Big Bear, CA
I quiet mountain community full of back country adventure.
Cave Rock Spring Road
Cave Rock Spring Road is a remote, roughly 12-mile one-way dirt 4WD spur in the Nevada Triangle portion of Death Valley National Park (and adjacent public lands), near Rhyolite and the Bullfrog Hills.
Trail / Road Description
Access begins near the Bullfrog turnoff on Rhyolite Road (between Nevada Highway 374 and the Rhyolite ghost town). The route winds through the western Bullfrog Hills into a large wash, where it splits. The south fork is Cave Rock Spring Road; it continues past the Hooligan (Happy Hooligan) Mine area and ends about 0.25 mile below the spring itself.
- Distance: Approximately 12 miles one-way to the end of the road near the spring (the final short stretch into the spring area is closed to vehicles).
- Conditions: Unmaintained dirt road with sandy sections in the wash. High-clearance 4WD is strongly recommended. Road conditions change with weather and flash floods; check with Death Valley National Park or the BLM before travel.
- Terrain & scenery: High-desert hills and washes with sparse Great Basin vegetation (sagebrush, rabbitbrush, golden cholla). The road offers solitude, views of the Bullfrog Hills and Grapevine Mountains, and a tangible sense of the remote mining landscape that surrounded Rhyolite. Elevation near the spring is roughly 5,100–5,200 feet.
- Key stops: The Hooligan/Happy Hooligan Mine (about 10.9–11 miles in) has mine dumps, sparse wood ruins, and debris. Beyond it, stone foundations appear before the road ends short of the spring.
- The spring: Cave Rock Spring is a small seep surrounded by a dense thicket of desert broom. It is not a reliable potable water source today and is often affected by wild burros. The name likely refers to the rocky setting of the seep.
This is remote backcountry. Carry ample water, be self-reliant, respect historic artifacts (leave them in place), and be prepared for changing conditions. It does not connect through to other major routes.
History of Cave Rock Spring and Its Connection to Rhyolite
Cave Rock Spring sits in the broader Bullfrog Mining District on the east slope of the Grapevine Mountains / Bullfrog Hills area, roughly 10–12 miles west of the Rhyolite / Bullfrog vicinity.
Rhyolite exploded into existence after prospectors Shorty Harris and E. L. Cross discovered gold in 1904, launching the Bullfrog rush. By 1907–1908 the town briefly supported several thousand people (estimates range up to ~5,000–10,000 in the district) with banks, a stock exchange, railroads, electricity, and other amenities. Water was the critical limiting resource in this arid country. Early on it was hauled by wagon at high cost ($2–5 per barrel). Multiple companies later piped water from various local springs into town.
Cave Rock Spring itself was a minor seep rather than a primary long-distance piped source for the main Rhyolite townsite (those came from springs such as Indian Springs and others). It formed part of the network of small springs and seeps that supported mining, wood camps (including nearby Mexican Camp), travel, and livestock across the Bullfrog Hills during the boom. Nearby, the Happy Hooligan (Hooligan) Mine was discovered in May 1905. By early 1906 it had its own camp with a boardinghouse, blacksmith shop, and store-saloon; a road was built and the property was heavily promoted. The high-grade surface ore was quickly worked out, and the mine was abandoned by the end of 1907. Only dumps, sparse ruins, and debris remain.
After the Rhyolite boom collapsed (Montgomery-Shoshone Mine closed in 1911; power cut by 1916; the town essentially abandoned by the early 1920s), remote springs like Cave Rock continued intermittent use and later became watering points for wild burros. The road and spring today preserve a quiet link to the water-scarce realities of the short-lived Rhyolite-era camps and minor mines that surrounded the famous ghost town.
Note: Rhyolite itself lies just outside the national park boundary on mixed federal and private land and is managed primarily by the BLM. The Nevada Triangle (including this road) is within Death Valley National Park. Always verify current access and conditions, as flash floods and other factors can affect remote dirt roads.
