Category: Resources

Tombstone Daily Nugget Newspaper

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Tombstone Daily Nugget Newspaper
Tombstone Daily Nugget Newspaper

The Tombstone Daily Nugget was a significant newspaper published in Tombstone, Arizona, during the early 1880s, a period marked by the town’s rapid growth as a silver mining boomtown. Operating from 1880 to 1882, the newspaper served as a primary source of news and opinion, reflecting the political, social, and economic dynamics of a frontier community. This report explores the origins, operations, editorial stance, and historical impact of the Tombstone Daily Nugget, drawing on available historical records.

Origins and Establishment

The Tombstone Daily Nugget began publication in 1880 in Tombstone, Cochise County, Arizona Territory, during the height of the town’s silver mining boom, sparked by Ed Schieffelin’s 1877 discovery. Published by A.E. Fay & Co., and later by H.M. Woods & Co., the newspaper was a daily (except Mondays) and positioned itself as the “leading and representative mining paper of Arizona.” Its first known issue is documented as Volume 1, Number 228, dated June 8, 1881, though it began in 1880. The Daily Nugget emerged alongside its weekly counterpart, The Weekly Nugget (1879–188?), and was closely related to The Daily Nugget (1880–18??), published in Pima County.

Tombstone’s rapid growth, fueled by mining wealth, created a demand for local news. The Daily Nugget filled this need, covering mining developments, local politics, and social events. Its establishment coincided with the founding of its rival, The Tombstone Epitaph, by John P. Clum in May 1880, setting the stage for a fierce editorial rivalry that mirrored the town’s political divisions.

Operations and Content

The Tombstone Daily Nugget was a four-page broadsheet, typically measuring 17 x 22.5 inches, as evidenced by a surviving issue from April 7, 1882. It was printed daily, except Mondays, and focused heavily on mining news, given Tombstone’s economic reliance on silver. The newspaper also covered local and national events, legal proceedings, and social happenings, such as births, deaths, and community gatherings. Its content included advertisements, editorials, and occasional humorous or satirical pieces, reflecting the vibrant and often contentious atmosphere of the town.

A notable issue from April 7, 1882, featured articles on the assassination of outlaw Jesse James by the Ford brothers and a humorous report on Wyatt Earp’s arrest of a Texas desperado, highlighting the paper’s blend of serious and lighthearted content. The Daily Nugget also published accounts of local conflicts, such as the coroner’s inquest following the 1881 Gunfight at the O.K. Corral, providing detailed witness testimonies.

The newspaper’s operations were likely modest, typical of frontier journalism, with limited staff and reliance on hand-set type and flatbed presses. While specific details about its circulation are unavailable, its role as a daily suggests it was widely read among Tombstone’s residents, including miners, merchants, and civic leaders.

Editorial Stance and Rivalry

The Tombstone Daily Nugget was a Democratic-leaning publication, in stark contrast to the Republican-leaning Tombstone Epitaph. This political alignment shaped its editorial perspective, particularly in its coverage of local law enforcement and the tensions between the Earp brothers and the Cochise County Cowboys. The Epitaph, under John Clum, supported the Earps and local Republicans, while the Nugget often aligned with ranchers, Democrats, and the Cowboys, who were frequently at odds with the town’s mining interests and law enforcement.

This rivalry was not merely ideological but deeply personal, with the two newspapers engaging in “editorial fencing” that amplified Tombstone’s political divisions. The Nugget’s coverage of the Gunfight at the O.K. Corral on October 26, 1881, for instance, differed from the Epitaph’s, reflecting its sympathy for the Cowboys and skepticism of the Earps’ actions. The Nugget published detailed accounts of the coroner’s inquest, including witness statements that questioned the Earps’ conduct, such as B.H. Fellehy’s testimony about the rapid sequence of shots.

Key Historical Context

The Tombstone Daily Nugget operated during a pivotal moment in Tombstone’s history, when the town was a flashpoint for frontier tensions. The silver boom attracted a diverse population, including miners, gamblers, and outlaws, leading to conflicts over law, order, and economic control. The Gunfight at the O.K. Corral, involving Wyatt Earp, Doc Holliday, and the Clanton and McLaury brothers, was a defining event, and the Nugget’s coverage provided a counterpoint to the Epitaph’s pro-Earp narrative.

