Colorado Steamships

The Colorado River, flowing from the Rocky Mountains through the arid Southwest to the Gulf of California, was a challenging waterway—shallow, swift, and prone to sandbars, floods, and shifting channels. Despite these obstacles, steam-powered vessels played a vital role in its navigation from the mid-19th century until the early 20th century. Primarily operating on the lower Colorado River (from the Gulf of California upstream to areas near modern-day Nevada), steamboats transported military supplies, miners, settlers, and freight, fueling the development of Arizona, California, Nevada, and parts of Mexico. They were the most economical means of moving goods across the desert until railroads supplanted them.

View showing steamboat Cochan on the Colorado River near Yuma, Arizona in 1900 - U.S. National Archives and Records Administration
View showing steamboat Cochan on the Colorado River near Yuma, Arizona in 1900 – U.S. National Archives and Records Administration

Early Attempts and the Birth of Steam Navigation (1850–1854)

The need for reliable transport arose after the Mexican-American War (1846–1848), when the U.S. Army established Fort Yuma at the confluence of the Gila and Colorado Rivers to protect emigrants heading to California during the Gold Rush. Supplying the isolated fort overland from San Diego cost up to $500 per ton. River transport from the Gulf of California offered a cheaper alternative.

Initial efforts used schooners and barges. In 1850–1851, the schooner Invincible and longboats reached only partway upriver. Lieutenant George Derby recommended shallow-draft sternwheel steamboats.

The first successful steamboat was the small iron-hulled Uncle Sam, a 65-foot tug with a 20-horsepower engine, assembled at the river’s mouth in 1852 by Captain James Turnbull. It reached Fort Yuma in December 1852 but later proved unreliable and sank.

In 1853–1854, George Alonzo Johnson, partnering with Benjamin M. Hartshorne and others, formed George A. Johnson & Company. They brought parts for the sidewheeler General Jesup from San Francisco, assembling it at the river mouth. The General Jesup carried 50 tons of cargo to Fort Yuma in five days, reducing costs to $75 per ton and proving commercial viability.

Mohave II at Yuma, Arizona, with Sunday school group embarked, 1876 - Unknown author - MacMullen, Jerry, Paddle-Wheel Days in California, Stanford University Press, 1944
Mohave II at Yuma, Arizona, with Sunday school group embarked, 1876 – Unknown author – MacMullen, Jerry, Paddle-Wheel Days in California, Stanford University Press, 1944

Expansion and Exploration (1855–1860s)

Johnson’s company built wood yards staffed by Cocopah Indians and added vessels like the sternwheeler Colorado (1855, captained by Isaac Polhamus) and others. By the late 1850s, steamboats regularly serviced Fort Yuma and emerging mining camps.

Exploration pushed limits:

  • In 1857, Johnson took the General Jesup to El Dorado Canyon (near Las Vegas).
  • The U.S. Army’s 1857–1858 expedition, led by Lt. Joseph Christmas Ives, used the 54-foot iron steamboat Explorer (built in Philadelphia and reassembled on the river). It reached Black Canyon but struck a rock; Ives deemed further navigation impractical at low water. Johnson later bought the Explorer and converted it to a barge.

Mormon leader Brigham Young sought a sea-to-Utah route via the Colorado. In 1864–1866, Anson Call established Callville (near modern Lake Mead) as a potential port. Steamboats like the Esmeralda reached it in 1866.

Boom Years: Mining Rushes and Competition (1860s–1870s)

The 1862 Colorado River gold rush near La Paz (Arizona) and later discoveries in Eldorado Canyon and elsewhere created explosive demand. Ports like Ehrenberg, Hardyville, and Aubrey emerged. Steamboats hauled machinery, food, and ore, often towing barges for extra capacity.

George A. Johnson & Company dominated initially but faced rivals like Thomas Trueworthy’s Union Line in the 1860s. Competition ended when Johnson’s company absorbed opponents. In 1869, it reorganized as the Colorado Steam Navigation Company (C.S.N.Co.), expanding the fleet with vessels like Cocopah, Mohave, and larger ones like the 149-foot Mohave II (1876) and Gila.

Key captains included Isaac Polhamus (“Dean of the Colorado River”) and later Jack Mellon. Ocean steamships connected San Francisco to the river mouth at Port Isabel, feeding river traffic.

