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 ’p/ici‘ete. 
 
 CONCRETE COjJSTRUCTIOW 
 
 Goodridge, John C 
 
 Beton Coignet and Goodridge system of con- 
 structing and repairing railway and other struc- 
 tures; with claim of patents in United States 
 and Canada, 1885. New York, New York stone con- 
 tracting CO., John C. Goodridge, jr., president 
 t 1885j 
 
 71 p. illus., diagrs. 22 -^. 
 
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 https://archive.org/details/betoncoignetgobdOOnewy 
 
Address JOHN d 
 
 G ddiDRhldji'isd'Jj'd'Prcsident, 
 
 NEW YORJ^ pa, 
 
 1 13 Easri\\h StdNe'-X>'YO''k’dty} 
 
HE manufacture of Beton in this country was com- 
 
 ^ menced in the year 1869. The illustrations show 
 structures erected by us. Many of them have been up 
 ten to twelve years. 
 
 All have satisfactorily withstood all the tests that 
 could be asked of any building material. 
 
 Beton commends itself particularly to engineers, from 
 the fact that a structure can be made monolithic and 
 homogeneous throughout its entire mass, while the 
 rapidity of construction by this method is unequalled by 
 any other. The process of repair can be carried on in 
 arches and bridges without interruption of traffic. 
 
 The claims of the Coignet and Goodridge patents are 
 given as the shortest description of the process. 
 
 All persons are cautioned agaist infringing on these 
 patents. 
 
 JOHN C. GOODRIDGE, Jn., 
 
 113 East 25th St., N. Y. 
 
General View, Montezuma Bridge, 'Wabash, Ind. M. M. Defrees, Chief Engineer. 
 
4 
 
 Iluverstraw Tunnel. N. V., Ontario Western K. U. Walter Kattc, Chief Ens-ineer. 
 
 Cantilever Bridge, Niagara River. Central Bridge Company, General Contractors. 
 
PLAN OF masonry PIERS 
 
6 
 
 Pier 1, Kansas City Bridge. 
 
 Pier 2, Kansas City Bridge. 
 
i 
 
 Pier 3, Kansas City Bridge. 
 
 Pier -t, Kansas City Bridge. 
 
8 
 
 L. 
 
 Pier 3, Kansas City Brlcig’e, before Repairs 
 
 Pier 4, Kansas City Bridge, before Repairs. 
 
it 
 
 / 
 
 General View, Kansas City Bridge. Geo. S. Morison, Consulting Engineer. 
 C. C. Chandler, Chief Engineer, Hannibal & St. Joseph R. K. 
 
 Plattsmouth Bridge, Missouri River. Geo. S. Morison, C. E. 
 
10 
 
 Plattsmoulh Bridge, Missouri River. Geo. S. Morifon, C. E. 
 
 Beton Foundations of Plattsmoulh Bridge, Missouri River. 
 Geo. S. Morison, C. E. 
 
1 1 
 
 Pennsylvania Railroad 
 
 A. W. $tedman, Chief Engineer. 
 
12 
 
 Via( Ofcnm^ 20f> ft 
 
 Section before Repair. 
 
13 
 
 It is not inteuiied to give recommendations or reports of engineers in con- 
 nection with this process. Tlie many structures ei’ccted or repaired since 
 1870 show for themselves, and are their own best recommendation; and to all 
 of them, and to all the railroads and engineers bj' wliom we have been 
 employed, we respectfully refer. AVe make a few extracts from tlie “Trans- 
 actions of the American Society of Civil Engineers,” contained in a paper 
 prepared by iMr. Clianute, when Chief Engineer of the Erie Railroad. It 
 shows concisely some of the advantages of this process. 
 
 Fiy. 1. Portag'e Hriitfrc. 
 
American Society of Civil Engineers. 
 
 RKPYYIRS OF MASONRY. 
 
 By O. Chanute, Vice-President A. S. C. E. 
 
 Read at the lUh Animal Coiixention of the Society, June \bth, 1881. 
 
 Tbe impoilant economical lesulls accomplished on the Erie Railway (now 
 the New York, Lake Erie, and Western Railroad), within the last six 5’ears, 
 by the use of heton, wairant making an exception to the general tule 
 concerning methods which are protected hj’ letters patent, and induce me to 
 give an account of a material which is capable of extensive application by 
 engineers. 
 
 Beton, when put into place, forms a plastic mass, capable of being rammed 
 into crevices of all masonry, of being moulded to all shapes, and made into 
 monoliths of all kinds and sizes, from a statue or obelisk to a culvert or 
 viaduct. 
 
 When set, it becomes a hard and imperishable stone, with a tensile 
 strength of some 300 pounds to the square inch, and a crushing resistance of 
 about 8,000 pounds per square inch, or about as strong as good granite; and 
 when well made of good materials, neither time nor the elements seem to 
 have any more effect upon ii than the ancient Roman mortar, which it 
 resembles in its hardness and tenacity of adhesion to natural stones. 
 
 It is proposed to give an account in this paper of the uses to which beton 
 has been applied on the Erie Railway. 
 
 In ]May, 1875, the Portage viaduct, over tbe Genesee River, on the Erie 
 Railway, was burned down. This viaduct, which is 850 feet long, and 234 
 feet high above the bed of the stream, had been built of wood in 1852, and 
 rested upon fifteen stone piers, from ten to thiity feet high. These piers 
 were much injured externally by the fire, and when examined for the purpose 
 of rebuilding upon them the iron viaduct which replaced the wooden one, 
 they were found considerably shattered and shaken, in consequence either of 
 bad workmanship, the perishable nature of the stone, or the settling of the 
 foundations. 
 
 In order to save expense, however, it was determined to use these old 
 piers, provided they could be protected from the further disintegrating effects 
 of the weather; and investigation having pointed to the efficiency of beton for 
 this purpose, it was determined to try it. 
 
15 
 
 A contract was accordingly made with Mr. Goodridge, President of the 
 New York Stone Contracting Company — this being the name of the organiza- 
 tion which controls the beton process in this country — to repair tliese piers. 
 This was done by encasing all portions exposed to the wash of water at the 
 ordinary winter stage (which portions had been more or less shattered by frost 
 and undermined by the action of water) with twenty-four inches of beton; the 
 ice-breakers at the ends were also encased, and the tops of the piers were 
 covered with a coat of beton two inches thick, to keep out infiltration, and 
 the consequent splitting apart of the masonry. The new pedestal blocks for 
 the posts were also boxed in with beton to keep them firm and sound. 
 
 By examining the engraving of the bridge, you can distinguish the 
 portions of the piers covered with beton by their white, blank appearance. 
 It is on top, on the shoulders of the ice-breakers, and along the base, next to 
 the water. 
 
 The amount paid to the Stone Contracting Company for the beton work 
 came to about $6,000. It would have cost $40,000 to have rebuilt the piers 
 for the new iron bridge, and thus the saving was very large. The result has 
 been very satisfactory. The piers have stood strains from the super- 
 structure which would have .shaken them all to pieces by this time if they had 
 not been so protected. 
 
 The Warsaw Culvert. 
 
 Although the Erie Bail way runs much of the way through a rocky 
 country, few of the stones found along its line stand the weather. Many of 
 the culverts, abutments, and piers have, therefore, been eaten into by the 
 elements, and, in the course of years, not a few have been replaced by new 
 structures. 
 
 When .such culverts are under heavy embankments, their renewal involves 
 the great expense and risk of digging them out, carrying the track upon 
 temporary works, and rebuilding a new culvert and embankment under the 
 trains. 
 
 In 1875 there was such a culvert near Warsaw, on the Buffalo Division, 
 which threatened to fall into ruins. It was 146 feet long, fourteen feet in 
 clear opening, and under an embankment sixty feet in height. The frosts 
 had gnawed its bench walls and ring stones until they had become an irregu- 
 lar mass of crumbling flakes, which came down with the slightest touch. 
 Some of the stones were entirely gone, leaving cavities from three to six feet 
 long, and extending back from one to three feet from the original face. 
 
 This culvert was more or less injured throughout its whole length, and 
 hung together, apparently, from the force of habit in those natural arches 
 which form with time in thoroughly set tied embankments. It would have 
 cost about $36,000 to have digged it out and replaced it with a new stiucture, 
 as had bee n done during the previous j-ear with a similar culvert upon the 
 Western Division; when the contractor for the beton process offered to put a 
 new face on the matter for $2,200. In view of the results already accom- 
 plished at Portage, the offer was accepted. 
 
16 
 
 I'itr. ‘J. Wai'saw Ciilvcit. 
 
