"Sketches of Lynn
Or The
Changes Of Fifty Years"
by David N. Johnson

Transcribed and submitted
by Shaun Cook

To help transcribe or submit information, please e-mail Shaun Cook.

THE ENGINE COMPANIES OF LYNN, pgs. 260-289

     For most of the facts and figures contained in the following history of our fire department, and especially for those pertaining to the early years of its organization, the writer is indebted to Joseph M. Rowell, whose researches in all matters relating to the origin and growth of the several fire companies, running through a period of more than eighty years, have been guided by an intelligent appreciation of the great interests represented in this branch of the public service. As an active member, and chief officer, of one of the organizations for many years, and afterward as chief engineer of the department, he became possessed of a complete knowledge of its requirements, and was foremost in advocating a wise and comprehensive policy. His reports are characterized by a breadth of view, as well as a mastery of details, that gave them more than the passing interest of the period to which they relate, and which invested them with a historic value that it is not easy to estimate. The improvements that have been made in the means and. appliances designed for the preservation of property against the ravages of fire as clearly illustrate the progress of the last fifty years as anything that can be seen in that era of mechanical and industrial revolution.

     The first engine used in Lynn was numbered 1, as might be supposed, and named "Relief." It was purchased in 1797 with money raised by subscription, and the record states that the names of Andrews Breed and Dr. James Gardiner were chief among the contributors. Timothy Munroe, Sr., was chosen its first captain. A small building was built on the common, a little northwest of what is now the Frog Pond, and the new machine was placed therein, and gazed at by a good many citizens of that early time. If anyone who wanted to see it had waited until it was taken out by the "boys" on an alarm of fire, he might have waited several years, or at least a few, before a chance happened that would test its wondrous powers. A burning house was much rarer at that time than a flood, and the inhabitants of the low lands had more occasion for a dory than for fire buckets and engines. The engine was built by the father of Stephen Thayer. It had a four-inch cylinder, with a ten-inch stroke, giving it a capacity of one hundred and twenty-five cubic inches.

     The young man of the present day has little idea of the performance of an engine like this; and those familiar with the comparatively powerful machinesin use just before the introduction of the steam fire engine, would have smiled to see this good-sized box on its way to a fire, drawn by a dozen men, and as many more chasing it with leather buckets. But at that day probably a much larger proportion of the inhabitants of the town, old and young, turned out to see it, than now turns out to see Barnum's circus, or a parade of the Eighth Regiment. There were but two such chances to smile for the next nine years. The first was some two years after its appearance in town, when the barn of Micajah Newhall was struck by lightning, in August, 1799, and set on fire and totally destroyed. This barn was near the corner of South Common and Vine streets. History informs us that No. 1 was on hand, and did good service in protecting the adjacent buildings. The second was on August 18th, 1803, when it run to Nahant to aid in putting out the fire occasioned by the burning of the hotel belonging to Capt. Joseph Johnson; but it did not arrive soon enough to do any good.

     No other great event bearing on the interest of the department occurred until 1806, when a new interest seems to have been awakened by a question growing out of military duty required of the citizen. In order to have a clear understanding of this matter, it is necessary to state that in 1786 an act was passed by the legislature of Massachusetts exempting engine men from military service to the number of fifteen men for each company. The population of Lynn - including at the time Lynnfield, Nahant, Saugus, and Swampscott - was increasing very fast, and had risen from 2837, in 1800, to 4087, in 18l0. Within these limits a regiment of militia was already formed under the command of Col. Mansfield. A number of young men in what is now Lynn city, equipped and formed themselves into a company of light infantry. They applied to the colonel for admission into the regiment. It was understood that some encouragement had been given them, and the colonel promised to lay their application before the board of officers at their next meeting. When the day of meeting came the colonel opposed the whole project, and the application was refused. The applicants were, of course, indignant, and looked about for some channel in which to expend their surplus wrath. To "spite Joel" - to use a phrase current some years afterward - they became active in the formation of four more fire companies, which were organized in the next six months.