Colorado II in a tidal dry dock in the shipyard above Port Isabel, Sonora - MacMullen, Jerry, Paddle-Wheel Days in California, Stanford University Press, 1944
Colorado II in a tidal dry dock in the shipyard above Port Isabel, Sonora – MacMullen, Jerry, Paddle-Wheel Days in California, Stanford University Press, 1944

Peak and Decline (1870s–1900s)

The 1870s marked the peak, with scheduled services and luxurious boats offering passenger excursions. The C.S.N.Co. monopolized trade, profiting immensely from military contracts, mining,, and Mormon supplies.

Railroads spelled doom. The Southern Pacific reached Yuma in 1877, bridging the river. That year, Johnson and partners sold the C.S.N.Co. to Southern Pacific interests for a massive profit. Steamboats continued but focused on upper reaches and local freight.

Later vessels included the Cochan (1900, the last major sternwheeler) and Searchlight (1903–1909), hauling ore from Nevada mines.

End of an Era (1909–1916)

The 1909 completion of Laguna Dam (for irrigation) blocked navigation. Final operations involved limited freight and dam-related work. The last commercial steamboat, Searchlight, retired around 1916.

Attempts on the upper Colorado (e.g., Glen Canyon, Green River) were short-lived due to rapids and low water.

Legacy

For over 50 years, Colorado River steamboats connected isolated frontiers, enabling settlement and extraction in a harsh desert. They carried millions in gold, supplied forts and mines, and linked the Pacific to inland territories. Though overshadowed by railroads and dams, their era transformed the Southwest, leaving behind ghost towns, historic sites like Yuma Quartermaster Depot, and a romantic chapter in Western transportation history.

Colorado River Steamship Landings

The steamboat Mohave departing the landing in El Dorado Canyon.
The steamboat Mohave departing the landing in El Dorado Canyon.
Potholes, California, From 185918 mi (29 km)
La Laguna, Arizona Territory, 1860-186320 mi (32 km)
Castle Dome Landing, Arizona Territory, 1863-188435 mi (56 km)
Eureka, Arizona Territory, 1863-1870s45 mi (72 km)
Williamsport, Arizona Territory, 1863-1870s47 mi (76 km)
Picacho, California, 1862-191048 mi (77 km)
Nortons Landing, Arizona Territory, 1882-189452 mi (84 km)
Clip, Arizona Territory, 1882-188870 mi (110 km)
California Camp, California72 mi (116 km)
Camp Gaston, California, 1859-186780 mi (130 km)
Drift Desert, Arizona Territory102 mi (164 km)
Bradshaw’s Ferry, California, 1862-1884126 mi (203 km)
Mineral City, Arizona Territory, 1864-1866126 mi (203 km)
Ehrenberg, Arizona Territory, from 1866126.5 mi (203.6 km)
Olive City, Arizona Territory, 1862-1866127 mi (204 km)
La Paz, Arizona Territory, 1862-1870131 mi (211 km)
Parker’s Landing, Arizona Territory, 1864-1905
Camp Colorado, Arizona, 1864-1869
200 mi (320 km)
Parker, Arizona Territory, from 1908203 mi (327 km)
Empire Flat, Arizona Territory, 1866-1905210 mi (340 km)
Bill Williams River, Arizona220 mi (350 km)
Aubrey City, Arizona Territory, 1862-1888220 mi (350 km)
Chimehuevis Landing, California240 mi (390 km)
Liverpool Landing, Arizona Territory242 mi (389 km)
Grand Turn, Arizona/California257 mi (414 km)
The Needles, Mohave Mountains, Arizona263 mi (423 km)
Mellen, Arizona Territory 1890 – 1909267 mi (430 km)
Eastbridge, Arizona Territory 1883 – 1890279 mi (449 km)
Needles, California, from 1883282 mi (454 km)
Iretaba City, Arizona Territory, 1864298 mi (480 km)
Fort Mohave, Arizona Territory, 1859-1890
Beale’s Crossing 1858 –
300 mi (480 km)
Mohave City, Arizona Territory, 1864-1869305 mi (491 km)
Hardyville, Arizona Territory, 1864-1893
Low Water Head of Navigation 1864-1881
310 mi (500 km)
Camp Alexander, Arizona Territory, 1867312 mi (502 km)
Polhamus Landing, Arizona Territory
Low Water Head of Navigation 1881-1882
315 mi (507 km)
Pyramid Canyon, Arizona/Nevada316 mi (509 km)
Cottonwood Island, Nevada
Cottonwood Valley
339 mi (546 km)
Quartette, Nevada, 1900-1906342 mi (550 km)
Murphyville, Arizona Territory, 1891353 mi (568 km)
Eldorado Canyon, Nevada, 1857-1905
Colorado City, Nevada 1861-1905
365 mi (587 km)
Explorer’s Rock, Black Canyon of the Colorado, Mouth, Arizona/Nevada369 mi (594 km)
Roaring Rapids, Black Canyon of the Colorado, Arizona/Nevada375 mi (604 km)
Ringbolt Rapids, Black Canyon of the Colorado, Arizona/Nevada387 mi (623 km)
Fortification Rock, Nevada
High Water Head of Navigation, 1858-1866
400 mi (640 km)
Las Vegas Wash, Nevada402 mi (647 km)
Callville, Nevada, 1864-1869
High Water Head of Navigation 1866-78
408 mi (657 km)
Boulder Canyon, Mouth, Arizona/Nevada409 mi (658 km)
Stone’s Ferry, Nevada 1866-1876438 mi (705 km)
Virgin River, Nevada440 mi (710 km)
Bonelli’s Ferry, 1876-1935
Rioville, Nevada 1869-1906
High Water Head of Navigation from 1879 to 1887
440 mi (710 km
Soruce: Wikipedia

