It has been said and, indeed, many present authorities, in spite of recent accomplishments still hold it to be true that the greatest single advancement in man's struggle to control fire in its hostile manifestations was the invention of the steam fire engine. Moreover, by its technical nature and of necessity it ushered into the struggle a professional attitude which has never stopped growing and developing until we have the highly efficient and professional fire fighting forces of today.

  In the light of our opening statement what is there to learn from the past? What was the life of a L.A. fireman like 60 (article published in 1964) years ago when the steam fire engine was at its peak?

  The fireman's day started at 6 a.m. If a driver, it started at 5 a.m. when upon arising he removed bedding and separated the straw in the horse stalls. He then watered each horse and put hay in the boxes. If the driver drove a first size engine he cared for three horses. The same number of horses drew the larger trucks. Wagons required a two horse hitch. Following the first chores of tending the horses the dirvers were then free to take one hour for their own breakfast. Upon returning to the engine house the stalls were then flushed out, the horses hoofs scraped, the mouth and bridles washed. Each horse received a currying daily.

  Other members upon rising took care of routine house work. The lanters were put out and trimmed. Coal oil was replenished and the laterns prepared for the next night. All assisted in washing and soaping the harness and polishing the brass. After the drivers returned from their breakfast other company members were permitted an hour to eat, usually two to three mem at a time. Later on the privilege of taking two one and a half hour meals was permitted in lieu of three one hour meals. This was the fireman's daily routine seven days a week. Allowance was given for one twenty-four day off a month.

  As working conditions improved an "Extra Board" was established consisting of young men approved by the department doctor to do fire duty. Any regular fireman desiring time off would obtain permission to have a member of the extra board work for him upon posting a predetermined wage with the company captain who in turn paid the extra man upon the completion of his work time. Eventually to maintain satisfaction among the men the extra man had to be guaranteed at least one twenty-four period of work.

  Floor watches were maintained from 6 a.m. to 8 p.m. The floor watch had to have a broom and scoop shovel handy to clean the stalls in the event of a "charley-horse." The equipment on each rig was inspected by each man at the begining of his watch to make certain it was fastened in place and in good order. He greeted visitors and announced the arrival of the Battalion Chief and informed the Captain of any unusual occurrences much as is done today.

  Engineers were pump operators and were required to have a license to operate a steam boiler which required the passing of a test and the payment of a yearly fee. In the outlying areas the engineer did his own stoking while in the high value and heavier districts a stoker was provided and rode the "tail board" of the engine with the engineer. At large fires the stoker had a back breaking job to keep up the required steam pressure determined by the engineer at the gages on the side of the engine. Coal was delivered to the engine by a fuel wagon which was summoned by giving short blasts on the whisle usually corresponding to the company number.

  When the engine was no longer needed it was permitted to return to quarters ahead of the wagon which it often did after emptying the ashes on the grate into the street. Upon arrival home the engineer blew out the fire box and stack and built a new fire makings. This he did by filling a cup under the grate with a mixture of potash and sugar. Over this was a wire cage containing a vial of sulfuric acid. A plunger broke the vial when the engineer desired to start a fire in the box. The reaction of acid and the potash-sugar mixture caused a violent fire which ignited a bed of excelsior, kindling wood and coal. The plunger was pushed breaking the glass vial just after the engine cleared the engine house doors thus preventing smoke from filling the building.

  These men became very skillful at maintaining pump pressures. One case known of to the writer during an underwriter's test when the pressure varied only one pound in a four hour period. Great pride was taken by the various engineers in their ability and the stoker was often chosen with care.

  Alarms of fire frequently interrupted the routing of engine house life. In those days there was no holdout system which meant frequent rising at night for all companies--sometimes 15 times a night. The average just before the two-platoon was adopted in 1915 was four boxes nightly. In cases when companies would respond on second alarms the horses were to remain hitched for ten minutes upon receipt of the first alarm. The officer called the roll on each alarm marking the presence of every member in a book after each box was received. In the event there was no runs after midnight during a 24 hour period it was necessary to hitch the horses to the apparatus and exercise them for 30 minutes each day. Except in the downtown areas this often meant an additional clean up since some officers preferred to exercise in the afternoon. Downtown companies usually exercised their horses during early morning hours before the business traffic of the day took to the streets.

  In the event of working fires at night companies upon return to their quarters were required to prepare themselves for service immediately regardless of the hour. This entailed cleaning the equipment, changing the hose, "cooling out" the horses, which consisted of sponging out the mouth, washing the harness and bridle, sponging off the horses with a bucket and sponge (the use of cold water from a hose was against regulations and considered cruel treatment and was not done except by special permission) and blanketing them until they had returned to normal temperatures. Six sips of fresh water was given to each horse from a bucket. The company was then ready for another response after the equipment and animals were cared for, the men could look to themselves. As can readily be seen the "night life" of a fireman on occasions could be rather extensive.

  The present day auto safety seat belt is hailed as a life saving device of prime importance. Perhaps there are those who think it to be of recent concept and design. It is fitting to state here that the fire laddies of old were safety minded too. Engine seats and tillerman seats were equipped with a heavy leather strap and snap to secure the drivers in their seats while making breakneck runs down the avenue. The brake pedal or rod extended the entire width of the floor board and the driver kept one foot on it at all times when the apparatus was in response to an alarm.

  While there was a Drill Tower and Drill Master where primary instruction and practice was carried on, the influece and authority of the company officer was very much greater than today and his ways and ideas were exercised pretty much as he saw fit. Hose lays were accomplished with "main strength and awkwardness" but much zeal.

  The various engine houses were identified and characterized by the leadership of the captain. Engine 10 was Fort Mahone--Engine 16 and Cap Moreno was synonymous--no one spoke of Engine Co. No. 3 without the words of "Paddy" Lennon in the same breath. These and many more others whose strong influences and individualism were a type and shadow of the fire fighting of the past were giving way to a new phase characterized by machines, close organization and high efficiency which has brought a better day for the fireman and a safer Los Angeles for the citizen.

  During the many changes that have taken place over the last 60 years there is one feature that has defied the power of modernization which has been expressed so poignantly and with words that stir the emotions in a poem by Edgar Guest entitled: