Category: Railroad

Kelso Depot

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The story of the westward expansion is the story of the railroads.  Beginning in 1862, the Union Pacific Railroad sought expansion opportunities along the western coast of the United States.  To secure a foothold into California the railroads must cross the Mojave Desert and the depot in Kelso was crucial to accomplish this goal.  Located at the junction of Kelbaker Road and the Kelso Cima Road, the Kelso Depot stands in testimony of the technological progress of the nations trains.

Kelso Depot, Mojave CA
Kelso Depot, Mojave CA

August of 1900, Montana Senator William A. Clark invested in a small Los Angeles based railway which would become the San Pedro, Los Angeles & Salt Lake Railroad.  In 1902, in mine owner made a deal to sell half of the stock to the Union Pacific even before the railway was completed.

William A Clark
William A Clark

In 1905, after 235 miles of track are laid, three warehouse men placed their names in a hat and drew out the winner John Kelso, for whom track siding #16 of the Salt Lake route was named.    Later in 1905, Kelso was just one depot along the Salt Lake Route which now stretched from San Pedro, CA to Salt Lake City Utah.  This new route opened southern California to the Union Pacific Railroad.  In 1921, Union Pacific convinced Senator Clark to sell his remaining shares.

Additionally, in 1905 Senator Clark divested himself of some land in southern Nevada along another rail stop.  This auction is considered the birth of Las Vegas, and Clark Country was named for the man.

San Pedro, Los Angeles, and Salt Lake Railroad locomotive #32, early 1900s
San Pedro, Los Angeles, and Salt Lake Railroad locomotive #32, early 1900s

Built in 1921, The Kelso Depot is architecturally styled as a Mission Revival and just one of several depots along the route which were designated as division points and provided facilities for operations and maintenance purposes.   The buildings original design included a telegraph office, conductor’s room, baggage room, staff dormitories, a billiard room, library and locker. The spring water in the nearby Providence mountains allowed the location to service the steam engines.  Additionally, the relatively steep 2% 2000 foot grade necessitated the use of helper engines by the steam locomotives of the day to crest the Kessler Summit.

Other depot locations

  • Lynndyl, Utah
  • Milford, Utah
  • Las Vegas, Nevada
  • Caliente, Nevada
  • Yermo, California
  • San Bernardino, California

Union Pacific continued to operate the depot from 1921 to 1985.  The depot provided much need infrastructure during World War 2, at which point the facility started a long decline in utility.  Diesel engines improved efficiency and duration allowed the Union Pacific railroad to reduce their personnel requirements.  The 1960’s introduced the second generation of more powerful and efficient diesel engines which eliminated the need for the helper engines.  Combined with the cessation of passenger travel in August, 1964 the Kelso depot is destined to languish on the back roads of history.  The Kelso Depot ceased operations as a train depot in 1962.

The Kelso Depot is currently in use as a Visitors Center of the Mojave National Preserve.

Kelso Depot Trail Map

References

Rhyolite Train Depot

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The town of Rhyolite boasted three train services using the Rhyolite Train Depot which is completed in June, 1908. The depot services the Las Vegas & Tonopah, the Tonopah & Tidewater and the Bullfrog-Goldfield train services. The Las Vegas & Tonopah Railroad started its push to Rhyolite by laying one mile of track per day. Later, the railroad redoubled its efforts and pushed two miles per day its its bid to connect the booming two of Rhyolite with the outside world.

Rhyolite Train Depot is located at the north end of town in Rhyolite, Nye County, Nevada. - Photo by James L Rathbun
Rhyolite Train Depot is located at the north end of town in Rhyolite, Nye County, Nevada. – Photo by James L Rathbun

The first train entered Rhyolite at 7:00 pm on December 14th, 1906 bringing another 100 people into the town. Train service to the booming mining town was a big deal. The fact that Rhyolite could lure three train services all but ensured the future of the largest mining town in the state.

