responsible for improving street cars’ performance.Recently, the 2020 Toyota Avalon TRD revealed its price
favourite car from the movies.Diesel answered that his favourite is still the 1970 Chevrolet Chevelle SS
battery with the connectors and the atmosphere.A battery with come corrosion on the terminals is not flat
One of those cars, a 1974 Porsche 911 Carrera 3.0 RSR IROC race car, is on sale.The asking price of the
Long weekend is ahead of us and thats not the only good news, because the price of RON 97 is down by
Diesel – RM 2.18 per litre (unchanged) Euro 5 Diesel – RM 2.28 per litre (unchanged)The price
After a brief decrease in fuel price last week, crude oil prices in the following week will experience
There’s no price list for the RS yet, which will only be delivered to customers starting January
Did I mention bigger wheels and tyres generally cost more, especially if your car comes with run-flat
Bad news for RON 97 users, or perhaps this is normal by now, because the price for RON 97 is going up
While the rain keeps falling down on us, the price of RON 97 will see a rise in the coming week.Starting
BMW Malaysia has released the updated price list for 2021 with a few notable changes.
After dismaying news of RON 95’s weekly price hike starting January 2020, we have good news that
The ceiling price of RON 95 petrol and Euro 2M diesel will stay at RM 2.08/litre and RM 2.18/litre respectively
And when that time comes, how do you ensure that you can sell it off at a higher price?
The Domestic Trade and Consumer Affairs Ministry has revoked the previous government’s fuel price
MINI JCW CountrymanAlongside the BMW price revision announcement, MINI Malaysia has also updated the
Another week and its time for the weekly fuel price update.
rendering of how it could look like.The all-new Japanese coupe is expected to be powered by a 2.4-litre flat-four
Your car ownership experience isn’t complete without having at least one flat tyre incident.
Minister of Domestic Trade and Consumer Affairs, Chong Chieng Jen has just announced that RON 95 petrol price
School holiday is here and good news for RON 97 users going on a road trip in the coming week, as the price
Score: 4 Performance: 4 Quality & Features: 4 Space: 3 Ride Comfort: 3 Fuel Economy: 4 Price
continue its downward trend as Russia and Saudi Arabia continues discussions on the international oil price
Good news for RON 97 users, as the price of RON 97 is down by 2 sen, effective 7 December to 13 December
The rear seat has no adjustable headrest and is rather flat.
After 2 weeks of decreasing fuel price and 2 weeks of increase, you can say that we’re back to
568,000 on-the-road without insurance Similar money gets you a more powerful BMW M2 Competition At this price
started the ball rolling upwards on fuel prices and is going steeper for the upcoming week, as the price
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#nbatopshot Overnight Market Update. With MC still unable to break above the $1.2B, we're flat to open today's session at +0.1%. Some S2 sets are catching a bid (RS, SS) ahead of challenge deadlines. That said, price action still feels correction territory-ish (-7% W/W). https://t.co/XTY4p9NnGJ
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In 1850, there were 24,799 sailing ships and 1,185 steamships registered in British ports. Steamships were thus still very much in the minority. However, the transatlantic route, being both prestigious and profitable, was the showcase for steam power. Regular, scheduled services by steamships were already in operation between New York and British ports such as Liverpool, Bristol and Southampton. Since the east-to-west journey by steamship lasted about 16-18 days, while sailing ships took at least 40 days on average, everyone who could afford a ticket on a steamship would take it. However, voyages by sailing ship were still being made. Poor immigrants heading for the United States would be more likely to take a cramped and uncomfortable sailing ship, while the wealthy travelled in comfort on a steamship. A fare on a steamship could be £20 or more, while steerage passage on a sailing ship could be as low as £5. The average fully-employed working-class person in the mid 19th century earned about a pound a week or £50 per year. Transatlantic steamship travel in 1850 was largely a monopoly of the Cunard Line, until two competitors — one British, the other American — went into business later in that year. Note that in this era, steamships would almost always have masts and sails in addition, to save fuel on long journeys or as a back-up if the steam engine broke down. Most steamships used side-mounted paddle wheels for propulsion, though the screw propeller was just coming into use as well. The first scheduled transatlantic passenger service was the Black Ball Line set up in 1817. This American company started out with four sailing ships