Colorado River Steamship Landings

Steamboats on the Colorado River

Gila Steamboat at the Yuma Crossing Arizona, 1873.
Gila Steamboat at the Yuma Crossing Arizona, 1873.
NameTypeTonsLengthBeamLaunchedDisposition
Black EagleScrew40 feet6 feetGreen River, Utah
June 1907
Exploded 1907
Charles H. SpencerStern92.5 feet25 feetWarm Creek, Arizona
February 1912
Abandoned
Spring 1912
Cliff DwellerStern70 feet20 feetHalverson’s Utah
November 1905
To Salt Lake
April 1907
CochanStern234135 feet31 feetYuma, Arizona
November 1899
Dismantled
Spring 1910
Cocopah IStern140 feet29 feetGridiron, Mexico
August 1859
Dismantled
1867
Cocopah IIStern231147.5 feet28 feetYuma, Arizona
March 1867
Dismantled
1881
Colorado IStern120 feetEstuary, Mexico
December 1855
Dismantled
August 1862
Colorado IIStern179145 feet29 feetYuma, Arizona
May 1862
Dismantled
August 1882
CometStern60 feet20 feetGreen River, Wyoming
July 1908
Abandoned
1908
EsmeraldaStern93 feet13 feetRobinson’s, Mexico
December 1857
Dismantled
1868
General JesupSide104 feet17 feetEstuary, Mexico
January, 1864
Engine Removed
1858
General RosalesSternYuma, Arizona
July 1878
Dismantled
1859
GilaStern236149 feet31 feetPort Isabel, Mexico
January 1873
Rebuilt as Cochan
1889
Major PowellScrew35 feet8 feetGreen River, Utah
August 1891
Dismantled
1894
Mohave IStern193135 feet28 feetEstuary, Mexico
May 1864
Dismantled
1875
Mohave IIStern188149.5 feet31.5 feetPort Isabel, Mexico
February 1876
Dismantled
Jan 1900
Nina TildenStern12097 feet22 feetSan Francisco, California
July 1864
Wrecked
September 1874
RettaStern36 feet6 feetYuma, Arizona
1900
Sunk
Feburary, 1905
St. VallierStern9274 feet17 feetNeedles, California
Early 1899
Sunk
March 1909
San JorgeScrew38 feet9 feetYuma, Arizona
June 1901
To Gulf
July 1901
SearchlightStern9891 feet18feetNeedles, California
December 1902
Lost
October 1916
Uncle SamSide4065 feet16 feetEstuary, Mexico
November 1852
Sunk
May 1853
UndineStern60 feet10 feetGreen River, Utah
November 1901
Wrecked
May 1902
Steamboats on the Colorado River 1852-1916 – Appendix A

Resources

The Amargosa Opera House

Recently, on a whim, my wife and I loaded up the jeep and opt to just explore the desert West of our home town of Las Vegas and ended up at the Amargosa Opera House. Our original idea was to drive to the winery’s in Pahrump, Nevada. After the winery our plan was to drive up to the townsite of Johnnie, Nevada. The best laid plans were for not. We discovered that the mines of Johnnie, Nevada are located on private property.

The Arargosa Opera House is located in Death Valley Junction, California.
The Arargosa Opera House is located in Death Valley Junction, California.

Honoring the wishes of the Johnnie mine site property owners, we opted to do some exploring. We headed easy through the small town of Crystal, Nevada and drove past the Ash Meadows National Wildlife Refuge. The AMNWR was closed, as the result of, a Government Shutdown.

As our wandering journey continued, we opted to travel South and soon discovered the small desert haven of Death Valley Junction and the world famous Amargosa Opera House.

