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[jimitjain]

The Ultimate Guide to Fasteners: Everything You Need to Know

Piping Project is a leading Fastener Manufacturer in India. Our company produces fasteners from high-quality materials, making them suitable for a variety of industrial applications. Our fasteners are known for their excellent corrosion resistance, beautiful aesthetics, and inexpensive cost.

What Are Fasteners?

Fasteners are hardware devices that mechanically join or affix two or more objects together. They are essential in construction, manufacturing, and everyday DIY projects.

Types of Fasteners

Bolts and Screws

Bolts and screws are often used interchangeably, but they serve different purposes. Bolts require nuts to secure materials, while screws are self-threading.

Nuts and Washers

Nuts are paired with bolts to hold components together. Washers distribute the load of the fastener and prevent damage.

Rivets

Rivets are permanent fasteners, ideal for applications where welding isn't feasible. They are commonly used in aircraft and structural steel.

Anchors

Anchors are used to attach objects to materials that are typically unsuitable for bolts or screws alone, such as concrete or drywall.

Materials Used in Fasteners

Steel

Steel fasteners are known for their strength and durability, making them suitable for heavy-duty applications.

Stainless Steel

Stainless steel fasteners offer excellent corrosion resistance, ideal for outdoor and marine environments.

Brass and Bronze

Brass and bronze fasteners are aesthetically pleasing and resistant to corrosion, making them perfect for decorative and functional uses.

Plastic Fasteners

Plastic fasteners are lightweight and resistant to corrosion, used in applications where metal fasteners would be too heavy or reactive.

Choosing the Right Fastener

When selecting a fastener, consider the material of the objects being joined, the environment, and the load requirements. Match the fastener material to the materials being joined to avoid corrosion and ensure compatibility.

Installation Tips

For successful installation, use the appropriate tools such as wrenches, screwdrivers, and drills. Follow a step-by-step guide to ensure secure and accurate fastening.

Maintenance and Inspection

Regularly check fasteners for signs of wear, such as rust, loosening, or damage. Replace worn or damaged fasteners promptly to maintain the integrity of the assembly.

Innovations in Fastener Technology

The fastener industry continues to evolve with new materials and designs that offer greater strength, lighter weight, and improved performance. Innovations include self-locking fasteners and fasteners designed for automated assembly.

Environmental Impact

Consider using fasteners made from sustainable materials or those that can be recycled. Reducing the environmental impact of fasteners is becoming increasingly important in various industries.

Fastener Manufacturer in India

We continue to be a leading player in the valve manufacturer sector in India, contributing to the success of numerous industrial projects across the country. We provide numerous Fastener grades to meet the demands of diverse production processes. Our Fastener Weight Chart in kg, mm, PDF is available in kilograms (kg) and millimeters (mm). A weight table in kilograms per meter (kg/m) is provided for fasteners of various sizes and wall thicknesses. We stand out in the Indian market as a reliable and customer-centric round bar manufacturer. 

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Drop in Anchor Expansion Anchor

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Industrial fasteners can take many forms

Industrial fasteners come in three main sizing standards: ASTM, SAE, and ISO (the American Society for Testing and Materials, the Society of Automotive Engineers, and the International Organization for Standards). Workers generally learn which screws to use for which jobs on their own, or with the assistance of their supervisors, peers, and training manuals. Each of these standardization organizations recommends its own method of measuring and manufacturing fasteners.

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Industrial fasteners can take many forms, for many different purposes. For a complete inventory on types and sizes, you can visit the commercial industrial fastener company American Fastener at their website.

