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's, 400's, 500's, 600's, and a pallet of 700's have been installed

The cyclotron radiation survey was aborted due to the orbit not working recording the numbers correctly. One shield has been in installed.

Jan 29th: uploaded meeting minutes from January 28th regarding the orbital counter problem. - Grant Minor

The copper blockers have been removed from the cyclotron and placed into the coffins.

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.

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

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.

This is a list of all the trolleys and other equipment witch were checked and serviced prior to work in the Cyclotron.

- Video Trolley cleaned and checked (no adjustments needed)

-Lift Trolley cleaned and checked (no adjustments needed)

- Left Outrigger cleaned and checked

 All of the bearings in the festooning wheels  were changed.

  Drive chain needed adjustment. (modification to wheel mounting bracket so that chain could be adjusted)

-Right Outrigger cleaned and checked

 All of the bearings in the festooning wheels were changed.

 Drive chain needed adjustment. (modification to wheel mounting bracket so that the chain could be adjusted)

-Tool Trolley cleaned and checked

 One of the support wheels was checked and found to be out of alignment. (an adjustment was made to correct the problem) 

-Upper Resonator Trolley cleaned and checked (no adjustments needed)

-Service Bridge cleaned and checked

  Center post mount was rotated by hand. (no adjustment needed)

-Service Bridge Carrier cleaned and checked

 The two hydraulic cylinders witch lift the Service Bridge into the Cyclotron leaked last year.They were rebuilt last year and are not leaking.

 The two drive chains witch run the Carrier North and South were found to be too tight. (an adjustment was made to correct the problem)

The festooning and bearings for the festooning cars for both outriggers has been replaced and it is in working order.

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 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.

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"

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:

In tank survey completed.  A few items of interest were found.  Ladders need to moved manually outboard to #5 resonators and the items noted in attached document need to be addressed.

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 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.

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.

Setup of the HE 1 probe is difficult has we have no mockup of it to properly setup cameras and equipment for it. This is problem for both extraction and installation of the probe. Also with the setup some of the broken micro switch from the HE 1 was found on the HE 1 probe jig after the jig was deconned and moved up the B2 level. Also for setup required camera adjustment to be made with the heavy contaminated probe being very close to the person setting up the cameras.

Now installation of the probe worked but it was very fiddly and touchy feely on the install, which something one doesn't want for remote installation. It required lots of movements and adjustment and a little luck and the probe went in, even with a air cylinder that did decide to work in the end.

On the extraction of HE 1 was mess and was damaged upon extraction, this was due to improper camera setup (no mock up of probe), and to the fact that removal is very fiddly and not east to the current design of the jig, and the way the probe is locked in place on the lid.

Note on contamination on extraction the probe jig was contaminated with about 20 000 cpm in spots it was removable and the jig cleaned. Contamination was also found on the jig for the installation of the jig it was about 800 cpm jig was cleaned again. Plastic was also laid on the platform of the upper ressonator trolley as to prevent the spread of contamination to the trolley, this appeared to work.  AS A NOTE NONE OF REMOTE HANDLING'S TROLLEYS AND CYCLOTRON EQUIPMENT WAS DESIGNED TO HANDLE CONTAMINATION. If the trolley ever get or contamination is ever found on them they will be impossible to clean.

2C has been installed located on all QDLs and all the numbers, continuity check done and passed. Bridge has been removed from the cyclotron tank.

On Monday February 4TH  the Service Bridge was being lifted into  the Cyclotron with the Carrier. It was noticed that one of the two Hydraulic Jacks was leaking. All work stopped and the Service Bridge and Carrier were moved to the Remote Handling B2 level for repair. The Service Bridge and Carrier were separated and the Hydraulic Jacks were inspected. It was noticed that both Hydraulic Jacks were leaking. Two overhaul kits were ordered. Two other Hydraulic Jacks were found and replaced. Work continued in the Cyclotron with the Bridge and Carrier. The two  Leaking Hydraulic Jacks were overhauled. Once most of the work in the Cyclotron was done and there was time that the Service Bridge and Carrier were out of the Cyclotron and not in use the two overhauled Hydraulic Jacks  would be replaced. They were tested without the Service Bridge and then with the Service Bridge. There were no leaks and all operation was back to normal.