John Henry Cordes

John Henry Cordes (1853–1919) stands as a quintessential figure in the annals of Arizona’s territorial history—a German immigrant whose grit and vision transformed a remote stage stop into a enduring settlement amid the rugged Bradshaw Mountains. Born in Prussia on June 2, 1853, Cordes embodied the wave of European pioneers drawn to the American West by dreams of opportunity and reinvention. His life, spanning from the bustling ports of New York to the sun-baked trails of Yavapai County, wove together threads of mining, ranching, and frontier commerce, leaving an indelible mark on central Arizona. Through his establishment of Cordes and the Cordes Ranch, he not only facilitated the flow of people and goods across the territory but also laid the foundation for a family legacy that persists in the region’s landscape and lore.

Early Life and Immigration (1853–1875)

John Henry Cordes was born on June 2, 1853, in Prussia (modern-day Germany), during a period of political upheaval and economic strain that prompted waves of European emigration to the United States. Little is documented about his childhood or family origins, but like many young men of his era, Cordes sought opportunity across the Atlantic amid the promise of America’s expanding frontiers. He immigrated to the United States in his early twenties, settling initially in New York City, a bustling gateway for German immigrants. There, on an unspecified date in the mid-1870s, he met Elise “Lizzie” Schrimpf, another Prussian immigrant with whom he would forge a lifelong partnership.

In 1876, at the age of 23, Cordes formalized his commitment to his new homeland by becoming a naturalized U.S. citizen in New York, a rite of passage that symbolized his break from Old World ties and embrace of American possibility. Restless and drawn westward by tales of mineral riches and untamed lands, Cordes departed for Arizona Territory in 1875. His journey mirrored that of countless pioneers: a grueling trek by rail, steamer, and stagecoach through the Southwest’s harsh terrains, where Apache raids and lawless outposts tested the mettle of even the hardiest souls. Arriving in the Bradshaw Mountains—a jagged spine of quartzite and granite riddled with silver and gold veins—Cordes embodied the archetype of the European laborer turned prospector, his Teutonic precision ill-suited yet adaptable to the chaotic rhythm of the American West.

Arrival in Arizona: Labor, Marriage, and the Mining Frontier (1875–1883)

Cordes’s first foothold in Arizona was in Prescott, the territorial capital founded just a decade prior in 1864 as a bulwark against Native American resistance. Here, amid the ponderosa pines and bustling saloons of Whiskey Row, he took up manual labor, contributing to the construction of the Yavapai County Courthouse by crafting bricks from local clay—a foundational task that literally built the infrastructure of emerging Anglo settlement. Prescott in the 1870s was a microcosm of frontier flux: a mix of soldiers from Fort Whipple, miners from the nearby Walker district, and merchants hawking everything from Levi’s to laudanum. Cordes’s brick-making stint, though unglamorous, honed his entrepreneurial instincts and connected him to the territory’s mining elite.

By 1878, Cordes had ventured deeper into the Bradshaws, securing work at the Tip Top Mine near the ghost town of Gillett—a silver boomtown named for its superintendent, Dan B. Gillett, and plagued by Apache depredations that culminated in its abandonment in 1884. The Tip Top, one of the district’s richest strikes, yielded over $2 million in silver by the early 1880s, its ore processed at a bustling stamp mill where Cordes toiled on night shifts, tending machinery that pulverized rock into gleaming bullion. To supplement his wages, he moonlighted as a bartender at local saloons, navigating the rowdy milieu of Cornish miners, Mexican laborers, and claim-jumpers fueled by Agavero and tall tales of lost ledges.

It was in Gillett that Cordes’s personal life took root. In 1880, he married Lizzie Schrimpf in Prescott, a union arranged through transatlantic correspondence—Cordes had “sent for” her from New York, where she had immigrated separately. Lizzie, born Elise in Prussia, adopted her nickname upon arrival in Arizona, stepping off the stage from Maricopa Wells into the dust-choked heat of Phoenix before the arduous wagon ride north. Their first child, Charles Henry, arrived on February 11, 1882, amid the mill’s ceaseless clamor—a harbinger of the large family they would raise in the shadow of the Bradshaws. These early years tested the couple: Gillett’s isolation, coupled with the 1882 lynching of a local rancher by vigilantes, underscored the territory’s volatility, yet Cordes’s frugality—saving from double shifts—laid the groundwork for his next venture.

