THE ITS MODE OF CONSTRUCTION BY THE NEW ENGLAND NICOLSON PAVEMENT COMPANY, AND Testimony in favor of the Pavement from Scientific and Practical Men, who are acquainted with it in Chicago, Detroit, Milwaukee, New York, Brooklyn, Philadelphia, and many other Cities where it has been extensively used during the past twelve years. Office, No. 50 School Street, Boston. THE NEW ENGLAND NICOLSON PAVEMENT COMPANY (INCORPORATED UNDER THE LAWS OF MASSACHUSETTS) 18 PREPARED TO CONTRACT WITH CITIES AND TOWNS IN THE NEW ENGLAND STATES FO^R CONSTRUCTING AND LAYING THE NICOLSON WOODEN PAVEMENT, Upon the most Favorable Terms. Onice, No. 50 School Street, Boston. THE N I C O L S ON PAVEMENT. IMPORTANCE OF GOOD PAVEMENTS. Any pavement that increases the destruction and injury of horses and vehicles, and the cost' of shoeing, and detracts from the ease, comfort, and convenience of travel and transaction of business, is not economical, though it costs nothing and lasts forever. The streets of a city are public property. Every citizen owns and makes daily use of them.' They are the only parts of a city in which all are practically interested. In point of necessity, therefore, no other public work can equal them. Yet the advantages of good pavements are overlooked and neglected. The amount of travel on the Boston and Albany Railroad is much less than that on Washington Street, Boston; for over the road there passes only now and then a train, while the street is daily crowded with men, women, and children, horses and vehicles, constantly moving to and fro; yet compare the enormous cost of building the road with the lesser cost of paving the street. The convenience and comfort of the public and well-being of the horse can be in no other way so much promoted as by radically improvig our pavements; for all will admit, that the present art of paving is more in conformity with the 4 darkness of the middle ages than the progressive enlightenment of the nineteenth century. There is scarcely a paved street in any city through which it is a pleasure to ride or walk, in consequence of the noise, dust, and mud. The suffering which we must necessarily inflict on the horse, while obliging him to travel on stone, in bruising his limbs, destroying his feet, and lessening his usefulness in so brief a period of time, should compel every friend of humanity to find some material for the' construction of pavements which will obviate these evils. No device or skill of man can change the foot of the horse; its form and structure are unalterably fixed; therefore the pavement must conform to the horse, and not the horse to the pavement. WHAT IS THE BEST MATERIAL FOR PAVEMENTS? We unhesitatingly answer wood. The objections heretofore urged against the adoption of wooden pavements were:First, that wood would decay, and thus affect the public health injuriously. Secondly, that it would wear out too rapidly. The first of these objections is now entirely set aside, for it is an admitted fact, not only that wood saturated with coal tar oils and carbolic acid -tar creosote -cannot decay, but by the wonderful agency of carbolic acid we shall be protected also from the many diseases arising from the decomposition of animal and vegetable matter. Wooden sleepers, preserved by a similar process to that by which the Nicolson Pavement is preserved, have been in use on some of the English railways for thirty years, and are vrououuced bX scientific and practical men to be as sound and serviceable as when first put down. The action of a horse and vehicle when in motion is that 5 of concussion and friction; the effect is to wear out the pavement, which is greatly increased from the necessity which arises of shoeing the horse and binding the wheel with iron. Now, practical tests have demonstrated the fact, that wood, end-wise of the grain, is the best material for resisting concussion and friction. In the mechanical arts where those forces are brought to bear, if the object is to prevent attrition and disintegration, wear and tear, substances of a dissimilar nature and hardness are brought together. II1 cases of concussion, for instance, the carpenter uses a wooden mallet to act on iron-shanked chisels; the calker a wooden hammer on steel implements; the farmer a wooden sledge on iron wedges; and the stone-cutter a wooden maul on steel chisels. When the wood becomes well hammered down, " broomed " as it is called, its power of resistance surpasses the credulity of those not practically acquainted with the subject. A single wooden maul will sometimes last a stone-cutter twenty years, and be used ten hours a day all the while. Wood is equally durable against friction, as, for instance, the steel or iron gudgeon of a turbine water-wheel is one of the most difficult things in machinery to find a bearing for; everything has been tried, and wood, endwise of the grain, is at last found to be the most durable. These practical illustrations of the durability of wood when used in the mechanical arts apply with equal force when it is used for paving. The Nicolson Pavement was introduced in our western cities twelve years ago; and the continuous and severe use to which it has been subjected, and the favor with which it is regarded, not only in those places, but also in New York, Brooklyn, Philadelphia, Pittsburg, New Orleans, San Francisco, and many other cities where it is now being extensively laid, confirms the durability and advantages of that pavement beyond question. 