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Candelaria Nevada – Mineral County Ghost Town
Candelaria, located in Mineral County, Nevada, approximately 55 miles south of Hawthorne along U.S. Highway 95, is a classic example of a Nevada silver boomtown that rose rapidly in the late 19th century and faded into a ghost town by the mid-20th century. Situated in the Candelaria Hills at an elevation of about 5,665 feet, the site was dominated by rich silver deposits on the northern slopes of Mount Diablo. Today, the area features remnants of its mining past alongside a modern open-pit operation by Kinross Gold, which restricts public access to much of the historic townsite.
Discovery and Early Development (1860s–1870s)
Silver was first discovered in the area as early as 1863 or 1864 by Mexican prospectors searching for gold and silver in southwestern Nevada. The district, initially known as the Columbus District, saw limited activity until 1873, when the Northern Belle Mine (also called the Holmes Mine) began production. This mine became the district’s flagship operation, eventually yielding approximately $15 million in silver (a massive sum for the era). By 1875, the Candelaria district was the most productive silver area in southwestern Nevada.
In 1876, mills were built in nearby Belleville to process ore, and the town of Candelaria was platted. A post office opened that year (initially spelled “Candalara” until 1882). Early challenges included severe water scarcity—water was hauled from springs nine miles away, costing up to $1 per gallon—and the use of dry stamping mills, which produced toxic dust leading to high rates of “miners’ consumption” (silicosis or respiratory diseases).
Boom Years and Railroad Era (1880s–1890s)
The town boomed in the early 1880s, reaching a peak population of around 1,500–3,000 residents between 1881 and 1883. Candelaria became the largest settlement in what was then Esmeralda County (later Mineral County). It supported a vibrant community with two hotels, multiple stores and mercantiles, a bank, telegraph office, school, lumber yards, two breweries, three doctors, three lawyers, a newspaper (The True Fissure, published 1880–1886), and over 24 saloons. The town earned a reputation as one of Nevada’s roughest mining camps, with local papers jokingly reporting weeks with “no one killed or half-murdered.”
A pivotal development came in February 1882, when the Carson and Colorado Railroad (a narrow-gauge line owned by interests connected to the Virginia & Truckee Railroad) completed a 6-mile branch from Belleville Junction (near modern Mina) to Candelaria. This spur included dramatic wooden trestles and alleviated the water shortage by allowing tank cars to transport water. It also enabled efficient ore shipment and supply delivery, boosting prosperity. The railroad’s arrival marked the town’s peak, with engines like No. 1 named Candelaria in honor of the town.
However, setbacks included a fire in 1883 that destroyed parts of town and a prolonged strike in 1885 that halved production. The Panic of 1893 (a nationwide silver price crash) devastated the district, closing many mines and halting investment.
Decline and Later Mining (1900s–1930s)
Production recovered somewhat in the early 20th century, with the district yielding gold, silver, copper, and lead valued at nearly $1 million from 1903–1920 alone. Minor discoveries included variscite and turquoise in 1908. The railroad remained active into the late 1890s but saw declining use. By the 1930s, mines were idle again, and the post office closed in 1935 (or 1939 per some sources), marking the town’s effective abandonment.
A smaller subsidiary camp, Metallic City (about ¾ mile south), catered to a rowdier crowd and faded alongside Candelaria.
Modern Era and Current Status
Sporadic mining continued into the 20th century, but large-scale revival came in the 1980s–1990s with open-pit operations. Today, the Candelaria Mine (operated by Kinross Gold) is an active silver-gold site on Mount Diablo, producing through heap leaching. The historic townsite features scattered ruins: stone foundations, crumbling walls, miners’ cabins, a historic cemetery, and remnants like the old Wells Fargo building. Access is limited due to private mining land; visitors should respect restrictions and stay on public roads.
Mining Legacy
The Candelaria District produced an estimated $20–30 million in minerals historically, primarily silver from the Northern Belle and related veins. It exemplified Nevada’s silver rush era but highlighted challenges like water scarcity, health hazards from dry milling, and economic volatility tied to commodity prices.
