History of Linn County Iowa Part 89

It seems that the settlers of the territory early began to encourage steamboat traffic with the world. On the 12th of January, 1839, the legislature of Iowa Territory empowered a company to incorporate in the amount of $200,000, in order to build a slack water ca.n.a.l from the Cedar river to the Mississippi by way of Rock creek. An act was also pa.s.sed for the inspection of steamboats, boilers, etc., at this session. Congress on November 6, 1846, for the purposes of improving the river traffic, granted certain lands to the Territory of Iowa, to aid in the improving of the Des Moines river for the purpose of navigation. Even the other day a large appropriation was granted for the erection of locks and a ca.n.a.l at the Keokuk rapids on the Mississippi.

The Red Cedar river is about 248 miles long and is comparatively free from any rapids as far as this city, and hence, was early looked upon as one of the most favored rivers for steamboat navigation. The Iowa, into which the Cedar empties, is about 240 miles in length, and not so favorable for navigation.

It is well known that Linn county was created by an act of the legislature of Wisconsin territory, and approved December 21, 1837; and the spot which our city now covers, was settled the following spring, by Osgood Shepherd and William Stone, soon followed by Robert Ellis, Philip Hull, the Listebargers, Thos. Gainer and David King.

[Ill.u.s.tration: VIEWS ALONG THE CEDAR RIVER]

One cannot speak of steamboating without mentioning Robert Ellis, our respected pioneer who landed on the present confines of our city May 8, 1838, and found only one shanty inhabited, which was on the present location of the T. M. Sinclair packing house, and was owned by Philip Hull; the other hut was built near the Cooper mills and was then vacant as the owner, Osgood Shepherd, had gone east for his family. Mr. Ellis located on his present farm that summer and obtained a patent for it from President Polk, and he is no doubt one of the very few in this county who hold t.i.tle direct from the government of this date. Mr.

Ellis in the winter of 1846, had three flat boats built at Palo, each boat being sixty feet long, sixteen feet wide and drawing three feet of water when loaded. On these boats he loaded four thousand bushels of wheat which he consigned to n.o.ble and McCutchins, of Burlington, millers of that place. On each boat he had three men and these were provided with side oars to be used when they got into bends of the river. They started with their cargo the latter part of March and arrived after some trouble at Burlington; when arriving at Burlington the firm were in financial trouble and it looked as though the men could not get their pay, but it was finally arranged if Mr. Ellis could take flour to New Orleans, they could then realize some money and he would be paid. They remained here for some little time, and started out the three flat boats again, loaded down with flour. They were a long time in getting down the stream but kept on paddling when they got fast in the stumps and otherwise floated down the river. By the latter part of June they arrived at New Orleans in safety and disposed of the flour, but again were unable to realize on the flour as it had been consigned to certain brokers and the payments were tied up. They took in the slave markets and otherwise looked around the great city which was now the great emporium of the west and the southwest, and then took steamer for Burlington. Arriving at Burlington Mr. Ellis stood no show of getting his money, but trusted to luck and bought a horse, riding horseback from Burlington to Cedar Rapids. Not till that fall did he realize anything on this wheat deal, and finally was paid after much trouble by the parties, who were not dishonest, but whose property interests had been tied up so they were unable to realize on their goods sufficiently to pay creditors.

The new waterway of Robert Ellis became the subject of conversation for some time afterwards, and it inspired others to greater activity. The people realized that they must have an outlet, for their produce and cheapen transportation, if possible. It became the subject of serious consideration by the settlers. If this question could be solved, the greatness and importance of the city as a commercial center would be a.s.sured. By 1839, keel boats had reached Ivanhoe, and quite a trade was carried on at certain seasons of the year, mostly in the spring, and much grain and farm products were taken away in trade for provisions.

Thus Squire Holmes, the Higley Bros., Daniels & Co., and several others, from Marion and Cedar Rapids, in the early forties built flat boats at Westport and Ivanhoe and traded groceries and other articles the farmers needed for wheat, pork, and other produce. This stuff was shipped in the early spring on flat boats. Sheds were also erected so as to store the grain until such time as the boats could be loaded. Old Henry Rogers also erected a saw mill and shipped a little lumber down the river. It was dangerous and not practical to get the lumber down stream, and the scheme was abandoned.