running between New York and Liverpool. The innovation was that they guaranteed that a ship would set sail on a fixed day, twice each month, rather than waiting until it had a full cargo and passenger list before starting out. The Black Ball ships (and others like them) were, because of the regularity of their service, often given contracts to carry mail by national postal services. For this reason they became known as 'packet ships' (or sometimes just 'packets'), since they carried packets of mail. The phrase 'ocean liner' was also first used to describe these sailing ships owned by shipping lines. Many more packet ship companies were set up during the 1820s. Most sailed from New York to Liverpool but two companies (Grinnell, Minturn & Co and John Griswold's London Line) ran services direct to London. For the most part, in the first half of the 19th century the shipping routes between Britain and the United States were operated by American companies. The advent of steam power saw more British companies entering this market during the late 1830s and 1840s. Most packet ships were small, in the range of 400-1000 tons. By the 1840s some larger vessels were being made. They were wooden sailing ships, so not dissimilar to those of a century earlier. They would probably use more iron in their construction, as fastenings and braces within the hull to make them stronger. They were designed for speed, with long, low hulls and lots of sail area. The Montezuma, a US-owned packet ship of the Black Ball Line, launched in 1843 and wrecked in 1854. Note the red flag at the masthead with a black ball on it. The captains of these ships acquired a reputation as larger-than-life characters; one account, written by a former ship captain as a retrospective, describes them thus: It required an unusual combination of qualities to command these Western Ocean packet ships successfully. Above all things it was necessary that the captains should be thorough seamen and navigators; also that they should be men of robust health and great physical endurance, as their duties often kept them on deck for days and nights together in storm, cold, and fog. Then there were frequently desperate characters among the crew and steerage passengers, who required to be handled with moral courage and physical force, while the cabin passengers were usually gentlemen and gentlewomen of good breeding, accustomed to courtesy and politeness, which they expected to find in the captains with whom they sailed. These requirements evolved a remarkable type of men, hearty, bluff, and jovial, without coarseness, who would never be mistaken for anything but gentlemen. (From ‘The Clipper Ship Era’ by Arthur H Clarke, 1911) The first steamship to cross the Atlantic was the American ship SS ,Savannah ,in 1819. However, the ship made most of the voyage under sail alone; the steam engine was only turned on for brief periods of time. ,Savannah ,also carried no passengers. The voyage, and return trip, was a one-off done as an experiment; her engine was removed again afterwards. The first crossings of the Atlantic entirely under steam power happened nearly 20 years later. Two British-built ships, the SS ,Great Western, and SS ,Sirius,, reached New York one day apart; the ,Sirius,, with 45 passengers on board, arrived on 22 April 1838 and the ,Great Western, the following day. The Great Western Steam Ship Company was set up in partnership with the Great Western Railway company, that was constructing a railway line from London to Bristol. The idea was that the steamships would then travel on from Bristol to New York. The famous engineer Isambard Kingdom Brunel worked for both the railway and the steamship companies. The company started out with a single ship, the SS ,Great Western,. Between 1838 and 1846 she made a total of 45 Atlantic crossings, an average of six per year. Unfortunately, the company's plans to build a much larger second ship, the SS ,Great Britain,, were over-ambitious. The expense strained the company's finances; and when the ,Great Britain, ran aground on her fifth transatlantic voyage the Great Western Steam Ship Company was unable to pay its creditors and went bankrupt. SS Great Western arrives in New York,. The SS ,Great Western, was acquired by the Royal Mail Steam Packet Company and put on their Southampton to Barbados route. SS ,Great Britain, was eventually refloated and salvaged, and after one more transatlantic voyage was put on the England-to-Australia route by her new owners. She has been restored and is now a museum ship in Bristol. The earliest competition to the Great Western Steam Ship Company came from its rival the British and American Steam Navigation Company. This company was set up by an American expatriate in London called Junius Smith, supposedly after he went on a voyage by sailing ship back to New York which took him 54 days (compared to the average of 40), and he