Railroad Significance
The Carson and Colorado’s branch was crucial for Candelaria’s brief prosperity, connecting it to broader networks via Mound House and later Southern Pacific lines. The railroad, sold to Southern Pacific in 1900 and reorganized multiple times, operated until the mid-20th century in parts, but the Candelaria spur was abandoned as mining waned.
Candelaria’s story encapsulates Nevada’s mining heritage: explosive growth fueled by precious metals and railroads, followed by inevitable busts. For further exploration, sources like Stanley Paher’s Nevada Ghost Towns and Mining Camps and USGS bulletins provide detailed accounts. The site remains a poignant reminder of the Silver State’s boom-and-bust cycles.
Candelaria Town Summary
| Name | Candelaria Nevada |
| Location | Mineral County Nevada |
| Latitude, Longitude | 38.1589, -118.0892 |
| Nevada State Historic Marker | 92 |
| GNIS | 857457 |
| Elevation | 5,715 ft (1,742 m) |
| Post Office | August 1876 – November 1882 – 1941 |
| Newspaper | True Fissure June 12, 1880 – Dec 4, 1886 Chloride Belt Dec 10, 1890 – Dec 24, 1892 |
Candelaria Trail Map
Candelaria Personalities
 Christian Brevoort ZabriskieChristian Brevoort Zabriskie was a vice president and general manager Pacific Coast Borax Company located in Death Valley National Park. Zabriske served the Pacific Coast… |
 Francis Marion Smith – “Borax Smith”Francis Marion "Borax" Smith Francis Marion Smith, also known as "Borax" Smith was a miner and business man who made a fortune in the hostile… |
Resources
Ralston Station – Las Vegas and Tonopah Railroad
Ralston was a minor station along the Las Vegas and Tonopah Railroad (LV&T), established in September 1907 shortly after the line’s extension through the region. It is believed to have been named after nearby Ralston Valley (also known as Ralston Desert), a dry playa in Nye County, Nevada. Located beyond Rhyolite (at approximately milepost 123.4 on the line), Ralston served as a flag stop in a remote desert area between major mining hubs.
The Las Vegas and Tonopah Railroad (LV&T) was a short-lived but significant standard-gauge railroad constructed during Nevada’s early 20th-century mining boom. Incorporated on September 22, 1905, by Montana copper magnate and U.S. Senator William A. Clark, the 197.9-mile line connected Las Vegas (where it joined Clark’s San Pedro, Los Angeles and Salt Lake Railroad) to the booming gold mining districts of Goldfield and Tonopah. The railroad was built to capitalize on the Bullfrog Mining District discoveries, including towns like Rhyolite and Beatty.
Construction began rapidly: tracks reached Indian Springs by March 1906, Rose’s Well by June 1906, and Rhyolite by December 1906. The full line to Goldfield was completed with a ceremonial spike in October 1907. The LV&T competed fiercely with other lines, including Francis Marion “Borax” Smith’s Tonopah and Tidewater Railroad and the Bullfrog Goldfield Railroad. However, the anticipated mining bonanza fell short, leading to declining traffic.
The northern segment from Beatty to Goldfield operated only from 1908 to 1914, with tracks removed during World War I for scrap metal. Service to Beatty continued until 1918, when the entire line was abandoned on October 31, 1918. The right-of-way was later repurposed for parts of U.S. Highway 95.
Ralston Station: Establishment and Role
Ralston was a minor station along the LV&T, established in September 1907 shortly after the line’s extension through the region. It is believed to have been named after nearby Ralston Valley (also known as Ralston Desert), a dry playa in Nye County, Nevada. Located beyond Rhyolite (at approximately milepost 123.4 on the line), Ralston served as a flag stop in a remote desert area between major mining hubs.
The station’s primary purpose was to support limited local activity rather than heavy mining traffic. In 1907, a small settlement emerged, consisting of just a store and a saloon—the only structures ever built there. This supported a temporary camp of about 15 residents tied to nearby silica mining operations. Silica (a form of quartz used in glassmaking and other industries) was extracted in the area, and the railroad facilitated its transport.
Ralston never developed into a significant town or hub. It lacked the population, infrastructure, or mineral wealth of places like Rhyolite or Goldfield. Passenger and freight service was minimal, reflecting its status as a secondary stop on a route dominated by mining shipments and boomtown travel.
Decline and Legacy
As the Bullfrog District’s mines underperformed and the broader Nevada gold rush waned after 1910, traffic on the LV&T plummeted. The northern extension beyond Beatty was dismantled in 1914. Following this, silica operations at Ralston relocated to Cuprite, a site on the competing Bullfrog Goldfield Railroad, which offered better access.
By 1918, with the full abandonment of the LV&T, Ralston Station ceased operations entirely. The site faded into obscurity, becoming a ghost town remnant with no surviving structures documented today. It exemplifies the ephemeral nature of many railroad stops during Nevada’s mining era—briefly vital for resource extraction but quickly abandoned when economic viability ended.
Ralston’s history underscores the speculative frenzy of early 1900s railroad building in southern Nevada, where multiple lines raced to serve short-lived booms. Today, traces of the LV&T grade, including near Ralston, are visible along modern highways, serving as a reminder of this transient chapter in transportation and mining history.
Sources for this report include historical accounts from Wikipedia entries on the LV&T, ghost town databases (e.g., ghosttowns.com and nvexpeditions.com), and references in works like Shawn Hall’s Preserving the Glory Days: Ghost Towns and Mining Camps of Nye County, Nevada.
Bradford Siding – Tonopah and Tidewater
The Tonopah and Tidewater Railroad (T&T) was a standard-gauge shortline railroad that operated from 1907 to 1940, primarily serving the remote mining regions of eastern California and southwestern Nevada. Incorporated on July 19, 1904, in New Jersey by Francis Marion “Borax” Smith, president of the Pacific Coast Borax Company, the railroad was envisioned as a vital link to transport borax from Death Valley-area mines to markets, while also connecting to the booming gold and silver districts near Tonopah, Nevada, and potentially reaching “tidewater” (a Pacific port like San Diego). However, it never reached either endpoint on its own tracks, terminating instead at Ludlow, California (connecting to the Atchison, Topeka and Santa Fe Railroad) in the south and Gold Center, Nevada (near Beatty) in the north, spanning approximately 167 miles.
The T&T was constructed amid fierce competition, including obstacles from Senator William A. Clark’s Los Angeles and Salt Lake Railroad. Construction began in 1905, with the line reaching Death Valley Junction by 1907 and full operation shortly thereafter. It initially thrived on borax haulage but later diversified into other minerals, passengers, and general freight. The railroad outlasted competing lines in the Death Valley region, providing essential service to isolated desert communities until its abandonment in 1940, with rails removed during World War II for scrap.
Location and Role of Bradford Siding
Bradford Siding was a minor but functionally important stop on the T&T mainline, located at milepost (MP) 128.01, approximately 6 miles north of Death Valley Junction, California, in Inyo County near the Nevada border. It was classified as a siding—a short spur track allowing trains to pass or load/unload—rather than a full station. The siding featured a spur line extending to nearby clay pits, making it a key loading point for non-borax minerals.
The site was situated along the Amargosa River valley route, where the T&T paralleled modern California State Route 127. Heading north from Death Valley Junction, the line passed Bradford Siding before entering Nevada stations like Jenifer and Scranton.
Origins and Naming
Bradford Siding was named after John Bradford, a local operator involved in early clay mining and transportation in the Amargosa Valley. Around 1916–1925, large clay deposits were discovered just over the state line in Nevada by prospectors like Ralph “Dad” Fairbanks. Initial operations involved small-scale mining, with clay hauled by tractor (notably Holt caterpillar tractors operated by John Bradford) across the desert to the siding for loading onto T&T railcars. Bradford also maintained a small milling operation and boiler at the site for processing.
By the mid-1920s, clay production increased, attracting interest from oil companies that produced hundreds of tons monthly using crude mills. The siding became the primary transloading point, as direct rail access to the Nevada pits was limited.
Peak Operations and Connection to Clay Mining (1920s–1930s)
Bradford Siding gained prominence in the late 1920s after the Pacific Coast Borax Company relocated its primary operations to Boron, California, in 1927, reducing borax traffic on the T&T. To sustain revenue, the railroad diversified, hauling alternative commodities such as lead from Tecopa, gypsum, talc, and—significantly—feldspar and clay from Bradford Siding.
In 1926, clay operations consolidated under the Death Valley Clay Company, which acquired a former borax plant in Death Valley Junction. To improve efficiency, the company extended the narrow-gauge (3-foot) Death Valley Railroad (DVRR, a separate borax-haul line from Ryan to Death Valley Junction) northward. This extension ran parallel to the T&T mainline using a third rail for dual-gauge operation, reaching Bradford Siding and then branching into Nevada to serve the clay pits directly.
This setup allowed clay to be transported via narrow-gauge from the mines to Bradford, where it was transferred to standard-gauge T&T cars for long-haul shipment. The arrangement supported growing production from pits like the Bell Pit and Associated Pit.
After the DVRR ceased operations in 1931, the T&T took over the Bradford spur, converting it to standard gauge. This ensured continued service to the clay mills through the 1930s, even as overall T&T traffic declined amid the Great Depression and waning mining activity. As late as 1931, remnants of John Bradford’s original mill and boiler remained visible at the siding, though no longer operational.
Decline and Abandonment
By the late 1930s, the T&T faced insurmountable challenges: declining mineral output, competition from trucks and highways, and financial strain. The railroad ceased operations in 1940. Bradford Siding, tied to the diminishing clay trade, was abandoned alongside the mainline. The site reverted to desert, with no significant structures surviving. Rails were removed in the early 1940s for wartime scrap metal.
Legacy
Bradford Siding exemplifies the T&T’s adaptation from borax dependency to diversified mineral hauling, extending the railroad’s viability into the 1930s. Today, it remains a obscure historical footnote, with the former right-of-way traceable along modern roads near the California-Nevada border. Remnants of the grade and occasional artifacts can still be found by explorers, highlighting the harsh desert environment that both enabled and ultimately doomed such remote rail operations.
The T&T’s story, including stops like Bradford, is preserved through sources such as historical societies, abandoned rail databases, and accounts in works like David F. Myrick’s Railroads of Nevada and Eastern California. It underscores the transient nature of early 20th-century desert railroading in support of America’s mining frontier.
Shoshone Station – Tonopah and Tidewater
The Tonopah and Tidewater Railroad (T&T) was a significant historical railroad that operated in eastern California and southwestern Nevada from 1907 to 1940. Primarily built to transport borax from mines east of Death Valley, it also carried lead, clay, feldspar, passengers, and general goods. Shoshone Station, located in Inyo County, California, served as a crucial stop along this line, contributing to the development of the village of Shoshone and supporting mining and early tourism in the Death Valley region.
History of the Tonopah and Tidewater Railroad
Incorporated on July 19, 1904, by Francis Marion Smith in New Jersey, the T&T aimed to connect the mining town of Tonopah, Nevada, to a tidewater port, initially planned for San Diego but never realized. Construction began in 1905 from Ludlow, California, after an initial attempt from Las Vegas was abandoned due to competition from William A. Clark’s Las Vegas and Tonopah Railroad. The route traversed harsh desert terrain, including blasting through Amargosa Canyon over three years, and reached Death Valley Junction by 1907, with a branch line to the Lila C. borax mine.
In 1908, the T&T merged with the Bullfrog Goldfield Railroad, extending service to Goldfield via Beatty and enabling connections to Tonopah. During World War I, it came under U.S. Railroad Administration control, and the competing Las Vegas and Tonopah line was abandoned in 1918. The Lila C. mine depleted by 1913, leading to the creation of the narrow-gauge Death Valley Railroad for new borax operations at Ryan. Peak operations involved up to 16 steam locomotives, mostly Baldwin models like 2-8-0 and 4-6-0, hauling freight and passengers.
Decline began in 1927 when Pacific Coast Borax shifted to Boron, California, reducing borax traffic. The line shortened with the abandonment of the Bullfrog Goldfield segment in 1928, focusing on lesser cargoes like lead from Tecopa and feldspar from Bradford Siding. In the 1930s, the T&T promoted tourism, offering Pullman sleepers from Los Angeles to Death Valley Junction for attractions like Furnace Creek Inn, but the Great Depression curtailed this. Abandonment was filed in 1938 and approved in 1940 due to $5 million in debt and flood damage. Rails were removed in 1943 for World War II scrap, and ties were repurposed for local buildings.
Shoshone Station: Location, Role, and Development
Shoshone Station was positioned at milepost 96.95 on the T&T line, situated between Tecopa and Death Valley Junction in the Mojave Desert section of the route. It functioned as a whistle-and-water stop, essential for locomotive maintenance and crew operations in the remote desert environment. This station played a pivotal role in facilitating reliable crossings through challenging terrain, supporting the railroad’s longevity compared to other short-lived Death Valley lines.
The establishment of Shoshone Station directly led to the growth of Shoshone village, transforming it from a mere railroad halt into a community hub for mining and tourism. Key buildings associated with the station include the Station House, originally located in Evelyn (north of Shoshone), where it served as the crew’s office and residence for track maintenance every 20 miles. It was relocated to Shoshone in the 1940s and now functions as a studio. Additionally, the T&T restaurant in Shoshone burned down in 1925 during a fire that threatened the town; it was rebuilt using adobe bricks made on-site by the railroad’s bridge gang and later served as offices for the Inyo County Sheriff.
Notable events at Shoshone include the last run of the T&T in 1940, marked by a ceremonial gathering with California State Senator Charles Brown and others accompanying Locomotive No. 8. The station’s infrastructure, including a wooden staircase and railway car, is documented in historical photographs from the early to mid-20th century.
Significance and Legacy
Shoshone Station’s significance extended beyond logistics; it enabled the T&T to outlast competitors by over 30 years, bolstering mining communities and pioneering tourism in Death Valley. The railroad opened vast desert regions to economic activity, though it faced ongoing challenges from floods, competition, and shifting industries.
Today, the T&T’s rails are gone, but remnants of the trackbed serve as hiking trails in Death Valley National Park. Surviving artifacts, such as boxcar #129 and caboose #402, are preserved in museums like the Southern California Railway Museum. The Tonopah & Tidewater Railroad Historical Society, formed in 2015, promotes its history, with exhibits at the Shoshone Museum covering the railroad alongside local topics. Shoshone itself remains a small community at an elevation of 1,585 feet, preserving ties to its railroad origins through historical buildings and tours.
Conclusion
Shoshone Station exemplifies the T&T Railroad’s role in shaping the American Southwest’s industrial and cultural landscape. From its humble beginnings as a desert stop to its enduring legacy in historical preservation, it highlights the era’s ambitious yet precarious rail ventures. Further exploration of sites like the Shoshone Museum or Death Valley National Park can provide deeper insights into this chapter of history.
Valjean Station – Tonopah and Tidewater
Valjean (sometimes spelled Val Jean) was a minor station and siding on the Tonopah and Tidewater Railroad (T&T) line in San Bernardino County, California, in the Mojave Desert. It was located south of the Death Valley region, between the stations of Dumont (to the north) and Riggs (to the south), near Silver Lake and the modern alignment of Interstate 15.
Valjean served primarily as a water stop, siding for passing trains, and minor freight point in an otherwise remote stretch of desert. There is little evidence of significant mining or settlement directly associated with the station, suggesting it was mainly operational for railroad maintenance and logistics. The arid location near dry lakes and playas made it a typical “whistle stop” on desert railroads.
Introduction to the Tonopah and Tidewater Railroad
The Tonopah and Tidewater Railroad (T&T) was a historic standard-gauge railroad that operated from 1907 to 1940 in eastern California and southwestern Nevada. Founded by Francis Marion “Borax” Smith, president of the Pacific Coast Borax Company, the railroad was originally envisioned to connect the mining boomtown of Tonopah, Nevada, to tidewater ports in San Diego, California, for efficient export of minerals, particularly borax.
Due to political and competitive pressures from Senator William A. Clark’s San Pedro, Los Angeles & Salt Lake Railroad (later part of the Union Pacific), the northern terminus was limited to Gold Center near Beatty, Nevada (later extended via acquisitions to Goldfield). The southern terminus became Ludlow, California, on the Atchison, Topeka and Santa Fe Railway. The T&T spanned approximately 230 miles through harsh desert terrain, including the Amargosa River valley and areas near Death Valley.
The railroad primarily hauled borax from Death Valley-area mines (interchanging with the narrow-gauge Death Valley Railroad at Death Valley Junction), as well as talc, clay, lead, feldspar, passengers, and general freight. It outlasted competing lines in the region but ceased operations in 1940 due to declining traffic. Rails were removed in 1942–1943 for World War II scrap metal, and the line was officially abandoned by 1946.
Much of the former right-of-way parallels California State Route 127 and is accessible for historical exploration or off-roading.
Location and Role of Valjean Station
Valjean (sometimes spelled Val Jean) was a minor station and siding on the T&T line in San Bernardino County, California, in the Mojave Desert. It was located south of the Death Valley region, between the stations of Dumont (to the north) and Riggs (to the south), near Silver Lake and the modern alignment of Interstate 15.
The sequence of southern stations included:
- Tecopa
- Acme
- Sperry
- Dumont
- Valjean
- Riggs
- Silver Lake
- Baker
- … continuing to Ludlow
Valjean served primarily as a water stop, siding for passing trains, and minor freight point in an otherwise remote stretch of desert. There is little evidence of significant mining or settlement directly associated with the station, suggesting it was mainly operational for railroad maintenance and logistics. The arid location near dry lakes and playas made it a typical “whistle stop” on desert railroads.
Historical Significance
As part of the T&T, Valjean Station exemplified the challenges of desert railroading: extreme heat, water scarcity, and isolation. The line’s construction through areas like the Amargosa Canyon required massive engineering efforts, and stations like Valjean supported crew changes, water supply for steam locomotives, and train operations.
In its later years, the T&T shifted toward hauling talc and clay from regional mines, and Valjean likely facilitated some of this traffic. The station’s obscurity highlights how the T&T served sparse desert communities long after the early 20th-century mining booms faded.
Current Status
Today, Valjean Station is abandoned, with no standing structures documented in available sources. The railroad grade remains visible in places, crossing the desert landscape. Explorers and railroad historians occasionally visit remnants along the T&T route, but Valjean appears to have left minimal physical traces compared to more prominent sites like Death Valley Junction or Tecopa.
The former T&T corridor is of interest to off-road enthusiasts, hikers, and those tracing abandoned railroads. Some sections fall within or near protected areas like Death Valley National Park or the Mojave National Preserve.
Conclusion
Valjean Station represents a small but integral part of the Tonopah and Tidewater Railroad’s legacy as a vital lifeline across the Mojave Desert. While not a major hub, it supported the operations of one of the last railroads to serve the Death Valley region. Its story reflects the rise and fall of early 20th-century desert mining and transportation, leaving behind faint traces in an unforgiving environment. For further reading, resources like David F. Myrick’s Railroads of Nevada and Eastern California or the Abandoned Rails website provide detailed maps and histories.