Le Couteulx wished he were near his "friends, Theopilas Casenove and Van Staphurst," principals of the Holland Land Company, so that be might point out to them how much could be made of Buffalo by a few judiciously executed public improvements. On July 2oth he wrote again to Ellicott stating that he intended to "write by duplicate to my friends Messrs. Vanstaphorst * * * (to) * * * let them know the possibility either of removing the Barr which is at the mouth of Buffalo Creek, so as to make it a safe harbour for all the vessels that navigate on the lake, or cut a canal from the mouth of said creek to Black Rock." He, perhaps, was the first to suggest cutting a canal from Buffalo to Black Rock, and was some years ahead of other harbor-makers in suggesting the removal of the sandbar.

There were many Buffalonians, in those years of poverty following the War of 1812-15, who were almost fully occupied in pursuing immediate tasks made imperative by their need, if they would live, and so they gave but little heed to civic, or public matters. But others, who were perhaps better circumstanced, were able to take up matters of the public welfare. One resident, in particular, centered his efforts on harbor matters; and he, Samuel Wilkeson, who contributed much to the making of Buffalo Harbor history, has left a clearly written record of the events which ultimately gave Buffalo the victory over Black Rock, in harbor and canal matters. Buffalo was a poverty-stricken little frontier settlement at the time Samuel Wilkeson came to the burned village soon after the War Of 1812-15, and decided to make his abode in it. In his "Recollections of the West, and the First Building of Buffalo Harbor," preserved in Volume V of the Publications of the Buffalo Historical Society, judge Samuel Wilkeson wrote:

It does not seem that the visit of the canal commissioners to Buffalo in 1816 brought immediately into notice the bitter rivalry that a year or two later became extremely active. Possibly Buffalonians had almost by 1816 given up hope that the long-discussed canal would ever reach Lake Erie. The commissioners came to Buffalo in 1816, but it was generally known that no funds were available with which they might execute their plans in canal construction. Moreover, the letters of DeWitt Clinton, then a commissioner, seem to indicate that it had already been definitely decided that Buffalo was to be the western terminus of the Erie Canal. So that Buffalonians could then be well content to "rest on their oars."

IMAGES

Buffalo in 1827

The Eagle Tavern

Black Rock in 1825

Mayor Sheldon Thompson

Liberty Pole

On the other hand, Black Rock perhaps felt that there was no need for immediate excitement, seeing that the money with which to even begin the canal work was not in sight. They did not become very active in opposition, until after the Act of April 15, 1817, had provided the ways and means. Black Rockers were obviously exceedingly apprehensive and strenuous in proclaiming the superiority of Black Rock over Buffalo, in harbor facilities, from the moment construction began near Rome (Fort Stanwix) on July 4, 1817, to the fatal day, five years later, when the canal commissioners confirmed the 1816 opinion of DeWitt Clinton by making Buffalo the terminus of the canal. And even then their opposition did not end.

Writing to his friend, Colonel Henry Post, of New York City, from Buffalo on July 8, 1816, DeWitt Clinton marveled at the possibilities of growth he saw in Buffalo. He wrote:

"Our business here is to locate the source of the canal. I write this with a view of Lake Erie from my open window. The wind northerly, and the surface of this sea gently ruffled-a square-rigged vessel sailing up the lake-a sail-boat passing to Canada, and a British vessel of war in sight. A little to the right is the site of Fort Erie, and before me I see the remains of a house destroyed in the general conflagration of this place. Some of our red brethren are in the street, and on the ruins of an old battery are some young gentlemen from the South contemplating the magnificent scenery of the lake. When we look to the past and conceive that about thirty years ago this land flowing with milk and honey (I speak figuratively.) was exclusively occupied by the wandering Tartars of America-that since that period it has been the theatre of naval and military achievements which will render it classic ground to future generations-that these immense seas will in a few years be whitened with commerce-that they will be connected by inland navigation with the ocean, and that the place where I now write will, in all human probability, before the passing away of the present generation, be the second city in the State-the mind is lost in wonder and perplexed and confounded with the immensity of the ideas which press upon it."

