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 i%i\ 
 
A COMPENDIUM 
 
 ON 
 
 [AILWAY a\ BEARINGS 
 
 KV 
 
 E. MACKENZIE, C. E., 
 
 .. . . 
 • • • 
 
 • • * • 3 
 
 • • > 
 
 f . • '' 
 
 I ,<■ • J • I 
 
 CiJ\.jyfJ\.'IDJ>i., 
 
 1880. 
 
To 
 
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 pal 
 
 St 
 wil 
 
 Ml 
 
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 ft 
 
MoNTHEAi.. May 1st. IHMO. 
 
 To Riiihr((ii ('omjfdnits and their Mandyns: 
 
 The very difficult tuul perplexed <|uesti<»ii of L(»f(»- 
 inotive and Car Beariu^H has now been satisfactorily overcome, 
 and the experiments and testimonials contained in this 
 pamphlet will set at rest any doubt as to the superiority of the 
 Star Metal over every other Bearin(^ — and a perusal of it 
 will well reward the reader for his time thus spent. 
 
 The following are a few of the advantages nf the Htar 
 Metal, viz: — 
 
 Star Metal will outwear Brass or Babbitt Ct>mi)Osition. 
 Star Metal will not wear the Journal as much as Brass. 
 Star Metal will not heat so readily as Brass. 
 Star Metal will not cut the Journal when hot. as Brass 
 often does. 
 
 K. MACKENZIE. 
 
 59 .SV. S>(//>i'n' Stm'f. 
 
FACTS ABOUT FRICTION. 
 
 « * m* *- 
 
 The resistance called friction, and the best means of 
 reducing it in machinery, constitute one of the most im- 
 portant—though, by no means, the best understood — subjects of 
 practical mechanics. What we know concerning it is due entirely 
 to experiment, and some of the results are what might not 
 have been expected prior to experiment. As it is impossible to 
 render two surfaces perfectly smooth and hard if they are 
 pressed together, the slight and insensible elevations of the one 
 will interlock with the corresponding depressions of the other, 
 and to produce motion bstween them, these slight asperities, 
 must be abraded, or the surfaces themselves must be partly or 
 wholly separated, resulting, in either case, in a loss of power. 
 While on the one hand, friction is a constant and important 
 element as a source of wast« in motive power, it is, on the other 
 hand, an indispensible condition, not only to mechanical motion, 
 but to the stability of all structures, and to human ex- 
 istence itself. Its reduction to the lowest possible point in one. 
 case, and its retention to the highest possible degree in another, 
 constitute one of the most perplexing problems in mechanics. 
 
 SLIDING AND ROLLING FRICTION. 
 
 Friction has been, usually, defined to be of two kinds, 
 sliding and rolling ; the first being that resistance, which occurs 
 when two surfaces, either plane or curved, slide upon each 
 other; the second, resistance when a body with a curved sur- 
 face is made to revolve upon another, either curved or plane. 
 It is difiicult, however, to conceive that there is more than one 
 kind of friction, and that what is called rolling friction is any- 
 thing but sliding friction not overcome by power, and as the 
 successive points of the surface of the rolling body come in 
 contact with the 'surface over which it is rolled, constituting 
 fulcrums, by which, on the principle of the lever, the rolling 
 
 I . 
 
! ' 
 
 6 
 
 body is eoiitiiiually lii'ted 5i<j,iiin.st gravity and pried ovrr the 
 inequalities of the surface. Tiius, tlie drivin<;-\vluel of a 
 locomotive may be considtuvd as an infinite number of levers, 
 of which the fulerums are the successive resistances of friction 
 between the points of contact ol the wheel and rail, and tlu' 
 weight to be overcome, the sum .)f the sliding frictions between 
 the journals and their bearings. When tlie friction at the 
 circumference of the wheel tsxci^eds the friction at tlu; axles, 
 the power of steam b^Mug sufficiently great, the train will move 
 forward ; otherwise the driving-wheels will revolve, and the 
 train will not advance, the so-called rolling friction being, in 
 this instance, ordy sliding friction overcome by power. When, 
 therefore, sliding friction is changed into so-called rolling 
 friction, the advantage gained is partly in the ap])lication of 
 the power tlirough a lever. It will be observed that wdien the 
 surface of the wheel meets with an obstruction or a grade, 
 gravity acts against the sliding friction of the rail, and that an 
 obstruction is more easily surmounted when the radius of the 
 wdieel is the longer. It is obvious that the longer the long 
 arm of the lever, the more easily the centre of gravity of tlu- 
 wheel is lifted over the obstruction. 
 
 LEADING PRINCIPLES. 
 
 The most essential facts which experiment has shown 
 concerning resistance, some of which, as befori; stated, wovd<l. 
 hardly, have been expected prior to experinuMit, are, that it 
 bears to the pressure upon the surfaces, in contact, a ratio whicli 
 is constant for the same materials and condition of surfaces. 
 and that while the character and condition of the surfaces are 
 unchanged, friction is independent of the extent of those sur- 
 faces. The second of these facts may be illustrated in the 
 following manner : A bhick of wood or iron of any given weight, 
 liaving faces of different dimensions, will recjuire the same 
 power to move it upon a surface of the same kind, whether 
 the block rests upon its larger or smaller face; the apparent 
 exception in the case where one of the surftices is being very 
 much reduced, as a skate or an edged tool, having reference.^ 
 in reality, to the effect of abrasion, or to the nianner of 
 application of the power, and not to the actual friction between 
 
the surfaces. If tlio ice were, everywhere, ('(jually Hiiiootli, it 
 would reijuire the same power to piisli a man .stamlin-- erect 
 M1.011 skates, whetiier the skati^ bhuhis were 1-I(ith of an inch 
 or SIX iiiche.s in thieknes.. IJut the first of these hiws, tliat 
 friction vanes directly as the pressure upon the surfaces in 
 contact, and is the same for the same materials and condition 
 of surfaces, is of the ^^reat.^st interest, and of the greatest 
 practn-al importance in mechanics, relatinj> as it docs, to the 
 anti-frictional value of various substances, the strenuth of 
 materials between which friction may take {.lace, ami the 
 various exiKuJients, tlie use of lubricants and alloys, by which 
 friction may bo lessened. 
 
