Category: Points of Interest

A point of interest is a specific location that attracts visitors due to its cultural, historical, natural, or recreational significance. Typically marked by unique features, it offers an engaging experience, such as scenic views, educational value, or leisure activities. Examples include museums showcasing local heritage, natural landmarks like arches or waterfalls, or historic sites tied to significant events. Often accessible by trails or roads, POIs may provide amenities like visitor centers, guided tours, or interpretive signage, making them ideal for tourists, hikers, or locals seeking exploration and enrichment.

Stone’s Ferry, Nevada

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Seal of Clark County Nevada
Seal of Clark County Nevada

Stone’s Ferry was a former settlement and Colorado River ferry crossing in Clark County, Nevada, established by members of the Church of Jesus Christ of Latter-day Saints (LDS Church, or Mormons). It served as a vital transportation link between Nevada and Arizona. The site shifted locations over time: initially near the mouth of the Virgin River, then approximately 6 miles downstream, and later 2 miles below the Virgin River mouth opposite Detrital Wash (its primary GNIS-recorded position from an 1875 survey at coordinates approximately 36°7′42″N 114°26′51″W). It lay opposite Detrital Valley, which offered an accessible route south from the Colorado River canyon into Arizona mining districts and north through the Virgin and Muddy Valleys toward Nevada and Utah. The ferry operated as both a commercial crossing and a barge landing in a remote desert-river environment.

Early History/Founding

The crossing originated informally in the late 1860s as Mormon colonists in the Muddy and Virgin River valleys (part of Pah-Ute County, Arizona Territory at the time) used boats left at the Virgin River mouth to cross the Colorado River. This connected their settlements to wagon roads leading south to Arizona mines (such as Chloride, Mineral Park, and Cerbat) and the Hardyville-Prescott Road. Brigham Young visited the area in 1870, but in 1870–1871 the colonists voted to abandon the settlements due to boundary disputes (the area was determined to be in Nevada) and high taxes imposed by Nevada authorities.

One colonist, Daniel Bonelli of St. Thomas, voted against abandonment and remained as the sole holdout. He moved his family to the site, acquired an existing ferry boat, and established a commercial ferry service known as Stone’s Ferry around 1871. The name’s origin is unclear; a 1875 Wheeler survey noted two early operators at the site, including James Thompson (who briefly held ferry rights) and possibly a settler named Stone. The ferry began operations about 6 miles downstream from the Virgin River mouth before being relocated upstream to a more favorable point opposite Detrital Wash.

Economic Activities

Stone’s Ferry functioned primarily as a commercial river crossing for passengers, freight, livestock, and emigrants traveling between Nevada and Arizona. It supported regional mining by providing access to Arizona’s silver districts and served as a landing for barges, such as those operated by Captain L. C. Wilburn. These barges transported salt mined from nearby Virgin River valley deposits downstream to the mills at El Dorado Canyon, where it was essential for processing silver ore.

Under Bonelli’s ownership (after he purchased the rights around 1870–1871), the ferry expanded to haul produce, feed, and salt from his St. Thomas farm and salt mines to mining camps like El Dorado, Chloride, and Cerbat. It also facilitated larger movements, including a band of sheep to Arizona in 1875 and a group of 83 Mormon emigrants in 1877. The operation relied on the river’s flow and manual or animal-assisted boat handling, tying directly into the broader network of Mormon agriculture, salt production, and support for southwestern mining booms.

Decline/Abandonment

The ferry’s original site and operations were short-lived in their initial form. In 1876, Daniel Bonelli relocated the ferry and his family upstream near the old settlement of Junction City (just east of the Virgin River mouth) and renamed it Bonelli’s Ferry. This move centralized operations closer to his St. Thomas holdings and improved access. By the early 1900s, competing railroads and improved overland roads reduced river traffic. Bonelli died of a stroke in 1903; a flood destroyed the ferry in 1904 (though his son later rebuilt and operated it into the 1920s). The associated post office at the renamed site (Rioville) closed in 1906 as irrigation water diminished and economic activity shifted away.

The original Stone’s Ferry site ceased independent operations with the relocation, and the entire area saw full abandonment as a settlement by the early 20th century. All river crossings in the region, including this one, were ultimately inundated by the rising waters of Lake Mead following the construction of Hoover Dam in the 1930s.

