September 11, 1942 - Tragedy At Curtiss-Wright

Pilotless P-40 Plunging 

From High Altitude, 

Goes Nose First Into Factory -

Blazing Gasoline From Pursuits Fuel Tanks 

Sprays Victims; Pilot Is Burned Before Taking To Parachute; 
Ambulances Called From All Hospitals To Remove Injured

      

The Buffalo Airport  Plant of the Curtiss Wright Corp.

P-40s and other aircraft in the test area at Curtiss-Wright

   Six workers were killed and 43 others were injured shortly after 5 p.m. when an airplane, crippled at a  high altitude by fire, fell nose first through the roof of the Curtiss-Wright Corporation Airplane division plant at the Municipal Airport.

The Dead: 

Frank Warda, 748 Lasalle Ave. died in Emergency Hospital at 12:22 a.m. today. Martin Till, 18 French Street, died in Millard Fillmore Hospital at 12:05 a.m. Carlson Rauh, 2520 Elmwood Ave., died in Meyer Memorial Hospital at 12:15 a.m. Lester Glenn, 129 Stockbridge Street, an Army inspector, died in Sisters Hospital at 10:25 p.m. last night. Frank A. Ryan, 149 Wellington Ave., Kenmore, killed instantly at the plant. Another man, burned beyond recognition; identity to be established by fingerprints.

  Some of the injured, a list of which is carried in another column, were reported in serious condition in various hospitals.  The plane, a P-40, was being flown by test pilot J. Bertrand Purnell, when it took fire. William Davey, General Manager of the Curtiss-Wright Buffalo plants, said the cause was unknown.

Pilot Burned Seriously
   Pilot Purnell remained with his ship until flames drove him out.  He parachuted to earth, some two miles away at Union Road and Walden Ave. near the Cheektowaga Town Hall. "I'm trying to figure out just what happened," he said at Meyer Memorial Hospital, where he was taken with severe burns, after he had parachuted to earth. "The engine caught on fire, I tried to  put out the flames before I jumped. The flames kept coming up and hitting me in the face. I couldn't stand the heat. I had to jump."

Pilot Purnell Lands Near Walden 
and Union Roads

   Doctors said he had serious burns. Flying wild, the plane did several loops and then dived nose down, crashing through the steel and concrete roof of the factory.  Nearly all the injured were burned by gasoline from the plane's tank.  Nothing inside the factory burned, Junior Capt. August H. Fleischauer of Engine 7 at the airport explaining that everything in the plant is fireproof.
  *“The building was a one-story structure of brick, concrete and steel construction, consisting of one very large fire area. There was no basement under the section where the crash and fire occurred. The department into which the plane crashed consisted of a 30 by 60-foot area surrounded by an iron grill fence, and was located in the northwest corner of the building. The fire caused by the burning plane was confined to an area approximately 40 feet square. Two men were instantly killed, while twelve others were fatally burned by flaming gasoline released from the wrecked plane. In addition, 44 men and two women employees suffered burns and other injuries. One wing of the plane remained on the roof, but the motor and fuselage fell into the building and struck the concrete floor."

Stationwagons Become Ambulances

  Ambulances were summoned by General Manager Davey from all hospitals. Stationwagons, one driven by Mrs. Burdette S. Wright, wife of the head of the Curtiss organization here, also were pressed into service to removed the injured.  Some ambulances made return trips the burden was so heavy.

 P-40's Being Assembled - C-46 Assembly
in background

   Doctors gave the victims first aid before they were sped to several hospitals. The entire Air Raid Precaution Disaster Unit of the Curtiss Plant was called into service, and functioned efficiently.  

   City, State and Cheektowaga Police and Deputy Sheriffs sped to the factory and barred the public from airport and plant grounds. Word of the accident attracted hundreds of persons but none was permitted to venture close to the scene of the disaster.  One Curtiss worker who declined to give his name, said "the plane was pulverized when it hit the floor, you couldn't find a piece bigger than a bushel basket."

    A competent observer estimated the plane took fire at 5:15 p.m. at 15,000 Ft., nearly three miles up. Pilot Purnell turned the plane over, pulling the release lever that allowed him to drop out while he was upside down in the single seat. The plane hit the lower part of the factory roof on an angle.  The wings were ripped off, but the rest of the machine ripped a six foot hole in the roof and hit the concrete floor on the inside.

P-40 like the one that crashed

Engine Buried in Floor   

  The planes engine buried itself in the concrete flooring. The fuselage skidded 60 feet along the floor, disintegrating and scattering parts over a 30 ft radius as it went.  Gas, thrown from the planes fuel tank was ignited turning on the automatic sprinkler system.

    Several thousand second shift workers were on duty when the crash occurred, but despite haze, smoke and flame, there was no panic.

