittlement.

On February 22, 2018, after the in-tank work was completed and the lid was lowered, the wiring for the synchro
and bump switch on Station #9 was pulled for inspection, which revealed that the insulation on the five synchro
wires had almost completely disintegrated, and the insulation on the six bump switch wires appeared to had
melted together to form a single wire over the typical 18" interval that roughly corresponds to the gap between
the Cyclotron resonators.

On February 23, 2018, the three motor drive wires on Station #9 were pulled and replaced, using crimped butt
splices to the existing wiring in the horizontal conduit below the Cyclotron, as the electrical tape repair job
during the lid-up operation was only a temporary fix. Also, the motor drive, motor brake, synchro, and bump switch
wires on Station #3 were inspected and replaced due to insulation damage.

On February 27, 2018, the synchro and bump switch wires on Station #5 were inspected and replaced due to insulation
damage. The motor brake and drive wires were inspected and re-connected as the insulation showed no signs of damage.

Measurements of the cyclotron magnet face gap were taken on March 15, 2013 at two locations around the tank with the cyclotron lid in the fully raised position (the lid had been raised until the upper limit switches caused the control system to stop travelling).  The purpose of the measurements is to establish an independent means of verifying correct lid height before beginning in-tank remote handling activities at the start of a shutdown period.

The height of the lid at the time of measurement was confirmed to be adequate for the bridge to perform a full orbit without any interference between the bridge or cable tray and devices on the lid.

Measurement locations were labelled using permanent marker.  A plumb-bob was used to ensure the measurement location on the upper and lower faces were aligned vertically.  The measurements were performed using a tape measure hung from the upper magnet face and read at the lower magnet face as shown.

Location #1: RH bridge entry/exit point (~50° position), Measured gap: 46-1/2" +/- 1/16"

Location #2: East side of jack station #1 (~215° position), Measured gap: 46-9/16" +/- 1/16"

Photographs of the upper limit switches on jack stations #1 and #10 were taken as shown below:

At this lid height, the reference stick on the top of the cyclotron lid was found to be touching the concrete ceiling, but was not bowed.  See photo below.

 The distance between the cyclotron tank lid and the RH bridge was then measured using a meter stick attached to the lift trolley.  The trolley was moved into the tank, and the stick raised until it contacted the tank lid.  This position was recorded, the stick was lowered, the trolley was removed from the tank, then the stick raised again to the recorded position.  A piece of aluminum angle was used to translate the measurement from the center of the trolley to the edge of the bridge as shown below:

Total Distance from RH Bridge Rail to Cyclotron Tank Lid: 15-7/16" + 6-5/16" = 21-3/4" +/- 1/8"

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.
 

The HE1 Probe was removed from the cyclotron this morning following the procedure in Document-126165 (currently in draft status, to be released after the probe has been reinstalled).  The procedure took approximately 2 hours from when the trolley was put into the tank until when it was removed from the tank with the probe.  The procedure took from 8am - noon including putting the bridge into the cyclotron, and removing the probe from the trolley into the Probes Group work area on the B2 level.

No major surprises were encountered during the procedure.  Camera view screen captures were taken at each step to be added to the procedure.

Possible improvements to the procedure and equipment include:
1. A flow restrictor should be added to the inner-member stop tab air line to slow movement
2. The inboard guide views on both sides (camera views #7 and #8) would be more useful if they were more zoomed in
3. It would be useful to be able to turn off the trolley fluorescent light at the inboard end once the bridge is in the tank (it caused glare in some views)
4. The opposite side latch camera view (camera view #5) seems to not be secure enough and was bumped slightly out of position during trolley move, try to secure better
5. In Section 1 of the report it would be better for a final check of each view with the probe mockup to be done after the trolley has been lowered to the bridge
6. The probe didnt lower freely immediately after unhooking the outboard latch.  After slight lowering of the frame and a few up and down movements it became free.  It is suspected this is because of too much upward force on the probe from the frame due to the inboard tip being tilted too high.  Steps have been added to the procedure to prevent this in the future.  Another possible improvement to the equipment would be load cells on the trolley or between the trolley and frame

 The HE1 Probe was reinstalled into the cyclotron this morning following Section 3.2 in Document-126165 (to be reviewed and released after camera view screen captures added).  The procedure took approximately 1 hour from when the trolley was moved into the cyclotron tank until when it was removed.  Camera view screenshots were captured throughout the procedure and the probe head was inspected with the left outrigger camera after installation to check for abnormalities - none found.

In Step 3.2.7 of the procedure view #6 was checked to ensure the inner-member was fully retracted before actuating the stop tab - consensus was reached among Remote Handling and Probes Group personnel that the inner-member was fully retracted, but in fact what appeared to be the pulleys at the end of the inner-member in the camera view was actually part of the inner member frame.  The stop tab hit the inner-member when it was actuated pushing it backwards.  No damage was caused, but a note will be added to the procedure to avoid this in the future.  Other than this the installation went smoothly and there were no deviations from the procedure.