Founding Cordes: From Stage Stop to Community Anchor (1883–1900)

By 1883, with savings of $769.43 and a young family in tow, Cordes purchased Antelope Station, a modest adobe waystation along the Black Canyon Stage Route—a vital north-south artery connecting Prescott to Phoenix via the California and Arizona Stage Company. Situated in Steer Creek Canyon at the Agua Fria River’s watershed, the station—15 miles south of Mayer and 60 miles north of Phoenix—offered scant amenities: a single-room adobe, a corral for weary horses, and a well amid creosote and mesquite. Cordes transformed it into a thriving outpost, serving freighters hauling ore from the Bradshaws, prospectors bound for Poland Basin strikes, and ranchers driving cattle to market.

The Black Canyon Route, prior to the 1887 arrival of the Santa Fe, Prescott and Phoenix Railway, was Arizona’s busiest overland corridor, ferrying passengers, mail, and gold dust through Apache-haunted canyons. Cordes’s station became a nexus: he dispensed provisions, stabled teams of 20-mule hitches, and even moonlighted as an informal banker, safeguarding miners’ poke sacks against highwaymen. Lizzie managed the household with Teutonic efficiency, cooking sauerkraut suppers and birthing five more children—three daughters and two sons—while tending a burgeoning garden against the alkaline soil.

In 1886, seeking permanence, Cordes petitioned for a post office under “Antelope,” honoring the station’s name and the pronghorn that grazed the valley. Postal authorities, citing confusion with Antelope Valley near the Bradshaws, denied it; undeterred, he reapplied as “Cordes,” etching his name into Arizona’s gazetteer. The post office opened that year, cementing the settlement’s identity. By the late 1880s, mining booms in nearby districts—silver from Big Bug Creek, gold from Rich Hill—swelled traffic, turning Cordes into a supply depot where prospectors traded dust for beans and blasting powder. Cordes diversified into cattle ranching, his herds lowing across the mesa, while the family home expanded with frame additions, a testament to their growing prosperity.

Maturity and Expansion: Ranching, Family, and Frontier Resilience (1900–1919)

As the 20th century dawned, Cordes evolved from transient stop to rural hub. The arrival of the railroad in 1887 siphoned some stage traffic, but it bolstered mining: ore wagons rumbled to railheads at Agua Fria, and Cordes’s station adapted, shipping wool and hides southward. Son Charles, the eldest, assumed management by 1900, earning bookkeeping credentials before pivoting to sheepherding—a lucrative trade in Yavapai’s grassy valleys, peaking under the 1934 Taylor Grazing Act. John Henry, ever the patriarch, oversaw the general store—a treasure trove of calico, canned peaches, and Levi’s—while Lizzie wove the social fabric, hosting quilting bees and school lessons in their adobe.

The family’s resilience shone through adversity. Fires razed nearby Gillett in 1884, and droughts parched the ranges in the 1890s, yet Cordes endured. World War I brought bittersweet notes: son Fred served overseas, returning in 1919 just as influenza stalked the West. John Henry’s health, weathered by decades of desert toil, faltered that winter. After a brief illness—pneumonia, compounded by age—he succumbed on March 26, 1919, at 65, in Prescott’s Consolidated Hospital. His obituary in the Weekly Journal-Miner lauded him as “a fine type of gentleman, kind and considerate to all,” a pioneer whose “substantial interests” spanned over a third of a century. He was interred at Mountain View Cemetery in Prescott, his grave a quiet sentinel amid the pines.

Lizzie outlived him by decades, passing in 1944 as the post office shuttered, but not before seeing their progeny—six children, dozens of grandchildren—scatter across Arizona, from Mayer’s schools to Phoenix’s boardrooms. Grandson Henry E. Cordes carried the sheep legacy into the 1930s, appointed guardian of grazing lands by the Arizona Wool Growers’ Association.