The sheer variety of industrial fasteners is overwhelming. Chances are, however, if you are in the market for a certain type of fastener, you know what you are looking for. None are better than any of the others, but have varying applications and purposes, depending on what job you are working on. There you will find all fastener types and specifications, along with other helpful charts and diagrams. You can also find information on proper drill bit sizes and formats, heat-treated allow fasteners, a glossary of thread terminology, and more. Even though it is a private, for-profit company, the website makes for a wonderful, general-knowledge store for the serious industrial fastener researcher. Here is a partial list of available industrial fasteners: anchors, bent bolts, cap screws, captive panel fasteners, drywall and deck screws, eye bolts, machine screws, nuts, cotter pins, retaining rings, rivets, screw driver insert bits, self clinching fasteners, self drilling screws, self tapping screws, sems, sockets, spring nuts, thread cutting screws, thread rolling screws, thumb-and-wing screws, washers, weld screws, and wood screws

[russellmorris26-blog]

Other Track Materials (OTM) and Rail Parts and Accessories

North American Rail Products has an impressive selection of track tools and other track materials: Pandrol tie plates, splice bars, rail tie plates, turnout plates, and much more. Contact us with your list of rail needs and we’re sure we can supply what you need.

Tie Plugs

(Also known as wooden Tie Plugs) Tie plugs are used when replacing ties to plug holes on the ties. North American Rail Products sells these wooden tie plugs in new condition only. Where spikes were once used to fill and fasten cross ties on railways, modern rail applications demand that tie plugs are used in place of spikes. Typically, tie plugs are sold in bundles of larger quantities, as clients usually demand tip plugs in bulk quantities. 

Compromise Bars

Compromise Bars, or Compromise Joint Bars, are materials involved in railway applications that affix different sections of rail together while maintaining gage and at the same time keep the alignment of rail surfaces. As suggested by the name, Compromise Bars help adjust through their design – they typically include 2 separate bars as part of their construction – an inside bar and an outside bar. Each inside and outside bar is designed to fit the exact rail application in question, and come in a variety of different measurements. 

Pandrol Clips

Also known as Pandrol Rail Fasteners, Pandrol Clips are designed to be utilized in conjuction with Pandrol Plates. North American Rail Products can supply Pandrol Clips in new or relay condition. Pandrol Clips are a fastening system designed for rail applications in the modern age that provide pre-assembled fastening systems that minimize track installation time, and provide much lower maintenance costs versus older, more outdated rail fastening systems. 

Portable Derail (Red)

Portable Derails are a rail safety device designed to limit the movement of a car/train beyond a fixed point. Portable Derails are not left in place as are Derails and they are re-usable. NARP supplies new Portable Derails only. As is the case in common North American practice, derails and portable derails are defaulted to the “On” position, seeing as the consequences of unauthorized or dangerous rail traffic proceeding past a derail position is considerably higher than having such rail traffic proceed with the derail. 

Hook Twin Tie Plates

Hook Twin Tie plates are used for behind the heel of switches, guard rails and for frogs. Their versatility allows them to fit most rail sections. We supply hook twin tie plates in both new and relay conditions. The versatility of hook twin tie plates means that they are widely used throughout North America for standard rail sections. Part of their versatility comes from the pre-drilled slotted holes, allowing hook twin tie plates to fit almost any section of rail available in North America. 

Adjustable Rail Braces

Adjustable rail braces are a unique rail material that is designed to adjust for various rail applications. Adjustable rail braces can be adjusted quickly and easily, saving time and money on maintenance and service. The versatility of adjustable rail braces ensure that they are a required rail products for any modern railway operation. If you have any questions about this or would like to know more about how adjustable rail braces can be applied to fit your needs, contact us at North American Rail Products today.

Rail Anchors

North American Rail Products sells rail anchors in new and relay conditions. We sell four types of Rail Anchors: Improved Fair XL-1 EXI Unit Anchors.

Fish Plates / Splice Bars / Joint Bars / Crane Rail Plates

North American Rail products is a proud supplier of fish plates as well as splice bars, joint bars and crane rail plates for tee rail applications and crane rail applications. These fish plates, crane rail plates, splice bars and joint bars are bolted to the ends of two rails, joining them together to ensure a safe and continuous rail line. These products are intended for a variety of railroad rail sections. 

