Timeplex Industrial Limited has the best selection of PVC fittings on the Internet. Hard-to-find, rare? We have them! We also have an excellent choice of copper, brass, stainless steel, compression and flare fittings. Let Timeplex be your source for hard-to-find fittings and more!
We are working hard to serve our customers while keeping our team safe and healthy. Due to high product demand, you may experience extended response times. We appreciate your patience.
1.All nylon construction resists salt water, weak acids, gasoline, alcohol, oil, grease, and common solvents. Molded of type nylon 6. Flammability classification 94V-2: temperature index 125°C
More services we offer:
PVC fitting,PVC fittings ,PVC connectors,PVC connector Timeplex Industrial Limited , https://www.timeplexhks.com
From September 19 to 21, 2007, the seventh meeting of the Tripartite Meeting of Shipping, Shipbuilding and Classification Societies (referred to as the Tripartite Meeting) was held in Tokyo, Japan. The Chinese delegation sent a delegation headed by Xu Ziqiu, the general manager of China Shipbuilding Heavy Industry Trading Co., Ltd., and a delegation of nine members from China Shipbuilding Industry Corporation and China National Shipbuilding Industry Corporation to participate in the meeting as representatives of the Chinese shipbuilding industry.
I. Composition of the meeting
More than 60 representatives from shipping, shipbuilding and classification societies attended the meeting. Representatives of the shipbuilding industry are mainly composed of representatives of shipbuilding enterprises in China, Japan and Korea and representatives of the European Shipbuilding Association; the shipping industry is composed of ICS (International Chamber of Shipping), INTERTANKO (International Independent Tanker Shipowners Association) and BIMCO (Baltic International Shipping Director) The meeting was composed of representatives; the classification society participated in the meeting under the name of the International Association of Classification Societies (IACS), CESS (World Shipbuilding Expert Committee) participated in the meeting for the first time in an independent capacity, and NACE and FROSIO participated in the meeting for the first time as a special representative.
Second, the main topics of the meeting
The topics of the meeting included relevant rulemaking, environmental and maritime conventions, security and SOLAS conventions, and several key issues. Each topic has a corresponding keynote speech and discussion at the meeting.
1. Progress of relevant rules
This issue introduces the work of the International Maritime Environmental Protection Committee and the Safety Committee, and briefly reviews the conventions and regulations for anti-fouling, ballast water discharge, air pollution prevention, shipbreaking, international shipbuilding standards (GBS), lifeboat maintenance and inspection. The development and implementation process, while notifying the ongoing work: cargo ship safety, ship noise, container ship fire, host cabin escape route.
2. Environment and MARPOL
(1) MARPOL Annex VI – Prevention of Air Pollution (MARPOL Annex VI)
The Convention entered into force on May 19, 2005, mainly to prevent air pollution caused by the discharge of gases from ships. Provisions are made for the emission of nitrogen oxides (NOx) and sulfur oxides (SOx) as well as ship exhaust. Although the Convention requires a sulfuric acid upper limit of 4.5%, some developed countries have put forward higher requirements by establishing special emission control zones. For example, the United States requires a sulfur content of 0.1% within 200 nautical miles. Other countries have also limited sulfur content to 1% or 0.5%.
(2) Reduce ship greenhouse gas emissions (GHG)
At the meeting, BIMCO proposed two alternatives, one is waste heat recovery and reuse, using the exhaust gas to generate steam to drive the steam turbine, and the turbine to drive the generator to the main electric board; the other method is in the bottom part of the ship. Design an air pocket system.
(3) Shipbreaking
The shipbreaking convention mainly provides for the requirements of the shipbreaking environment, the facilities of the shipbreaking facility, and the use of materials on board. The progress of the Convention was introduced by INTERTANKO.
Convention content: construction of hazardous materials will be banned, suppliers must be certified; operational lists of hazardous materials, flag states and ports for inspection; ship recycling using green facilities, but involving technology transfer and knowledge Shared issues, industry standards and damage handling.
This convention is good for environmental protection, but it will increase the cost and risk of the shipyard.
(4) Shipboard waste management
In general, the treatment facility is effective for all existing waste. The problem of flushing water in special areas “with cargo residues†is still a matter of great concern to shipowners. Waste records should be submitted to the Coast Guard for inspection. . For special areas, the reserved flushing water should be drained to the onshore processing facility, leaving the water in the bottom or top of the water treatment tank, which requires the ship to be considered at design time and the shipowner also loses part of it at the same time. Load capacity. For example, the unloading design is improved, the injection device is added to discharge waste water, the appropriate water treatment tank is added to discharge and store the flushing water, the piping system is improved, and the ability to pump water to the shore is increased.