Evidently, therefore, Clinton had no doubt that Buffalo, and not Black Rock, was to be the coming city of the Lakes. Writing from Utica a fortnight later, on August 14, 1816, Clinton made a definite statement. He wrote: "I am so far on my way back. * * * The- commissioners are now all scattered. * * * Buffalo is to be the point of beginning, and in 50 years it will be next to N. York in wealth and population."

David Thomas, "principal engineer of the Erie Canal, west of the Genesee River" in 1822, stated, in a letter then sent "to a gentleman in Albany," that the plan adopted by the canal commissioners in 1816, "on account of taking the highest level from Lake Erie" and thus having "a foot or two of excavation all the way to Lockport," was to continue the canal excavation "from a point above the lower end of Squaw Island, up the shore of the river, by Black Rock, in the rear of the storehouses, to a point above that village; and then extend it on a right line, through the Buffalo Swamp, in the rear of the sand bank, into Buffalo Creek." The opinion was confirmed in 1822, because termination of the canal at Buffalo Creek "would secure a supply of water, and be most free from accidents and casualties of any kind." Hence, it seems that political influence had. no part in the 1816 decision. There is no doubt, however, that political influence subsequently made it extremely uncertain whether the canal would terminate at Buffalo or at Black Rock.

Providential aid came to Buffalo it seemed, from a quite unexpected quarter. Fulton's application of steam engines to the purpose of propelling ships would hardly be thought to have had any bearing on the harbor controversy between Buffalo and Black Rock; but in the initial passage of the first lake steamboat, the "Walk-in-the-Water," from Black Rock to Lake Erie, it was demonstrated that Black Rock had grave natural disadvantages as a harbor. Johnson's "History of Erie County" (1876), contains the following account of the exciting emergence of the pioneer steamboat from Black Rock, where she had been built, into Lake Erie:

"A hundred and thirty-nine years after the gallant La Salle entered Lake Erie with the pioneer sail-vessel, there occurred at the same point a similar event, which, though lacking the heroic and romantic elements of the earlier scene, was yet a matter of intense interest to a great number of people.

"In the previous November (1817) two or three capitalists had come from New York to Black Rock, and caused to be laid the keel of the first steamboat which any one had ever attempted to build above the great cataract. In the spring the work was pressed forward, and on the 28th of May, 1818, the new vessel was launched amid the acclamations of a host of spectators. It received the appropriate and striking name of 'Walk-in-the-Water,' partly because it did walk in the water, and partly in honor of a great Wyandot chieftain who once bore that peculiar cognomen.

"The new steamer was ready for use about the middle of August, and then occurred a reproduction of La Salle's experience, with an element of the ludicrous superadded. Again and again the 'Walk-in-the-Water' essayed to steam up the rapids into the lake, and again and again it was compelled to fall back, its engines not being strong enough for the purpose.

"At length, after several days of unavailing trials, the owners to their intense mortification were compelled to apply to Capt. Sheldon Thompson, of Black Rock, for the loan of his celebrated 'Horn Breeze,' that is to say, of a dozen yoke of oxen used to drag sail-vessels up the rapids, and which * * * the sailors had dubbed by that peculiar title.

"On the 23rd of August another trial was made. The 'Horn-Breeze' was duly attached by a cable to the vessel, and steam was generated to the utmost capacity of the boilers. The stokers flung wood into the fireplaces, the drivers swung their whips, and with steam-power and ox-power combined the vessel moved slowly up the rapids.

"Ere long the difficulty was passed, smooth water was reached, the 'Horn-Breeze' was detached, and thus, * * * the 'Walk-in-the-Water' inaugurated the second great era of lake navigation."

It may be supposed that Buffalonians noted this flaw in Black Rock's harbor claims; and it encouraged those in Buffalo who were seeking to get harbor improvements effected. It was evident to all that Buffalo could very favorably compete with Black Rock, if satisfactory harbor work were carried out.

Meeting of Citizens at Pomeroy's Tavern

Following the visit of the commissioners to Buffalo in 1816, and the understanding then arrived at that Buffalo should be the terminus of the Erie Canal, a meeting of citizens was held at Pomeroy's tavern, Buffalo, on November 15, 1816, to "take into consideration the improvement of the harbor," Samuel Wilkeson and others probably being well aware that the decision of the canal commissioners in favor of Buffalo "hinged upon the creation of a safe harbor, capable, without much expense, of sufficient enlargement for the accommodation of all boats and vessels that a very extensive trade may hereafter require." What was accomplished at that meeting of citizens is not recorded. Apparently, action was deferred.

