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

All cyclotron in tank work is completed.

All shadow shields have been installed. Ladders, the pothole covers and the second rad survey will be done tomorrow.

outrigger 1 had a power failure, bridge was removed power restored and outrigger parked, outrigger will be looked at once the shield are done hopefully.

all 200, 400, 500, 600, and some 700 series of shield are in.

Lid up procedure Started at  12:00pm. Initial numbers. # 1-47,2-49,3-45,4-47,5-47,6-47,7-49,8-45,9-50,10-50,11-51,12-49. After a number of unsuccessful attempts at jogging the system and trouble shooting it was decided to suspend operations record numbers  and resume on Feb 2nd. Final numbers for Feb 1st #1-1289,2-1297,3-1288,4-1295,5-1283,6-1298,7-1287,8-1289,9-1290,10-1296,11-1287,12-1296.

Feb 2nd commence lid up operations at 11:30 am .When Maico Dalla Valle and my self arrived Dan Louie and Arther Leung had attempted to trouble shoot elevating issues and lowered the lid in hopes that raising would be smoother . The counter numbers on our arrival where as follows station   # 1-2856,2-2858,3-2848,4-2857,5-2855,6-2861,7-2856,8-2857,9-2852,10-2862,11-2860,12-2859. After Discussion between Grant Minor, Dan Louie and all involved it was decided to lower the lid re gap the yokes and reset counters to base numbers ensuring they correlated with master synchro. lowered lid numbers #1-55,2-59,3-55,4-57,5-57,6-54,7-50,8-54,9-59,10-59,11-58,12-59.

At this point we re gapped to .250" with counters at #1-119,2-177,3-123,4-144,5-137,6-120,7-123,8-111,9-127,10-148,11-128,12-117. After comparison with Dan L and the Master Synchro, stations #2,3,4,5,10 where jogged to better match the average on the counters and synchro these stations where put at 120 on the station counters. Once this was completed we started final lid up operations stopping at 5" to check tank seal, once it was confirmed the seal was not sticking we continued uninterrupted  to final lid up position. #1-16947,2-47366,3-47351,4-47365,5-47362,6-47365,7-17495,8-47358,9-47360,10-47366,11-47362,12-47363. Counters #1 #7 appear to be failing, they will be changed out and indexed to match as needed.

The Cyclotron Elevating System Shut Down  work done this year was done on Station #9 and Station #10.

 Work done on Station #9

                       - note the readings on the Station counter and the gap clearance on the Yoke.

                       - Remove all the spares from Station #9 Elevating system (Spares are made up of two Jacks, two Highfield gear reducers,and one electric motor)

                       - Reinstall the complete serviced original Station into Station #9.

                       - Set the noted gap on the Yoke and the same readings on the Station counter.

                      - Station #9  Jacks were found to have some discoloration on the worm and worm gear. Next shut down they will be taken out and inspected and reinstalled.

Work done on Station #10

                        - Note the readings on the Station counter and the gap clearance on the Yoke.

                        - Remove the complete Station #10 Elevating system.

                        - Install the complete Spare Elevation system(Station#14) into Station #10.

                        - Set the noted gap on the Yoke and the same reading on the Station counter.

                        - The complete original Station #10 is taken to the Remote Handing Active Machine shop where each component will be inspected and serviced.(This Station will be ready to be reinstalled during next years Shut Down)

 Electric Motors have been reconnected on Station #9 and #10. We have not been able to test them until all the Interlocks have been satisfied. This may happen on Monday February 1st. 

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.

The shield door on the B2 level has been opened.

 Station #9 Cleaning of  discoloration-

The right side Jack screw nut and worm screw (mating parts in the right side Jack) had some discoloration from may years ago it is thought.

These two parts were cleaned with Scotch Brite.

The Jack was reassembled with grease.Station #9 has been fully serviced and is ready for 2016 Shut Down to be put back in place.

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 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.

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.

Serviced the Camera trolley this morning as per Mike Gallops service outline.

Lid down Start at 11:17, lid went down without any issues or stop's. Lid finish at 11:45

Start count              Finish count

1- 47386                   47

2- 47378                   49

3- 47374                   45

4- 47382                   46

5- 47394                   47

6- 47385                   48

7- 47398                   49

8- 47375                   45

9- 47395                   50

10- 47395                 49

11- 47395                  51

12- 47393                 49

Copper Blockers have been removed from the cyclotron and one ladder has been installed.

Lid up recap for  March 26th 2015.

Start time 14:50        Master- 33                               Finish 15:25        Master -47413             Zero jogs to system.

• 1- 36                                                                47386                                                          
• 2-38                                                                 47378
• 3-33                                                                 47374                                                       
• 4-36                                                                 47382
• 5-36                                                                 47394
• 6-36                                                                 47385
• 7-37                                                                 47398
• 8-33                                                                 47373
• 9-38                                                                 47395
• 10-38                                                               47395
• 11-38                                                               47395
• 12-36                                                               47393

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

The Remote Handling B2 level Shielding door has been closed.