The first large Mississippi steamer, which came as far as our city limits, was in the month of August, 1844, called the "Maid of Iowa,"

when a number of settlers and also a part of Mormons came as landseekers.

"The first stream boat at Cedar Rapids was the 'Maid of Iowa' commanded by Capt. Chas. Ross. She landed and cabled to the saw-mill on the 3rd of August, 1844, just as the sun was setting."--Extract from Account Book kept by N. B. Brown.

On this boat was Rev. Isaac Searles, born in 1812, who located in Johnson county in 1842. He gave the first sermon in true Methodist fashion from the deck of the steamer, and talked to a large concourse of people who had a.s.sembled from the surrounding country. Each pa.s.senger was offered a lot by the enterprising people of the city. As a result of this steamboat venture, a Methodist church was organized at the home of one of the Listebargers. During the next ten years, many large and small Mississippi steamers made the Cedar river points as far as Cedar Rapids, and quite a trade had been established between St.

Louis, Keokuk, Burlington and this part of the state.

The last of the large Mississippi steamers, which made Cedar Rapids, was the "Uncle Tobey," of two hundred tons burden, which made her way up here among the brush and overhanging willows in the spring of 1853, and remained at the Third avenue landing for several days, at what is now the Warfield-Pratt-Howell building. When departing, after taking on a large cargo of grain and produce, she steamed up the river and turned down the channel on the west side of May's island. A number of people are still living who remember this steamer and the shouts and waving of handkerchiefs as the steamer glided smoothly down the river and out of sight.

From the _Annals of Iowa_, Vol. 5, page 401, I quote the following showing the rainfall in this state from 1848 to 1855: "In 1848, 26 inches; 1849, 49 inches; 1850, 49 inches; 1851, 74-1/2, inches; 1852, 49 inches; 1853, 45 inches; 1854, 23 inches and in 1855, 28 inches." Up to 1858, the rainfall was below the average, while during the years from '58 to '59, it was above the average. From the newspapers of that time, it seems that there were a great many floods during the summer months, so that steamboating was common on all the rivers during the entire year until frost came.

The question has frequently arisen, whether or not the rain fall was greater fifty years ago than now, and on the whole, from the old settlers, and from reports, as kept, it would seem to be about the same. All agree, however, that there was more water in the rivers, and they give their reasons as follows: "That the channel of the river was more narrow, and that the rivers were deeper, and free from the mud and the sand, which have now acc.u.mulated due to the tilling of the soil.

Then the river banks were lined with trees, which protected the water from the rays of the sun, and the sloughs were filled with water all summer on account of the high gra.s.s, and all these sloughs, creeks, bayous, supplied the river with water during all seasons of the year, which is now not the case." All the water which fell in those days found its way into the river, which is not true after the ground became cultivated to any extent, so that it has been figured out that only about a fourth of the water finds its way into the river. This, of course, may be one of the reasons why steamboating was possible fifty years ago and is not now.

Of the many enterprising settlers, who came west to make this city their home, there were a number of enterprising, wide-awake and industrious men, who had courage and besides possessed more than ordinary ability along commercial lines. Among these settlers, George Greene, who was a prime mover in every new enterprise, succeeded in organizing a company for the building of a steamboat, to be called the "Cedar Rapids," and to be especially built for navigation upon the Red Cedar river. In this company were, besides Mr. Greene, W. H. Merritt, the Daniels family, Dr. J. F. Ely, Dr. S. D. Carpenter and later, W. B.

Mack. A contract was entered into with parties at Pittsburg for the building of a modern steamboat, to be of white oak 155 feet long, single deck, stern wheel, clinker built, to be arranged for freight and pa.s.senger traffic, and to draw the least possible amount of water. The contract price for this steamer was $20,000, and it was launched in June, 1858, about three months after the contract was let. It was built at Freedom, Beaver county, Pennsylvania, not far from Pittsburg.

As to the subsequent history of this steamer, I shall confine myself to press notices from the _Cedar Valley Times_, which will give you an idea of the people and how much interest they took in this vessel, which was to connect them with the outside world. From the issue of July 8th, I find the following: "News has arrived that the 'Cedar Rapids' left Pittsburg July 1st, with 100 tons of freight." From the issue of July 22nd: "The 'Cedar Rapids' arrived from Pittsburg in three weeks, and is around at the dock at Market St. Roman candles were sent up from her decks when she arrived, and the crowd upon the sh.o.r.es saluted her with renewed cheers and with a firing of cannons; below is her Log: 'Left Pittsburg July 1st, at dark. At Cincinnati the 5th; at Louisville the 8th; arrived at St. Louis the 12th; left the 15th; arrived at the mouth of the Iowa river at 11 o'clock, and took in tow, 60,000 feet of lumber; five feet of water in the channel up to the mouth of the Cedar river. Arrived at Moscow Friday evening. Consignees, William Greene, W. B. Mack, H. C. Camp, groceries; L. Daniels, R. C.

