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

high voltage conditioning was carried out over the day up to 24 kV. i will leave it at 20 kV over night. Current is at 22 micro Amps, heaters off.

vacuum: IG1 7.7e-7

IG2 4.07 e-6

IG1sS 2.2 e-6

The high voltage was sparking several times during the night. It may be correlated with the cycling of the cooling water temperature and conductance.

vacuum levels at 11:00

IG1 7.5e-7 T

IG2 3.9e-6 T

IG1s 2.0 e-6 T

heaters have been ramped up to TGH 580 A, TBHT 250 A,

anode 100 V 5.3 mA, coil 50 A Faraday cup 50 nA bias 20 kV EL 6 kV

vacuum

IG1 7.9e-7

IG2 4.5e-6

IG1s 2.2e-6

All power supplies tripped on high conductivity of the cooling water < 5 MOhm, It is not clear if this was caused by a spark or vice versa. According to the strip tool for this signal the resistance of the water went up. There might be a fault in this signal. I do not have permission to force this signal so I keep the heaters off. We should revisit the interlock conditions, this signal should not be included in the interlocks for the heaters. Both target and tube seem to be still o.k. As I do not want to destroy the target I keep the heaters off and restart the high voltage only.

vacuum readings before stopping

IG1: 7.4e-7 T

IG2 3.8 e-6 T

IG1S 1.95 e-6 T

 David and I disconnected entrance module in ITE by following the procedure # 190510. And, the yoke was installed and left on for remote handling later. 

 ITE water flow wheels and coils are replaced. Wheels and coils on Oven, Tube, HS, EE, MSP, Febiad coil, containment box window, dump, dump plug, 2A window, and tank return circuits are replaced with new parts.

 David and I re-connect Entrance module at ITE after the monitor been replaced at SHC. 

 Anders and I prepared ITE high voltage test in April 30 ( Friday morning), The MAA is locked for this.

 TM4 electric check with new target was done by David. A pic attached here for ref.

 TM4 with a new target was moved back from NHC to ITE and reconnected at pit. The 5 shielding blocks were installed as well. Copies of connection checklist are attached here.