6 ECONOMY OF THE NICOLSON PAVEMENT. If any one could buy a pair of boots that would wear fifty years, would he consider them cheap at two dollars, provided they wore out a pair of stockings every day and seriously injured his feet? Cobble stones are very cheap, and they will wear a hundred years; but then, look at the destruction and injury they cause to thousands of horses and vehicles every year in Boston; as well as the daily discomforts to thousands of business men from their intolerable noise. The first cost of the Nicolson Pavement is somewhat greater than stone; but, when we consider the very large percentage which is saved in the cost of shoeing; the destruction and injury to horses and vehicles; the repairing of pavements, and cleaning of streets; combined with the increased ease and convenience to man in riding, walking, and transacting business, it is incomparably cheaper than any stone pavement. Though it is impossible to state what would be the exact amount saved, yet it must be apparent to any practical observer that the Nicolson Pavement will save, at least, fifty per cent. of the cost of horse-shoes and tires; forty per cent. of the wear and destruction of vehicles generally; fifty per cent. of the destruction and injury of horses; eighty per cent. of the repairing of pavements, and thirty per cent. of the cleaning of streets. It increases the value of real estate from ten to twenty-five per cent.; it diminishes the injury to freight, and, from its cleanliness, lessens the damage to clothing, dry goods, and merchandise generally; promotes health, and enables horses to draw heavier burdens. The Nicolson Pavement is the most economical pavement that can be laid. Constructed as the New England Company pledge themselves it shall be, it will last in our populous cities twenty years, and elsewhere at least thirty years; and its entire cost will be saved every five years, as before shown. For confirmation of the above statements we call attention to the accompanying certificates and reports, and also to the extracts from the sworn testimony taken on the part of the Hon. George T. Bigelow, late Chief Justice of Massachusetts,'" in the matter of the application for a renewal and extension of the Patent," before the Commissioner of Patents. METHOD OF CONSTRUCTING THE NICOLSON WOODEN PAVEMENT, AS ADOPTED BY THE NEW ENGLAND NICOLSON PAVEMENT COMPANY. PRESERVATION OF THE WOOD. The wood used is thoroughly treated by a preservative process, which completely removes the sap and supplies its place with coal tar oils and carbolic acid; rendering it indestructible from decay, and increasing its resistance to the action of the heaviest traffic forty per cent. PREPARATION OF THE GROUND. The ground is rounded off in an oval form; then it is covered with a sufficient bed of gravel, thoroughly rolled, and made as even as a house-floor. THE SUB-STRUCTURE. This consists of boards of uniform length (four or six feet), laid side by side, lengthwise of the street, entirely covering the ground, their ends resting on stringers embedded in the gravel, on a level with its surface. THE UPPER STRUCTURE. This consists of pine blocks, six inches deep, three inches thick, and from six to twelve inches wide, set upon the flooring 2 10 in rows, across the street, and so arranged as to break joints; these rows are separated from each other by temporary strips of board, three-quarters of an inch thick and six inches deep. Several rods, more or less, being laid, the temporary strips between the first two rows of blocks are removed, leaving a continuous groove from curb to curb, which, after it is properly filled, constitutes the foothold for the horse. THE FILLING. This consists of pebbles, from three-eighths to five-eighths of an inch in diameter, together with asphaltum and coal tar, treated and applied as follows: the pebbles are heated very hot, and filled into the groove (made as above stated) to the depth of three inches; boiling asphaltum is now poured in until the pebbles are covered, completely filling the interstices of the blocks and flooring beneath; this filling (before cooled) is rammed.down with a bar of iron of suitable width and thickness; the upper half of the groove is then filled level with the surface, in the same manner, and again rammed; and so on with each groove throughout the whole pavement. THE DRESSING. The entire surface of the pavement is now treated to a coating of hot asphaltum, and spread over with beach gravel to the depth of an inch, and allowed to remain; this becomes partially pulverized, and ground into the fibres of the wood by the travel on the street, forming a hard, firm and permanent coating of silica. 11 WE CLAIM THE FOLLOWING ADVANTAGES FROM THIS METHOD OF CONSTRUCTION: — Carbolic acid, with which the wood is impregnated, is the most perfect antiseptic and disinfectant known; possessing the peculiar property of preventing and arresting the decomposition of animal and vegetable matter; thus, the health of localities in which the pavement may be laid will be promoted. The substructure is a continuous and adequate flooring, every square inch resting directly upon the bed of the street; which is indispensable to the retention of the blocks in their original even and harmonious position. Large wooden blocks (made by pegging together smaller ones), supported only at their ends, must yield in the centre, and continue to yield more and more every year, so that, sooner or later, they will either break, or become permanently depressed, resulting in a very uneven pavement; with alternate ridges and depressions throughout its whole extent. The grooves will last until the blocks are worn down to. the foundation. In fact, the durability of a wooden pavement depends upon their depth, perfection and efficiency; for, without them, the horse has not a secure foothold. In the Nicolson Pavement they are six inches deep, and the fillingg works out so as to leave their depth, at all times, just right for the corks of the horse-shoe, and never anlly deeper. They are constructed with perpendicular sides; thus giving the horse a far better foothold than mere shallow grooves, formed by the