Attached is a scan of a handwritten record from 1994 showing yoke-to-upper-structure gap measurements from 1994, both L and R sides, with tank under vacuum and vented.

The measurements appear to be made with a 0.25" shim and 0.01" pieces of shim stock as they are only in increments of 10 thou.

The 1994 gap appears to vary from 0.25" to 0.33" (80 thou max variation) under vacuum, and from 0.29" to 0.33" vented (40 thou max variation).

Our 2013 measurements, made with a 0.25" piece of stock and a feeler gauge, varied from 0.265" at Station 1 to 0.445" at Station 11, (180 thou max variation, see Jan 28 e-log).

I have not yet found any other records of this measurement but I will keep searching.  The gaps may have varied by as much as 180 thou for many years.

I recommend checking the clearance at all stations and jogging individual stations such that the gaps are within a 40 thou band prior to the next lift.

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.

This morning Don Jackson commented to Grant Minor that he believed the tank lid was still not raised high enough to safely operate the Remote Handling bridge and trolleys, despite it having been raised 0.5" yesterday to the point of engaging the limit switches (see e-log from yesterday).  Don said he believed this to be the case as a result of a visual inspection with binoculars from the outside of the tank, as well as from the views achievable with the remote cameras.

Don also believed he had caused further damage to the equipment inside the tank by orbiting with the bridge.

After a teleconference with Klaus Reiniger after lunch (Yuri Bylinski, Dan Louie, Don Jackson, Grant Minor present), the following was confirmed:

• There is a complete set of limit switches at station 1, and duplicate set at station 10 for redundancy.
• Both stations 1 and 10 have an operator upper limit switch, as well as an over-travel limit set slightly higher than the upper limit.
• The lid has traditionally been raised to the point of the upper limit switch tripping, then the lift procedure stops there.
• The wooden stick was traditionally set to just touch the roof beams with the lid at the upper limit.  This means if the stick is contacting the roof beams within 1/32nd inch or so and the upper limit trips, the lid has been raised fully.
• Klaus could only remember one incident of the lid being raised so high before tripping the upper limit that the wooden stick actually bowed under pressure from the roof beams.  In other words, this was not a normal occurrence.
• Klaus also reminded us that the limit switches have some mechanical hysteresis and need to be actuated through their full range of motion to reset them.

Don Jackson indicated that another 1/4" of clearance would be adequate to safely operate the RH equipment in his opinion.

At around 5pm Grant Minor and Ron Kuramoto reset the upper limit switches at both stations 1 and 10 by adjusting the block that both upper limit and over-travel are mounted to, see attached photos.

• A line was scribed in the primer paint to mark the original position of the limit switch mounting block.
• The bolt was loosened, and the block was raised fully to reset the switches, and then set 1/4" higher than the scribed line, measured with a Starrett scale accurate within about 1/64"
• The bolt was re-tightened.

Dan Louie and a shift operator reset the wooden stick 1/4" lower than the roof beams, this was double checked by Grant.

Dan Louie started up the system and confirmed the limit switches were properly reset.  He then raised the lid until the limit switches tripped again, confirmed by checking the illumination of the upper limit lamp (see attached photo).

After the raising of the lid, the wooden stick was confirmed to be contacting the roof beams by Grant Minor.

Dan Louie also confirmed that the master synchro counter had advanced almost exactly 250 counts (proportional to about 250 thousands of an inch).

Mechanical counter readings at each station (where accessible) were taken before and after this 1/4" rise by Dan Wright and Grant Minor:

Grant Minor had dosimeter 208 today, which was signed out at 0.61 mSv and signed in at 0.69 mSv.  Thus elevating system assessments and adjustments resulted in approximately 0.08 mSv dose.

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.

Prior to the lid-down operation today, the Cyclotron was lowered by 0.75" and then raised again to confirm that the upper limit switches were working.  Dan Louie confirmed this from the control racks.

Maico and Grant walked around the perimeter of the cyclotron to inspect each station and ensure that there were no interferences, e.g. dial indicator rods, tread plates, etc.

The lid was lowered successfully by Gord Roy and Dan Louie.

Mechanical counter numbers recorded after lid down are shown below:

The dimension between the yokes and the Cyclotron upper structure primary beams was set to .25" nominal at all jack stations today.