Legacy: A Name Etched in Desert Stone

John Henry Cordes’s imprint on Arizona transcends biography; it is geography itself. The ghost town of Cordes, bypassed by Interstate 17 in the 1950s, endures as a cluster of ruins—a 1912 barn, a shuttered 1973 gas station, the family home—on private land where descendants still reside. Cordes Junction, Exit 262 on I-17, hums with truckers and tourists, a neon-lit echo of the stage stop’s heyday. Henry Cordes Park in Steer Creek Canyon honors grandson Henry, a nod to the family’s stewardship.

As a fourth-generation descendant, Kelly Cordes, noted in 2021, many kin became educators, shaping Prescott’s classrooms just as John Henry built its courthouse. Six generations later, the Cordes saga—from Prussian émigré to wool baron—embodies Arizona’s alchemy: turning immigrant grit into enduring legacy amid the saguaro and stone. In the Bradshaw’s whisper, John Henry Cordes remains the quiet architect of a corner of the West.

Grand Canyon Railroad

The Grand Canyon Railroad is a 64 miles railroad which connects Williams Arizona to the South Rim of the Grand Canyon. The original 64 mile route was built by the Atchison, Topeka and Santa Fe Railway company in order to construct and promote the Grand Canyon Village. The railroad was completed on September 17th, 1901. in 1901 a ticket could be purchase for the sum of $3.95.

First Train to Carry Passengers all the way to Grand Canyon Village. 
SEPT. 17, 1901. Photo By G.L. ROSE.
First Train to Carry Passengers all the way to Grand Canyon Village. SEPT. 17, 1901. Photo By G.L. ROSE.

The El Tovar Hotel is completed in Janurary, 1905. The hotel is constructed by the Santa Fe Railway to accommodate train passengers and uniquely located just 20 feet from the Canyon Rim. The initial success of this railroad is diminished with the widespread adaptation of the automobile and the highway system. Passenger Service is halted in July 1968 and later freight service is halted in 1974.

In 1988, the line is purchased by Max and Thelma Biegert, who restored the railroad and started operations in 1989. The Biegerts made their fortune in Nevada, operated the line until 2006 when the railroad was again sold to Xanterra Travel Collection. Today, the railroad offers both diesel and steam engine service and operates as a Heritage Railway and gives the passenger a brief means of enjoying a by gone era.

The Polar Express

Every winter, following the release of the Christmas classic movie the Polar Express, the Grand Canyon Railway’s offers a special train serice, the Polar Express. The Polar Express is a 90 minute journey from the nighttime wilderness of Williams, Arizona, to “the North Pole”. During the journey, passengers are encouraged to sing and treated with hot chocolate and a reindeer bell.

Our son, nephew and niece poising with The Grand Canyons Railroad's engine number 29 - The Polar Express
Our son, nephew and niece poising with The Grand Canyons Railroad’s engine number 29 – The Polar Express

Grand Canyon Railroad Map

Grand Canyon Railroad Summary

Name Grand Canyon Railroad
LocationCoconino County, Arizona
Grand Canyon National Park
Years of OperationSeptember 17th, 1901 – Current
GaugeStandard Gauge – 4 feet 8.5 inches (1,435 mm)
National Register of Historic Places00000319

References

Bodie and Benton Railroad

The Bodie and Benton Railway (also known under successive corporate names including the Bodie Railway & Lumber Company and Mono Lake Railway) was a 3-foot narrow-gauge railroad in Mono County, California. It operated as an isolated common carrier, never connecting to the broader U.S. rail network. Its primary purpose was to supply the booming gold-mining town of Bodie with lumber for construction and firewood for heating and powering steam engines in mills, mines, and businesses.

Bodie Railroad Station, Bodie State Historic Park, Bodie, Mono County, CA.  Historic American Buildings Survey (Library of Congress) - DeHaas, John N, Jr, photographer
Bodie Railroad Station, Bodie State Historic Park, Bodie, Mono County, CA. Historic American Buildings Survey (Library of Congress) – DeHaas, John N, Jr, photographer

Founding and Purpose

Bodie experienced a major gold rush in the late 1870s, reaching a peak population of around 8,000–10,000 by 1880. The high-altitude town (about 8,375–8,500 feet) had an urgent need for wood, as the surrounding area offered little local timber. Jeffrey pine forests south of Mono Lake provided a solution.