Death Valley Junction was founded as the town of Amargosa. The town was founded at the intersection of SR 190 and SR 127 just East of Death Valley. Founded in 1907 when the Tonopay and Tidewater railroads ventured into Amargosa Valley.

Origins as a Borax Company Town (Early 20th Century)

The story begins not with ballet slippers but with 20-mule teams and the quest for borax. In the early 1900s, the Pacific Coast Borax Company sought to exploit rich deposits in Death Valley. The Tonopah and Tidewater Railroad reached the area in 1907, establishing a settlement originally called Amargosa (Spanish for “bitter,” referencing the local water). By the 1920s, the company constructed a U-shaped complex of adobe buildings in the Spanish Colonial Revival style, designed by architect Alexander Hamilton McCulloch. Completed between 1923 and 1925, it included offices, employee dormitories, a hotel, store, and a community hall known as Corkhill Hall. This hall hosted everything from church services and town meetings to dances, movies, funerals, and recreational events for the roughly 300 residents.

The town peaked in the 1920s and 1930s, supporting the nearby Lila C. Mine and the Death Valley Railroad, a narrow-gauge line that hauled borax until the early 1940s. World War II damaged the tracks, mining shifted elsewhere, and by 1950, Death Valley Junction had devolved into a near-ghost town—abandoned buildings crumbling under relentless sun, with only dust devils for company.

The Arrival of Marta Becket and Rebirth (1967–1970s)

Fate—or a flat tire—intervened in March 1967. Marta Becket (born Martha Beckett in 1924 in New York City), a classically trained dancer, actress, choreographer, and painter who had performed on Broadway, at Radio City Music Hall, and in touring shows, was camping with her husband Tom Williams when their trailer blew a tire near Death Valley Junction. While it was repaired, Becket explored the derelict town. Peering through a keyhole in the door of Corkhill Hall, she felt the building “speak” to her: a vast, ruined space with a stage, flooded floors, and rodent-infested benches, but brimming with potential.

Enchanted, Becket rented the hall for $45 a month and a dollar down. She and her husband leveled the floor, repaired the roof, and extended the stage. On February 10, 1968, she gave her inaugural performance—a one-woman show of dance, mime, and music—to an audience of just 12 locals on a rainy night. She renamed the venue the Amargosa Opera House, performed weekends without fail, and began restoring the adjacent hotel.

Sparse crowds frustrated her until inspiration struck: she would create her own audience. From 1968 to 1972, working on scaffolding in scorching heat, Becket painted vibrant Renaissance-style murals covering the walls and ceiling—a perpetual crowd of 16th-century nobles, jesters, nuns, kings, queens, and courtesans in opulent attire, gazing eternally at the stage. The ceiling became a trompe-l’œil balcony of revelers. This “painted audience” ensured she was never truly alone.

A 1970 National Geographic article, followed by features in Life magazine, brought fame. Visitors trickled, then poured in from around the world, drawn to this oasis of whimsy in the desert’s void.

The Amargosa Opera House features original hand painted murals by Marta Becket.
The Amargosa Opera House features original hand painted murals by Marta Becket.

Peak Years and Legacy Building (1970s–2017)

In 1974, Becket completed the murals and founded the nonprofit Amargosa Opera House, Inc. With support from friends and the Trust for Public Land, the organization purchased the entire town of Death Valley Junction. On December 10, 1981, it was listed on the National Register of Historic Places. Proper theater seats arrived in 1983, replacing garden chairs.

Becket performed relentlessly—often solo, later with partners like handyman Tom Willett (her comic foil until his 2005 death)—choreographing original ballets and pantomimes. Her shows ran Friday, Saturday, and Monday nights, drawing busloads during peak seasons. She lived simply in a shack behind the opera house, surrounded by cats, burros, peacocks, and the desert’s silence.

The 2000 documentary Amargosa, directed by Todd Robinson, cemented her legend. Becket retired from regular performances after the 2008–2009 season but returned sporadically until her final show on February 12, 2012. She continued painting and overseeing the venue until her death on January 30, 2017, at age 92.

Successors like ballerina Jenna McClintock (inspired as a child visitor and resident performer until 2016) carried the torch briefly, but the focus shifted to preserving Becket’s vision.

Current Status (As of November 20, 2025)

Death Valley Junction remains a near-ghost town—population under 10, no gas stations, no grocery stores, and vast emptiness punctuated by derelict borax-era ruins. Yet the Amargosa Opera House and Hotel endures as a nonprofit-run cultural beacon, owned and operated by Amargosa Opera House, Inc.