Rock, Greene and Hay, hardware; W. W. Smith, O. O. Stanchfield, lumber." The article further goes on describing the steamer as follows: "She is 155 feet long, 26 feet wide, and three feet in the hold. She is a stern wheel, 14 feet in diameter, 18 feet long, buckets being 15 inches wide. She is provided with a decker or smaller engine for supplying the boiler with water, also with a smaller engine for hoisting freight out of the hold. All four engines are separate machines. She is also supplied with appliances, such as water gauge, two Evans safety guides, one on each engine, life preservers, fire hose and force pump, in short, everything to make her a first-cla.s.s pa.s.senger boat. The captain is J. M. Andrews, a gentleman who has had much experience with river navigation; the pilot is Albert Wemper; mate, T. Risley; engineers, J. P. Fulton and W. M. Hunter; clerks, J.

C. Graves, A. W. Lamb. She had on 300 tons of freight, and drew only three feet of water, and when light, draws eleven inches. She had on board eighty-four pa.s.sengers."

The above description will give you an idea of the first pa.s.senger boat of any note built for traffic in Iowa, and was no doubt at that time, one of the best equipped steamers for pa.s.senger and freight traffic owned exclusively by Iowa men and operated upon Iowa rivers.

On this steamer, which made its first trip in 1858, was W. B. Mack, a person well known to Cedar Rapids people, and who for half a century, up to the time of his death a few years ago, had been one of the most active business men of our city, and in an early day did much in the east in securing funds from the rich in various investments in this city. Mr. Mack had come to this city in March of this year, at the solicitation of Greene and Merritt, and he entered into a partnership relation with said men in the banking business. He early saw the opportunity for Cedar Rapids as a wholesale center, and purchased stock in the steam ship company, went east in June, purchased a stock of groceries in New York City, had them transported by rail to Pittsburg, and personally saw that they were properly stored on the "Cedar Rapids." On the route he made a purchase of a considerable cargo of Kenawha salt. All of which were shipped to Cedar Rapids, and was the first exclusive wholesale stock of groceries in this city. This had an effect of reducing the price of salt from $5 per barrel, to one-half, and it had the further effect of reducing the price of nearly every commodity, so that Cedar Rapids, on account of its transportation facilities, became known as a cheap trading center, and I believe has retained that reputation up to the present time.

On this first trip of the "Cedar Rapids," came as a pa.s.senger from Pittsburg, Susan H. Greene, better known to you, as Mrs. A. S. Belt. If we could only have the impression of what this seventeen-year-old young lady saw on this trip from Pittsburg to Cedar Rapids, in the '50s, along this historic waterway, we should undoubtedly have at least a chapter of the history of the country and of the life of the people as she observed it, and it would no doubt make a valuable addition to the history of this county.

The "Cedar Rapids" made in all, twelve trips during the season, to St.

Louis, stopping at every point along the way to pick up cargo or pa.s.sengers. In this respect, the captain was much like President Stickney, of the Great Western, who replied to the manager of an electric road the other day, wanting certain traffic relations established, that he would stop for a farm wagon, providing there was anything in it. Of the Cedar Rapids business men, who, during this time received large shipments of goods from time to time, I note the following: A. C. Keyes, J. S. Cook, A. H. Atwell, H. C. Camp, H. G.

Angle, W. W. Smith Bros., Stanchfield, Taylor, Greene, and W. B. Mack.

From the issue of July 29th, I find the following: "The 'Cedar Rapids'

left for St. Louis yesterday, and had in tow, a barge loaded with 1,138 sacks of oats, 736 sacks of wheat, some corn and 938 barrels of flour.

At Rochester it will take on 200 barrels of flour. It had besides twenty pa.s.sengers. It was frequently difficult to get under the bridge at Moscow, so a quant.i.ty of sand was taken on board at Cedar Rapids to weigh the steamer down sufficiently to get under the bridge, when the weight of the cargo was not sufficient." On October 14th, the newspaper again mentioned the steamer having arrived from St. Louis with a good cargo, the bulk of which was 45,000 feet of lumber, consigned to O. O.