decided that steam power would make things much faster. Smith's company ordered its own steamship, to be called the SS ,British Queen,. However construction was delayed; and when the SS ,Great Western, was ready for sea, the SS ,British Queen, was still over a year away from completion. Determined not to be beaten, Smith decided on a publicity stunt. He chartered a small steamship called SS ,Sirius,, which had been launched the previous year and was operating a service between London and Cork in Ireland. The ,Sirius, was really too small to cross the Atlantic, but nevertheless managed to beat the ,Great Western, by a single day and enter the record books as the first crossing of the Atlantic under steam power alone. Legend has it that after the ,Sirius, ran out of coal while still at sea, her crew were forced to burn the cargo, the cabin furniture and one of the masts to keep the engine running. Also, while the ,Sirius ,was the first ship into New York harbour, she had received a head start over her rival; and the ,Great Western's, crossing time was faster by three days. A 20th-century replica of the Sirius under steam. When the SS ,British Queen, was ready — she made her maiden voyage in July 1838 — the British and American company gave back the ,Sirius ,to her previous owners. The ,British Queen, was slightly slower than the ,Great Western,, but significantly larger with the capacity for 207 passengers. The British and American Steam Navigation Company launched its second ship, the SS ,President,, in 1840. Their plans were to run a monthly service across the Atlantic between Liverpool and New York. The ,President ,was even larger than ,British Queen,, but also slower since her engine was underpowered for the weight. Unfortunately, after just three voyages the SS ,President, was lost at sea in a storm in March 1841; all on board her drowned. The tragedy caused the company to go out of business. Contemporary artist’s impression of the last moments of SS President Following the bankruptcy of her owners, the SS ,British Queen, was acquired by the Belgian government. They set up a route from Antwerp to New York, calling at Cowes in England to pick up passengers. The fare was £21 per voyage excluding meals. However, the service was not a commercial success; in 1844 after just two years of service the steamship was scrapped. The first two steamship companies on the Atlantic route thus both went out of business during the 1840s. The third company to enter the market was far more successful: the Cunard Line. Samuel Cunard was born in Canada, and was the president of the Halifax Steamboat Company, operating services between Halifax and other Canadian ports as far as Quebec City. In 1839 the British government requested tenders for a mail contract between the UK and Canada, and Cunard won the bid (against competition from the Great Western company). The Cunard Line began its regular transatlantic service in July 1840. Their ships sailed from Liverpool to Halifax, and then on to Boston in the USA. In 1848 the Cunard Line also began a direct service to New York from Liverpool. Cunard guaranteed a fortnightly service, ten months per year (and once a month in winter): it was this frequency and regularity that allowed him to win the mail contract. The regular income from the British government for carrying its mail also helped Cunard stay financially viable when their early competitors went out of business. Cunard initially constructed no fewer than six ships all built to a standard design: SS ,Britannia,, ,Acadia ,and ,Caledonia ,which all entered service in 1840, SS ,Columbia, which first sailed in 1841, SS ,Hibernia, launched in 1843, and SS ,Cambria ,built to replace SS ,Columbia, when that ship was wrecked off the coast of Nova Scotia in July 1843. SS Britannia. Note the red funnel adopted by the Cunard Line as its distinguishing feature. The Cunard ships were smaller than the ,Great Western, and ,British Queen, and far less comfortable inside; but they were designed for reliability and safety. Charles Dickens and his wife (and their maid) sailed from the UK to the USA in 1842 aboard the ,Britannia,, and he wrote a vivid description of the experience in his book ,American Notes,. I shall never forget the one-fourth serious and three-fourths comical astonishment, with which, on the morning of the third of January eighteen-hundred-and-forty-two, I opened the door of, and put my head into, a "state-room" on board the ,Britannia ,steam-packet, twelve hundred tons burthen per register, bound for Halifax and Boston, and carrying Her Majesty's mails. That this state-room had been specially engaged for "Charles Dickens, Esquire, and Lady," was rendered sufficiently clear even to my scared intellect by a very small manuscript, announcing the fact, which was pinned on a very flat quilt, covering a very thin mattress, spread like a surgical plaster on a most