In 1907, the Las Vegas & Tidewater line alone hauled 50 freight cars per day into Rhyolite. This volume required a large depot to handle the load. In September 1907, the construction of the depot started by the Las Vegas & Tidewater Railroad. The Mission Revival styled building in constructed with concrete blocks built upon a solid concrete foundation. A gentlemen’s waiting area is located in the east end and a separate ladies waiting room is located in the west end. The ticket office is located in the center of the building and the ticket agents office is located on the second floor.

The train depot takes up an entire city block on Golden Street. The cost on construction was $130,000, or about $3.8 million in 2021.

The signal from the Rhyolite Train Depot – Photo by James L Rathbun
The walkway of the train depot – Photo by James L Rathbun
Looking down at Rhyolite from the Train Depot. – Photo by James L Rathbun
The steps up to the train depot – Photo by James L Rathbun
Rhyolite Train Depot is located at the north end of town in Rhyolite, Nye County, Nevada. - Photo by James L Rathbun
Rhyolite Train Depot is located at the north end of town in Rhyolite, Nye County, Nevada. – Photo by James L Rathbun

The train depot in Rhyolite is complete in June 1908. The timing of the complete is ironic in that it coincided with the beginning on the decline of Rhyolite. Within months of completion of the depot, more people were leaving town using the station than arriving. In the first year of operation, the railroad generated a small profit. Between 1909 and 1919 the railroads lost money each year. By 1919, the railroads cut their losses and salvaged the tracks for other projects.

Rhyolite Ghost Casino

The 1920’s offered a brief revival to the town on Rhyolite. Wes Moreland purchase the train depot in 1935 and opened the Rhyolite Ghost Casino in 1937. Drinking and gambling are available on the first floor. The second floor operates as a brothel. The star of World Ware 2 halts the brief rebirth of Rhyolite. The fuel rationing almost completely drained the economy in the area.

In the 1960’s Moreland sister inherited the train depot. Mrs. Herschel Heiser operated a museum and gift shop out of the old station.

At the time it was built, the train depit is claimed to be “The finest in the state.” Today, the train station is one of the best preserved.

Rhyolite Trail Depot Map

Rhyolite Train Depot Marker Text

In keeping with its prominence as a mining center, Rhyolite was serviced by three railroads: the Las Vegas & Tonopah, the Tonopah & Tidewater, and the Bullfrog-Goldfield.

The Las Vegas & Tonopah Railroad laid one mile of track per day, then two miles of track per day, in its hurry to connect Rhyolite with the outside world. The first train from the Las Vegas & Tonopah entered Rhyolite at 7 p.m. on December 14, 1906, with about 100 passengers.

It was a big deal for a young mining town to be serviced by one railroad, but three railroads were almost unheard of in the history of Nevada. With three railroads, it seemed that Rhyolite was destined to be the largest mining camp in the state and the first few boom years made this prediction look inevitable.

By 1907, the Las Vegas & Tonopah alone was hauling 50 freight cars into town per day. The large volume of freight required a large depot to handle it.

In September 1907, the Las Vegas & Tonopah began building the depot that stands before you. It is constructed of concrete block with a solid concrete foundation in the Mission Revival style. There was a gentlemen’s waiting area on the east end and a ladies’ waiting room on the west end. A separate baggage room was located east of the men’s waiting area. The ticket office was located in the center of the building, and the ticket agent’s quarters were located upstairs.

It was planned to take an entire city block on Golden Street and cost approximately $130,000 – the equivalent of $3,798,393 in 2021.

The Las Vegas & Tonopah Railroad Depot was completed in June 1908, around the same time that Rhyolite began its slow decline. Within months of its completion, more people were leaving Rhyolite through the depot than were arriving.
The railroad turned a small profit in 1908 but lost money every following year until it was finally dismantled in 1919. The tracks were salvaged, but the depot was left to stand as one of the few remaining buildings from the Rhyolite boom, primarily because it could not be moved elsewhere.

In the 1920s, Rhyolite enjoyed a small revival through tourism. Wes Moreland bought the depot in 1935 and, beginning in 1937, operated it as the Rhyolite Ghost Casino. The drinking and gaming were conducted downstairs, while a different type of hospitality, reportedly staffed by “working women,” was conducted upstairs in the old ticket agent’s quarters.