Legacy/Current Status

Stone’s Ferry exemplifies the pioneering role of Mormon settlers in developing early transportation infrastructure along the Colorado River in the American Southwest. It bridged isolated agricultural colonies with Arizona’s mining economy, supported salt transport for ore processing, and highlighted the challenges of remote river-based commerce before railroads dominated. The site transitioned into Bonelli’s Ferry (later associated with Rioville/Junction City), which operated longer but shared the same fate. Its history underscores themes of Mormon colonization in southern Nevada, boundary shifts between territories, and the eventual transformation of the Colorado River by large-scale dam projects.

Today, the site of Stone’s Ferry lies submerged beneath the Virgin Basin of Lake Mead. No surface remains are accessible, and it is recognized as one of Clark County’s ghost towns due to its complete inundation and abandonment. It joins other nearby historical sites (such as St. Thomas and Rioville) lost to reservoir waters but preserved in historical records and surveys.

Sources/References

  • Wikipedia: Stone’s Ferry, Nevada (drawing on primary historical accounts and surveys).
  • U.S. National Park Service, Lake Mead history documents (detailing operators, Bonelli’s purchase in 1877, uses, and submersion).
  • James H. McClintock, Mormon Settlement in Arizona: A Record of Peaceful Conquest of the Desert (1921).
  • Richard E. Lingenfelter, Steamboats on the Colorado River, 1852–1916 (University of Arizona Press, 1978).
  • Additional context from George M. Wheeler’s 1875 Topographical Atlas and surveys; Legends of America historical summaries on Colorado River crossings.

This report is based on documented historical records of Mormon settlement, river transportation, and mining support in the lower Colorado River region during the late 19th century. Stone’s Ferry illustrates the brief but essential role of such ferries in opening the desert Southwest before modern infrastructure rendered them obsolete.

Garnet, Nevada – Clark County Ghost Town

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Seal of Clark County Nevada
Seal of Clark County Nevada

Garnet is an extinct town, commonly classified as a ghost town, located in Clark County, Nevada, in the United States. Unlike many well-documented Nevada ghost towns tied to major mining booms, Garnet has left behind almost no physical remnants or detailed historical records. Its significance today stems primarily from its geographic position in a region that has been repurposed for large-scale modern infrastructure, most notably the Apex Regional Landfill. The town’s name likely derives from the garnet minerals abundant in the surrounding desert hills and valleys, a common naming practice in mineral-rich areas of the American West.

Location and Geography

Garnet is situated in the arid desert landscape north of Las Vegas, at coordinates 36°23′19″N 114°52′16″W (approximately 36.38861°N, 114.87111°W) and an elevation of 2,467 feet (752 m). It lies near the junction where Interstate 15 (I-15) meets U.S. Route 93 (US 93). The Garnet Interchange (I-15 exit 64) marks the point where US 93 branches northward toward more remote areas such as Ely.

The broader area, sometimes associated with Garnet Valley, is part of the Apex region. Nearby features include Garnet Hill (a distinct but related site east of Las Vegas, popular for collecting pyrope and almandine garnets in volcanic outcrops). The region’s geology—featuring ancient rock formations and mineral deposits—reflects southern Nevada’s desert environment, with sparse vegetation and rugged terrain shaped by erosion and the Great Unconformity (a significant geologic feature).

Historical Background

Clark County itself has a rich history dating back thousands of years, with evidence of Southern Paiute and other Native American presence, followed by Spanish explorers, Mormon settlers in the mid-19th century, and rapid growth after the San Pedro, Los Angeles and Salt Lake Railroad arrived in the early 1900s. The county was formally created in 1909 from the southern portion of Lincoln County and named after Senator William A. Clark, whose railroad investments spurred development.

Specific details about Garnet’s origins, founding date, or early settlement are virtually nonexistent in public historical sources. It appears in geographic information systems (GNIS feature ID: 845843) as an extinct town but is not featured in major Nevada ghost town guides, mining histories, or local historical society records. There are no accounts of a population boom, notable mines, businesses, or events tied directly to the site. It was likely a very small, short-lived settlement—possibly a minor mining camp, railroad-related stop, or supply point—that never developed beyond a handful of structures. “Not much remains of the former community,” as noted in available descriptions.