beveled edges of two rows of blocks in contact, which must become obliterated by the wearing away of the surface of the pavement, long before the blocks are sufficiently worn down so as to become useless. The grooves and interstices of the blocks and flooring, being filled with boiling asphaltum, renders the pavement perfectly water-tight; the same as the roofs of our houses which are protected in a similar way. Thus the ground is never dis 12 turbed by water running down between the blocks; nor does it freeze, so that gas and water pipes can be laid or repaired as easily in winter as in summer, -a matter of no little importance in this climate. The foundation being of boards of uniform length,four or six feet, -the pavement can be easily taken up in sections, without disturbing its continuity of surface. The coating of silica prevents slipping in wet weather. Foothold on Nicolson Pavement. Fig, 3. AA Bite --------— v —--------. a —, —*-.-, —, --.,... D D ot E Motion of Wheel on Nicolson Pavement. Foothold on Cubical Block Pavement. eig. 2. A/ An ti~g.7. Foothold on Cobble Stone Pavement. Fig.] Motion of Wheel on Cobble Stone P avement. 3 18 CERTIFICATE FROM CHARLES T. JACKSON, M.D., ANALYTIC AND CONSULTING CHEMIST. " NEW ENGLAND NICOLSON PAVEMENT COMPANY, "BOSTON, May 8, 1869. "GENTLEMEN, —I have examined a series of your prepared Wooden Pavement blocks, sent to me by the President of your Company for that purpose, and find them to be thoroughly impregnated with carbolic acid and coal tar oils, and varnished on their surfaces by coal tar. "These blocks have not been exposed to so high a temperature as to weaken the woody fibre, but have been deprived of all the sap, and the coal-tar oils and carbolic acid have taken its place. " In my opinion these blocks will withstand the action of water and atmospheric influences for a great length of time. "The influence of carbolic acid constantly emanating from a pavement like this, must have an excellent sanitary effect, by preventing or destroying all putrescent exhalations from the soil, such as are likely, if not so destroyed, to produce fevers. "Respectfully your obedient servant, CHARLES T. JACKSON, M.D., State Assayer to the Commonwealth of Massachusetts, Analytic and Consulting Chemist. CERTIFICATE FROM THE MAYOR, OFFICERS, AND TAXPAYERS OF THE CITY OF MILWAUKEE, WISCONSIN. " MILWAUKEE, 5th April, 1866. " We, the undersigned, officers of the city of Milwaukee, and property-owners and tax-payers of said city, hereby certify that in the year A. D. 1861, West Water Street in said city was paved with the'Nicolson Pavement,' and such pavement has ever since been used in said street. This street is in constant use, especially for heavy teams, as there are several 19 large warehouses, packing-houses, and railroad depots in and adjacent to it. Most of the heavy teaming is done on said street, and it is the most public thoroughfare in the city. "After nearly five years' use, this pavement is substantially as good as when first laid down, and no repairs have been made thereon. It has been worn down during this time only about one-eighth of an inch, and the wear has been even and uniform. We regard this pavement as the cheapest and most durable of any in use. In five years it will save its entire cost, in its advantages, in respect to the wear and tear of bone, flesh, and carriages, over stone. It is free from dust and noise; and the cost of repairs alone of stone pavement, for say five or six years, we have found to be equal to the cost of laying the Nicolson Pavement; while the cost of repairs to the' Nicolson' we have found to be merely nominal. There is also a great difference in favor of the Nicolson over stone, in respect to cleaning, the former being more easily and cheaply cleaned than the latter. " The Nicolson makes a smooth, even, and good road; pleasant to ride upon, and as much so as the best macadamized road. "Since the Nicolson was so laid in West Water Street, it has given so much satisfaction that no other than this style has been laid in this city, with the exception of a single block of one hundred and fifty feet, which has been laid with stone. " On the other hand, the stone pavement has been taken up to lay down the Nicolson in its place, in the following streets: East Water Street, Broad Street, South Water Street, and Ferry Street. " All the Nicolson Pavement that has been laid in this city, since it was laid in South Water Street, has proved equally satisfactory. " We cheerfully recommend the Nicolson Pavement as the best, the cheapest, the most durable, and the most pleasant we know of in use. 20 "No repairs to it have been necessary since it was laid here, and it has been of no expense here, except that merely of cleaning it, which is very trifling as compared with stone; while we have found that stone pavement requires almost constant repairs, and to be relaid entirely as often as once in every five or six years. When well laid, we believe that the Nicolson Pavement will last at least twenty years, without repairs to any considerable amount. In fact, we think it would be cheaper to property owners to relay the Nicolson every six years, than to have the stone pavement free, and pay the increased cost of its repairs, cleaning, and cost of the stone." Signed by the Mayor, Comptroller, City Surveyor and the District Attorney of that city; by the President of the National Bank of Wisconsin, President of the Wisconsin Marine and Fire Insurance Co. Bank, Cashier of the Merchants' National Bank, and a' large number of the most respectable mercantile firms in Milwaukee, Wisconsin. EXTRACT FROM THE ANNUAL REPORT OF THE SUPERINTENDENT OF STREETS OF THE CITY OF BOSTON, 1869. "Wood has been used in Chicago and other western cities, and given general satisfaction. In those cities the streets