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Montana also boasted water transportation for almost six weeks out of the year.
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Drivers were called “Jehus,” from 2 Kings 9:20: “And the driving is like the driving of Jehu, the son of Nimshi, for he driveth furiously.” Stagecoaches also plied this “Corinne Road,” maintaining regular schedules to Montana towns. Now the hike straight north to Montana was less than 400 miles.Īlong this route – modern I-15 – muleskinners and bullwhackers hauled the mighty Murphy wagons, bringing almost five tons of goods and equipment at a crack to Montana. But the next year, the Union Pacific met the Central Pacific at Promontory Point in Utah. They forced closure of the trails in 1868. The Bozeman or Bridger trails from southeastern Wyoming to the gold fields along Alder Gulch were hundreds of dangerous miles long.
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They walked or picked their way across the plains and over the mountains on horseback. It was hard to get here in the summer and even harder to leave in the winter. Montana’s transportation history before 1880 is colorful, exciting, romantic but ultimately ephemeral. Here in the 21st century, it is impossible to recall how isolated Montana was for the non-Native population in the 19th – how out-of-the-way, how off-the-beaten-trail. This careening generalization certainly deserves explication. The coming of the transcontinental railroads to Montana Territory in the 1880s is the single most transformational economic development in the entire history of Montana.
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In Montana, there is a direct railroad connection between the transportation revolution of the 19th century and the homestead era of the 20th. But they also connect time, eras and centuries. Railroads usually connect regions, states, cities and towns. Old Railway Station: A locomotive and wagons parked at the old railway station in Gardiner (Montana Historical Society photo)