Stanchfield and Gordon & Enos, the captain further reports low water and numerous sand-bars.

The steamer seems to have run until about the middle of November, when she was laid up at St. Louis, and was expected to have gone into winter trade on the Red river. Dr. S. D. Carpenter and G. W. Hollet having gone to New Orleans to make the arrangements. The newspaper for December speaks of the parties having returned unable to book the steamer for the winter trade on the Red river, as she was not constructed properly for Southern trade.

Early in March of the following year the whistle of the "Cedar Rapids"

again greeted the denizens of this city, bringing a large cargo of freight, leaving again on the 14th with 4,300 bushels of grain and sixteen pa.s.sengers. On this trip was one of our honored townsmen, George Haman, who had come from Mifflin county, Pennsylvania, two years previously, and who now was on his way to St. Louis to buy his first stock of drugs. He returned in about ten days with a well selected stock, and has been in active business in the same location ever since.

The officers this year were captain, B. Tay; clerk, G. W. Hollet, mate, T. G. Isherwood, and pilot, Merrit. Mr. Haman speaks in glowing terms of the fine treatment received while on board, of the luxurious staterooms and of the magnificent table which was fit for a king. On one of these trips certain machinery was broken at Rochester, and it was thought that they had to go afoot to Muscatine to make the repairs before the steamer could proceed further. A village blacksmith by the name of Jim Grant, a cousin of the general, after looking over the broken piston rods, said in his laconic way, "I'd rather pound away here all summer, than have a man walk to Muscatine and back," and he was as good as his word, for in the morning he had the damage repaired and received a good day's wages and three cheers from the crew and the pa.s.sengers.

In the issue of May 5th, the paper mentioned the steamer "Cedar Rapids"

as departing from this city for Burlington with 9,000 bushels of grain with A. W. Lamb as captain. This was the last trip the "Cedar Rapids"

made on Cedar river water, as by the issue of May 19th the paper speaks of the "Cedar Rapids" sinking another steamer near Burlington. Mr.

Isherwood tells me, that the steamer which was sunk was called the "Canton" and owned by John Roads of Savannah, Ill. The accident was due to a mistake of signals. The injured parties held the "Cedar Rapids"

and a long litigation ensued, which was a severe blow to the stockholders, who lost their steamer. The sound of the whistle of the "Cedar Rapids" was never heard again, and it closes the chapter as far as steam boating below the dam is concerned.

The day of steamboating was about over. A new method of transportation was devised, and millions of dollars which had been spent by the state and by the nation was now of but little account, and the grants of land which had been made in order to improve the navigation of our river, was now changed, and given in the extension of railroads. June 15, 1859, is the great gala day of Cedar Rapids, for it is on this day that the last rail was laid which connected us with Chicago, and the far East, and the celebration of this occasion is the most noted that we have ever had up to the present time. There were orators from the East, from the South and from the North, and the news of this celebration was spread broadcast over the land and it seemed to have been of such a flowery kind that it caused the waters of the Cedar to flow backwards, and only Elias Doty has ever since that time succeeded in piloting a steamboat on the murky waters of the Cedar, as far as Rochester.

As I have stated before, the dam across the Cedar was erected in 1842, although Mrs. John F. Ely says the dam was never completed, and her husband constantly spent large sums of money to keep it up, and it was not long till quite a traffic was going on above the dam as far as Cedar Falls. Early in 1858, T. G. Isherwood came from Brownsville, Pennsylvania, the son of a boat builder, and he set to work to build the first boat of any size for river traffic. It was built for Freeman Smith & Co., and nearly all the lumber was sawed by Snouffer & Watrous and came out of Bever Park. It made its trial trip on September 30, 1858. It was a stern wheeler, single deck, 125 feet long, 125 tons burden, called the "Export." From the paper of October 7, I quote the following: "The new steamer 'Export' made her trial trip up the river last Friday, having on board some 70 or 80 of our citizens. She performed well, and all on board were delighted with the trip. We are happy to know that the whole community unite in awarding the owners, Freeman Smith &. Co., much praise. The list of officers are as follows: Master, Freeman Smith, Jr.; clerk, S. D. McCaulley; engineer, Tom Stanley; mate, Tom G. Isherwood." The paper for the next few weeks speaks in glowing terms of the "Export" and what a trade the merchants of this city have worked up with the towns along the river. That the boat makes the distance by river from Waterloo in fourteen hours and from Vinton, in five hours. The Waverly _Republican_, then edited by our townsman, J. O. Stewart, asks the people of Waverly and the surrounding country to obtain their goods by way of Cedar Rapids, as the cheapest and quickest method by which to get goods into that region of the country.