are wide, and the travel distributed over a large surface. In this city it was put down on narrow streets, exposed to the heaviest travel. On Exchange Street, when the wood pavement was taken up, granite blocks eighteen inches long and six inches wide were laid down. In a few years these proved; a failure, and the street was repaved with slnall granite blocks, which, after two years' use, are much worn, and plainly show how severe is the test to which they are exposed. In the light of these circumstances, it is not surprising that the wood pavement should have failed in localities for which it was not adapted. For the streets at the South End and on the Back Bay territory, where the travel is comparatively light, and for 21 those in the vicinity of public buildings, where freedom from noise is an indispensable requisite, the wood pavement is most admirably adapted. I am confident in those localities it will give entire satisfaction, and prove a complete success. "Macadamized streets in the city proper have proved a tailure. When properly constructed, they cost as much as those paved with the best stone pavement, and the expense of keeping them in repair is three times as great." EXTRACT FROM THE REPORT OF THE COMMITTEE ON ROADS AND PAVEMENTS TO THE AMERICAN SOCIETY FOR THE PREVENTION OF CRUELTY TO ANIMALS, NEW YORK CITY. "No pavement which your committee has been able to bring under their notice appears to combine as many admirable qualities as the Nicolson Pavement. "Your committee are of the opinion that the pavements of the city of New York are generally in the worst possible condition, as regards humanity to the horse. They think that no possessor of a horse, which is compelled to travel over these flinty, uneven roads, whether he considers the immediate well-being and comfort of his horse or not, if he only takes into view the matter of economy in the endurance and life of the animal, would object to a poll tax being laid on each horse, for the raising of a sufficient amount to pay the interest on, and contribute to, a SINKING FUND, to discharge a loan to be raised for the special purpose of placing the best pavement —'The Nicolson Wooden Pavement' — in all the streets of that city. They therefore respectfully, but urgently, press the consideration of this suggestion upon the corporate authorities of this city, and the Legislature of this State. "Respectfully submitted, AUGUST BELMONT, Chairman, HENRY GRINNELL, Committee." WM. COVENTRY H. WADDELL, 22 DEPOSITION OF HUBBARD SMITH, DETROIT, MICH. HUBBARD SMITH, being duly sworn, doth depose and say, in answer to interrogatories, as follows, to wit: - First Interrogatory. What is your name, age, residence, and occupation? First Answer. My name is Hubbard Smith; age, fortyone; residence in Detroit; occupation, that of a paver, and paving contractor. Int. 2. Are you acquainted with the Improved Wooden Pavement described in the patent granted to said Samuel Nicolson, on the 8th day of August, 1854, and subsequently reissued, commonly known as the Nicolson Pavement? If yea, please state the extent of your knowledge and familiarity with the same, and how long you have practically known said Nicolson Pavement? Ans. 2. I am acquainted with the pavement described in the above interrogatory; I have been practically acquainted with the pavement about five'years; have heard of it and seen it before that time. I commenced to lay the pavement, in Detroit, in September, 1864, and from that time have been laying it every year up to this time. The amount laid has been increasing every year. The first year I laid about 3,000 yards; the second year, about 15,000; third year, 32,000; fourth year, 55,000, and expect to lay about double that amount next year. Int. 3. Have you, from your pursuits, occupation, or examination, been familiar with the different forms of pavements for streets and highways in general use in different parts of the United States, for the last twenty years and under? Ans. 3. Yes. I have followed the paving business for the last twenty years, and have laid all kinds: cobble stone, square stone, Belgian; also, the Nicolson, and the old-fashioned wood pavement; and am familiar with the construction and merit of each of these kinds. 23 Int. 4. State whether, or not, you regard the said Improved Wooden Pavement, of Samuel Nicolson, of value and importance to the public. If yea, please state in what its value and importance consist, compared with the other forms of pavement known to you. Ans. 4. I do think it is of great value and importance to the public. Over this pavement the power of draught of horses in drawing loads is very near double. The saving by the use of the Nicolson Pavement, as compared with any form of stone pavement, in the wear and tear of carriages and other vehicles passing over it, is very great. I should estimate it at fully fifty per cent. There is also a great benefit and saving in the use of the Nicolson Pavement, as compared with all the forms of stone pavement with which I am acquainted, with respect to the slipping of animals upon it, and the pounding and wearing of the shoes of animals. The Nicolson Pavement, in these respects, is greatly superior; its peculiar construction gives a firm footing to the feet of animals, who never slip upon it, even in wet weather, while its adaptation to the conformation of the feet of animals, and the substance of which it is constructed, prevent its injuring the feet of horses, and other draught animals, in the manner in which they are injured by cobble stone and other forms of stone pavements. The material of which the pavement is composed, and its mode of construction, operate to prevent the shoes of animals from being pounded and worn to the same extent that.they are by the different forms of stone pavements. I should estimate the