The newspaper also documented other incidents, such as John Ringo’s 1881 shooting of Louis Hancock over a dispute about drinks, illustrating the town’s volatile social environment. Beyond local events, the Nugget connected Tombstone to broader national stories, as seen in its reporting on Jesse James’ death in 1882.

Decline and Legacy

The Tombstone Daily Nugget ceased publication in 1882, likely due to a combination of factors. A devastating fire in May 1882 destroyed much of Tombstone’s business district, including the Nugget’s offices, a blow from which it did not recover. Additionally, the decline of the silver boom and the town’s population reduced the demand for a daily newspaper. The Tombstone Epitaph, which survived the fire, outlasted its rival and continues as Arizona’s oldest continuously published newspaper.

No complete digital archive of the Tombstone Daily Nugget exists online, and surviving issues are rare, often available only on microfilm through institutions like the Arizona Newspaper Project. However, its articles, such as those preserved in auction records and historical accounts, offer valuable insights into Tombstone’s frontier life. The Nugget’s Democratic perspective provides a critical counterbalance to the Epitaph’s Republican narrative, enriching the historical record of events like the O.K. Corral gunfight.

Conclusion

The Tombstone Daily Nugget was a vital voice in Tombstone, Arizona, during its brief but impactful run from 1880 to 1882. As a Democratic-leaning newspaper, it chronicled the town’s mining boom, political rivalries, and violent conflicts, often in opposition to its rival, The Tombstone Epitaph. Despite its destruction in the 1882 fire and subsequent closure, the Nugget left a lasting legacy through its documentation of a transformative period in the American West. Its surviving issues, though scarce, remain a treasure for historians and genealogists seeking to understand the complexities of frontier life in Tombstone.

Sources

  • Chronicling America, Library of Congress.
  • Newspaper Abstracts.
  • Legends of America.
  • Bidsquare Auction Records.
  • Tombstone Chamber of Commerce.

Sacramento River Steamships

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Photograph of a view of the steamship J.D. Peters on the Sacramento River, 1900-1910. The large steamship is at center and is spewing dark smoke from twin smokestacks. There are three decks above the waterline, and the pilot house can be seen above the third deck. Several men are standing near the bow of the ship. The river water is very calm. Small wooden houses can be seen on the shore of the river at left and also in the distance at right.

Early Beginnings (1847–1849)

The history of steamships on the Sacramento River began in November 1847, when the Sitka, built by William A. Leidesdorff, briefly operated on San Francisco Bay and up the Sacramento River to New Helvetia. This marked the earliest recorded use of a steamboat in California’s inland waterways. However, regular steamboat service did not take hold until the California Gold Rush of 1848 transformed the Sacramento River into a vital transportation artery. The discovery of gold at Sutter’s Mill spurred a massive influx of fortune-seekers, and the river became the primary route connecting San Francisco’s port to the gold fields near Sacramento and beyond. Early shipping relied on ocean-going schooners and launches, which were slow, taking a week or more to navigate the river’s channels and sloughs. These vessels were often abandoned by crews eager to join the gold rush.

In 1849, the George Washington became the first steamboat to provide regular service between Sacramento and San Francisco, initiating a new era of river transportation. That same year, the Pioneer, assembled in Benicia from parts shipped from Boston, was launched by the Edward Everett Company, further establishing steam navigation. The Mint, a 36-foot iron-hulled vessel, was advertised in the Weekly Alta California on October 18, 1849, as the first steamboat offering transport between San Francisco and Sacramento, with a stop at Benicia. The McKim, a 400-ton ex-Army propeller-driven steamship, made its first regular run on October 26, 1849, completing the trip in 17 hours and generating significant revenue for its operators, Simmons, Hutchinson & Company.

Steamer Sacramento at wharf in San Francisco.
Steamer Sacramento at wharf in San Francisco.

