Canton, a forgotten Missouri River town

Posted on August 1, 2022 by carrollvanwest

Canton was one of the early Missouri River towns in what is now Broadwater County, Montana. Canton was never much of a place but it had enough people and vision to build one of the first landmarks in this part of the Missouri River valley, St. Joseph’s Catholic Church in 1875-76.

Listed in the National Register of Historic Places, the church served local residents from almost the beginning of the town’s settlement through the homesteading boom of the early 20th century. The Northern Pacific Railroad ran along the other side of the River, diminishing the importance of Canton but never really indenting the significance of the church as a territorial-era landmark and as a compelling example of vernacular church architecture. Regularly held services continued until 1954.

The church faces the River (now Canyon Ferry Lake)

It really is a splendid bit of craftsmanship. The Gothic influenced bell tower entrance dates to the homestead boom of the early 20th century while the rounded arches over the windows well express its late 19th century roots.

Determined residents saved the church from destruction in 1954. They had the building moved to this place, higher ground away from the lake and lakeside developments created by Canyon Ferry Dam and Reservoir. The grand Bureau of Reclamation project totally reshaped Broadwater County. The town of Canton was erased but St. Joseph’s remained.

Thirty years later when I stopped at the church in 1984, it was ragged and needed attention. Residents did that in the 1990s and ever since the church has stood as a quiet but imposing marker of the territory days of Montana.

Fort Benton and the National Stage

Posted on January 29, 2018 by carrollvanwest

In February 1984 one of my first assignments on the grand field study of Montana known as the state historic preservation plan survey was to check on the progress of the restoration and reopening of the Grand Union Hotel in Fort Benton.

The work was still underway then, but the result after 30 years of local investment and engagement, assisted mightily by the state historic preservation office and other state groups, is impressive. The Grand Union is a riverfront anchor on one of the nation’s most important river towns in all of U.S. history.

The success of the Grand Union is mirrored in another property I visited in my 1984 day and a half in Fort Benton: the reconstructed Fort Benton. There were bits of the adobe blockhouse and walls still standing in 1984, as they had for decades as shown in the old postcard below.

What the locally administered Museum of the Upper Missouri managed to do was to protect a vitally important site of national significance, and then through its own museum exhibits, try to convey the significance of the place to those who happened to discover it.

In the past 30 years, the museum and its supporters managed to continue protecting the archaeological remnants of the fort but also to rebuild the fort to its mid-19th century appearance. This reconstruction is no small feat, and naturally requires staffing, commitment, and monies to keep the buildings and exhibits in good condition.

A few steps away is another preserved historic building, the I. G. Baker House, built for one of the town’s leading merchants and traders, in weatherboard-disguised abode, in the traditional central hall plan of the mid-19th century. For decades, it has been a passive historic site, opened to the public, with rooms and collections protected by plexiglass. You already have to know much to appreciate the jewel this early bit of domestic architecture represents in understanding the building traditions of the territorial era.

These successful heritage development of the hotel, the fort, and the preservation of the I.G. Baker House, however, has not spurred a greater recognition of the significance of Fort Benton to either national audiences or even residents of the Big Sky Country. When I mention Fort Benton here in the east I typically get blank stares or a quick change of topic. But the town was the westernmost port on the Missouri River, the first interstate exit if you will into the northern plains and northwest. From Fort Benton ran trails and roads into western Canada, Washington State, and into the mines of the Rocky Mountains. The building of the Manitoba Road in the late 1980s eventually meant the town’s importance as a river port was bypassed, but from the mid-19th century into the 1880s, Fort Benton was THE place for commercial expansion, riverboat travel, economic exchange, and the deeper cultural exchanges of the fur trade, with all of those events shaping the national economy and culture. How can such a legacy become diminished? Why? Is it the central Montana location? The lack of national folklore heroes?

Fort Benton is doubly valuable because it is a town with layers, as I have discussed in earlier postings. The town, unlike many of Montana’s early settlements, was no ghost town, instead it was a town with its frontier river port layer, its territorial layer, and its homestead boom layer all competing for attention. The past lives side to side with the present in Fort Benton and thus, it has the potential to shape the future of the town, and this region, in ways that cannot be replicated elsewhere.