(5) Progress in green ship design/technology
Iwaki, the president of CESS Japan, introduced the progress of the design of green ships. It mainly includes the reduction of the use of harmful materials and CO2 emissions, reduction of host gas emissions, GHG emissions, prevention of oil and harmful liquids, sewage and waste discharge, etc., and details the overall design concept and layout of the ship.
3. Safety and SOLAS
(1) IMO GBS problem
At present, the focus of GBS is the GBS guide project for the third-level inspection procedure. As a matter of IMO, GBS can only be extended to all ship types except de-oilers and bulk carriers, and other SOLAS and higher layers. Further sustainable development can only be achieved when required. IACS is committed to preparing the case in the CSR as a sample of the review (MSC83/INF.5), and attending various meetings to answer and explain various technical content. In the information and documentation requirements, study details and verification requirements. The key to the problem is how IMO applies these functional requirements to shipbuilding quality control.
(2) Status and experience of the Common Criteria for Shipbuilding (CSR)
The Vice President of ABS gave a brief introduction to the feedback from the CSR implementation. From industry feedback, including the impact on the hull size, the rules need further corrections, the rules lead to some unreasonable size increase, most of the rules lead to the reduction of size, and there is no smooth feedback to the technical committee. Channel and so on.
The IACS CSR implementation has further strengthened the feedback and response mechanisms. Modifications to the hull section will be a top priority, and CSR will conduct long-term research projects and effective project management. IACS will continue to validate software and inspection results to ensure that various software tools and design reviews meet CSR requirements.
At the same time, the project team will be established to check the maritime navigation loading status of bulk carriers. Prepare a detailed technical memorandum to document the data used to establish the original CSR corrosion tolerance, add new useful data, and review the results of the ICS records. Check the welding requirements of oil tankers and bulk carriers. The coordination between the tanker and the bulk carrier will be considered by the project team based on actual conditions, and the long-term coordinated plan will be reviewed at the committee meeting in December.
(3) Intellectual property factors in design
It is mainly to discuss intellectual property issues in the design of shipyards that may be involved in the submission of shipbuilding documents by shipyards. The representative of the IACS will request that the main contents of the shipyard's documents be re-emphasized, mainly including:
Design aspects: design life, environmental conditions, structural strength, fatigue strength, residual strength, corrosion resistance, coating life, corrosion conditions, structural redundancy, waterproof and weatherproof performance, personnel factors, design transparency, etc.
Construction: construction quality control process, inspection;
Operational aspects: inspection and maintenance, structural proximity;
Shipbreaking: shipbreaking considerations
In his speech, the IACS representative pointed out that the current challenge is how to maintain this information throughout the life of the vessel and maintain the corresponding credibility, how to protect the confidentiality of this information and intellectual property issues. How to determine and enforce the terms of storage, validity and release of such information.
(4) Uniform requirements for housing inspections for new ships built by IACS (URZ23)
The IACS representative presented the progress made since the last tripartite meeting. An expert working group was established to carry out work on the IACS's uniform requirements for ship inspections. Experts recognize that this requirement must change with the progress of the IMO A.948(23) program and other related rules.
(5) Seawater ballast tank coating standard
The IACS representative introduced the work of the Joint Working Group on Coating Standards. PSPC has been practiced, but there are still some problems in practice, including: minimizing the inspection work intensity and scope of the inspectors; the scope, format and content of the coating technical documents; the corresponding level of instructions approved by the PSPC; A description of some of the content not included in PR34; the Joint Working Group did not discuss changes to the requirements of the PSPC Reference Standard, and only submitted what was deemed necessary to IMO for consideration. In the following work, the Working Group believes that the document should be submitted to the IMO as soon as possible for implementation and further amendment. And submit the IMO for the INF file to get the consent of the member organizations.
(6) Performance standards for cargo tank coatings
The scope of application and coating testing and coating types were communicated at the 2006 meeting of the cargo tank coating standard. At this meeting, IACS further introduced the coating area, testing and so on. The tests included “adjustment†using a coagulation test using inert gas, and modifications to the immersion test of crude oil samples. A team is currently testing the test environment and crude oil samples.