     No.2 was first organized by the choice of John Mudge as captain, and four hundred and twenty dollars ($420) were raised to purchase an engine. It was built by the father of the firm of Hunneman & Co., and had a three-inch cylinder and fifteen-inch stroke. It had four quarter-brakes, which were placed parallel to the line of the lever or beam, and on these were hung the buckets. When the brakes were worked they were pulled out to give a better leverage - the tallest man working on the outer end. The engine was paid for October 11th, 1806. A small house was built over the canal on Federal street to receive it. An elegant sign over the door told the passer-by that engine No.2, named the "Despatch," was within, at least when not outside discharging the special duty for which it was constructed. It also represented, the historian, (Mr. Rowell,) informs us, a company running to a fire dressed in the height of fashion, including ruffle-bosomed shirts and white gloves, the captain having in addition buff breeches and white-topped boots. The historian intimates that this was probably designed to give dignity to the association, and that their ideas had not been modified by practice. One can imagine how those "white gloves" would have looked, and especially those "topped boots," after the wearers had run three or four miles through "Black Marsh" mud seventy years ago, and had handled a few charred timbers, and had been drenched through three or four times with muddy water. But perhaps that suit was for a firemen's muster.

     In December, 1806, "Reliance," No. 3, was purchased of Mr. Hunneman by Samuel Chase. It cost four hundred and twenty dollars, and was similar in construction to No.2, and of the same capacity. A house similar to those already built was erected on the spot where, several years after, the large engine house was erected for the same company. This was near the site of Breed & Holder's coal office, on Broad street, a few rods eastward of the fine brick edifice erected for the accommodation of steamer No. 4, in 1878. Amos Breed was chosen captain of the old No.3.

     On February 27th, 1807, "Perseverance," No. 4, was bought for the special accommodation of Glenmere - then Gravesend. It was of the same pattern as Nos. 2 and 3, and its cost the same. It was sold by Mr. Hunneman to Robert Mansfield. The house built for its accommodation was on Maple street, where it stood until it was replaced by a larger structure built near the same spot. Epes Mansfield was chosen captain.

     About the same date "Eclipse," No.5, was bought by John Ingalls of Mr. Hunneman. It was of the same pattern as those already purchased, and Abner Ingalls was chosen its captain. The engine house was on the south side of Village Square. This was the last engine purchased for a long time, and the historian remarks that the Fire Department of Lynn, as it was constituted for several years, was complete. From figures furnished Mr. Rowell by the Messrs. Hunneman, it seems that the four engines purchased by Lynn were numbered on their books as 12, 14, 15, and 16, which shows that these engines were among the first built at that famous establishment.

     The next opportunity for active service was on October 31st, 1808, when the barn of Theodore Breed was set on fire by a boy - as was supposed - and nearly destroyed. Four days after, the barn of Jacob Chase, near the corner of North Common and Franklin streets, was nearly destroyed, and would have been wholly consumed, had it not been for the service rendered by the Fire Department. The same incendiary, it was supposed, set this on fire. So unusual a circumstance, at that time, created a great excitement.

     In 1811 the number of each company was increased from fifteen to twenty-five. This was a new era in another particular. No.5 established the precedent of having an annual supper, at which every member was expected to be present or pay a fine of one dollar and fifty cents. This expedient probably brought out all the company who were not under the doctor's hands. The historian observes that the war with Great Britain, in 1812, put a damper on this arrangement, as no recurrence of this festival appears on the record until after the close of the war.

     In 1814 the several engine companies were invited by the "fire wards" to test their machines near the (then) new Methodist Church at the head of the Common. No.5 was pronounced the "best engine in town." This was, doubtless, the, beginning of a custom which, in later days when rivalry among the several companies had reached its highest pitch, would draw a larger crowd than anything else except an old-fashioned muster. This crowd gathered - we will suppose - twenty years ago, would have smiled audibly to see these five "tubs" heat up the enthusiasm of their members to fever point as they pumped out several gallons of water a minute, while as much more was poured in from the leather fire-buckets passed along from hand to hand from the nearest well.