 The HE2 probe was removed from the cyclotron today following the procedure in Document #126165.  An orbital bridge position of 247.35° provided better alignment than 247.2 from the procedure.  The probe signal head was intentionally left in the "up" position by Diagnostics Group which did not cause any issues with removal.  Trolley elevation when the frame contacted the base of the probe was 53.8".  No major issues were encountered. The probe will be returned to the tank of Diagnostics Group have converted the radial drive to a bellows feedthru.

 The HE2 probe was reinstalled in the cyclotron this morning following the procedure in Document #126165.  An orbital bridge position of 247.35° was used (same as for the removal on Feb 9th).  The installation went smoothly.

 The HE1 probe was removed from the cyclotron today using the procedure in Document 126165.  The reason for removal is so that Probes Groups can attempt to repair a problem with stuck probe head drive.  Due the failure, the probe head was almost at the inboard travel limit (towards cyclotron center post) at the time of removal. Additional cut-outs were added to the HE probe frame to accommodate the probe head and ribbon cable wheel which were not at the normal position.

Location of the frame below the probe was done according to the procedure.  While moving the frame up some resistance was encountered about 1" from contact between the frame upper surface and the base of the probe.  After some investigation with outrigger cameras and direct viewing from the tank edge it was determined that the probe head was interfering slightly with the removal frame.  The probe head was driven completely to the inboard limit (a small amount of travel was still possible).  After moving the probe head the frame could be raised up to the probe without issue, and then it was removed from the tank as per the procedure.

The probe is scheduled to be reinstalled next week after the repair is complete.

 HE1 probe was reinstalled in the cyclotron this morning as per the procedure in Document 126165.  Hardware for the probe head motion had been repaired/replaced by Probes Group, so the probe head could be put in the fully retracted position.  The job went smoothly and nothing unusual was encountered.

Repair of Orbit Limit Switch Plastic Belt

During the fall of 2011, Remote Handling discovered that a plastic toothed belt had stripped in the Cyclotron Bridge orbit limit switch mechanism.  This toothed belt is supposed to wrap around the stationary outer race/chassis of the center-post bearing on the Cyclotron service bridge.  The belt meshes with a smaller spur gear, which connects through a gear reduction system to a potentiometer and a limit readout.  The purpose of this limit switch is to prevent multiple continuous orbits of the bridge in one direction around the Cyclotron, which would twist and stress the trolley electrical wires.  Below is a picture showing the stripped belt condition as of Sept 23, 2011 (photo by Travis Cave).

During November 2011, Maico Dalla Valle and Travis went through the drawings of the service bridge assembly and ordered a replacement belt from the original manufacturer (still in business).  Maico removed the central bearing assembly, disassembled the bearing, replaced the belt, re-lubricated the bearing, and reassembled the unit into the service bridge.  The belt that was installed by Maico was installed with one less link / tooth than the previous belt, to obtain a tighter fit, so that fewer shims had to be used to fit it snugly against the outer race / chassis.  After assembly back into the service bridge, Maico commented that a much better mesh was achieved with the pinion. and the system was much easier to turn by hand.  This was likely due to re-lubrication of the centre post bearing and and improved  mesh / fit of the pinion with the belt.  A photo of the serviced assembly with the new belt is shown below:

Orbit Counter System - Operational Improvement (mid-Jan to Feb 7 2012)

During the 2011 winter shutdown, there had been some observations of inaccuracy in the orbit counter mechanism used for the automated radiation survey of the Cyclotron.  These observations were made by both Remote Handling and RPG staff.  The purpose of this orbit counter is to provide an angular position measurement of the service bridge relative to a known reference point in the Cyclotron vault, within a certain degree of accuracy and precision.  It appeared that the reading coming from the counter wheel that makes contact with the outer sector surfaces and follows the service bridge along it's orbit was skipping at various suspect locations around the perimeter of the Cyclotron. This skip, at it's worst, was deemed to be sizable enough to invalidate the automated survey of the tank.  Several e-mails and reports were generated by multiple parties in Remote Handling and RPG about the problem (attached).  The problem was not repeatable each time.  A photo of the counter wheel riding along the perimeter sector surfaces is shown below (taken with RH outrigger camera):

Various theories on the problem and potential solutions were discussed, including:

- Warped aluminum perimeter sectors protruding a small amount into the path of the orbit wheel, causing the wheel to skip as it passes over these bumps (see photos below)

- Insufficient traction between the counter wheel and the perimeter sector surfaces that the wheel rides on.