The 23-room hotel is open year-round, offering basic, historic accommodations (no TVs, but WiFi and air conditioning) to travelers seeking quirky desert lodging. The adjacent Amargosa Cafe, once a staple, remains closed following prior operational pauses.

The Opera House itself faces challenges from the desert’s extremes. Severe monsoon floods in August 2025 damaged the historic adobe walls, lobby, rooms, and irreplaceable murals, with water inundating the complex. Reserves depleted, the nonprofit launched urgent fundraising campaigns, raising over $18,000 by October 2025 toward a $50,000 goal for floor repairs, roof work, flood mitigation, utilities, insurance, and payroll. As of mid-November 2025, tours—normally daily at 9 AM and often evenings—were suspended, with resumption announced for November 2, 2025 (adults $20, children $10).

Performances are limited or on hiatus during recovery, though the venue occasionally hosts traveling musicians, theater, spoken word, and special events (check amargosaoperahouse.org for schedules). The murals—vibrant depictions of Becket’s imaginary patrons—remain the star attraction, a testament to one woman’s defiance of isolation.

Despite hardships, the Amargosa persists as a symbol of artistic resilience. Visitors describe it as a “miracle in the desert,” where the air still hums with Marta Becket’s spirit—whirling like the dust devils she loved to paint. In an era of fleeting digital spectacles, this hand-built theater reminds us that true creation can bloom anywhere, even in the bitter heart of nowhere. For the latest updates, visit the official site or contribute to preservation efforts.

William Franklin Keys

William Franklin Keys (September 27, 1879–1969) was a rugged American frontiersman, rancher, and miner who became a notable figure in the history of the Mojave Desert, particularly in what is now Joshua Tree National Park, California.

William F. Keys reenacts the scene of the fatal shooting of Worth Bagley - Photo NPS
William F. Keys reenacts the scene of the fatal shooting of Worth Bagley – Photo NPS

Early Life and Background

William Franklin Keys was born on September 27, 1879, in Palisade, Nebraska, to parents of Russian descent. In the early 1890s, his family relocated to Nebraska, where a young Bill began his journey into a rugged, self-reliant life. At age 15, he left home to work as a ranch hand, smelter worker, and miner, honing skills that would define his later years. His early adventures took him to Arizona, where he served as a deputy sheriff in Mohave County, and to Death Valley, where he befriended the colorful prospector Walter “Death Valley Scotty” Scott. Their association led to involvement in the infamous “Battle of Wingate Pass,” a swindle that added to Keys’ reputation as a tough frontiersman. By 1910, Keys arrived in the Twentynine Palms area of California, drawn to the harsh yet promising Mojave Desert.

Life in the Mojave Desert

In 1910, Keys took a job as custodian and assayer at the Desert Queen Mine in what is now Joshua Tree National Park. When the mine’s owner died, Keys was granted ownership of the mine as payment for back wages. In 1917, he filed for an 80-acre homestead under the Homestead Act, establishing the Desert Queen Ranch. He married Frances May Lawton in 1918, and together they raised seven children, three of whom tragically died in childhood and were buried on the ranch. The couple built a self-sufficient life, constructing a ranch house, schoolhouse, store, sheds, a stamp mill, an orchard, and irrigation systems, including a cement dam and windmill. Keys supplemented ranching with mining, operating a stamp mill to process ore for other miners and digging for gold and gypsum. His resourcefulness made the Desert Queen Ranch a symbol of early desert settlement.

The Wall Street Mill Dispute and Shootout

On May 11, 1943, a long-simmering feud with neighbor Worth Bagley, a former Los Angeles deputy sheriff, culminated in a fatal confrontation near the Wall Street Mill in what is now Joshua Tree National Park. The dispute centered on a property line and Keys’ use of a road that crossed Bagley’s land. Bagley, resentful of Keys’ access to the road for hauling ore to his mill, had posted a threatening sign: “KEYS, THIS IS MY LAST WARNING. STAY OFF MY PROPERTY.” On that fateful day, Keys, aware of the serious nature of such threats in the untamed desert, stopped his car to assess the situation. According to Keys, Bagley ambushed him, firing first. In self-defense, Keys returned fire, fatally shooting Bagley. Hours later, Keys turned himself in to authorities in Twentynine Palms, claiming he acted to protect his life.

Trial and Imprisonment

Keys was charged with murder and faced a contentious trial. The desert community was divided, with some viewing Keys as a hardworking homesteader defending his rights, while others saw him as an aggressor in a property dispute. The court convicted him, and he was sentenced to ten years at San Quentin Prison. During his incarceration, Keys utilized the prison library to educate himself, maintaining his sharp mind, which had been honed by years of navigating the desert’s challenges. His time in prison was marked by resilience, as he adapted to confinement with the same determination that had sustained him in the harsh Mojave.

