The spent Ta#41 target has been moved from the south hot cell to the spent target storage vault. It is an unnumbered pail (should be pail 112) and placed in spot 7A of the vault it had a reading of 536mSv/hr upon removal from the south hot cell. See attached PDF for vault details.

Today 55kV was applied to TM2 and held for over 1 hour with the EINZEL at 27.5kV. There were 2 sparks and the current was unstable at this voltage but this test should be considered a success. Once again while bringing the voltage up the canbus continued to be a problem. After successfully passing the test I continued to raise the BIAS and EINZEL. A spark at 57kV tripped a controller for the vacuum and the canbus. As stated before I believe the module will reach 60kV and that there is an interaction between the EINZEL and the BIAS. I am not certain if that interaction is internal or external to the module. Attached is a screen shot and the dumped data.

I connected TM4 in ITE. All turbo pumps have been started and wok fine including new TP3. Everything is good so far.

Chad and I leak checked TM4 heat shied water circuit at SHC. The pumping down was very good.Base leak rate 0.0xe-9 atm.cc/sec. BP 0.0xe-4torr. Sprayed helum twice on both VCR fittings.There is no response on leak detector.  The circuit is leak tight.

Electrical check was done on TM#4 without a target and with the UC#8 target on see attached PDF for results.

TM#4 with UC#8 has been moved from the south hot cell to the east target station.

Electrical check of TM#4 with Ta#41 post beam at the south hot cell. See PDF for details

Ta #47 has been removed from TM4.

One containment box cover bolt would not come out. Upon attempted removal with the stud remover the bolt sheared...which is not uncommon...just hasn't happened in many years...CBB being stuck or shearing.

Nine pin connector shows the typical "arcing" mark.

I installed 8 new bolts(3/8-16 UNC x1.25  STL) on the ITE TP3. The ITE TP3 replacement job is done. Everything is connected back to the pump. and it is ready for starting.

I disconnected TM4 in ITW .The job took about 20minutes and I got 0.11 msv dose.

TM#4 with Ta#41 has moved to the south hot cell, the move it self was uneventful but, the fields on the module are extremely high when lowering it down into the south hot cell the module had a maximum field of about 392mSv/hr. The shield plug was also installed remotely as well due to the 12mSv/hr field at the top of the west target station due to shine from the dump.

 It was attempted to HV condition TM2 to 55kV and leave it operating there for an hour to demonstrate stability. Unfortunately at 52.65kV a spark destroyed the canbus controller. This controller had shown issues in the past but seemed to magically fixed itself. I will contact Hubert for another card. Attached  is is a screen shot of the stip tools. 

The blocks have been removed from the west target station. The fields at the top of the target pit at the railing at waist level is about 80uSv/hr, Turbo pumps are about 805uSv/hr, backing lines for the turbos about a 1mSv/hr and the average field in the area of work down in the pit is about 600 to 750uSv/hr. The proton beam went off at 10:45 on December 2nd, these measurements were done at 09:00 on December 3rd.

Another set of field measurement was done at the west target station. At the top of the west target station at the railing the field ranged from 50 to 70 uSv/hr. The turbo pumps had field of about 650uSv/hr, the area over the dump was about 750uSv/hr, the area over the HV cover and the south side was about 450uSv/hr. These measurements were done at 13:15 on December 3rd.

I moved 5 shielding blocks from ITW to block storage area.

TM#3 with no target has been moved from the south hot cell to the northeast silo.

chad fisher wrote:

Using in cell camera and transit the suspect line on the steerers was inspected as best as possible. An existing photo of the complete steerers before installation was used for comparison. The wiring and beading inspected today showed no obvious problems, breaks or spots where there may be a short. In comparison to the photo from construction, what we could see of the steerers looked identical to the original installation.

 The test was repeated to confirm that there was a short.

Using in cell camera and transit the suspect line on the steerers was inspected as best as possible. An existing photo of the complete steerers before installation was used for comparison. The wiring and beading inspected today showed no obvious problems, breaks or spots where there may be a short. In comparison to the photo from construction, what we could see of the steerers looked identical to the original installation.

 Maico removed the containment box today allow Travis and I to further test the wiring harness. I disconnected the junction block and Travis and I repeated the test from yesterday. The all lines except the PNG tested OL. The module was then lowered and the twisted pair connected to the pin that corresponds to the steerer labeled BTM (it is likely this is not labeled correctly). This testing showed showed that the source of the short found yesterday is in the wiring harness or the source tray. The PNG gauge was then tested again. When beeping out the harness to find the location of the pin it was found that the short had gone away. This circuit was then tested with the megger at 500V and showed OL. Don Jackson has suggested looking at the SHV feed through. It is difficult to determine where the source of the problem is as it is intermittent. The source tray side wiring harness for the steerers was then disconnected from the steerers and tested to OL. Finally the connections on the source tray were tested. It was determined that the third socket down (see attached picture) has a short somewhere to ground. When Chad returns on Friday I will have him complete a visual inspection and if the source can be found we may be able to deflect the line. Failing that to repair this connection a new steerer cone assembly will need to be installed.

 Travis and I completed an electrical check on the wiring harness for the devices on the ground plane. All lines passed 500V with the megger except for PNG and the BTM steerer. Those devices had a short to ground. of ~1.4ohm.

The bad thermal motor protection relay for the crane has been replaced with a new unit. Crane was tested in pendant(local) operation and all drives worked.