Like the town before it, the casino had a relatively short life. The onset of World War II, and the associated  Rhyolite Train Depot Markerwar effort, including fuel rationing, completely drained the area’s economy.
By the 1960s, the building had passed to Moreland’s sister, Mrs. Herschel Heisler, who operated the lower floor as a museum and gift shop for tourists.

Since the 1930s, the depot has passed from person to person, eventually ending up with the Barrick Mining Company.
In October 2000, the Bureau of Land Management (BLM) acquired the depot, along with most of the Rhyolite Townsite, from the mining company in a land swap.

At some time before the swap, a group of local citizens replaced the historic depot roof with modern composite shingles. Although not historically accurate, the shingles have helped preserve the building in the relatively good condition that you see today.

At the time the depot was built, the local newspaper claimed it was “the finest in the state.” Today, it is one of the best-preserved examples of early twentieth-century Mission Revival train depots in Nevada.

The BLM’s Tonopah Field Office is working to restore this historic building. If you would like to donate to the restoration, a secure donation box is located to your right. All donations will be used in Rhyolite.

Please help us keep the depot in its current condition. Report acts of vandalism to the Tonopah Field Office at (775) 482-7800.

Nevada Northern Railway – Nevada State Historic Marker 100

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Nevada Northern Railway
Nevada Northern Railway

The Nevada Northern Railway (NN) was established to serve the burgeoning copper mining industry in White Pine County, Nevada, following the discovery of large porphyry copper deposits near Ely in the early 20th century. In 1902, Mark Requa, president of the Eureka & Palisade Railroad, purchased two of the region’s largest mines, including the Robinson Mine. Recognizing the need for efficient transportation to exploit these resources, Requa organized the White Pine Copper Company. Surveys determined that a standard-gauge railroad connecting Ely to the national rail network was the most cost-effective solution, leading to the incorporation of the Nevada Northern Railway on June 1, 1905.

Mark Lawrence Requa
Mark Lawrence Requa

Construction, undertaken by the Utah Construction Company, began on September 11, 1905, starting at Cobre, where the railway connected with the Southern Pacific Railroad, and proceeded southward to Ely. The 140-mile line was completed in just over a year, with the symbolic final spike—crafted from local copper—driven by Requa in Ely on September 29, 1906, celebrated as Railroad Day. A grand ball was held in the unfinished Northern building to mark the occasion.

Expansion and Operations (1907–1941)

In 1907–1908, the railway expanded to support the local mining industry with the construction of the “Ore Line,” a critical trackage network. This included a route bypassing Ely to the north, extending west through Robinson Canyon to the copper mines at Ruth, and the “Hiline” branch east of Ely to Nevada Consolidated’s new copper smelter and concentrator at McGill. The Ore Line became the busiest segment of the Nevada Northern, handling dozens of daily ore trains. As a subsidiary of the Nevada Consolidated Copper Company, the railway’s primary role was transporting copper ores and products, though it also carried other freight and operated a daily passenger train, known as the Steptoe Valley Flyer, between East Ely and Cobre until 1941.

The railway’s infrastructure, including the East Ely Depot built in 1907 in the Mission Revival style, supported both freight and passenger services. The railway also ran a “school train” for McGill students attending Ely High School until 1941, when passenger services ceased. By 1967, the Nevada Northern reported 40 million net ton-miles of revenue freight across its 162 miles of track.

Decline and Closure (1970s–1983)

The Nevada Northern thrived until the late 1970s, when declining copper prices led to operational challenges. The Nevada Consolidated Copper Company was acquired by the Kennecott Copper Corporation, which managed the railway until the early 1980s. By 1978, the last mine closed, and the McGill smelter shut down in 1983, eliminating the railway’s primary purpose. With no further need for commercial operations, the Nevada Northern ceased as a common-carrier railroad in 1983 after 78 years of service.