On February 18 or 19, 1881, investors (including figures associated with Bodie’s mines such as the Cool brothers, Henry M. Yerington, Robert Graves, and J.W. Haynie) organized the Bodie Railway and Lumber Company. They secured timber rights (around 12,000 acres) and built a sawmill complex at Mono Mills on the eastern shore of Mono Lake. The mill was capable of producing about 80,000 board feet of lumber in a 10-hour shift (or up to 15 million board feet and 100,000 cords of wood annually at peak capacity).

Bodie Railway and Lumber Company Locomotive. Photo courtesy of McDonnell sisters.
Bodie Railway and Lumber Company Locomotive. Photo courtesy of McDonnell sisters.

Construction of the Route

Surveying of the route began in March 1881 under J.T. Oliver. Grading started in May 1881 at the top of Bodie Bluff and progressed southward. Key construction features addressed the challenging terrain:

  • Total mainline length: approximately 31.74 miles (often rounded to 32 miles).
  • Elevation gain: 2,074 feet from Mono Mills to Bodie (roughly 6,400–6,500 feet at the lake end to 8,500 feet at Bodie).
  • Ruling grade: 3.8% (steep for a common carrier but manageable for a logging line, so no geared locomotives were needed).
  • Engineering challenges: Two switchbacks, numerous cuts, fills, and a notable 260-foot trestle (plus a shorter one near Mono Mills). The route descended from Bodie via Warm Springs and Lime Kiln stations before reaching the Mono Lake flats and Mono Mills.
  • Materials: About 2,000 tons of rails, spikes, and related supplies were hauled in (some via Mono Lake barges or overland from the Carson & Colorado Railroad). Total construction cost for the roadbed was roughly $450,000–$1 million (sources vary; equipment added further expense).

Tracklaying followed grading closely. The first 20 miles of roadbed were graded by mid-July 1881. Rails arrived in August, and the final grading to Mono Mills was completed concurrently. The last spike was driven on November 14, 1881, and the first lumber train (two cars) arrived in Bodie that day, marking the official opening. Temporary logging spurs into the timberlands were added in 1882.

In 1882, encouraged by early success, the company renamed itself the Bodie and Benton Railway and Commercial Company and began grading an extension from Warm Springs station toward Benton (aiming to connect with the Carson & Colorado Railroad). About nine miles were graded, but no track was laid, and the project was abandoned (possibly due to concerns about competition from other lumber sources). The railroad retained the “Bodie and Benton” name despite never reaching Benton.

“The Mono,” the Bodie to Benton railroad locomotive. Photo courtesy of the Mono Basin Historical Society.
“The Mono,” the Bodie to Benton railroad locomotive. Photo courtesy of the Mono Basin Historical Society.

Years of Operation

  • Opening: November 14, 1881.
  • Peak and ongoing service: 1881 through the early 20th century, with seasonal interruptions (typically closing in winter due to snow).
  • Name and ownership changes: Reverted to Bodie Railway & Lumber Company in 1893; became Mono Lake Railway and Lumber Company in 1906; Mono Lake Railway (or similar) around 1908. The lumber and rail operations were sometimes separated.
  • Abandonment: The California Railroad Commission approved abandonment on September 6, 1917. Dismantling began in late July 1918 at the Bodie end and was largely complete by September 1918. Rails (about 2,300 tons of rail and scrap) were trucked to Benton Station for shipment on the Southern Pacific (ex-Carson & Colorado). Some equipment may have been sold overseas (reports mention Hawaii or the Philippines), though most locomotives were scrapped at Mono Mills.

Total operational lifespan was roughly 36–37 years (1881–1917/1918). At abandonment, the system measured about 38 miles including sidings and logging spurs.

Bodie Station (Northern Terminus)

Bodie Station served as the northern end of the line and the primary delivery point for the mining town of Bodie (elevation roughly 8,375–8,500 feet).

Located at the upper end of the route (near the end of what is now East Green Street in the mining district), it overlooked the town. Facilities included a depot building, a turntable for turning locomotives, a water tank or facilities, and sidings for unloading lumber and cordwood. The depot was more functional than ornate—closer to a house-like structure than a grand passenger station—because the railroad carried little or no regular passenger traffic. Trains typically arrived with flatcars of lumber that were unloaded for distribution to the town’s mills, mines, businesses, and residences.