Mr. Isherwood speaks of the boat doing a big business, both in freight and pa.s.senger traffic, and that on the whole he did a paying business for the short time it was in service. On this first trip, was enrolled as a member of the crew, George Horridge, a young tinner, who had recently come from the east, and who is now well and favorably known as a banker and capitalist at Vinton. Marion Evans, now mayor of said town, tells me of running a mile and a half to the river to see this first steamer, and when he saw the smoke from the smoke-stack he hid behind the hazelbrush thinking of the eruption of Vesuvius. The paper of October 21st speaks of a picnic party having chartered the boat and gone up the river, and among the names of those well and favorably known to most of you, at least by name, I shall mention a few: George Greene, Dr. S. D. Carpenter, Dr. Lyon, J. F. Ely, J. S. Cook, Rev.

Durley and ladies. During the winter the "Export" was sold to J. J.

Snouffer and W. D. Watrous. It was remodeled, called the "Blackhawk,"

and on March 16th made its first trip to Waterloo, with J. J. Snouffer as captain and George A. Ohler as chief carpenter. Arriving at Vinton, they were unable to get under the bridge, and threatened to destroy it.

A council of war was held and it was finally decided to elevate one span of the bridge about four feet, and Ohler superintended the work.

Mr. Snouffer tells me that the biggest business the steamer did was on June 15th, when he carried 107 pa.s.sengers at $5.00 a head for round trip for the Cedar Rapids celebration, including board and lodging. He made in all, twenty-nine trips, and during this season, free of all expenses, netted the owners $2,000. The "Blackhawk" as remodeled, was 110 feet long by 19 feet wide, and had two rows of berths on each side, and accommodated 24 pa.s.sengers, besides a crew of seven people. It took four cords of wood per trip. The table of distances by river compiled by the pilot on the "Blackhawk" is as follows: Palo, 14-1/2 miles; Benton City, 42 miles; Vinton, 50 miles; La Porte, 82 miles, and Waterloo, 113 miles. It was sold to Burley & Durlin, and the owners accepted one-half of the purchase price in land. The cash was never paid, and attachment was gotten out for labor claims and the boat was sold for $19.00. It was sold to a preacher, at Western, who threw up the deal, and again the boat was sold to N. B. Brown and John Curliss, the entire purchase price being paid in woolen goods. On account of dry season, the boat was sent south and was sold by the owners to the government for $6,000 during the war, and was used for carrying provisions for the soldiers on the Tennessee and c.u.mberland rivers. At one time some of the Linn county soldier boys saw the little steamer make its way up one of the rivers, and a yell went up for the old "Blackhawk." The sight of the steamer brought them nearer home.

On one of the trips Mr. Snouffer made that summer, the wife of the fireman, who was acting as maid, was taken ill and the captain sent two doctors who were pa.s.sengers to examine her. After a hurried examination both came up very much excited, stating that the patient was suffering from spotted fever and for him to stop the boat that they wanted to get off at all hazards. Mr. Snouffer thought perhaps of damages and financial loss so he was in no hurry to comply, but took the husband and went into the small cabin up next to the smoke-stack to investigate for himself. There was the woman in great stress of mind and much worried. He took hold of her hand and tried to rub the spots out and sure enough it was found that during the night the coloring in the cotton goods had colored her arms and the headache was no doubt due to the stuffy room and extremely warm quarters. It is needless to say that for the rest of the trip the doctors were made the b.u.t.t of ridicule by the pa.s.sengers.

The "Surprise" freighted between this city and Vinton in '63 and the next steamer was known as the "Nettie Munn," being a stern wheeler 70 feet long and 12 feet wide, and was brought here from Wisconsin by Mr.