Pandrol Plates

(Also known as Pandrol tie plates) A wide variety of rolled and cast tie plates are available; designed for use with their fasteners. North American Rail Products can supply Pandrol Plates as new or relay rail materials. See our Bolts & Clips Ordering Guide for more information.

Wheel Stops

(Also known as end stops and car stops) This is a rail dock safety device. We sell a wide variety of wheel stops in new or relay condition. See our Bolts & Clips Ordering Guide for more information.

Tie Plates

Tie plates are available to be compatible with your rail system. We have new, relay and scrap tie plates in our inventory. When ordering, please include the following information: The size of rail being used The length and width of tie plate you need Single or double shoulder Number of holes and the positioning Any special Rib and Cant requirements.

Bumping Posts

(Also known as Bump Posts and Bumper Posts) Required for general rail yard and service applications. North American Rail Products inventory includes both new and relay bumper posts.

Heel Blocks

(Also known as Heel Block Assembly) Also available as a floating design. North American Rail Products sells both new and relay heel blocks. See our Bolts & Clips Ordering Guide for more information.

Derails

Rail safety device designed to limit the movement of a car/train beyond a fixed point. North American Rail Products has several types of derails in stock: switch point derails, handed derails, portable derails and bi-directional derails. We sell derails as new or, optimally, in relay condition.

Rail Clips

We have adjustable rail clips, weldable rail clips, boltable rail clips and a variety of specialty rail clips. Our inventory is deep, just give us a call with your list of material needs and we can give you a hand. See our Bolts & Clips Ordering Guide for more information.

Bolts

North American Rail Products can supply the railroad industry with track bolts, hook bolts, hex bolts, oval neck bolts, diamond neck bolts and square bolts. We sell these various types of bolts new only. View our Track Fasteners Chart. See our Bolts & Clips Ordering Guide for more information.

Screw Spikes

(Also known as fasteners and lag screws) Various screw spikes in differing lengths are available for railroad application. North American Rail Products sells screw spikes new only. (view our track fasteners chart).

Railroad Track Spikes

(Also known as cut spikes, and fasteners) A fastening system. Track spikes come in various sizes for railroad track applications. Sold in new condition. (view our track fasteners chart).

Gauge Rods

Designed for installation on weaker sections of track, like in sharp curves, switches, bad ties and temporary track. Their use is recommended to prevent spreading or tilting of the track. North American Rail Products sells a variety of gauge rods as new.

[jacobnsteel84]

Where oil rigs go to die

When a drilling platform is scheduled for destruction, it must go on a thousand-mile final journey to the breaker’s yard. As one rig proved when it crashed on to the rocks of a remote Scottish island, this is always a risky business

It was night, stormy, and the oil rig Transocean Winner was somewhere in the North Atlantic on 7 August 2016 when her tow-line broke. No crew members were on board. The rig was being dragged by a tugboat called Forward, the tethered vessels charting a course out of Norway that was meant to take them on a month-long journey to Malta. Within the offices of Transocean Ltd, the oil-exploration company that owned the rig, such a journey might have been described with corporate seemliness as an “end-of-life voyage”; but in the saltier language heard offshore, the rig was “going for fucking razorblades” – for scrap, to be dismantled in a shipbreaking yard east of Malta. In that Atlantic storm, several thousand miles from her intended destination, Winner floated free.

The 33-year-old rig had never moved with so little constraint. Winner was huge – 17,000 tonnes, like an elevated Trafalgar Square, complete with a middle derrick as tall as Nelson’s Column, her four legs the shape of castle keeps; all this was borne up in the water on a pair of barge-sized pontoons – and its positioning had always been precisely controlled. While moored, she was held in place by eight heavy anchors. At other times, she was sailed with a pilot at the helm as if she were any other ship. When contracted to drill in the North Sea, as she had been since the 1980s, boring into the bedrock for hidden reservoirs of oil, Winner’s anchors and underwater propellers worked together with her on-board computers to “dynamically position” her – that is, keep her very still. The men and women who formed Winner’s crew – drillers and engineers and geologists and divers and cleaners and cooks, most of them Norwegian – imagined this rig to have a character that would resist such checks. They nicknamed her Svanen, or Swan, because to them she was both elegant and unyielding. Scheduled as she was for destruction, Winner could not have chosen a better moment to bolt.