The State, however, had a liability, and some time in 1817 or early in 1818 application was made to the State Legislature "for a survey of the creek." John Busti, agent of the Holland Land Company, wrote to Joseph Ellicott from Philadelphia, on February 22, 1817, stating that though he had grown incredulous of ever seeing the canal "perfected if begun," he was nevertheless quite willing to deliver the "old deed of the large tract situated along the Pensilvania boundary line," to the State, and also "offer the site of excavation for the Canal and the towpath," but, he added:

"I have connected this gratuitous grant with the condition that the outlet of Buffalo Creek be converted into a safe place of refuge for the vessels navigating the lake. The usefulness of a harbour there is striking. So much so that I wonder that it has not even been mentioned in the numerous publications edited on the Canal. Probably this omission originated in the wish to avoid stirring the jealousy of the Black Rock partisans."

The application for a survey was made by the citizens of Buffalo, and is referred to in a letter dated March 14, 1818, from Charles Townsend, "one of the Committee of Inhabitants of Buffalo relative to harbor," to William Peacock. An act was passed on April 10, 1818, "authorizing the survey, and directing the supervisors of the County of Niagara to pay three dollars a day to the surveyor, and to assess the amount upon the county." William Peacock made the survey, in the fall of 1818; and did so gratuitously, stated Samuel Wilkeson.

A serious weakening of Buffalo's representation on the Canal Commission occurred in the summer of 1818. On June 29th, Joseph Ellicott wrote to Governor Clinton, feeling it to be "an incumbent duty to decline or resign the honorable appointment confided in me by the Legislature." Regarding this action by Mr. Ellicott, it would seem that his superior in the service of the Land Company, Mr. Busti, did not consider it to be advantageous to the Holland Land Company, for he wrote to Mr. Ellicott on September 4th, as follows:

"Your demission as Commissioner to the Canal supported by reason of incompatibility with your duties as stationary Agent I cannot condemn. This however does not take away any part of the regret I feel at your giving it in at the important epoch of deciding whether intrigue has to stop the work at the Seneca lake, or whether the scheme is to be followed up."

It was not in fact until April 7th of the next year, 1819, that those interested could be sure that the canal construction would get beyond Seneca Lake. On that date an act was passed "authorizing the construction of the canal from the ends of the middle section, westerly to Lake Erie, and easterly to the Hudson." The measure met with little opposition in the Assembly, but it was evident that the opposition to it in the Senate was strong. Indeed, the bill would probably have been defeated, "but for the loyal support of Mr. Van Buren and Colonel Young." Only after the passage of this bill was the State in a position to accept the grants of lands offered to it by the Holland Land Company, a condition of the grants being "that the canal be completed for boats of at least five tons burden by 1842." The State accepted this and another grant, by the Act of April 13, 1819, and six days earlier had passed an act which appropriated $12,000 "for a harbor at the mouth of Buffalo Creek on Lake Erie."

Beginning of Harbor Work

-Leading up to this last act was much good work by Buffalonians and much opposition by Black Rock, and also by Grand Island, on which it was proposed to carry out extensive harbor works (at State expense), and found the "City of Erie." An argument supporting such a plan ridiculed Buffalo's aspirations thus:

"There has lately been laid on the tables of the Legislature a report by William Peacock, Esq., on a plan for a harbor for the east end of Lake Erie. * * * In this harbor must meet all the numerous vessels of the upper lakes, and the almost countless boats of the Erie Canal. Above all things the harbor ought to be a capacious one. Buffalo Creek! Where two schooners can but just pass each other-this can never be the place."

William Peacock had submitted his report on Buffalo Harbor to the State Legislature in January, 1819, and had recommended the building "of a stone pier, 660 feet long, 30 feet wide at the bottom and 10 feet wide at the top and rising six feet above the surface of Lake Erie," the cost of which work he estimated would be $12,787.25, if built of stone, but only $10,514.37 if built of wood. He also gave his reasons for considering Buffalo Creek to be "the most eligible spot for a harbour at the Eastern extremity of Lake Erie."