Pa.s.smore in 1866, and was blown up at Kelsey's landing the following year. Another steamer was built by E. Robins and used as a ferry boat, and in the wool and lime trade, but was never fully equipped, and was sunk many years ago. The "Carrie Wallace" was built by W. G. Brock in about 1870; was 1640, a stern wheeler without state rooms, and was used mostly to tow barges, excursion steamers, etc., and was blown up about 1879-80. The "Kitty Clyde" was run awhile and abandoned. John Kozlovsky built the "Rose" in the early days, and after a steamboat venture on the river, was minus several thousand dollars, but had gained a heap of experience in the meantime. The boiler of the "Rose"

was shipped to Solon to be placed in the grist mill, and the engine was sent to Spirit Lake, while Captain Elias Doty bought the hull for a mere song in 1884. In this "Rose" hull, Capt. Doty installed the boilers of an abandoned steamer, the "Carrie Wallace," and into it he also installed the engine of an old freighter, called "General Weaver."

This combination, Doty called the "Climax." A stock company was organized with the amount of $1,000 and is the only stock known on record which never at any time went below par. Doty put in $600, and his Cedar Rapids friends the balance. He says that he was not out any interest as he had the money in the bank when he started. He was out only his time, but he didn't count that much, as he had all the time there was, and a whole lot of fun in the bargain. It is true, he lost the princ.i.p.al, but then the captain consoles himself with the fact that he might have lost that anyway. The "Climax" was not the only boat the "Governor" ran, for a number of years he had a side wheeler called the "Khedive" and another boat named after his patron saint of greenback days and called the "General Weaver." After his exploits upon the river the captain, like the snail, carried his house with him, and for a number of years, one of the hulls of one of his stranded boats is said to have served him as a photograph gallery.

There had been more or less trouble growing out of the fact that this river and the Iowa, which seems to have been known as one stream, were navigable, as the people preferred bridges and dams to open river fronts. In an Act of Congress pa.s.sed May 6, 1870, the following appears: "That so much of the same river as lies north of the town of Wapello be and the same is hereby declared not a navigable stream."

Another act was pa.s.sed on the 18th day of August, 1894, to the effect that "so much of the same river as lies between the town of Toolsborough and Wapello in Louisa county, Iowa, shall not be deemed a navigable stream, but dams and bridges may be constructed across it."

Thus it would seem that the Iowa and Red Cedar rivers for nearly the entire distance in Iowa are not navigable so far as Congress has the right and power to enact such laws, which of course merely refer to whether or not such streams may be used for other purposes than navigation.

After all, the story of steamboating is a history of a struggle, which began under auspicious circ.u.mstances, and ended in financial failure, but for all that, it made a new Cedar Rapids, and we perhaps today, are profiting by the failures of half a century ago, for it shows what energy and public spirit its first citizens had, which left an impression upon the community and upon the state. We must bear in mind, that Cedar Rapids had only 2,000 people and the county less than 18,000, when these enterprising men of energy, perseverance and thrift put $20,000 into a hazardous undertaking, and even presented pa.s.sengers and crew with corner lots on arrival.

Well might the first pa.s.senger have said, when he stepped off the steamboat landing, at Third avenue, much like Moore said of Washington a hundred years ago,

"An embryo capital where fancy sees, Squares in mora.s.ses and obelisks in trees,"

but the observing traveler, amid these crude surroundings, must have been alive to new impressions, for Cedar Rapids was a thrifty place, even then, where the new man was a pilot on a boat today, and a banker tomorrow, and although the waters of the Cedar henceforth ran quietly by, unhindered by paddle or screw, railroad building claimed the attention of its people, and they became equally at home on land, as they had been on water. Just the other day I asked one of your old settlers why they could keep up several newspapers in that day, really before they had a postoffice. The venerable ex-postmaster replied with fire in his eye, "Why, heavens sakes my man, it took three newspapers to keep up the town."

I have attempted to give you an idea of steamboating on the Red Cedar.

I have omitted much, and can only say in the words of the old miller, that he sees not all the water that goes by his mill. Neither have I mentioned all the steamboat ventures on the beautiful Cedar.

In this connection it is of interest to note a report made by B. L.

Wick to Lew W. Anderson, chairman of the River Front Improvement Commission of Cedar Rapids, under date of May 8, 1909, which report was later submitted to the authorities at Washington, and an appropriation made for a survey of the Cedar. The survey was made in 1909, and report submitted that it was not feasible without a large expenditure of money to make the river navigable except for a short distance from its mouth.