However, after the center post bearing had been serviced by Remote Handling, and during the routine service bridge work for the 2012 shutdown (copper blockers, shadow shields, photo survey), the following observations were made by RH staff:

- The orbit counter was operating smoothly and accurately and showing no sign of the suspect skips along it's path, throughout the entire range of orbit speeds and along all outer sectors of the Cyclotron.  In fact, according to Don Jackson, he could not remember the orbit counter ever working so well.

- The images from the outrigger cameras were noticeably more stable, showing less signs of structural vibration from the service bridge during orbit.

In my professional opinion, I believe this marked improvement in the orbit counter stability is due to the cleaning, lubrication and re-fitting of the center post bearing assembly described in the previous section above.  Don Jackson could not remember the center post bearing ever being serviced.  I have certainly not been able to find any written record of such service.  If that bearing was poorly lubricated and not rotating smoothly, then vibrations, seizing, and sticking would have result during rotation.  Any skip, jump, or vibration from such a sticky bearing would be amplified across the 30+ foot lever of the service bridge to the point at which the orbit counter wheel contacts the bridge sector.  These vibrations could likely have contributed to false orbit counter readings.  See photo below:

In any case, the orbit counter system has been observed to be operating normally and adequately by RH staff for several weeks of the 2012 shutdown.  I recommend that an automated tank survey is attempted as normal procedure, with both RH and RPG staff present to observe and document the behaviour of the orbit counter.

Thanks,

Grant Minor, Remote Handling

Today Remote Handling staff (Maico Dalla Valle, Travis Cave) used the Remote Handling 2C probe removal trolley to remove the probe assembly from inside the Cyclotron.  This is a regular yearly MRO task that is done every shutdown.

This task involves lining up the 2C trolley on the service bridge with the 2C probe assembly remotely with cameras, using a set of alignment markings on the trolley and probe assembly.  Once the trolley is lined up with the probe assembly, a set of solenoids are fired to disengage a corresponding set of four QDLs (quick disconnect latches) at different locations on the probe assembly.  A complete procedure is documented by Remote Handling staff.

The four QDLs are actuated by a set of four solenoid actuators on the 2C removal trolley, numbered 3, 4, 5, and 8.

Traditionally in the past, the QDL actuated by solenoid 8 has  jammed and does not automatically disengage when hit with the solenoid actuator.  A member of Probes or Remote Handling has had to suit up with a respirator, run into the Cyclotron tank, and tap this QDL by hand to free it from it's jammed state.  This has been done every year for quite some time, as long as Don Jackson can remember (around 30 years)!

However, today, Remote Handling staff (Travis and Maico) were able to disengage all four QDLs remotely using the solenoid actuators on the trolley!

A few things were done differently this year compared to previous years, which may have contributed to this success:

a.  The centre post bearing on the service bridge was disassembled, cleaned, and lubricated (see previous e-log from this shutdown)

b.  The "AXIAL A" alignment tab on the 2C removal trolley was intentionally misaligned with the felt pen markings on the 2C assembly (see attached picture that points out this "gap").

c.   The solenoids were fired in the following order: 8 (no success on disengagement), 5 (success), 4 (success), 3 (success), then 8 again (success).

After all four QDLs were disengaged, and the probe assembly was lowered away from its fixture points, it was observed that the assembly moved slightly laterally, indicating a slight stress or misalignment between all four QDL pins and their corresponding receptacles in the Cyclotron tank. The "gap" labelled in the attached picture, shrunk a small amount after this lateral movement.

Don Jackson remarked that in his entire tenure here, he had never witnessed successful remote disengagement of all four QDLs!  This is quite a positive result, as it lowers the expected dose and time required to remove the 2C probe assembly.  This approach to the task should be repeated next year and video documented (unfortunately we were not video recording the successful attempt this year).

Cheers,

Grant Minor, Remote Handling

Lid-up was first attempted yesterday (Jan 28th) by Dan Louie, Arthur Leung, and Maico Dalla Valle.  They experienced problems with Station 9 continually tripping the system and were not successful.

This morning again there were problems raising the lid above ~1 inch due to tripping at station 9.  It was observed that the mechanical counter at Station 9 was increasing about 5 to 6 times faster than the counters at the other stations.  There may be a mechanical problem with the gear reduction for this counter.  However, the mechanical counter is just a readout and does not control any aspect of the lid up.   Comparisons between stations 9 and 10 at the 1 inch trip point are shown below.  Station 10 is representative of the other stations within about 100 counts. 

The lid was lowered fully and the gap between the yoke and the upper structure primary beams was measured by Maico at one spot per station with 1/4" stock and feeler gauges (see attached reference photo from 2012).