Preservation and Museum (1986–Present)

In 1986, Kennecott donated the Ore Line, along with the East Ely yard and shop facilities, to the White Pine Historical Railroad Foundation, which established the Nevada Northern Railway Museum. The museum operates a heritage railroad on the Ely-to-Ruth and Ely-to-McGill segments, using historic steam and diesel locomotives, including the Nevada State Locomotive #40 (a 4-6-0 built in 1910) and #93 (a 2-8-0 built in 1909). The museum’s collection also includes an electric locomotive, diesel-electric locomotives, and historic freight and passenger cars, all dating to the early 20th century.

The East Ely yard, with over 70 buildings and structures, escaped modernization due to its remote location and the decline of the mining industry, making it one of the best-preserved railroad complexes in the United States. In 2006, the East Ely shops complex was designated a National Historic Landmark, recognized for its completeness and authenticity. The Smithsonian Curator Emeritus described it as the “best preserved, historic railroad bar none.”

The museum offers passenger excursion trains, hands-on experiences like the “Be the Engineer” program, and special events such as the Haunted Ghost Train, Polar Express, and Sunset, Stars, and Champagne Trains. In 2021, a $10 million federal grant was announced to extend the heritage line to McGill, with plans to potentially restore the entire mainline for tourism. The disused Cobre-to-Ely line, acquired by the city of Ely in 2006, remains under consideration for future revival.

Legacy

The Nevada Northern Railway played a pivotal role in Nevada’s copper industry, connecting remote mines to national markets and facilitating economic growth in White Pine County. Today, the Nevada Northern Railway Museum preserves this legacy, offering a living history experience that attracts thousands of visitors annually. Its pristine locomotives, original rolling stock, and well-preserved facilities provide a unique glimpse into the steam railroad era, ensuring the railway’s story endures for future generations.

Nevada State Historic Marker 100

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.

Most of the markers across the state are large blue metal markers. However, there are a variety of other marker styles out there. For this guide they have been simplified into a few categories (blue, blue small, concrete, and stone). Sometimes, the markers are on buildings, fences, or metal stands.

Mark Requa’s Nevada Consolidated Copper Company laid 150-mile of track from Cobre, on the Southern Pacific line, to Ely in 1905-06 to haul ore from the Copper Flat mines west of Ely.

Ore was loaded into railroad gondolas at Copper Flat for the trip to the smelter at McGill, over a double-track trestle that was 1720 feet long.  The trestle burned in 1922 and was replaced with an earth-fill span.

Passenger service and the “school train” carrying McGill youth to Ely High School ended in 1941.  With the closing of local copper mines in 1983, the railroad ceased operations.  Currently, part of the line serves the Nevada Northern Railway Museum for live steam rides.  The East Ely shop complex for the Railway was listed as a National Historic Landmark District in 2006. 

STATE HISTORICAL MARKER NO.  100

STATE HISTORIC PRESERVATION OFFICE

Nevada State Historic Marker 100 Map

Nevada State Historic Marker 100 Summary

NameNevada Northern Railway
LocationEly, White Pine County, Nevada
Latitude, Longitude39.2526, -114.8781
Nevada State Historic Marker 100

References

Bullfrog Goldfield Railroad

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The Bullfrog and Goldfield Railroad, often referred to as the B&G Railroad, played a significant role in the late 19th and early 20th-century mining boom in Nevada, United States. Its story is one of ambition, perseverance, and the allure of riches.

Bullfrog Goldfield Railroad in Rhyolite
Bullfrog Goldfield Railroad in Rhyolite

Founding and Early Years (1905-1907)

The railroad was founded in 1905, primarily to serve the mining towns of Rhyolite and Goldfield in Nevada. These towns had experienced a rapid influx of prospectors and miners following the discovery of gold in the early 1900s. Recognizing the need for efficient transportation of ore, supplies, and passengers, investors pooled their resources to establish the Bullfrog and Goldfield Railroad Company.

Construction and Expansion (1907-1909)

Construction of the railroad began in earnest in 1907, with crews working tirelessly to lay tracks across the rugged Nevada terrain. The route was challenging, requiring bridges, tunnels, and cuts through rocky hillsides. Despite these obstacles, the railroad made rapid progress, fueled by the promise of the region’s abundant mineral wealth.