At each station:

1. The jacks were jogged manually upwards until the yokes hard-stopped on a piece of .25" nominal shim stock (see attached reference photo, measured accurate within .005").
2. The dial indicator was set and zeroed, and the station was backed off by .005" to 0.010" in order to remove the .25" reference stock (except at station 4 where the dial indicator mount was damaged).
3. After the adjustment, the mechanical counter was decoupled from the output shaft of the jack (without affecting the synchro) and set to "00100".

This work was performed by Maico Dalla Valle and Daniel Wright in co-ordination with Dan Louie.

The defective mechanical counters at stations 5 and 9 were replaced, with a brand new counter at one station and a used repaired counter at the other station.

The yokes at all jacking stations should now be .250" +/- .015" from the upper structure.

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.

Maico Dalla Valle and Grant Minor, supported by Dan Louie and Arthur Leung, entered the Cyclotron Vault on January 15th, 2014 to check the indexing of the jacking stations.  520MeV work permit 2014-01-15-4 was filled out for this work.

Yoke gaps at all stations were found to be within .005" to .010" of the .25" shim stock, and all mechanical counters were found to read zero.  This is consistent with the recalibration done on March 19th, 2013.

The system is properly indexed mechanically, and ready for lid-up.

Grant

Yesterday Grant Minor (me), Maico Dalla Valle, Dan Louie, and Arthur Leung worked with Operations to perform the Cyclotron Lid-Up task for the 2014 winter maintenance.

Work Permit 2014-01-22-2 was issued for this job.

In general, the lid up operation was rough at the beginning.  The system began to trip-out within about 500 counts on the mechanical counter, just when the jacks started taking the load, then continued to trip within the first ~ 3 inches of travel.  Multiple station jogs, complete lowerings, and complete raisings were required to get beyond the rough spot. 

I tried as best as possible to record the mechanical counters for each trip event, as well as confirm the master synchro count and culprit station with Arthur.  The data I collected is summarized below:

Start of Operation: All stations were indexed with yoke gaps within .005" and .010" of the .250" nominal shim stock (see previous e-logs).  Mechanical counters were all set to 100 counts (each count is approximately .001").

1. First lid up attempt tripped at less than 1" of travel.  Station 9 was found to be lagging adjacent stations.  It as jogged in local mode as shown:

2. Lid was raised again and stalled.  Station 11 was found to be lagging and was jogged:

3. Lid was raised again and stalled.  The decision was made to lower completely and raise again.  All station counters were recorded before lowering:

4. Lid stalled on the way down.  Station 9 was found to be lagging and was jogged:

5. Lid was lowered completely and then raised again.  It tripped at Station 9.  It was examined and found not to be lagging a great deal.

6. System was reset and lid was raised further.  It continued to trip.  Station 9 was examined and not found to be out.

7. Lid was lowered completely and then raised again.  It tripped again, and Station 9 was found to be out.  It was jogged with some intentional overshoot.

8. Lid was raised again and tripped.  The decision was made to lower lid completely.  Some counter values were recorded when the lid had reached the lower limit, for comparison to the starting reference.

9. Lid was raised again and traveled more smoothly until tripping at around 850 counts.  6 counter values were recorded.  Station 9 was found to be lagging and was jogged:

10. Lid was raised again and tripped.  Station 9 was found to be lagging and was jogged:

11. Lid was raised again and tripped.  Station 9 was found to lag very slightly (but within the normal variation band), and was jogged:

12. Lid was raised further and tripped again.  Four of the counters recorded and the group broke for lunch (approximately 1 hr).  The lid was left at this position over lunch.

13. After lunch, the lid was raised up to about 1090 counts with 4 trips.  Counters were read as below:

14.  Lid was raised but tripped almost immediately.  Decision was made to lower again.  Counters at bottom limit were read again:

15. Lid was raised with 3 trips.  Station 9 was found to be lagging and was jogged:

16. Lid was lowered completely, then raised.  It went up fairly smoothly and tripped out at about 1350 counts.  All counters were recorded:

17.  A few more attempts were made to raise the lid with a few more trips.  The system traveled in longer bursts and more smoothly between trips.  Counters were recorded and stations 9 and 11 were jogged:

18. System was reset and lid was raised again with a few more trips close together.  The decision was made to lower the lid completely and raise again.  Master synchro was recorded at 2285 before lowering.

19. Lid was lowered completely and raised fairly smoothly up to a master count of 2363 before tripping out on stations 1 & 9.