 It is found by experiment that if a block of wood or iron 
 be moved upon a surface of the same material and de«;ree of 
 smoothness, by a force acting parallel with the surfaces in 
 (•ontact, the force, necessary to overcome! the friction of the 
 surfaces, will always be a certain fraction of the weight or other 
 ])ressure which forces the surfaces together; that this power 
 must be increased or diminished with' the increase or diminu- 
 tion of the i)ressure, and that it varies in like manner with the 
 roughness or smoothness of the surfaces, and with the nature 
 of the materials composing them, but, otlierwise, remains 
 constant. This necessary power, wliich is called the co-efficient 
 of friction, to overcome the friction between different surfaces 
 has not been determined with great exactness, owing to the 
 difficulty of obtaining any fixed standard of smoothness. The 
 co-efficient of friction of iron upon iron has been estimated at 
 about .28 of the vertical pressure; tluit of iron upon brass, 
 well polished, about .116; when not so smooth about .263; 
 iron upon copper about .17. With the friction of metals upon 
 each other as a general rule with lubrication, the co-effic4ent 
 of friction is estimated at about one-tenth of the vertical 
 pressure. While experiment thus shows that friction is less 
 between substances of different kinds — steel upon steel beiuL' 
 the only exception— it is also by no means a matter of indiff- 
 erence which way motion is applied in those of a fibrous nature, 
 less friction being observed to take place where motion occurs 
 accross than when parallel to the fibres. The power that is 
 lost in overcoming friction, it is well known, re-appears in the 
 form of heat, which, increasing with the increase of friction, 
 
8 
 
 bocomoH not only a tC8t of tlie viilnc of Inbiioants, but also ol" 
 tlio anti-frictional valuo of the niatorialH in contact, and, when 
 excessive, is exceedingly prejudicial in destroying' bearing's, and 
 in tirinj:? nei<?hborin|.^ conibustiblcH. It is not the intention of 
 the writer to eidar^jje upon the evils that have resulted from 
 imperfect bearin.iis, and travellers liave experienced the sick- 
 enin.t,' sensation caused by the smell of burninji' oil, arising from 
 hot boxes, and been sulyecUnl to detention and, consequently, 
 danger by the train being stopped V)etween stations. Many, 
 no fl<)ubt, have witnessed the futile attempts to remove a ruined 
 bearing with feelings anything but agreeable. Aside from 
 considerations of safety, wliich, sometimes, it might appear is 
 not the paramount duty or object with raiiway companies, 
 the destruction of journals, and, indirectly, sometimes of the 
 train itself, are, frequently, the result of imperfect bearings. 
 
 AXLE FRICTION. 
 
 Of the various kinds of friction, I will treat on axle 
 friction as bearing on the subject of this pamphlet, which, in 
 railway locomotion, it is found an element of the greatest con- 
 sequence to overcome. The great force with which the bearing 
 and journal are pressed together must result in great frictional 
 resistance and conse(|uent waste of jmwer; and, as in trans- 
 ferring the sliding friction between the rim and the rail to 
 the sliding friction of the journal and bearing, the first 
 named friction may be considered a power on the long arm of 
 a lever, whose radius is the length of the wheel, and the sliding 
 friction of the axle may be considered a weight on the short 
 arm, whose length is the radius of the journal ; it follows, that 
 the smaller the diameter of the journal, consistent with strength, 
 the greater mechanical advantage of the lever will be obtained. 
 The limited surfaces, therefore, of the journal and bearing, 
 between which friction is constantly taking place,— whilst not 
 rendering from this cause the friction any less,~necessarily 
 have the" tendency to abrasion of the surface, and the reten- 
 tion and concentration of the heat, developed upon a small 
 surface, materially, aid in the destruction of both journal and 
 bearing. 
 
9 
 
 DISCOVERY OF STAR METAL 
 
 In the courw of a Horics of oxporiiDi-rits witli zinc or 
 spoltor, iniido mnu^ yoiii-H i.-o, it, wan dif^cc.vcrod that the ii.«c 
 vi certain clieniicalH lia<l a peculiar cttoct in clian'-in- the 
 nature (.f the n.etal, and from tliiH/o/7„/,r,/r cireun.^^t';lnee the 
 celebrated Star metal bearin- was constructtid and niven to 
 the world. Ihe new project, however, like all new under- 
 takin-H, met with many discoura-in- ob.stacleH, and the 
 attempts, by analy.si.s, to discover the new alloys, have retarded 
 Its univernal adoption. 0,, a prominent road 'in the Dominion 
 after repeated failures to arrive at the ingredients, another 
 article was substituted and used for some time, till at len..th 
 owing to constant delays to trains, it was abandoned " ' 
 
 BRASS BEARINGS. 
 
 Prior to the invention of Star metal, the bearino' most 
 commonly in use was made of solid brass. The friction of an 
 iron axle in a box of brass, well lubricated, was estimated at 
 1.40 ot the total pressure with which the surfaces were brou'dit 
 topther. With moderate pressure, low velocities and perfect 
 lubrication, this alloy did very well for a bearin^^ The com- 
 position of brass, as, commonly, used for this purpose, is nine 
 parts of copper and one of tin. Now, althou-h copper has m. 
 marked chemical affinity for iron, combinim^ with it chemically 
 only in small quantities, it is, however, we'll known that there 
 18 a strong attraction between the two when brought together 
 under certain conditions— an attraction which does not exist 
 between many metals under similar circumstances. If a clean 
 wrought iron nail be dipped into, and then withdrawn from 
 a dish of melted spelter or zinc, it will c(mie out clean and 
 without any particles of zinc adhering. If the same nail be 
 dipped into a mass of melted copper, the copper on the other 
 hand will, to a certain extent, adhere with irreat tenacity, and 
 the nail will be to this extent coated with copper, and the same 
 i« true, to a greatt^r extent, of tin. The same phenomenon takes 
 place when a brass bearing becomes heated ; the oil havin.- 
 been decomposed, the bearing becomes heated, and owino- *o 
 

 10 
 
 the peculiar nature of the compound, the tendency of its 
 elements to adhere to iron, what is known in railway parlance 
 as " cutting," takes place between the bearing and journal, and 
 the brass is sometimes found embedded in the latter to the 
 depth of one-eighth — frequently of one-fourth of an inch, thus 
 often resulting in the entire destruction of the journal. 
 