The Gold Rush Boom (1850–1854)

The early 1850s saw an explosion of steamboat activity on the Sacramento River, driven by the gold rush’s economic frenzy. By 1850, an estimated 28 steamers operated on the river, with numbers growing each year. Steamships like the 755-ton SS Senator, a side-wheel steamer that arrived from Boston via Cape Horn, began service in November 1849, earning up to $60,000 monthly. The Senator and McKim alternated schedules to provide near-daily service between San Francisco and Sacramento. Fares were initially high—$30 for cabin passage and $20 for deck—but fierce competition soon drove prices down to as low as $1.

Steamships extended their reach beyond Sacramento, navigating tributaries like the American, Feather, and Yuba Rivers to serve mining communities. The 42-ton Jack Hays reached Redding, the head of navigation on the Sacramento, during the spring flood of May 1850, and began regular service to support miners and traders in the Upper Sacramento region. On the San Joaquin River, the Captain Sutter became the first steamboat to reach Stockton in November 1849. Smaller vessels, such as the 52-ton Linda and 36.5-ton Lawrence, operated above Sacramento, catering to remote mining camps.

The journey to California was perilous for many steamships. Several, including the Antelope, Goliah, and Wilson G. Hunt, braved the treacherous Cape Horn route under their own power, while others, like the New York and Rhode Island, were lost at sea. Many steamers were shipped in pieces from eastern shipyards, reassembled on the shores of Yerba Buena Cove, and launched into service. This ingenuity fueled the rapid expansion of river transport.

Competition among steamboat operators was intense, leading to fare wars that often pushed prices below operational costs. Safety was frequently compromised, with boiler explosions and collisions causing numerous accidents. A notable incident involved the Wilson G. Hunt racing the New World near Benicia, resulting in a boiler explosion on the latter. To curb this chaos, the California Steam Navigation Company was formed in 1854, consolidating many independent operators into a near-monopoly. This reduced competition but raised concerns about monopolistic pricing.

More details Chrysopolis, one of several large steamboats that served for transportation on the river during the California Gold Rush
More details Chrysopolis, one of several large steamboats that served for transportation on the river during the California Gold Rush

The Heyday of Steam Navigation (1855–1871)

The California Steam Navigation Company dominated Sacramento River transport in the late 1850s and 1860s, operating a fleet of 32 sidewheel and sternwheel steamships, 21 barges, and 20 wharves. Notable vessels included the Antelope, a 150-foot side-wheeler renowned for its speed and reliability, which transported gold for Wells Fargo in a fortified “Gold Room” and carried the first Pony Express mail in 1860. The Chrysopolis, launched in 1860, was a 240-foot “floating palace” capable of carrying 1,000 passengers and 700 tons of cargo. Its Victorian elegance and powerful engine made it a symbol of the era’s technological and aesthetic achievements.

Sternwheelers, like the Red Bluff (built in 1894), became preferred for upriver routes due to their shallow draft and maneuverability. These “skimmers” could navigate the river’s twisting channels and even operate in shallow waters during floods, rescuing stranded families and livestock. Steamboat captains also provided vital services, such as shopping in San Francisco for isolated farm wives, delivering goods on return trips.

Despite the company’s dominance, “opposition boats” like the Chin Du Wan persisted, using steam calliopes to attract passengers with lower fares and irregular schedules. These independent operators were a colorful feature of the river until the 1870s, when railroads began to challenge steamboat supremacy.

Decline and Legacy (1871–1950)

The rise of railroads, particularly after the Central Pacific Railroad acquired the California Steam Navigation Company in 1871, marked the beginning of the steamboat era’s decline. Improved roads, the completion of the Bay Bridge, and the expansion of Highway 80 further reduced the need for river transport. By the 1870s, the river was no longer the sole means of travel between Sacramento and San Francisco.

The Delta King and Delta Queen, launched in 1927, were the last great steamships on the Sacramento River. Known as the “million-dollar boats,” these luxurious vessels operated on the Sacramento–San Joaquin River Delta until 1940, when they ceased regular service. The Delta Queen later operated on the Mississippi River, while the Delta King became a hotel and restaurant in Old Sacramento. The final steamboat, the Petaluma, made its last trip in 1950, ending a century of steam navigation in California.