Chouteau Co Ft Benton courthouse clock tower

Chouteau Co Ft Benton Front St Mullan Rd

Chouteau Co Ft Benton Front St 42 cowboy sculpture

Chouteau Co Ft Benton Grand Union Hotel 9

Now it is time to stress to our national representatives that it is time for America to cast its eyes, and its support, for the preservation and heritage enhancement of a place that tells so much of the nation’s story. Here at Fort Benton is a living historic town, a place where you can stay a bit and learn how the country has grown, changed, and together can better face our uncertain futures. The residents have made a lasting commitment–it is now time for Fort Benton to reach the national stage.

A Return to Fort Peck

Posted on March 30, 2017 by carrollvanwest

For sheer scale and audacity nothing in Montana built environment rivals the transformations wrought on the Missouri River and the peoples who for centuries had taken nourishment from it than the construction of Fort Peck Dam, spillway, powerhouse, reservoir, and a new federally inspired town from the 1930s to the early 1940s.

The mammoth size of the entire complex was just as jaw-dropping to me as it had been to the New Dealers and most Americans in the 1930s. That same spillway, for instance, had been the subject of the famous first cover of Life Magazine by Margaret Bourne-White in 1936.

When she visited in 1936 the town of Fort Peck housed thousands but once the job was over, the town quickly diminished and when you take an overview of Fort Peck, the town, today it seems like a mere bump in what is otherwise an overpowering engineering achievement.

Coming from a state that had headquartered another New Deal era transformation of the landscape–the even larger Tennessee Valley Authority project–I understood a good bit of what Fort Peck meant as I started my work for the state historic preservation plan in 1984. A good thing I knew a little because outside of a Montana Historic Highway marker and a tour of the power plant there was little in the way of public interpretation at Fort Peck thirty years ago.

First came efforts to better interpret the Corps of Discovery and their travels through this section of the Missouri River 15-20 years ago. The theme was Lewis & Clark in the Missouri River Country, but by the 2010s the region’s demanding weather had taken its toll on the installation.

At the lake’s edge are additional markers encouraging visitors to imagine the time before the lake when the Big Dry River often meant exactly what it said–the reservoir keeps it full now.

New interpretive markers combine with a well-defined pull-off to encourage travelers to stop and think about the loss of life that occurred in building the dam. Many of the massive infrastructure projects of the New Deal have similarly sad stories to tell–but few of them do.

You can explore the landscape with the assistance of the highway markers to a far greater degree than in the past. Even if today it is difficult to “see” the transformation brought about by the massive earthen dam, there are informative markers to help you.

The new visitor center at the Fort Peck powerhouses takes the site’s public interpretation to a new level. Just reading the landscape is difficult; it is challenging to grasp the fact that tens of

workers and families were here in the worst of the Great Depression years and it is impossible to imagine this challenging landscape as once lush with thick vegetation and dinosaurs.

Through fossils, recreations, artwork, historic photographs, recreated buildings, and scores of artifacts, the new interpretive center and museum does its job well. Not only are the complications of the New Deal project spelled out–perhaps a bit too heavy on that score, I mean where else do you see what the “Alphabet Agencies” actually meant–but you get an understanding of worlds lost in the name of 20th century progress.

Is everything covered? Far from it–too much in the new public interpretations focuses on 1800 to 1940, and not how Fort Peck has the harbinger of the Cold War-era Pick-Sloan Missouri Basin reject that totally transformed the river and its historic communities. Nor is there enough exploration into the deep time of the Native Americans and what the transformation of the river and the valley meant and still means to the residents of the Fort Peck Indian Reservation. There’s still work to be done to adequately convey the lasting transformation that came to this section of Montana in the mid-1930s.