 It should be remembered that experiments have shewn, 
 especially those of Coulomb & Renne, that not only is 
 friction greater between surfaces of the same kind than 
 between those of a different kind, but in the latter case fric- 
 tion is greater between surfaces that are fibrous than those 
 that are crystalline and granular ; brass and wrought iron are 
 botli malleable, ductile and fibrous, and for the purposes of 
 friction may be considered as fibrous substances of the same 
 kind, with the additional disadvantage of attraction between 
 the particles of heated copper and tin, and the surface of the 
 iron ; take, as an illustration, a railway car brake and the 
 iron shoes, which are far more effective than wood in bringing 
 the train to a sic 
 
 t" 
 
 BABBITT METALS. 
 
 Sometime about the year 1844 a new material for 
 bearings was given to the world, by the invention of Mr. 
 Isaac Babbitt, of Boston. This was a soft alloy, composed of 
 copper, tin, and regulus of antimony — not strictly speaking 
 an invention, but the application to anti-frictional purposes of 
 an alloy not before unknown. While it w?,s an excellent 
 bearing for rght machinery, and possessed frr railway pur- 
 poses the advantages of «>;reat convenience of ;ipplication and 
 (juickness of adapting itselfto the joiirnal as it was soft, and not 
 liable to so quickly heat during the first fev^ miles of running; 
 cm the other hand, it pojs^ '^ssed disadvantages which rendered 
 it unfit and too expensive f^r railway bearings. Its softness 
 made it liable to receive dirt and grit, which, becoming im- 
 bedt^cd in the material, wore oat the Journals with astonishing 
 rapidlcy, m that in the TJnited States, where it had obtained 
 considerable use, it became a common remark among Railway 
 men; ''We cannot afford to use Babbitt metai bearings — 
 they wear our Journals so fast." Another great disadvantage 
 
 bee 
 
11 
 
 was tho low degree of fusibility o*' Babbitt metal— not much 
 higher than that of lead— and, consequently, the frequent 
 destruction of the bearing by melting, when, from absence of 
 oil, higher velocitv than usual or other causes, the friction 
 wab greater than ordinarily. Still another objection was the 
 attraction existing between heated copper or tin, and iron 
 already mentioned in connection with brass bearings ; when 
 the Babbitt metal became melted, the tin, in its composition, 
 would adhere to the journal and b; come imbedded therein' 
 cuHing it and rendering it unfit for further use. ' 
 
 This alloy, has, now, almost been abandoned for railway 
 bearings. 
 
 m 
 
 SOFT METALS. 
 
 There are some railway companies in the United States 
 a\id other countries who, a few years ago, used bearings 
 composed of different combinations of lead,'tin and antimony, 
 which, altiiough cheaper in cost, are very much inferior i:i 
 quality to the Babbitt composition, possessing all its disad- 
 vantages in a higher degree. 
 
 With but few exceptions, wherever such alloys have 
 been, or are being used, it is with admitted dissatisfaction. 
 
 The hijh fusiUc point of Star metal is not one of its 
 least important qualities. In this respect it does not differ 
 much from brass, but it is much higher than that of Babbitt 
 or soft metals. In separating the Star metal from the brass 
 enveloi>e, by melting the former in the furnace, great care 
 iias to be taken or the brass will melt also, But while not 
 (littering much from brass as to the point of fusion, in case a 
 Star metal bearing heats, it does not cut the journal, as do 
 Babbitt metal and bi-ass under similar circumstances. There 
 is no attraction between the elements of the heated Star metal 
 and the journal, and the de?^truetion of the bearing by heating 
 is not accompanied by the injury of the journal. 
 
 
 THE MOST PRACTICAL TEST, 
 
 however, of the anti-frictional value of two rubbing surfaces — 
 the most reli.,,>leco-effieient of f'rietion, is the quantity of heat 
 
i'i 
 
 12 
 
 developed betwooji them. As in the subject under considera- 
 tion, one of those surfaces, that of the journal, must, for 
 purposes of strenj^th, be always of the same material ; tlie 
 comparative amount of heat developed between the journals, 
 and the different materials used for bearintis is, in such case, 
 an infallible measure of the waste of power. The most severe 
 trials to which a bearing could be subjected, have clearly, 
 established that in this respect, as, in almost, all others. Star 
 metal is, immeasurably, superior to all other anti-frictional 
 substances. This miuht, upon general principles, have been 
 anticipated prior to such test from its known qualities, its 
 remarkable hardness, its tine crystalline structure, and its 
 cntlrf diffcrena' in natut'c from the nmicridl, with which it 
 amirs in contact — ({ualities generally wanting in both brass 
 and Babbitt metals. 
 
 Babbitt metals are obtainable at a nominal figure, but 
 the users of them — after a time — find that they arc, in the 
 long run, dearer than the more costly at the outset — hence 
 the unprecedented demand, of late, for Star metal. These 
 cheap Babbitts, it is evident, must be composed of something 
 like 9-lOths of lead, or the vendors thereof could not afford to 
 sell at 7c. per lb. and upwards — whilst, in Star metal, which 
 lasts so much longer than eitlier Babbitt or brass — (cidr. 
 letter, herein, from Wm. Clendinneng, Esq.,) there is not a 
 particle of lead. 
 