saving, in the matter of horse-shoeing, at fully one-half, and should estimate the saving in the matter of keeping horses in good condition, and avoiding the injuries, strains, etc., as constituting a very large amount. In my judgment, the cost of maintaining horses in good condition, upon the Nicolson Pavement, would be at least twenty-five per cent. less than upon any other forms of pavement I am acquainted with. The Nicolson Pavement also has an ad 24 vantage over any of the other forms of pavement I have named, in respect to its cleanliness and freedom from dust; it can, at half the cost of any other pavement I am acquainted with, be kept entirely free from mud and dust; in this respect it possesses an important advantage, when laid upon business streets, in preventing injury to stocks of dry goods, and other fabrics, liable to be injured by the street dust. It also has the advantage over all forms of stone pavement in respect to freedom from noise, and the consequent comfort and facility with which business can be conducted along streets where it is laid. Int. 5. State what, iri your judgment, is the durability of the Nicolson Pavement. How long will the same last under heavy and continuous traffic, when properly constructed, and how does it comparb in this respect to the stone pavements with which you are acquainted? Ans. 5. I think the Nicolson Pavement possesses great durability, and, when properly constructed, will outlast, in my opinion, any other kind of pavement with which I am acquainted. I will be willing to lay a piece of the Nicolson Pavement in any city, and warrant it for fifteen years, and think it would last longer. Int. 6. State how the Nicolson Pavement compares with stone and other pavements, in respect to the extent and frequency with which repairs are needed to be made upon it, and the comparative cost of keeping the same in repair? Ans. 6. The cost of keeping the Nicolson Pavement in repair is so trifling as to be hardly worth considering; it would not amount to one quarter of one per cent. a year upon the cost of the pavement. On all that I have laid in the city of Detroit and other places in the State of Michigan, during the last four or five years, there has not been a single dollar thus far expended for repairs, and, from the present appearance of these pavements, I do not think any repairs will be required upon them for the next six years. One of these pave 25 ments is laid along the line of the Michigan Central Railroad Depot, and is subjected to a traffic of the heaviest and most continuous description, altogether the most so of any street in the city. Int. 7. What advantage, if any, is afforded by said Nicolson Pavement, as compared with stone or other pavements, in respect to preventing water from the streets penetrating into sidewalk, areas, and basement; and also in preventing the freezing of gas and water pipes? Ans. 7. The Nicolson Pavement is a water-tight pavement, and carries off all the surface water, thereby securing the areas and basements of stores being made wet from the water from the street, which easily drops through the interstices of cobble-stone and other forms of stone pavements. The gas and water pipes never freeze under the Nicolson Pavement. In the city of Detroit, during the last winter, gas and water pipes have frozen under the stone pavements in a very large number of places, I should think amounting to very near one thousand, while under the Nicolson they have not frozen in a single instance. The cost of taking up and relaying the pavements, to get at the pipes, would amount from two to five dollars for every case. Int. 8. What advantage, if any, does the Nicolson Pavement possess in respect to facility and convenience in taking the same up, when required, and replacing the same? Ans. 8. The Nicolson Pavement can be taken up and replaced, so as to be just as perfect as when originally laid, with greater facility than any other pavement that I am acquainted with. Int. 9. What, if any, are the advantages and benefits of the Nicolson Pavement, compared with other forms of pavements, with respect to the ease and comfort of travellers with horses, or horses and carriages over it, having reference to cleanliness, smoothness, and footing for horses? 4 26 Ans. 9. I think it is the best pavement, in that respect, of any laid in the world. Int. 10. State, if you know, what has been the effect of laying the Nicolson PaVement with reference to the value of property along the streets upon which it has been laid, and give any facts thereon upon this point, within your knowledge? A4ns. 10. The effect has been to advance the value of real estate, wherever it has been laid, at least fifty per cent. On Lafayette and Woodbridge Streets, in the city of Detroit, a large part of the property was open, unimproved common, along these streets, before the Nicolson Pavement was laid there; it has since then been extensively improved, and the value of the lots alone these streets has increased at least fifty per cent. since the laying of the pavement. The same effect has been experienced in Kalamazoo and Bay City. Int. 11. State whether the said pavement has gained in the favor of the public as it has become more known, and whether the pavement is now superseding other forms of paving; and if yea, to what extent? Ans. 11. The pavement has steadily gained in the favor of the public since it has become more known, and is now rapidly. superseding all other forms of paving. Int. 12. Are you in any manner interested in the result of this application for extension? Ans. 12. I am not. HUBBARD SMITH. Taken and certified to, by JAMES A. RANDALL, Notary Public, Detroit, Michigan, April 4th, 1868. 