TM2 was moved by myself and David from the SHC to the TCS. Move went well. Curiously the fields on the module were measured higher than the previous measurement (now ~5.8mSv/hour) .

 Don Jackson and Myself completed started an electrical test on TM2. All lines passed the with OL to ground. When testing in between the lines individually there were several lines that read other than OL. It was decided to abandon the testing as there were too many "failures". The results are attached. The testing will be repeated in the conditioning station with vacuum. It is not expected that this will change anything as during a quick visual inspection it appears the lines are touching. Of note the water block jig was removed this morning by Chad.

TM3 has been disconnected this morning and  purged all HV water lines. I found the power plug for all turbo pump fans wasnt connected  during the last run. That maybe the one of the reason on that ITE TP3 failure.

Bevan and I installed 2 turbo pumps on TM2. The o- ring flanges on TM2 had been cleaned before the installation.

The old thermocouple wire has been sucessfully removed from the module.

Thanks Bevan, Travis and David.

TM2 is now in the hot cell with the containment box off for inspection and eventual blank off off the water blocks.

Upon initail inspection the status (fron a hot cell point of view) is:

-Water block jig is equipped/on

-There is a thermocouple line that will need to be removed

-TM2 requires a new front containment box cover - already manufactured and waiting for installation

TM#2 has been moved from the north west silo to the south hot cell. The module has a field of about 3.1mSv/hr when it was lowered into the hot cell.

with TM4 in ITW as measured today in the electrical room by David and Anders.

I moved 5 shielding blocks from ITW to ITE. The ITW  is configured to take proton beam.

The conductance check on the electrical check was found to be outside of accepted values for the TBHT at 7.0 mOhm. A successful attempt to reduce the conductance was made by re-tightening the bolts on the TGHT legs in the SHC. Grant operated the manipulator and torqued the bolts to about 1/8 of a turn with the air ratchet. The conductance across the TGHT (A-B) could be improved from 7.0 mOhm to 6.2 mOhm by re-tightening the bolts. The value is still somewhat higher than usual, but was deemed to be acceptable. Measurements attached.

Anders Mjos wrote:

The conductance check on the electrical check was found to be outside of accepted values for the TBHT at 7.0 mOhm. A successful attempt to reduce the conductance was made by re-tightening the bolts on the TGHT legs in the SHC. Grant operated the manipulator and torqued the bolts to about 1/8 of a turn with the air ratchet. The conductance across the TGHT (A-B) could be improved from 7.0 mOhm to 6.2 mOhm by re-tightening the bolts. The value is still somewhat higher than usual, but was deemed to be acceptable. Measurements attached.

1. TGHT leg bolts were loosened, and resistance was measured very high, as expected.

2. TGHT leg bolts were then tightened, loosened, and tightened again, and the resistance improvement was then measured (from 7.0 mOhm to 6.2 mOhm).

3. Another attempt was then made to loosen and tighten to see if there would be further improvement.  The right bolt was loosened, but the left bolt was found to be quite stiff and was left as-is (not fully loosened) for fear of breaking the supporting insulator.  Both bolts were then re-tightened, and resistance was checked to be about the same as achieved during the previous loosening / tightening attempt (step 2 above).

To tighten the bolts in all cases: the air ratchet was used first to turn the bolts "air tight" (air pedal only, no manual force) and then with the air pedal held down, manual torque was applied to turn no more than 1/8th of a turn.

Anders Mjos wrote:

The conductance check on the electrical check was found to be outside of accepted values for the TBHT at 7.0 mOhm. A successful attempt to reduce the conductance was made by re-tightening the bolts on the TGHT legs in the SHC. Grant operated the manipulator and torqued the bolts to about 1/8 of a turn with the air ratchet. The conductance across the TGHT (A-B) could be improved from 7.0 mOhm to 6.2 mOhm by re-tightening the bolts. The value is still somewhat higher than usual, but was deemed to be acceptable. Measurements attached.

 The full electrical check was done on October 25th 2013. The results are in the attached PDF. The higher value of the conductance was dealt with see Anders Mjos elog entry for those details.

with TM4 in ITW as measured today in the electrical room by David and Anders.

TM#4 with Ta#41 has been moved from the south hot cell to the west target station.

Maico and I leak checked HS circuit after Chad installed the target. The circuit was a little bit difficult o pump down because of residue water moister inside. But once the moisture was pumped out, the pumping down was smooth and fast. The base leak rate 0.0xE-9 atm.cc/sec, base pressure 0.0xE-4 torr. Maico checked helium flow before the leak test. Then,He sprayed helium to all 3 VCR fiitings on target with 2 seconds on each one, He also flushed 10 seconds helium around the target. There were no any response during all these test time on leak detector.He checked the helium flow again after the test  and confirmed the helium flow.  The HS circuit is leak tight.

TM#4 with no target has been moved from the conditioning station to the south hot cell.

UC #7 has been moved from the south hot cell to the spent target vault, it was placed in pail #110 and put in slot 8B of the vault, it was 22.6mSv/hr upon removal from the hot cell. See attached PDF for vault details.

TM#1 with no target has been moved back to the south west silo from the south hot cell.

TM#1 with UC #7 has been moved from the south west silo to the south hot cell.

 The turbo pump, roughing pump, have been turned off and the valves for venting opened. The cooling package has also been turned off.

 This afternoon TM4 with the coil removed was tested with HV. The EINZEL LENS was first tested independently while the bias canbus was being repaired. The current on the EL looked stable at 25kV for 5 minutes. At 27.5kV the current becomes unstable and occasionally sparks. This voltage was held for 30 minutes but the current did not appear to be becoming more stable. Further extended testing would be required to determine if this can be conditioned out. At this point I would suggest the EL has a HV limit near 25kV.

The BIAS and EL were then brought up to 35kV and 17.5kV respectively. This voltage was held for 35 minutes with the BAIS only sparking twice. The module can most likely hold a higher voltage but for the next 2 runs does not require more than 35kV. Further testing was not completed due to time constraints. It is recommended during the shut down that TM4 is tested to its limits. The data from the testing has been attached.

 The base card in the canbus BIAS module was determined to be faulty. Dave Morris removed a card VECC to repair the conditioning station.