 In conclusion, I have only to repeat the conviction wliicli 
 a careful examination of the ((ualities of Star metal in 
 connection with friction has plainly established, viz. : That 
 the discovery of this alloy, and its application to anti-frictional 
 purposes, are effecting an immense saving in motive power 
 and in material ; that it conduces largely to human safety 
 and comfort, and wl'le accomplishing these objects, it becomes. 
 uiK questionably, a benefaction to the human race. 
 
 Steps have been taken for the general use of the bear- 
 ing in France, Belgium, Russia and England, wliere experi- 
 ments, highly satisfa(;tory, have been, and are now, bein<'' 
 made. 
 
 Thi! foundry for the l)(»minion is establislied in Mont- 
 real, where every bearing is made under the suj)ervision of 
 the writer. 
 
13 
 
 They are being universally adopted in the Dominion, and 
 are in use on the following railways :— 
 
 NORTHERN and NORTH WESTERN RAILWAYS, 
 
 NORTH SHORE RAILWAY, 
 
 QUEBEC M. 0. AND 0. RAILWAY. 
 
 L. AND KENNEBEC RAILWAY, 
 
 QUEBEC AND LAKE ST. JOHN RAILWAY, 
 
 QUEBEC CENTRAL RAILWAY. 
 
 ST. LIN RAILWAY, 
 
 ST. LAWRENCE AND LAKE CHAMPLAIN R.R. 
 INDRUSTRIE. 
 
 whilst other companies are trying them with a view to their 
 ultimate adoption. 
 
 1 v| 
 ) ■ "I 
 
 I m 
 
 h 
 
 R. MACKENZIE, Agent, 
 
 59 St. Sulpice Street 
 
 MONTREAL. 
 
w 
 
 
 *. 
 
 i 
 
 
 
 
 . 
 
 M. 
 
 14 
 
 CERTIFICATE 
 
 FROM 
 
 RICHARD EATON, Esq., 
 
 LOCOMOTIVE AND CAR SUPERINTENDENT. 
 
 Grand Trunk Eailway of Canada. 
 
 Montreal, 24th Dec, 1866. 
 
 I have much pleasure in testifying to the great advan- 
 tages of the Star Metal Bearings. 
 
 From continuous experiments which I have made during 
 the past twelve months, I find that this metal wears, consider- 
 ably, longer than Brass, in the proportion of two to three- 
 two Star Metal Bearings being equal to three of Brass. 
 
 This was the result of eleven experiments, from actual 
 observation; one pair, especially noted, ran 39,960 miles, 
 under a heavy sleeping car, No. 65, when the brass gave out^ 
 whilst the Star Metal was not much more than half worn. 
 
 The first cost is considerably less than brass, owing to the 
 difference in weight. 
 
 We have now in use on the G.T.R. over 3,400 of these 
 Bearings, and I consider them for superior to brass in efficiency 
 and economy. 
 
 (Signed,) R. EATON. 
 
15 
 
 Sfbts mxti ^mmbu gailtoan. 
 
 rM 
 
 Contractor's Office, 
 
 Quebec, January 22nd, 1875. 
 R. MACKENZIE, Esq., 
 
 Railway Supplies, 
 
 Montreal. 
 Dear Sir, 
 
 We have much pleasure in informing you that the Star 
 Metal Bearings, purchased from you last spring, have given 
 us entire satisfaction; and they bear out the recommendation 
 you gave us of them at the time we made the purchase— 
 and, as far as we can see (after a summer's use,) fully support 
 the high testimonials given you by the numerous railways 
 that have used them. We are now putting the bearings on 
 about 40 cars (box and platform) ; and we doubt not that in 
 the spring we will be in a position to give you another order 
 for a lot. 
 
 Yours truly, 
 
 (Signed,) LAROCHELLE & SCOTT, 
 
 Contractors, 
 Levis ovid Kennebec Railway. 
 
i; tf 
 
 16 
 
 Bortbern Uatllyaii of Canaba. 
 
 Mechanical Department, 
 
 Toronto, March 30th, 187S. 
 R. MACKENZIE, Esq. 
 
 Dear Sir, 
 
 In reply to your enquiry as to our experience with the 
 Star Metal Bearings, of your manufacture, I have great 
 pleasure in stating that they are giving us every satisfaction. 
 We have had them in almost exclusive use, under our cars, 
 for past three years, getting good service and mileage from 
 them.. 
 
 Yours truly, 
 
 (Signed,) P. CLARKP], 
 
 Mechanical Superintetidenf. 
 
17 
 
 Montreal, April 15tli, 1878. 
 Mr R. MACKENZIE, 
 
 Montreal. 
 Dear Sir, 
 
 Referrinj^ to Star metal bearings, and my testimonial 
 thereon, dated Dec, 1868, 1 bej^- to say, whilst usino them for 
 a considerable period afterwards, they jiave every satisfaction, 
 whereas the bearings made from a pretended analysis of the 
 veritable Star metal, and supplied to the G. T. R., were con- 
 tinually giving out, and caused many detentions to trains— 
 so much so, that Mr. Brydges would not tolerate them, and 
 stopped their use. The general adoption of these bearings 
 would have been a great saving to the company. 
 
 ! > 
 
 I 
 
 Yours truly, 
 (Signed,) 
 
 i. 
 
 KICHARD EATON. 
 
M 
 
 18 
 
 giortlj S|}orc |laill\3aij. 
 
 Contractor's Office, 
 
 Quebec, March 18th, 1878. 
 
 RICHARD MACKENZIE, Esq., 
 Railwai/ Supplies, 
 
 Montreal. 
 Dear Sir, 
 
 We have been using your Star Metal Bearings for about 
 twelve months, and, so far, they have turned out well. In 
 fact, we have had no trouble whatever. We require nothiujj; 
 better. 
 
 Yours truly, 
 
 (Signed), .E. HARDMAN, 
 
 Merhdnlail Superintendent. 
 
 I 
 
19 
 
 ^ 
 
 djiubtc €mit'iil |[aill\)a^. 
 