    Men assigned to the disaster unit under the leadership of Roscoe S. Harmon, sprang into action, snatching blankets from the walls wrapping them around their heads and plunging into the densest smoke to save fellow workers.  Flying debris caused some injuries, and others were scorched trying to pull colleagues to safety.
    "That was what we thought at first-a bombing".  Winston J. ("Tex") Dandrew 24 of 498 Delaware Ave. declared from his bed at Edward J. Meyer Memorial Hospital.  "But there really wasn't time to think much of anything, everything happened so fast.  First there was the crash of the plane through the roof and then, almost simultaneously it seemed, a blinding flash occurred as the plane exploded... Bits of plane and metal went shooting in all directions.  It is hard for me to understand how I escaped alive.  I couldn't have been more than one or two feet to the side of the edge of the hole above me.  A piece of metal knocked me in the arm, but aside from that the flying pieces of metal and flames seemed to miss me.

C-46 also made at the Curtiss Plant

Says Scene Was Indescribable
   Right near me a man was knocked against a ladder and had difficulty extracting himself. I pulled him free and we both ran as fast as we could. Later we came back to help the other injured and to help put out the fire. Dandrew said the scene of human agony all around him after the explosion was most indescribable.
   The first part of the tragedy--was told by persons near the airport.  "When I first saw it the plane was very high to the south west of the port, said John J. Kennuth of 253 Maple Street a Van Dyke Coach driver.  "It was already burning and I could see the parachute of the pilot who had bailed out, some distance away."  "It came nearer and nearer to where I was standing at the auto entrance for the airport building.  For a while I thought it was going to hit the airport building.  I wanted to run, but I couldn't.  I was scared stiff and couldn't move." Then the plane swept over the Curtiss roof and crashed.  Black smoke poured out 30 to 40 feet high."

   Workmen Describe Crash

  "I heard a terrible noise overhead, then flames and sparks began shooting down from the roof," Steve Kovach, 21, of 113 Rosedale Ave., Riverside, one of the injured workmen said.  "I was working with two other fellows when it happened.," Mr. Kovach related at his home after being treated at Meyer Hospital. We started to run for the door. Flames shot down at us. I was lucky not to have been burned worse." Mr. Kovach was burned on both arms and neck when flaming gasoline spurted over the workers as the plane struck.

My Mothers Curtiss-Wright Crew - (2nd from Rt. 2nd row)

  Editor: My mother Julia (Stanek) Malloy, who worked at the Curtiss plant from 1942 to the end of the war, was working in the P-40 assembly area where the plane crashed.  She relates "when the plane hit, we could feel the heat on our backs. Then someone yelled  "FIRE" and men rushed from all directions grabbing the fire hoses off the wall and heading to the scene.  The Plane crashed into the tool crib, a fenced in area, making escape difficult for the victims. When the fire was out we watched as the dead and injured were being carried out on stretchers. The water was so deep in our area our foreman told us we couldn't work in that, and sent us home."

A Navy "E" Award Given to the Plant About 20 Days
Before the Tragedy

  A Curtiss Wright guard who was burned severely on both arms Friday while rescuing fellow workers injured in the plane crash...donated his blood to the American Red Cross to aid suffering survivors. Although his bandaged arms bore testimony to the heroic part he played in the tragedy, Herbert Boxhorn, 26, of 46 Inter Park, was among the first of more than 50 Curtiss employes who appeared at the blood donor center in the Ellicott Square. Although Boxhorn modestly minimized his heroic role, other Curtiss workers disclosed that he risked his own life to carry four injured workers to safety. One of the severely burned men he helped carry from the smoke filled plant died a few minutes later. (Herbert Boxhorn is a name not included on the injured list)

*Quarterly of the National Fire Protection Association, Vol., 36, No. 2, October 1942, pp. 137-138.
    "When the plane crashed through the roof, gasoline released from the fuselage tank caused an extremely hot fire. Plant employees immediately sounded the alarm over three private fire alarm boxes and 90 members of the plant fire brigade responded and did excellent work in extinguishing the fire. They were aided by the operation of 208 automatic sprinkler heads on a wet-pipe system. Fortunately, the falling plane had not seriously damaged the sprinkler piping, although a 174-inch sprinkler pipe and a 6-inch commercial water service line suspended from the ceiling were ruptured. These pipes released considerable quantities of water, which flooded a large area.
   The plant engineer on duty upon hearing the crash immediately consulted the water pressure gauge and noticed that the pressure had dropped to twenty pounds. He started the 1500 g.p.m. electrically driven fire pump and started to warm up the 1500 g.p.m. steam turbine pump which was placed in operation. A pressure of 75 pounds per square inch was maintained at both pumps.
    The prompt application of the foam and carbon dioxide was helpful in preventing the gasoline burning on the surface of the water from spreading the fire. It is estimated that the fire was under control in 15 minutes and was completely out in 30 minutes.
  “The fall of the blazing plane was observed by members of Engine Co. 7 of the Buffalo Fire Department, stationed at the Buffalo Airport. This company, assuming that the plane would fall in a field beyond the building, responded at 5:15 P.M. with a crash truck equipped with foam and carbon dioxide equipment, and with a 1000-gallon pumper. Neither piece of apparatus was used, but the fire company rendered valuable service in manning one of the private standpipe hose streams, removing the injured to the first aid station, pumping out the flooded area below the ground level, and in covering the damaged roof….”  (Wright. NFPA Quarterly, Oct. 1942, 137.)

