The blocks above the pre-separator section of the ISAC beam lines were removed today in the Target Hall by Bevan Moss and Chad Fisher with Lynne LeMessurier present from RPG.

The two blocks in the layer below the top layer above the pre-separator were damaged on removal (see attached photos).  This was due to an attempt to lift them in the incorrect sequence caused by misinterpretation of the labeling / numbering system drawn on the top of the blocks.  The blocks are labelled for the replacement sequence, but not for the removal sequence.  An attempt was made to lift a block that had an overlap with an adjacent block that was not visible, causing damage to two blocks.  A note was added in black marker to the critical block to indicate that it should be removed last (shown in attached photo).  The block replacement sequence will be photographed and a procedure document will be written by Bevan, with a bound copy of the procedure provided in the Target Hall, in order to prevent such an incident from occurring again.  Broken pieces of the blocks were collected and placed in a 5-gallon pail.

The removal of all of the blocks caused the depression in the target station to fluctuate around the trip point (17 inches of water column), which caused the ventilation alarm to trip on and off constantly.  Operations contacted me to ask if this could be remedied.  Bevan closed the damper to ITW, which brought the depression to a low enough value so that the alarm could be defeated properly.  This was around 2pm.

Preliminary co-ordination of the ITE Harp 9 removal job was discussed by Scott Kellogg and Ron Kuramoto around lunch time.  Keith Ng (RH) and Scott searched for the blank-off that was used during the last Harp 9 repair (removed from B/L in March 2013) but they could not locate it.  I was later able to find the blank-off bagged in a grey rubbermaid bin at the bottom of the stairs in the target storage vault pit (under the SHC / NHC ventilation and filters).  The blank-off was found bagged and tagged as surveyed at 100 counts @ 0.5m on March 27, 2013.  I gathered Scott, Ron Kuramoto, and Danka Krsmanovic to co-ordinate the Harp 9 removal and blank-off installation, starting at around 2:30 pm.

For the Target Hall Harp work, Ron Kuramoto and Scott prepared the required tools and plastic coverings / bags.  I acted as crane operator.  Danka was the surveyor present.  Anders Mjos joined the group for photos and moral support.

Scott disconnected services from the Harp device, and prepared it for lift.  I called operations to confirm that the section of B/L had been vented.  Ron and Scott used the RH tools to disconnect the 2 vacuum flange bullet bolts.  Ron directed the crane with signals and I lowered the chain rigging to the Harp, it was connected and removed from the BL with the main hoist.  (I made the mistake of directing the rigging of the harp to the main 20T hoist, when in fact the 3T Aux hoist should have been used, as the main hoist can't reach to the vacuum / storage pit on the west side of the hall.)

Danka performed several swipes and measurements of the Harp after removal.  Alpha contamination was discovered on the bottom of the Harp flange.

Ron and Scott installed the blank-off flange, then I called operations to indicate that pumping should start.

Ron and Scott retrieved the vacuum test flask jig / support structure from the West storage pit and brought it down to the pre-separator pit.  I lowered the Harp into this flask jig, and Scott used the side-wall location bolts from the top of the harp assembly to fasten the flanges of the Harp and the jig.

I had trouble at first activating the Aux hoist but soon realized that it's necessary to press the Aux pendant "ON" button down for several seconds before the power actually turns on to this hoist.

We then removed the main hoist hook and attached the Aux hoist to the Harp / flask.  The assembly was transported to the West storage pit.

Some of the handrails had to be removed to facilitate initial movements of the Harp assembly.  These handrails should be replaced tomorrow morning.

Scott also submitted a Work Order for a back-up blank-off today, job number 40303.

The pre-separator blocks have NOT been replaced yet, we will do this tomorrow morning.

It was a busy day, thanks to all for their efforts and for staying a bit late to get the blank-off installed.

Best regards,

Grant

The pre-separator-area blocks were replaced today by Bevan and Travis, with Grant present for photos and observation.

Photos are attached of each block replacement.

Some difficulty was encountered in replacing the "Layer #3" blocks (photo 9 attached).  An interference occurred between the outside of the west "Layer #3" block and an aluminum channel directly beside the rubber pad that supports the block.  The block was initially resting on this channel but slipped off, breaking off some concrete at the edge.   See photo 12 attached and notice crumbled concrete inside this channel around the area where the interference occurred. Photo 14 shows the damaged block edge.

It should be noted that when these two blocks are resting flat, there should be a gap between them (i.e. they should NOT be touching as shown in photo 9).

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.