     Enoch Curtin, was the clerk of No.5. He was an elegant penman, and to his full and accurate records the public are indebted for a knowledge, not only of the history of this organization, but incidentally for many facts setting forth the general condition of the department as a whole. Under date of July 3d, 1815, he says: "Examined the engine, and (with a disposition to dispatch business with the greatest celerity) adjourned." The explanation is, that this was the evening before the first anniversary of Independence after the close of the second war with Great Britain, and that their patriotism ran high enough to justify them in spending the evening somewhere outside of the engine house. "January 27th, 1816, a fire broke out at the house of Abijah Newhall, but was almost immediately checked by No.5." The following from the record shows that No.5 was on hand whenever needed:

     "1817, August 16th. - A cry of fire alarmed the inhabitants of Woodend, accompanied by the ringing of bells, and the blowing of horns. It was with haste they stayed the element which was perceived at the factory of Squire Shove."
     "1819, January 26th. - The cry of fire, which was perceived at Enoch Curtin's store, alarmed the inhabitants of Woodend. With the haste and energy of our men, the consuming fire was stayed."
     "1820. - A cry of fire, and the ringing of bells and the blowing of horns alarmed the inhabitants of Woodend. With despatch and haste the engine was got out and proceeded toward the destructive element, which was discened to be at Joseph Breed's barn. By exertions it was extinguished."

     The next engine was not bought until more than four years had passed. In August, 1811, No.6 was bought of Stephen Thayer for four hundred and tweny-five dollars. It had a four and one-half inch cylinder and a ten-inch stroke, and was the same pattern as No. 1. Eben Oakman, who lived in what is now East Saugus, was active in procuring this engine, and when the company was formed was chosen its captain. The engine house was built near the spot where the East Saugus station now stands, but was afterward moved to the opposite side of the river, when the railroad ran through the village. When Saugus was separated from Lynn, in 1815, the act of incorporation prescribed that the town of Saugus should furnish nine members to the company, and the remainder to be furnished from Lynn. Soon after the engine was bought, the selectmen of the town engaged one of the inhabitants of the village to furnish a fire-hook for the company. The job was completed, but the implement was so enormous that it was not convenient to handle it. According to information furnished by one who had seen it, the hook looked like a schooner's anchor, and about the size; while the pole or shaft to which it was attached was eight inches in diameter, and as long in proportion. Fifty men could manage it without much trouble, and if there were not enough men in the village, it is presumed that a sufficient force could be got out of town. It is said that this effort at mechanism was not appreciated by the company, who declined to avail themselves of its latent possibilities; and so it was a "dead loss to somebody."

     In 1824 the people of Swampscott thought the time had come when they should have the advantages of a fire engine, to be located in their village. The young men, especially, were interested in the enterprise, as it would give them exemption from military duty, which required them to appear at stated times "armed and equipped as the law directs." Accordingly an engine was purchased of Mr. Thayer, of Boston. This was named the "Assistant," and numbered 7. It was the exact pattern of Nos. 1 and 6, except that the cylinders were one-half inch larger. The historian suggests that "the rivalry that afterward existed in the department originated with that generation." Ephraim Ingalls was chosen captain of the new company, and a house was built for its accommodation on the ledge near the fishing beach. This house stood on this spot until within a few years, and the engine did good service whenever it was needed, which was very seldom the case at home, as Swampscott has enjoyed a remarkable exemption from fires. It was always ready, however, when the Lynn bells sounded the alarm, to start at the shortest notice, manned by as hardy a crew as ever worked the brakes. They did not stop to shake hands before they started, and as they came up Lewis street there was every appearance that they had business to attend to.

     The year 1833 marked a new era in the fire department of Lynn. One cold morning in January, the shoe manufactory of David Taylor was discovered to be on fire. This factory was situated on the spot where engine No. 8 was afterward located. The department rallied, but their best efforts were unavailing to save the building, which was destroyed with all its contents. "The thermometer was at zero," says the historian; "some of the engines froze up, and many of the firemen were frost-bitten. Some were covered with ice, and were obliged to give up their efforts, their armor of ice making them more helpless than though they had been encased in a coat of mail. In this emergency, the ladies came to the aid of the firemen, and displayed a most extraordinary amount of fortitude and endurance." This fire showed that the engines then in use could not be relied on in case of a large conflagration. The reader will understand that up to this time the simple fire engine only pumped the water from the "tub," which was supplied from the buckets as they were passed along - the full buckets down one line from the well, or pond, and the empty ones back again to be refilled.