  Management Statement:  "Concerning the heroism of the Curtiss workers--I cannot say enough.  Many risked injury and even their lives in rescuing their fellow employees from the flames that followed the crash. Some of the rescuers are among those now in hospitals." "Curtiss guards, members of the volunteer fire-fighting and air raid precaution units and individuals from office and factory staffs, performed these extra duties without once hesitating to reckon the cost or to think of their personal danger.
   "All other workers in the plant at the time, who may not have participated directly, showed their mettle by their calmness and by the manner in which they remained at their work.  I would like to express the  heartfelt thanks of the management to all, including the outside agencies that so readily volunteered their help. It is a great tribute to those on the battlefront, that those on production front are carrying on normally today with true American fighting spirit."

The final toll of those who died was 14 with 34 injured,
 many seriously.

Those who died in this tragedy

Jack H. Boyer, Paul Chase, Cecil Clark, James E. Collins, Lester F. Glenn, Salvatore Palmeri, Carlson M. Rauh, Francis Ryan, Norman Savage, Joseph J. Sciolino, Samuel Shalala, Martin Till, Laverne Voelker, Frank Warda

Those Who Were Injured

Edward Buehler, Winston Danarow, James Doucette, Andrew Fiorella, Edward Harrison, Raymond Hartwig, Frank Head, James Herdic, Louis Jakubowski, William Kenny, George Kitta, Steve Kovach, Newton Kranso, Michael Kuzara, Frank Laber, Louis Malinowski, Grace Marlotte, Harry Mills, Clarence Moorhouse, Sager Nebral, Merwin Nellis, Rocco Orioli, Lawrence Preischel, Jack Purnell, Joseph Rosolowski, Geraldine Scott, Thomas Sheppard, Edward Shoemaker, Chester Stubensz, Roman Swiniuch, Truman Taggert, Leon Thompson, Dominic Visone, Raymond Yager

This is from the Memorial Mass booklet put out by Curtiss-Wright to commemorate those who died or were injured in the accident of 9/11/1942. If you would like a free, complete copy of the entire Memorial booklet just click on the following words; Curtiss Memorial   (For a larger view of above, click on picture)

This Plaque is currently located near the Long 

Term Parking lot at the Buffalo Airport. Info

 thanks to Dan's comment below.

  EDITORS NOTE:  I was amazed to discover when researching this story, that there was no information on the internet regarding this accident, like it never happened!  There may have been some document or source somewhere that I didn't discover, but an exhausting search on Google and others turned up nothing, not even a hint of it!
  I only highlighted the story here, to make people aware and maybe do further research on their own if need be. These people served their country just as any soldier did and paid the ultimate sacrifice. They should not be forgotten. These veterans of production are disappearing. My Mother, whom I'm very proud of, worked at the plant when this tragedy happened, less than a hundred feet away from the crash. These stories need to be recorded as first line history before it is too late.  

   For those who will be leaving a comment below, be aware that they will not appear immediately. All comments are moderated by myself to screen out spam comments which are numerous. I check every few days so be patient, if on topic they will appear. 

Thank You - Jerry Malloy

To see location of marker on map, click on 'Curtiss Marker' 

     

Looking for Rosie

Rosie the Riveter: 

Women Working on the Home Front in World War II

SaveSave
SaveSave

BUFFALO NY - A Great Place to Be

Buffalo NY -

    "It's nearness to the fields of coal and oil is one important factor of it's greatness and promise, caused by an exceedingly fruitful network of railways.  The Facilities, natural and artificial, of lake and canal, come to possess more and more of significance, practically as the process of development goes on, which rounds out to them an employment.  Chief among our choice of endowments must be natures gift of an unparalleled climate.  The labor of men can here be brought to it's full capacity more days of the year than in any other city of the American Union. According to a report of vital statistics, Buffalo is the healthiest city in the United States, the death rate being only 13.9 per 1,000.  The Oriental view has long prevailed that God has made Buffalo a great City by placing it at the foot of a chain of lakes, and whether the point of view be that of the capitalist or the laboring man, the conditions of commanding favor, are equally propitious, inspiring confidence in it's future greatness..."

From Speech by Henry Martin, at Bankers Convention, 

August 1881

LABOR DAY - The Workers Holiday

Buffalo Evening News - September 4th 1900

LABORS MIGHTY HOST WAS OUT

 Yesterday's Labor-Day Parade  Largest 

Ever Seen in Buffalo's Streets

 20,000 WORKING MEN WERE IN THE LINE  

   Niagara Square with it's many diverging thoroughfares, is an ideal place for the formation of a big parade, and as the result of its selection as the starting point of today's big labor demonstration, the confusion usually a feature of such affairs, was reduced to a minimum... In addition to the organizations enumerated in the Sunday News yesterday, there was in the line, three sections of railroad employees, aggregating 1500 in number.  With that addition, the total number of men in line was in the neighborhood of 20,000 and fine, stalwart, intelligent men most of them were--men who compose the bone and sinew of the city's great industrial army--men of whom Buffalo is deservedly proud. 

