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George Escol Sellers, left, gives aneyewitness account in his engi-neering reminiscences of the rolesplayed by partners Abel Shawkand Alexander Latta in designingthe Uncle Joe Ross, the first steamfire engine constructed inCincinnati, in 1852.

The Steam Fire Engine:A Reappraisal of a Cincinnati "First"

by John H. White, Jr.

An article in the Summer 1970 issue of The Cincinnati Historical SocietyBulletin restated Cincinnati's familiar claim as the place of origin for the

steam fire engine. Every local schoolchild, myself included, was taught that alocal genius, Alexander B. Latta (1821-1865), invented and built the world'sfirst steam fire engine. School texts, newspaper features, and other popularsources have so repeated this assertion that it is now accepted as an indispu-table fact. But should one read beyond the partisan local literature he will findnumerous works that challenge this belief. They present the story of other arti-sans who were developing and producing similar machines far in advance ofLatta.1

How or why Cincinnati has remained insular to these findings is a questionwe cannot answer here, but we might speculate how the inaccurate claim devel-oped. Its origins apparently can be traced to Latta himself. As early as 1857, herather imperiously stated, "I am the only man that has built a successful ma-chine [steam fire engine], in this country or anywhere else . . . ."2 He made asimilar declaration in his 1860 pamphlet, The Origin and Introduction of SteamFire Engines: Together With the Results of the Use of Them in Cincinnati, St.Louis, and Louisville for One Year. One of his competitors could not resist mock-ing Latta's presumption by stating, "We do not claim to be 'the only perfectlysuccessful builders of Steam Fire Engines' . . . ."3 But Latta's claims were takenliterally by the local press and most particularly by his own successors. In 1868Chris Ahrens took over the remains of Latta's business from Lane and Bodley,who bought out Latta in 1862.4 While Ahrens drastically revised Latta's de-signs, he apparently saw a marketplace advantage in perpetuating Latta's claimas the originator of the steam pumper. To be in the lineage of the "inventor"would help assure prospective customers of the substance of his products. Ah-rens's catalogs often alluded to this fact, and long after the steam pumper wasobsolete pamphlets were issued by the Ahrens-Fox Fire Engine Company re-counting their ancient beginnings and incidentally reinforcing the Latta claim.5

No one challenged the story and it soon became a fixture in the popular an-nals of American invention. It is likely to remain part of the folk history of me-chanical progress along with other notorious misrepresentations, but as ascholarly society The Cincinnati Historical Society should make an effort to

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clarify the record. More research on this subject is surely needed, but we canat least raise the basic question of exactly what part A. B. Latta and the city ofCincinnati played in the introduction of the steam fire engine.

Even from a superficial study it is obvious that Latta did not build the firststeam fire engine. Several such machines were constructed long in advance ofhis first efforts. In 1828 John Braithwaite (1797-1870) built an experimentalsteam fire engine in London.6 The following year, in collaboration with JohnEricsson, the distinguished Swedish-American engineer, he produced a well-proportioned, lightweight steam fire engine that was a remarkable constructionfor its time [figure 1]. At one fire it operated for five hours and threw a stream ofwater 80 to 90 feet high. Braithwaite built four more engines by 1833: one wasused in France and Russia, another was made for Berlin. But his products wereconsidered visionary and were emphatically rejected by the working fireman ofthat day.

Another English mechanic, Paul R. Hodge, produced a steam fire engine inNew York City in 1840-41 at the invitation of the city's fire insurance under-writers.7 But Hodge's self-propelled engine, unlike Braithwaite's, was clumsyand far too heavy. It weighed between seven and eight tons [figure 2]. It pumpedwater satisfactorily enough, but the lumbering machine was soon abandonedbecause it took so long to reach the scene of a fire. At the same time Hodge wasat work, Ericsson developed a prize-winning design for the New York under-writers, but there is no evidence that an actual engine was built [figure 3].8

Though others proposed the construction of similar steam fire engines, theidea lay dormant for many years. As has often been stated, it was the hostilityof the volunteer firemen that usually squelched the introduction of steam pump-ers. These politically powerful groups wanted nothing of the wheezy, tea kettleengine —it was an affront to their manhood. But in time the brawling, inefficientvolunteers discredited themselves, and thoughtful citizens listened more kindlyto advocates of steam-powered fire engines.