It was deemed encouraging that the State should have authorized the survey, and that it should have been made, and more encouraging still that Buffalo Creek should be so favorably considered. But, as Samuel Wilkeson wrote: "Then came the important question, where to get the money to build this harbor? At that day no one thought of looking to Congress for appropriations, and there was no encouragement to apply to the Legislature of the State. The citizens could not raise the means, however willing they might have been." Various schemes were suggested to raise ways and means. One plan hinged on the revenue possible from a suggested lottery; another upon the successful formation of an incorporated company. The latter was the one eventually favored. To support local endeavors, it seems that the "Committee of Inhabitants of Buffalo Relative to Harbor" sought to obtain financial assistance from the Land Company. They were more successful than they perhaps had anticipated. Joseph Ellicott addressed Jonas Harrison, of Buffalo, on December 14, 1818, upon the matter as follows:

* * * "Permit me to mention that it has always been my opinion that the most proper way was to commence this project with the money we could raise from our own subscriptions, and if the accomplishment of the object to answer the end in view was greater than our means, then to petition the Legislature for some aid. I have on account of the Holland Company and self about $3,500, which I shall appropriate to this object, if the plan appears to me a feasible one; and I am persuaded that sum alone, provided the business should be conducted with a due regard to economy, will effect the object so far as to give all the vessels that navigate Lake Erie free egress and regress with the harbour in the mouth of Buffalo Creek."

However, in view of the estimate made by William Peacock, and of the impoverished state of the citizens in general, the Buffalo Committee called a public meeting, at which it was decided to send an agent ("the Hon. Charles Townsend") to Albany, to "appeal for aid from the State." But Buffalo's case ", as, it seems, soon' prejudiced by the formation of a company known as the Buffalo Harbor Company, the principals of which were Jonas Harrison, Ebenezer Walden, Heman B. Potter, J. G. Camp, Oliver Forward, Albert H. Tracy, Ebenezer Johnson, Ebenezer F. Norton and Charles Townsend. Samuel Wilkeson states that judge Townsend was sent to Albany "to obtain a loan" of $12,000, but other records indicate that the projectors expected a "donation" from the State. The formation of a private harbor company introduced another aspect, and gave another angle of thought to legislators. Senator David E. Evans, writing from Albany on February 25, 1819, to his uncle, Joseph Ellicott, pointed out that the organization of a harbor company had lessened the possibility of getting a grant:

"The foolish project of a company for the purpose of forming a harbor, which you so justly in my opinion deprecate, had like to have been the means of ruining all chance of obtaining any grant whatever. I was certain it would have a bad effect and hoped it would not be discovered by any of the Committee, but Genl. J. Rutser van Rensselaer found the notice for it to-day in one of the newspapers and asked me if it would not be best to incorporate such a company, as he knew it would be extremely difficult to get anything from the State."

On April 7, 1819, the Act was passed, but it added to the perplexities of the Buffalonians who were named in it. Johnson's "History of Erie County" writes as follows on the point: "The State passed a law to loan twelve thousand dollars for the required purpose, to be secured by the bonds and mortgages of individuals for twice that amount. If the State officials should approve the harbor when finished, they had the privilege of taking it, and canceling the indebtedness; if not, the company would have to pay the bonds and reimburse themselves out of tolls."

Judge Samuel Wilkeson

Judge Samuel Wilkeson was not then a member of the company, though he came into the combination later in that year, when it seemed that failure was imminent. He writes:

"The year 1819 was one of great financial embarrassment, and nowhere was the pressure or want of money more sensibly felt than in the lake country. It had no market, and its produce was of little value. Some of the associates became embarrassed and others discouraged. The summer passed away, and finally all refused to execute the required securities, except judge Townsend and judge Forward. Thus matters stood in December. 1819. Unless the conditions of the loan should be complied with, the appropriation would be lost, and another might not easily be obtained: for the project of a harbor at Black Rock, and the termination of the canal at that place, were advocated by influential men, and the practicability of making a harbor at the mouth of Buffalo Creek was seriously questioned.