Cultural and Historical Impact

Sacramento River steamships played a pivotal role in California’s development, transforming the region from a sleepy waterway into a bustling transportation hub during the Gold Rush. They facilitated the movement of people, goods, and gold, shaping the economic and cultural landscape of Northern California. The river supported diverse communities, from Native American tribes like the Nisenan, who used its resources for millennia, to the settlers and miners who relied on steamships for survival and prosperity.

Today, the legacy of these steamships is preserved in places like the Sacramento History Museum and Old Sacramento Waterfront, where the Delta King serves as a reminder of the river’s storied past. Archaeological surveys have uncovered wrecks like the Sterling and the California, offering glimpses into the Gold Rush era. The Sacramento River remains a vital resource, providing water, supporting agriculture, and sustaining ecosystems, but its days as a steamboat highway are a cherished chapter in California’s history.

Needles – Colorado River Steamship Landing

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Needles, California, located along the Colorado River, played a significant role in the history of steamship navigation in the American Southwest during the mid-19th to early 20th centuries. The Colorado River served as a vital transportation corridor, connecting mining camps, military outposts, and settlements in Arizona and California. Steamships were instrumental in delivering supplies, passengers, and mail, particularly during the region’s mining booms and the establishment of rail connections. This report explores the history of steamships in Needles, their operations, key vessels, and their impact on the region’s development, drawing on historical records and accounts of the Colorado Steam Navigation Company and related enterprises.

Steamer "Cochan" on Colorado River at Needles. The Otis Marston Colorado River Collection The Huntington Library, San Marino, California.
Steamer “Cochan” on Colorado River at Needles. The Otis Marston Colorado River Collection The Huntington Library, San Marino, California.

Historical Context

The Colorado River, stretching from the Gulf of California to the Green River in Wyoming, was a challenging but navigable waterway for steamships from 1852 to 1909. The discovery of gold in California in 1848 and subsequent mining booms in Arizona spurred westward expansion, increasing the demand for reliable transportation. Steamships became a lifeline for isolated settlements, as overland routes were slow and vulnerable to harsh conditions and conflicts with Indigenous groups. Needles, established as a key point along the river due to its proximity to rail connections and mining operations, emerged as a hub for steamship activity by the late 19th century.

The Rise of Steamship Operations

Steamship service on the Colorado River began in November 1852 with the launch of the Uncle Sam, a modest sternwheeler powered by mesquite wood. Capable of carrying 40 tons of supplies, it demonstrated the feasibility of steam navigation despite the river’s swift currents and shifting sandbars. The Colorado Steam Navigation Company (CSNC), formed in the 1860s, dominated steamship operations, operating a fleet of sternwheelers and sidewheelers designed for the river’s shallow draft, requiring as little as 30 inches of water. These vessels, ranging from 35 to 149 feet in length, could haul up to 236 tons of cargo and passengers.

Needles became a focal point for steamship activity in the 1880s, particularly after the Atlantic and Pacific Railroad reached the town in 1883, connecting it to the Southern Pacific Railroad. The construction of a wooden bridge across the Colorado River at Needles, completed in 1883, relied heavily on steamships for logistical support. The Mohave II, a prominent sternwheeler, towed barges and assisted in driving pilings for the bridge, despite challenges from the river’s strong currents. Steamships also supported subsequent bridge repairs after floods in 1884, 1886, and 1888, and the construction of a cantilever bridge at Mellen (near Needles) in 1889–1890.

The "Aztec", which was run from Needles to Yuma until 1905 when it was wrecked a few miles below Needles during a severe sandstorm. - The Otis Marston Colorado River Collection - The Huntington Library, San Marino, California.
The “Aztec”, which was run from Needles to Yuma until 1905 when it was wrecked a few miles below Needles during a severe sandstorm. – The Otis Marston Colorado River Collection – The Huntington Library, San Marino, California.

