History
Prior to European-American settlement, the area that became Sodus Point lay within the territory of the Haudenosaunee (Iroquois) Confederacy, including lands associated with the Onondaga and Cayuga nations. The southern shore of Lake Ontario formed part of an interconnected network of waterways linking the Finger Lakes region, the Genesee Valley, and the St. Lawrence River corridor. [8]
Following the American Revolution, western New York underwent extensive territorial reorganization through treaty and land speculation. Under the 1786 Treaty of Hartford, Massachusetts retained preemption rights to lands west of Seneca Lake. In 1788 these rights were sold to Oliver Phelps and Nathaniel Gorham, initiating large-scale survey and resale of lands in what became known as the Genesee Country. [9] The “preemption line” established under this transaction became a significant administrative boundary in the region.
Under the Phelps and Gorham system, lands were surveyed into regular township grids to facilitate resale and organized migration. Much of the territory that later formed Wayne County east of the preemption line lay within the New York Military Tract, lands reserved for Revolutionary War veterans. [10]
In 1789, lands west of the preemption line were organized as Ontario County. Subsequent subdivisions produced Herkimer County (1791), Onondaga County (1794), Cayuga County (1799), and Seneca County (1804). Wayne County was erected on April 11, 1823, from portions of Ontario and Seneca counties. [11]
The site of present-day Sodus Point became the location of the first European-American settlement in the Town of Sodus in 1794. The Town of Sodus was formally organized in 1807. [12] Its location on Sodus Bay—one of the largest natural harbors along the southern shore of Lake Ontario—made it an early point of entry for settlers and an early focus of lake-based transportation and trade.
Early Harbor Activity (1810s–1830s)
By the second decade of the nineteenth century, Sodus Bay had emerged as an active commercial harbor integrated into Lake Ontario trade networks. Marine lists published between 1817 and 1821 document regular arrivals and clearances of schooners linking Sodus with Oswego, Kingston, Niagara, Ogdensburg, Sackett’s Harbor, Prescott, and other ports along the lake and St. Lawrence corridor. [13]
These records show the movement of flour, pork, salt, lumber, wheat, staves, and passengers, indicating the harbor’s role in exporting agricultural products while receiving imported goods from regional markets. Contemporary listings frequently note vessels arriving in ballast and clearing with flour and other produce, reflecting the outward shipment of surplus farm goods from interior Wayne County and adjacent settlements.
An 1820 advertisement titled “Northern Forwarding, From Sodus to Montreal” confirms the presence of organized storage and forwarding operations linking Sodus directly to Kingston and Montreal markets. [14] The advertisement referenced scheduled departures and competitive freight rates, suggesting that Sodus Bay was actively competing with other Lake Ontario ports for commercial traffic.
This level of harbor activity predated the completion of the Erie Canal in 1825. Prior to the canal’s opening, lake transport constituted one of the principal means of long-distance freight movement in western New York, and Sodus Bay functioned as a regional outlet for agricultural production during the early settlement period.
War of 1812
During the War of 1812, Sodus Bay became the site of military activity along the southern shore of Lake Ontario. In June 1813, British naval forces entered the bay and burned public buildings and stores along the waterfront, disrupting the small but growing settlement. [15]
The attack formed part of broader naval operations conducted by British forces on Lake Ontario targeting American supply points and infrastructure. Although the destruction temporarily slowed development, settlement resumed following the conclusion of the war, and Sodus Bay continued to function as a regional harbor in the decades that followed. [16]
Civil War
Wayne County contributed troops to the Union Army during the American Civil War. Contemporary county histories document local enlistments, regimental participation, and casualty figures, reflecting the integration of the region into national military mobilization. [17]
Although Sodus Point itself remained primarily a maritime and agricultural community during this period, its residents participated in broader county enlistment efforts and wartime support activities.
Harbor Engineering and Federal Improvements
Throughout the nineteenth and early twentieth centuries, Sodus Bay was the subject of periodic federal and state engineering efforts intended to improve navigation and stabilize the harbor entrance. As one of the largest natural embayments along the southern shore of Lake Ontario, the bay required structural modifications to protect vessels from shifting sandbars, wave action, and ice movement at the lake entrance.