     The self-drafting, or "suction engine," as it was called, was now introduced, and No. 3 was the first to avail themselves of this great improvement. A contract was made with Mr. Godfrey, of Boston, to furnish one, and the engine was built during the year 1833. The following description of the machine, given by Mr. Rowell, will interest firemen, and probably some others. It was a side-stroke piano machine, the pump of which, instead of being a cylinder, was more in the form of a ship's quadrant. Its size was about ten inches from top to bottom, and was about eight inches thick, and through the top of which, working in an air-tight collar, passed the shaft to which was connected the cam and brakes. Inside the quadrant, and firmly secured to the shaft, was a plate of iron called a fan, about an inch thick, and of the same shape as the length and width of the quadrant, the edges being packed with leather; and when the brakes were worked it moved from side to side of the quadrant, alternately on each of these sides. Outside of the quadrant was a hollow chamber, called the water-way, though the water passed into, and out of, the pump into a globe-shaped air-chamber above the shaft. A branch connected the inlet with the water-ways, similar to that now used by the Button engine. It was very powerful in drafting, but worked heavily, and was, to use a common expression, a "regular man-killer." The suction branch, being made of sheet-copper, was continually breaking, frequently at a time when the active service of the engine was required, vexing the company with its repeated failures.

     This was the "first engine associated with the boyish recollections of the writer. To the boys of "Black Marsh," (usually called Black Mash,) this engine stood as the embodiment and representative of all hydraulic possibilities. There was thought to be an immense latent power stowed away in her somewhere, and suggestive hints and emphatic nods were given, intended to express the belief that if this occult power could be got out of her nothing constructed on this continent, in the shape of a fire extinguisher could stand along side of her for a minute. To bring out, in some small degree, this power, pulleys were attached to the brakes. The ropes ran through sheaves fastened to the lower part of the engine, and a dozen men and boys on either side of the "tub" pulled at these ropes to aid the brakemen in making her show her hidden strength. As this was the only "suction engine" in Lynn at the time, "Old 3" reigned supreme for a while, till one mightier came and disputed her empire.

     The example set by No.3 was followed by the people living near the western end of the Common. David Taylor led off by contributing two hundred dollars for the purpose of buying an engine, and building a house to receive it. Others followed in sums varying from one hundred to twenty-five dollars, the whole amount somewhat exceeding one thousand two hundred dollars. A contract was entered into with Stephen Thayer, of Boston, to furnish an engine and hose carriage for the sum of eight hundred dollars. The engine was finished and delivered on Fast Day, 1834. It was a suction machine, six and one-fourth inch cylinder, and ten and twelve inch stroke, with a ten-foot beam and fourteen-foot brakes, giving room for twenty-eight men. For its size it was a smart machine, and the company, of which James A. Mears was the first
foreman, took great pride in showing her off. As might be expected, a rivalry at once sprang up between the company and No.3, which continued with varying degrees of intensity as long as the companies existed.

     In 1835 the act incorporating the Fire Department of the town of Lynn was passed, and was accepted by the inhabitants in town meeting assembled. The town also voted to assume the responsibility of keeping those engines in repair, and ready for constant use, which should be given up by the proprietors. The consequence was that all were given up, and the department was organized by the election of twelve engineers and three assistants, who had under their control two suction and six "tub" engines, and two hose carriages. As the town increased in size fires became more frequent. Some of these are worthy of mention, as having an important bearing in directly leading to improvements of which the fire department availed itself.

     On the fifth of July, 1836, the first firemen's muster occurred under the new organization. The interest shown in the new machines lessened the interest taken in the old-fashioned "tubs." "The records of the two new engines - 3 and 8 - are wanting for this year," says Mr, Rowell, who derived his account of the contest from such verbal information as he was able to collect. The following is his account of the trial: "From this it appears that each in turn drafted and supplied the other, each receiving-engine playing through a three-fourths pipe, and each getting all they could take care of. I should judge that 3's company wore the shortest faces, and we may conclude that they felt perfect confidence in the ability of their machine as a drafting engine. No. 8's company felt a little sore, and were loud in their denunciation of using so small a pipe."