Key Steamships Operating in Needles

Several steamships were associated with Needles, either as regular operators or through specific roles in supporting regional infrastructure:

  • Mohave II: A sternwheeler operated by the CSNC, the Mohave II was a workhorse of the Colorado River, active in the 1870s and 1880s. It played a critical role in supporting the construction of the railroad bridge at Needles by towing Barge No. 3, equipped with a pile driver, to secure pilings in the riverbed. In 1876, it carried a Sunday school group from Yuma, illustrating its role in community excursions.
  • Cochan: A sternwheeler operating around 1900, the Cochan made regular trips between Yuma and Needles, competing with the CSNC. Under the command of a former CSNC barge captain, it served mining camps and settlements, transporting supplies and passengers.
  • Searchlight: Launched in December 1902 at Needles, the Searchlight was the last sternwheeler built for the lower Colorado River. Operated by the Colorado River Transportation Company, it was 91 feet long and competed with the CSNC for trade to Quartette Landing and Searchlight, Nevada. Its launch marked the final phase of steamship construction in the region.
  • Gila: Active in the 1870s, the Gila was photographed at the Yuma Crossing in 1873, indicative of the type of sternwheelers that operated upriver to Needles. It supported mining operations and military outposts, carrying supplies and personnel.

These vessels were purpose-built for the Colorado River’s unique conditions, with stern paddlewheels that provided better maneuverability in heavy, sediment-laden waters compared to sidewheelers. Their shallow drafts allowed them to navigate sandbars, though they often required skilled pilots to avoid grounding.

Economic and Social Impact

Steamships were critical to the economic development of Needles and the surrounding region. They transported mining equipment, food, and other supplies to camps like Quartette Landing and Searchlight, supporting the region’s silver and gold mining booms. Passengers, including miners, settlers, and tourists, relied on steamships for travel to and from Needles, which served as a gateway to the interior. The CSNC’s steamships generated significant revenue, outpacing smaller river steamboats, and facilitated trade with Mexican ports and San Francisco.

Socially, steamships fostered community connections. Excursion trips, such as those by the Mohave II for Sunday school groups, provided recreational opportunities and strengthened regional ties. Steamships also carried mail, ensuring communication between remote settlements and the outside world. However, their operations were not without challenges, including competition from railroads and environmental obstacles like floods and low water levels.

Decline of Steamship Operations

The dominance of steamships in Needles began to wane in the late 19th century due to several factors:

  • Railroad Expansion: The completion of the Southern Pacific Railroad’s line to Needles in 1883 and the San Pedro, Los Angeles, and Salt Lake Railroad in 1905 shifted transportation from river to rail. Railroads offered faster, more reliable service, reducing the need for steamships.
  • Environmental Challenges: The Colorado River’s unpredictable flow, marked by seasonal floods and low water, made navigation difficult. The damming of the river, starting in 1905, further restricted long-distance travel, effectively ending steamship operations by 1909.
  • Competition: The Searchlight and other vessels faced competition from established operators like the CSNC and emerging rail networks, which cut into their profitability. By 1903, the Searchlight had already impacted CSNC’s trade, signaling the decline of steamship dominance.

By the early 20th century, steamships were relegated to occasional supply runs and excursions, with the Searchlight marking the end of new construction. The CSNC was absorbed by the Southern Pacific’s Western Development Company in 1877, and its operations dwindled as rail transport took over.

Legacy and Historical Significance

The steamships of Needles, California, left a lasting legacy in the development of the American Southwest. They enabled the growth of mining, trade, and settlement in a region where overland travel was arduous. The Mohave II, Cochan, and Searchlight symbolize the ingenuity of early steamship builders, who designed vessels capable of navigating one of the continent’s most challenging rivers. Their role in supporting the railroad bridge at Needles underscores their importance in integrating the region into national transportation networks.

Today, the history of these steamships is preserved in archival records, photographs, and historical accounts, such as those by Jerry MacMullen in Paddle-Wheel Days in California. The Colorado River’s steamship era, though brief, was a critical chapter in the story of Needles, reflecting the broader narrative of American expansion and technological adaptation. While the river is no longer navigable for steamships due to dams, the legacy of these vessels endures in the region’s cultural and economic heritage.