It was in this receptive atmosphere that A. B. Latta succeeded where his pred-ecessors had failed. It is not necessary to repeat the story of these first Cincin-nati machines; however, one aspect of their introduction does require additionalcomment. That is the significant role played by Abel Shawk, Latta's partner. Noaccounts in the Cincinnati histories made more than a passing mention ofShawk, and it might be supposed that he had little to with the perfection ofthis machine.9 Indeed, little or nothing is known of Shawk. The city directorieslisted him intermittently between the early 1840's and 1860's, but little else isavailable. Possibly one of the Bulletin readers has some biographical informa-tion on this pioneer mechanic.

The best information on Shawk's association with Latta is recorded in therecollections of George Escol Sellers (1808-1899), an engineer who came toCincinnati from Philadelphia in 1841.10 During his twenty years' residency,Sellers became friendly with the leading mechanics of Cincinnati, among whom

were Latta, Shawk, and Miles Greenwood. Coming from the prestigious Peale-Sellers family, he gained easy entree to these circles. He could, without preten-sion, name countless front-ranking artists and artisans among his kinship ordaily acquaintance. But Sellers was not merely of good pedigree, he was a prac-tical mechanic and an aspiring, if not always successful, businessman. Heoperated a lead pipe works, a rolling mill, a wire works, and even tried his handat locomotive building and papermaking. Of more concern to this discussion,his father had been a fire engine builder. Sellers had apprenticed in his father'sshop and so came to Cincinnati with more than a passing knowledge of suchapparatus. We must then view his recollections, which follow, as those of anexpert witness who was technically competent and directly associated with theprinciples involved in the introduction of the steam fire engine in Cincinnati.

Sellers's reminiscences were published between 1884 and 1895 by theAmerican Machinist and for all practical purposes are lost to the general reader.Yet they contain some of the most original material known to exist on the sub-ject of the steam fire engine.11

Sellers's paper is more than the recollections of an old man's clouded mem-ory. He attempted to document his presentation not only by interviewing oldfriends who were party to the events, but by examining such basic records asthe minutes of the City Council. One of the most interesting findings was theconflicting recollections concerning Councilman Joseph S. Ross (1803-1875)in the adoption of the steam fire engine named for him: some remembered himas its advocate while others, including Sellers, recalled him as the "Great Ob-structionist." The City Council minutes, however, show Ross as an advocateof the steam pumpers.12 Here is another instance of possible contradictions inthe familiar story of the steam fire engine, and one that requires more investi-gation. One day this author hopes to study the entire question in detail. For themoment it might be well to conclude with what can safely be said of Cincinnatiand the steam fire engine. Latta's claim as inventor of the steam pumper shouldbe abandoned. He deserves credit for reintroducing the device at the time it waswanted. He was a pioneer builder of such machines although his productionwas very small: only thirty engines were produced between 1852 and i860.13

Cincinnati, however, can rightfully claim the first municipal adoption of thesteam fire engine. It was surely the first major city (1863) to entirely suspendhand pumpers in favor of steamers.

EARLY ENGINEERING REMINISCENCESBY GEORGE ESCOL SELLERS

My residing in Cincinnati during the incipient stage of the invention as wellas the after construction of the first practical steam fire engine being known tothose who are still living of my early mechanical associates, and particularly

At least three other engineers inother cities were experimentingwith the designs of steam fireengines prior to Alexander Latta'sentry into this mechanicalcompetition in 1852.

Figure 1: John Braithwaite built a steam fire en-gine, the Novelty, in 1829 for the city of London.

Figure 2: Paul Hodge built a steam fire engine, theExterminator, in 1840-1841 for the city of New York.

Figure 3: John Ericcson designed a prize-winning steamfire engine in 1841, but it was never constructed.

those of them who take an interest in tracing the progressive steps of invention,has brought to me many inquiries coupled with earnest solicitations for me toput on record what I recollect concerning that important invention. I have felta delicacy in doing so as they do not fully agree with the generally received be-lief as to its paternity, and to whom is due the credit for that successful demon-stration that has led to such great practical results. And I should not now do sothrough the columns of the American Machinist had I not, in two recent visitsto Cincinnati, found evidence, part of which is documentary, confirming mein my recollections.

At the time I removed to Cincinnati in the fall of 1841, there were only tworeally independent organizations, that is, owning their own apparatus. Thebuildings and apparatus of all other fire companies being the property of thecity, the organizations only have the use and control without any ownership inthem. The apparatus being kept in repair at the city shops, under the directionof the chief of the fire department, or as called, city fire engineer, and at theexpense of the city.