The station remained in use throughout the railroad’s life. After abandonment in 1917–1918, the rails were removed, but the depot building survived. It still stands today within Bodie State Historic Park and is one of the better-preserved structures associated with the railroad. Because it sits in a restricted area with open mine shafts and unstable ground, public access is limited to special guided tours arranged through the Bodie Foundation or park staff. Historic American Buildings Survey photographs document its appearance.

Warm Springs Station

Warm Springs was an intermediate station roughly midway along the 32-mile route. It served as a practical operational stop and was the planned junction point for a never-completed extension toward Benton (intended to connect with the Carson & Colorado Railroad).

In 1882 the company graded about nine miles of the proposed Benton Branch starting from Warm Springs, but no track was laid and the project was abandoned. The station itself facilitated train operations on the main line, including meets, water or operational needs, and staging for the steeper grades ahead. Little physical infrastructure beyond basic sidings or a simple stop is documented as surviving.

Lime Kiln Station

Lime Kiln (also called Limekiln) Station lay about 12 miles south of Bodie on a steeper section of the grade (around 6,700 feet elevation). It was named for nearby lime kilns operated by Hank Blanchard (or earlier Aurora-area kilns), which produced lime for construction mortar and concrete used in Bodie.

The railroad station included a siding where incoming lumber flats from Mono Mills could be staged. Because of the steep 3.8% ruling grade into Bodie, helper (pusher) locomotives were often added here to assist trains up the final climb; trains might be broken into smaller cuts of three or four cars for the ascent. A small cabin at the station housed a telephone connected to Bodie and Mono Mills, providing communication and emergency shelter during bad weather or breakdowns. The station thus served both operational and safety roles on the isolated line. Remains of the station area and the nearby stone lime kiln can still be found.

Mono Mills (Southern Terminus)

Mono Mills was the southern terminus and the railroad’s industrial heart, located on the eastern shore of Mono Lake (roughly 5 miles south of the lake’s main body in the Jeffrey pine forests).

It centered on the large sawmill complex of the Bodie Wood and Lumber Company (later associated entities), which could produce about 80,000 board feet of lumber in a 10-hour shift. Railroad facilities included an engine house, water tank, manually operated turntable, yards, and loading tracks. Lumber and cordwood were loaded onto flatcars here for the uphill trip to Bodie. Temporary logging spurs extended into the timberlands from the mill area. The mill and railroad formed a company town with workers’ housing.

After the main line was abandoned, some tracks and operations lingered in the immediate Mono Mills area into the 1920s under related lumber companies, but the connection to Bodie was gone. Today only scattered remains (foundations, debris, and roadbed traces) mark the site.

Overall Character and Decline

The stations reflected the railroad’s utilitarian purpose. There were no elaborate passenger facilities; the line existed to move wood uphill as efficiently as possible. Turntables at both ends allowed locomotives to be reversed, and intermediate stops supported helper service and operational flexibility on the steep, switchback-equipped route.

Traffic declined after the early 1890s with the arrival of hydroelectric power from Green Creek (reducing wood-fuel demand) and the broader decline of Bodie’s mines. The California Railroad Commission approved abandonment in September 1917; dismantling crews (led by figures such as Emil Billeb and Gus Hess) began pulling rails from the Bodie end in 1918. Rails and scrap were concentrated at Mono Mills and trucked out via Benton. The Bodie depot is the most significant surviving station structure.

These stations, though modest, were essential links in the temporary infrastructure that sustained Bodie during and after its boom years.

No. / NameWheel ArrangementBuilderConstruction No.BuiltNotes / Disposition
1 Tybo2-6-0Baldwin36381874Acquired second-hand from the Eureka & Palisade Railroad in June 1881. Assembled/set up by Virginia & Truckee shops crews. Sold to Inyo Development Company in October 1899. Thoroughly rebuilt by V&T shops in 1902. Scrapped at Keeler, California, circa 1926.
2 Inyo2-6-0 (originally 0-6-0)Prescott, Scott & Co.241881Built as an 0-6-0 (or 0-6-0T); later rebuilt to 2-6-0 at Bodie shops because of derailment issues on sharp curves. Scrapped at Mono Mills circa 1917.
3 Mono2-6-0 (originally 0-6-0)Prescott, Scott & Co.251881Built as an 0-6-0 (or 0-6-0T); later rebuilt to 2-6-0 at Bodie shops. Scrapped at Mono Mills circa 1917.
4 Bodie0-4-2TH.K. Porter494May 1882Small tank engine used mainly for switching. Scrapped at Mono Mills circa 1917.