"At this crisis, judge Wilkeson, who had declined being on the original company, came forward, and with Messrs. Townsend and Forward, agreed to make the necessary security. This was perfected during the winter * * * each individual giving his several bond and mortgage for $8,000. The money thus loaned was received in the spring."

Their risk was great, for they had not only to risk the harbor works, which it was thought would prove inadequate for the purpose, but they had to live in constant dread that the opposing political influences would in the end prevent the completion of the Canal to Buffalo Creek. So they sought to get the Holland Land Company to support them in the undertaking. On April 30, 1820, a letter signed by "Olv. Forward, Sam'l Wilkeson, Chs. Townsend and Geo. Coit, was addressed to Paul Busti Esq'r, Agent of the Holl'd L'd Company," in which letter the writers referred to the offer Mr. Ellicott, on behalf of the Holland Land Company and himself, had made in 1818. They explained:

"Believing that sum ($3,500) inadequate, and that there was but little probability of even that being expended, application was again made to the Legislature in 1819 for a grant of Money, but instead of a donation, which was expected, an Act was passed authorizing a loan on individual Security. This at the time was supposed would enable the persons named in the law to improve the harbor without much personal risk or liability, as it was believed the canal would terminate at this place, and that the Canal Commissioners would undertake the work and authorize the loan to be converted into part of the Canal fund."

The letter goes on to state what has been the result of the political manipulations during the year since the passage of the act, and showed that there was at that time grave doubt whether the Grand Canal would ever reach Buffalo Creek. Two other routes had in the meantime been under consideration, and indeed had actually been surveyed, and the commissioners were at that moment in such doubt that, stated the Buffalonians, "they decline making the decision required by law, as they have not yet determined on the route of the Canal at this extremity of it," Further, the letter pointed out: "From their (the Commissioners') Report to the Legislature and from other circumstances we are induced to believe that it may terminate at Tonawanda Creek. In that event the harbor at this place would be useless to the State, and of but little value to us, as the business of the place would be removed to the vicinity of Grand Island."

Notwithstanding "these discouraging appearances," the four resolute Buffalonians proposed "to construct a pier nearly similar to that proposed by, Mr. Peacock," if the Holland Land Company would cooperate with them. They wrote to Mr. Busti directly, they explained, because Mr. Ellicott seemed so much opposed to their undertaking as to even refuse to lend them "a pile driver, which we understand he sometime since purchased for the ostensible purpose of making the proposed pier."

Mr. Busti wrote in reply, from Philadelphia, on May 11, 1820, refusing to cooperate, and giving as his reason that public works undertaken by private companies were not so sure of being eventually carried through to "confection" as "when assumed by States and Governments." He even felt that in the matter of the pile driver he had no authority. "Mr. Ellicott is the master to do with the pile driver as he thinks fit;" but, he added: "I believe him to be too reasonable as to deny to You the use of it on suitable terms."

Truly City Builders

-They were truly City Builders, those four Buffalonians who went forward with their harbor plans despite well-nigh overwhelming deterrents. They had had to follow the bewildering twists and turns of the State Canal Policy; they had followed anxiously the effort made by the enemies of Governor Clinton, early in 1820, "to strike another blow which * * * would be fatal to the continuation of the work" and prevent the building of the western section of the Canal; they had ever before them the constant striving of the people of Black Rock to defeat the harbor plans of Buffalo, or at least render the harbor useless; and they bad seen, or were destined soon to see, in the first few weeks of actual harbor work carried out at Buffalo under the direction of "an experienced harbor builder" they had engaged, that their $12,000 fund was distressingly small and inadequate. They fortunately discharged the "experienced harbor builder" before he had carried even his preparatory work far; and they dared not put their fund, which in fact involved their own private fortunes, in the hands of another expert, or of any engineer, trained in the public works of Government and State, knowing that such training did not, as a rule, emphasize economy. They had to husband their resources, for it was their all; and failure in this harbor work would mean insolvency to them, personally. Less resolute men than were the few Buffalonians who were determined that Buffalo should have a harbor, would probably have halted at that point and returned the $12,000 to the State. But they bad resolved to see the project through to success; and so, having no alternative, they looked among themselves for a superintendent. Samuel Wilkeson writes, regarding their quandary:

"Mr. Townsend was an invalid, and consequently unable to perform the duty. Mr. Forward was wanting in practical experience that was necessary. Mr. Wilkeson had never seen a harbor, and was engaged in business that required his unremitted attention. But rather than that the effort should be abandoned, he finally consented to undertake the superintendence, and proceeded immediately to mark out a spot for the erection of a shanty on the beach, between the creek and the lake. * * * The boarding-house and sleeping-room were completed that same day.