The two really independent companies I have referred to were composed ofsome of the oldest and best citizens, such men as Judge [Jacob] Burnet, NicholasLongworth, J. P. Foote, George Graham, Wm. Green, and many others I couldname—men of energy and enterprise that Cincinnati owed her marvelous ad-vance and prosperity to. Although I never became connected in any way withany of the fire companies, I was socially on most intimate terms with manymembers.

It is with the utmost confidence that I state that many of the progressiveCincinnatians that I have referred to had become convinced that the time hadcome that a more certain and untiring motor for fire engine pumps than man-power must be found, and they looked to steam as that motor, and they realizedthat the important question to be solved was the quick and steady generationof steam within an apparatus not too cumbersome and heavy for quick trans-portation.

Mr. John P. Foote was equally sanguine as to the Buchanan coil ultimatelyproving to be the steam generator that would solve the question as to the prac-ticability of using steam as the motor for fire engine pumps. Some years pre-vious Mr. Foote had witnessed and assisted in experiments made by Buchananwith the coil, and had fully reported the results in a Cincinnati daily paper thatwas extensively copied, and caused considerable excitement among steam en-gineers. Mr. [Joseph] Buchanan, the inventor, was of Lexington, Ky.14 I havebeen informed that he labored for many years unsuccessfully to have his gen-erator adopted for steamboats and stationary engines. The principal featureof his coil was its increasing in size from the point where the water was injectedto the delivery of the steam, to allow space for expansion of water and evolvedsteam, and as the water became heated, an increased fire surface. Mr. Footehad so much to say about the merits of this peculiar coil steam generator, and

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his belief in its adaptability to steam fire engines, that Mr. Abel Shawk, who atthat time was carrying on the manufacture of door locks, became sufficientlyinterested to treat with Mr. Buchanan, who had become greatly discouraged,for his patent rights, which resulted in Mr. Shawk's purchase of them and of acopper coil that was then out of use at a mill at Johnstown, ten or twelve milesfrom Richmond, Indiana. This coil had been made at [Fenton] Lawson's cop-persmith shop at Cincinnati. When Mr. Abel Shawk became its owner he senthis brother-in-law, Mr. Stokes, who brought it to Cincinnati. This fact I haveconfirmed in a note from Mr. Theodore Stokes, who states that the coil was atthe mill of two parties; the name of one was Letch, the other he does not re-member. I am thus particular as to this coil generator, as it was the real startingpoint of the successful steam fire engine, and that Mr. Abel Shawk was the firstperson to back his faith by the expenditure of time and money. Mr. Shawk wasthe father of Miss Caroline, now Mrs. Brooks, sculptor in Florence, Italy, whobecame famous by her head of the sleeping Iolanthe, modeled in butter, whichmust be remembered by many of the crowds attracted to it as exhibited at theCentennial.

Mr. Shawk was a man of original thought, application, and energy. I sawmuch of him about the time he became possessed of the coil, and witnessedseveral experiments in quick getting up steam. At one of these trials and tests,Mr. Jeffrey Seymour, Messrs. [George] Graham, Calvin Fletcher, Father [Edwin]Collins, Miles Greenwood, Chas. Stetson and others whom I cannot recall, werepresent, some of whom may yet be living, but all that I have named have passedaway. At this test its application to fire engines was fully discussed and allpresent united in a petition to council to give aid to Shawk to make a practicaltest on behalf of the fire department.15 As to the fate of that petition and afteracts of the city council, I am indebted to Gen'l. C. H. Sargent, who was at thattime a member of one of the independent companies—the "Rovers"—also amember of the city council and on the committee of the fire department, ofwhich my impression is that he was chairman. On the recommendation of thiscommittee, a motion was made "to appropriate one thousand dollars to aidAbel Shawk in making a practical test," which motion was lost by the emphatic"I object" of a member of council, who in the role of economic reformer hadgained for himself among the go-ahead community the unenviable title of the"Great Obstructionist."16

The resolution was finally amended on the motion of Mr. Sargent, givingAbel Shawk the use of the shops of the city fire department and such materialas was on hand to aid him in the demonstration. Up to this time Shawk's nameis the only one in connection with the steam fire engine that appears in theminutes of the council.17

I must now be permitted a digression before continuing my recollection ofthe experiments.

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Abel Shawk built theMissouri in 1858 forSt. Louis, the second en-gine he manufacturedfor that city.

