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At first glance it may appear somewhat absurd to talk to Structural Engineers, or,
indeed, any engineer, about welding or the high temperature treatment of modern industrial metals; most members of the engineering profession are more or less familiar with the theory and main principles governing the use of one or other of the half dozen fusive agents now universally employed by the specialist, but one finds quite commonly that an impression exists that welding has positive and well-defined limitations, or that its employment is only possible in certain classes of work and in relation to the union of certain metals. This prejudice is so widespread that it may be well at, the outset to assert without qualification that, in mechanical repairs and
reconstructions and in the recreation of any of the industrial metals, there is practically no limit to its application. The idea, no doubt, had its origin in the unfortunate experience a certain number who have been the victims of incompetent operators, who have either failed to do what was required to be done or have employed an unsuitable process or fusive agent, with the inevitable result that the unit or member treated has lost efficiency or been irreparably damaged.
The introduction of scientific engineering methods in the measurements of racing yachts
is probably a matter in which few of our readers have ever had the opportunity of indulging. First of all, to those who know little of sailing, and still less of the complications of measurement for "rating" of sailing yachts, we should state that before a boat can compete in any but handicap races she must be measured in order to see that she complies strictly with the rules laid down for "class" yachts.
The preliminary report by Mott, Hay and Anderson, consulting engineers, of Westminster,
to the Ministry of Transport regarding a proposed road bridge over the Forth at Queensferry has been sent to the local authorities for consideration. The report recommends that the bridge be constructed about a mile dwnstream from the railway bridge, the cost being estimated at £5,570,000 or £6,110,000, according to the route selected for the north approach. A bridge of the suspension type and having a main span of 2,400 ft. with a minimum clearance of 150 ft.-the same as the Forth Bridge-is recommended. The report states thathe present railway bridge was completed in 1889 and was located at the narrowest part of the river, advantage being taken of the rocky island of Inch-Garvie for the site of one of the main piers. It therefore occupies the best position in this stretch of the river. The bridge consists of a main span of 2,400 ft., with a minimum clearance above H.W.O.S.T. of 150 ft. This clearance is the same as that of the Forth Bridge, but while in the case of that bridge the clearance
rapidly diminishes under the cantilevers, in the proposed bridge the clearance is maintained under the whole span. The side spans are each 1,040 ft. with clearance above
H.W.O.S.T., diminishing from about 150 ft.