Cargo and Traffic

The railroad was almost exclusively a freight line focused on forest products:

  • Primary cargo: Lumber (construction timber) and cordwood/firewood. These supplied building needs, domestic heating, and fuel for Bodie’s numerous steam engines (stamp mills, mine hoists, etc.).
  • Mono Mills output supported Bodie during its boom and continued (at reduced levels) afterward.
  • Secondary freight: Limited general supplies, mining materials, and equipment as a common carrier. No regular passenger service is noted.
  • Traffic volume declined after the early 1890s. The completion of the Green Creek hydroelectric plant (1892–1893) transmitted electricity to Bodie, sharply reducing demand for wood fuel. Timber depletion near the rails and the overall decline of Bodie’s mines further eroded traffic. By 1917, remaining forests would have required costly new extensions, which were uneconomical.

Legacy

The Bodie and Benton was one of the more isolated and specialized short lines of the California–Nevada mining frontier. Remnants today include the Bodie depot (visible on guided tours within Bodie State Historic Park), scattered ties and roadbed traces, and a recovered flatcar displayed at June Lake Marina. A historical marker near Mono Lake commemorates the line. Its history is documented in works such as David F. Myrick’s Railroads of Nevada and Eastern California and specialized narrow-gauge studies.

The railroad exemplified the temporary infrastructure that supported Western mining booms—built quickly to meet urgent resource needs, operated for a few decades, and dismantled once those needs faded.

Bodie and Benton Railway Map

Bodie and Benton Railway Summary

NameBodie and Benton Railway
Also Known AsMono Railway
LocationMono County, California
Length31 miles
GageNarrow Gauge – 3 feet (914 mm)
OperationsFebruary 19th, 1881 – September 7th, 1918

References

Old Spanish Trail (Garces Expedition)

Old Spanish Trail (Garces Expedition) is a Nevada State Historic Marker Number 140 located in Clark County, Nevada. This marker is one of several which tell the history of the Old Spanish Trail in Nevada.

The Old Spanish Trail is a 700 mile long historical trade route that connected the northern New Mexico settlements near Santa Fe, New Mexico with those of Los Angeles, California. The trail’s rugged terrain discouraged the use of wagons. It was always a pack route, mainly used by men and mules.

The routes and trails link California, Nevada, Arizona, Utah and Colorado. The Old Spanish Trail consists of a series and different trails and routes some of which are in service today.

Francisco Hermenegildo Tomás Garcés O.F.M. (April 12, 1738 – July 18, 1781)
Francisco Hermenegildo Tomás Garcés O.F.M. (April 12, 1738 – July 18, 1781)

Nevada State Historical Markers identify significant places of interest in Nevada’s history. The Nevada State Legislature started the program in 1967 to bring the state’s heritage to the public’s attention with on-site markers. These roadside markers bring attention to the places, people, and events that make up Nevada’s heritage. They are as diverse as the counties they are located within and range from the typical mining boom and bust town to the largest and most accessible petroglyph sites in Northern Nevada Budget cuts to the program caused the program to become dormant in 2009. Many of the markers are lost or damaged

Nevada State Historic Marker 140 Text

Seeking to open a land route between the missions of Sonora and California, Fray Francisco Hermenegildo Garcés, OFM, a Franciscan missionary priest and explorer, was the first European to enter the present boundaries of Nevada.  He departed mission San Xavier Del Bac near Tucson in October of 1775, and by late February of 1776, the Spanish Franciscan friar had reached the Mohave villages located just south of this location on the banks of the Colorado river.  Garcés was now traveling in areas never before seen by a non-native American.