 
 Sherbrooke. April 26tli, 1878. 
 11. MACKENZIE, Esq. 
 
 Montreal. 
 Dear Sir, 
 
 The Star Metal Bearings, purchased by this Company, 
 have proved entirely satisfactory ; they have run upwards of 
 40,000 miles, and are still in use. I find them fully 30 per 
 cent cheaper than brass, and have much pleasure in recom- 
 mendino them to Superintendents who may be using that 
 metal. 
 
 I am, dear sir, 
 
 Yours truly, 
 
 (Signed), 
 
 A. HALE, 
 
 Superintendent Q. C. R. 
 
 3 i 
 
2(» 
 
 Quebec, xMay Hth, 187H. 
 
 RICHARD MACKENZIE. Esq., 
 
 Montreal. 
 
 Dear Sir, 
 
 Rcf'erriijo' t<i your Star Metal Bearin<;\s, which have been 
 ill use on tlu; Leviss and Kennebec Railway for over four years, 
 I take pleasure in endorsing- the letter of our late firm, dated 
 January 22nd, 1875, and would say, in addition, that I have 
 no reason to change my opinion expressed in that letter. The 
 bearinn's gave me entire satisfaction, and I have no hesitation 
 in r(!commending their use to railway companies or con- 
 tractors. 
 
 Yours truly. 
 
 (Signed), 
 
 CHAS. A. SCOTT, 
 
 Rnilwufi Contractor, 
 
21 
 
 Boxth Short iaillTJU^. 
 
 R. MACKENZIE, Esq. 
 Dear Sir. 
 
 Contractor's Office, 
 Quebec, Oct. 1st, 1879. 
 
 In reply Uy your enquiry as to our experience with the 
 Star Metal BcaringH, I have much pleasure in informing you 
 that they are givinjr us every satisfaction. We have them 
 under all our cars, running- on all classes of trains, more par- 
 ticularly on Construction Trains, where tliey get a very severe 
 test, by heavy loads and long runs, the result of which is very 
 satisfactory, for we experience no trouble from hot boxes 
 where proper care and attention are given to the cars, in all 
 cases giving a good mileage, and I consider them more econ- 
 omical than Brass Bearinirs. 
 
 Yours truly, 
 
 (Signed), J. A. SLACK, 
 
 Mechanical Superintendent. 
 
22 
 
 
 m 
 
 (Quebec Central ^lailbup. 
 
 SlFERBROOKE, IHtli Oct., I87l). 
 
 R. MACKENZIE, Esy., 
 
 Montreal. 
 
 Dear Sir, 
 
 llet'errino; to your Star Metal Bearin<;s which this Com- 
 pany has been using- for some time, I am pleased to inform 
 you that on enquiry I find that our Mechanical Superintendent 
 can fully endorse his memorandum of April last as to their 
 durability. I will shortly send you an order for another lot. 
 
 Yours truly, 
 
 (Sij>;ned), 
 
 R. D. MORKILL. 
 
 I i 
 
23 
 
 (Copy.) 
 
 (Ijucbcf, PontrenI, minimi tf dPmbcntal |lui(ii3au 
 
 (WESTERN DIVISION.) 
 
 Master Mechanics' Office, 
 
 HocHELAOA, Dec. 8th. 1879. 
 R. MACKENZIE, Esq., 
 
 Montreal. 
 Dear Sir, 
 
 In reply to your enquiry re<rarclin^^ Star Metal (Jar 
 Journal Bearin;j;s, supplied to this line by your firm, I rej^ret 
 to say that I have not kept any mileage record of their dura- 
 bility, but have run them on trains against various other 
 kinds of car journal bearings, introduced by celebrated 
 makers, of both American and Canadian manufacture, and I 
 am pleased to state that your Star metal bearings have, in 
 nearly all cases, shewn by far the best results, and the fact 
 that your Star metal bearings are used, exclusively, under all 
 chK^scs of cars, on this line, should be the best proof that they 
 are giving perfect satisfaction, and 
 
 I am. Yours truly, 
 
 (Signed,) A. DAVIS. 
 
I I 
 
 !'■ 
 
 24 
 
 I'! 
 
 (Copy.) 
 
 Harbor Commissioners op Montre/ 
 
 Chief Engineer s Office, 
 
 Montreal, 18th March, 1880. 
 R. MACKENZIE, Esq., 
 
 Montreal. 
 Dear Sir. — 
 
 We have two bearinp;s 10 inches in diameter by 15 inches 
 lono- under the tun^bler shaft of one of our large dredges, 
 working witli a pressure of 300 lbs. per sijuare inch at 10 
 revolutions per minute, lined with your Star metal, and on 
 examining them after seven months' use, both bearings and 
 shaft are found to be in excellent condition. 
 Yours truly, 
 
 (Signed,) JOHN KENNEDY, 
 
 Chief Engineer. 
 
 f 
 
 (Copy.) Caledonia Works, 
 
 Montreal, 23rd March, 1880. 
 
 Mr. R. MACKENZIE, C. E., 
 
 Montreal. 
 Dear Sir, — 
 
 Referring to your Star metal for bearings for shaftinu. 
 I consider it far more economical than the ordinary Babbitt, 
 owing to its durability, with less wear to the shafting, -.hicii 
 is scarcely perceptible. 
 
 Yours truly, 
 
 (Signed), JOHN McDOUGALL. 
 
25 
 
 Montreal, ai.st March. 1880. 
 
 (Uopy.) 
 
 a. MACKENZIE, 
 
 Montreal. 
 Dear Sir, — 
 
 R'fcrrino- to your Star mjtal boariii-s put into usu bv 
 iJie some seventeen months ago for my stationary en-ine. I 
 have made eiuiuiries, and my foreman says that tliey are 
 <' >in<.' well, i.,nd has had no occasion to touch them. Whereas, 
 with brass, he says, every six or seven month.-, they hav(« to 
 be re-faced. 
 
 I shall use nothin««- else but Star metal in future. 
 Yours truly. 
 (Si-ned,) WM. CLENDINNENd. 
 