"Having abandoned his own private business, Mr. Wilkeson called his men out to work the next morning by daylight-without suitable tools, without boats, teams, or scows. Neither the plan of the work nor its precise location was settled. But the harbor was commenced."

Samuel Wilkeson was a man of action. He formulated his plans, and then he acted. The exact date in 1820 on which the harbor work was begun is not on record. The work was prosecuted under extreme difficulty, and the result of the first two days of work was destroyed by the action of the waves on the second night. Judge Wilkeson writes:

"Two plans had been proposed for the work; one by driving- parallel lines of piles, and filling up the intermediate space with brush and stone; and the other by a pier of hewn timber, filled with stone. The later plan

was adopted * * * the timber intended for piles was used in the construction of cribs, three of which were put down the first day.

"The first two days after commencing the work, the lake was calm; but the succeeding night a heavy swell set in, and the waves acting on the outside of the cribs forced the sand and gravel from under them, sinking the ends of some, the sides of others, and throwing them out of line, the whole presenting a most discouraging appearance."

One might well imagine that it would be discouraging to a man who was not experienced in engineering matters. However, there was a rift in the clouds of perplexity that hovered over Samuel Wilkeson, the superintendent. He writes: "Fortunately a little brush had been accidentally thrown to the windward side of one of the piers, which became covered with sand, and preserved this pier from the fate of the others." There he found the key to his problem. "Profiting by this discovery every crib subsequently put down was placed on a thick bed of brush, extending several feet to the windward of it."

But other "unforeseen difficulties" arose. The cribs could only be put down when the lake was perfectly smooth. So they decided to fit them up on the shore, so far as was possible. The opposite timbers were made secure with six feet ties, timbers were bored and numbered, and then floated to their respective places. There they were assembled, the trunnels, two feet long and made of oak or hickory, were driven home, and the crib put together in an hour. It would be secured with stone the same day. Judge Wilkeson's faithfulness to the underlying principle of the undertaking, i.e., economy, is indicated in the following paragraph of the record:

"Neither clerk, nor other assistant, not even a carpenter to lay out the work, was employed for the first two months, to aid the superintendent, who, besides directing all the labor, making contracts, receiving materials, etc., labored in the water with the men, as much exposed as themselves, and conformed to the rules prescribed to them of commencing work at daylight and continuing until dark, allowing half an hour for breakfast and an hour for dinner. Besides the labors of the day, he was often detained until late at night, waiting the arrival of boats, to measure their loads of stone, and to see them delivered in the pier, as without this vigilance some of the boatmen would unload their stone into the lake, which was easier than to deposit it in the pier."

As the pier-construction proceeded, and the deeper water was reached, "the cost of the work alarmingly increased." It was decided "to suspend operations for that year, on reaching seven and a half feet of water." Possibly they hoped to gather additional funds during the winter months. But if the future of the harbor was uncertain, in matters of money and of use, the builders had had the satisfaction of seeing that the cribs could make a harbor. Samuel Wilkeson writes:

"On the 7th of September, after the timber work was completed, and while the pier was but partially filled with stone, two small vessels came under its lee and made fast. Towards evening appearances indicated a storm, and while the superintendent and captains were deliberating whether the vessels might not endanger the pier and perhaps carry away that part to which they were fastened, the gale commenced, rendering it impossible to remove the vessels otherwise than by casting them loose and letting them go on the beach. This was proposed by the superintendent and agreed to by the captains, on condition (in the event) that the safety of the pier should appear to be endangered by the vessels. Both the pier and the vessels, however, remained uninjured through the storm, which was regarded as no mean test of the utility and permanence of the works. The pier, which at this time extended 50 rods into the lake, was in a few days filled with stone, and the operations upon it suspended for the season."