By 1908, the B&G Railroad had reached Goldfield, becoming an essential lifeline for the booming mining town. Its arrival facilitated the transportation of gold ore to processing mills and connected Goldfield to wider markets, driving further growth and investment in the area.

Peak Years (1910-1913)

The early 1910s marked the peak of the Bullfrog and Goldfield Railroad’s operation. With its network expanded, the railroad played a vital role in transporting not only ore but also passengers, mail, and supplies to and from the bustling mining towns it served. The railroad’s locomotives and cars became a familiar sight, chugging through the arid Nevada landscape, carrying the hopes and dreams of those seeking fortune in the desert.

Decline and Legacy (1914 onwards)

The prosperity of the B&G Railroad, however, was short-lived. As the gold rush began to wane and mines reached their peak production, the demand for transportation dwindled. The onset of World War I further impacted the region’s economy, leading to a decline in mining activity and a subsequent decrease in rail traffic.

By the mid-1910s, the Bullfrog and Goldfield Railroad faced financial difficulties. Maintenance costs soared, while revenue declined, forcing the company to cut services and lay off workers. In 1918, the railroad ceased operations altogether, its tracks falling into disrepair and its locomotives left to rust in the desert sun.

While the Bullfrog and Goldfield Railroad may have faded into history, its legacy endures. It played a pivotal role in the development of Nevada’s mining industry, facilitating the extraction and transportation of precious metals that fueled the region’s economy. Today, the remnants of the railroad serve as a reminder of the boom and bust cycles that have shaped the American West.

Bullfrog and Goldfield Route

Locomotives of the Bullfrog and Goldfield

Goldfield Railroad Engine No. 1 and its crew September, 1905. From left to right: William Pooley. Robert Harper, Lavey Curran, William Kendall, George Wells. Ray Favey, Harry Kendall and probably Hal Mcleod and Favey in the cab.
Goldfield Railroad Engine No. 1 and its crew September, 1905. From left to right: William Pooley. Robert Harper, Lavey Curran, William Kendall, George Wells. Ray Favey, Harry Kendall and probably Hal Mcleod and Favey in the cab.
Bullfrog Goldfield RR locomotive #54, built by Baldwin Locomotive Works in Nov. 1906. Baldwin Class 10-38-E 2-8-0 locomotive, with 22x28 in. cylinders, 55" drive wheels, build number 29265. Weight was 183,000 lbs. Alongside sister locomotive #55, #54 worked on the BGRR from 1906 to 1923, then being sold to the National Railways of Mexico. Final disposition unknown, presumed to be scrapped.
Bullfrog Goldfield RR locomotive #54, built by Baldwin Locomotive Works in Nov. 1906. Baldwin Class 10-38-E 2-8-0 locomotive, with 22×28 in. cylinders, 55″ drive wheels, build number 29265. Weight was 183,000 lbs. Alongside sister locomotive #55, #54 worked on the BGRR from 1906 to 1923, then being sold to the National Railways of Mexico. Final disposition unknown, presumed to be scrapped.
Bullfrog Goldfield RR locomotive #3, built by Baldwin Locomotive Works in Dec. 1906. Baldwin Class 04-36-D 0-6-0 switcher engine, with 20x26 in. cylinders, 52" drive wheels, build number 29712. Weight was 135,000 lbs. Alongside sister locomotive #4, #3 worked on the BGRR from 1906 to 1908, then becoming property of the Tonopah and Tidewater Railroad after their merger with the Bullfrog Goldfield. Later sold to the Las Vegas & Tonopah Railroad becoming their #3, then to the Ludlow & Southern (retaining the #3), and the Utah Copper Co. as their #400
Bullfrog Goldfield RR locomotive #3, built by Baldwin Locomotive Works in Dec. 1906. Baldwin Class 04-36-D 0-6-0 switcher engine, with 20×26 in. cylinders, 52″ drive wheels, build number 29712. Weight was 135,000 lbs. Alongside sister locomotive #4, #3 worked on the BGRR from 1906 to 1908, then becoming property of the Tonopah and Tidewater Railroad after their merger with the Bullfrog Goldfield. Later sold to the Las Vegas & Tonopah Railroad becoming their #3, then to the Ludlow & Southern (retaining the #3), and the Utah Copper Co. as their #400
Bullfrog Goldfield #11, originally #13, built by Baldwin in 1906.
Bullfrog Goldfield #11, originally #13, built by Baldwin in 1906.
Originally Bullfrog Goldfield #14, this engine was built by Baldwin in 1906. It was destroyed in a boiler explosion, and the bell was saved for the schoolhouse at Ludlow, CA.
Originally Bullfrog Goldfield #14, this engine was built by Baldwin in 1906. It was destroyed in a boiler explosion, and the bell was saved for the schoolhouse at Ludlow, CA.
Bullfrog Goldfield Railroad in Rhyolite
Bullfrog Goldfield Railroad in Rhyolite