In 1841 and 1842, when my brother and myself were erecting our lead pipeworks, the hydraulic press and other heavy machinery was being constructedat the foundry and machine shop of Anthony Harkness. I there became ac-quainted and intimate with his foreman, Mr. A. B. Latta, a progressive, skillfuland inventive mechanic who had about that time completed and put in opera-tion what was considered a masterpiece of mechanism—a planing machinelarge enough to face fo[u]r side pipes of the largest size steamboat cylindersthen constructed, also valve faces of blowing cylinders for iron furnaces—andwas then commencing the construction of Harkness' first locomotive [Bull ofthe Woods],

At the time of the resolution giving Shawk the use of the shop and materials,Mr. Latta had left the employ of Harkness and had established a shop [BuckeyeWorks] for repairs and making machinists' tools and small steam engines.18 Ihave the impression that in this his crippled brother, Eben Latta, was associatedwith him and a younger brother, Finley, was a hand working in the shop, whoafterwards became foreman of the city repair shop and for a time engineer ofthe second steam fire engine built—the "Citizens' Gift." Mr. Eben Latta was aman deserving more than a passing notice. Notwithstanding his crippled condi-tion, having no use whatever of his lower limbs, he made himself master of anysubject he took and as a sound mechanic he had few superiors. He seemed tobe idolized by his brother, who would carry him to his seat in the shop wherehe would remain from morning until night with his books, papers and draft-board. His memory was wonderful; the most trifling details were never for-gotten; he was a perfect encyclopedia and I have spent many pleasant andprofitable hours in conversation with him. In fact, I used to look on his as thechief brains of the establishment.

To return to what was done in the city shops under the resolution grantingShawk their use—Jeffrey Seymour, I think, was at the time head of the fire de-partment and had charge of the shops. I know he did all in his power to forwardShawk. An old fire engine, known as the "Rowboat" in consequence of the man-ner manpower was applied, was being dismantled. Its double acting horizontalcylinder was just the thing Mr. Shawk wanted and it was utilized, as was alsothe running gear of the old engine, its wooden wheels and axles. This enginewas built by Farnsworth [D. L. Farnham], whose shops adjoined those of thecity, and he aided in the demonstrative experiment.19 On a platform on theaxles of the old engine was placed the Buchanan coil in a sheet-iron furnace—also the horizontal pump cylinder with its air vessel, etc. A steam cylinder orsmall steam engine to work it was required; this Mr. Shawk found at Latta'sshop and it was loaned to Shawk by Mr. A. B. Latta for the purpose of theexperiment.

The simple loan of this engine was the extent of Mr. Latta's connection withwhat demonstrated the value of the coil generator, and the feasibility of steam

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as the motor for fire engine pumps. In many recent notices that have beenextensively copied and spread broadcast over the country, the entire credit forthe first practical steam fire engine has been given to Mr. Latta—a credit that,if he were now living, I feel confident he would not claim for himself. Theremust be many persons still living, cognizant of the main facts as I have statedthem. I would not in the least detract from the well-earned credit due to Mr.Latta for his ingenuity displayed at a later period, his untiring perseverancein forcing into use a system that has proved so eminently successful. It cannotbe said simply introducing, for it was a hard road to travel.

To proceed with the story. When the patched-up affair was completed at thecity shops, a successful private trial was made; then by invitation, a more pub-lic one [March i, 1852]; to this I went in company of Father Collins and MilesGreenwood.20 We found quite a crowd of prominent citizens, all the membersof the committee of the fire department, and most of the members of the council,and other city authorities. Fuel, which of course was in the best possible con-dition for rapid ignition, was placed in the fire-box, in and under the coil, andthose present [were] requested to time from the application of the torch to thefuel. Soon many watches were in hand, and as might be expected great dis-crepancy in the result reported, some going as low as 3 minutes, but it wasconceded by all that 150 feet of hose was filled and a steady stream of water[was] thrown from a branch pipe at its end within five minutes of the ignition.Great satisfaction was expressed by all present, and Mr. Shawk was greatlyelated.

It was proposed, in case of fire, this crude engine should be put in serviceand preparations were made accordingly, but it was found that the weightwas too great for the light running gear of the old "Rowboat." The woodenaxles had sprung and it was evident that if run a breakdown would be inevitable;by blocking up, other trials equally successful were made. Mr. Shawk was jubi-lant at his success and aided by advocates he found among those who had wit-nessed the trial [he] pressed on council to make an appropriation to have anefficient engine constructed, which he—Mr. Shawk—offered to do and to guar-antee its satisfactory performance for the sum of ($5,000) five thousand dol-lars. After a long delay and a hard fight with the obstructionist party, the com-mittee of fire department were authorized to contract with Abel Shawk on thebasis of his proposition. Before commencing the work a shop that could do thejob must be found; [Shawk's] door-lock making shop had neither room, tools,or facilities for that kind of work. At this stage it was natural that Mr. Shawkshould look to Latta, who had loaned him the steam engine for the trial andwhose mechanical experience in locomotive building he thought would be in-valuable. This resulted in a copartnership being formed, under the name ofShawk & Latta, and to that firm the order was given.21 In confirmation of myrecollection of this fact, I am indebted to the kindness of Gen. Sargent for ab-stracts from the minutes of council and the committee of fire department, in

