From the time of the first settlements
along the Connecticut River, the river was used to transport logs
downstream to be sold in southern colonial New England. Mast pines
were sent downriver loose, but later, colonists learned to bundle
logs together in rafts to make the logs easier to control and keep
track of.
Early settlers fastened logs together
to make cheap vehicles for transporting commercial goods down the
river. Colonial farmers from Vermont and New Hampshire supplemented
their income by making potash, shingles and clapboards, then shipped
them downriver on rafts. When the rafts reached their destination,
not only could the products be sold, but the rafts themselves were
broken up and the logs sold as well. Soon northern lumbermen
realized that building rafts was a more efficient way of getting
their logs downriver than by floating them loose.
Landowners on the banks of the river
agreed, since loose logs that got washed up on shore were a nuisance,
and loose logs floating everywhere could cause significant damage to
moorings, bridges and mills, especially during the unexpected high
waters that followed heavy rains. In 1808 the New Hampshire
legislation passed a law that stated that all loose logs that ended
up in farmers' meadows could be kept by the farmers. Logs that had
broken free from rafts could be retrieved by the lumberman for up to
90 days after their loss. At the end of ninety days they became the
property of the farmer.
The many falls at the northern end of
the Connecticut River made it tough for raftsmen to get their logs
downriver. Loose logs could go right over the falls but the rafts had
to be pulled out and portaged over land at every falls. Rafters were
already doing this with the rafts that carried products downstream,
but those were smaller than the log rafts. Townspeople that lived
near falls made a lot of money using their wagons and teams of oxen
to move these rafts and goods around the dams. Before long, canals
were being built to allow vessels to circumnavigate the falls without
leaving the water.
Nationwide, many canals, including the
Bellows Falls canal, claim to be the first canal in the United
States. The Bellows Falls canal was opened for ships in 1802. There
was a canal at Sumners Falls in Hartland and Olcott Falls in Wilder.
In Massachusetts, there were canals at Turners Falls, Millers Falls
and South Hadley. A canal was built in Windsor Locks, Connecticut to
facilitate the last part of the voyage to the sea.
Simply put, canals are artificial
waterways, built to bypass falls, rapids, or shallow water. Ships
leave the river, enter the canals, and reenter the river at the end
of the canal. In the case of a waterfall, the change in elevation
between the top of the fall and the bottom of the fall necessitates a
series of locks. Locks are a series of gates that hold back water. A
vessel enters the lock, and the lock fills up with water. The ship
travels down the canal to the next lock, and the gate lets out enough
water to lower the vessel to the next lock. The vessel travels down
the canal to the next lock, and the same process happens again until
the vessel is lowered to the level of the end of the waterfall, and
the vessel leaves the canal and reenters the river. The same process
happens in reverse for vessels coming up river. The log rafts never
returned upriver, but were dismantled at lumber mills downriver.
Before the canals were built, log
rafts were quite large, but later rafts had to be smaller to fit
through the canals. The logs that comprised the rafts were usually 60
feet long. Sometimes the rafts were built in sections called boxes.
The complete rafts were floated downriver, broken into individual
boxes to get them through the canals, then reassembled in the river
at the end of the canals. A lumber company often sent gangs of rafts
downriver together, and hired a crew to accompany them down the
river. The crews usually consisted of a pilot, several raftsmen and a
cook. The cook plied his trade on a little shanty built on one of
the rafts. That raft was often the size of one box, so that it didn't
have to be disassembled when going through the locks. (I couldn't
find exactly what I wanted for a photo online. This one shows how the
logs were joined together in sections. Each of these sections was
called a box).
C.W. Bliss, a merchant in West Fairlee
in the late 1800's, was a cook on a gang of rafts when he was 18. He
told his story to historian Lyman Hayes, and it has been quoted in
multiple publications since. There were 18 rafts and 18 men bringing
them down the river. Bliss said that it took two men to navigate the
rafts, so they brought nine rafts down the river as far as possible,
catch a train back to the other nine, and then bring them down the
river. The shanty divided in half, with one half used for cooking,
and one half used for sleeping quarters, which consisted of straw
thrown on the floor of the raft. C.W. cooked on an iron stove with
an elevated oven. He bought white bread and made brown bread, cooked
potatoes and beans, and tea and coffee. He says, “these
constituted the whole bill of fare”.
The lumberman C.W. worked for was a
man named Richardson, from Orford. He followed the rafts by train,
but came aboard the shanty raft often. Bliss was hired at the “Wilder
locks” to travel with the rafts as far as Holyoke. He was paid
$1.50 a day and says that the pilots were paid $3.00 a day. There
were two spots in the river that were especially dangerous. For these
spots, Richardson hired local pilots who knew the rocks and currents
intimately, and paid them to guide the rafts safely through those
danger zones.
When they got to Bellows Falls, C.W.
says it took three days for the men to break the rafts into boxes for
the trip through the canal. The men all tried to be extra fast so
that their raft would be the first to enter the canal. He says that
there were close to five hundred people gathered on the sides of the
river watching them work. This would seem to indicate that it was an
unusually large shipment of rafts.
At sundown, many of the crew went in
to Bellows Falls to drink at the many taverns that catered to the
river trade. C.W. describes a half breed Indian named Sam Flint, a
crew member who was 6 ft 4 inches tall and was very strong. He was a
popular man when it was time to go into the town, as he was an
intimidating body guard in the event of a bar fight.
At Holyoke, C.W. left the crew and
headed home. Richardson had decided to ship the logs further down the
river, to Middletown, Connecticut. Richardson asked C.W. To stay on,
but he was done. He had signed on to see some of the country, but was
ready to get back to his comfortable bed and his mother's home
cooking in Corinth, Vermont.
C.W. Bliss grew up to own a store in
West Fairlee. He was also an undertaker. Although his real name was
Charles Wesley, most people knew him as “C.W.” In fact, his
marriage license lists him as C.W. I have heard the story of C.W.'s
trip down the Connecticut River before, and I have always wondered
where he learned to cook and how he convinced Richardson to hire him
to cook for a raft crew, as an 18 year old from Corinth.
Southworth Park has picnic tables and a parking lot, and it is a trailhead for one of the Rivendell Trails. On the right side of the parking lot, there is an opening in the brush that leads to a meadow. There is a nice view from the hilltop. One of the West Fairlee portions of the Rivendell Trail begins on the left of the parking lot. This part of the Rivendell Trail is somewhat difficult, although I am fifty and have a bad left foot and I am more than capable of hiking it. Some of it is steep, and this trail involves climbing over and around some rocks, streams, and one uprooted tree. This trail leads over to Blood Brook Road in West Fairlee Center. There is a stone wall about halfway between Southworth Park and Blood Brook Road. From the park to the stone wall, the trail is very well marked, after the stone wall, the path and markings are less clear. 