The name “Garnet” aligns with the area’s mineral resources, similar to Garnet Hill to the south. It coexisted with other nearby extinct towns like Apex (after which the modern landfill is named). These small outposts reflect the pattern of transient communities in early 20th-century southern Nevada, many of which faded as larger towns like Las Vegas grew and transportation routes shifted. No significant mining production, census data, or newspaper mentions specific to Garnet have been widely preserved.

Modern Significance and Development

In the late 20th and 21st centuries, the Garnet area’s location along major highways made it ideal for industrial use. Its most prominent feature is the Apex Regional Landfill (operated by Republic Services), one of the largest landfills in the world by area and volume. Opened in 1993, the landfill is situated in the Garnet/Apex vicinity and serves as the primary municipal solid waste facility for the Las Vegas metropolitan area. It can accept up to 13,600 tons of waste per day and has capacity for over 250–300 years at current rates. The facility spans thousands of acres, with engineered liners, methane capture systems, and ongoing expansion that involves quarrying surrounding rock.

Although officially named after the nearby extinct town of Apex, the landfill is frequently associated with Garnet in geographic references. The site also supports the broader Apex Industrial Park, one of the largest in southern Nevada, which includes limited additional development such as power infrastructure and other facilities. The Garnet Interchange continues to serve as a critical transportation node.

Conclusion

Garnet, Nevada, stands as a quiet footnote in Clark County’s history—a place that never achieved the fame or longevity of Nevada’s iconic mining towns yet endures in official records and modern geography. Its story mirrors the broader narrative of the American West: fleeting settlements born of opportunity in a harsh desert environment, later overshadowed by urbanization and infrastructure. While the original community has vanished, the area now plays a vital, if unseen, role in sustaining the Las Vegas Valley’s growth by managing its waste for generations to come. Further primary-source research (such as old county maps, railroad records, or unpublished local archives) might uncover additional details, but publicly available information remains limited, underscoring Garnet’s status as one of Clark County’s most obscure ghost towns.

Lost Burro Mine

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The Lost Burro Mine is one of the best-preserved historic gold mining sites in Death Valley National Park, California. Located in a remote draw at the northern end of the mountain range separating Hidden Valley from Racetrack Valley (near Teakettle Junction in the Ubehebe Mining District), the mine sits in rugged terrain accessible only by high-clearance 4WD vehicles via a rough 1-mile dirt track off the Hidden Valley road. Its isolation has helped protect the site from vandalism, making it a fascinating glimpse into early 20th-century prospecting life.

The Lost Burrow Mine is located off Hunter Mountain Road in Death Valley National Park, CA
The Lost Burrow Mine is located off Hunter Mountain Road in Death Valley National Park, CA

Discovery (1907)

The story of the Lost Burro Mine began on April 18, 1907, with a classic tale of serendipity. Prospector Bert Shively, while searching for his stray burros in a remote canyon, picked up a rock intending to throw it at the animals to get their attention. Instead of tossing it, he noticed the rock was laced with visible free gold. Surface assays from the outcroppings reportedly ran from $40 to $1,000 per ton — incredibly rich values for the era.

Shively quickly filed six claims and partnered with others, securing options worth around $45,000. The accidental discovery turned the site into one of the most promising gold properties in the Ubehebe District (an area otherwise known more for lead, silver, and copper).

The Lost Burrow Mine
The Lost Burrow Mine

Early Development and Peak Years (1907–1910s)

Despite the financial panic of 1907, work continued at the Lost Burro, regarded as one of the richest claims in the district. Ore samples averaged high gold values (some reports cite up to $80–$1,450 per ton in early assays), and the mine attracted multiple ownership changes and optimistic plans.

By the 1910s, development included short tunnels along the vein, with ore intersections averaging $25 per ton in later reports. Foundations were laid for a five-stamp mill and cyanide plant, intended to process ore on-site, with water piped in from Burro Spring (about 7.5 miles northeast on Tin Mountain) via a 2-inch pipeline. Remnants of this pipeline — along with rusted oil drums, tin cans, old chairs, and other debris — still litter the site.