Canyon Ferry and the transformation of the Missouri River Valley

Posted on March 30, 2017 by carrollvanwest

Canyon Ferry Lake is the third largest in Montana. A good part of it lies just east of Helena, the state capitol, while the bulk of the lake stretches southward into Broadwater County. Living in Helena during the 1984-85 state historic preservation plan survey, and often driving U.S. 287/12 which parallels the lake, you would think that the lake and its history would have played a major role in that initial plan. Such was not the case–rarely did I or anyone else give it much of a thought. Canyon Ferry Lake in 1984 was just 30 years old–it was not “historic.”

But its historic impact can’t be ignored. As part of the massive federal plan to conquer the Missouri River, the Pick-Sloan Flood Control Act of 1944 was justified by wartime conditions–it would create new sources of hydroelectric power–but actual construction did not get underway until the later 1940s and 1950s. Historians have studied the act’s disastrous impact on Native American tribal lands in the west, and the environmental consequences of building some 50 dams on the Missouri and its various tributaries.

For Lewis and Clark County and Broadwater County, you can see the relationship between the dammed Missouri and irrigation, as shown above along Montana Highway 284, and you can find remnants of how the project displaced towns, landmarks, and people along the length of the river. No longer was the Missouri the river that the Corps of Discovery had traversed at the beginning of the 19th century.

St. Joseph Catholic Church, perched now on a barren bluff facing the lake, was moved about 2.5 miles east to its present location in 1954. Originally near the river in what was then known as the Canton Valley settlement, the church building is one of the state’s oldest, dating to 1874-1875 and is listed in the National Register of Historic Places. The proud Gothic styled church is the remnant of one of the valley’s earliest settlements.

Not far from the church is another remnant of the early 20th century settlement boom during the early 20th century homesteading era after the creation of the county in 1897. Located along Montana Highway 284 this one-room school is typical of the type found throughout the state from 100 years ago, as adaptive by communities and school boards with the small gable-end extension creating storage space and a barrier between the cold winds of the outside and the inside of the classroom itself.

These vernacular buildings and landscapes compare starkly with what the U.S. Corps of Engineers built at Canyon Ferry in the 1950s. It is a Colonial Revival styled federal village–an architectural choice wildly out of step with regional traditions, and a reminder to anyone that here was the federal government, in the midst of the Cold War, placing its imprint on the land.

In 1984-1985 I ignored this new public landscape of a school, administrative building, work buildings, and village. Thirty years later, of course I see Canyon Ferry as a very distinct historic district, symbolic of the entire Pick-Sloan project and a significant example of an architectural aesthetic from the U.S. Corps of Engineers.

The Canyon Ferry headquarters of the mid-1950s is not listed in the National Register but it could be–an evocative grouping of buildings that helps to document that 60 years we were assured and more than a bit arrogant in our power and mastery of technology. We were convinced hat as we controlled the world, we could also control nature.

Montana’s Three Forks: Crossroads of Rivers and Rails

Posted on February 1, 2016 by carrollvanwest

The Missouri River headwaters, located just north of the town of Three Forks, is one of the most important places in all of the United States. Here, within the boundaries of a state park that has improved its public interpretation significantly in the last 30 years, was one of the primary goals that President Thomas Jefferson gave the Lewis and Clark expedition in 1803–to find the headwaters of the Missouri River. When the expedition

traversed this land in 1805, they followed the footsteps of Bannock, Shoshoni, and Flathead Indians who had found this place and hunted the abundant game along the rivers long before the “explorers” arrived. Nevertheless, it was the Corps of Discovery that named the place. They found three sources–that they named the Jefferson, the Madison, and the Gallatin after the president and two of his cabinet officers–creating the Missouri River.

While fur trappers such as John Colter, who was an expedition member, soon returned to this site, and in the 1860s the settlement of Gallatin City was established, but only the

historic log Gallatin City Hotel of 1868 remains to mark a place where early Montana settlers thought an important town along the rivers would develop.

Recreational and interpretive features are now much more plentiful than 30 years ago but the park still exudes that feeling of openness and wildness that attracted that only the

Gallatin Co Missouri Headwaters confluence 4

Native Americans but later waves of 19th century trappers and settlers. It is a very special place within Montana and certainly earns its National Historic Landmark designation many times over.