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The second Citizens' Gift was builtin 1867 by Lane and Bodley, whobought out Latta's shop. Thisengine was stationed at fire housenumber 3 on Sixth Street betweenVine and Race.

all of which reference is made to the firm of Shawk & Latta.22

Mr. Latta, being a practical mechanic and steam engineer, had the makingof the drawings and designs for its construction. In this stage of the work I hadalmost daily intercourse with either one or both of the parties, and was fre-quently appealed to on questions of difference of opinion. To me, an outsider,it was evident that a partnership in an enterprise of two men having decidedviews and opinions not in perfect harmony, and both rather obstinate in main-taining them, was not the best possible association to reach an early, har-monious and successful issue. As to their different views in relation to this firstengine, my recollection is very clear. Mr. Shawk's often expressed idea was anengine of the simplest possible form that a coil steam generator, steam cylinderand pump could be put into; nothing extraneous to add weight, the utmost light-ness compatible with strength and durability, the weight to be kept withinthe range of man or horse-power for easy handling and rapid transit. He wasopposed to using a water space fire box with large steam space on account ofadditional weight. He urged that his inspiration was all-sufficient in maintain-ing supply of water, vitalizing the steam, as he expressed it, and giving steamspace. This inspirator was a small upright cylinder boiler, placed beside thecoil. It was attached to the coil and into it the evolved steam from the coilpassed, and from it, as a steam dome, steam was taken to drive the engine. Asto whether this belonged to the original Buchanan coil, or was an addition ofMr. Shawk's, I do not know; but I recollect that when speaking of it he alwayssaid "my inspirator."23 Mr. Latta's experience with locomotives had taught himthe value of a water space around a fire-box for steadiness in generating steamand utilizing furnace heat that would be lost without it. Mr. Latta argued thatin building the engine for the city it was incumbent on them to make it as per-fect as possible, that no appliance tending to that end regardless of addedweight should be omitted. He considered that of but little importance as he con-templated making the engine a traction engine and self-moving. Mr. Shawkstrenuously objected to this, urging as the principal objection loss of time ingetting up steam; for even should that not exceed four or five minutes it mightprove disastrous. Mr. Latta claimed that speed in transit would in most casesmore than make up for this loss. It was with great reluctance that Mr. Shawkgave way on these points. For lightness combined with strength, considerableingenuity was displayed in lattice frames, skeleton wheels, etc. But I do notthink any detailed estimates of the weight of the various parts had ever beenmade, for Mr. Latta said that including the attachments for the tractions heexpected to keep the weight below six tons. Neither could there have been anyestimate of cost, for the proposition of Mr. Shawk to build for the city an effi-cient steam fire engine for the sum of ($5,000) five thousand dollars was madeimmediately after the experimental trial and before plans had been digestedfurther than to determine that fo[u]r steam generators, the Buchanan coil for asteam cylinder or engine, and double-acting horizontal pump for the fire engine

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were to be used. The demonstrative experiment had been an inexpensive oneto Shawk, being mainly his outlay of time; for it was like the old woman's piethat cost nothing, all the ingredients being in the house.

In mounting the coil generator and putting together the parts found in thecity shops, and the steam engine loaned by Latta, he gave valuable aid. Thecity fire engineer [Richard G. Bray] so considered such assistance of labor athis command that he could give a part of the privilege of free use of shops andmaterials. Mr. Farnsworth [D. L. Farnham] gave assistance by his workmenwhen required. The trial looked forward to was so important that all aroundlent a willing hand. On Mr. Shawk's idea of a simply constructed steam fireengine, based on the result of the working of the model patchwork, he felt him-self abundantly safe in his offer to build and deliver to the city an efficientengine for the sum of five thousand dollars. It proved that in this he was greatlymistaken; for as is too often the case with new inventions not thoroughly di-gested, as the work progressed changes and additions were made, increasing thecost. Messrs. Shawk & Latta discovered that by the time the machine would beready for delivery to the city it would be at a cost to them of nearly, if not quite,double what the city was to pay them for it. As the work advanced payments hadbeen made.