The mine’s greatest production likely occurred between 1912 and 1917, though official records are sparse. It stands out as the only exclusively gold-bearing property in the Ubehebe District.

Later Operations and Decline (1920s–1970s)

The mine changed hands several times over the decades and was worked intermittently. In 1942, claims were relocated, and further amendments occurred in 1948 and 1970. A small amount of recorded production (about 255 ounces of gold between 1935 and 1942) exists, but unofficial estimates suggest the total lifetime output may have approached $100,000 in gold value.

Operations wound down by the 1970s, and the site was eventually incorporated into Death Valley National Park, where all mining claims became inactive.

The cabin found at the Lost Burrow Mine is in good shape.
The cabin found at the Lost Burrow Mine is in good shape.

Modern Legacy

Today, the Lost Burro Mine features a remarkably intact wooden cabin (in good condition, with stories of a “curse” leading some visitors to return removed artifacts), an outhouse, multiple adits (some used for storage), a one-chute ore bin, mill foundations stairstepping down the hillside, scattered machinery (including a small retort/smeltor and sluice box remnants), and tailings piles.

The site’s remoteness — requiring a challenging 4WD journey often combined with trips to the nearby Racetrack Playa — has kept it well-preserved and largely free of modern vandalism. Visitors are reminded to leave everything as found, as the area is protected wilderness.

The Lost Burrow Mine cabin interior
The Lost Burrow Mine cabin interior

The Lost Burro Mine remains a testament to the tenacity of Death Valley prospectors — turning a frustrated burro chase into a legendary gold story in one of the harshest environments on Earth. Always check current road conditions and permits with the National Park Service before visiting!

Lost Burro Mine Video

Lost Burro Mine Trail Map

Lippincott Mine

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The Lippincott Mine (also known as the Lead King Mine) is a historic lead-silver mine located in the remote southwestern corner of Racetrack Valley within Death Valley National Park, California. Situated in the Ubehebe Mining District on the ridge separating Racetrack Valley from Saline Valley, the site represents one of the area’s more productive small-scale mining operations in the early-to-mid 20th century. Today, it features scattered ruins, adits (horizontal mine entrances), tailings piles, and remnants of mining infrastructure, though much has deteriorated over time. Visitors often access it via rough off-road routes, including the infamous Lippincott Mine Road.

The remains of the Lippencott Mine at the southern end of Race Track Valley.
The remains of the Lippencott Mine at the southern end of Race Track Valley.

Discovery and Early Development (1906–1910s)

The Lippincott Mine was discovered in 1906, with significant development work beginning around 1908. Located in a harsh, water-scarce desert environment, the mine targeted rich lead-silver deposits (primarily galena ore). Early ore samples showed impressive grades, often yielding around 42% lead and 8 ounces of silver per ton, making extraction economically viable despite the remote location.

The mine saw its most productive period during World War I, when demand for lead (used in ammunition and other wartime materials) surged. Miners reportedly used the flat, dry surface of the nearby Racetrack Playa as an improvised landing strip for small aircraft, aiding in supply transport and oversight.

World War II Era and Post-War Operations (1940s–1950s)

Operations ramped up again during World War II, with development of the Lead King Mine (under the Lippincott family) beginning in May 1942. A small crew of about eight miners extracted high-grade silver-lead ore, which was trucked out to Goldfield, Nevada, then railed to smelters in Utah. Only the richest ore was shipped due to challenging logistics — the silver was particularly valuable for wartime storage batteries.

Despite high ore quality (some reports cite up to 63% lead and 35 ounces of silver), federal restrictions shut down operations during the later war years as part of resource conservation efforts. The Lippincott family resumed work from 1946 to 1951, constructing additional infrastructure like a mine camp with wood and tarpaper cabins, an ore tipple, and possibly a tramway system.

Water scarcity remained a major challenge — supplies had to be trucked in over long distances — and this likely contributed to the eventual closure. Limited activity may have continued sporadically into the 1970s under later owners like George Lippincott Jr.’s Polaris Battery Company, which considered further exploration in 1974.

Looking down at the Lippencott Mine Road from the Lippencott Mine, with Saline Valley in the distance.
Looking down at the Lippencott Mine Road from the Lippencott Mine, with Saline Valley in the distance.