Conclusion

From the 1850s to the early 1900s, steamships were a cornerstone of transportation and economic activity in Needles, California. Operating under the Colorado Steam Navigation Company and other entities, vessels like the Mohave II, Cochan, and Searchlight connected Needles to the broader Southwest, supporting mining, rail construction, and community life. Their decline, driven by railroads and environmental changes, marked the end of an era, but their contributions to the region’s development remain significant. This report highlights the vital role of steamships in shaping Needles’ history and their enduring place in the story of the Colorado River.

Aurora Daily Times Newspaper

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The Aurora Daily Times newspaper was a short-lived but significant newspaper published in Aurora, Nevada, during the early 1860s, a period marked by the region’s silver mining boom. Aurora, located in what was then the Nevada Territory, was a bustling mining town, and the newspaper served as a vital source of local news, mining updates, and community information. This report explores the historical context, publication details, content, and legacy of the Aurora Daily Times, drawing on available archival information.

Historical Context

Aurora was founded in 1860 following the discovery of silver and gold in the Esmeralda Mining District. By 1863, the town had grown into a significant hub with thousands of residents, driven by the Comstock Lode and nearby mining activities. The Nevada Territory, established in 1861, was a region of rapid development, with newspapers playing a critical role in disseminating information about mining claims, politics, and social events. The Aurora Daily Times emerged during this dynamic period, catering to a community eager for news in a remote and rugged frontier.

Publication Details

The Aurora Daily Times was published daily, except Sundays, and operated under two distinct periods, as documented by the Library of Congress and other sources:

  1. First Run (1863–1864):
    • Start Date: May 1, 1863
    • End Date: Approximately April 1864
    • Publisher: R.E. Draper
    • Frequency: Daily (except Sundays)
    • Description: This period is referenced in Library of Congress records, with the earliest known issue dated November 27, 1863 (Vol. 2, No. 135). The newspaper was published in Aurora, Nevada Territory, and served the local mining community.
  2. Second Run (1864):
    • Start Date: July 1864
    • End Date: November 7, 1864
    • Publishers: G.O. Kies and R. Ferral
    • Frequency: Daily (except Sundays)
    • Description: This later run was a continuation or revival of the newspaper, with a known issue dated October 7, 1864 (Vol. 3, No. 9). It ceased publication with the November 7, 1864 issue.

The newspaper was printed in Aurora, Nevada Territory, and its issues are preserved on microfilm, available through Bay Microfilm. The Library of Congress notes that copies may be held by other libraries, accessible via the “Libraries That Have It” tab in their catalog.

Content and Role

As a daily newspaper in a mining town, the Aurora Daily Times likely covered a range of topics relevant to its readers, including:

  • Mining News: Updates on local mining claims, discoveries, and production, which were central to Aurora’s economy.
  • Local Events: Announcements of community gatherings, business openings, and social activities.
  • Politics: Coverage of territorial politics, including debates over Nevada’s path to statehood (achieved in 1864).
  • Advertisements: Promotions for local businesses, such as saloons, general stores, and assay offices.
  • National and Regional News: Reports on broader events, including the Civil War and developments in the Nevada Territory.

Newspapers like the Aurora Daily Times were essential for fostering community identity and providing practical information in isolated mining towns. The Aurora Daily Times would have competed with other local papers, such as the Esmeralda Daily Union (1864–1865), and may have shared resources or readership with the Aurora Weekly Times, a related publication that succeeded it in 1864.

Archival Availability

The Aurora Daily Times is preserved in limited form, with specific issues available on microfilm. The Nevada State Library, Archives, and Public Records holds microfilm copies of issues from November 27 to December 12, 1863, and additional issues from July 11 and October 7, 1864. The University of Nevada, Las Vegas (UNLV) Libraries also list holdings for these dates, indicating their availability for research.

Researchers can access these microfilms at institutions like the Nevada State Library, which offers microfilm readers and the ability to save images to flash drives. Some historical Nevada newspapers, though not explicitly the Aurora Daily Times, are available through the Nevada State Library’s electronic newspaper databases or the Library of Congress’s Chronicling America project. However, the Aurora Daily Times is not currently digitized in Chronicling America’s online collection, limiting access to physical or microfilm copies.