Not much could be concluded from the measurements.  The control system is supposed to keep the jacks parallel within about 50 thou, however Stations 1 and 11 appeared to be out by 180 thou.  It is difficult to say without further study whether this larger discrepancy is due to overshoot at each station after the lower limit switches are reached.

Grant Minor, Dan, Maico, and Arthur met in the Main Control Room at around 1:30pm to assess.  Dan commented that Station 9 was continually lagging in the system and causing the ~1 inch trip.   The decision was made to drive the whole system to the ~1inch trip point and then jog Station 9 manually to bring it back into the "go" band of tolerance, and continue on this way until the "sticky" portion of travel was overcome.  In Grant's opinion, the transmission system at each station (motor, reducers, jacks, and upper bearing) sits dormant in one position for a full year each year and settles in a single position.  Some asymmetry in the static and dynamic friction from station to station is expected after such a long idle period.  Additionally, the lubrication at station 9 has not been serviced since 1996 (18 years).  Grant also felt that jogging the system in small increments to bring it back into the tolerance band should not damage the jacks, motors, or reducers provided they were carefully monitored for abnormal noises or overheating.

The sequence of events following the 1:30pm meeting is outlined below:

- The system tripped as expected around 1 inch.

- Station 9 was jogged upwards 20 thou, measured with the dial indicator.  Station 9 counter increased from 9255 to 9429.

- The entire system was run upwards by about another inch with several more trips, some from Station 9 and some from other stations.  Dan reset the system after each trip.

- At around 2 inches, Station 9 was jogged again.  Maico reset the dial indicator and attempted to jog manually but the dial did not move.  This might have been due to the lag at Station 9 creating some amount of backlash before the load was taken again.  He reset the dial again and this time measured a jog of 25 thou.  Dan asked us to back off by 20 thou, then he reset the system and we continued to raise.

- The system was raised to about 3" in small increments with several more trips, each time reset by Dan.  Station 9 was jogged 3 more times during this period by 10 thou each time, at approx. counter readings 16 362, 16 802, and 17 134.

- The system then ran properly for quite some time and tripped at around 6 inches.  We stopped to inspect the tank seal, which was OK.

- The system was reset by Dan and run again to about 10 inches, at which point station 1 tripped.  Station 9 counter read 60 775, Station 11 counter read 10 829 (again a factor of 6 discrepancy).

- Dan requested a jog of 10 thou at Station 1, and then we continued to run.  The system ran with only a couple of trips up to about 1 foot from the upper limit.

- At around 1 foot from the upper limit, Station 7 started to cause tripping.  It was jogged 10 thou and we continued all the way to the upper limit.

(Total travel is approximately 48 inches or 4 feet).

During the course of the work, it was observed that the motor at station 9 was getting hot early (around 2 to 3 inches of travel), but the motors at other stations (e.g. Station 11, Station 1) reached about the same temperature to touch after the system was running properly.

Report by Grant Minor, P.Eng.

Dan Louie's e-mail comments from 30 Jan 2013 are attached.

- Grant

The hydraulic cylinder on the West side of the service bridge (used to raise the bridge for insertion into the Cyclotron) failed this morning, leaking oil in the vault tunnel.  Most likely this was due to a failed seal or gasket.

Maico Dalla Valle has removed both the East and West cylinders for refurbishment and is pursuing repair kits from Hyseco.

The purple coloured cylinder on the East side has been slowly leaking oil for some time.  A gasket in the West cylinder (yellow) seems to have failed and a broken piece of the gasket was removed during the disassembly, shown in the photo "Hydraulic Cylinder Gasket 4 Feb 2013 008.jpg" attached.

Cylinder model number is ENERPAC RC-254.

http://www.hyseco.com/

Due to concerns raised regarding the state of the lubrication of the power screws at Station 9, the lubrication was visually inspected by me and Ron Kuramoto on February 4th.

Photos are attached.

The power screws for these stations were serviced and re-lubricated on the following dates:

Station 9 - 1996

Station 10 - 2001

Station 11 - 1997

Station 6 - 2011

There did not appear to be any major visual differences in the lubrication between any of these stations.  The grease at Station 9 appeared to coat the power screw uniformly through its range of travel, and there were no major signs of drying, hardening, or separation of the constituents relative to the other stations inspected.

There is a slight apparent difference in the opacity of the grease between Station 9 and Station 6 in the photos attached, but this may be due to the lighting and camera flash at the angle taken.

There did not appear to be any flecks of metal, contaminants, or other signs of abnormal wear in the grease.

The mechanical properties of the grease at Station 9 vs. virgin grease would have to be assessed by a tribologist in a laboratory setting from samples.

Samples of the grease were not collected at this time, but could possibly be collected in the future when Station 9 is removed for service.

Attached is a compiled record showing the years of service of the jacks, upper bearing, and gear reducers, prepared by Grant Minor on December 17 2012.