As you leave the Missouri Headwaters State Park access road (Montana 286) and return south to old U.S. Highway 10, you encounter a plaintive sign hoping to attract the thousands of heritage tourists who come to the state park–go a bit farther south and west and find the town of Three Forks.

The story of Three Forks, on the western edge of Gallatin County, is not of rivers but of railroads, of how both the Northern Pacific and the Milwaukee Road corridors shaped this part of the state at the end of the first decade of the 20th century.

The Milwaukee Road came first, with Milwaukee Land Company agent John Q. Adams establishing the townsite in 1908, and later contributing its first landmark building, the two-story Colonial Revival-styled Sacajawea Hotel in 1910. Adams began the hotel in true Montana vernacular fashion, having contractors tack together existing moved buildings

into some type of lodging for railroad workers. Bozeman architect Fred Willson finished the building with a new facade along with various additions, leaving housing for railroad employees along with providing services for travelers. Heritage tourists were part of that mix, especially once the Montana Daughters of the American Revolution in 1914 placed a large boulder with a bronze plaque in honor of Sacajawea across the street from the hotel. Here was one of the state’s early examples of public interpretation of the Sacajawea story. In 2005, as part of the bicentennial of the Lewis and Clark Expedition, the Three Forks Area Historical Society commissioned artist Mary Michael to add a stylized statue of Sacajawea and her baby Pomp, turning the spot into a 21st century memorial to the Shoshoni woman.

Thirty years ago, the hotel was a renovation project we all at the Montana Historical Society wanted to happen. Listed in the National Register of Historic Places in 1980, it was a proud relic of that railroad that had just closed but also of the early automobile age when travelers could stop here, spend the night, and then travel by car to Yellowstone National Park far to the south. I would stay here when working in the region, reveling in

Sacajawea Hotel, 1990

the feel, the look, the sounds of a historic railroad hotel. Unfortunately the restart only lasted about 20 years. The hotel closed in 2001, and looked to have a bleak future in the new century. From 2009-2010 new owners, however, took this historic hulk and have

polished back into a jewel, better suited for more upscale travelers than in the past. It is the center point of a renewal of Three Forks, and part of a minor population boom that has seen the town, which basically had a flat population of 1100 to 1200 from 1950 to 1990 reach a population of almost 2000 in 2015. More on Three Forks in the next post

Great Falls Heritage Area, Part 5: Rails,Rivers, and a Smelter

Posted on November 29, 2015 by carrollvanwest

Many heritage areas in the eastern United States emphasize the relationship between rivers, railroads, and industrial development and how those resources contributed to national economic growth and wartime mobilization. Great Falls can do that too. Situated on the Missouri River and designed by its founders to be a northwest industrial center, entrepreneurs counted on the falls to be a source of power and then on the railroads coming from Minnesota, especially the promising Manitoba Road headed by James J. Hill, to provide the transportation.

Paris Gibson, the promoter of the Electric City, allied his interests to two of most powerful capitalists of the region: Marcus Daly, the baron of the Anaconda Copper Company interests and James J. Hill, the future rail king of the northwest. Their alliance is embodied in several different properties in the city but the most significant place was where the Anaconda Copper Company smelter operated at Black Eagle until the last decades of the 20th century. When I surveyed Great Falls for the state

preservation plan in 1984 the smelter stack had recently come down but a good bit of the surrounding industrial plant remained. When you look at the same place today, the site has been nearly wiped clean, still closed off to the public but ripe for the day when it could be a center for public interpretation of the impact of the smelter on the city, state, and nation.