Exoneration and Later Life

Keys’ conviction sparked controversy, and his wife, Frances, sought help from Erle Stanley Gardner, the renowned author of the Perry Mason novels and a frequent visitor to Joshua Tree. Gardner, moved by Keys’ story and convinced of his innocence, took up the case through his “Court of Last Resort,” a project dedicated to overturning wrongful convictions. Gardner’s investigation highlighted inconsistencies in the trial and supported Keys’ self-defense claim. In 1950, Keys was paroled, and in 1956, he received a full pardon, largely due to Gardner’s efforts. After his release, Keys returned to the Desert Queen Ranch, where he lived quietly until his death in 1969. To mark the site of the 1943 shootout, Keys placed a stone inscribed, “Here is where Worth Bagley bit the dust at the hand of W.F. Keys, May 11, 1943.” The original stone, vandalized in 2014, is now preserved in the Joshua Tree National Park museum, with a metal replica at the site.

Legacy

Bill Keys’ life embodies the tenacity and resourcefulness of early desert settlers. His Desert Queen Ranch, now part of Joshua Tree National Park, is preserved as a historic site, with park rangers offering guided tours from October to May to share his story. The ranch, with its array of buildings and mining equipment, stands as a testament to Keys’ ability to thrive in an unforgiving environment. The 1943 shootout, while a tragic chapter, underscores the challenges of frontier life, where disputes over land and resources could escalate to deadly confrontations. Keys’ exoneration, facilitated by Erle Stanley Gardner, highlights his enduring fight for justice. Today, the dirt road where the shootout occurred is a tourist attraction, and Keys’ story remains a compelling part of the Mojave Desert’s history.

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Atolia California – San Bernardino County Ghost Town

Atolia, California, is a ghost town in the Mojave Desert near Randsburg in northwestern San Bernardino County. Once a bustling tungsten mining hub, Atolia’s history is tied to the discovery of tungsten and its critical role in global industrial demands, particularly during World War I.

Atolia and mine in the Mojave Desert, circa 1908 postcard.
Atolia and mine in the Mojave Desert, circa 1908 postcard.

Origins and Discovery (1904–1906)

Atolia’s story began in 1904–1905 when prospectors Charles Taylor and Tom McCarthy discovered veins of scheelite, a tungsten ore, east of the Randsburg gold mine. Initially, miners in the nearby Randsburg and Johannesburg areas struggled with a creamy white substance called “heavy spar” in their placer gold operations, which was later identified as scheelite, a calcium tungstate mineral (CaWO4). In 1905, McCarthy found a 40-pound chunk of tungsten ore, sparking interest in the region’s tungsten potential. The Atolia Mining Company was established in 1906, funded partly by financier Bernard Baruch and operated by the Atkins-Kroll Company. The town’s name, Atolia, is a contraction of the surnames of two key figures, Atkins and DeGolia, who also oversaw the construction of a tungsten mill in 1907.

Boom Years and World War I (1906–1918)

Atolia’s growth accelerated during World War I (1914–1918) due to surging global demand for tungsten, a critical component in hardening steel alloys for armaments. The town became the world’s largest tungsten producer, with the Papoose Mine leading global scheelite production from 1908 to 1911. Ore grades in the Atolia Mining District ranged from 3.5wt% to 8.5wt% WO3, with some veins, such as those in the Papoose and Mahood mines, reaching up to 15.3wt% WO3. The value of tungsten ore skyrocketed from $6 for 30 pounds to over $1 per pound, fueling economic activity.

By 1916, Atolia’s population swelled to over 2,000. The town boasted a vibrant community with four restaurants, three general stores, three rooming houses, four pool rooms, two stationery stores, an ice cream parlor, a garage, three butcher shops, a dairy, a movie theater, a schoolhouse for 60 pupils, and a saloon named the “Bucket of Blood.” The Atolia News, a weekly newspaper edited by Erwin Lehmann, began publication in May 1916. The Randsburg Railway connected Atolia to nearby towns, facilitating the transport of goods and people.

A notable event during this period was the 1916 shipment of tungsten ore to Germany via the German cargo submarine Deutschland. With English naval blockades cutting off Germany’s tungsten supply, Atolia’s ore was transported under guard from the town’s depot to Barstow, then to Baltimore via the Santa Fe’s California Limited, and loaded onto the Deutschland for delivery. This operation underscored Atolia’s global significance during the war. However, the town also faced challenges, including illegal activities. In an undated raid, San Bernardino County Sheriff McMinn targeted Atolia’s gambling dens, confiscating a faro wheel and significant quantities of alcohol, aiming to curb its reputation as a “frontier town of ’49.”