     This brings us down to a period within the memory of many now living; and as the interest increased as time went on, some of the reminiscences of the next fifteen or twenty years recall scenes in which the firemen of Lynn played a part that attracted the attention of all interested in such matters for miles around; "Lynn having been an important battle-ground," as Mr. Rowell remarks, "for nearly all the New England builders."

     The next company organized was No. 9 - 1836 - and an engine was purchased of A. Bisbee & Co., of Boston, which cost one thousand dollars, the town paying seven hundred dollars. It was called the "Niagara." They built a house on Essex street, near what is now the corner of Johnson street included in the City Hall lot, where it stood till 1848.

     The next engine bought, in 1837, was by the old No. 5 company, whose engine, as we have seen, was purchased in 1806. The company now took the name of "Torrent," a name more appropriate, it would seem, than the "Eclipse," which rather suggests an opaque signification. The engine was built by J. S. Hill, of Salem, at an expense of one thousand and fifty dollars, paid by the town. The engine house, said to have been the "best in the town" at that time, was built by the company.

     The "Silver Greys" came next. The company was organized in the same year - 1837 - using the old "Eclipse," No.5. The town built an engine house at an expense of three hundred dollars. It was afterward enlarged at an expense of two hundred and fifty dollars more. It stood first on Portland street, but was afterward removed to Chestnut street. In 1844, a new engine was bought of the Messrs. Thayer, of Boston, at the cost of seven hundred dollars, of which the town paid four hundred dollars.

     The old company, "Perseverance," No. 4, now thought it was time to have a "suction engine," and in 1839 the town purchased one of Hunneman & Co., and built an engine house, at an expense, for both, of one thousand dollars.

     There were now six suction engines in town of nearly equal capacity, built by four different makers. As a matter of course the feeling of rivalry ran high, not only among the firemen of Lynn, but among all classes out of town, as well, who "blowed" for their favorite engine, whether it was a "Thayer tub" or a machine made by some other famous builder. Besides the formal trials alluded to, the purpose of which was to test the capacity of the several engines, every fire was an occasion when the "boys" showed their ambition to prove the superiority of the "tubs" for which they "blowed." No.3, by chance, would be stationed at the well or pond, a thousand feet, or more, from the fire ; next to No.3 stood No.5, then No.8, then No.9, which played on the fire ; or any other arrangement that might be supposed. Then some engine would get "washed." No. 3's ambition would be to give No. 5 all the water she wanted, and No.5 would strain every nerve to give No.8 more than she wanted. Now the cry of "break her down" would be heard along the line; then, some "side-walk" members would make an encouraging remark, as they surveyed the situation. Then it would be discovered that the water in No. 9's "tub" was rising. Again the cry would be heard, "break her down, 8;". and soon the water would be pouring over the sides of No. 9, and a shout would go up from No. 8's crew, comprehensive in its volume, and miscellaneous in its character; and if any of No. 9's crew had come out in the hurry of the occasion with "pumps" on, they would be likely to go home with damp stockings. Perhaps before this crisis would be reached an accident would happen that did n't seem to have any reference to hydraulic pressure. There seemed to be a remarkable coincidence between the time of the accident and the exigencies of the situation. It did n't seem to make much difference whether the hose was new or old. It would burst just the same. Then somebody would inquire what made that hose burst. Then somebody would examine it. Then a few would look wise. Then several would make remarks, and put in some of the most emphatic adjectives in the English language in just the place to give them the most telling effect, as though they had been selected for the occasion. "Perhaps this is all right," one would say, "but it's (adjective) curious that that hose happened to burst just at that time, and just in that place." As already intimated, various episodes were likely to occur. As, by the above arrangement, the "laboring oar" would come to No. 3's crew and engine, it would sometimes be discovered that the water in No. 5's "tub" was lowering; then her crew would "spring to it," and soon the cry "no water! hold on !" would be heard along the line. Then the invidious and suggestive inquiry would be directed to No. 3's crew, whether "Aunt Carter's well had given out." (This well had never failed to respond to any demands made upon it by the fire department, being supplied - as was supposed - by a subterranean stream running at the bottom.) Then, perhaps, the response from No. 3 would be "Change places, will you ? We'll dry you up in about three minutes." But perhaps the fire occurred too far off to make Aunt Carter's, or any other unfailing well, available; then fifteen minutes time was long enough to drain almost any well in the neighborhood, and the signal - Hold on! no water!" would be given. Then there would be a start for some other well or source of supply, and in the mean time the fire would have a good chance to get well under way.