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[featurenews]

Where oil rigs go to die

When a drilling platform is scheduled for destruction, it must go on a thousand-mile final journey to the breaker’s yard. As one rig proved when it crashed on to the rocks of a remote Scottish island, this is always a risky business It was night, stormy, and the oil rig Transocean Winner was somewhere in the North Atlantic on 7 August 2016 when her tow-line broke. No crew members were on board. The rig was being dragged by a tugboat called Forward, the tethered vessels charting a course out of Norway that was meant to take them on a month-long journey to Malta. Within the offices of Transocean Ltd, the oil-exploration company that owned the rig, such a journey might have been described with corporate seemliness as an “end-of-life voyage”; but in the saltier language heard offshore, the rig was “going for fucking razorblades” – for scrap, to be dismantled in a shipbreaking yard east of Malta. In that Atlantic storm, several thousand miles from her intended destination, Winner floated free. The 33-year-old rig had never moved with so little constraint. Winner was huge – 17,000 tonnes, like an elevated Trafalgar Square, complete with a middle derrick as tall as Nelson’s Column, her four legs the shape of castle keeps; all this was borne up in the water on a pair of barge-sized pontoons – and its positioning had always been precisely controlled. While moored, she was held in place by eight heavy anchors. At other times, she was sailed with a pilot at the helm as if she were any other ship. When contracted to drill in the North Sea, as she had been since the 1980s, boring into the bedrock for hidden reservoirs of oil, Winner’s anchors and underwater propellers worked together with her on-board computers to “dynamically position” her – that is, keep her very still. The men and women who formed Winner’s crew – drillers and engineers and geologists and divers and cleaners and cooks, most of them Norwegian – imagined this rig to have a character that would resist such checks. They nicknamed her Svanen, or Swan, because to them she was both elegant and unyielding. Scheduled as she was for destruction, Winner could not have chosen a better moment to bolt. Continue reading... https://www.theguardian.com/business/2017/may/02/where-oil-rigs-go-to-die?utm_source=dlvr.it&utm_medium=tumblr

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Chris Tibbs on a dream Atlantic crossing and a heavenly Caribbean winter

ARC weather expert and Yachting World columnist, Chris Tibbs, provides a masterclass in Atlantic crossing preparation and execution

Sailing onboard Taistealai in Grenada and the Grenadines February 2016 Sailing towards Union Island Photo Rick Tomlinson

There is only one adjective that adequately describes our transatlantic crossing with the ARC last year and the season of Caribbean cruising that followed it: fantastic! The rally was my 26th crossing. I've raced across, cruised and done commercial deliveries before, but this was the first I had ever done aboard my own boat. I sailed with Helen, my wife (it was her fourth crossing) and two friends who, although very experienced sailors, were doing this for the first time. In December last year I wrote about our preparations in Yachting World. Now, a year later, it feels time to share our experiences and explain what went well and what didn't.

On a cruising-to-racing scale of one to ten, I would put our efforts on the ARC at about four – slightly nearer cruising than racing. Our Wauquiez Centurion 40S, Taistealai, like most of the non-racing boats, was very heavy, being full of food, fuel, water, and cruising gear. This was noticeable in performance and the feel of the boat, but it is inevitable if the main reason for the passage is cruising at the other end. A few of the cruising class bought dinghies, outboards, and anchor chain in the Caribbean and went across on freeze-dried food, but not us.

We kept the boat sailing at an average of 6-7 knots by regularly changing sails, hand steering, and generally keeping the boat moving but with a fairly conservative sailplan. We did two watches of two, which made for pretty easy sailing. Being two-up meant we could change sails without calling the off watch.