inaccessible shelf. [...] And I sat down upon a kind of horsehair slab, or perch, of which there were two within; and looked, without any expression of countenance whatever, at some friends who had come on board with us, and who were crushing their faces into all manner of shapes by endeavoring to squeeze them through the small doorway. We had experienced a pretty smart shock before coming below. [...] Before descending into the bowels of the ship, we had passed from the deck into a long narrow apartment, not unlike a gigantic hearse with windows in the sides; having at the upper end a melancholy stove, at which three or four chilly stewards were warming their hands; while on either side, extending down its whole dreary length, was a long, long table, over each of which a rack, fixed to the low roof, and stuck full of drinking-glasses and cruet-stands, hinted dismally at rolling seas and heavy weather. [...] I observed that one of our friends who had made the arrangements for our voyage, turned pale on entering, retreated on the friend behind him, smote his forehead involuntarily, and said below his breath, " Impossible! it cannot be! " or words to that effect. By the late 1840s, the Cunard Line was dominating the transatlantic passenger trade, with over half of all non-steerage passengers travelling by steamship by 1845. This alarmed the US government, which saw the previous American dominance of the transatlantic trade, with its sailing packet ships, slipping away. In 1845 they decided to subsidise a steamship service between New York and continental Europe, as a result of which the paddle steamer SS ,Washington ,began operating a route to Bremen in Germany in 1847. In 1849 the US government offered a similar contract to carry the mail between New York and Liverpool, in direct competition with the British Cunard service. The New York and Liverpool United States Steamship Company won the contract; it is more commonly called the Collins Line after its manager Edward Collins. Their first ship, the SS ,Atlantic,, departed New York for Liverpool on 2 April 1850. The line also operated three more ships, the ,Arctic,, ,Baltic ,and ,Pacific,, like the Cunard ships all built to a standard design. The Collins Line ships were larger, faster and more luxurious than the Cunard vessels, so the company quickly made an impact. However, its ships were also much more expensive to operate than the Cunard ships, so despite a $385,000 per annum subsidy from the US government, they were losing money. After much negotiation, in 1852 Congress agreed to increase the subsidy by more than double. In 1854, the Collins Line ship SS ,Arctic ,was involved in a collision and sank at sea with the loss of 322 passengers, including Edward Collins's wife and two children. The ship had lifeboats for less than half the number of people it carried; and the crew panicked and took the boats leaving almost all the passengers to drown. Two years later, the SS ,Pacific ,was also lost at sea, with 186 people on board. Her fate remained a mystery; one theory was that, like the ,Titanic, 55 years later, she collided with an iceberg. Last moments of the SS Arctic. She only had six lifeboats for over 400 people. Following these two disasters, in 1857 Congress reduced its subsidy back to the former level, and in 1858 the Collins Line went bankrupt. Its ships were auctioned off and mostly scrapped. Another steamship company also entered the market in 1850. This was the Liverpool and Philadelphia Steamship Company, also more commonly known as the Inman Line after its founder William Inman. Their first ship, SS ,City of Glasgow,, was iron-hulled and used a screw propeller, instead of the wooden-hulled paddle steamers used by Cunard. This advanced technology made their ship significantly cheaper to operate than the older designs. Her first voyage departed in December 1850. Over the next three years the company acquired two more ships, SS ,City of Manchester, and SS ,City of Philadelphia,. Disaster struck in 1854 when two of their three ships both sank, six months apart, with a loss of 480 lives. Nevertheless, the Inman Line recovered from this setback and in 1855 acquired three more steamships. By the late 1850s they were running to New York instead of Philadelphia, and by the mid-1860s they were operating a weekly service, sometimes twice-weekly at peak times. One of the biggest innovations of the Inman Line was that they were the first steamship company to transport steerage passengers, jammed into tiny, cramped accommodation but paying only about one-third the ticket price of First Class passengers in their saloons and staterooms. Their first steerage service began in 1852. (Steerage passengers were already being transported on sailing ships; letting them on board steamers was the innovation.) As a final note, it is a sobering thought how often the words ‘sank’, ‘lost at sea’, ‘wrecked’, ‘ran aground’ or ‘lost with all hands’ appear in this short account. Ocean travel was extremely dangerous, even in the 1850s. SS Great Western crossing the Atlantic Ocean