MOST BRILLIANT PARADE

  Many of the organizations in the big parade were uniformed, and each association had it's banner.  In addition most of the organizations carried national flags of various sizes, giving the parade a most brilliant appearance as it moved along with the banners and starry folds of the national emblem waving in the breeze, which the weather bureau had so kindly provided to mitigate the intense heat.  Bands without number furnished stirring music, utilizing in the marches they played all of the popular age airs of this and bygone years. 

   The liveliness of the procession was enhanced by numerous floats, ornamented and embellished in the most wonderful manner imaginable.  Main Street and the other thoroughfares through which the procession moved, were gayly decked out in holiday attire.  Immense flags floated from the lines stretched across form one building to the other, and countless flags waved from the windows of the buildings along the way.

Buffalo Daily Courier - Editorial - September 4th 1900

Labors Demonstrations

   Yesterdays observances of Labor Day were probably the most widespread since the holiday was established.  In Buffalo, a special effort was made, and the parade was the largest on record, conservatively estimated at 12,000 men.  The rain fortunately did not come until afternoon, and therefore did not interfere with the great spectacle prepared by organized labor for the public eye.  The increasing length of these annual parades, shows that Buffalo every year is employing more men, and that these men are joining the Labor Unions, of whose solidarity the procession is so impressive an illustration.  
   Many of the Unions appeared in uniform yesterday, presenting a neat and attractive appearance.  Good discipline prevailed in the ranks, and the parade was in every way credible. When our eyes have become more accustomed than of old to the sight of marching soldiers, it is well that we should pay due honor to the armies of peace and industry.  It will be an unhappy day for our country when the men who now only wear the badges of their honorable employment shall be forced into the ranks of an unproductive and burdensome army for the conquest of foreign territory.

THE HISTORY OF LABOR DAY

SaveSave
SaveSave

Buffalo's Incredible, Frank Grant

"IN HITTING HE RANKED WITH THE BEST, AND
HIS FIELDING BORDERED ON THE IMPOSSIBLE."

Second Baseman Frank Grant, front row 2nd from right - He is widely considered

to have been the greatest African-American player of the 19th century. 

  Born in Pittsfield in 1865, Ulysses Franklin "Frank" Grant, pitched and caught in amateur games there and in Plattsburgh, New York, while still a teenager. He signed his first professional contract with Meriden, Connecticut, (Eastern League) in 1886, but the team folded and Frank moved to Buffalo. Grant was in fact one of five African-Americans playing in the otherwise all-white minor leagues that year, on teams from Kansas to Connecticut.  The next day, a local newspaper announced Grant’s arrival by describing him as “a Spaniard.” In Buffalo, he took the International Association by storm. During his first season here, he led his team with a .340 batting average. The next year he batted .366, but more amazing were his power numbers. 

Frank Grant

   Despite standing less than 5'8" and weighing just 155 pounds, Grant led all league batsmen in slugging, with 27 doubles, ten triples, and 11 homers in 105 games. He stole 40 bases, too. He hit for the cycle in one game and stole home twice in another. He came back in 1888 with a .326 average -- again, best on his team. One-fourth of his hits in the International League were for extra bases. He led his team and/or league in various offensive categories, including batting average, stolen bases, total bases, and home runs. That season earned him the distinction of being the only black player before the 1940s to play three consecutive years (1886-1888) with the same team, Buffalo.

   The 1887 season was the high-water mark for African-American players in the International League. Buffalo had its nonpareil second baseman, Frank Grant. There were several other African-American players in the league, but the two who stood out, in addition to Grant, were pitchers George Stovey of Newark (34-15) and Robert Higgins of Syracuse (19-8), both lefthanders.  The  season had been marked by frequent evidences of antagonism (by players) against the Negro players in the league. Anti-Black sentiment increased in 1888 and there was a strong movement to bar all Negro players. Buffalo took a counter stance by lobbying the IL not to put into place a color line. Because of their respect for Grant the individual and Grant the ballplayer, the Bisons were able to keep his services one extra year before the ban on black players took hold.  Few teams would have gone to such lengths, but Grant was obviously special. 

   The Buffalo correspondent for Sporting Life said that Grant was the best player ever to play in that city, putting him above such luminaries as Jim Galvin, Dan Brouthers, Jim O'Rourke, and Old Hoss Radbourn.  As a fielder, Grant was no less remarkable. His range was so exceptional -- and his arm so strong -- that some derided his defensive play as a "circus act." Grant would segue to the Negro League, where he would star for 15 years, one of a few who helped make the league credible and viable. He went on to play for such strong independent Negro teams as the Cuban X Giants, Big Gorhams, and Philadelphia Giants through 1903. He died at age 71 in New York City and was buried in Clifton, N.J. His grave, for some reason, remained unmarked all these years until this past June.(2011) In 2006, Grant was elected to the National Baseball Hall of Fame, a man of great class, resiliency, intelligence and a world of baseball talent.