Friedhelm Ames commented to me that there appears to be a short between High Voltage and Ground at TM3 at ITE.

Friedhelm, Anders and I initiated a survey by Andrew from RPG, and entered the Target Hall at approximately 5pm to visually assess the HV cover at the MAA.  There was no clear indication of a problem.  We opted to wait for David to return as we weren't sure exactly what we were looking for.

Friedhelm and Anders confirmed in the Electrical Room that the short is in the Target Hall.

There were some problems this morning with provision of FEBIAD gas to the the target at ITE.  It was suspected that the gas line was improperly connected to the module, or that the valves at the module were not opened.

Remote Handling was asked to open the HV cover on TM3 at ITE and check the connection of the FEBIAD gas line.  Grant Minor, Maico Dalla Valle, Dan McDonald, and Anders Mjos entered the Target Hall before lunch on Work Permit I2014-07-07-1.

Maico entered ITE with suit and respirator, disengaged / disconnected the interlocks and removed the HV cover.  He inspected the FEBIAD gas line and found that it was properly connected, and that the valves were both open.  The gas line is shown in the attached image, with both valves marked in red.

Grant and Anders went into the electrical room to examine the supply gas bottle and supply circuit, and found that the supply gas pressure to the regulating valve was low.  It was concluded that the problem was not at the Target Module / Target Station.

Grant returned to the Target Station and instructed Maico to replace the HV cover.  After this was done, Grant confirmed with Jon Aoki over the phone that the interlock switch signals were both reading "OK".

Friedhelm Ames made an entry in today's ISAC Ops e-log regarding the supply pressure to the regulating valve.

ISAC E-log

Target Ionizer tube cooling lines "C" and "D" in Target Module 2 were both leak checked at the Hot Cell.  The lines were both blanked-off.

Bill Paley was present with David Wang in the Target Hall, operating the leak detector.  Grant Minor and Anders Mjos were present with Chad Fisher at the Hot Cell.

The "D" circuit was already blanked off with a copper blank containing silver brazed stainless steel inserts and indium plated inconel c-seals.

The "C" circuit was already blanked off with an aluminum blank and rubber o-rings.

The cooling lines are indicated in the attached screencapture from ITA6021 Rev .14, and are also labelled in the attached photo.

The "D" circuit was checked first, starting at around 12pm.

1.  The helium flow was tested by blowing dust on the work table.

2. The base leak rate on the Varian leak detector was confirmed in the "D" circuit to be stable at 10^-9 atm cc / sec and the pressure was 10^-4 Torr.

3. Each soldered joint on the "D" circuit was sprayed with a 2-second blast of helium - no response at the Varian.

4. The joint between the module-half of the water block and the copper blank-off was sprayed with a 2-second burst - no response.

5. A general area flood of helium sprayed for 10 seconds was applied all around both the "D" and "C" blocks - no response.

It was concluded that the "D" circuit had passed this leak check.  The "C" circuit was checked next.  The detector was changed to the "C" circuit and the circuit was pumped down.  At around 2pm the leak check resumed.

6. The base leak rate on the Varian leak detector was confirmed in the "C" circuit to be stable at 10^-9 atm cc / sec and the pressure was 10^-4 Torr.

7. The solder joint area on the "C" circuit was sprayed with an 8-second burst of helium - no response.

8. The joint between the two halves of the water blocks was sprayed with a 6-second helium burst - no response.

It was concluded that the "C" circuit had passed this leak check.

The electrical continuity of the "C" and "D" circuits were confirmed in the Target Hall at the service cap, and in the module at the Hot Cell, to double check that the correct lines has been pumped and leak checked - this was OK.

The ionizer tube heater lines appear to be leak tight at the Hot Cell.

Hello all,

Access was required this morning to the TCS TK2 Expansion Tank to open a valve and re-fill the tank.

As the access path to this tank lacked any form of Fall Protection, Fall Arrest was employed.

Worksafe BC Part 11 Section 11.2 requires fall protection to be employed at elevations greater than 3 meters.  The expansion tank is located at an elevation far exceeding this regulation.
http://www2.worksafebc.com/publications/ohsregulation/part11.asp

The worker, Allon Messenberg, was fitted with a harness, personal self-retracting lifeline / lanyard with shock-pack, and carried two steel rope ring-ended slings with him to tie off to the structural beams overhead.  All products used were DBI-Sala safety products, which are kept in the Remote Handling machine shop Fall Protection Equipment lockers.  Several RH group members have keys to this locker, including me.