If you live in SF now you could live like a king in Spain or Portugal. My wife and I moved from the Austin area to the Valencia Provence of Spain. We paid cash for our home and vehicles and are debt free. Consequently our cost of living here is very reasonable by US standards and our quality of life is good and includes the things you cited. For the most part our day to day living expenses are covered by our social security benefits. We are budget travelers and in general our total travel expenses tend to run about 250 € a day, though a trip to Russia was 350 € a day and a road trip was 150 € a day. There’s a lot of variation in home prices. I’ve seen flats in nearby Gandia going for as little as 35k € (though they will be small and low end) and high end homes going for a million or more. We got a nice place in a nice neighborhood for 270k €. We do pay Spanish income taxes on our SS benefits but our property taxes are only 720 € a year. Where we really save is on healthcare expenses. In 2017 when we left the US we were paying $1400 a month for low end Bronze ACA HMO plans with $7200 deductibles (and our payments were continuing to increase of course). Here we’re paying 316 € a month for the two of us on the public system. Drugs seem to run at about 12% of what one would pay in the US. The down side is that you will probably not find employment here. You’re going to need to be able to pay your own way. Life in Spain is good for a retiree, probably not so good for someone who needs a job.
The price of SS Sheet is around Rs.130–150 /kg in the market and for MS angle or flat it is Rs.45–50/ kg. I hope this helps you.
I believe the answer is more historical. Today, the Korean style chopstick that you see is made of stainless steel. Originally, it was made of silver and used by the monarch and high officials. The thought was, the chopstick would turn black reacting to poison if you were trying to assassinate the King, as well he has food tasters, and such. Similar to the current US president, where he only eats meals prepared by his personal chef and someone in the secret service eating it before hand to ensure its safety. Today, chopsticks are made from a variety of materials, stainless steel, plastic, bamboo, pine (disposable), carbon fiber, titanium, boron carbide, collapsible etc.. I’ve used all the common variety for everything around the house and cooking. In fact, if my Grandma was still alive, she’d probably use chopsticks to take the lugs off my wheel to change my tire! The use doesn’t make much difference to me; I’ve cooked with plastic, cooked with bamboo and unless you’re holding it to the fire, it’s fine; after all, how long does it take to flip chicken wings on the barbeque? I have SS for the novelty, but prefer bamboo or plastic. When beating an egg in a Chinese bowl, I don’t have to worry about chipping my bowl. Considering the cost, I can buy a lot of bamboo chopsticks for the price of SS; and if they start getting a little worn, I use it in my garden. In the end, use what’s most comfortable for you or what’s at hand and for whatever justification seems right to you. If you’re concerned about burn marks on your bamboo or melting your plastic, then use SS!
The only reasons I can think of that someone would ask such a question are: For college homework For building a small/ish boat If it’s for college homework, then learn how to do research. If you can’t even read internet resources then the future is bleak for you (unless there is nothing available in your home language). There is an unlimited amount out there in English, anyway. If it’s for steel boatbuilding then all I can tell you is the UK standards for these things - it’s all I know. Steel boatbuilding in the UK, We use 43A plate for the hull, deck and superstructure. It is standard mild steel plate. You can use a slightly harder grade such as 50B up in the bow, if you expect to be sailing in ice areas and want to be able to ram bergy bits out of the way with no denting. 50B is harder to bend, though - so you are in for more work and need better tools to work with it. You’ll be doing comparatively more welding of stubs onto flat plate to pull it around curves with your chain hauler. I knew a guy who built a 36 foot boat with a job lot of 50B and it was more work than with 43A. Also, never use Russian or Chinese steel as the stuff that will be palmed off on you in a cheap retail environment will be rubbish. I used 43A straight off the British Steel decoiler at Bristol to build my boat, blasted and primed at source, and its rust resistance is almost unbelievable for mild steel. Some Russian stuff is falling to bits after a few years and looks like a death trap. Corten steel, Some people build their boats out of Corten