Changes

===Steamboats and Railroads===

===Steamboats and Railroads===

====Steamboats====

====Steamboats====

The late 19th century was the high point for steamboating on the upper Missouri River in Montana. Major growth came during and after the Civil War, as gold and silver were shipped out. Captain Grant Marsh opened the steamboat era on the Yellowstone River in June 1875. The military demands of the Sioux War increased traffic in 1876-77. As the Sioux were driven from the area, white settlers established towns, and Bozeman residents unsuccessfully promoted a port to rival Fort Benton. Business picked up from 1877 to 1883 as furs, buffalo hides, wool, and bullion led the way in exports. Numerous entrepreneurs and small firms were involved in the business. Traffic declined in the late 1880s as the Northern Pacific built west, and ironically, the last busy season for the steamers was 1881-82, when they carried supplies for the railroad contractors. Completion of the railroad to Billings ended commercial traffic on the Yellowstone in 1882, although there were futile efforts to maintain river traffic until 1909.  While steamboats could easily compete with overland wagon freight, railroads presented a different situation. The coming of big business in the form of railroads sounded the economic death knell for steamboaters, even though one company converted to gasoline engines and lasted until the 1930s.<ref> William E. Lass, "Missouri River Steamboating." ''North Dakota History'' 1989 56(3): 3-15; <ref> William E. Lass, "Steamboats on the Yellowstone." ''Montana: the Magazine of Western History'' 1985 35(4): 26-41 </ref>

The late 19th century was the high point for steamboating on the upper Missouri River in Montana. Major growth came during and after the Civil War, as gold and silver were shipped out. Captain Grant Marsh opened the steamboat era on the Yellowstone River in June 1875. The military demands of the Sioux War increased traffic in 1876-77. As the Sioux were driven from the area, white settlers established towns, and Bozeman residents unsuccessfully promoted a port to rival Fort Benton. Business picked up from 1877 to 1883 as furs, buffalo hides, wool, and bullion led the way in exports. Numerous entrepreneurs and small firms were involved in the business. Traffic declined in the late 1880s as the Northern Pacific built west, and ironically, the last busy season for the steamers was 1881-82, when they carried supplies for the railroad contractors. Completion of the railroad to Billings ended commercial traffic on the Yellowstone in 1882, although there were futile efforts to maintain river traffic until 1909.  While steamboats could easily compete with overland wagon freight, railroads presented a different situation. The coming of big business in the form of railroads sounded the economic death knell for steamboaters, even though one company converted to gasoline engines and lasted until the 1930s.<ref> William E. Lass, "Missouri River Steamboating." ''North Dakota History'' 1989 56(3): 3-15; William E. Lass, "Steamboats on the Yellowstone." ''Montana: the Magazine of Western History'' 1985 35(4): 26-41 </ref>

 

====Railroads====

====Railroads====

The Northern Pacific Railroad built a few new towns along its Yellowstone main line in Montana, as the revenue from town lots was small. The layout of the towns it did build reflected railroad influence. Billings and Livingston had a symmetrical plan centered on the railroad. In the 'T' plan at Terry, Sidney, and Townsend, the main street met the railroad at right angles. During 1900-20 the railroad built 'homestead towns,' elevator-centered communities surrounded by grain-raising homesteads. The impact of the railroad on main street plans persists.<ref> John C. Hudson, "Main Streets of the Yellowstone Valley." ''Montana: the Magazine of Western History'' 1985 35(4): 56-67 </ref>

The Northern Pacific Railroad built a few new towns along its Yellowstone main line in Montana, as the revenue from town lots was small. The layout of the towns it did build reflected railroad influence. Billings and Livingston had a symmetrical plan centered on the railroad. In the 'T' plan at Terry, Sidney, and Townsend, the main street met the railroad at right angles. During 1900-20 the railroad built 'homestead towns,' elevator-centered communities surrounded by grain-raising homesteads. The impact of the railroad on main street plans persists.<ref> John C. Hudson, "Main Streets of the Yellowstone Valley." ''Montana: the Magazine of Western History'' 1985 35(4): 56-67 </ref>