     It will be seen from this that considerable interest was manifested in the working of the several machines. It must not be inferred from this that the burning building was entirely overlooked. Considerable water was played upon the fire. Now and then a deed of daring would occur that would excite the admiration of the spectators, and call forth loud plaudits from the assembled multitude; for it must be borne in mind that in those earlier days nearly all the town turned out to see the comparatively rare sight of a building on fire. The boys, especially, were there in large numbers. It was considered as something akin to disgrace for a boy to ignore the claims of such an occasion to his presence and encouraging influence, and, if need be, to his services in eating the crackers and cheese after the fire was over. And so, when "Joe" or "Jim" mounted the ladder, pipe in hand, and disappeared in the smoke, and afterward emerged drenched with water, and his face blackened by too close contact with charred timbers, a yell of applause would go up from the juvenile crowd, and from a good many others who were too old to be juvenile. The cheers were especially loud from that part of the crowd which "stuck up" or "blowed" for the engine to which "Joe" or "Jim" belonged.

     Perhaps an engine from the outskirts of the town would now make its appearance, and a good deal of noise. Then some of the boys would inquire why it had n't waited till the next day. Now it would appear that there was danger that the fire would communicate to adjoining buildings. Then the old "Sagamore Hook and Ladder Company" would be on hand with its ladders for mounting the buildings; its hooks to pull down whatever might be thought to add to the danger of the situation; and with sails ready to spread over the buildings most exposed. Nothing suited the boys better than to get a chance to pull on one of the ropes attached to one of these hooks that was fastened to a corner post of a small wooden building half burned down. Once in a while one of the hooks would lose its hold, or break. Then several would go over backwards. Then a good many more would hurrah. In the meantime the whole philosophy of putting out fires was discussed on the neighboring sidewalks, and one could hear where each engine ought to be stationed, and what each captain should order to be done. "Now, if 'Old Eight' would just go round to the back part of that building, and put a stream on that north corner, that would fix it." The captains of these engines probably never knew how complete a programme was marked out for them. But whether they followed the line marked out or not, the fire at last succumbed, and if it was one of considerable importance, the next thing in order would be the collation provided by some generous citizens. The boys were not indifferent spectators of this frequent accompaniment to a firemen's turn out for actual service. In fact, they were not at all willing to be spectators merely - much less indifferent spectators. In short, their interest was of the most active and lively kind. They were ready to stand in front of a pot of coffee till it was all gone; and, in an emergency, would use a reasonable amount of individual exertion to make it go.

     After fourteen years' service, the Godfrey engine, No.3, was exchanged, in 1847, for a Hunneman "tub," the town paying a balance of five hundred dollars. In the same year the Torrent, No.5, was exchanged for one built by Leslie, of Newburyport, the town paying a balance of six hundred and forty-five dollars.

     In 1850, the Niagara, No.9, was exchanged for one built by Howard & Davis, which cost nine hundred and fifty dollars, the town paying a balance of five hundred dollars. The house and apparatus had been removed from Essex street to Franklin street - 1848 - and the house enlarged, at an expense of two hundred and sixty-eight dollars. In 1851, the Silver Grey, No. 10, was thoroughly repaired at an expense of three hundred dollars, and again in 1856, costing the city six hundred and forty-four dollars. The last repairs completely remodeled the engine, "nothing of the original remaining," facetiously says the historian already quoted, "except the bell."