Relying on Native American guides, he walked from village to village.  The Mohave agreed to lead him to the pacific coast along a route used for trade purposes.  It was from this general location, on March 4, 1776, accompanied by four natives, that Garcés left the banks of the Colorado and set out across the Mojave Desert; he reached Mission San Gabriel Arcángel 20 days later.  Upon his return, he again visited the Mohave villages in this vicinity in May of 1776.  His route followed a much older prehistoric trail used to bring shells and other trade goods to the tribes of the desert and mountain west.  On July 19, 1781, in a Quechan revolt against Spanish forces, Father Garcés was killed at La Purisima Concepción Mission near the Yuma crossing.  Padre Garcés’ body was later interred in the Franciscan church of the Colegio De La Santa Cruz, Querétaro, Mexico.

“Greater love hath no man than this – that a man lay down his life for his friends.”

                                                         Excerpts from Father Garcés’ diary

“I proceeded three leagues on the course northwest with some turns to the west-northwest.  I observed this locality to be in 35° 01′, and I named it San Pedro De Los Jamajabs.  In this situation and that below there are good mesas for the foundation of missions, and though they are near the river, they are free from inundation”.

      Father Garcés’ Entrance into Nevada (March 3, 1776)

“March 4, on which was made the observation noted on the 3rd day.  I departed, accompanied by three Jamajab Indians and by Sevastian, on a course southwest, and at two leagues and a half arrived at some wells [which I named Pozos De San Casimiro].  There is some grass”.

      Father Garcés’ Departure from Nevada (March 4, 1776)

STATE HISTORICAL MARKER NO.  140
STATE HISTORIC PRESERVATION OFFICE
SAINT THOMAS MORE SOCIETY OF NEVADA

Nevada State Historic Marker 140 Trail Map

Nevada State Historic Marker 140 Summary

NameOld Spanish Trail (Garces Expedition)
LocationClark County, Nevada
Latitude, Longitude35.0975, -114.6495
Nevada Stage Historic Marker140

References

Old Spanish Trail (Journey of the Dead Man)

Old Spanish Trail (Journey of the Dead Man) is a Nevada State Historic Marker Number 139 located in Clark County, Nevada. This marker is one of several which tell the history of the Old Spanish Trail in Nevada.

The Old Spanish Trail is a 700 mile long historical trade route that connected the northern New Mexico settlements near Santa Fe, New Mexico with those of Los Angeles, California. The trail’s rugged terrain discouraged the use of wagons. It was always a pack route, mainly used by men and mules.

The routes and trails link California, Nevada, Arizona, Utah and Colorado. The Old Spanish Trail consists of a series and different trails and routes some of which are in service today.

Captain John C. Frémont, explorer first mapped Diamond Valley Nevada
Captain John C. Frémont, explorer first mapped Diamond Valley Nevada

Nevada State Historical Markers identify significant places of interest in Nevada’s history. The Nevada State Legislature started the program in 1967 to bring the state’s heritage to the public’s attention with on-site markers. These roadside markers bring attention to the places, people, and events that make up Nevada’s heritage. They are as diverse as the counties they are located within and range from the typical mining boom and bust town to the largest and most accessible petroglyph sites in Northern Nevada Budget cuts to the program caused the program to become dormant in 2009. Many of the markers are lost or damaged.

Nevada State Historic Marker 139 Text

Early Spanish traders named the fifty-five dry miles separating Las Vegas and the Muddy River the Journada Del Muerto (Journey of The Dead Man).  This longest stretch without water along the Old Spanish Trail was littered with the skeletons of animals and parts of wagons abandoned along the sandy desert.  Most experienced travelers made the trip at night.

John C. Frémont crossed the Journada in 1844 and commented: “We ate the barrel cactus and moistened our mouths with the acid of the sour dock. Hourly expecting to find water, we continued to press on to midnight, when after a hard and uninterrupted march of 16 hours, our wild mules began running ahead; and in a mile or two we came to a bold running stream (the Muddy River).” 

STATE HISTORICAL MARKER No. 139
STATE HISTORIC PRESERVATION OFFICE

Nevada State Historic Marker 139 Map

Nevada State Historic Marker Number 139 is located off Interstate 15 north of Las Vegas. The marker is located about 1/4 mile south of the I-15 in Nevada State Route 169.

Nevada State Historic Marker 139 Summary

NameOld Spanish Trail (Journey of the Dead Man)
LocationClark County, Nevada
Nevada State Historic Marker138
Latitude, Longitude36.5010, -114.7605

References