 One week after tlie coinpleiiou of iLe work the centres were struck; and 
 when removed, together with tlie lagging, the inside of the culvert pre- 
 sented a hard smooth surface (except tlie saw marks and joints in the lagging 
 plank, which had heen faithfully moulded h}’ the betou), and the work appeared 
 to be entirely impervious to water. 
 
 A photogtaph of the end of this culvert will be found reproduced in 
 Figure 2. A is the original arch, and 15 the beton lining, which has thus far 
 stood perfectly. 
 
 It was thought, however, that perhaps the winter of 187o had been too 
 mild to test the material severely, and that another season would bring 
 different results, and .show some defects or weak points in this method of 
 ■saving money in the repairs of masonry. No further work of this kind wa.s, 
 therefore, done in 1870. and in the spring of 1877 a new examination was 
 made of the War.saw culvert to detect any possible injury. None whatever 
 was found, but it was then, and is now, after a winter as severe as heart could 
 wish, as perfect as when originally built. 
 
 Tue Clifton Culvekt. 
 
 In the spring of 1877 it w’as reported that a culvert at Clifton, 13 miles 
 from Jersey City, needed to be rebuilt. It had originally been constructed of 
 
17 
 
 red sandstooe from the quarries in the viciuily, and was not onl}' dilapidated 
 and peeled by the weather, imt it had settleil upon its foundation, so that it 
 was in a veiy dislocated and disjointed condition. Its wing vvalls had parted 
 from its main walls, the parapet liad been pushed out by the thiust of the 
 earth so that it partly overhung the arch, and, singular to relate, it being 
 under a shallow hank, the vibrations of the trains acting upon the earth that 
 pressed against the culvert had actually lengthened it, so that its barrel was 
 two feet longer than originally built. We know this to be a fact, for we 
 found the original record plan, we measured the culvert carefully, and found 
 enough openings in the joints fully to make uji the two feet it had lengthened. 
 
 It would have cost §6,000 to have rebuilt this culvert but a contract was 
 made to repair it for §600. This was done by lining it with an inside ring of 
 beton, 4 inches thick, rammed into all tliQ crevices and joints, and building 
 
 Fia'. 3. Clifton Culvert. 
 
 beton buttresses at the ends, to prevent any further creeping away of the 
 structure from under the trains. The success lias been complete, and the 
 culvert is now as good as new. A geometrical end view of lit is given in 
 Figure 3. 
 
 Bekgen Tunnel. 
 
 jin the fall of the same year it became necessary to make some repairs to 
 the Bergen Tunnel at .Jersey City. This tunnel is 4,316 feet long, and driven 
 through trap rock. This, although veiy hard, and unaffected ly the 
 weather, is full of seams and faults, and being entirely unstratified, it comes 
 down in blocks of isolated stones, which set dangerous traps for the trains. 
 Some portions had been arched from time to time, but this had been done 
 with brick, and, in the course of years, alternate freezing and thawing had 
 peeled off the face from the bricks, generally in flakes about one inch thick, 
 until in some places the arching had been eaten into for a depth of eight 
 inches. 
 
18 
 
 It was decided to arcli over'additional sections, where the nakeii trap rock 
 was badly shattered, and to leline with a thin coating of hetcjn another 
 section in whicli the bricks had been most injured. 
 
 This was done l)y erecting iron centres, so arranged as to clear the trtiins, 
 placing on the centres wooden lagging plank, and ramming the space between 
 them and the face ol the rock or brick full of helon, the latter being mixed 
 on cars in the tunnel. 
 
 This work was all done at night, in order to have the least annoyance from 
 trains of which'some 200 pass thiongh every twenty -four hours. 
 
 Fiff. 4. Uerifen Tunnel. 
 
 Figure 4 represents a section of iliat poition of llie tunnel in which the 
 beton was applied to the rock. When an infiltration of water was struck, in 
 order to drain it, and prevent the formation of stalactites of ice which hang 
 down (and fall down) every winter from the rock, drain tubes were left in the 
 beton by inserting hollow blocks made at the factory. 
 
 The work w'as successfully acci mplislied, and has stood perfectly ever 
 since. 
 
 Buffalo Dfvision Culverts. 
 
 Thoroughly convinced by these successes, a further contract was made in 
 1878 to repair, by the same means, a number of culverts on the Buffalo 
 Division, which were getting into the same condition as the one at Warsaw, 
 which I have described. 
 
 The following is a list of them: 
 
19 
 
 No. of Culvert. 
 
 Length in Feet. 
 
 Span in Feet. 
 
 Crown of Arch 
 to Foundation. 
 
 Feet. 
 
 Height of Em- 
 bankment, Base 
 of Kail to Bed 
 of Stream. 
 
 Feet. 
 
 80 
 
 147 
 
 10 
 
 17 
 
 87 
 
 3 
 
 141 
 
 10 
 
 12^ 
 
 02 
 
 112 
 
 118 
 
 6 
 
 7 
 
 72 
 
 100 
 
 o 
 
 o 
 
 6 
 
 9 
 
 39 
 
 4 
 
 112 
 
 10 
 
 13 
 
 63 
 
 77 
 
 52 
 
 6 
 
 10 
 
 28 
 
 101 
 
 463^ 
 
 5 
 
 8 
 
 24 
 
 104 
 
 52 
 
 5 
 
 8 
 
 24 
 
 105 
 
 46 
 
 5 
 
 8 
 
 24 
 
 49 
 
 65 
 
 6 
 
 9 
 
 33 
 
 51 
 
 87 
 
 5 
 
 8 
 
 32 
 
 54 
 
 71 
 
 6 
 
 9 
 
 34 
 
 73 
 
 117 
 
 6 
 
 8 
 
 48 
 
 Tliese 13 culverts, which had been built in 1851-52, had been nursed for 
 some years, and exhibited all the ills to which masonry is subject in its old 
 age. The stones were disintegrated, portions had caved in, the foundations 
 were undermined, the bench walls were broken-backed, the arches were 
 distorted, and the ends and parapet walls were thrust out. These were 
 repaired with appropriate doses of beton. 
 
 Figures 5 and 6 show the end of culvert No. 101, and Figures 7 and 8 the 
 end of culvert No. 4, before and after repair. 
 
 I regret that I cannot show you also photographs of the interior of those 
 culverts, to exhibit their other defects. These were much worse than those 
 shown. 
 
20 
 
 Fit?. ■>. Culvt-rt 101. Itroken. 
 
 Fifr. 6. Culvert 101. Kepaircd. 
 
21 
 
 Fift. 8. Culvert 4. Hciuiired. 
 
22 
 
 Fig. 9. Culvert 80. Repaired. 
 
 Figure 9 shows how beton buttresses were applied to culvert No 80, 
 which is built ou a slant on a sloping bed of shale, which disintegrates with 
 the weather. An invert, partly shown in the cut, was put in to prevent 
 further injury. 
 
 Figure 10 shows a similar invert in culvert No. 112. The middle of this 
 bad caved in, and the arch was distorted. This culvert was 118 feet long. 
 
 Figure 11 shows the new form given to culvert 105, in which the ends 
 were down, and the interior much injured. 
 
 In all cases, in repairing these culverts, all the loo.se mortar was picked 
 out of the joints, the loose flakes of stone were knocked off, and the beton 
 was rammed into all the holes and interstices. 
 
 We estimate that it would have cost to dig out and trestle these culverts, 
 some of them being, as will be seen bj' the table, under embankments from 60 
 to 80 feet deep, and to have rebuilt them with new masonry, at, say $10 a 
 yard, the sum of about $80,000. We paid the co.ntractnr for repairing them 
 $15,112.45, and we estimate that the labor of our carpenters, making and 
 erecting centres, the free transportation of men and materials over the road, 
 etc., etc., may have amounted to ,$5,006 more, so that the aggregate cost to 
 the railroad was about $20,000. 
 
 The economy of the process was, therefore, marked and monotonous. All 
 the culverts have stood ])erfectly ever since. 
 
 I 
 
23 
 
 Fig. 10. Culvert 113. Repaired. 
 
 Fig. 11. Culvert 10.5. Repaired. 
 
24 
 
 In the spring of 1880, tlie two piers under the double track iron bridge 
 over the Passaic Kiver, at West Paterson, were reported as cracking open and 
 falling asunder. The\’ were founded upon cribs, resting on the sandy bottom 
 of the river, and the settling of the cribs, together with the jarring of the 
 trains, was shaking the piers to pieces. It would have cost $12,000, and have 
 involved some risk, to have rebuilt them under the bridge. After careful 
 consideration and discussion, it was decided to envelop them entirely in a 
 shell of beton f rom 4 to 12 inches thick. For this purpose wooden frames, 
 planked inside, were erected at a suitable distance off, all around the pier, 
 and the space between the planks and the stones was rammed full of beton. 
 A coat 4 inches thick was also put on top, the whole enclosing six iron 
 rods, three on a side, which had been temporarily put around the pier, to 
 keep it from tumbling apart while its permanent repair was under discussion. 
 