Bullfrog Goldfield Railroad Route

Bullfrog Goldfield Railroad Summary

NameBullfrog Goldfield Railroad
LocationNye County, Nevada
Length84.78 Miles
Operational1905–1928
GaugeStandard Gauge

References

Virginia and Truckee Railroad Right-of-Way

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The Virginia and Truckee Railway, affectionately known as the V&T, holds a storied history deeply intertwined with the development of the American West in the 19th century. Established in Virginia City, Nevada, in 1869, the railway quickly became a vital link between the bustling mining communities of Virginia City, Gold Hill, and Carson City, facilitating the transportation of silver and gold ore to processing facilities and connecting these remote towns to the broader economy. Initially built to serve the booming Comstock Lode mining operations, the V&T Railway later expanded its operations to cater to passenger traffic and freight transport, playing a pivotal role in the economic growth of Nevada.

Built in 1872, the Virginia & Truckee No. 11, the "Reno" was the V&T's first true passenger engine. It was the pride of the fleet, and was assigned to the pull the "Lightning Express," the V&T's premier train in the 1800s. The engine was damaged by a fire in 1995, and is currently undergoing restoration by the V&T.
Built in 1872, the Virginia & Truckee No. 11, the “Reno” was the V&T’s first true passenger engine. It was the pride of the fleet, and was assigned to the pull the “Lightning Express,” the V&T’s premier train in the 1800s. The engine was damaged by a fire in 1995, and is currently undergoing restoration by the V&T.

Throughout its existence, the Virginia and Truckee Railway experienced both triumphs and challenges. It weathered the economic downturns of the late 19th and early 20th centuries, adapted to changing transportation needs, and even survived a devastating fire in 1875 that destroyed much of its infrastructure. Despite facing competition from emerging modes of transportation such as automobiles and trucks, the V&T managed to remain operational until 1950 when declining profits led to its closure. However, spurred by nostalgia and historical significance, efforts to preserve and restore sections of the V&T began in the latter part of the 20th century. Today, the Virginia and Truckee Railway operates as a heritage railroad, offering scenic rides through the picturesque landscapes of Nevada, preserving the legacy of one of the West’s most iconic railways.

Nevada State Historic Marker Text

The Virginia & Truckee Railroad was built between 1868 and 1872 to connect the mining and milling communities of the Comstock to the Central Pacific Railroad that ran through Reno.

The line first connected Virginia City to Carson City in 1869, but work to run the railroad north moved quickly. Soon after Chinese laborers graded this section during the summer of 1871, track gangs commenced laying rail south, reaching Steamboat Springs by late October.  Nine months later, Superintendent Henry M. Yerington drove the last spike a mile west of Carson City on August 24, 1872, connecting Virginia City with Reno by rail.  Although regularly scheduled passenger service didn’t begin until October 1, the first through train traversed the 52 mile route on September 1, 1872 – the last passed by here on May 31, 1950.

STATE HISTORICAL MARKER NO. 248
STATE HISTORIC PRESERVATION OFFICE
CITY OF RENO

Nevada State Historic Marker Summary

Nevada State Historic Marker 248 was located at the intersection of South Center and East Taylor Streets, Reno, Nevada.

NameVirginia and Truckee Railroad Right-of-Way
LocationWashoe County, Nevada
Latitude, Longitude39.5163, -119.8064
Nevada State Historic Marker248

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.

Map

References