20. A few attempts were made to lower the lid slightly (not all the way) and then raise again.  This did not seem to reduce the frequency of trips.  The system tripped out around 2820 and all counters were recorded before taking a short break to allow the contactors to cool down:

21. After the break, there was a raise and lower cycle within about 3600 counts that I was not present for.  When I had returned the system was still rising in small bursts and tripping out on station 9 mostly.  Over a span of 5 trips, Station 9 was jogged 5 times by between 20 and 50 counts, with 20-count overshoot.

22. The master synchro passed 3600 counts and then the system tripped.  Stations 9 and 10 were recorded and Station 9 was jogged:

23.  The master passed 3800 counts, and then they system went up smoothly for the first time by about 1500 counts before stopping. Some counters were recorded:

24.  Lid was raised again and stopped around 6350.  The group paused to check the tank seal and all counters were recorded:

25. The lid was raised further with 2 trips at station 9.  Stations 9 and 10 were checked and station 9 was jogged:

26. Lid was raised again with 2 trips initially and then smooth travel up to a Master count of 9600.  After 3 more trips and resets, I began recording just the station trips and master counts at each trip.  No jogs were required during this period.

27. Jacks 1 & 5 tripped at 10,200 counts on the master.

28. Jacks 1 & 9 tripped at 11,500 counts on the master.

29. Jack 9 tripped at 13,400 counts on the master.  Several trips occurred immediately after this.  Counter readings were taken and station 1 was jogged:

30. Lid was raised again with trips at station 1, 5, 7 & 9.  Master synchro count was 15,600.

31. Lid was raised again with trip at stations 1 & 7.  Master synchro count was 18,800.

32. Lid was raised again with trips at stations 5, 7, and 9.  Master synchro count was 21,650.

33. Lid was raised again with trips at stations 1, 3, 5, 7, 9, 11.  Master synchro count was 23,360.

34. Lid was raised again with trips at stations 1, 5, 7, 9. Master synchro count was 23,700.

35. Lid was raised again with trip at station 9.  Master synchro count was 25,420.

36. Lid was raised again with trip at station 7. Master synchro count was 27,700.

37. Lid was raised again with trip at station 5.  Master count was 27,700.

38. Lid was raised again with trip at station 7. Master count was 30,300.

39. Lid was raised again with trip at stations 1 & 3. Master count was 33,650.

40. Lid was raised with trip at station 7.  Master count was 37,400.

41.  A moaning / groaning noise was heard from the structure around 38,000 counts.  This noise was also observed during the 2013 lid-up.

42. Lid was raised with trip at station 7. Master count was 39,722.

43. Lid was raised with trip at station 1.  Master count was 41,600.

44. Lid was raised with trip at station 9.  Master count was 42,857.

45.  All counters were read and selected stations were jogged:

46. Lid was raised but tripped at station1.  Station one count was found to be behind and was jogged from 42,804 to 42,880.

47. Lid was raised until limit switches were contacted.  All final counter readings were recorded:

***

Photos of the limit switches and the reference "stick" relative to the roof beam are attached.  The stick appears to be between 1/16" and 1/8" clear of the roof beams.

The Cyclotron Lid Down was successfully completed today on Work Permit C2014-03-03-6.

The system only tripped twice on the way down.  Both trips were at Station 9, at the following Master Syncro readings: 43194, 39198.

Oil was observed on the Jack #1 platform, but it was determined that it was coming from the crane when it's parked in the beam-on position, and not actually from the elevating system.

The final counter readings after the lower limit was reached were recorded:

The Master Syncro was recorded at 28.  All station yoke gaps were very loose on the .25" shim, which makes sense, as they are about 70 thou lower than the starting position before lid-up this year (100 counts at each station).

The system was NOT re-indexed.  The decision was made to wait until lid-up next year to re-index.  The lit should be raised until the Master is at about 100 counts, then the yoke gaps checked and adjusted as required.

Regards,

Grant

The cyclotron lid was raised on June 27th, 2014.  Start time was 1:05pm end time was 2:17pm (good!) Dan McDonald collected and recorded numbers from the mechanical counters for the lid up sequence, I am entering the data into the e-Log on his behalf.

Below are the mechanical counter values from the start and finish of the lid-up job:

There were 5 local jogs made to the jacks during the lid up process: 

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.

Lid-up started approximately 10am Monday 26 Jan 2015.