 Fig-, 12. West Paterson lJii<lge. 
 
 The cost has been .$0,000, and it is confidently believed that the piers are 
 now good for many years. The results have been entirely satisfactory. 
 Large sums of money have been saved, not a single failure has occurred, and 
 the repaired works seem likely to endure as long as if originally built of sound 
 stone. 
 
 It is believed that the methods which have been described ate capable of 
 still further adaptation and extension. Existing structures, the rebuilding of 
 which would seriously interfere with the continued use of a road, canal, or 
 edifice, can be repaired with beton, as has been shown, without interference 
 with the traffic, at a cost of from ten to twenty per cent, of tin? expense of a 
 new work. This can also be done very rapidly, six thousand cubic feet'of 
 
25 
 
 beton, or over two liuudred cubic yards, liaving, in soine instances, been put 
 in in a single day, so that engineers who may adopt this method of repairing 
 masonry may be certain of saving both time and money. 
 
 Beton Dam aiul Kiver-bed lilted with Beton, Portage, N. Y. 
 O. Chanute, C. E. 
 
 Since the foregoing paper was written by Mr. Chanute, considerable work 
 has been done on the Erie Road b3' the same process. Among other work, 
 the filling in ofjbe first Fall of the Genesee River with beton, a cut of 
 which is shown; an arch at Cuba, N. Y. ; a bridge at Lanesboro’, Pa.; 
 two culverts at Blauveltville, besides other work, and with equally satisfac- 
 tory results. 
 
26 
 
 O. Chanute, C. E. 
 
 Erie Railway. 
 
27 
 
 Erie Eaihvay. 
 
 Erie Railway. 
 
28 
 
 Krie l{uilway. 
 
 Erie Itiiihvuj’ 
 
29 
 
 Erie Knilway. 
 
 Culvert, Erie Kuihvny. 
 

 30 
 
 Ulauvelt\ ille Ari-h lu-fore Heiuiir. 
 
 < 
 
 I 
 
 Bridge, F.iie Uuilway, Blaiiveltville Arch. 
 
The following are the claims of the 
 
 COIGNET AND GOODRIDGE PATENTS. 
 
 These patents are all the property of John C. Good- 
 KiDGE, Jr., and all persons are cautioned against infring- 
 ing on them. Infringements will be prosecuted. 
 
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33 
 
 United States Patent Office. 
 
 John C. Goodridge, Jr., of New York, N. Y. 
 
 Improoeinents in Methods of Repairing Structures wit'i Beton or Concrete, 
 
 Specification forming part of Letters Patent No. 103 , 805 , dated August 
 7, 1877; application filed !Marcli 21, 1877. 
 
 To all ichom it may concern: 
 
 Be it known that I, John C. Goodridge, Jr., of the City of New York, 
 and State of New York, have invented a new and useful Method of Repair- 
 ing Structures with Beton or Concrete; and I hereby declare that the follow- 
 ing is a full and exact description thereof, reference being made to the plate 
 which accompanies and forms a part of this specification. 
 
 This invention relates to the repairing, strengthening, replacing, protec- 
 tion, and preservation of structures formed wholl.y or in part of stone, brick, 
 metal, or of rock in its natural position, by the employment of Beton or 
 Concrete. Repairs may become necessary from imperfect construction, 
 disintegration, oxidation, friction, pressure, or concussion. 
 
 The material to which the Beton is to be applied should first be carefully 
 cleaned, the joints thoroughly raked out, and all loose fragments removed. 
 It should then be washed with a mixture of lime and water and a small 
 quantity of cement. This assists the Beton in forming a bond. Care should 
 be taken that no uuslaked lime gets into the work. Moulds of wood or 
 metal, or a wall of masonry, is then placed, and firmly fastened and braced, 
 at a distance from the old structure or material decided upon as the proper 
 thickness of the Beton. This mould is then filled with Beton, layer by layer, 
 and thoroughly rammed and forced into all joints, crevices, irregularities, 
 and inequalities of surface. This process is continued until the Beton is 
 carried as high as necessary. After the Beton has set, which will be in from 
 two to ten days, the moulds may be removed. 
 
 Fig-. 1. Fig. 3. 
 
34 
 
 Fig. 2. 
 
 103,866. 
 
 Fig. 1 sbovrs a retaining wall. A, thrust out of alignment by the bank B. 
 The Beton mass C is joined to the wall A in the manner described, and A 
 and C form a wall whieh is stable, and capable of supporting the thrust of 
 the bank. Fig. 2 shows an arch, A, strengthened by the Beton lining B. A 
 mould is placed in the arch, and at a proper distance from it. The space 
 between the areh and the mould is then carefully filled with Beton. This 
 attaches itself to the arch and fills all joints and irregularities, so that water 
 cannot get between it and the old structure. A new structure may be made 
 by first placing a lining of Beton, and then placing the stone or other mate- 
 rial upon that. When the top of an arch to be repaired is accessible it may 
 be uncovered, all old filling removed, and the Beton placed upon the old 
 structure, using it as a mould. Fig. 3 shows a method of replacing a founda- 
 tion, A being the tower-wall or pier, C the foundation which is to be 
 replaced, and D a firm soil or rock below, to which it is desirable to transfer 
 the weight. Should the old foundation C be very uncertain, the buttress B 
 should first be made of Beton. Section 1 of C is then removed, and replaced 
 with Beton ; next, section 3, and so alternately. Then return to 2 and 4; or 
 they may be taken in regular order, if time is allowed between each replace- 
 ment for the Beton to harden. In this manner any structure or its founda- 
 tion may be replaced, section by seclion. The Beton, completely filling the 
 space occupied by the material removed, prevents any settling, and allows 
 
35 
 
 tbe structure to be used for tlie purposes for wliicb it was constructed 
 during tlie time occupied by its repair. If tbe surface of the structure is 
 deteriorating, or not strong enough, from any cause, or if water, getting 
 inside, separates its component parts, as happens particularly in river piers 
 and abutments, it may be entirely encased in Beton, and its whole surface 
 covered. 
 
 I do not claim as new the building of new structures entirely of Beton or 
 Concrete, or the backing of new structures having a stone face, or of plas- 
 tering of masonry by nteans of trowels and floats, as is done in mastic work. 
 
 What I claim and desire to secure by Letters Patent, is — 
 
 The within described method of repairing and replacing structures 
 formed wdiolly or in part of stone, brick, or metal, or rock in its natural 
 position, by the employment of Beton or Concrete, substantially in the 
 manner set forth. 
 
36 
 
 John C. Goodhidge, Jr., of New Yoik, N. Y. 
 
 Improvement in Manufacture of Beion. 
 
 Specificatiou foiruiag part of Letters Patent No. 194 -, 086 , dated August 
 14, 1877; application filed June 5, 1877. 
 
 To all whom it may concern : 
 
 Be it known that I, John C. Goodridge, Jr., of the city of New York, 
 in the county of New York and State of New York, have invented a new 
 and useful Improvement in ^Manufacture of Betou, of which the following is 
 a specification : 
 
 The nature of this invention consists in a special mode of preparing 
 cement and mixing it with sand and a specified quantity of water, and their 
 manipulation in such manner as to make a beton or concrete which shall he 
 more uniform in cotnposition and stronger than any heretofore made, and 
 without the unsightlj' and itijurious checks and ctHoresceuce whicli appear iu 
 all previous combinations of sand and cement. 
 
 In the method now employed of making heton or concrete, cement and 
 sand are used without previously preptiring the cement. In the Coignet 
 methods sufficient water only is added to make a plastic pulverulent paste. 
 This does not contain sufficient water to form hydrates, unless lime enters 
 largely into the composition, iu which case the moisture held by the lime is 
 taken up by the cement during its crystallization, the lime absorbing its 
 moisturi- trom the air ; but lime in a large quantity weakens the beton, from 
 having but ;i low adhesive power in comparison with cement. Neither is it 
 able to withstand the action of water or til for underground work, as it does 
 not become hard when kept constantly damp, nor does it become hard in the 
 interior of large monoliths when it is removed from the effects caused by the 
 atmosphere. 
 