The damage list

My policy was to try and keep everything simple, manageable and, if not repairable, then possible to live without. Our damage list comprised of two popped rivets on the vang, a broken ring on the snuffer (a lesson here: buy cheap, buy twice), some damage to the saloon table and a problem with the bilge pump. We were a bit disappointed when the saloon table separated from its mountings, especially after I had added extra fittings, but it is easy to underestimate how much force an 80kg person exerts when falling into a table as the boat rolls downwind. We were carrying a battery drill and spare bolts for repair purposes, so I was able to fix it.

15 things you should know wen planning an Atlantic crossing

The bilge pump was potentially the most serious issue. One morning after a breezy night, we found the bilges full of water. They pumped out OK but I was mystified as to where the water was coming from. Eventually, we found that the motion of the boat was forcing water back through the hose fittings on the pump outlet itself. There was no way to tighten the snap fittings and, as the hose outlet was normally above the waterline, there was no seacock. I thought I had covered all the underwater aspects of boat preparation before we left, but not having a seacock on the electric bilge pump outlet became a problem.

Before leaving we replaced all our instruments and displays with brand new Raymarine units. Our boat is ten years old and, while the old instruments, chartplotters/multifunction displays (MFDs) still worked, adding to the system would have been difficult, and as our long-term plan is to sail across the Pacific, reliability is important.

Immediately we appreciated the amazing clarity of the i70 displays, which were easy to read day or night and we have also become converts to the MFD anchor alarm. In the past I have generally relied on a depth alarm when anchored to give a warning of dragging. But the latest generation of MFDs use low levels of power and have an anchor alarm function that measures distance moved. If you set the minimum distance (19m) there are occasional false alarms when the wind dies and you swing around but we have found it incredibly accurate. I was also pleasantly surprised at the accuracy of Navionics charts since I have been cruising in the Caribbean.

The radar was most useful in detecting and avoiding squalls. Although there were a lot of squalls around during our crossing, the maximum wind we saw was 27 knots. In some years squalls of over 50 knots have been reported. We had a moderate tradewind crossing and spent a lot of time goosewinged with a poled-out headsail. We were happy with our 110 per cent jib with a high clew, which sat well on the pole and gave us good visibility forward. We also used spinnakers and a Parasailor to good effect.

There is an argument for using a staysail sheeted hard in when sailing goosewinged to dampen the roll. Although we were not rolling badly, we tried this technique using an inner jib rather than a staysail, set close behind the foresail. We discovered that oversheeting it made steering more difficult without reducing the roll at all, yet when sheeted correctly, it added speed. We used it when the wind was slightly too strong for the spinnaker, but not quite strong enough for main and poled-out jib alone.

Once we were cruising in the Caribbean between islands we were rarely without a reef in the main and having a small jib was helpful. The original sail for the boat was about 140 per cent but we haven't regretted getting it recut to match the 110 per cent jib. The new jib has soft hanks and we intend to try twin headsails on the Pacific crossing when we will be mainly two-handed and relying on the autopilot.

Wear and tear

Our mainsail is fully battened and the cars that run up a track on the mast use ball bearings. It was only when removing the cars before leaving the boat for hurricane season that we realised the bearings on the top two cars were not round anymore. That was easily rectified, but there is some slight track damage.

We fitted one stand-up block for the spinnaker halyard to pass through, but there was not enough room to fit one for the second halyard. It was interesting to see that where a halyard passed through the metal eye it chafed seriously after about seven hours but where it went through the stand-up block there was none at all. The only other chafing problem was on the jib sheet, which needed end-for-ending after the crossing as there was minor wear by the knot.

The halyard through the block had no chafe but through the stainless steel ring, the halyard chafed quickly.