 (^'••l»y-> SoREL. 9th April. 1880 
 
 TO WHOM IT MAY CONCERN. 
 
 This is to co'rtify that some of our largest and heaviest 
 bearings are lined with the K. Mackenzie Star Metal, 
 ;iiid after a season's oj)erations find they are scarcelv worn at 
 all. with a great saving in oil. An outside pi-opeller shaft 
 bearing lined with the same metal, so far. has proved superior 
 to any we have ever seen used working in water. 
 
 (Signed,) JA3IES HOWDEN, 
 
 Mechdulcul Super iutendcnty 
 
 Harbor Trust. 
 
 Montreal. 
 

 26 
 
 (Copy.) Montreal, 10th April, 1880. 
 
 To Mn. R. MACKENZIE, C.E., 
 
 Montreal. 
 Dear Sir, 
 
 Referriii''' to your bearin«>s of Star metal, I beg- to say, 
 
 during my contract with the Government on the Montreal 
 
 and Ottawa Railway, as the cars required new bearings — that 
 
 I renewed them, exclusively, with your Star metal — being 
 
 found more durable and economical than those taken out. 
 
 Yours truly, 
 
 (Signed), DUNCAN MACDONALD. 
 
 BABBITT. 
 
 Note. — In connection with the object of this pamphlet, 
 the manufacture of Star Babbitt, for bearings for mills, 
 sugar refineries, &c., has sprung up, and the secret alloys are 
 now applied to this purpose also ; the saving as compared 
 with the common Babbitt, being about the same as Star metal 
 is to brass,. for railway purposes. 
 
27 
 
 iCuyy.) 
 
 I ' 
 
 (Sranb Crunli lailluau. 
 
 CAR DEPARTMENT. 
 
 Point St. Charles Station. Sept. 8tli, 1865. 
 
 To K. EATON, Esq. 
 Sm. 
 
 No. 64. first-class car, came by No. 1 th.ni the West, vvitii 
 two of the Star Metal Bearings, which answered first rate. 
 They are now working very smoothly. 
 
 No. 22. first-class car. which has also two of these Bear- 
 ings, did not return with No. (14. T cannot ascertain the 
 cause of this. 
 
 Yours respectfully, 
 
 (Signed,) 
 
 WM. rORNEK. 
 
! t 
 1 i^ 
 
 i, fi 
 
 P!^:^J 
 
 \U 
 
 28 
 (Copy.) 
 
 6rmib Crunh EiilUuaw. 
 
 CAR DEPARTMENT. 
 
 Point St. Chakles Station, Dec. 20th, 186"), 
 'J'o R. EATON, Esq. 
 
 Sir, 
 No. 8*J sleeping car had two Star metal bearings No. 13, put 
 in to run against two brass bearings No. 13. Commenced running 
 September 4th, between Montreal and Toronto, and has continued 
 to do so until the present time, making 86 single trips, or 28,168 
 miles. 
 
 lbs. 02. 
 
 1 Star metal bearing put in 7 
 
 Taken out 6 1 
 
 Lost 15 
 
 1 Brass bearing put in 7 
 
 Taken out 5 11 
 
 Lost 1 5 
 
 1 Star metal bearing put in ^^^^^0 
 
 Taken out 6 Oi 
 
 Lost \^ 
 
 I Biass bearing put in 6 1 
 
 Taken out 4 4 
 
 Lost 1 13 
 
 The bearings are all marked with the weight when put in 
 and the weights when taken out. I have sent them to your office 
 for inspection. The loss on the Star metal has avereged but 1"' 
 ounces, whilst the loss on the brass has been an average of 
 1 lb. 9 oz. 
 
 Yours respectfully, 
 
 (Signed,) WM. CORNEK. 
 
29 
 
 (Copy.) 
 
 6rantr Cnmh ilatltoair. 
 
 CAR DEPARTMENT. 
 
 Point St. Charles Station, February 17th, 1866. 
 To R. ^ATON, Esq. 
 Sir, 
 No. 53, first-class car, running (central) between Montreal 
 find Toronto, starting October 16th, 1865, by No. 4 Train ; stopped 
 on its downward trip, Feb. 10th, 1875, and brought to Point St. 
 Charles for repairs. This car has been running with two Star 
 metal bearings against two brass bearings ; they were weighed and 
 the Aveignts of each were stamped on them at the time of being put 
 in — they have now been taken out again, weighed and stamped. 
 Tliis ear has run 14,008 miles. I send yon the bearings for your 
 inspection. 
 
 lbs. oz. 
 
 Star metal, when put in 7 2 
 
 '* " " taken out 6 9 
 
 Lost 9 
 
 Brass, when put in 7 15 
 
 " " taken out 6 11 
 
 Lost 1 1 
 
 Difference in wear, for the time, in favor of Star metal, 8 ounces. 
 
 lbs. oz. 
 
 Star metal, when put in 7 2 
 
 " " " taken out 6 7 
 
 Lost 11 
 
 Brass, when put in 6 8 
 
 *' " taken out 5 4 
 
 Lost 1 4 
 
 Difference in wear, for the time, in favor of Star metal,^ounces! 
 
 The four bearings, in each case, were running in one truck, at 
 cross-angles. 
 
 The loss on the Star metal has been 20 oz. 
 
 The loss on the brass has been . , 37 oz. 
 
 Yours respectfully, 
 
 (Signed,) WM. CORNER. 
 
 i t 
 
30 
 
 (Copy.) 
 
 
 ' ■ ; i 
 
 ^ 
 
 6rantr Cnmh |i{ai(iaiin 
 
 CAR DEPARTMENT. 
 
 Point St. Chaulks Station, Feb. 28ti), ]80(i 
 
 To K. EATON, Esq. 
 