 In the other and ordinary methods a larger quantity of water is used, 
 sufficient to make a semi liquid mass that will fiow. This excess of water is 
 forced out of the concrete by the contraction of the cement during its crystal- 
 lization, and leaves the stone porous. It also prevents the proper ramming of 
 the beton, and gives rise to -ihe difficulty known as " laitance” hereinafter 
 described. On the other band, a beton containing too little water becomes 
 friable. 
 
 My process is as follow's: When in the construction of large monoliths or 
 structures, largely underground, the checks and effiorescence which usually 
 a^K-ar are not a serious objection. Sand and cement may be mixed in ihe 
 pn'portion of from three to six parts of sand to one of cement. This may 
 Ije done by means of machinery or b}' hoes, shovels, and rakes. During this 
 process water is added by' means of a hose or watering-pot having a rose jet. 
 
37 
 
 Tlie water is ndtled gradually until tlie sand and oenient contains so raucli 
 that a handful cf the hetou wdl, if tightly squeezed, allow a liitle water to 
 exude, but will, when laid down, still retain the iuipicssion of the hand. 
 The heton so mixed will liave about the consistence of melting snow. It can 
 be compacted in the same way, and pressure will force the moisture out of it. 
 This condition, though difficult to describe, is learned at sight by the work- 
 men, and the correct amount of water is more accurately gauged bj’ trying 
 the bcton from time to time in the hand during its mixture (as it varies in 
 different cements) than can be done by any rule of measurement. The beton 
 is then placed in position and rammed, as described below. 
 
 The quantity of water thus gauged will be enough to form hydrates, in 
 combination with the componetits of the cement , leaving no excess to be 
 forced out during crystallization, and does not prevent the proper ramming 
 of the beton, while there is not sufficient to cause laitance. But to obtain a 
 perfect result where a finished surface is requisite, and to make a beton free 
 from the deleterious ingredients that are found in all cements, and to insure 
 the use of a proper quantit}’ of w'ater, I proceed as follows: Having 
 obtained the heaviest slow-setting cement, the first step in this process is to 
 separate from it the light, earthy impurities — the uucombined lime and clay 
 and the soluble salts. This can be done to a consitlerable extent by a regu- 
 lated current of air being driven against the cement while falling from a 
 height, and in a proper enclosure; or it can be done by revolving screens, or 
 by means of a centrifugal mill; and I claim these methods to be equivalents 
 of the following. But the metliod which I prefer, and recommend as much 
 more [)erfect, is to allow the cement to fall slowly into a box filled and con- 
 stantly fed by a stream of water, the entrance of which is preferably near 
 the bottom of the box. One side of the box is lower than the others, for the 
 overflow of the water. Wliern a constant stream of water cannot be had, the 
 result may be obtained by agitating the cement with water in a svvinging box 
 or other convenient way, pouring off the water, and sujjplying its place with 
 fresh water from lime to time. 
 
 A box maj" be placed in and on the bottom of the larger box to collect the 
 cement as it settles. The portion thus jireserved consists of the lieav}^ gritty 
 and inactive parts of the cement, which is without adhesive power, and 
 which acts simply as so much sand. This equals about ten pei- cent, of the 
 whole mass of cement. 
 
 Cements containing a larger amount than usual of this gritty portion 
 may, when mixed pure, stand a high test, but will not bear a large admixture 
 of sand. With this gritty part settles the true cement, which we call the 
 “ matrix.” This is that portion which is capable of crystallization or hydro- 
 silicatization, called “.setting.” This portion of the cement is the only one 
 of value, and is about eighty per cent, of it. 
 
 The third or lighter portion, which is washed away with the overflowing 
 water, consists of impurities, light earthy matter, iincombiued lime and clay, 
 and soluble salts. This portion of the cement is entirely without adhesive 
 power, and, when sepaiated from the other portions of the cement acts in 
 all respects like the impure and dirty clays. When dry it shrivels and con- 
 
38 
 
 tracts, and wlifii wet expands and becomes slippery. This portion of tlie 
 cement is the cause of the uusishtly checks, and what appear to be cracks 
 but which are simply projections of this earthy poi’tion, which, by its own 
 action in contracting and expanding, and the cryslallization of tin; cement, 
 has become separated from it. With this earthy portion the alkaline salts, 
 consisting mainly of soda and potash, escape. This is the portion that causes 
 the efflorescence or white appearance on ttie stone as heretofore made, and 
 also what is known as laitance on concrete laid in water. 
 
 The light, earthy, and soluble portions having been removed from tl)e 
 cement, the supply of water is turned off, and it is all allowed to escape from 
 the wash box 
 
 The cement, freed from its deleterious portions, and being thus saturated ' 
 or supplied with the proper amount of water, is thoroughly n)ixed by ma- 
 chinery', or by means of shovels, hoes, or rakes, with clean, dry, sharp sand, 
 in the proportions of from three to six parts of sand to one of cement, 
 according to the strength desired. 
 
 The beton I bus mixed is rammed into position, layer by layer, with a 
 pounder, having knobs or projections to make an irregular face. The irregu- 
 larities made by the pounder on the top of the layer leaves it rough, for the 
 belter bonding of the succeeding layers. 
 
 During the process of ramming or compacting, large stones of suitable 
 shape to form a good bond may lie puflnto the mould or mass, and the beton 
 rammed around and between them, the stones not being allowed to come in 
 direct contact with each other. This gives stronger work and allows more 
 thorough ramming and the use of larger stones than where, in the usual way', 
 broken stone is mixed with the sand and cement before being put into the 
 mould or mass. 
 
 The phenomenon of laitance is one of the gravest difficulties besetting the 
 laying of concrete under water. It is caused by the impurities hereinbefore 
 set forth. When the concrete is mixed in the ordinary manner, so as to form 
 a semi-liquid mass, the-e impurities rise to the top of the lay er in position, 
 gradually subside, and deposit an unctuous stratum. Thus between each 
 new lay'er of the concrete is interposed a slippery layer, utterly preventing 
 any union or bond between the layers of concrete, and very seriously impair- 
 ing the solidity and strength of the structure. The former of my processes 
 prevents this, .since the beton is sufficiently dry to prohibit any movement of 
 its component parts. The second modification of the proce.ss prevents it for 
 the same reason, and because the impurities forming the laitarux are them- 
 selves eliminated. 
 
 I do not claim as new the mixing of sand and cement with sufficient water 
 to form a pulverulent pasty' powder, nor a mixture of sand and cement and 
 water sufficient to form a semi-li(iuid mass, as in ordinary concretes. 
 
 Having thus described and limited my invention, what I do claim is: 
 
 1. As a new manufacture, a beton formed of sand and cement, mixed 
 with water to the point of satuiation, substantially as hereinbefore set forth. 
 
 2. The process of purifying cement by separating therefrom the impure, 
 light, and earthy' matters, the uncombined lime and clay, and the soluble 
 salts, substantially as hereinbefore set forth. 
 
3. As a new maiuifaclurc, a betoii composed of sand and cement purified, 
 as hereinbefore set forlli, mixed willi waler to the point of saturation. 
 
 4. As a new manufacture, the stone or monolithic masonry made from tlie 
 substances and treated in tlie mannei' described. 
 
 In testimony that [ claim the foregoing improvement in manufacture of 
 beton, as above describeii, I have hereunto set my hand. 
 
 Construction and Repair of Tunnels, Culverts, Etc. 
 No. 2G2,-402. Patentee! August 8, 1882. 
 
 Having now described my invention, what I claim as new, and desire to 
 patent, is: 
 
 The monolithic structure or buttress, C, herein described, formed by casting 
 in proper layers in a previously made mould built against the wall to be 
 supported, and around and against the mouth of the culvert, beton or con- 
 crete, and then removing the mould as soon as the beton has set, as set forth. 
 
 In testimony that I claim the foregoing improvement in construction and 
 repair of tunnels, culverts, and the like, as above described, I have hereunto 
 set my hand this 11th day of February, 1882. 
 
 Fig.l. 
 
 Patent No. 262,402. 
 
 Method of Repairing Structures with Beton or Concrete. 
 
 No. 271,234. Patented. 
 
 1. The process herein described of repairing, undermining, and protecting 
 different structures and their foundations, consisting of' forming trenches 
 parallel to the sides on which it is desired to operate, and building therein a 
 
40 
 
 wall and tbeu runniujr trenches from said wall to and under the foundation, 
 of the structure as far as may be desired, and filling the same with concrete 
 or hetou, which will set therein in such a manner as to form, when the pro- 
 cess is complete, a monolithic foundation, substantially as described. 
 
 2. The process of repairing and protecting structures, consisting in first 
 building a circums crihing wall of beton in a previously dug trench situated a 
 a suitable distance from the sides of the structure, then building a butties 
 between such wall and the structure, in order to protect the structure while 
 the other repairs are being accomplished, as set forth. 
 