Beginning in the mid-nineteenth century, the United States government undertook improvements that included the construction of breakwaters, piers, and channel stabilization works at the mouth of Sodus Bay. [18] These projects were part of broader federal harbor improvement programs implemented across the Great Lakes to support commercial navigation and maritime safety.
Dredging operations were conducted periodically to maintain navigable depths within the harbor channel, particularly during periods of heavy commercial use in the late nineteenth and early twentieth centuries. [18] The expansion of rail-to-lake coal transshipment facilities in the 1870s and afterward increased the importance of maintaining reliable deep-water access for bulk freight vessels.
Engineering modifications reshaped the physical configuration of the harbor entrance over time, including the stabilization of shoreline areas and reinforcement of protective structures designed to reduce erosion and wave impact. These improvements helped sustain Sodus Point’s viability first as a commercial port and later as a recreational harbor.
In the twentieth century, as commercial shipping declined, harbor maintenance shifted toward supporting recreational boating and marina activity. Federal and state programs continued to fund dredging and structural maintenance to preserve safe access between Lake Ontario and the protected waters of Sodus Bay. [19]
Mid-19th Century Port Development
In the decades following the war, Sodus Point continued to function as a regional shipping point. Harbor improvements and lighthouse construction supported navigation into the bay. [20]
The opening of the Erie Canal in 1825 significantly altered transportation patterns across New York State. As inland canal routes became dominant, portions of lake-based freight traffic shifted away from smaller ports such as Sodus Point, contributing to fluctuations in commercial activity. [20]
Railroad Expansion and Coal Transshipment (1870s–1964)
A major transformation occurred in the 1870s with the completion of rail connections linking Sodus Bay to interior markets. The Ontario & Southern Railroad provided direct access between the harbor and inland rail networks, enabling large-scale coal transshipment. [21]
Coal transported from Pennsylvania and other inland sources was transferred at Sodus Point to lake vessels for distribution across Lake Ontario and the upper Great Lakes. The Pennsylvania Railroad acquired key port facilities, and extensive coal trestle infrastructure was constructed along the waterfront.
From the late nineteenth century until 1964, coal remained the principal commodity handled at Sodus Point. The port closed in 1964 as freight patterns shifted and rail economics changed. The coal trestle burned during dismantling in 1968, marking the end of the village’s industrial port era. [22]
Customs House
The Customs House, constructed in 1874, is one of the last surviving buildings from the coal-port period. [23]
Originally built by Sylvanus Macy as a private bank, the Italianate brick structure later served as a United States Customs Office and post office after its acquisition by the Pennsylvania Railroad. [23]
Architecturally, the building features:
- Red brick construction with sandstone trim
- Round-arched windows and entrances
- Bracketed cornice
- Decorative Italianate detailing
- A surviving walk-in vault
The building was listed on the National Register of Historic Places in 1980. [23]
By the late 19th century, Sodus Point began to develop as a seasonal resort community. Its lakeside setting attracted summer visitors, and hotels, cottages, and recreational facilities were constructed along the waterfront. Boating, fishing, and bathing became central features of the local economy.
Sodus Point was incorporated as a village in 1957. [24]
The schooner Lotus, the Customs House, and the Sodus Point Light are listed on the National Register of Historic Places. [25] Writer Elizabeth F. Ellet was a native of the Town of Sodus.
Resort Development and Incorporation
By the late nineteenth century, Sodus Point began developing as a seasonal resort community. Its lakeside setting attracted summer visitors, and hotels, cottages, and recreational facilities were constructed along the waterfront. Excursion steamers brought visitors from Rochester and other Lake Ontario communities. [26]
Sodus Point was incorporated as a village in 1957.
Lighthouse and Navigation
Federal investment in navigational aids at Sodus Bay reflected its importance as a harbor. Lighthouse construction in the early nineteenth century followed broader federal expansion of Great Lakes navigation infrastructure, responding to increased commercial traffic. [27]
The present Sodus Point Light (1871) replaced an earlier structure and guided vessels entering Sodus Bay from Lake Ontario.
