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TAE MARINE REVIEW 27 zine, or any substances detrimental to machinery enter into its construction. It will not be affected by prolonged boiling in' water and. will therefore be permanent in bearings liable to be steamed. It has a high melting point and does not carbonize at a very high temperature and after being heated for some time at an extremely high temperature, it still retains its lubricating qualities. Heat and cold do not affect it and it does not be- come rancid. when exposed to atmospheric changes. In a comparative test with three high-class oils and Key- stone grease, the average coefficient was in favor of the grease as follows: In percentage 11.2 per cent 14.8 per cent (3.53 per cent. The minimum amount of friction for oil, 31 lbs. 28.5 lbs. 24.5 lbs. The m'nimum amount of friction for grease, 21.5 lbs. 22.5 lbs. The rise in temperature No. 1 oil 1° Fahr. in 17.3 revolutions. The rise in temperature No. 2 oil 1° Fahr. in 25 revolutions. The rise in temperature No. 3 oil 1° Fahr. in 20 revolutions. The rise in temperature Keystone grease 1° Fahr. in 141.6 rev. The above shows that Keystone grease is not compounded after the old formula, but is a new departure and founded on natural requirements. In comparison with oil, the test is by far in favor of the grease, the coefficient of friction being much lower. This proves that a large saving in power is ac- complished and repairs and repair bills reduced to a mini- mum. The durability of Keystone grease far exceeds oil, - making it the cheapest, cleanest and most desirable lubricant known. This lubricating grease is now used in every part of the known world, It is used on all kinds of mach'nery, station- ary engines, locomotives, steamships, passenger coaches, freight cars, refrigerating, electrical, agricultural, woodwork- ing and textile machinery. Keystone grease is made in den- sities to su:t the different classes of machinery. It is fur- nished in a light body suitable for use upon light knitting machinery or in one with sufficient body to stand the pres- sure a crushing machine will place on it. Its ability to reduce friction and minimize wear makes it an ideal lubricant. One pound will outlast four to six gallons of oil. It will not leave a gum or sediment, neither will it melt or waste away. STEEL CONSTRUCTION FOR STEAMBOAT SUPERSTRUCTURES. (From The Iron Trade Review.) For a number of years past our esteemed contemporary, The Engineering News has been calling attention to the flim- sily constructed and highly inflammable superstructures of the river and harbor boats of the country, with particular reference to those plying on the Hudson river and Long Island Sound. The recent burning of the steamer Ply- mouth of the Fall River line at her dock has been the subject of another editorial by our contemporary. It takes a stand that all steamboats used for passenger traffic should not only be constructed with steel hulls, but with fireproof super- structures, or at least superstructures, which will burn less readily and be provided with better means for the extinguish- ment of any fire which may occur than are those at present. In this contention, our contemporary is entirely right. The awful consequences. which attend a fire upon a crowded pas- senger steamer were illustrated in the case of the General Slocum, which burned in New York harbor with a loss of life of over 1,000. This occurred within a short distance of shore and within easy reach of what are probably the finest harbor fire fighting appliances in the world. Yet, so rapid was the destruction of the upper portion of the vessel that before any aid could be given her, she was burned to 'the water's edge with appalling loss of life." The burning of the Plymouth fortunately occurred when there were few people. on board. and these few were employes, all more or less fa- miliar with the boat. Yet, so rapid was the spread of the fire that one of these men, who probably knew his way about the ship, and who had only himself to take care of, was not able to escape. Had this fire bccurred at night in the middle of Long Island Sound, when the vessel was loaded with sleeping passengers, the consequences would have been too horrible to contemplate. It does' not seem, at first. glance, an impossible or even difficult problem to render these boats more safe. The super- structures are, at present, almost entirely of wood construc- tion. In these days of economical production of iron and steel, it. seems almost criminal that so'dangerous a material as 'wood"should be employed! itisuth "a"'place. Steel columns, ' girders and floor beams could, undoubtedly, be employed in place of wood, and metal sheathing is no experiment. It might be contended that the decorative effects contained in the interior of these boats are impossible without the use of wood, but is it worth while to sacrifice hundreds of lives, from time to time, for the sake, more or less, of glaring ornamentation? Nor are we ready to admit that wood is absolutely necessary for this purpose. Expanded metal and plaster partitions might be employed and handsomely dec- orated and stamped metal ceilings could be made to give almost, if not quite as artistic an effect as highly carved wood. While there may be engineering difficulties in the way of substituting steel for wood in these boats, we do not believe that they are insuperable. There is, undoubtedly, a field for the extensive use of steel if the matter is only properly taken up. ENGINEERING ITEMS FROM BRITAIN. The death has taken place at Edinburgh of Mr. Andrew Betts Brown, head of the firm of Brown Bros. & Co, Ltd., and a well-known inventor in matters relating to marine -engineering. He was the inventor of the steam and hydraulic reversing engine, but his greatest achieve- ment was the telemotor and' steam tiller, with whic practically every steamship is fitted. The firm of waich he was the founder. has been entrusted with many im- portant contracts by the British admiralty and ae governments. A great movement is on foot in Britain to establish at Scotstoun, Glasgow, a large ordnance works and a dock. The firms interested in the combination are those great building, ordnance and armor plate concerns which came ~ to an understanding some little time since with the ob- ject of improving the conditions all around, and increasing the facilities of output. These companies are Messrs. Cammell Laird & Co., Birkenhead and Sheffield; Messrs. John Brown & Co., Clydebank; and the Fairfield Ship Building & Engineering Co., Ltd, of Govan. The works contemplated at Glasgow are intended for the manufac- ture of ordnance and machinery and fitting same on board the warships for which they are intended. The site se- lected covers an area of some 20 acres. _ Mr. Charles M. Holder died at his late residence in Brooklyn, N. Y., on May 26, at the age of eighty-five years. He had been engaged all his life in spar making and ship repairing at New York, under the firm name of Holder & Smith. The firm retired from active business several years ago. Capt. John Johnston died at Detroit at the age of seventy- three years. He retired about fifteen years ago, having sailed the lakes at that time for about thirty-five years in the em- ploy of the late A. Chesebrough and C. C. Blodgett. The J ames Reilly Repair & Supply Co. have just adee into their new building in New York, a handsome seven- story light brick structure, which will give them much greater facilities for handling their extended business.