chinery. Some had the boiler at the extreme back, and the pumps and air chamber in the middle; in others the air chamber was far in front, while one builder put the air chamber and pumps behind, with the boiler in the center. Occasionally the self-propellers were three-wheeled affairs, while others on four wheels carried such an amount of chain and gears that they could hardly move their own ponderous weight. A comparison of pictures of the early machines would, to the most careless observer, show a marked difference in form, while the engines of the present day are nearly alike in general appearance.
The La France Fire Engine Company, Elmira, N. Y., and the Waterous Engine Works Company of St. Paul, have made engines but a comparatively few years, and with the Manchester Locomotive Works and the American Fire Engine Company are the only firms in the business to-day. Some few cities, notably
Fig. 8.—Steam Fire Engine of To-day.
Cleveland, encourage home industry by occasionally having engines built by local machinists.
It is not within the scope of this article to go into a technical description of the boilers, engines, and pumps used in the different styles of steamers made to-day. Each maker has endeavored to provide a boiler so arranged that steam can be generated in the shortest possible time. The engines must be light and capable of being worked in positions often far from level. The pumps must be powerful both in suction and in being able to throw streams to great distances. At the same time they must be as simple as possible and not easily clogged, for often the only available water is in some muddy pool or pond filled with foreign matter. When it is remembered that fire engines are often bought by village departments where there is no one of mechanical ability to care for them, it will be evident that every part of the machine must be of a quality and construction that will stand misuse and abuse.
The Amoskeag, Ahrens, Clapp & Jones, Button, and Water-