27 DEPOSITION OF EDWARD MATHEWS, ONE OF THE LARGEST REAL ESTATE OWNERS IN NEW YORK CITY. EDWARD MATHEWS, in answer to interrogatories, testified as follows:-.First Interrogatory. What is your name, age, residence, and occupation? First Answer. Edward Mathews; fifty-three years of age; reside in the city of New York, and am one of the largest real estate owners in the lower part of the city. Int. 2. Are you acquainted with the Improved Wooden Pavement for streets and highways, described in the patent granted to said Samuel Nicolson, pn the 8th day of August, 1854, and subsequently reissued, commonly known as the Nicolson Pavement? If yea, please state the extent of your knowledge and familiarity with the same, and how long you have practically known said Nicolson Pavement. Ans. 2. I am acquainted with the pavement referred to in the interrogatory. I have seen it put down, and have travelled upon it, and seen it in use. It is now laid in Broad Street, from Wall to South Streets, on which street I am a large owner of property. I am familiar with the opinion of most of the owners and occupants of real estate upon said street in regard to said pavement. Int. 3. Have you, from your pursuits, occupation, or examination, been familiar with the different forms of pavements generally used in the United States for the last twenty years, or under? If so, state the extent of your knowledge of such pavements. Ans. 3. I am acquainted with the various pavements commonly used in the United States, and have been for many years. I understand their relative merits, having seen them laid and worn out, repaired, taken up and relaid. I have seen their ruinous effects upon freight, vehicles, and horses. I am also acquainted with pavements of other nations. 28 Int. 4. State whether, or not, you regard the said Improved Wooden Pavement of Samuel Nicolson of value and importance to the public? Ans. 4. I do consider the said Nicolson Pavement of immense value to the public. I believe it possesses more needed and desired qualities than any pavement yet produced. As iron for horse-shoes and wagon-tires cannot be dispensed with, some material different from stone and iron must be employed for pavements; and, in my judgment, considering its reasonable cost and its fibrous nature, nothing yet known is better adapted than wood, employed in the manner invented by Samuel Nicolson. Anong the numerous advantages of this pavement may be mentioned the following: - It is easy for the horse, preventing much of the abuse, hardship, and wear and injury to which he is necessarily subjected on all forms of stone and iron pavements. I believe horses will endure much longer on the Nicolson than on any other pavement. It gives them a sure foothold, and prevents them from slipping and from straining themselves; the elastic and fibrous nature of the roads prevents the stunning jar of their bone, and the ossifying of their joints. It is much less destructive to vehicles than stone pavements. The same draught will haul heavier loads upon it. It is not so injurious to freight. It lessens the expense of street cleaning, by facilitating the'employment of steam sweeping-machines. It diminishes the expense of shoeing horses at least forty or fifty per cent. It diminishes the deafening noise of the city, and renders the transaction of business and pursuits of pleasure more agreeable and satisfactory; stone pavements make it very difficult to hear conversation in offices and stores on lower floors. It renders the whole street as comfortable to pedestrians as the sidewalk itself. The pleasure and ease of riding upon the Nicolson Pavement are a thousand per cent. greater than on any stone pavement; the track being as perfect as the wheel, there is no uncomfortable 29 jar whatever in riding over it. The difference between the comfort of riding on the Nicolson and any stone pavement is greater than that of riding in a horse-car when it is on the rail track and when it is off the track. The Nicolson Pavement exerts a sanitary influence; the cement in which it is laid containing carbolic acid, one of the most powerful and thorough disinfectants known. It keeps the streets dryer, and prevents the leakage of water into cellars and basements; and, being impervious to water, prevents the accumulation of organic matter that otherwise would pass off in warm weather in the form of poisonous gases. This pavement is more durable than others of an equal cost, while it seldom needs repairing. Wherever it is laid it increases the value of real estate. Int. 5. Considering all the advantages of the Nicolson Pavement to which you have alluded, what is your opinion in reference to the merit and value of said Nicolson Pavement as compared with any other pavement known to you? Ans. 5. Duly estimating all the advantages of the Nicolson Pavement, I consider it to be the most valuable pavement yet known. Int. 6. State what, in your opinion, is the annual savw inog by reason of the use of said Nicolson Pavement over the other forms of pavement known to you, in the wear and tear of carriages and other vehicles, its effects upon horses and other draught animals, in its greater durability and saving in repairs, etc.? Ans. 6. When it is considered that there are so many ways in which the Nicolson Pavement results in a saving to the public, it is not easy to estimate the whole amount that would be gained if it were universally employed throughout the United States. I think it would save fifteen dollars a year on the shoeing of each horse. I believe it would save in the wear and tear on each vehicle, on an average, twenty dollars a year; and on the wear of each horse not less than twentyfive dollars per year; which, on these three items, gives a 30 saving of sixty dollars per year. Now, if there be in all the cities of the United States, say only one million of horses and vehicles, this will give an annual saving of $60,000,000. By estimating all the