Three configurations were required to gain access to the tank (photo attached):
Configuration 1: Traversing the section between the 2nd floor offices and the ventilation duct.
Configuration 2: Traversing the section between the ventilation duct and the "cross point" of the structural beams.
Configuration 3: Tied-off to the "cross point" of the structural beams and working within the reach limits of the personal SRL and shock-pack.

Transitions between the three configurations required brief moments of un-clipping from the harnesses.  This will be solved in the future via the use of additional carabiners and lanyards.

Operations has advised me that they have observed either TRIUMF workers or contractors working in this area without wearing Fall Arrest equipment.  My request is for staff and operations to stay vigilant in observing access to this area. 

Any work performed in this area without the usage of fall arrest must be reported in an NCR.

I welcome any comments from those who have ideas for improving the safe method of access to this tank.

The cooling package is described in the TCS operating manual, Document-103881.  Page 8 states clearly that Fall Arrest is required to access this valve.

Regards,

Grant

The MK4 optics tray prepared for TM2 (as per ITA6082) had an undersized bore for the banana plug, making insertion of the plug extremely difficult / impossible.

Reference stores parts were collected to check the fit:  male plug 3-4/01152 and female jack 1-6/1201.  The size of the female jack was checked with a #21 drill at .159".

The bore on the optics tray was drilled out dry using the #21 drill to the same depth as the original blind hole, by Maico and Dan McDonald.  Chips were carefully collected in a rag, and the hole was blown out with compressed air.

The fit was checked to be snug but possible, using the male plug and the Remote Handling ultem base (ref ITA6023).

Redlines and photos are attached.

The water blocks soldered to the TM2 cooling lines (see Ref. Assy. ITA6144) were inspected.

See attached inspection reports and drawings.

It was found that only 18% of the seal groove diameters and 55% of the depths were in spec.

The source tray must be tested on the test stand with c-seals to ensure that these blocks will seal properly on the module.

Hello,

For reference, I have attached a list of all solder joints in the TM2 Source Tray, and the alloys used for the most recent build (as per ITA6144).   I have also provided data sheets for the alloys, and PDF copies of all the drawings calling out the joints.

Certanium 34 C (222 deg C melt point) was used for all low-temperature solder applications, except for the steel inserts in the water blocks.  Previous revisions of the Source Tray drawings called out a higher-temperature McMaster lead-based solder (304 deg C melt point).  The change to Certanium 34 C on the prints was made in Bevan's era, during the transitional update of the source tray drawings between the TM1 and TM3 source tray projects, just before I took over updating the drawing packages.  I believe Bevan made this change on general advice from Guy Stanford, who stated that Certanium 34 C is a much easier solder to work with and makes a more mechanically reliable joint.  However, the change really should have had more review and validation testing before being implemented.

This said, we now have a source tray that uses Certanium 34 C, and rework of every joint would set us back too far in the schedule to meet the deadline, so we will have to run with it as it is.

Of particular concern are the joints on the target oven and coil heating blocks, which are now using a lower temperature solder (222 deg C melt vs 304 deg C melt).  We have experienced a coil block failure on TM4 due to a failed solder joint, although the failure mode is not known for certain.  We also had two recent failures on the test stand of a coil joint soldered with Certanium 34 C, but this was due to an error in the connection of cooling water to the joints (i.e. the joints had no coolant flow and the solder melted... this is expected!).

Anders and I have performed independent thermal analysis on the joints due to the radiative and electric heating from the target, and have concluded that even with a lower temperature solder, there is a lot of margin, so the risk seems to be low.  This work will be published in a separate report to be circulated later.

Thank you and regards,

Grant

Don Jackson brought to my attention some potential HV minimum spark gap issues with the source tray cooling lines.  It appears:

- The gap between the Ground Electrode cooling lines (ground) and Heat Shield cooling lines (HV) does not meet the spec of 0.668" MIN called out on the print

- The gap between the Window cooling lines (ground) and the Mounting Support Plate cooling lines (HV) does not meet the spec of 0.668" MIN called out on the print.

A copy of the tube bending drawing is attached with the spec highlighted in green.

The 0.668" MIN gap spec came from a check I asked Mark Llagan to perform to find the minimum gap when he was preparing the model for the tube bending drawing.  This gap was approved Jan 28th, 2015 by Friedhelm Ames on ECO-3587.

The source tray with the tubes bent as it is currently has been tested to 55 kV at the test stand by Anders, see:
https://elog.triumf.ca/TIS/Test-Stand/447

I am away June 12th to June 24th on vacation inclusive.  Isaac Earle is in charge of Remote Handling in my absence.