4, other
It mainly discusses early warning systems, mutual certification of classification societies, limited liability issues, general performance guidelines, operating manuals and databases, training and practitioners. In addition, representatives of NACE and FROSIO presented their respective certification bodies.
3. Statement by the Chinese delegation
At home, the Chinese delegation concentrated on the issue of the performance standards for cargo tank coatings, and made corresponding preparations for PSPC.
At the meeting, our main views on the performance standards of cargo tanks are as follows:
(1) Opinions on standard setting
1. The shipbuilding community supports the development of performance standards for ship cargo tank coatings. At the same time, it is pointed out that China has carried out active preparatory work accordingly. However, it is emphasized that the formulation of this standard must be reasonable, have a sufficient scientific foundation, and be practical.
2. The basis for the drafting of the requirements standard is similar to the performance standard of ballast tank coating in terms of style and arrangement, and relevant regulations are formulated for the different requirements of the coating characteristics of the cargo tank.
3. Since cargo tanks are not as difficult to repair as ballast tanks and isolated tanks, and cargo tank media and corrosive conditions are significantly different from ballast tank standards, cargo tank coating requirements should be lower than ballast tank standards. .
4. The target service life can be 15 years. The standard can be used as a recommended standard. After several years of trial operation, consider whether it can be used as a mandatory standard.
(2) With regard to the definition: it should be clearly defined as a crude oil ship, which is strictly separated from the cargo tank standard of the product tanker and the chemical tanker.
(3) Regarding the differences between the standard shipbuilding industry of the cargo tanker and the maritime organization and other circles, we believe that the standards for the specific standard indicators such as surface treatment, salt content, coating thickness, and large closure damage treatment are required. The latter requires that the standard should be based on the 15-year target service life and ballast equivalent standards. The shipbuilding industry considers that the standard of use and current use is acceptable for non-coating and partial coating, and the standard of painting should not be increased without limit. It should be scientific and reasonable.
(4) Preparation of cargo tank coating standard implementation and shipbuilding capacity, facilities, procedures, personnel requirements and prospects:
1. The shipbuilding community believes that according to this standard, the shipbuilding process sequence will be changed, the shipbuilding cycle will be extended, and the shipbuilding cost will be increased. At the same time, the shipbuilding equipment should be improved on the existing basis, such as: increasing the lifting facilities and improving the pre-assembly level;
2. With the implementation of the standard, it will definitely have a serious impact on the existing shipyards, especially the small and medium-sized shipyards, because the current shipyard facilities and shipbuilding processes cannot meet the new standards, such as the top seam of the cargo tank. If the damage is more than 2%, sandblasting is required. According to the actual level of the shipyard in China, it is unacceptable.
At the same time, we made a speech exchange speech on some issues in the process of CSR practice. In general, although the tripartite talks have always been in a state of discussion, we can feel that the voice of the shipbuilding community is much larger than before. In this meeting, everyone fully realized that in the increasingly complex business environment, in order to maintain and promote the prosperity and development of the shipbuilding industry, shipbuilding, shipping and classification societies should strengthen exchanges and cooperation with each other. The tripartite meeting is for everyone. It provided a good communication platform. The meeting deepened the understanding and communication between shipbuilding, shipping and classification societies, and enhanced friendship. Everyone said that they should work together to form a fair and sound shipbuilding market.
It is customary for the 2008 tripartite meeting to be held in China.
2.No disassembly required. Instead, the installer simply pushes the conduit or tubing onto the ferrule, tightening the domed sealing nut. The completed assembly can then be secured in the chassis by the locknut (or first secure the connector into a NPT threaded hole)
3.No threading of the conduit or tubing required to install, eliminating the possibility of cutting the conduit and creating leak paths. Applications: HVAC equipment; Machine tools; Marine equipment; Motors and controls; Printing equipment; Pumps; Refrigeration equipment; Transformer connections; Outdoor lighting
4.Complete conduit/connector system is reusable. Conduit will not wind tight onto the connector during assembly and can be easily removed by pulling while turning in a clockwise direction
5.Suitable for indoor/outdoor use; for original equipment manufacturers or field installers. 0 Ring and steel locknut included
Besides of Metal Stamping Components,the Amplifiers metel chassises and Panels, we also complete solution for OEM/ODM Products & components, offer services of deep drawing services, EMI metal shielding parts,all kinds of PVC fittings,customized PVC connectors, heat sink ,plastic molding products for custom, Plastic Injection Components, Metal Stamping Parts, home appliances accessories ,R/C drone and smart electronic toys etc.