 Siu, 
 
 No. 56, first-class car, has been running since September 5tL. 
 1865, between Montreal and Toronto (central); it was stopped on 
 the 14th instant, for repairs. This car was supplied with two Star 
 metal bearings, to run against two brass bearings; they were 
 weighed, and the weight of each bearing was stamped on them at 
 the time of being put in ; they have now been weighed and taken 
 out and stamped. This car has run during this time of trial, 
 25,362 miles; I send the bearings in for your inspection. Both 
 Star metal and brasses were No. 1 pattern. 
 
 lbs. oz. 
 
 Star metal, when put in 7 2 
 
 " " " taken out 6 9 
 
 Loss 9 
 
 Brass, when put in 7 12 
 
 " " taken out q 3 
 
 Loss 1 9 
 
 Star metal, when put in 7 2 
 
 " " taken out 6 13 
 
 Loss 5 
 
 Brass, when put in 7 9 
 
 " " taken out 7 
 
 Loss 9 
 
 The four bearings, in each case, were running in one truck at 
 cross angles. 
 
 The loss on the Star metal has been 14 oz. 
 The loss on the brass has be n 2 lbs. 2 oz. 
 Touts respectfully, 
 
 (Signed,) WM. CORNER. 
 
31 
 
 (Copy.) 
 
 (?5ranb Cntnh fiuiltoair. 
 
 CAR DEPARTMENT. 
 
 Point St. Charles Station, April 13th, 186(5 
 I'o R. EATON, Esq. 
 Sir, 
 
 No. 15, first-class car, was reported to you on the 26th Feh- 
 rtmry as having arrived and required extensive repairs. 
 
 This car was supplied on the 16th October, ise"), with four 
 Star metal bearings running against four brass bearings. This 
 car, from the 16th October to the date of its being stopped for repairs, 
 had run 24,892 miles. On lifting the car to take out the bearings 
 we find two of the Star metal bearings and two brass bearings 
 from one truck had been taken out and new brass bearings put in 
 their stead ; where it has been done, I have no means of ascertain- 
 ing, unless you can find out this from any reports you may have. 
 The Star metal bearings remaining together with the brass bearings, 
 marked and stamped, were both in one truck. 
 
 They have all been again weighed and stamped, shewing as 
 follows : — 
 
 lbs. oz. 
 btar metal when put in 7 
 
 " " " taken out 5 14 
 
 Lost 1 2 
 
 Brass, when put in 7 iq 
 
 " " taken out 5 4 
 
 Lost 2 6 
 
 Star metal when put in 7 q 
 
 " " '' taken out ..[ 510 
 
 Lost I 6 
 
 Brass, when put in 7 iq 
 
 " " taken out 5 3 
 
 Lost 2 7 
 
 Shewing that the Star metal has lost .,2 8 
 
 " " " Brass « » 4 13 
 
 Yours respectfully, 
 
 (Signed,) WM. CORNER. 
 
 •I 
 
 1 i 
 
-I 
 
 
 32 
 
 (Copy.) 
 
 CAR DEPARTMENT. 
 
 Point St. Charles Station, April 20th, ISfiH. 
 
 To R. EATON, Esq. 
 
 Sill, 
 
 No. 63, first class car, was supplied, on the 12th September. 
 1865, with two Star metal bearings, running against two brass 
 bearings, in the same truck. This car was stopped for repairs, on 
 the 2nd instant, having run with these bearings 14,464 miles. 
 Instead of repairing the trucks, Mr. Wilson has changed them for 
 a pair of the same kind ; but the axle boxes are No. 7, consequently 
 <(>uld not put in the No. I bearings, 
 
 ll>8. oz. 
 
 Star metrJ bearings, when put in 7 2 
 
 " " " " taken out g 12 
 
 Lost 6 
 
 Brass bearings, when put in 7 14 
 
 " " " taken out 7 
 
 Lost 14 
 
 Star metal bearings, when put in 7 o 
 
 " '• " " taken out '.'..'. 6 lii 
 
 Lost 8 
 
 Brass bearings, vvhen put in 7 1 
 
 " " " taken out g 5 
 
 Lost 12 
 
 Loss on the Star metal, 14 oz. 
 Loss on brass, 25 oz. 
 
 Yours respectfully, 
 
 (Signed,) WM. CORNEIt. 
 
(Copy.) 
 
 33 
 
 (^nanb ^runh Iluilbun, 
 
 CAR DEPARTMENT. 
 
 Point St. Chart.es Station, Aug. 29th, 18(1(!. 
 To R. EATON, Esq. 
 Sib, 
 
 No. 65, first-claHS car, started to run Oct. 16th, ]86.-., with four 
 Star metal bearings and four brass bearings ; this car has run eight 
 months and three weeks, making sixty round trips since the time 
 named ; th- car was two months in sliop under repairs, viz. : 
 March and April ; it has run .39,960 miles. On examining the 
 hearings on Friday last, the 24th inst., found one brass very much 
 worn, and it had to be taken out ; at the same time had to take out 
 the Star metal bearing opposite to it ; the other three Star metal 
 liearings and the three brasses were good and fit to run for at least 
 a month or six weeks. 
 
 Star metal, when put in 17 * ^ " 
 
 " " " taken out 5 ]„ 
 
 I^ost 1 ^ 
 
 Brass, when put in ^ 
 
 " " taken out r, 1 
 
 Lost 2 ;! 
 
 Yours respectfully, 
 
 (Signed.) WM. COIINEK. 
 
 ■ I 
 
 • I 
 
 I 
 
 P.S.— I send you in the Star metal and brass bearings fov 
 \'our inspection. 
 
 WM. CORNEK. 
 
34 
 
 n\' 
 
 Comparative Statement of saving by the use of 
 Star Metal and Brass Bearings. 
 
 The saving on 1 00 cars, assuming the price charged to be th.- 
 name for both nutaJs, would be as follows, viz. : 
 
 No. hearings, lbs. lbs. 
 Cost of brass 10(. X 8 X 8 = 6400 (ci> 30c. $1920.0(. 
 
 Cost of Star metal 100 X 8 X 8 =G400 
 
 ypecific gravity less by 20 p. c. =1280 
 
 5120^300. 1636.00 
 Duration 33 p. c. greater than brass • 
 
 (see G. T. R. exp.) 512,,, 
 
 Actual cost of Star metal $1024.00 
 
 In heu, however, of the price being the same as brass, it i. as 
 -o to 30 cents per lb., thus eflfecting an additional saving on 10.) 
 cars of $320, or equal in 1000 to a total saving in favor of Star 
 metal of $22,800--for the number of bearings enumerated-which 
 have to be replaced on an average, at least once a year Thus 
 showing on 1000 cars, an aggregate gain of $45,600 per annum 
 I^^qnal to a saving in favor of Star metal of about 15 cents per lb! 
 or on 1000 cars, .'§22,800. 
 
 The subject of lead lined bearings is a matter of secondary 
 .onsideration for new work, but where it is a question of bearings 
 to replace old ones, they are supplied with the lead lining in order 
 to adapt the bearing to the inequality of the old journal. The 
 discoverer of the alloys for the Star metal is also the originator of 
 this idea. 
 
rj 
 
 35 
 
 NoiK.— 'I'hose desirous of testing the bearings, should 
 send exact length and diameter of Journal, when new, with 
 a wooden pattern, and a set will be supplied, on the under- 
 standing if, upon trial, they are not satisfactory, that no 
 ( harge will be made. 
 
STAR METAL BEARINGS. 
 
 WEIGHT OF RAIL.S PER MILE. 
 
 THE SKCTIONAL AllKA — WKKiHT I'KU YAIID— WKIOHT PEH MII.K 
 
 OK H1N(JLE TUAC'K 
 
 Tong, 
 
 2,210 Ihi. pe 
 
 r mile. 
 
 Tom. 
 
 Cwts. 
 11 
 
 Lbi 
 
 78 
 
 48 
 
 81 
 
 14 
 
 33 
 
 8U 
 
 8 
 
 04 
 
 8S 
 
 _ 
 
 
 91 
 
 r. 
 
 80 
 
 100 
 
 11 
 
 4k 
 
 110 
 
 — 
 
 
 
 117 
 
 17 
 
 Hi 
 
 125 
 
 14 
 
 32 
 
 141 
 
 8 
 
 01 
 
 157 
 
 3 
 
 84 
 
 To find weight in tons i>er mile of mil, divide weight mr yard btj 7, ami 
 multiply oy 11. j i a u t 
 
 Number of Hnlln Per Mile of Track. 
 
 Lengtii of Bail. 
 
 15 feet. 
 
 16 feet. 
 
 18 feet. 
 
 20 feet. 
 
 21 feet. 
 
 licngth uf Kail. 
 
 22 teet. 
 2 1 feet. 
 26 feet. 
 28 feet. 
 30 f6et. 
 
 Number. 
 
 480 
 440 
 400 
 377 
 352 
 
 Number of Fish- Join to Per 9Ille ofTrnck. 
 
 Length of Bail. 
 
 Number. 
 
 Length of Hail. 
 
 Number. 
 
 18 feet. 
 
 20 feet 
 
 21 feet. 
 
 22 feet. 
 
 .587 
 528 
 503 
 480 
 
 21 feet. 
 20 feet. 
 28 feet. 
 30 feet. 
 
 440 
 400 
 377 
 352 
 
 Number of PountlN of .Spikes Per Mile of Track. 
 
 Si/.e of Spike, 6^ by 9-16 inclies fr„m 6,250 to 5,.500 Ibf. 
 
 Number of Oonh-TIcn Per Mile of Track. 
 
 Distance frora centre to centre, 2 feet o 04l tie.s. 
 
 2] " 2,.348tie8. 
 
 2;i " 2,113 ties. 
 
 '■^1 ' 1,021 ties. 
 
 •' 1,701 ties. 
 
 « 
 (( 
 
 (( 
 
 (I 
 
 Averatpe Weight Per BuMlioi of Couls. 
 
 1 Bushel Anthracite = 86 11,8. I 1 hushel Charcoal (har.l-woo.l) = 30 lbs. 
 
 1 Bituminous^ 80 lbs. | 1 '• Coke^.. ...3211)?. 
 
 *i- 
 
R. MACKENZIE, 
 
 
 I.MI'OKrKK OK AND DKAI HK IN 
 
 ^ 
 
 AND 
 
 |{atlir:!g anil ^teaii|lifoat 
 
 MoNTF^EAL, 
 
 »iij«jjilii\s^. 
 
 MANUFACTURER OF STAR METAL BE A RINGS. 
 
 Agencies, 
 
 I I'URTON & SOMS, Celebrated Steel and File Manufacturers, iScc. 
 
 NASHUA IRON COMI'ANV, KorKnuK-^ for Railroads and Sieamlioais, i^c. 
 
 .S{'HAKFFF':R i*i 15UI)1)KN|{KR(], New \'ork, Km;ineers mu\ Manufactur rs 
 of I'atent Steam Hydraulic \':unnnn (lauges, Revolution C'oiniters, In li 
 cators, ivc. 
 
 JOHN WILKKS iS: SONS, liordesley Metal Tube Works, I!ik.min(;h a.m. 
 Manufacturers of the I'atent Seamless Copper 'rnbinn, (Jopper and Hr.'ss 
 Wire, &c, 
 
 llONORK DK.MOOR, I?|.:i.(;u:m, Traversing and I,iftinj; Jacks, all kin-Is of 
 Hydraulic Machinery, NVoiiton's 1 Jifferential Pulley lilocks, i"<:c. 
 
 JOHN MONCRIKFF, North Ihitish Cdass Works, Celebrated Onuge Olasses. 
 
 M. STKPHKNSON. Patent Rail Drdl. 
 
 l.ISTFR'S Patent L.)coniotive Fire (Irate. 
 
 IjROVKR'S I'atent Holdfast Washers, for securing the Nuts of Fish iSults, IIlUs 
 I'oi- Dridge Work, Machinery, I'aigities, Rolling Stock, ic. 
 
 0'