During the stormy fall months the people of Buffalo watched the effect of the waves on the pier with anxiety. "The position was the most exposed on the lake," and if the work should be destroyed by gales, or by ice, "the fund remaining would be insufficient to repair the damage and extend the work to the requisite distance to make a harbor." The pier was then about 600 feet long-. However, it withstood the worst that equinoctial gales, or spring ice, could do to it, the pressure "not even removing a timber."

But another perplexity faced the Harbor Company officials. The pier was only part of the harbor plan: "A most difficult part of the plan for forming a harbor was yet to be executed, and the more difficult because the expense would depend upon contingencies which the company could not control." Buffalo Creek, in 1820, entered the lake about sixty rods north of its present mouth, running for some distance nearly parallel with the shore. A new channel had to be cut across this bank of sand. It did not seem an impossible or an expensive task, and with scrapers and the voluntary assistance of citizens, work was begun on it in November. But three feet below the surface the bank was found to be formed of a "heavy compact body of coarse gravel and small stones," which the workers felt would, "if removed by the current of the creek," block up their channel in another place. Therefore the scraping was discontinued before water-level had been reached, and the subject of forming a new channel was "laid over for further consideration."

In the spring, and before work had been recommenced on the pier, an attempt was made to form a new channel. A dam was built across Buffalo Creek, at the required point. The water was raised about three feet. Then, by breaking the sandbank at the western end of the dam, "a current was formed sufficient strong to remove about fifteen feet of the adjoining bank to the depth of eight feet." The dam was extended across the new channel '. And when the dam would be full, the water would be released, causing much excavation. This easy method was repeated until the new channel had been pushed to within a few feet of the lake. Then an Act of God changed all of their plans. Judge Wilkeson writes:

The work was arrested by one of the most extraordinary rises of the lake perhaps ever witnessed. About seven o'clock in the morning, the lake being entirely calm, the water suddenly rose, and by a single swell swept away the logs that secured the materials in the dam, broke away the dam on the east side, wholly destroyed the west end, which was made of plank, and left the whole a total wreck. A more discouraging scene can scarcely be imagined."

It appears that the swell was caused by a tornado, "an extraordinary vein of wind," which, crossing the lake a few miles above Buffalo, had proceeded eastward, and "prostrated the timber in its course." Upon examination, it was found that the dam had lost about thirty feet of its eastern end, and that it had been weakened throughout. And an even worse calamity was almost upon them, for "a northeast wind commenced blowing, accompanied by a heavy rain." A flood had been hoped for, but now they prayed that it would not come. They saw that unless the dam could be repaired within twenty-four hours, a freshet might destroy all that they had been working to accomplish, and perhaps undermine the pier. Volunteers and paid men, all loyal Buffalonians, set to work with a will, and worked far into the night, by the light of torch, and despite torrential rain, in an endeavor to make the dam tolerably strong again. The freshet came, and after it had subsided it was found that it had accomplished as much work for Buffalo, in excavating their new channel, as could have been bought "for more than the whole of the harbor fund."

The harbor makers had succeeded; a kindly Providence had seen them triumphantly emerge from their difficulties. Wilkeson writes: "From this time, small vessels could enter and depart from Buffalo Harbor without interruption and the entry of two or three vessels in a day excited more interest then, than the arrival of a hundred large vessels and boats would now."

There were other obstacles to overcome before the pier could be carried into the deeper water to its full length of eighty rods, and to 12 feet of water; and in overcoming these; their improvised pile-driver was invaluable. Apparently they had not been able to prevail upon Joseph Ellicott to lend, or rent his apparatus. Their own pile-driver had been partly constructed in I820, but had no hammer. It was ready for their use in the spring of 1821, after they had improvised a hammer. Wilkeson writes: "A good substitute for a hammer was found in a United States mortar used during the last war, but which had lost one of its trunnions. After breaking off the other, two holes were bored through the end for the staple by which to hoist it * * * it proved to be an excellent hammer of about 2,000 pounds weight. The machinery to raise the hammer was of the cheapest and simplest kind, and worked by a single horse."

Part I Part III