We had fitted leecloths before the crossing but we did not use them as we mainly slept on the low side. Helen made a nest for herself in the forepeak among the spare duvets and cushions. She had spent a lot of time putting fiddles on galley shelves and finding the right sized boxes for cupboards, but the most successful additions were large plastic boxes that fitted inside the fridge. We have a front-opening fridge, which is great in harbour, but at sea is liable to empty itself on the floor when on we are sailing on starboard tack or rolling. With food inside the plastic boxes, nothing escaped.

We were planning to turn off the freezer after a few days at sea, but we found that we were generating enough electrical power to run a fridge, freezer, watermaker, and instruments. We had chosen multiple charging options. On the way to the Canary Islands we found our Rutland 1200 wind generator and solar panels adequate. For the crossing, however, we added a Watt & Sea hydrogenerator, concerned that when sailing downwind the low apparent wind would not be enough to run the wind generator.

The joys of renewable energy

We were careful about usage, but not obsessive. The Watt & Sea was the main source of power – we ran the engine for only 1.5 hours during the crossing. Our Watt & Sea is held down in the water with a sacrificial pin that is designed to shear in case of collision. We now carry spare pins as they do get bent, as well as spare propellers.

During the crossing, it was noticeable that once the morning sun began to charge the solar panels, we were not only keeping up with consumption, but also charging, so we could use the watermaker. During the afternoon, as the sun declined to the west, the panels were in shade so we were back to just maintaining charge.

Once we were cruising in the Caribbean we found the solar panels and wind generator invaluable. In windy anchorages we were self-sufficient in power. At our favourite anchorage, the Tobago Cays, tucked in behind the reef with the full force of the Trades blowing over the top, we had enough power to make ice and produce water. Conversely, behind large islands sheltered from the Trades, the solar panels came into their own.

We have Sunware panels, made in Germany, available from Marlec, and we are planning to boost our current 138W array by another 76W. The limiting factor is space: we do not have a large structure around the cockpit on which to mount them, so they have to be fitted on the coachroof. Davits, biminis, and solar power structures are all very useful but they can be ugly and, in my view, you need a boat larger than our 40-footer to carry it off.

Having said all that, there have been many occasions when I have wished for davits to lift the dinghy quickly and easily. Instead, we made a sling and hoisted our dinghy up by a halyard onto the foredeck. Dinghy theft tends to happen at night when tenders are tied to yachts rather than chained. My advice is to go for the biggest dinghy and outboard you can manage – the limitation will always be size and weight.

Communications

Communications are all-important these days and can make or break a passage. Some yachts arrive in Saint Lucia with whopping comms bills. We ran with a satphone through a modem (Mailasail's Red Box), which limited the computer to sending and receiving emails and prevented any automatic updates. We had limited pre-paid airtime so we used the satphone only for boat-related emails and a call home for each crewmember midway across.

Before we left I had no idea that the Yellowbrick tracker, which is provided to all rally yachts, can send and receive texts. This proved really useful as it allowed us to keep in touch relatively cheaply and, more importantly, meant that we could save all of our airtime on the satphone for weather information and safety.

The closest we came to a problem on the whole Atlantic crossing was what we now call 'the dorado's revenge'. We caught a fish, and Helen made a superb dinner, but in the excitement we lost concentration momentarily and the spinnaker wrapped around the forestay. I am a great believer in spinnaker nets but preparation time was short and I didn't get round to making one this time. After a trip up the mast to sort the kite out, the dinner had gone cold.

What else did we learn? We decided against a salt-water pump in the galley on the grounds that we did not want to add yet another skin fitting, but there is no doubt that a salt-water supply would have saved us water offshore.

We are off to the Pacific next. Once through the Panama Canal places to get spares and repairs will be scarce for the next 10,000 miles. Then we will see if our preparations have been right.

Chris Tibbs is a meteorologist and weather router, professional sailor and navigator, as well as an ARC safety inspector. He is currently doing a circumnavigation with his wife, Helen, on their own boat, Taistealai.

The post Chris Tibbs on a dream Atlantic crossing and a heavenly Caribbean winter appeared first on Yachting World.

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