Decline and Post-War Period (1919–1922)

The end of World War I in 1918 led to a collapse in tungsten prices, severely impacting Atolia’s economy. The Atolia Mining Company shipped no tungsten ore from 1920 to 1922, and the town’s post office closed in 1922. Many residents left, and businesses shuttered, leaving Atolia a shadow of its former self. The nearby California Rand Silver Mine, which saw a silver boom in 1919 with production exceeding $3 million in 1921, temporarily overshadowed Atolia’s tungsten operations.

Revival and Later Years (1923–1940s)

Tungsten mining resumed in the 1920s, with the Union Mine, the district’s chief producer, reopening in 1924. Production increased significantly, reaching nearly $250,000 in 1925 and surpassing that in 1926 and 1927. Between 1923 and 1939, the Atolia Mining Company sold over $3 million worth of ore, demonstrating the town’s resilience. During World War II, Atolia’s mines were reactivated, but open-pit methods and heavy machinery replaced thelabor-intensive underground mining of earlier years. Mining continued sporadically into the 1940s and possibly as late as 2007, though the town itself remained largely abandoned.

Geological Context

Atolia’s tungsten deposits are associated with hydrothermal vein systems in the Atolia quartz monzonite, an Upper Jurassic orthoclase-biotite tonalite. The mineral assemblage includes high-grade scheelite with quartz, carbonates (calcite, dolomite, siderite), and minor pyrite, stibnite, and cinnabar. The deposits were influenced by the Garlock Fault and subparallel fracture zones, part of the San Andreas rift system, which facilitated the intrusion of Mesozoic granites and the formation of lode deposits. Scheelite’s weathering resistance, similar to quartz, also led to placer tungsten deposits in the region. From 1904 to 1950, Atolia produced nearly 90% of North America’s high-grade tungsten, totaling over 20 million pounds.

Legacy and Current State

Today, Atolia is a ghost town with remnants of its mining past, including open shafts, a few headframes, and a ball mill, located just off Highway 395. The Union #1 Mine’s headframe, a 100-foot-tall structure built in 1916, was a notable landmark until it collapsed and burned in a fire on October 27, 2014, alongside a pickup truck found in the debris. The site is marked by private property signs, and visitors are cautioned about open mine shafts. Atolia’s story reflects the boom-and-bust cycle typical of mining towns, driven by global demand for a critical resource. Its historical significance is preserved through photographs and records at the Rand Desert Museum and geological studies of the Atolia Mining District.

Conclusion

Atolia, California, rose from obscurity to global prominence as a tungsten mining hub, driven by the demands of World War I. Its brief but vibrant history, marked by economic booms, international intrigue, and eventual decline, encapsulates the transient nature of resource-driven communities in the Mojave Desert. Though now a ghost town, Atolia’s legacy endures in its contribution to North America’s tungsten production and its place in California’s mining history.

Atolia Town Map

Town Summary

NameAtolia California
LocationMojave Desert, San Bernardino County, California
Latitude, Longitude35.3147387,-117.6170878
GNIS1660280
Elevation3,280 Feet
Population2,000
Post Office1906 – 1922, 1927 – 1944

References

Goldome Mill

The heavily vandalized Goldome Mill outside of Ivanpah, California.  Photo by James L Rathbun
The heavily vandalized Goldome Mill outside of Ivanpah, California. Photo by James L Rathbun

The Goldome Mill is an abandoned modern mill site in the New York mountains of San Bernardino, California just off of the Ivanpah Road. The site was abandoned in the 1998 following the formation of the Mojave National Preserve by the California Desert Protection Act in 1994 and has slowly fallen into a state of decay. The mill site is currently classified as a Superfund Site by the Environmental Protection Agency which means that the site is known to contain hazardous waste which is improperly contained.