steel. I don’t know of any yards that do this - but plenty of DIY boats have been built from it. It is an alloy steel that is used for building bridges and shipping containers. Here are some itemised points about Corten for boats: Corten is designed for above-water harsh environment duty where paint coatings may be breached. The purpose of the steel is to generate a limited and controlled rust coating that does not progressively eat into the base metal, as with regular mild steel, and at a much lower cost than stainless steel. This assumes the coatings will be breached, and maintenance will either be zero or late in coming. It is not designed for underwater use in salt water. It may or may not perform well in this duty but it was not a design consideration for the steel alloy. Use of Corten involves some harsh decisions on the welding filler. It can be welded with regular 6013 mild steel rods, 316 SS, or 312 SS (29/9 dissimilar metal rods). Containers are welded with 6013 as it is assumed that their service life is finite. If you weld a Corten steel boat with 6013 then immediately you have the issue that welds below the waterline are of lower quality than the base metal - which is the opposite to usual policy. If you weld with 316 the cost is very high compared to 6013 at £20 / packet. If you weld with 29/9 rods then the costs go through the roof, these rods are £140 a packet or thereabouts, retail. There are no Corten rods available as far as I know. So you have to decide if your welds are going to be (a) lower quality than the surrounding metal and therefore vulnerable below the waterline, or (b) hugely expensive. Corten is now used for architectural metal facings for buildings, where it is left uncoated. The pleasant shade of rust is deemed to be attractive by some architects. As it in theory degrades no further than the surface, it is more or less the equivalent of copper-nickel for such purposes, but much cheaper. The proliferation of the boxes (shipping containers) means that Corten is now very widely available. I don’t know enough about Corten’s performance underwater in the marine environment to know if its use is a good idea or not. As it will generally be welded with 6013’s it seems there are some inbuilt risks here: the weld zones will corrode first, if metal is exposed. I’d much rather build a metal boat with cupronickel (copper-nickel) as I regard that as the perfect metal boat material: no corrosion of any consequence underwater, high nobility (high position on the galvanic scale), self-anti fouling, needs no painting above or below the waterline except for visual reasons (the 90–10 alloy goes dark green, so a copper-nickel boat’s topsides look highly ‘unusual’ to most eyes - there is one near me). Still, people are leaving alloy boat topsides raw now, and there is a certain utilitarian look to these things. With architects using bare steel as a building fascia now, it seems that tastes are changing and the ,au naturel, look is gaining ground. At least the building won’t go up in flames due to the cladding.
Oxy-acetylene is best for fast torch cutting of heavy steel, when rough edges and heat input to the material do not matter. Oxy-propane can be used for slower but cheaper cutting, or heating steel for bending or welding. Its main advantage is simply that it is cheaper; also you can get a new bottle of propane anywhere but an acetylene delivery will be maybe next week; and it won’t cut too fast too hard, just in case your mind wanders and you leave the torch too long in one spot. A different gas nozzle is used on the torch, for propane: don’t use the acetylene nozzle. Also, many people don’t like acetylene bottles as they have a bad rep for explosions when abused or in accidents - but everyone has propane bottle around. You must use a flame arrestor on an acetylene bottle. It’s hard to dispose of an acetylene bottle as many facilities won’t touch them: an old bottle with a rusty bottom and some gas still in it, dropped on concrete next to someone smoking, could be a bundle of fun. An acetylene bottle tends to be large-format as you don’t want to be messing around with small ones - but propane is in a handy 13kg size if you don’t want the XL size, and that smaller bottle is easy to hoik around up and down as needed. So oxy-propane tends to be a better solution if you’re moving around. In steel boatbuilding, the torch is used to help persuade steel plate to mould to a non-flat shape, when pulling it with various methods. A torch can be used for preheating in cold weather for some types of stainless welds, and stainless to mild welds, when the welds are cracking due to too much temperature change in a small area with cold base material all round. So I’d consider using the torch played carefully on the materials first when welding a heavy SS 316 chainplate to a thick MS semi-bulkhead, with the ambient temperature around freezing.