     In 1854, the Volunteer, No. 8 - after having been repaired twice at an expense of three hundred dollars - was laid aside and a new one was purchased of Howard & Davis, of Boston, which, including a hose carriage, cost one thousand two hundred and twenty-nine dollars, of which the city paid one thousand dollars.

     When the Perseverance company No. 4, of Gravesend -since Glenmere - received their new Hunneman engine in 1839, it took the name of "Tiger." Twenty years afterward - 1859 - their engine house - having been once enlarged at an expense of one hundred and sixty-six dollars - was sold, and the proceeds, amounting to one hundred and fifty dollars, and an appropriation of one thousand and fifty-six dollars, were used in building the present house.

     There were now six new engines - or nearly so - of capacity so nearly equal that the rivalry among them was kept at fever point.

     For some ten years prior to the introduction of steam fire engines into our city - 1864 - the fire department of Lynn held a high rank among the fire departments of the chief cities of the Commonwealth. The rivalry among the several companies tended to keep each organization in a high state of efficiency. Whenever a new engine was purchased it was expected - by its own company at least - to be a little better and smarter than any other in the city. Each one was supposed to be specially strong in some one direction. One was the most powerful drafting engine; another was the most easily worked in the city; a third, the best looking one that had yet made its appearance, having a large amount of brass and gilt ornament that made it gleam like a golden chariot in the rays of the setting sun, and it did n't gleam much less when a noontide or a morning sun shone upon it. The rivals of such an engine would be likely to give it a fancy name, as the "Piano."

     In 1851, No.5 changed their engine, bought in 1847, for another by the same builder, the company paying the difference, five hundred and sixty dollars. In 1859, the sum of two hundred and eighty dollars was appropriated to repair the engine of company No.3, purchased of Hunneman in 1847. But the company preferred another, and obtained leave to exchange their old engine for a new one, and to use the appropriation so far as it would go, the company paying the difference. The exchange was made with Hunneman & Co., and the cost was two thousand two hundred dollars. This was the highest cost of any engine in Lynn up to this time. The company thought there was nothing in the city quite equal to it, and a good many in the neighborhood favored that opinion. It was a splendid machine, and its crew were not afraid to put it alongside of anything in the shape of a fire engine for miles around.

     In 1861, No. 4, the company at Glenmere, changed their engine, bought of Hunneman & Co., for a new one built by William Jeffers, of Pawtucket, R. I. This was the last hand fire engine bought in Lynn. Two thousand dollars were paid besides the old engine, the city paying one thousand dollars, the company making up the remainder. Not one of the company, probably, thought this engine a poor one. On the contrary, they were ready to put it against any similar invention in or out of town. And they had pretty good reason for their confidence, as their engine took more prizes in succeeding years than any other machine - if the writer is not mistaken - within the limits of the city, and, perhaps, beyond its limits. But it was equally ready for service whenever called upon, whether the call came from far or near. On a sultry Fourth of July, about this time, a fire broke out near one of the wharves in East Boston. A veteran fireman from Lynn, sauntering along near one of the wharves on the other side, in Boston proper, heard the alarm and saw the blaze, which was the beginning of what proved to be a disastrous conflagration. With the instinct of a fireman, he made his nearest way to the spot. He there met "Old Cambridge 3," as he expressed it, and recognizing old acquaintances, was soon at work on the brakes, as much at home as though he had hold of the brakes of No. 10, as she played from the well at Charley Chase's corner. As the fire spread, they were driven from one wharf to another, making serious work for the firemen as it threw out its flaming signals that were seen for miles around. One engine after another arrived to lend its assistance, until one have in sight that had a familiar look to our veteran fireman at work on the brakes; and as she came nearer he espied "Old Ben," as he was familiarly called, stripped to his pants, at the head of his company of "Tigers." They had come at no slow pace all the way from Gravesend - not less than ten miles - the heat of the day being equaled only by their zeal to be on hand whenever their services might be needed. It was said that the time made was one hour and twenty minutes.