From the abstracts of the minutes of the council furnished me by Gen.Sargent, I find that on the 27th of October, 1852, an ordinance was offered toappropriate ($500) five hundred dollars on account of the steam fire engine,being the remainder of the $5,000—four thousand five hundred ($4,500) hav-ing been paid. This was referred to a special committee who reported Oct. 29th,the substance of which report was: That they found the steam fire engine nearlycompleted, that there had been expended on it for materials and labor morethan the five thousand dollars claimed by the council as the contract price, andthat to fully complete the engine ready for practical use would be at the costto the builders of about five thousand dollars in addition to the five thousand.That Shawk & Latta did not consider themselves bound to complete and deliverit for the five thousand, but by the aid of an additional five thousand (5,000)they will complete it and exhibit it so that its merits may be understood andtried, and they expect to claim from council if the machine is satisfactory all ithas or will cost. They also reserve to their own discretion and choice whetherthey will ask further appropriation from council, even if the machine shouldprove a failure practically. As to the success of the experiment the buildersseem to entertain no doubt; as to that we do not propose to advise council,although we see no reason to doubt that the expectations of those who previ-ously tested the model engine will be realized now. We recommend that the fivehundred dollars, being the balance unpaid of the (5,000) five thousand, benow appropriated to Messrs. Shawk & Latta and that all other matters be re-served for future decision as experience may require.

The recommendation of the committee to appropriate the five hundred dol-

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Nos.

That the successors to A.B. Lattacapitalized on his name as a sellingpoint is shown in this advertise-ment featuring the TheodoreChambers, built by Chris Ahrensin 1867.

lars was amended, requiring Shawk & Latta to give the city a mortgage on theengine at its completion, to secure the city in the amount of $5,000. This wasfurther amended by saying council will abide by the original understanding ifShawk & Latta accept the $500 as balance of the five thousand. A furtheramendment: that the subject matter be referred back to the committee to ex-amine the accounts of Shawk & Latta, in the expenditure of the four thousandfive hundred, already advanced by the city on the contract; the second amend-ment, that the city abide by the original understanding, and Shawk & Lattaagreeing that the five hundred is balance due on the five thousand the city isto pay for the machine, passed.

On the 17th of November, council again resolved the same as on Oct. 29th,insisting on the five thousand being the price to be paid to Shawk & Latta forthe machine.

When asked for my recollections as to the true paternity and progress to thesuccessful demonstration of the Cincinnati fire engine, coupled with publishednotices giving the entire credit to Mr. A. B. Latta, Shawk's name never beingreferred to, it seemed strange that out of the many citizens of Cincinnati whomust have been conversant with the facts no one had essayed to correct theerror and give to Mr. Abel Shawk the true portion of the credit due him. As Ihave before stated I felt a delicacy in doing so without some contemporary ordocumentary evidence of the correctness of my recollection, being well awarethat when, on the down grade, a man has passed his eightieth year he cannotrely implicitly on his own memory, let alone giving to the world its fruits asfacts. By going to Cincinnati I thought I would have no difficulty in confirmingor confuting. To show my error I will give an instance or two of my want ofearly success, also in tracing a first conception through its various stages toits ultimation.

The first person I called on was an old and intimate friend, some two or threeyears my senior, who I knew in early life to have been an active fireman andstill a member of the "Rovers," one of the independent companies I have referredto at the time the steam fire engine was built, and who I recollected as havingbeen present at the trial of Shawk's model or experimental engine with hisoriginal Buchanan steam generator, and also one of the most interested spec-tators at the trials of the engine built for the city by Shawk & Latta. His recol-lection was clear as to the disbandment of the Independents and the surrenderor donation of their apparatus to the city, but he could not give even approxi-mate dates. But in the course of conversation he recalled several incidents thatoccured on the first trial of the engine built for the city and its failure as a trac-tion engine, and the abandonment of that feature. He recollected that Shawkwas not disappointed but seemed rather pleased as he had always been opposedto it on the ground of loss of time in getting up steam that should be done onthe way to the fire. I called his attention to published articles giving the entirecredit of the first engine to Latta. He had read them, and strange as it appears,

33i

',. ;-

Latta's original three-wheel design survived as late as 1868 whenChris Ahrens built the Deluge for engine house number 10 atthe corner of Third and Lawrence Streets.