I do seminars in Florida and deal with hotels and their setup staff. This setup was completely intentional and more costly than the simple stage with two video wings. Then you add the coloring to emphasize the shape. No. You did this on purpose and paid extra money for it to happen. Why? You also (probably) had to sign a separate waiver of liability because of the two runways. Depends upon how sophisticated the hotel is. A simple flat stage would have sufficed and could have easily been configured for video angles behind. Remember, TV is 2D.
The best way to join stainless steel to mild steel (such as standard 48A plate) for most applications is MIG welding if the metal is under 2mm thick (sheet metal), or stick welding if the material is 3mm or over in thickness (plate, sections such as angle or flat bar). Between 2mm and 3mm it’s a toss-up. Outdoors: use stick welding as it’s hard to get the gas in MIG to cover the weld zone when there is any wind. For very thin sheet or pipes (~1mm), use TIG welding. Stainless to mild steel requires a dissimilar metals filler rod: this is marked 312 (US classification) or 29/9 (UK system). It has 29% chromium, 9% nickel. This filler gives the strongest weld, the least potential for post-weld cracking, and preserves the rust proof quality of the weld zone best. It is always used when the job has to be done by the book. In practice I’ve found that a regular 316L rod works fine most of the time. It’s also cheaper, as 312’s are among the most expensive of all sticks. If you are doing a job for yourself, and it will not be exposed to severe marine weather (wetting / heat / salt / freezing / cyclical stresses), or severe cyclical reversing stresses, then 316 will do most of the time. The proper solution is a dissimilar metals rod: 29/9, aka 312. This is the prescribed filler metal for dissimilar steels.
There are two survival options I can see: a seagoing community that moves north with the temperature, and a land-based community that owns land now where it is currently too cold for agriculture. It soon won’t be. With the land option, plan for a small community somewhere north and high, near a lake and with spring water that has no habitation or possibility of habitation above it. It’s going to get at least 10C hotter than today and the sea level is going to rise another 70 metres, in this phase of the glacial cycle, as we approach the interglacial temperature peak. Human activity will probably cause that date to come forward a fair amount, and most of its implications will be in evidence a very long time before the peak - even in 1,000 years’ time it is likely that most of its effects will be felt. In the northern hemisphere, high-volume life south of 40 degrees North will probably not be possible, due to the heat causing agriculture to be almost impossible (except for desert plant species). Your community will probably need to be north of 60N and certainly 55N. Buy land near a lake fed by a spring, with no real possibility of habitation above you that can foul or block the spring. Buy the land the water rises on. A location that is about 5C too cold for agriculture right now is about right, as they will be well-placed to farm throughout a wide temperature band and therefore an extended time period. They will need land to farm, so buy enough land to feed five or six families, or whatever you can afford - most of it needs to be flat. It should be cheap just now as it probably will not support anything except pine forests. The lake can be stocked with trout or similar later on. Start to make the land more fertile by adding good topsoil and composted materials. Build a house with several outbuildings, so there are no planning permission problems later. Tie up the ownership in some kind of trust, so that no one can ever sell it, and to make it more difficult for compulsory purchase by aggressive authorities later when times get really hard. Start to buy metals and diesel, and store them in mineshafts that are extremely difficult to steal from. Mild steel, 304 stainless, and 70–30 cupronickel will become the most valuable commodities, when weighed against current prices (obviously, heavy weapons and gold are the ultimate hedge but we are not going to get into that). Flat bar, angles, pipes will all be worth their weight in gold. You can blast and prime mild steel plate and sections with epoxy primer, and it will last for ever. SS and cupronickel are pretty much indestructible when kept out of sea water. Of course, you need to have some funds to carry out this kind of project. It’s also best if different families are involved. So, speak to a lawyer about ways to protect the project, and then use a modern web-based method to find well-funded like-minded families to join you in your future-proofed survival community plan. You will probably want to choose a farmer, a miner, and a practical engineer to start your project with. You could set rules such as X amount of funding / hours of work per year to stay in the project, with non-compliance leading to removal and a new family from the waiting list coming in. Within 200 years you will be sitting pretty, never mind 1,000. A2A: “I'm building a survival plan for my bloodline for the next 1000 years. What can I do today that will benefit my progeny in future generations?”