Great Falls already has shown an ability to reimagine and find new uses for its industrial landmarks, as demonstrated by the adaptive reuse projects surrounding its railroad corridors. Yes, railroad corridors because while the Manitoba Road and its successor the Great Northern Railway dominated the city, the Milwaukee Road also built into the city in the first

decade of the 20th century and soon erected its tall tower depot right on the Missouri River. But wherever you go along the river you find significant buildings associated with the Great Northern and its allied branch the Montana Central Railroad, especially the downtown warehouses. Some are still fulfilling their original function but others

2011 MT Cascade County Great Falls GN shops

Cascade Co Great Falls GN depot complex 20

Cascade Co Great Falls GN depot complex 15

have taken on new uses as offices and museums, such as the local history center and the well-regarded children’s museum.

Cascade Co Great Falls GN depot complex 21

Still at the head of the city, as appropriate for its role in creating and sustaining Great Falls in its early decades, is the magnificent depot of the Great Northern. Montana has many small town examples of the

Cascade Co Great Falls GN depot complex 14

“metropolitan corridor” written about by historian John Stilgoe; Great Falls is superb extant example of how the corridor shaped the landscape and architecture presence of urban centers across the northern plains. These properties suggest the richness of the industrial and transportation stories associated with the rise of Great Falls and its role in western history.

Great Falls Heritage Area, Part 4: Lewis and Clark

Posted on November 26, 2015 by carrollvanwest

The Missouri River runs through Cascade County and is at the heart of any future Great Falls Heritage Area. This section of the river, and the portage around its falls that fueled its later nationally significant industrial development, is of course central to the story of the Lewis and Clark Expedition of 1803-1806. The Lewis and Clark story was recognized when I surveyed Cascade County 30 years ago–the Giant Springs State Park was the primary public interpretation available then. But today the Lewis and Clark story has taken a larger part of the public history narrative in Cascade County. In 2003 the nation, state, and city kicked off the bicentennial of the expedition and that key anniversary date spurred the

many new efforts to preserve and interpret the “whole story” of the expedition. The designation of the Lewis and Clark National Historic Trail led to many upgrades in markers and interpretive signage across the state. Then Great Falls became a center for trail interpretation through the opening of the Lewis and Clark Interpretive Center along the river banks not far from Giant Springs State Park.

Despite federal budget challenges, the new interpretive center was exactly what the state needed to move forward the story of the Lewis and Clark expedition, and its many levels of impact of the peoples and landscape of the region. The center emphasized the harrowing, challenging story of the portage around the natural falls of what became Great Falls but its

exhibits and programs have significantly broadened our historical understanding of the expedition, especially its relationship with and impact on various Native American tribes from Missouri to Washington.

The contribution of the interpretive center to a greater local and in-state appreciation of the portage route cannot be underplayed. In the preservation survey of 1984, no one emphasized it nor pushed it as an important resource. When threats of development came about in last decade, though, determined voices from preservationists and residents helped to keep the portage route, a National Historic Landmark itself, from insensitive impacts.

At the south end of the county, the state worked with the national historic trail to established Tower Rock State Park, which preserves and interprets an important natural landmark along the river and trail, which, in 1984, was not part of the public interpretation of the expedition. It also created a valuable heritage asset easily accessible from Interstate I-15, meaning thousands of visitors have learned about the trail as they have rushed through the state. These developments in the last 30 years to both preserve and enhance the understanding of the expedition are just the more obvious of the efforts to improve the trail as a real heritage asset for the city, county, and state. We can only hope that a similar effort will emerge soon to re-energize the preservation and understanding of the next major military excursion through the region–the Mullan Road of the

late 1850s. Hundreds pass by the monument near the civic center in the heart of Great Falls but this story is another national one that needs more attention, and soon than later.

Fort Benton’s Heritage Development: 3 Museums, 3 Messages

Posted on May 1, 2014 by carrollvanwest

Fort Benton in 1984 had one dominant interpretive place: The Museum of the Upper Missouri in the local city park facing the Missouri River. The museum is still there and thriving–on an early Sunday afternoon in May 2013 it had plenty of visitors. Still the same too were the exhibits–dioramas told much of the story, a reflection of the long, deep influence of the dioramas prepared for the Montana Historical Society’s museum installation almost 30 years earlier. At MHS, as it installed a new exhibit in the late 1980s, dioramas and recreated villages disappeared in favor of more artifact-driven exhibits but at the local levels many museums still feature dioramas. And to my mind, they are almost like bits of culture-laden folk art.