I am delegating Don Jackson responsible for resolving this TM2 HV issue, collecting and documenting the approval to proceed from the T/IS group leader with the source tray as-is, or to try to re-work the cooling lines and delay the project.

The source tray is NOT to be installed in the Hot Cell until this issue has been resolved.

Regards,

Grant

-- 
Grant Minor, M.A.Sc., P.Eng.
TRIUMF Remote Handling Group Leader
Nuclear Engineer
4004 Wesbrook Mall, Vancouver
BC, Canada, V6T2A3
gminor@triumf.ca
(604) 222-7359(604) 222-7359
http://www.triumf.ca/profiles/4557

A few additional higher-resolution photos of the TM2 source tray with new spacer ITA6270, and bent copper ground line clip.

Also attached is a photo of a 3/8" copper line placed in between the loose ECR line and the Mounting Support Plate line, for dimensional reference.

Hello all,

TM2's first performance in the Conditioning Station with the new source tray was not great, with sparking and HV degradation beginning to occur at 30kV:
https://elog.triumf.ca/TIS/RH-ISAC/1039

This is perplexing, because the module without the source tray performed well at the TCS:
https://elog.triumf.ca/TIS/RH-ISAC/829

AND the new source tray performed well at the test stand (i.e. not inside the module):
https://elog.triumf.ca/TIS/Test-Stand/447

Upon inspection back at the Hot Cell last week after the failure, David Wang was observant enough to notice that one of the steerer coax wires (ground plane) was essentially touching one of the FEBIAD gas lines (HV plane) in the new source tray installation (photo attached).  Closer inspection by a group consisting of Anders, Alex, and myself revealed some apparent tracking and damage to the wire sheath.
https://elog.triumf.ca/TIS/RH-ISAC/1045

We believed at this point that the bad HV performance of TM2 was due to this problem.  The wires were originally arranged loose as it was believed it would be easier to install them in the Hot Cell this way.  However, it turned out to be a bad decision, as the wires at ground ended up becoming stray and touching the HV surface.

To correct the problem, the old wires were removed, and a new steere wire bundle was made using a PEEK material sheath.  This new sheath bundle was installed over the last day or so.  The penning gauge wire was kept separate from the steerer wire bundle.  You can see the new wire bundle and penning gauge wire in the attached photo, now with a healthy clearance to the FEBIAD gas lines.

Chad has been instructed to re-install the Einzel lens wire, install the new ZrC target, and replace the containment box in preparation for transport back to the TCS for another HV test.  If anybody would like to see the source tray today before ~3pm, I have asked Chad to wait for my final OK to put the containment box back on the module.

I apologize for this problem.  We are hopeful the solution we have installed will improve the HV performance.  Much work over the last 2+ years was put into building and installing this source tray by many contributors inside and outside of Remote Handling, and we want this module to succeed more than anybody!

Thanks and best regards,

Grant

https://documents.triumf.ca/docushare/dsweb/View/Collection-15323

Strange noise and a burning brake type smell was observed yesterday by David and Anders when running the main 20 ton hoist locally.  A service call was arranged today with Gordon Crane.  No major issues were found.  A more detailed summary is in the attached e-mail correspondence.  Gordon Crane will issue a formal report, but they recommend replacing both sets of brake disks and brake calipers. - Grant

-------- Forwarded Message --------

Hi Curtis

Further to the emergency service call at the Isac Target Hall on Thursday March 23rd, we advise as follows:

It was reported that the hoist was making an unusual noise and that there was a strong brake odour during operation.

The lift was completed using the auxiliary hoist.

A man-lift was arranged and Senior Service Technician Tom Kauss attended site the next morning to troubleshoot.

He determined that one of two hoist brakes (walkway side) had a strong odour and on closer examination it appeared that the 

brake lining material was breaking down and particulate lining material was getting caught between the lining and the discs.

These lining fragments were rubbing and burning off during the hoist operation.

The end cover of the brake had an accumulation of brake lining fragments 

The lining was not overly worn, but appears to be becoming friable, perhaps with age or exposure to radiation.

The brake was cleaned with compressed air to remove the friable material and thoroughly tested. 

A test load of approximately 10 tons was lifted and the hoist handled the load without issue

The brake fragment issue did not recur while we on site and the hoist was recommissioned for use.

To guard against the likely recurrence of this condition on this critical application crane, and as both brakes have seen identical conditions in operation, 

we recommend that both brake assemblies be replaced.