Legacy and Modern Significance

The Lippincott Mine is now part of Death Valley National Park, where all mining claims are inactive, and the site is protected as a historic resource. Ruins include adits (some gated for bat protection), scattered timbers, old vehicle parts, and tailings piles — visitors should avoid disturbing soil or inhaling dust due to potential residual lead contamination.

The mine’s access road — the steep, narrow, and extremely challenging Lippincott Mine Road (also called Lippincott Pass) — was originally built in 1906 to reach the site. This 7-mile route from Saline Valley to Racetrack Valley features sheer drop-offs, tight switchbacks, and rough terrain, making it one of Death Valley’s most notorious 4WD trails (high-clearance 4WD with experienced drivers only; uphill traffic has right-of-way).

The Lippincott Mine stands as a testament to the tenacity of early 20th-century prospectors in one of the harshest environments on Earth, contributing to the broader mining history of Death Valley that includes gold, silver, borax, and other metals. While not as famous as sites like Rhyolite or the Keane Wonder Mine, it remains a fascinating, off-the-beaten-path destination for adventurous visitors exploring Racetrack Valley’s moving rocks and remote wilderness. Always check current road conditions with the National Park Service before attempting access!

Jackrabbit Nevada – Lincoln County Ghost Town

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Jackrabbit, Nevada, is a ghost town and former silver mining camp located in Lincoln County, on the eastern slopes of the Bristol Range. Originally named Royal City, the settlement was established in 1876 following the discovery of silver ore and became a modest but active mining community. Known for its colorful origin story and brief periods of prosperity, Jackrabbit’s history reflects the boom-and-bust cycle typical of Nevada’s 19th-century mining towns. This report explores the town’s origins, development, decline, and historical significance, drawing on primary sources, historical markers, and secondary accounts.

Jackrabbit Nevada - (Theron Fox Photo) Paher, Nevada Ghost Towns and Mining Camps
Jackrabbit Nevada – (Theron Fox Photo) Paher, Nevada Ghost Towns and Mining Camps

Origins and Early Development (1876–1878)

The Jackrabbit Mining District was founded in 1876 by prospector Isaac Newton Garrison. Local legend attributes the discovery of silver to Garrison picking up a rock to throw at a jackrabbit, only to find it contained high-grade silver ore. This tale, while possibly apocryphal, gave the district and its primary mine their name. The camp, initially called Royal City, quickly attracted miners and settlers due to the promise of rich silver deposits.

By late 1876, Royal City had developed into a small but functional settlement. The town included:

  • A general store
  • A saloon
  • A boarding house
  • A restaurant
  • A blacksmith shop

Early mine production was significant, with the Jackrabbit Mine yielding approximately ten tons of ore per day. The ore, carrying native silver in flakes, averaged $40 per ton but could reach as high as $2,000 per ton in richer veins. Ore was transported to nearby Bristol and Pioche for milling, as Jackrabbit lacked its own processing facilities. A post office operated briefly from 1878 to 1879, reflecting the town’s early optimism and activity. Total production for the district during this period is estimated at $2,000,000 to $6,000,000 (roughly $60,000,000 to $180,000,000 in 2025 dollars).

Peak and Challenges (1879–1891)

Jackrabbit’s early years were marked by steady mining activity, but the town never grew into a major hub like nearby Pioche. By the early 1880s, mineral production began to decline as the richest veins were exhausted. The lack of local milling infrastructure and the high cost of transporting ore to Bristol or Pioche limited profitability. The town’s population remained small, likely numbering fewer than 100 residents at its peak, and its role as a minor stopover was cemented by its designation as the “last whiskey stop” for southbound stages to Pioche.

Despite these challenges, Jackrabbit maintained a modest community. The Day and Jackrabbit mines continued to produce ore, and the town’s businesses catered to miners and travelers. Newspaper clippings from the late 1870s and 1880s, such as those preserved by the Lincoln County Authority of Tourism, note ongoing prospecting in the area, with miners hoping to uncover new strikes similar to the Jackrabbit and nearby Mayflower mines. However, the town struggled to compete with larger, better-connected mining centers.