The Museum of the Upper Missouri focused not just on Native American-white relations, the trade, and the creation of Fort Benton. It spent just as much space exploring the post-gold rush steamboat era, the development of Fort Benton as an urban center, and the general frontier to settlement thesis that still dominates the narrative of northern plains history. After all the museum was “the place” so naturally it captured all of the areas of possible historical interest, even extending into the region’s early ranching history.

As the “place” it was also the logical location for federal trail programs to hand their hats, or at least trail markers, from displays about the Indian Wars to Lewis and Clark and to the Nez Perce Trail.

The museum, outside of ranching, did not serve the region’s 20th century history that was tied much less to the river (except as a source of water to be dammed for irrigation) but to the land and its transformation through massive federal funded irrigation projects and the homesteading boom into the agricultural landscape that you immediately encounter in Chouteau County once you climb out of the Missouri River bottomlands and up to the plains landscape to the north. Thus, at the north end of town, and actually closer for tourists exiting U.S. 87, came the Museum of the Northern Great Plains.

Here is the typical 20th century technology museum, first depicted at the Greenfield Village Museum of Henry Ford in Dearborn, Michigan, and copied by literally hundreds of midwestern and western institutions. A large building encloses a progression of agricultural technology from plows and tractors to automobiles and combines and onto the household.

And then outside of the museum doors are representative buildings–artifacts themselves of rural life, ethnic diversity, and corporate standardization, especially in the mini-gas station. These museums are more like large-scale community attics–almost anything

and everything is here, except for central unifying themes. I arrived, somewhat excitedly, hoping that finally someone had the space and the wherewithal to tackle such major themes as the U.S. Reclamation Bureau and projects like the Milk River Project. After all, the place markets itself as Montana’s agricultural history museum. Rather I found a celebration of the individual, those who stayed and made it– which then made sense when you stop and consider the isolation, the demanding climate, the difficulty of making an arid landscape bloom.

The latest addition to the museum landscape of Fort Benton comes courtesy of the federal government and the Bureau of Land Management–the Upper Missouri Breaks National Monument interpretive center for all things federal in this part of the Missouri River country. The building attempts to compete with the White Cliffs of the Missouri itself, and it is a modernist architectural wonder, reflecting region, topography, materials, and culture.

As a homage to the river itself, the building may work, but it is difficult to compete with the beauty of the Missouri at Fort Benton, even if you are on the west end of town by the old public water works.

The Upper Missouri museum, as you would expect from a 21st century installation, tells a big story, from natural resources to prehistory to Lewis and Clark, the Nez Perce, and large-scale recreations of steamboats. And of the three museums it has the great, decisive advantage to my mind, of actually touching the Missouri. It is the river at this location that made Fort Benton and here the river dominates the experience.

All three museums reflect their time of creation and target specific audiences. But you still end with the reality of three museums for just one place–the story is told loudly and often in Fort Benton, from three different vantage points and from multiple types of historical markers scattered across the town, especially at the riverfront. Discerning heritage tourists will take it all in and get it. But you wonder about those who stop by, in a rush to get to Great Falls, to Glacier, or heading home to some place back east. Fort Benton in its historic riverfront buildings looks old but tired, and rather than constructing yet more new buildings to contain the history, one thinks–why not adapt the historic buildings–and tell the history in the actual places that it happened. There is more to Fort Benton than meets the eye but how come a visit here makes you feel still like you are on the outside looking in, that just underneath the renovated surface may be a reality worth exploring.