Challenges and Limitations

The Aurora Daily Times faced challenges typical of frontier newspapers:

  • Short Lifespan: Both runs of the newspaper were brief, likely due to financial instability, competition, or the decline of Aurora’s mining boom by the mid-1860s.
  • Preservation Issues: Only a handful of issues survive, making comprehensive analysis difficult.
  • Limited Digitization: Unlike some Nevada newspapers, the Aurora Daily Times is not fully digitized, restricting access for remote researchers.

Additionally, Aurora’s remote location and the transient nature of its population may have impacted the newspaper’s sustainability. By the late 1860s, Aurora’s prominence waned as mining activity shifted elsewhere, contributing to the newspaper’s demise.

Legacy

The Aurora Daily Times represents a snapshot of life in a Nevada mining town during the Civil War era. Its brief existence reflects the volatile nature of frontier journalism, where newspapers often emerged and folded with the fortunes of their communities. The newspaper’s surviving issues offer valuable insights for historians and genealogists studying Aurora’s history, the Esmeralda Mining District, and the broader Nevada Territory.

For genealogical research, the Aurora Daily Times is a potential source of obituaries, marriage announcements, and other personal records, though its limited run and lack of digitization pose challenges. Researchers are advised to consult microfilm collections at the Nevada State Library or UNLV Libraries and to cross-reference with other regional newspapers, such as the Reese River Reveille or Esmeralda Daily Union, for a fuller picture of the period.

Conclusion

The Aurora Daily Times newspaper was a product of Aurora, Nevada’s brief but vibrant mining boom in the early 1860s. Published in two short runs (1863–1864 and 1864), it served as a critical source of news and information for a frontier community. Despite its limited surviving issues and lack of digitization, the newspaper remains a valuable historical artifact, accessible through microfilm at select institutions. Its story underscores the challenges and significance of journalism in Nevada’s formative years, offering a window into the social, economic, and political life of a now-faded mining town.

Sources

  • Library of Congress, Chronicling America: Aurora Daily Times (1863–1864).
  • Nevada State Library, Archives, and Public Records: Newspapers, Periodicals, & Microfilm.
  • UNLV University Libraries: Nevada Newspapers by Title.
  • Nevada Historical Society and Destination4x4.com: Nevada Historical Newspapers.
  • GenealogyBank: Aurora, Nevada Newspaper Archive.

Owens Lake Steamships

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Today it is difficult to imagine, but at one time not so long ago, Owens Lake Steamships ferried supplies and silver ore across Owens Lake from the booming silver town of Cerro Gordo, California. Cerro Gordo was a booming silver town located at high elevations in the White Mountains above the tree line. Water and fuel are hauled up the mountain utilizing freight wagons to support the silver mines.

Cerro Gordo overlooking the then full Owens Lake.
Cerro Gordo overlooking the then full Owens Lake.

Owens Lake, nestled in the Owens Valley of California, was once a shimmering gem nestled beneath the towering Sierra Nevada mountains. Spanning over 100 square miles, it was a vital oasis for diverse wildlife and a haven for migratory birds. Its glassy surface reflected the surrounding peaks, creating a picturesque landscape beloved by locals and travelers alike. With its abundant water and fertile shores, it supported Native American communities for centuries. However, as Los Angeles began to grow in the late 19th century, demands for water led to the diversion of the Owens River, gradually desiccating Owens Lake and leaving behind a vast salt flat.

Mortimer Belshaw (1830 - 1899 )
Mortimer Belshaw (1830 – 1899 )

Cerro Gordo was a silver mining town located high in the White Mountains east of Owens Lake. The elevation of the town offered some unique challenges in terms of supplies, such as water and fuel. Infrastructure to support the mines and the community needed to be built by Mortimer Belshaw. These supplies are staged in Keeler, CA and hauled up to the town using teams of wagons and a tramway. It is a natural step to build a ferry system to facilitate the transfer of goods, services and more importantly silver bars produce at Cerro Gordo.