other benefits to be only $5,000,000 per annum, it would give $65,000,000. Int. 7. State whether the said pavement has gained in the favor of the public as it has become more known, and whether the same is now superseding other forms of paving; and if yea, to what extent? Ans. 7. I am aware that the Nicolson Pavement is rapidly becoming popular. I discover that, with a reasonable assurance of fair durability, it needs only to be seen to be desired. When the petition that there be leave granted by the property holders, for the laying of the Nicolson Pavement in Broad street, in this city, was presented for my signature, I stated that my name could be used on any petition for the laying of the pavement on any street where I held or owned real estate. Since the said pavement has now been used long enough to show reasonable durability, it is beginning to rapidly supersede all other pavements. Int. 8. Having reference to all the benefits to the people of the United States, to be derived from the use of the Nicolson Pavement generally, in its cities and villages, at what sum of money would you value the said invention in gross, taking into account the gain to the public from having the benefit of the said invention? Ans. 8. For answer to this interrogatory I refer to my answer of the sixth interrogatory, simply stating that on the basis of that calculation there would be a saving in seven years of $425,000,000. Int. 9. Are you in any manner interested in the result of this application for extension? Ans. 9. I am in no manner interested in the result of this application for extension. (Signed) EDWARD MATHEWS. 31 STATE OF NEW YORK, } CITY AND COUNTY OF NEW YORK, On this 9th day of May, 1868, before me, personally appeared the within-named Edward Mathews, and made oath that the foregoing'deposition, by him subscribed, contains the whole truth and nothing but the truth. (Signed) WM. H. BISHOP, Notary Public. THE DEPOSITION OF STRICKLAND KNEASS, CHIEF ENGINEER OF THE CITY OF PHILADELPHIA. STRICKLAND KNEASS, being duly stworn, doth depose and say, in answer to interrogatories, as follows, to-wit: - First Answer. My name is Strickland Kneass; I am fortysix years of age; am a civil engineer, and have been for twelve years Chief Engineer of the City of Philadelphia. I reside in Philadelphia. Ans. 2. I am acquainted with the Improved Wooden Pavement described in Samuel Nicolson's Patent of August 8, 1854, and known as the Nicolson Pavement, and have been acquainted with this pavement for the past five years; and there has been put down a large amount of said pavement in Philadelphia. I have knowledge that said pavement has been largely used, and. is now introduced into the cities of Albany, New York, Cleveland, Cincinnati, Chicago, Milwaukee, and San Francisco. That, in my capacity as an officer of the city of Philadelphia, in the spring of the year 1867, I proceeded with a Committee of the Councils of the city of Philadelphia to Chicago, where many thousands of square yards of.this pavement had been laid; and that, upon inquiry and inspection, I ascertained that the same afforded unqualified satisfaction, and needed, comparatively, no repair; that the average wear of 32 said pavement was equal to about one-eighth of an inch annually, on streets of heavy traffic. I am of opinion that this pavement allows travel to pass over it almost without noise; that the wear and tear of rolling stock is very much reduced, and that it is almost wholly free from dust; and that, for these reasons, I deem it to be a very desirable pavement to introduce into the city of Philadelphia. I found that a highway in Chicago, so paved, had not been repaired for seven years; and the kind of repair which had been done was in equalizing the surface, which, in some places had worn unequally. In no case did I learn that the pavement required renewal, although laid' seven years, and, because of this, reported that said pavement needed no repair, which, of course is to be accepted with relation to the subject-matter, and comparatively, with other paving. There is no difficulty with it in access to gas and water pipes, and I learned, from the Engineer of Chicago, that this pavement was frequently removed for this purpose, and easily restored; and, although I made an examination with reference to this, I found no imperfection in the pavement. After my return from Chicago, a contract was entered into, and a considerable amount of said pavement was laid in the city of Philadelphia. It has given unqualified satisfaction, and is, in my opinion, far superior to any other pavement ever laid in this city. I do not consider an estimate of five hundred thousand dollars would exceed the value which such a pavement would be to a city like Philadelphia, when thoroughly introduced there. The above estimate is far within the limit. For example, the saving in the wear and tear of vehicles and of horse-shoes alone would be enormous. STRICKLAND KNEASS. Sworn and subscribed to before me, this 31st day of March, A. D. 1868, J. P. DELANY, Alderman. 33 DEPOSITION OF REUBEN CLEVELAND, CHICAGO, ILLINOIS. REUBEN CLEVELAND, being duly sworn, doth depose and say, in answer to interrogatories, as follows, viz. -- First Interrogatory. What is your name, age, residence, and occupation? First Answer. My name is Reuben Cleveland. I reside in Chicago. My age is fifty-three years; occupation, masterbuilder. Int. 2. Are you acquainted with the Improved Wooden Pavement for streets and highways, described in the patent granted to Samuel Nicolson on the 8th day of August, 1854, and subsequently reissued, commonly known as the Nicolson Pavement? If yea, please state the extent of your knowledge and familiarity with the same, and how long you have practically known said Nicolson Wooden Pavement. Ans. 2. I have been acquainted with the Nicolson Pavement since its first introduction into the city of Chicago, by Mr. Greeley, in 1856. I have had occasion to take particular notice of its durability since that year. In the year 1859, I was Superintendent of Public Works for the city of Chicago, and in the discharge of my official duties as such, had charge of the construction and repairs of said pavement. Int. 3. Have you, from your pursuits, occupation, or examination, been familiar with the different forms of pavements for streets and highways, generally used in the United States for the last twenty years, or under? If you have, state the extent of your knowledge of such pavements. Ans. 3. I have been familiar with the forms of pavements constructed in some of the principal cities of the United States, only by observation in passing over said streets, with the exception of the city of Chicago, where, for the last ten years, I have given it a great deal of attention. Int. 4. State whether, or not, you regard the said Im5 34 proved Wooden Pavement of Samuel Nicolson, of value and importance to the public. If yea, please state in what its value and importance consist, compared with all other forms of pavement known to you, and in use in this country. Under this head, state particularly what are its advantages, if any, pecuniarily. Ans. 4. I regard the wooden pavement, as constructed by Samuel Nicolson, of inestimable value to the public; first, it is cheaper and more durable than any other pavement, when constructed strictly in accordance with the specifications of the said Samuel Nicolson; secondly, animals can draw over said Nicolson Pavement, in my opinion, nearly one-fourth heavier load than over any other pavement in use, owing to its smooth surface; it also forms a better foothold for draught animals. It is my opinion that a vehicle will last twice as long when used on a Nicolson Pavement, as it will when used on other pavements. The Nicolson Pavement has a great advantage over all other pavements in reference to draught animals slipping, and wear and tear of shoes and vehicles. It is also much cleaner, and more fiee from dust than ally other pavement, and much more desirable in front of business property, as there is comparatively but little noise caused by vehicles passing over it, and therefore relieves business men from that disagreeable, rumbling noise which, with stone pavements, is inevitable. It is my opinion that this pavement, when constructed strictly in accordance with the plans and specifications of the said Samuel Nicolson, will last twelve years on any of our principal streets and thoroughfares. A part of South Clark Street that was paved in 1859, under my superintendence, is still in good condition, and has never had any material repairs, to my knowledge, while stone pavements laid the same year, on Washington and other streets, have been taken up and relaid with Nicolson Pavement. I also think the Nicolson Pavement greatly preferable to cobble or other stone pavements, in preventing water from 35 permeating through under sidewalks into areas and basements along the line of said streets. It is also a great preventive, to water and gas pipes under the pavement, from the frost, owing to its non-conducting qualities. I furthermore think the Nicolson enhances the value of property along its line nearly or quite one-half. Int. 5.' State what is the difference in the use of Clark Street and Washington Street, in the city of Chicago. Ans. 5. Well, I should think that Washington Street had not been used over one-quarter as much as Clark Street, - Clark Street being a heavy thoroughfare from the depot of the Michigan Southern and Rock Island Railroads. Int. 6. Considering all the advantages of the Nicolson Pavement to which you have alluded, what is your opinion in reference to the merit and value of said Nicolson Pavement, as compared with any other pavement known to you? Ans. 6. I consider it far preferable to any other pavement I have ever seen. Int. 7. State what, in your opinion, is the annual saving, by reason of the use of said Nicolson Pavement, over the forms of pavement known to you, in the wear and tear of carriages and other vehicles, its effects upon horses and other draught animals, in its greater durability, and saving in repairs and other respects, as in the fourth answer stated. Ans. 7. I consider that vehicles will last a half longer when used on the Nicolson Pavement than they will on stone, block, or cobble pavement, and that the repairs would be lessened accordingly. I could not make any exact estimate of the annual saving. It is my opinion that horses might be kept very much cheaper worked on that pavement than they could on stone pavement. Int. 8. State whether the said pavement has gained in the favor of the public as it has become more known, and whether the same is now superseding other forms of paving; and if yea, to what extent, Ans. 8. I am, aware that when the Nicolson Pavement 36 was first sought to be introduced here, it was next to impos: sible to prevail on any man owning property on the streets to allow it to be put down in front of such property; but, after people had seen the workings of the pavement it began to grow in favor, and has now become the favorite with property owners and city officials in the city of Chicago. Int. 9. Are you in any manner interested in the result of this application for extension? Ans. 9. I am not. REUBEN CLEVELAND. STATE OF ILLINOIS, CITY OF CHICAGO, AND COUNTY OF COOK, At Chicago, in said Cook County, on the 23d day of March, A. D., 1868, before me personally appeared the above named Reuben Cleveland, and made oath that the foregoing deposition, by him subscribed, contains the'whole truth, and nothing but the truth. Certified to by me, [L. S.] JAMES L. HIGH, Notary Public, Chicago, Cook Co., Ill.