Transition to Tourism
Following the decline of coal shipping, Sodus Point transitioned into a resort and recreational harbor community. Excursion steamers in the late nineteenth and early twentieth centuries brought visitors from Rochester and other cities, and the harbor’s protected waters later supported recreational boating and seasonal tourism. [28]
Demographics
Historical population| Census | Pop. | Note | %± |
|---|
| 1960 | 868 | | — |
|---|
| 1970 | 1,172 | | 35.0% |
|---|
| 1980 | 1,334 | | 13.8% |
|---|
| 1990 | 1,190 | | −10.8% |
|---|
| 2000 | 1,160 | | −2.5% |
|---|
| 2010 | 900 | | −22.4% |
|---|
| 2020 | 822 | | −8.7% |
|---|
|
2010 U.S. Federal Census
As of the census [31] of 2010, there were 900 people, 425 households, and 258 families living in the village. The population density was 600 people per square mile (230 people/km2). The racial makeup of the village was 93% White, 3% Black or African American, 0.3% Asian, 0.1% Pacific Islander, 1% from other races, and 2.6% from two or more races. Hispanic or Latino of any race were 3.3% of the population.
There were 425 households, out of which 19.1% had children under the age of 18 living with them, 48.7% were married couples living together, 8% had a female householder with no husband present, and 39.3% were non-families. 31.5% of all households were made up of individuals, and 9.4% had someone living alone who was 65 years of age or older. The average household size was 2.12 and the average family size was 2.59.
In the village, the population was spread out, with 15.2% under the age of 18, 65.2% from 18 to 64, and 19.6% who were 65 years of age or older. The median age was 52 years.
The median income for a household in the village was $59,583, and the median income for a family was $61,000. Males had a median income of $40,605 versus $31,435 for females. The per capita income for the village was $30,199. About 6.8% of families and 8.2% of the population were below the poverty line, including 22% of those under age 18 and 1.6% of those age 65 or over.
2000 U.S. Federal Census
As of the census [32] of 2000, there were 1,160 people, 491 households, and 327 families living in the village. The population density was 778.5 people per square mile (300.6 people/km2). There were 886 housing units at an average density of 594.6 per square mile (229.6/km2). The racial makeup of the village was 95.95% White, 1.55% Black or African American, 0.17% Asian, 0.17% from other races, and 2.16% from two or more races. Hispanic or Latino of any race were 1.55% of the population.
There were 491 households, out of which 28.1% had children under the age of 18 living with them, 51.1% were married couples living together, 9.2% had a female householder with no husband present, and 33.4% were non-families. 27.3% of all households were made up of individuals, and 9.8% had someone living alone who was 65 years of age or older. The average household size was 2.36 and the average family size was 2.83.
In the village, the population was spread out, with 25.0% under the age of 18, 5.3% from 18 to 24, 25.8% from 25 to 44, 30.8% from 45 to 64, and 13.1% who were 65 years of age or older. The median age was 42 years. For every 100 females, there were 108.3 males. For every 100 females age 18 and over, there were 101.4 males.
The median income for a household in the village was $39,914, and the median income for a family was $44,600. Males had a median income of $38,667 versus $25,521 for females. The per capita income for the village was $22,642. About 8.2% of families and 13.8% of the population were below the poverty line, including 24.5% of those under age 18 and 10.8% of those age 65 or over.
Housing (2010 U.S. Federal Census)
There were 754 housing units at an average density of 502.6 per square mile (194.1/km2); a total of 43.6% of housing units were vacant.
There were 425 occupied housing units in the village, of which 325 were owner-occupied units (76.5%), while 100 were renter-occupied (23.5%). The homeowner vacancy rate was 3.5% of total units. The rental unit vacancy rate was 34.0%. [31]
NOTE: It is common for resort communities to have higher than normal vacant house counts. Many are vacation homes which are seasonal and not regularly occupied.