 3. The within described method of increasing the bulk and weight of 
 structures composed wholly or in part of beton, concrete, or like materials 
 and economizing in the use of the same, by embedding therein hollow forms 
 filled with broken stone, earth, or other heavy and cheap material. 
 
 Imprai'ement in Methods of Laying Concrete under Water. 
 
 Specificationjforming part of Letters Patent No. 188,123, dated March 6, 
 1877; application filed January 29, 1877. 
 
 To all whom it may concern ; 
 
 Be it known that I, John C. Goodkidge, Jb., of the city of New' York, 
 county of New York, State of New York, have in'sented a new and useful 
 Improvement in the Method of Layirg Concrete under Water; and 1 hereby 
 declare that the following is a full and exact description thereof, which will 
 enable others skilled in the art to do the same. 
 
41 
 
 III the ordinary method employed in laying concrete under water, it has 
 been considered necessary to use broken stone and coarse gravel with cement. 
 Tliis material thus mixed has been thrown directly on the water, which was 
 enclosed to prevent washing away the cement, or has been dumped from 
 boxes prepared for the purpose. 
 
 I have found, by repeated experiment, that it is impossible to obtain a 
 good lesult from such a mixture. The varying velocitj' with which bodies 
 fall through water is owing to their different specific gravities. If stone of a 
 specific gravity of 3'5 are used with a cement of r4, the stone is in its descen- 
 washed entirely free from the cement, and is deposited on the bottom, while 
 the cement, held in partial suspension, and moved every new addition of 
 the mixture, is finally deposited above the stone and gravel, after being 
 rendered inert by the washing of the watei-. 
 
 My improvement consists, first, in rendering the water (which is enclosed 
 in water tight compartments or cotfer-dams, to prevent any motion or current 
 that may allow the escape of the concrete) strongl}' alkaline by the addition 
 of a sufficient quantity of air-slaked lime. This renders the water less 
 apt to hold the cement in suspension, and causes a more immediate precipita- 
 tion of the cement. It also causes the concrete to attach itself the more 
 firmly to adjoining masonry; second, sand, clean, sharp, and of fine grain, is 
 selected, and as near as possible of the same specific gravity as the cement, 
 which is about 1'4, and weighing about eighty-eight pounds to the cubic 
 foot, and caiefully mixed with cement. 
 
 A good i)roportian for general use is three parts of sand to one of cement, 
 the proportion may be varied, depending on the strength of the cement. In 
 this proportion it requires 4 25 cubic feet of dry cement and 13'75 cubic feet 
 of dry sand to make 10 cubic feet of concrete, measured after being laid in 
 place. The sand and cement are then mixed with water. Sutficient is added 
 to make it thinner tlian is used in the plastic betous, yet not watery or this 
 enough to run, as used in ordinary concrete. 
 
 A quantity of this mixture should then be placed on an incline, where it 
 should be allowed to lie for a short time until the cement has formed a slight 
 bond with the sand — five or ten minutes — varying with the quickness of the 
 setting of the cement, and then the whole mass should be allowed to slide 
 slowly down the incline or inclines, the bottom of which should be placed 
 in the water, and the concrete evenly distributed by any suitable means. 
 
 A large mass should bn collected before deposiiing, in which case the 
 greater portion of the concrete does not come in contact with the water. 
 Succeeding batches are prepared and deposited in the same way, and the 
 process is continued until the space to be occupied by concrete is entirely 
 filled. 
 
 Beton so deposited under water needs no ramming. The grains of sand 
 close together, with their irregular interstitial spaces filled with concrete. 
 
 We have then a homogeneous, compact mass, weighing about one hundred 
 and forty-four pounds to the cubic ^foot, and a specific gravity of about 2 3, 
 and capable of having a crushing strain of over six thousand pounds per 
 square inch, and a tensile strength of over three hundred pounds per square 
 inch. 
 
42 
 
 Having thus described my invention, wLat I claim is : 
 
 The method of laying concrete under water, as herein described, consist- 
 ing in rendering the water strongly alkaline by air-slaked lime, and depositing 
 into said water a mixture of sand and cement by means of an incline, substan- 
 tially as and for the purpose set forth. 
 
 John C. Goodkidge, Jr., of Xew York, N. Y. 
 
 Method of Repniring with Beton or Concrete. 
 
 Patent Xo. 317,337, dated May 5, 1885. 
 
 I do not claim in this application the herein described “process” of lining 
 and repairing with beton and concrete, for the reason that I have made the 
 said process the subject of a separate application for Letters Patent, which 
 was tiled on or about the 4tb of February, 188t{, Serial No. 154,948. 
 
 Having thus described ni)’ invention, what I claim as new, and desire to 
 parent, is: 
 
 1. The within-described lining or casing for tunnels, shafts, piers, and 
 abutments, which consists of the frame of the required shape placed a suit- 
 able distance from the structure to be strengthened, and the concrete or beton 
 so applied as to embed the said frame therein, substantially as set forth. 
 
 2. The herein-described lining or casing for tunnels, shafts, piers, abut- 
 ments, etc., which consists of a frame of the required shape placed a suitable 
 distance from the structure to be encased, beton or concrete so applied as to 
 embed said frame theiein, and sand, broken stone, or other cheap material 
 filled in between the beton or concrete and the surface encased thereby, sub- 
 stantially as set forth. 
 
 3. In a lining or casing substantially as herein descrilted, the combination, 
 with the flame forming an integral part thereof, of screw-bolts projecting 
 from said frame and provided with thimbles, bearing-plates, and screw-nuts, 
 the whole so arranged as to removably secure moulding boards to said frame 
 and at the required distance therefrom, as and for the purpose set forth. 
 
 In testimonj' that I claim the foregoing improvement in the method of 
 repairing or building with beton or concrete, as above described, I have here- 
 unto set my hand this 21st day of August, 1884. 
 
43 
 
 Ctfo ModeL) 2 Sheets— Sheet 1, 
 
 J. 0. GOODEIDGE, Jr. 
 
 METHOD OP REPAmUQ WITH BETON OE CONOEEIE. 
 
 No. 317.337. Patented May 5, 1886. 
 
 ^ ' ATTOENEI 
 
44 
 
 (NaHIodeL) 
 
 J, C. GOODRIDGE, Jr. 
 
 2 Sheets— Sheet 2 . 
 
 METHOD OF MPAIBINO WITH BETOH OR CONOEETE. 
 
45 
 
 John C. Goodkidge, Ju., of New York, N. Y. 
 
 Process of Vonstruciion and Repair with Beton or Concrete. 
 
 Speciti(;atioii forming part of Letters Patent No. 317,338, dated May 5, 
 
 1885. 
 
 Application filed February 4, 1885. (No model.) 
 
 Having thus desciibed iny invention, what I claim as new, and desire to 
 patent, is: 
 
 1. The process of repairing, lining, or encasing tunnels, shafts, piers, 
 abutments, or other structures, which consists in, first, constructing a frame 
 of the required shape, a suitable distance from the structure to be strengthened; 
 next, securing the moulding boards to said frame and then filling in the beton 
 or concrete behind srxid moulding boards, embedding their supporting frame, 
 substantially in the manner set forth. 
 
 3. The within described process of lining or encasing tunnels, shafts, and 
 like structures with beton or concrete, consisting of erecting a suitable frame- 
 work, attaching a double layer of lagging thereto, filling between said lagging 
 and around said frame-work with beton or concrete, and filling the space 
 between the lagging and the natural rock or the body to be re-enforced 
 with sand, broken stones, or other cheap material. 
 
 In testimony that I claim the foregoing improvement in processes of con- 
 struction and repair with beton or concrete, as above described, I have here- 
 unto set my hand this 14th day of January, 1885. 
 
46 
 
 JoHK C. Goodridge, Jr., of New York, N. Y. 
 
 Process of and Device for the Construction and Repair of Ivnvids and Shafts. 
 Patent No. 303,500, dated August 12, 1884. 
 
 Application filed Januaiy 2, 1884. (No model.) 
 
 
47 
 
 Having now described niy invention, what I claim as new, and desire to 
 secure by Letters Patent, is: 
 
 1. The within-described process of lining tunnels and shafts with beton 
 or masonry in the presence of intiltrating water, consisting of erecting a 
 water-tight lagging within the tunnel or shaft, substantially parallel to and at 
 any desired distance from the interior thereof, filling the space so formed 
 with beton or masonry, allowing said lagging to remain in position until said 
 beton or the cement in which the masonry is laid has set, and then removing 
 said lagging. 
 