Detailed Biography of Grant at Society for American Baseball Research

In Other News....
Buffalo Evening News - Wednesday 

September 5th 1900

MINNIES LOST TWO TO BUFFALO,

Bisons Are Now Beyond the Possibility

of Finishing in Last Place

-------------------

  It really would take a lot of nerve to assert the Pan-Ams really won the first game, though it goes to their credit as a victory.  The Minnies really won it in the second inning when they hammered out five runs.  The Charlie Hastings hoodoo was hanging over their heads however, for with the score 5-2 in their favor, the visitors took one of the most spectacular ascensions ever seen on the grounds, and aided by four singles, the Pan-Ams chased 8 large runs across the rubber.  Nichols at short and Lolly in the left garden were the worst actors during this period.  Nichols rolled up three astonishing mis-plays, and Lally muffed an easy fly  so squarely, that the ball must have changed it's shape.

   After that it was all  over but the shouting, and the Bisons sailed safely to victory by a score of 10 - 5.  The Minnies played better ball in the second game.... but the Bisons had their confidence with them and they bandied with Mr. Bandelion's curves quite remorselessly.   The batting won the game easily 8-2, and then the Minnies caught the first train out of town. Milwaukee plays this afternoon at 4 o'clock.  Tomorrow will see the last game of the season in Buffalo.

                     

American League
STANDING OF THE CLUBS                               SCHEDULED FOR TODAY

   Clubs

Chicago.......................    72       46     .610                  Chicago at Indianapolis

Milwaukee..................    69       54    .561                   Milwaukee at Buffalo

Indianapolis.................   66       54    .550                   Minneapolis at Cleveland

Detroit.........................    63       61    .508                   Kansas City at Detroit

Kansas City.................    60       62    .492

Cleveland....................    57       62    .479

Buffalo........................    55       69    .444

Minneapolis................    47       77    .379

  

SaveSave

Buffalo's Oldest Firefighter, Edward M. Cotter

BUFFALO'S NEW FIRE TUG

Finest Craft of it's Kind Afloat

Launched at Elizabethport New Jersey

New York Times September 2, 1900

W.S. Grattan at it's dock on the Buffalo River near the Michigan St. Bridge

Elizabeth N. J., Sept. 1
A handsome new fire tug which has been built for the Fire Department of the City of Buffalo, was launched at Lewis Nixon's shipyard, at Elizabethport, shortly before 1 o'clock this afternoon.  She will cost $91,000 and is the Finest craft of it's kind afloat.
   Like a swan the fire boat W.S. Grattan, sped on it's initial trip from it's cradle at Nixons Ship yard, Elizabethport  NJ.  The fireboat was christened the W.S. Grattan, in honor of the Fire Commissioner. Little Miss Lucia Grattan stood at the bow and smashed a bottle of wine on the nose of the boat as it slid down the ways amid the cheering of 1,000 people, and the blowing of many whistles in the Harbor. The Fire Commissioners were all present on the stand, as was also Chief McConnel. The boat is 118 feet long and is built entirely of steel.  She is able to make over fourteen knots, and will crush ice twenty inches thick.

   It will probably take two weeks or more to make the vessel ready for the trip to Buffalo. When prepared for the voyage, the tug will be taken through the St. Lawrence River and the Welland Canal.  It is expected that the trip will take about three weeks.  As the Tug slid down the ways she was christened by Miss Lucia Virginia Malone, daughter of Fire Commissioner of Buffalo. The boat was named the W. S. Grattan, after Commissioner Grattan of Buffalo. The Buffalo Visitors came from New York on the fire tug Vigilant. The commissioners were all accompanied by their families.

The Edward M. Cotter at the Water Intake in Lake Erie

   The new fire boat is 118 feet long and is built of steel. She has an inch and a half icebelt around her hull. She can throw 18 streams fore and aft, from 350 to 550 feet.  The construction of the vessel was begun in March last.  Among those present at the launching were:  Mayor Diehl of Buffalo, John F. Malone, W.S. Grattan, and William Person, Fire Commissioners of Buffalo, and Chief B.S. McConnell and Master Mechanic David Owen of the same city. -NYTimes-

   The Grattan left New Jersey on October 20, 1900 and arrived in Buffalo to great celebration on November 6th docking at Porters Wharf. Many tests and adjustments to equipment happened over the next couple of weeks. After a test run with commissioners on board it was accepted by the Buffalo Fire Dept. on November 15, 1900 and put into service.  David Welch was Captain on board  who brought the Grattan to Buffalo. He also oversaw her construction in NJ, and then went on to pilot the vessel until the early 1920s.   He is buried at Forest Lawn.
   This is the same Fire Boat, updated several times over the years, that is now docked on the Buffalo River at the Michigan St. Lift Bridge. Renamed the Edward M. Cotter in the 1950's, it is the oldest operating Fire Boat in the world, and a National Historic Landmark.

The maiden voyage of the Firetug Grattan from NJ to Buffalo in 1900 was not without it’s trials and tribulations.  These are some excerpts from the ships Log on the Grattan during that trip.  The log relates that the Grattan left Elizabeth NJ on October 20, 1900. 

“Thursday Oct. 25— Found leak in exhaust pipe and lost half a day repairing it. 2:15 a.m.  Left pier with pilot: 3 a.m.—pilot left us: 11:10—Beaver Island. Captain, mate and pilot all full when we left Halifax but they were able to handle the craft without mishap.”

The Voyage proceeded smoothly until Monday, October 29th, which the log reported ”comes in overcast.” 6 a.m.—Pilot came aboard. Wind SW very strong. Rain. Difficult to see far. Later lights very plain but pilot has lost confidence in himself. Nearly runs us ashore. Came to anchor of Grosse Isle.”

“Tuesday, October 30 — Daybreak, anchors up. High sea and strong wind. Clearing. Reached Quebec about 10 a.m. Tied to pier in lower basin. Attend to pilot. Three crewmen, including captain and mate leave us. Re-employ steward and deck hands. New captain assumes command. 2:30 p.m.—take on 25 tons of coal. Alter engines and exhaust to run high pressure. Lay at wharf till daylight. Found no time to visit places of interest.”

The next few days passed with only a minimum of difficulty except for the notation, “firemen having trouble with the Sydney coal that we took on at Quebec.” 

The Tug reached Montreal at 10 a.m., Thursday November 1st and started to lock through the Lachine Canal two hours later. The log reads “engaged pilot at $30 and fare from Port Dalhousie to Montreal.” The rest of the voyage was uneventful until the Grattan’s arrival in Buffalo.  

She tied up at Port Colborne at 8:55 a.m., Sunday, November 4th. On the following day all hands were assigned to cleaning up the fireboat as a prelude to her arrival in Buffalo. One entry noted, “firemen hired as painters at $2 a watch.”

This was the entry regarding her arrival in Buffalo. 

“Tuesday, November 6—Six a.m. Commence cleaning again. Leave 9:30 for Buffalo. Arrive 1:30. Greatest reception ever given a boat at Buffalo. Whistling. tie up at Porter”s Wharf.”  The day after it’s arrival the log reads “discharge two firemen and deckhands. Agreed to give $2 a day and 65 cents a day per man of crew, starting with this day, and $1 for Tuesday (presumably the previous day).”

Much work still remained before the Grattan was officially presented for preview.  The following are the concluding entries before the crafts acceptance as a firetug:  

“Thursday Nov. 8— Remove Skylight. Take out condenser tank.” 

“Friday November 9—replace skylight. Reconnect exhaust pipes. Riveters from dry dock, 4 cents per rivet. Piece work because of hurry.”  

“Saturday, November 10—At work on engines, etc. in morning. Test unofficial of pumps about 5 p.m.”  The next day was an off day with the log reading “rest and see Falls. Overcast.” Monday, the Grattan was prepared for the trial.

“Tuesday, November 13— Snow and rain. Very disagreeable. Clean up ship. Report trial trip set for 

Thursday. There is no sense in this delay as we are ready now. Preliminary trial successful.”

“Wednesday, Nov. 14—Four inch valve on forward boiler broken, probably by expansion pipe. No damage done.”

“Thursday, Nov. 15— New valve bored for initial trip at 2 p.m., as promised. Trial very successful. Boat accepted at special meeting of commissioners on board. All parts of boat satisfactory. No room for complaint in any particular.” 

   In most instances, the notations from day to day were climaxed with the phrase, “so ends this day”.  So ended the initial voyage of the Grattan which lived up to all advanced notices. 

   The Grattan has since gone through two rebuilding projects and two name changes. In 1928 it was nearly destroyed in a Buffalo River oil fire but she was rebuilt two years later. Her steam boilers were changed from coal to oil burning and the boat was newly outfitted. New water towers installed near the stern and near the upper pilot house helped make the Grattan "the greatest fire fighting unit on the Great Lakes, "according to fire officials of that time.

   In 1952, the Grattan  needed repairs badly, and the city decided to rebuild her a second time, increasing her power and pumping capacity. She was taken  to Sturgeon Bay Wisconsin for the rebuilding job. In that facelifting the firetug was rebuilt except for the hull. Seven new hull plates were installed, along with an armor ice belt. New pumps nearly doubled the pumping capacity from 9,000 GPM to 16,000 GPM. The oil burning steam boilers were replaced by Diesel engines and she was converted from single to twin screw operation.
  

   A new rudder assembly, new steel deck cabins and pilot house, flying bridges and duel engine controls were added. Also installed were Fire Dept. and Coast Guard Radios, an after-tower with hydraulic lift, foam making equipment and other stream lined apparatus. It was then painted fire-engine red. It was then decided this upgraded boat should be renamed and it was re-christened the “Buffalo Firefighter.” 

  The Firefighter was soon to have another name however.  She was renamed the Edward M. Cotter in honor of firefighter Edward M. Cotter who was assigned to the Firefighter for two years before his death in 1954. Cotter was elected to 12 consecutive terms as president of Local 282, Buffalo Firefighters Assn., AFL. A firefighter for 36 years, he also was a trustee and former secretary-treasurer of the NY State Assn. of Firefighters.

SEE: Fire Fighting in the Horse Drawn Era 

and a separate Fire Fighting related Video Page

All photos property of Jerry M. Malloy - Re-use by permission only.

SaveSave
SaveSave
SaveSave
SaveSave
SaveSave
SaveSave
SaveSave
SaveSave
SaveSave
SaveSave

The "October Surprise" of 1844

     This flood occurred October 18, 1844.  It was the most disastrous that has ever occurred since the city was founded. It came without warning, an avalanche of waters upon a sleeping community, many of whom were drowned and many of whom had narrow escapes from a similar fate.  For several days before the occurrence of the flood a strong north-east wind had been driving the water up the lake, but on the evening of the 18th a sudden shift of the wind took place, and it blew from the opposite direction with a tremendous force never before or since known to the inhabitants of Buffalo. It brought with it immense volumes of water in a tremendous wave, which overflowed the lower districts of the city and vicinity, demolishing scores of buildings, and spreading ruin along the harbor front, playing havoc with shipping, and causing an awful destruction of human life.  

October 21 and 22, 1844  

The Buffalo Morning Express and The Commercial Advertiser

Tremendous Gale!

Awful Destruction of Lives and Property

Buffalo - 1850 view from the Lighthouse

    On Friday night last the city was visited by a most tremendous gale, which, for destruction of life and property has no parallel in this part of the country. The gale commenced blowing from the southwest about 12 o'clock (midnight) and in less than half an hour the whole lower part of the city south of the canal from Black Rock to the Hydraulics was submerged in water from two to eight feet in depth. On the east side of the city the water came as high as Seneca Street below Michigan and completely covered it.  So rapid was the advance of the water that we are told by an individual residing on the other side of the creek, being awakened by the noise of the wind, and anticipating a rise in waters, hastily aroused his family, and before he could get his pantaloons on, the water was over three feet deep in the house.  

    An individual who was on Main street near the bridge represents the water as coming up in one huge wave of about four feet in depth. Houses were blown down--unroofed--cellars flooded; in fact the great amount of damage done almost instantaneously. 

"Walk-In-The-Water" Wrecked Near Lighthouse 1821

    The loss of goods to our citizens must be immense, scarcely a dealer below the Main Street bridge, or that on Commercial St., escaped without loss. The loss of goods in forwarding houses was also very large. One house alone had over twenty five tons of dry goods in store, more or less damaged and groceries a total loss. The number of buildings utterly destroyed cannot be less than one hundred...some of them large and costly structures. The amount of grain and flour damaged or destroyed is difficult to ascertain, although it must be very large, as there was a great quantity of grain in store at this time.
   The height to which the water rose was altogether unprecedented.  This may be accounted for the fact that for several days previous to the gale, a very stiff easterly wind had been blowing.  This had driven the water up the lake, or at least lessened the volume escaping by the river.  When the wind shifted to the Southwest, and blew with such fury, the water came down before it as if a dam had broken away.  It rose twenty-two feet above the level which it stood Friday evening.

    The damages and losses in steamboats and shipping is also great.  Much anxiety was felt Saturday for the fate of the steamboats, St. Louis, Fulton, Julia Palmer and the Indian Queen which left the evening previous and necessarily met the gale at it's heaviest point.  The Julia Palmer, with about 400 passengers on board, was driven helplessly down the lake into Buffalo bay about 6 o'clock Saturday morning, but when she was opposite the foot of Main street her anchors caught and held her fast, and there she rolled and pitched in a manner fearful to behold all the next day. A horse swam ashore from the Julia Palmer with a letter attached to its mane stating that they had burned all the wood and were "now burning the furniture". By Sunday morning at 8 o'clock the water had receded to a reasonable level, and she came in all hands safe. 

   The steamboat Robert Fulton, after losing two or three passengers, who were washed overboard, was piled upon the sand beach above Sturgeon point, and will be a total loss; When the St. Louis was opposite Dunkirk she broke her shaft, and when paying out into the trough of the sea, four of her passengers were swept overboard and lost. She was eventually blown into the Niagara River channel sideways at daybreak, and was rescued by a steam ferry boat and pulled her in to the foot of Ferry Street.  The Indian Queen came in about half past 1 in safety. Goods on board considerably injured. Schooner Ashland beached near Erie street, got off.  Steamer G. W. Dale was floated across Ohio street.  Steamer Bunker Hill high and dry up the creek.  Steamer Columbus driven into a pasture 200 feet from the creek. Brig Europe reached Buffalo damaged in her hull and outfit. Steamer Chautauque is ashore on her beam's end near Black Rock. Schr. J.F. Porter is on her side at the dock near Wilson's Coal Yard. The Commodore Perry came in about 12 o'clock friday night in a most shattered condition, her wheelhouse being smashed in--and the boat almost a cripple--in coming in she ran into the Great Western, after which she ran her bowspirit through the side of the Wayne, where she remained fastened.