in reading them in his mind he had substituted Shawk for Latta without themost distant idea that to persons unacquainted with the facts Shawk was beingentirely ignored. He said that both Shawk and Latta were so associated in hismind, and his recollection of the first great efforts of the former that he wasuppermost when any reference was made to either the firm or the engine. Heasked me if I had heard of the death of my old neighbor, Uncle Joe Ross. For,he added, if he was living he could give all the information you want, for hadit not been for him as member of the council and chairman of the committeeof the fire department Shawk could never have had from the city the use oftheir shops nor aid to make his first experiments nor the after contract for theengine named after Uncle Joe Ross in remembrance of his services. This state-ment rather staggered and surprised me and made me doubt my own memoryfor I had an impression that both Shawk and Latta looked upon Mr. Ross astheir greatest opponent in council and mover of amendments that caused delaysand trouble. My friend spoke of a party still living who at the time was one ofthe youngest members of the "Rovers." On seeing him his only knowledge wasconfined to the trials of the engine and its final acceptance by the city, but inreferring to the name of the engine—Uncle Joe Ross—he repeated what myfriend had said and added to it, "It was not only what Ross did for them in thecouncil, but by his financial aid they were enabled to build the engine namedafter him." He then referred me to Gen. C. H. Sargent, who he believed was atthe time chairman of the committee of fire department, and he knew had alwaystaken a great interest in everything pertaining to the success of the steam fireengine and the organization of the pay fire department.

I found him not only clear in his knowledge of the details of the entire firedepartment but in his recollection of efforts made by Mr. Shawk to have thetest of the coil generator made for steam fire engines, and to his kindness I amindebted for some details that I had not recalled and also for the abstracts fromthe minutes of the council I have referred to. When I named to him the reasonthat had been given to me for naming the first engine "Uncle Joe Ross" helaughed, saying it was a capital satire or lampoon; that every one knew Rossin the role of economic reformer, ever watchful of city expenditures, so muchso that he had gained the name of the "Great Obstructionist" on any motionfor improvements requiring outlay; that no one who had ever heard his im-pressive and almost terrific "I object" could ever forget it. When the trial ofthe first engine was exhibited there was no name on it. When playing twostreams through long sections of hose, some one in the crowd of spectatorsexclaimed in the hearing of Mr. Shawk, "She is a snorter—she is like UncleJoe Ross." At the next public trial that name was on the engine.

Up to Jan. 5 [3], 1853, no settlement or agreement was made with Messrs.Shawk & Latta for the cost of constructing the engine, but on that date [Jan. 3,1853] the council passed a resolution authorizing the city fire engineer [RichardG. Bray] to purchase four sound horses, not to exceed $400 in cost, for the pur-

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pose of the steam fire engine. At the same meeting of council a resolution passedto construct a temporary building for the accommodation of the steam fireengine, at a cost not to exceed $275. At this meeting the account of Shawk &•Latta for building the steam fire engine was again referred back to the specialcommittee.

On Jan. 17th, 1853, the committee reported recommending the payment offive thousand dollars, balance in full of the ten thousand for the steam fireengine. This was decided in the negative. Then a motion was made that themayor issue his proclamation for an election within ten days of "yea or nay"on the payment of the steam fire engine. This was amended, providing anothertrial throwing from four lines of hose of five hundred feet, each giving satis-faction, etc. The resolution as amended was passed. The trial was made and theelection held, resulting in the engine being accepted by the city, and Messrs.Shawk & Latta were settled with after their long and persevering struggle.24

JOHN H. WHITE, JR., is Chairman of the Department of Industries at theSmithsonian Institution.

(1) C.F.T. Young, Fires, Fire Engines andFire Brigades (London 1866); W. T. King,History of the American Steam Fire Engine(1896, reprinted in Chicago 1956); R. S.Holzman, The Romance of Fire Fighting(New York 1956); J. V. Morris, Fires andFirefighters (Boston and Toronto, 1953).(2) Railroad Advocate, Feb. 28,1957, p. 2.(3) Amoskeag Manufacturing Co., steamfire engine prospectus, May i860.(4) Most local histories state that Latta soldhis business to Lane and Bodley, one of thelargest machine shops in Cincinnati, in1862. They apparently took little interest infire engines, and after building a few ma-chines they sold the patterns to ChrisAhrens, who had managed the fire enginemanufacture in the shop of Lane andBodley.( 5 ) One such pamphlet titled WhenceCame They was published as late as 1927by the Ahrens-Fox Company.( 6 ) See footnote 1. Young's book is the mostdetailed account on early steam fire engines.King and other writers on this subjectappear to have depended entirely on Youngfor their information. Contemporaryaccounts of Braithwaite's efforts can be