48 
 
 2. The combination, ■with a tunnel or shaft lining, of one or more wafer 
 bars for the purpose of controlling and localizing the discharge of infiltrating 
 ■water, substantially a« described. 
 
 ‘i. The coml)iu<ition, with a tunnel or shaft lining, of one or more waste 
 water discharge-pipes inserted through said lining at the point of infiltration, 
 or above that point, for the purpose of controlling or leading away infiltrating 
 water, substantial!}' as described. 
 
 4. The combination, with a tunnel or shaft lining, of one or more waste 
 water discharge-pipes inserted through said lining at the point of infiltration, 
 and above one or more water bars, substantially as and for the purpose set 
 forth. 
 
 5. The within-described method of embedding pipes for the discharge of 
 infiltrating water in beton or masonry structures, consisting of wrapping 
 pervious material around one end of said pipe, placing the pipe in such 
 position that that end may be nearl}' in contact with the orifice through which 
 the water enters, while the other or discharge end projects through the work, 
 and then packing beton or other suitable material around said pijte and per- 
 vious material, substantially as described. 
 
 In testimony that I claim the foregoing improvement in the construction 
 of tunnelsand shafts, as above described, I have hei'eunto set my hand this 
 28tb day of December, 1883. 
 
 Patent No. 148 , 818 . Dated January 24, 1874. 
 
 Having thus described my invention, what I claim is; 
 
 A perforated pavement of artificial stone or concrete, as described, and 
 adiipted to the purposes set forth. 
 
 JOHN C. GOODRIDGE, Jr. 
 
49 
 
 J. C. Goodridge, Jr. 
 
 Method of Constructing Underground lunnels and Arches. 
 
 No. 262,403. Patented August 8, 1882, 
 
 Having now described my invention, what I claim as new, and de.sire to 
 patent, is; 
 
 The within-described method of constructing underground tunnels or 
 arches, consisting in forming two or more trenches, filling the same with 
 beton, concrete, or masonry, shaping the surface of the earth contiguous 
 thereto, and over where it is proposed the tunnel shall be, so as to conform to 
 the inner surface of the roof of the proposed tunnel or arch, building the roof 
 of said tunnel or arch upon said earth, using the same to support the work 
 while in process of construction, and subsequent!}' excavating the earth 
 enclosed between said walls and roof, in order to form the tunnel, substantially 
 as described. 
 
50 
 
 Canada. 
 
 Patent of Invention to John C. Goodkidge, Jr. 
 
 The present patent grants to the said John C. Goodridge, Jr., his exe- 
 cutors, administrators, or assigns, for the period of fifteen years from August 
 25, 1882, the exclusive right, privilege, and liberty of making, constructing, 
 and using, and vending to others to be used, the said invention of .John C. 
 Goodridge, Jr., and which is called and known by the title or name of 
 
 “ Improvement in Methods of Repairing Structures with Beton or Concrete," 
 
 and whereof a short description is as follows; 
 
 It consists: Isl. In the method of repairing structures with beton or 
 concrete, by surrounding the same more or less completely with moulds, 
 leaving an interval between the said moulds and the structure, and then filling 
 said interval with beton or concrete. 
 
 2d. In the method of repairing a structure the foundation of which is 
 defective, by surrounding or facing the defective portions with a wall placed 
 at a distance therefrom, and thence undermining and replacing such defect- 
 ive foundation piecemeal. 
 
 3d. In the method of repairing a structure and increasing its bearing 
 surface, by encasing the same with beton or concrete. 
 
 4th. In the method of repairing a pile bridge and converting the same into 
 a pier bridge, by surrounding said piles with moulds, and encasing the same 
 with beton or concrete. 
 
 5th. In the method of filling moulds containing water, to repair structures 
 with beton or concrete by means of an inclined plane. 
 
 6th. In the method of lightening work formed of beton or concrete, by 
 embedding therein, while in a plastic condition, empty barrels or boxes. 
 
 7th. In the method of increasing the mass of structure formed of beton, and 
 economizing in the use of the beton itself, by embedding in the same, while 
 in a plastic condition, barrels, boxes, or the like, filled with stones or earth. 
 
 Plate of Canada Patent. 
 
51 
 
 
 /7c^.4-. 
 
52 
 
 J. C. GOODRIDGE, Jr. 
 
 EIlECTRIQ wire DECT. 
 
 Patented May 22, 1883. 
 
 /^.Y. 
 
 (no UodelJ 
 
 Ko. 278,233. 
 
53 
 
 United States Patent Office. 
 John C. Goodridge, Jr., of New York, N. Y. 
 
 Electric-Wire Duct. 
 
 Specification forming part of Letters Patent No. 278 , 283 , dated 
 May 22, 1883; application filed August 26, 1882. (No model.) 
 
 Having now described my invention and the method of using the same, 
 what I claim as new, and desire to patent, is — 
 
 1. A conduit for electrical wires, consisting of a series of pockets opening 
 laterally into a central aperture, each pocket so constructed as to form a 
 ledge, whereby falling earth and water are diverted into said central aperture 
 and thence into a suitable drain, the whole closed with a suitable cover, sub- 
 stantially as specified. 
 
 2. A conduit for electrical wires, consisting of a series of pockets openign 
 laterally into a central aperture, said aperture forming at its bottom a suitable 
 drain, the said pockets provided with overhanging ledges, so constructed that 
 falling earth and water is directed to the drain below, the whole closed by a 
 cover, substantially as specified. 
 
 3. A conduit for electrical wires, consisting of a receptacle provided with 
 a series of poekets, each pocket so constructed as to form a ledge, whereby 
 falling earth and water are excluded from the pockets, said pockets opening 
 laterally into a central aperture, which terminates at its bottom in a drain, 
 and a guide, F, so arranged that the wire to be laid may be placed upon said 
 guide and thence directed to its appropriate pocket, the whole provided with 
 a suitable drain, substantially as specified. 
 
 In testimony that I claim the foregoing improvement in electric-wire ducts, 
 as above described, I have hereunto set my hand this 14th day of August, 
 1882. 
 
 John C. Goodridge, Jr., of New York, N. Y. 
 
 Apparatus for Erecting and Supporting Colossal Structures. 
 
 Patent No. 289 , 644 , dated December 4, 1883. Application filed April 28, 
 
 1883. (No model.) 
 
 Having thus described by invention, what I claim as new, and desire to 
 secure by Letters Patent, is : 
 
 1. The combination, with the structure andjts pedestal or pier foundation, 
 of one or more sectionally constructed metal columns or tubes, arranged 
 within the structure and projecting down within the foundation, and braces 
 connecting the structure with said column or columns, substantially as 
 specified. 
 
54 
 
 2. The combination, with the structure to be raised, of the interior sec- 
 tionally constructed column, E, arranged with the structure, the pier founda- 
 tion or pedestal, G C , and the fixed jack, I, applied centrally beneath said 
 column, essentially as herein described. 
 
 3. The combination of one or more sectionally constructed columns, hav- 
 ing certain of their sections provided with guides or projections, to, with the 
 rings, «, having ways, n, the hollow pedestal, C O', and »he structure, B, to 
 which said column or columns are secured internally, substantially as 
 specified. 
 
 4. The combination of the stationary lifting-jack or device, /, the section- 
 ally constructed column or columns, E, the hollow pedestal, G G', the mov- 
 able jacks, D D, the structure, jS, and means for securing the column or 
 columns, E, to said structure, B, essentially as described. 
 
 5. The combination, with a hollow structure, to be raised, and its pedestal 
 or pedestal base, of a lifting support applied to the structure, and constructed 
 of a column, E, posts or uprights, a®, and braces, a’, arranged to connect 
 said posts with each other and with the tube, substantially as s|)eeified. 
 
55 
 
 nroMoiel.) S Skeets— S&eet I. 
 
 J. q. GOOBEIDGB, Jr. 
 
 iPPAHATtrs m EicEcznrQ- Aioj suppoBiiNff ooiosm sTRtnmi'R'ESi 
 No. 289,644. Patented Dec. 4, 1883. 
 
56 
 
 rssxolel.) 6 S]uet&— SAeet 2 , 
 
 J. q. GOODEIDGE, Jr. 
 
 APPiSAIDS roB, mcxiHfr AM gupTmiTTm; rfrr.n asAT. siBircTraiia, 
 Ne. 289,644. Patented Deo. 4, 188S. 
 
 
 
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 6 Shfieta— Sheet 3. 
 
 J. C. GOODEIDGE, Jr. 
 
 /yP ATtA.T I7S EOR EEICIIKG AKH SUrEOETING OCCLOSSAl STETTOTirREa. 
 No. 289,644, Tateiited Deo. 4, 1883. 
 
 TOUJESSES: nrVEKTOE: 
 
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58 
 
 (BolIflleL) 6 Bliects— Sieet 4. 
 
 J. C. GOODEIDGE, Jr. 
 
 XPPiEAinS EQB EECCHHG-MD SEPIOETIHe OOIOSaAIi BIKTOXUKEai 
 
 No. 289,644 Patented Deo. 4, 1883. 
 
59 
 
 fFO 3Iodel.) D Sh.eets— Sheet S, 
 
 J. a. GOODRIDGE, Jr. 
 
 APPABAIITS EOS XEECHHG- AM 5EEE0BIISG CffLOSSAL BIKITCTnEES. 
 
 No, 289.644. Patented Deo. 4, 1883. 
 
60 
 
 fK'o 2 IiJli 3 l) P 6i66la-aiieet I, 
 
 J, q. GOODEIDGE, Jr. 
 
 fPP t-n tT TT!; EOS rSECIMG- ASD BTJPTOUCTfl.OQIOSaAIi EXRuui'uJlllS. 
 
 No. 289,644. Patented Deo. 4, 1883. 
 
61 
 
 (N't) VoBolO 
 
 J. C, GOOBBIHaE, Jr. 
 
 2 Sboots^SlieeX^ 1* 
 
 PROCESS or EEEPENINQ AND MAIHTAIHISB OEAHKELfl 
 POR NAVIGATIQH. 
 
 Ha. 320,129. 
 
 I’atBSlBd JiLOfi 16,1883. 
 
6-2 
 
 United States Patent Office. 
 
 John C. Goodeidge, Jk., of New York, N. Y. 
 
 Process of Deepening and Maintaining Channels for Navigation. 
 
 Specification forming part of Letters Patent No. 320,129, dateii June 18, 
 1885. Application filed March 5, 1885. (No model.) 
 
 lo aU whom it may concern: 
 
 Be it known that I, John C. Goodeidge, Jb., of New York, in the county 
 of New York and State of New York, have invented a new and useful Im- 
 provement in Process for the Deepening and Maintenance of Channels for 
 Navigation, of which the following is a specification, reference being had 
 to the accompanying drawings. 
 
 My invention relates to the employment of the scour of a natural current 
 to deepen and maintain a channel for navigation. When the bed of a river 
 or the bar of a harbor is of sand or other light material, beneficial result has 
 heretofore followed the use of jetties so arranged as to localize the current 
 and increase the rapidity of its flow, thus scouring out the sand and prevent- 
 ing the deposit of matter suspended in the water and borne down from above. 
 But as far as harbors are conceined this improvement has in all cases been 
 limited to those into which large rivers flow, and in which therefore the dis- 
 charge on the ebb greatly exceeds the influx on the flood; but this is not the 
 case with tidal harbors, for there the influx and efflux are substantially equal. 
 To surmount this difficulty in these cases is the pnrpose of my invention. All 
 action toward maintaining a channel must be toward the sea— that is, out- 
 ward. This I propose to accomplish by making man}’ points of inlet, 
 thus obtaining a diffuse and gentle influx, then, by impounding and em- 
 baying a large quantity of water, and so directing it on its outward pas- 
 sage that the greater portion of its volume is directed through the space 
 desired as a chanmel, the conditions existing in those harbors fed by large 
 rivers are practically reproduced, with a like beneficial effect. 
 
 In the drawings. Fig. 1 represents the plan of a harbor to which my 
 improvement has been applied; and Fig. 2 a series of sectional jetties, the 
 space between the overlapping ends of which is closed by tidal gates. 
 
 In Fig. 1, A represents the shore line; B, the roadstead or harbor; C, the 
 ten foot line of a shoal, and D, the twenty foot line of said shoal. By the 
 natural action of the sea the shoal, C D, is gradually extended toward the 
 point. A', until the roadstead or harbor, B, is gradually closed up, the 
 shore. A, working over to A'. I should meet such a contingency by inter- 
 posing the continuous breakwater, F, in the path of the motion. Then 
 from a point on the opposite shore. A', I extend a series- of short break- 
 waters placed nearly parallel, and at a little distance from one another and 
 at a small angle with the channel, the ends of which overlap, all as shown 
 in Fig. 1. The rising tide then enters all the openings, H, the angle with 
 which it impinges on the jetties directing it to and through the intervals. 
 It avails itself of the channel, J, as well, and thus a comparatively gentle 
 and uniform influx is obtained; but when the tide turns to ebb, the currenj 
 
63 
 
 would encounter the jetties at a ditferent augle, and be in large measure 
 deflected by the openings, H, and out through the channel, J. Thus the 
 requisite conditions to success — a gentle and general inflow and a compara- 
 tively rapid and localized outflow — are obtained. 
 
 The flood and ebb tide seldom, if ever, follow the same path. Not only 
 is this so as to the mean or average direction of these currents, but seldom 
 or never does the same current follow the same direction throughout its 
 duration. For e.xample, let us refer to the Atlantic Coast Pilot, lis78 — 
 Boston to New York, Appendix No. 1 — Rale and direction of current for 
 each tidal hour after time of high water at Boston gave as follows: North- 
 ern Channel, E. by N.; S. E. ; S. E. S. ; S. by E. ; S. ; W. by N. ; N. W. 
 by W. ; N. W. by W. ; N. N. ; N. by E. We find from that appendix 
 that in the northern channel the ebb makes an average direction of S. by E., 
 and that the flood makes an average direction of W. N. W., a departure of 
 60 degrees from a straight line. We also find that the tide moved in every 
 direction except between the points N. by E. and E. by N., a spaee of 55 
 degrees, or, in other words, the current moved over an arc 305 out of 360 
 degrees. This example is selected at random, and is typical of the universal 
 action of tidal currents. Of course an engineer skilled in the art of har- 
 bor improvement would know that every harbor or channel had its local 
 tidal peculiarities, and would make a thorough acquaintance with that fea- 
 ture of the problem the first step. Tlien he would so locate bis jetties that the 
 incoming flood should be directed to and find easy access at the proper inter- 
 vals, {while the outgoing current would strike the jetties at an angle calculated 
 to deflect it in great part past the openings to find an exit at the main outlet. 
 
 That law of nature which compels all moving bodies, fluid as well as 
 solid, to follow the line of least resistance is the root ot this matter, for it 
 is clear that if the ebb follows the direction of the arrow in Fig. 1, the cur- 
 rent strikes the jetties at such an angle as to glance from them, so to speak; 
 nor can it escape through the openings between the jetties to any important 
 degree, unless it returns upon itself — a thing a current never does, since that 
 is the line of maximum resisrance. Nay, further, if the outflowing current is 
 strong, it will suck water through the openings from without, and as far as 
 the current at those special points is concerned, an inflowing current will al- 
 ways appear there except at slack water. The ordinary expirator and in- 
 spirator, the spray atomizers, the Bunsen pump, and many other devices are 
 all illustrations and embodiments of and owe their efficiency to this principle. 
 It may be seen and studied at any time by observing the action of the water 
 at the sides of and below a bridge pier standing in a rapid curienl. The 
 downward flow drags away the water from behind the pier, which water 
 always is lower there than the water abreast of it, where the current is unob- 
 structed, and a return current from below much narrower than the pier will 
 be noticed partially to supply the place of the water so abstracted. The arti- 
 cle “ Ilydronamics,” Encyclopaedia Britannica, 8th ed., vol. xii., page 138, 
 may be consulted in this connection. 
 
 In the preceding description we have assumed the action of the sand and 
 deposit to be following down the coast toward the continuous breakwater, F. 
 
64 
 
 If the action of the sea drive the sand directly toward the harbor from a point 
 at right angles to it, sectional jetties can be used on both sides of the entrance 
 and the continuous jetty, F, be omitted. 
 
 The most advantageous distance between the detached jetties, (their length, 
 and their lap will vary under different circumstances, depending on the flow 
 of the current and the rise and fall of the tide and local topography. 
 
 During the formation of the channel, or when the rise and fall of the tide 
 and consequent current is feeble, tidal gates may be used in the intervals, H, 
 between the sectional jetties, D, and so arranged as to open before the incom- 
 ing and close before the outgoing current, thus diiecting 'the entire ebb 
 through the channel. If placed as shown at H', Fig. 2, they will be protected 
 from the violence of the sea. 
 
 It is obvious that this method is equally applicable to the improvement of a 
 harbor into which a large river flows, since it tends to increase the disparity 
 already exitsing between the inward and outward currents. 
 
 In the case of a harbor the usefulness of which has become seriously im- 
 paired, a beneficial result may be expedited by judicious dredging. 
 
