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

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.

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/

 Highfields 7A,7B post shutdown service complete. Oil change completed, new Mobil 600 W Super Cylinder oil added. Sample collected for RPG of used oil. Both found to be mechanically sound and stored in upper mezzanine. 

 Both Highfields from unit 5 have been removed, serviced and new lubrication added. 5R Worm Wheel has intermittent pitting range 1mm -5mm large along tailing edge, possibly from original run up. After discussion unit was deemed acceptable for continued use. May need wheel replacement within a 5 year range or if abnormalities present themselves during duty. see attached photos.

 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 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 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.

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.

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

- Grant

Old fittings and broken pneumatic tubing on the FTRF jig have been replaced with new push-connect fittings and polyurethane tubing. The jig was previously not in a functioning state due to damaged tubing. A pneumatic diagram was created in the process of the upgrade. The tubing will be cleaned up within the next few days and the jig tested.

 Damaged "H" channel removed from the first festooning car, and spare channel was put in place.

Note: it seems like the aluminum channel is not strong enough for the forces its being put under, and is resulting in deformations (See picture "Festooning car H channel deformation"). We suspect this has happened in the past, notches were cut out where the deformation likely occurred and then the part was flipped and put back in place. There was two notches on the bottom face of the part we took out, and there was already one on the spare part. (see picture "Festooning car H channel bottom face"). A new channel needs to be designed out of steel for the first car to prevent this from reoccurring.

The rope and pulley system that is used to raise the festooning rail across the vault shield door has been re-routed. It now makes use of all three pulleys and is easier to raise and lower without interference. 

All of the Fall arrest Platform Railing has been Collapsed for Cyclotron Lid up.

Ex 2C has been removed from the cyclotron. A trip into the tank was needed to free the probe, hung up on the usual spot.

EX 2C has been installed back into the cyclotron.

An emergency trolley rescue winch (TRH1527) was developed for the purposes of retrieving trolleys from the cyclotron tank whose radial drive have failed.

This winch was tested today on the carrier in mockup setting with success by Adam Newsome, Dan McDonald, and Travis Cave. The following is a summary of the test:

• Lower resonator trolley was used with additional 1200 lb loading (total weight: approximately 2900 lb)... this represents the worst-case scenario for rescue
• The drive mechanism was bypassed so wheels could freely rotate (this is standard rescue procedure)
• The winch was mounted so that the alignment angle of the cable was close to 0 degrees
• The winch successfully pulled the entire assembly with no issue – it was pulled approximately 5 metres

An ECO will be released for the drawings for mounting components - no redlines were required.

Station 11-12 where swapped for station 13-14 during 2018-2019 shutdown. Once lock out and motor disconnect was complete we commenced removal of spares and installation of original equipment. Station 13 was swapped in for station 3 and the upper bearing was serviced.  In addition to regular maintenance we built and installed a cover for the void in between station 10-11, this void in shielding measured approx 2'x4'. RH borrowed a demo Milwaukee 1' cordless impact from Motion industries. Our goal in trying this tool was to compare break out force between it and a pneumatic 1' impact in the hopes of removing all pneumatic tooling from our elevating system work. We tried it against a number of bolts and found it comparable with a 75% weight savings. In the past number of years we have made investments in tooling, equipment and safety gear in the drive to remove hazards and mitigate risks.