found in the Mechanics Magazine and Lon-don Journal of Arts and Sciences.(7) Ibid.(8) American Repository, Oct. 1840, pp.^S-JQSJJ offers a description of Ericsson'sdesign.(9) Shawk's activities in regard to the steamfire engine are well documented in contem-porary sources. Newspapers of the day andthe City Council minutes speak repeatedlyof Shawk in connection with the steam fireengine. Charles Cist, in his Sketches andStatistics of Cincinnati in 1859, p. 357,credits to Shawk alone the introduction ofsuch machines.(10 ) More on Sellers and Latta is given inJohn H. White, Jr., Cincinnati LocomotiveBuilders, 1845-1868 ( Smithsonian Institu-tion, 1965). See also E. S. Ferguson, ed.,Early Engineering Reminiscences [1815-1840] of George Escol Sellers (SmithsonianInstitution, 1964).(11) American Machinist, Dec. 19, 1889,vol. 12; Jan. 2, Jan. 9, Jan. 23,1890, vol. 13;contain Sellers's statements on the steamfire engine. A full transcript of Sellers's"Early Engineering Reminiscences" regard-ing his Cincinnati experiences has been

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placed in the Cincinnati Historical Society.

(12) The author is indebted to Joyce C.Scully, Associate Editor of The CincinnatiHistorical Society Bulletin, for reading theminutes of the Cincinnati City Council forthe years 1845 through 1854 (Volumes15-26 ). We were thus able to verify Sellers'squotations from this record. In addition,new information was revealed concerningthe role played by Joseph S. Ross, as well asthe protracted dispute among Shawk, Latta,and the city over payment for the Uncle JoeRoss. A biographical sketch of Ross is givenin In Memoriam, Cincinnati 1881, Contain-ing Proceedings of the Memorial Associa-tion ..., published by A. E. Jones (Cincinnati1881), pp. 240-244. Only one volume in thisseries was published.

(13) Dictionary of American Biography,Vol. XI, pp. 28-29. This account is based, inpart, on data supplied by A. B. Latta's son,Griffin T. Latta. It appears that Latta sus-pended manufacture of fire engines one ortwo years before selling the business toLane and Bodley.

(14) Joseph Buchanan (1785-1829) was aprofessor at Transylvania College, Lexing-ton, Ky. He began steam engine experimentsin about 1823 and is known to have builtseveral engines and boilers. See LouisvillePast and Present (Louisville 1875), pp.130-131.

(15 ) Nothing on the petition can be foundin the City Council minutes. However,Sellers may be referring to separate minuteskept by the committee on the fire depart-ment. Manuscripts received in 1970 by theCincinnati Historical Society from the Cin-cinnati Fire Department do not begin untilafter the formation of that organization inMarch 1853 and are too late to cover theearlier events connected with the Shawk-Latta engine.

(16) Not confirmed by the minutes of CityCouncil. It was Ross who introduced theproposition at the March 10,1852 meeting

to give the contract to Shawk and Latta.(17) As far as can be ascertained the firstmention in the council minutes of eitherShawk or Latta is together at the March 10,1852 meeting. This mention implies thatthey had the contract to build a steam fireengine, for which construction began in1851 or 1852.

(18) Latta established an independentshop, the Buckeye Works, in about 1846,several years before Shawk began workon the steam fire engine.(19) Sellers is referring to D. L. Farnham,who patented a hand-operated fire engine ofthis type in 1847. Farnham produced fireengines in Cincinnati in the 1850's. One ofFarnham's engines is pictured in The Cin-cinnati Historical Society Bulletin, Vol. 28,No. 2 (Summer, 1970), p. 91.

(20) City Council minutes, Mar. 10, 1852,notes the test of Mar. 1.

(21) Sellers is overzealous in his claims ofLatta's late entry into the partnership withShawk. They were so engaged according tonewspaper reports as early as February1852, and are first mentioned as a partner-ship in the City Council minutes ofMarch 10, 1852.

(22) See footnote 15.(23) The origins of the forced, or controlled,circulation boiler are unknown. It doesappear that Buchanan was the earliestAmerican advocate, though it is possiblethat the idea was pursued earlier in Europe.Today, controlled-circulation boilers areused by electric power plants. Most modernsteam automobiles also employ boilers ofthis type.

( 24 ) In an account in the Insurance Moni-tor, 1872, p. 41, Finley Latta stated that theclaim against the city for the extra $5,000due on the Uncle Joe Ross was resolved incourt. The City Council minutes indicatethat the claim was brought up time and timeagain at council meetings before it wasfinally resolved.

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