 Having thus described my invention, what I claim as new, and desire to 
 patent, is: 
 
 1. The within described means of making, improving, or maintaining a 
 channel for navigation, consisting of sectional overlapping jetties placed at 
 an angle with the outgoing current, and so arranged as to produce a compara- 
 tively gentle and diffuse current on tbe flood tide and a comparatively rapid 
 current more or less restricted to the channel on the ebb tide. 
 
 2. The within described means of making, improving, or maintaining a 
 channel for navigation, consisting of sectional .overlapping jetties placed at 
 an angle witb'the outgoing current, the intervals between which are closed 
 with tidal gates, and so arranged as to afford comparatively'unrestricted en- 
 trance at many points to the inflowing curreot,rhut to close against the out- 
 going current, and divert it, wholly or in great part, through the space in- 
 tended for said channel. 
 
 In testimony that I claim the foregoing improvement in process for the 
 deepening and maintenance of channels for navigation, as above described, I 
 have hereunto set my hand this 30th day of December, 1884. 
 
 John C. Goodridge, Jr. 
 
 Witnesses: 
 
 M. A. Goodridge, 
 
 Emmet Philips. 
 
65 
 
 Patent No. 88,545. Dated April (J, 18(19. 
 
 Wliat 1 claim, and desire to secure by Letters Patent, is: 
 
 1. 'I'lie lierein-descril)ed i)laslie, pulverulent urtitieiai stone paste, com- 
 posed of sand, liydroulie lime, and, in some cases, hydraulic cement, prepared 
 substantially in the manner and for the purpose set forth. 
 
 2. In the manufacture of artificial stones, or monolithic masonry, the 
 herein -described mode of hrin<;ing the molecules of the mass in close pro.x- 
 imiiy, one to the other, and obtaining a hard stone, by means and with the 
 use of a heavy and hard pounder, exerting its action in a systematic manner 
 ui)on successive layers of aititicial stone paste of the character and under the 
 circumstances substantially as herein set forth. 
 
 3. As a new article of manufacture, the stones, or monolithic masonry, 
 when made from the substances herein set foith, treated substantially in the 
 manner s|)ecitied. 
 
 FRANCOIS COIGNET. 
 
 Patent No. 88,54G. Dated April 6, 1869. 
 
 To all whom it may concern : 
 
 What I claim, and desire to secure by Letters Patent, is: 
 
 1. In monolithic buildings, made of agglomerated artificial stone paste, the 
 prodiictif.n of flues, pipes, or openings, for the purpose of heating, ventilating, 
 conveying %vater, gas, or smoke, etc., by means and with the use of proper 
 cores introduced in the thickness of the walls, and the agglomerating around 
 said eores of a special composition of artificial stone paste in the manner and 
 for the purpose herein set forth. 
 
 2. In monolithic structures, such as wharves, dams, abulment walls, 
 etc., making the walls hollow, or boneycombed, and filling the said hollow 
 or cells with pouiuled earth, as herein set forth, for obtaining greater inertia 
 strength, or bulk of masonry, at a reduced expense. 
 
 FRxVNCOIS COIGNET. [i.. s.] 
 
 Patent No. 88,547. Dated April 6, 1869. 
 
 What I do claim, and desire to secure by Letters Patent of the United 
 States, is: 
 
 1. The combination of agglonieraled artificial stone paste with iron scraps 
 of irregular shape, such as nails, double headed nails, or bolls, rings, hooks, 
 clamps, wire, etc., substantially in the manner and for the purpose .set forth. 
 
 2. The introduction in the body of artilicial stones or in the body of 
 artificial stone monolithic structures, made of agglomerated artificial stone 
 paste, of skeletons, or metallic framework, linked or arranged so as to 
 strengthen the same, substantiallv as specified. 
 
 3. The application of agglomerated artificial stone paste to the protection 
 and isolating of telegraphic wires. 
 
 FRANCOIS COIGNET. [l. h.] 
 
6G 
 
 Patent No. 88 , 548 . Dated April 6, 1869. 
 
 To all whom it may concern : 
 
 What I claim, and desire to secure by Letters Patent, is; 
 
 1. The use of hj'draulic cement, ground with a relatively small quantity 
 of water into a thick, plastic paste, for cementing sand in the manufacture of 
 agglomerated artificial stones. 
 
 2. The herein-described process of retarding the crystallization or setting 
 of hydraulic cements, by repeated and prolonged triturations, whereby the 
 proper amount of sand may be iucoporaled therewith. 
 
 3. As a new article of manufacture, the artificial stones, or monolithic 
 structures, made of hydraulic cement and sand, prepared and agglomerated 
 substantially in the manner herein specified. 
 
 FRANCOIS COIGN ET. [i.. s.] 
 
 Patent No. 88 , 549 . Dated April 6. 1869. 
 
 What I claim, and desire to secure by' lietters Patent, is : 
 
 1. 'I'he application of heal in the preparation of artificial stone paste, either 
 to the materials employed before being mi.xed, or to the mixture of the same, 
 during the process of trituration, substantially in the manner and for the 
 purpose set forth. 
 
 2. The manufacture of artificial stones, or monolithic structures, by means 
 and with the use of hot agglomerated artificial stone paste, substantially pre- 
 pared as herein set forth. 
 
 FRANCOIS COIGNET. [i.. s.J 
 
 Patent No. 98 , 055 . Dated December 21, 1869. 
 
 To whom it may concern : 
 
 What I do claim as my invention, and desire to secure by Letters' Patent 
 of the United States, is: 
 
 1. Protecting the exposed corner.«, sides, edges, or angles of artificial 
 stones by means and with the use of metallic shields fastened thereto, in the 
 process of manufacturing said stone, substantially in the manner herein set 
 forth. 
 
 2. As a new article of manufacture, a metal clad artificial stone, made 
 substantially as herein described, for building purposes, or other wants of the 
 arts, industry, or commerce. 
 
 FRANCOIS COIGNET. 
 
67 
 
 Patent No. J)8,0;J4. Dated Deceiubet 21, 1869. 
 
 Wliat 1 claim as my invention, and desire to secure by Letters Patent of 
 the United Stales, is: 
 
 The licreiu de.seribed morle of obtaining a masonry or block of artificial 
 stone, of the eliaraeter known as Coignet’s agglomerale, witlionl seams, 
 beads, or partings, by means of the .syslem of rougbening of the surfaces of 
 Ibe strata, substantially as berein set fortb. 
 
 FKANCOIS t’OlGNET. 
 
 Patent No. Dated December 21, 1869. 
 
 Wbal I claim as my invention, and desire to secure by Letters Patent of 
 be United Slates, is: 
 
 1. The inclined body, or case 7’ in combination with the conjoint 
 lielices D SI) S, substantially as and for the purpose set fortb. 
 
 2. Tlic regulating sand-bopper, will) its gate <, or equivalent device, in 
 combiiiiiiion with the helices D S D S and case P Q, QK 
 
 The use of one or more screws. S', with hopper E, and of ilefinite 
 totaled spur wheels and pinions t' f-, in combination with the helices D S D S, 
 substantially as specified, and to the end of secui ing automatic feed to the 
 malaxator. 
 
 4. The water pipe Z, and variable overflow TF, or fbeir equivalent, to 
 obtain the effect specified upon the sand in the malaxator. 
 
 5. The conical adjustable sleeves qq, in combination with the jiiece Q' and 
 conjoint helices D S D S. 
 
 6. The combination of the wheels K 7i, body P Q Q', and shafts H 11, in 
 the manner and to the end set forth. 
 
 FRANCOIS COIGNET. 
 
I’aliMit No. !tK,();i5. 
 
 Patent No. Dated January 21, IfiTO. 
 
 To aV whom it may concern : 
 
 Wliat 1 elaini as my invention, and desire to seeure l)y Letters Patent of 
 tlie United Stales, is : 
 
 The process, or combination of the several pliysico elicmico-meclianical 
 means, above described, of cmployiii" fat lime, or common lime, in artificial 
 stones i>r monolithic structures, sub.stantially in tlie manner and for tin- pur- 
 pose set forth. 
 
 FRANCOIS COIGNET. 
 
GO 
 
 U£rr/\IC3£ SPAN PROSPECT P'A. 
 
 f.SROOMYN LJ. 
 
 TRECTCO/STO BY MO. C GOOOP/OC£JO PAY'D 
 
 Fountain on Plaza. Entrance to Prospect Park. 
 
70 
 
 Tliiiil Am‘. cor. Tliinl yt., Hrookl>n. N. V. 
 
71 
 
 James Kenwick, Architect. 
 

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