     An alarm of fire in old times, and even as late as the introduction of the steam fire engine, was often attended with some amusing performances. Till within about forty-five years there were but two bells in town; one on the "Old Tunnel," as it was then called, now the Second Universalist, at the corner of South Common and Commercial streets, and the other in the belfry of the First Methodist church, at the east end of the Common, opposite the City Hall. The first was hung at a date unknown, the second in 1816. The bell on the First Universalist church, on Union street, (since 1872 the Fourth Baptist,) was hung in 1835. That on the Second Methodist church, Woodend, a little later. If a fire occurred in Woodend - before these last dates - it would take some time to get the alarm to West Lynn. Vociferous yelling, pitched to all sorts of keys, from the shrill tenor of the small boy, to the deep, if not sonorous bass of the full-grown man, was heard all over town, as fast as the alarm spread, till somebody got hold of the bell-rope, and the people were thoroughly aroused. At first the startling inquiry would be, "Where's the fire?" Very miscellaneous answers were given to this question. "I heard the 'Old Tunnel' strike first." "No, the Methodist struck first." No, no, it's up t' other way. Capt'n - says it's in Upper Swampscott; he's just come from there." Sometimes things would get a good deal mixed up. Two engines, going in opposite directions, bound for the same place, would meet in the middle of a street. Then would be heard a "hurrah," and a "guffaw," and a new start would be made for the fire.

     Old engine men will here be reminded of the false alarms that used to harass the firemen, rouse the whole city, and add a few hundred dollars to current municipal expenses. Nothing suited a boy better - some of them of good size - than to raise a false alarm. One of these would set up a yell that sounded somewhat like the cry of fire. Another, a few rods distant, would take up the cry, and the yell would sound a little more like fire. A third, not far off, pretending to understand this as a genuine alarm, would shout fire with un mistakeable distinctness, and run for the nearest bell-rope, or start for the nearest engine house. Saturday evening was more generally the time for these performances. The records of the fire department show more cases of false alarms in a single year, at that period, than have occurred since the introduction of the telegraphic fire alarm, some ten years ago.

     Half or two-thirds of the town would turn out and run in the supposed direction of the burning building. More fuss was made, and more noise, when a barn worth two hundred dollars was found to be on fire, than would now be occasioned by the burning of a whole block. A fire in old times was a town talk for weeks. When the building got on fire, how it got on fire, by whom first seen, and where, and how much it was burnt when first seen, and all other points connected with the event were exhaustively considered in shoemakers' shops, from Saugus to Swampscott.

     The years 1857 and 1858 were memorable in the engine history of Lynn, for in those years several firemen's musters and displays took place in various parts of the State, and in some of these the firemen of Lynn were specially intereested. All kinds of trials were made to test the capacity of the respective machines. There was horizontal playing, and perpendicular playing, and there was, besides, a tank to be filled in the shortest time possible. For the benefit of the uninitiated - and there will be a good many of that kind a hundred years hence - it may be well to say, that in perpendicular playing the stream of water was forced as high as possible into the air. In horizontal playing the pipe was held at such an angle that the stream struck the ground at the greatest possible distance from the nozzle of the pipe. At the trial in 1857, No. 8 took the first prize of $25; No. 3, the second, of $15; No. 4, the third, of $10. No.3 also took the prize of $10 in filling the tank in the shortest time.

     In Worcester, September, 1858, at the grand display of all the most noted engines in the State, No. 9 came home crowned with laurels. She had won the first prize, and on her return home No.3 gave her a reception, and she was escorted about the streets of Lynn by her sister companies, Nos. 8 and 10, who were hardly less proud of the triumph than the victors themselves. The proud day was celebrated with music, banners, speeches, collations, and various minor forms of festivity. To have belonged to No.9 at that time was hardly less an honor than to have been a member of Napoleon's "Old Guard," or a survivor of the scenes of Bunker Hill. No engine man now living has forgotten that day. But the introduction of the steam fire engine changed all this. The eight or ten engines, each with a company of fifty members, have given place to three steamers - and a fourth as a reserve - each manned by twelve men. The telegraphic fire alarm - set up in 1871 - now sends its message instantaneously to every quarter of the city, designating, within a few rods, the spot where stands the burning building. From this time the glory of the old fire companies, with all the trappings of their gilded "machines," and all their rivalries, their victories over the devouring flames, and their triumphs on the field of contest departed forever.

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