  Photo by James L Rathbun
Photo by James L Rathbun

The mill was named Goldome, meaning “an abnormal growth of gold” out of an optimism as to the fortunes of those who invested in this venture. The construction of the site is very modern and industrial in appearance. All of the buildings are of metal construction and probably built during the late 1970s or early 1980s. All of the milling equipment, such as the trommel and sluice boxes appear to silently rest in state. This site was likely the mill site of choice for near by mines of its era, such as the Morning Start Mine

Establishment and Operations

The Goldome Mill was constructed in the late 1970s or early 1980s, during a period of renewed interest in gold mining driven by economic factors and technological advancements. The mill’s modern, industrial design featured metal buildings, a stark contrast to the wooden stamp mills of earlier eras, such as the Lost Horse Gold Mill in Twentynine Palms. The facility was equipped with advanced processing equipment, including an ore dump and grizzly, a long conveyor to a giant ball mill, froth flotation cells, filters, and large cyanidation tanks for gold extraction. A control panel with a mimic board in the mill office allowed operators to oversee the entire operation.

The milling process began with ore being fed into the grizzly, transported via conveyor to the ball mill for grinding, and then processed through froth flotation to separate gold-bearing minerals. The resulting slurry was treated in cyanidation tanks, where cyanide leached gold from the ore, a common method in modern gold mining despite its environmental risks. The mill’s capacity was significant, making it one of the largest and most advanced milling operations in the region, capable of processing large volumes of ore. However, specific production figures for the Goldome Mill are not well-documented, likely due to its short operational period.

The mill was operated by a company, likely a corporate entity such as those common in San Bernardino County’s mining landscape (e.g., Castle Mountain Venture or PAN American Minerals Inc.), though exact ownership details are scarce. The name “Goldome,” meaning “an abnormal growth of gold,” reflected the optimism of investors hoping to capitalize on the region’s mineral wealth. The mill processed ore from nearby gold claims in the New York Mountains, an area with a history of small-scale prospecting but limited large-scale success.

Environmental and Regulatory Challenges

The Goldome Mill’s operations were curtailed by environmental and regulatory factors. The establishment of the Mojave National Preserve in 1994 restricted mining activities, as new claims were prohibited, and existing operations faced increased scrutiny. By 1998, the mill was abandoned, likely due to a combination of declining ore quality, rising operational costs, and regulatory pressures. The site’s designation as a Superfund Site by the Environmental Protection Agency (EPA) indicates that it contains hazardous waste, likely from cyanide used in gold extraction, which was improperly contained. The presence of half-full cyanidation tanks and other hazardous materials has made the site a concern for environmental cleanup efforts.

The harsh Mojave Desert environment has also contributed to the site’s deterioration. While the metal structures remain intact, the mill has been heavily vandalized and looted, with graffiti and scattered debris marking the site. Explorers have noted hazards such as a large beehive in the main building, which has deterred some from fully investigating the interior. Despite these challenges, the mill’s open layout and intact equipment make it a compelling site for historians and urban explorers.

Decline and Abandonment

The Goldome Mill ceased operations by 1998, a mere two decades after its construction, reflecting the transient nature of modern mining ventures in the region. Several factors contributed to its closure. First, the quality of gold ore in the New York Mountains may have been insufficient to sustain large-scale milling, as many San Bernardino County mines struggled with low-grade deposits. Second, the economic viability of the operation was likely undermined by fluctuating gold prices and high maintenance costs for the sophisticated equipment. Finally, the creation of the Mojave National Preserve imposed strict regulations, limiting access to new claims and increasing environmental compliance costs.

After abandonment, the mill fell into disrepair, with its tunnels sealed but the milling operation left accessible. The site’s isolation and lack of fencing have made it vulnerable to vandalism, yet its robust construction has preserved much of the infrastructure, including the ball mill, flotation cells, and cyanidation tanks. The absence of gates or fences along the access road has allowed explorers to visit, though the EPA’s Superfund designation underscores the need for caution due to hazardous materials.

Graffitti on a wash plant at the Goldome Mill.    Photo by James L Rathbun
Graffitti on a wash plant at the Goldome Mill. Photo by James L Rathbun

In 2017, political vandals posing as “street artists” decided on their own to deface the site as part of their environmental message and forever changed the face of this site. The mill at Goldmine is heavily vandalized and at the time of our visit during the riots following the murder of George Floyd gave the site an uneasy felling. It is not too far a reach to understand that they vandals who defaced this site could be burning our cities down.

At the Goldome Mill, the work of vandals is undone by the harsh Mojave Desert.  Photo by James L Rathbun
At the Goldome Mill, the work of vandals is undone by the harsh Mojave Desert. Photo by James L Rathbun

During our visit to the site, a large swam of bees built a hive in the main building. This prevented me from entering and exploring further, however, I will return to do so, at some point.

Goldome Mill Map

Recently, I discovered that a youtube channel called Jessie’s Drone Adventures referenced our site in the video 10 ABANDONED Places in California….You should NEVER Explore! in Jessie video, Golddoom is referenced as number four on this list.

Additional Reading