Revival and the Narrow-Gauge Railroad (1891–1893)

A brief revival occurred in 1891 with the construction of a 15-mile narrow-gauge railroad, known as the “Jackrabbit Road,” connecting the Jackrabbit Mine to Pioche. This railroad, built to reduce transportation costs, spurred a temporary increase in mining activity. The improved access allowed for more efficient ore shipment, and production rose as new workings were opened. During this period, the town was officially renamed Jackrabbit, reflecting the prominence of the mine and its origin story.

The revival was short-lived, however. By 1893, the mines again became unprofitable due to depleted high-grade ore and falling silver prices, exacerbated by the Panic of 1893. The railroad ceased operations, and the town’s population dwindled as miners left for more promising prospects.

Final Activity and Abandonment (1906–1914)

Jackrabbit saw two brief periods of renewed activity in the early 20th century. In 1906–1907, small-scale mining resumed, possibly driven by technological improvements or temporary spikes in silver demand. Another attempt in 1912–1914 included the construction of an aerial tramway connecting the Jackrabbit Mine to the Bristol Mine, but these efforts failed to sustain the town. By the mid-1910s, Jackrabbit was effectively abandoned, with only occasional prospecting in the surrounding district.

Archaeological and Historical Significance

Today, Jackrabbit is a ghost town with minimal physical remains. Located approximately 14 miles north of Pioche and one mile west of U.S. Highway 93, the site includes remnants such as mine headframes, building foundations, and scattered debris. Visitors are cautioned to avoid climbing on old structures or entering mining tunnels due to safety hazards. The Nevada State Historical Marker No. 204, erected by the Nevada State Park System and Nevada Historical Society, stands near the site, commemorating its history.

Archaeological evidence provides insight into Jackrabbit’s modest scale and industrial focus. The site’s remote location and lack of significant infrastructure distinguish it from larger boomtowns like Virginia City or Tonopah. Historical records, including Stanley W. Paher’s Nevada Ghost Towns & Mining Camps and James Gamett’s Nevada Post Offices: An Illustrated History, document the town’s brief existence and its role in Lincoln County’s mining history.

Legacy

Jackrabbit, Nevada, exemplifies the transient nature of small-scale mining camps in the American West. Its colorful origin story, modest prosperity, and eventual decline reflect the challenges of sustaining resource-dependent communities in remote regions. The town’s connection to the broader silver mining economy, particularly through its railroad link to Pioche, underscores its place in Nevada’s industrial history. While overshadowed by larger mining centers, Jackrabbit remains a point of interest for historians, ghost town enthusiasts, and those exploring Lincoln County’s high desert landscape.

Conclusion

From its founding in 1876 as Royal City to its abandonment by the early 20th century, Jackrabbit, Nevada, was a fleeting chapter in the state’s mining saga. Its silver mines, small community, and brief railroad era highlight the ambition and impermanence of Nevada’s frontier settlements. Though little remains of Jackrabbit today, its story endures through historical markers, archival records, and the rugged beauty of the Bristol Range.

Nevada State Historic Marker

Local legend attributes the discovery to the locator picking up a rock to throw at a jackrabbit and finding himself holding high grade silver. Located on the eastern slope of the Bristol Mountains, the Jack Rabbit District, named for the mine, was located in 1876 by Isaac Newton Garrison. Within months the camp, at one time named Royal City, had a store, saloon, boarding house and restaurant. Early mine production was about ten tons per day, carrying native silver in flakes, yielding about $40 per ton — sometimes as high as $2000 per ton. Total production of the District is estimated at about $2,000,000 to $6,000,000. Mine production declined during the 1880’s, but when a fifteen-mile narrow gauge railroad was opened in 1891 between the Jackrabbit mine and Pioche, mineral production soon increased. After 1893 the mines fell silent except for several short periods of activity in 1906-07 and 1912-14.

Nevada State Historic Marker

Town Summary

NameJack Rabbit
LocationLincoln County, Nevada
Latitude, Longitude38.094009, -114.595399
Nevada State Historic Marker204
Elevation6330
Population
Post OfficeOctober 15, 1878 – January 26, 1879 – (Royal City)

Directions

The ghost town of Jackrabbit Nevada is about 14 miles north of Pioche and one mile west of the US 93.

Jackrabbit Trail Map

References