The Wayne, Rammed by the Commodore Perry 

  Upwards of eighty canal boats went ashore between Buffalo and Black Rock. In the lower districts there were many harbor craft and canal boats left by the receding waters, many canal boats being out on the commons, on Division, Eagle and Clinton streets. South Buffalo was strewn with miscellaneous wreckage of all kinds. It is safe to say that upwards of two hundred small buildings in the lower part of the city have been entirely destroyed. There is scarcely a house in it's original position on the other side of the Creek. At the corner of Main and Ohio streets the water was six feet deep and at Michigan and Exchange streets it was five feet deep.
  The sea wall and stone pier of the harbor have been also very seriously damaged--extensive breeches have been made in the breakwater extending from the lighthouse--and large stones many tons in weight, have been carried from ten to twenty feet from their original position. The track of the Attica Buffalo railroad for a mile and a half was washed up so that the cars had to leave the Hydraulics in the afternoon--the woods on the line of the road were leveled with the ground.

Stmr. St. Louis - Pulled to Shore at Black Rock

   The most appalling part of the calamity is the loss of life.  It is impossible to get at any thing like accuracy in our estimate.  The number brought up to the court house for inquest was twenty-nine--these; with one killed and two(Mr. Havens and his boy) not taken to the courthouse make 32; to them may be added three lost on the Robert Fulton and four on the St. Louis, make 39 in all, besides several who are missing.  It is impossible to speak with any certainty of the number of lives lost.

     Ed. The papers gave a long list of people of when, where and how they were found, which I shall not repeat here.... Needless to say the suddenness of the storm and the wave of water filled up basements and first floors in a matter of minutes and in some cases, seconds, leaving no chance of escape for sleeping tenants.  At Huff's hotel, at the corner of Main and Scott streets, the water was six feet deep!  Many were just swept into the Lake.

Buffalo Harbor in More Peaceful Times

  There were other stories and probably many of them, that had happy endings. Two families in the same house went up to the second floor to be safe, but the water rose even higher and chased them to the roof. The water however pushed the house off it's foundation and floated it away.   Pretty soon the roof split into two rafts, a family on each. "The two rafts were borne safely across the Creek and over a large portion of the flats, making over a mile of the most fearful midnight voyaging that ever a man, wife and child underwent." Finally they came close enough to some houses to be dramatically rescued into the second story of a Mr. H. Gates and a neighbor Mr. Jacob Bantar, risking their own lives in the process, just before they would have fallen into Little Buffalo Creek.  Another family had a similar voyage as they desperately clung to their roof being carried by the flood waters, and landed in the Hydraulics, a mile and a half from where it stood originally. There were doubtless other instances of a like kind, and large as the loss of life has been, the guiding care of Providence was seen in the fact that so many were preserved...

     The office of Messrs. Bidwell and Banta made a similar voyage across the Big Buffalo Creek, bringing a valuable though less precious cargo; viz, their iron safe.  It was brought safely over the creek and dropped on the flats between Ohio and Elk Streets; the office thus lightened of its burden, continuing it's voyage to the Hydraulics or that vicinity.  

   The reports continued in the papers of ships sunk or damaged, harbors ripped apart and lives lost up and down Lake Erie; Cleveland, Ashtabula, Dunkirk, Erie Pa. and many others, with debris of all sorts turning up on the beaches.  "We are informed of barrel heads are coming ashore at Cattaraugus Creek" also "a white eagle supposed to be from the stern of the Schr. Pennsylvania, Capt. Barnard, have been picked up at the same place." Parts of a fore-scuttle with "Pennsylvania" in red chalk, and some broken deck planks and bulwarks" hinted at tragedies not yet discovered. According to later records 40 years hence, "At Buffalo the loss of life and property was greater than all other ports combined. The number of lives lost at Buffalo were fifty-three and those on the lake twenty-five, and eighty-eight in all."
    The Common Council set a meeting Saturday afternoon, for the purpose of devising measures for relief of sufferers of the gale. The sum of $400 was placed at their disposal.  They prepared a place of resort in the basement of the Mohawk Market where the distressed and destitute found food and a temporary asylum. The Mayor appointed twenty-five additional watchmen to protect the properties of the sufferers.  A call then went out for food, and clothing especially, because most left their homes with nothing but their night clothing on and lost everything else. "The charitable would render effectual assistance by sending old clothing of any kind to the Mohawk Market, where it will be judiciously dispensed by the committee."  As always, Buffalo citizens responded generously as they still do today.

*Editors Note: The storm illustrations above were not from the storm mentioned in this story. They are there for illustrative purposes only. There are no known illustrations of the incident in 1844.  Also the proper term for what happened is a "seiche"(pronounced saysh). Unlike a tsunami, which is caused by submarine earthquakes shifting the ocean floor, coastal landslides, or a meteor striking the ocean, a seiche is caused by air pressure and wind.  It can have the same effects as a tsunami but is slower moving.  If you get hit with one by surprise, I am sure you don't care what it is called! It's still a wall of water and your no better off either way!

   For those who will be leaving a comment below, be aware that they will not appear immediately. All comments are moderated by myself to screen out spam comments which are numerous. I check every few days so be patient, if on topic they will appear. 

Thank You - Jerry Malloy