The first attempt to raise the lid was halted at a mechanical counter reading of approximately 1050 because a large discrepancy was observed in the mechanical counter reading at Station 11.  One jog at station 9 was employed leading up to the halt:

Station 9 Jog:

8              732

9              652/735               

10           739

Halt:

1              1048

2              1052

3              1025

4              1053

5              1026

6              1055

7              1038

8              1042

9              987

10           1051

11           2968

12           1052

All jacks were lowered back to the starting position, and the mechanical counter was replaced at station 11.  The new counter was set to the balance between adjacent stations 10 and 12.

All stations were jogged manually to index the yoke gap at ¼” with shims and the counters were recorded.  It was discovered that station 11 was out by about 30 counts.   Dan Louie wanted to check the discrepancy with the control system so we lowered manually back to start position “A”. 

After Dan’s OK we jogged manually up again to ¼” yoke gap and noticed the same ~30 count discrepancy with station 11.  It was determined that both the counter and the syncro at station 11 were out by about 30 counts with respect to the master.   Maico and Dan de-coupled the syncro and counter box from the output shaft of the jack, and adjusted both the syncro and the counter together until the count on the counter and the control system was adjusted about 30 counts back into the range of the other jacks.

New start “A”:                   ¼” shim - #1       ¼” shim #2

1              44                           115                         116

2              58                           145                         143        

3              44                           137                         133

4              55                           146                         144

5              46                           133                         133

6              47                           127                         124

7              47                           129                         125

8              49                           105                         110

9              62                           129                         126

10           54                           124                         124

11           55*                         162                         157 to 130**

12           55                           116                         114

* 55 set value after counter replacement

** both syncro and mech counter decoupled from jack worm gear shaft and adjusted to 130

The lid-up procedure then started again.  Two jogs of station 9 were required as recorded below, then the system travel from that point forward was smooth.

Station                  Value    Jog #1                   Value    Jog #2

8                              1439                                       3499

9                              1426       1446                       3476       3506

10                           1448                                       3506

The lid up sequence was stopped at 3pm half way through at around 19,000 counts because it was noticed that the new fall protection platform at station 8 would potentially interfere with an overhang in the ceiling for the vault lights. This interference occurs only at that particular station, and the station directly opposite 8.

The interference was measured by Dan McDonald and confirmed (see attached photos).

The platform was removed and lid-up started again at 4pm and was completed by about 4:23 pm.

Final Counts:

1              47393

2              47404

3              47391

4              47404

5              47403

6              47387

7              47401

8              47379

9              47397

10           47403

11           47397

12           47401

Lid down started around 2:30 pm today (March 6th, 2015)

Master Start: 47422

Mechanical Counter Readings:

The operation was mostly smooth and no station jogs were required.

At around 4800 counts, a stainless braid hose between stations 2 and 3 knocked into an electrical box (perhaps a new box?) and knocked the cover off, which made a loud clang (photo attached).  The lid down was stopped until the source of the clang was identified.

Lid was raised today (2nd time during 2015 shutdown) for additional inflector work.

Dan and Maico report that the lid went up smoothly and no jogs were required.  The operation took about 30 minutes.

- Grant

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 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.

 Annual Jack Inspection: The annual elevation system inspection has been completed (Jan 31,2023).

At station 1, Highfield gear Jack 13R needs a coupler seal replacement. It is ok for this shutdown, but should be replaced before next shutdown.

During the lift, station 7, Right Highfield was running a little rough - should also be checked before next shutdown. 

All motor and gearbox temperatures recorded during lift were consistent to temperatures recorded in the past. 

The full service to two jacks are not being completed this year. 

 The annual elevating system maintenance for the 2023-2024 shutdown following Document-220322, 

Work done after electrical lockout of elevating system and motors electrically disconnected: 

Work done on Station #1: 

• Note readings on station counter (71) and gap clearance on yoke (5/8" wrench thickness) 
• Remove all spares(#13)  from station 1 (two jacks, two highfield gear reducers and one electric motor) 
• Reinstall complete serviced original station into station 1
• Set yoke gap and counter to same as previously recorded

Work done on Station #7: 

• Note readings on station counter (71) and gap clearance on yoke (9/16" wrench thickness) 
• Remove originals from station (two jacks, two highfield gear reducers and one electric motor) 
• Install Spare elevating system (station #13) into station #7 
• Set yoke gap and counter to same as previously recorded 
• Inspected and serviced upper bearing: OK 
• the removed originals are taken to the Remote Handling Active Machine shop where each component will be inspected and serviced to be reinstalled next shutdown

Electric motors have been reconnected at stations #1 and #7.