The fact that North Dakota was a dry state and Montana was not, was a deciding factor for this little town right on the border of Montana and North Dakota. Named for both states, Mondak existed for only one reason: to supply North Dakota with booze.

The idea of a town on the line was born in the minds of ranchers George Stevens and Luke Sweetman in 1903. Their idea interested businessman Nick Comfort, Wildrose, N.D,. Minot, N.D., lawyer L. J. Palda, and Jacob “Jakey” Seel, who owned a strategically placed piece of land on the north bank of the Missouri River just over the state line.

In a short time, Mondak became a thriving town. Citizens traveled all over to sample shopping facilities and pleasure palaces. A traveler entering from the east found the first bar in a log cabin owned by none other than “Jakey.” The bar was on the right in Montana. Once a drink was dispensed, there was no set rule as to where it could be consumed. Although booze was its life blood, Mondak began its short existence with a promising future as a regional trade center. It was situated near the confluence of the Missouri and Yellowstone rivers. Boats would make their way up the river and make stops for supplies and fuel. One outstanding boat, which came every June, was the government-owned “Mandan,” the largest to travel beyond the mouth of the Yellowstone.

Many ferries and freight liners popped up along the Missouri and Yellowstone rivers to carry the goods from the railhead to ranchers and homesteaders. For many years, Ed Sonechal owned and operated one such ferry and brought freight up the river by boat. In 1913 E.W. (Bert) Chase bought this ferry business and built his own boats. That winter Chase built “The City of Mondak,” and in the spring of 1913, moved his boat using six horses to pull it to the river and put it afloat and then finished it.

In 1916 Bert built a pontoon bridge at Mondak. This was the first of its type and consisted of 28 wooden boats: 8 feet wide, 4 feet high and 20 feet long, anchored to the river bottom. Beams spanned from boat to boat covered by 3-inch planks with wooden rails on each side. This formed a one-way passage over the Missouri. The bridge was very profitable while it lasted. But a sudden June rise in the river took it out. Some of the boats sank, some were washed downstream and much of the decking was lost. If a plan by Bert to hold the bridge in place with overhead cables could have been used, the bridge may have worked out and would have been much more practical. After this catastrophie, Bert’s ferryboats were put back into service. In 1915-1919 Bert built “The Mondak Jr.” This was a screw-driven boat used for night and extra crossings. From 1916-1920 Bert built and operated the stern-wheeler, “The Ree.”

In 1918, because of too many sandbars at Mondak, Bert moved his ferry to Nohly and later changed to a cable ferry. In 1922 a log jammed one ferry. It did not sink but was towed to shore and salvaged. His largest boat was lost in 1918. A bad storm caused a high bank to cave on the bow at night, braking it loose, and it drifted downstream. It sank near the old mouth of the Yellowstone.

There were many ferryboat owners. Tom Forbes owned the Sam Lily. His main business at one time was transporting soldiers stationed at Fort Buford back and forth across the Missouri River. In the fall of 1902, the Sam Lily was not removed from the river before it froze and when the ice broke up the following spring, the Same Lily floated along with the ice and sank. Charles and Jennie Sweeley lived near Java and he ran the ferry from Mondak to Java. Kezer ferry was south of Fairview. Gilbertson and Reed operated a ferry boat near Nohly. Harry Croy operated the Sioux ferry crossing.

The ferry boat business was busy. Many homesteaders would have to wait their turn for the ferries. Cabins were build near the ferry boat landings to house over-night settlers.

EDITOR’S NOTE: Information compiled from Courage Enough and the Fairview Times.