The brake assembly would include the brake coil, friction discs, steel brake discs and the brake springs

TRIUMF does not have a spare brake on hand, therefore one of the removed brakes could be rebuilt and kept on hand. 

Two (2) each  XL-60009637 Complete Brake Assemblies   $ 5,706.00  Each

One (1) only XL-60009674 Brake Repair Kit $ 2,435.00

            For Rebuild

One (1) only XL-52272125 Brake Spring Kit $     59.72 For Rebuild

Installation & Testing of New Brakes estimated at: $ 1,250.00 Lot

We have one brake in stock in our Vancouver Service Depot. A second brake is available Ex-Ontario

FOB Site

Applicable Taxes Extra

Quote Valid for 30 days, subject to prior sale.

We are available next week to perform this work on site.

Please let us know if you have any questions or if you would like us to proceed.

Best Regards

          Aidan

------------------

Aidan C. Gordon

General Manager

aidan@gordoncrane.com

Gordon Crane & Hoist Inc.

Celebrating 34 years of Excellence (1983-2017)

www.gordoncrane.com

Toll Free 1-866-HOIST-IT

              (1-866-464-7848)

Tel:  (604) 324-2441

105-8475 Ontario St

Vancouver BC  V5X 3E8

Privilege and Confidentiality Notice
The information in this email is intended for the named recipients only. It may contain privileged and confidential information. If you have received this email in error, any use, copying or dissemination of its contents is prohibited. Please notify the sender immediately by telephone at the number indicated on this page to arrange destruction and/or return of the email.  Your co-operation is appreciated. Thank you.

Below is a report on the ISAC Target Hall crane brake issue observed yesterday and addressed today:

- On April 13^th, both the East and West hoist brake assemblies were replaced by Gordon Crane & Hoist, after David observed a burning smell

- The East assembly was replaced with a completely new brake assembly from Kone crane

- The West assembly was replaced with a refurbished assembly, which used the East assembly housing fitted with a rebuild kit by Gordon Crane

- Yesterday while preparing TM3 for a lift, David noticed a vibration / rattle sound coming from the West hoist brake

- This issue was only observed when starting the hoist from a complete stop, at the slowest possible upwards hoist speed

- Once the hoist speed increased, the sound went away, even after returning to a slower speed

- Tom from Gordon Crane & Hoist came in this morning at 7am and replaced the new West assembly with the original West assembly, which had at that point also been fitted with a rebuild kit at Gordon Crane’s shop

- Tom also inspected the East brake assembly again

- Tom commented that he had issues setting the right gap between the friction plates and the brake rotor – too close and the brake would not release properly, too far and the brake rattle issue would be observed

- He also commented that during this most recent repair of the West brake, he applied never seize to the shaft and spline to ensure that this friction point was not an issue

- After Tom finished his repair and inspection of the brakes, David attempted a test lift of an SEG block (10 ton) at the slowest lift speed

- The rattle noise coming from the West brake was still observed

- Travis also tested the slowest speed in Remote Test mode from the control room, with David and Grant present in the Target Hall, the rattle was also still observed

- Tom advised that the rattle would not affect the safety of the hoist, and no damage would be done to the brake assemblies by running the hoist normally with the rattle noise

- Tom ensured that he would consult with Aiden and they would likely order a brand new West brake assembly from Kone

- Tom called Aiden Gordon to confirm that it was ok to proceed

- Aiden called me around 1:30pm and left a message that the slow speed rattle sound was benign and that we could proceed with normal operations, but he would definitely address the problem moving forward, and we should standby for his report

Photos and video have been uploaded to Docushare.  The hoist noise before the repair and after the repair during the test lifts can be heard in the videos.

https://documents.triumf.ca/docushare/dsweb/View/Collection-19812

Thanks and regards,

Grant

--

Grant Minor, M.A.Sc., P.Eng.

TRIUMF Remote Handling Group Leader

Nuclear Engineer

4004 Wesbrook Mall, Vancouver

BC, Canada, V6T2A3

gminor@triumf.ca

(604) 222-7359

http://www.triumf.ca/profiles/4557

The ISAC Target Hall Crane was load tested and re-certified in January 2011 prior to doing a near-capacity lift for the North Hot Cell roof structure (IRH1112E).

Photos and documentation from Norelco is attached.

- Grant

IG1 8.0 e-7 T

IG1S 2.5 e-6 T

IG2 4.3 e-6 T

I will start the high voltage now