Owens Lake itself faced a significant transformation in the 20th century. The Los Angeles Aqueduct, completed in 1913, diverted water from the Owens River, which fed the lake, to Los Angeles. This diversion caused Owens Lake to dry up, transforming it into a largely dry lakebed with environmental and health issues due to dust storms.

Bessie Brady

1950 Painting by William McKeever of the Bessie Brady is on display at the Eastern California Museum in Independence, CA. This image probably does not resemble the actual appearance of the vessel.
1950 Painting by William McKeever of the Bessie Brady is on display at the Eastern California Museum in Independence, CA. This image probably does not resemble the actual appearance of the vessel.

The Bessie Brady made its maiden voyage on July 4, 1872. Measuring about 85 feet in length with a 19-foot beam, the vessel could carry up to 100 tons of cargo, significantly reducing the time and cost of transporting ore. The ship’s route ran from the town of Swansea, near the western shore of Owens Lake, to Cartago on the southern shore. From Cartago, the ore was transported to Los Angeles. The steamer was actually so efficient in hauling silver ore to Cartago Landing, near Olancha, Ca, that the bullion began to pile up. The teamsters who hauled the Silver Ore from Olancha to Los Angeles, simply could not keep up with the vessel.

The introduction of the Bessie Brady revolutionized transportation in the Owens Valley. It provided a more reliable and faster means of moving ore from the Cerro Gordo Mines to markets, boosting the local economy. The steamship also transported supplies and passengers, further integrating the remote mining community with the rest of California.

The success of the Bessie Brady was relatively short-lived. By the mid-1870s, the completion of the Carson and Colorado Railroad reduced the need for lake transport. The railroad provided an even more efficient means of moving goods and people, leading to a decline in the use of the steamship.

Despite its decline, the Bessie Brady continued to operate for several years, serving various purposes, including transporting salt from the lake’s evaporative salt works.

NameBessie Brady
Other Names“The Pioneer inland steamer of the Pacific Coast”
Years of OperationJune 27, 1872 – May 11, 1882
Length85 feet
Beam16 feet
Propulsion20 HP Single Cylinder Oscillating Type Steam
10 inch cylinder bore and 10 inch stroke
Propeller54 inches

Molly Stevens

The Molly Stevens was a steamboat built in the late in 1877 and launched on in May of that year by Colonel Sherman Vanderventer Stevens. It was named after Molly Stevens, in honor of his daughter Molly.. The vessel was is smaller than the Bessie Perl, but does boast of more powerful powerplant. A few days after its’ maiden voyage, the steamship is swamped in the heavy wind driven lake waters. She is raised again to the surface with the help of the Bessie Brady.

By 1878, the Molly Stevens is only making the occasional trip across the Lake and spends the majority of her time moored. In 1881, the vessels is hauling from $6,000 in bullion a week, which is produced by nearby mills. Due to lack of hauling efficiency, the Molly Stevens is again moored and eventually scrapped in the spring of 1882.

On May 11th, 1882, during a refitted of the more powerful steam plant from the Molly Stevens to the Bessie Brady a fire breaks. The fire is started spontaneously by a combination of the Oakum, oil, paint and tar. The inferno quickly takes hold and destroys the last of the steamships on Owens Lake.

The Molly Stevens and Bessie Brady played a crucial role in the economic development of the Owens Valley. By transporting ore efficiently across Owens Lake, these vessels helped boost the mining industry, which was the backbone of the local economy. The presence of the two steamships reduced the time and cost associated with overland transport, making mining operations more profitable.

Molly Stevens Characteristics

NameMolly Stevens
Years of operation1877 – 1882

The Lost Treasure of the Bessie Brady

One other incident, which is not documented, is the alleged existence of a lost treasure in Owens Lake. Allegedly, a wagon load of bullion hauled by the Bessie Brady is swept overboard during a high wind storm. The tale is told that the heavy bullion-filled wagon was not correctly chained to the deck and simply swept over the side.

The story could be from a combination of events, such as the swamping and sinking of the Molly Stevens.

Seemingly a rumor, the Lost Treasure of the Bessie Brady seems to always originate from a person who allegedly heard from someone who knew the captain.

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