Transformations in Fort Benton, part 1

Posted on April 21, 2014 by carrollvanwest

In the spring of 1984, there was no doubt that I would spend considerable time looking at the historic preservation issues at Fort Benton, a small county seat today but one of the most important places in all of the northern plains before the age of the railroad. Here at this bend in the river, shown in a postcard I bought there in 1984, was basically the last stop for Missouri River boat traffic heading west. The fort dated to the late fur trade era and as the rush for precious metals overtook Montana Territory in the 1860s and 1870s here developed a major trade and outfitting post, with roads running from Fort Benton in all directions. But the place was a sleepy, almost forgotten town, as the railroads changed routes and the interstates bypassed it by miles and miles. Landmarks too were there but the old fort had been slowly coming apart, only a recent determined effort by save what remained and then, ambitiously I thought 30 years ago, to rebuild the lost fort and tell fully the story of the fur trade and the significance of the Upper Missouri.

My guide was John Lepley, who was spearheading the local efforts and a member of the SHPO board. Another key leader was Joel Overholser. And no doubt, there was some heritage tourism and historic interpretation infrastructure in place. The Chouteau House, a classic river hotel, was still open, rough on the edges but the place where I stayed and took meals. (It was closed when I visited last in 2013).

Nearby was the home of I. G. Baker, a pivotal figure in the region’s history. It was open, and paneled interpretation in place but certainly a property that could “say” more.

Various monuments and markers could be found throughout the riverfront: the Mullan Road, the Whoop-Up Trail, and especially the recently installed (1976) State of Montana Lewis and Clark Memorial, a monument piece of public art, sculpted by Bob Scriver with the base by Shorty Shope, another well regarded Montana artist. The memorial was an American bicentennial project led by the Fort Benton Improvement Association, which Lepley and Overholser served on as commissioners. Indeed, the state also had donated one of the keelboats used in the film “Far Horizons,” a Hollywood take on the Lewis and Clark expedition. The waterfront told a story, one dominated by Lewis and Clark.

postcard of Far Horizons boat, c. 1984

The amount and quality of the public art along the riverfront was impressive, but what struck me as speaking most strongly to the town’s future were two completed projects (the Museum of the Upper Missouri and the Missouri River Bridge) and the almost completed restoration of the Grand Hotel, a remarkable Victorian building that spoke to the town’s hopes in the late 19th century.

I left Fort Benton convinced of two things: the town had clear preservation needs, not just the fort site but buildings from the Victorian era were decaying too. But compared to other places that I would visit in 1984, I thought Fort Benton had the one key trait for success–vision, the realization that the steps of the 1970s were just first steps, and many more needed to be taken in the years to come. Let’s next come back to Fort Benton 30 years later and see how far that vision has reached.

Who

Finding the Lewis and Clark story at Coal Banks Landing

Posted on April 14, 2014 by carrollvanwest

Coal Banks Landing, on the Missouri River in Chouteau County, was another site already recognized as significant when the preservation planning survey got underway in the spring of 1984. Here was yet another documented place associated with the Lewis and Clark expedition: it took its name literally from the band of lignite easily observed in the banks along the Missouri.

The landscape here not only speaks to the age of river transportation; to the west at Virgelle you can also find the original roadbed of James J. Hill’s Manitoba Road as it came down from Havre and connected with the Missouri River valley, its route to Great Falls. Virgelle has National Register-listed properties in its historic pressed tin-sided general store and brick bank; across the road are a school and grain elevator. These properties marked the forgotten town as a place once prominent along the Great Northern network.

Coal Banks Landing, in comparison, was a place on the river, with little to tell its story. Today, however, Coal Banks Landing is a prominent spot, with a modern boat landing, a seasonal interpretive center, and then year-round interpretive markers for its multiple layers of history.

The landing and its significant Lewis and Clark story are now preserved as part of the Upper Missouri River Breaks National Monument, one of the state’s most important conservation and heritage tourism developments in the 21st century. This national monument preserves not only one of the most breathtaking sections of the Lewis and Clark National Historic Trail it also preserves open land little changed from the centuries of occupation by various Native American groups and scattered often log-built homesteads of the multi-ethnic groups that flooded into northern Montana in the first two decades of the 20th century.

Little was here in 1984 to help residents and visitors understand the deep significance of the Missouri River. Today Coal Banks Landing is a must stop for any heritage tourist of northern Montana.

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