Old Railroad Grade Road
Old Railroad Grade Road (and the related historic LV&T grades near Rhyolite) follows remnants of early-1900s railroad beds in the Nevada Triangle portion of Death Valley National Park and adjacent public land near the Rhyolite ghost town and Beatty, Nevada.
Trail Description
The named Old Railroad Grade Road is a short, relatively easy ~4.1-mile full-width dirt/two-track route near Beatty. The western section is well-graded and wide; farther along it transitions to rockier two-track with some washout transitions (one a bit more pronounced). It passes near the local airport and an old Nevada gun club range area. Technical rating is low (around 2/easy on common off-road scales). High-clearance vehicles, SUVs, side-by-sides, ATVs, and dirt bikes handle it well in dry conditions; standard passenger cars may struggle on the rougher sections. Best seasons are fall, winter, and spring. Expect typical desert conditions: sharp rocks that can puncture tires, potential rattlesnakes, and limited cell service (often just a bar of LTE). Beatty provides nearby fuel, food, and supplies.
More historically significant (and scenic for railroad enthusiasts) are the visible remnants of the Las Vegas & Tonopah Railroad “high line” grade. This runs from the Rhyolite area northward through the Bullfrog Hills, with cuts, fills, and the old roadbed still evident for roughly 12 miles through what is now Death Valley National Park lands in the Nevada Triangle. Sections are driveable or walkable in places (from near Rhyolite toward the Original Bullfrog Mine area, Mud Summit, and farther north toward Currie’s Wells in good conditions), though flash flooding and erosion can change accessibility. The grade is often clearly visible against the desert floor. It offers quiet high-desert scenery, solitude, and a strong sense of the boom-era landscape with minimal modern development.
Rhyolite itself (just outside the park boundary, on mixed federal/private land managed in part by BLM) is the natural starting point. The well-preserved Mission Revival-style Las Vegas & Tonopah depot still stands at the north end of town, along with other ruins (Cook Bank, Bottle House, etc.). The Goldwell Open Air Museum is nearby. Always check current conditions with the National Park Service or local sources, as desert roads can wash out, and respect private property and ARPA protections (leave artifacts in place).
History of Railroads in the Area
The early 1900s gold strikes at Tonopah (1900), Goldfield (1902–03), and especially the Bullfrog District (Rhyolite area, 1904) triggered a short but intense railroad-building boom. Between roughly 1904 and 1907, several companies raced to lay hundreds of miles of track to serve the mining camps, haul ore and supplies, and capture passenger traffic. Beatty became a key junction (sometimes called the “Chicago of the West” for its rail activity), with three lines converging on the district.
Key railroads:
- Las Vegas & Tonopah Railroad (LV&T): Built by Senator William A. Clark (1905–07). It ran northwest from Las Vegas ~198 miles to Goldfield, with service through Beatty and directly into Rhyolite (first train arrived December 1906). The challenging “high line” section climbed from Beatty through Rhyolite and the Bullfrog Hills (including steep grades requiring helper engines). A handsome Mission Revival depot was completed in Rhyolite in 1908. The line suffered from high operating costs, lighter-than-expected traffic after the mines underperformed, and the Panic of 1907. Northern sections (including the high line west/north of Rhyolite) were largely abandoned around 1914 after consolidation; overall LV&T operations ended by 1918, and much of the Las Vegas–Beatty alignment was later used for U.S. Highway 95.
- Bullfrog Goldfield Railroad (BG or BGRR): Incorporated 1905, built 1906–07 southward from Goldfield to Beatty and Rhyolite (~82 miles originally). It competed directly for Bullfrog District traffic and later shared or leased trackage. Operations continued in reduced form into the late 1920s (ended ~1928).
- Tonopah & Tidewater Railroad (T&T): Built by “Borax” Smith northward from Ludlow, California (reaching the Beatty/Gold Center area in 1907). It connected via the Bullfrog Goldfield tracks and outlasted the pure gold-boom lines thanks in part to borax traffic, operating until 1940 (rails later removed for WWII scrap).
Rhyolite itself exploded after the 1904 discovery by Shorty Harris and E.L. Cross, peaking around 1907–08 with thousands of residents, banks, an opera house, electricity, and multiple rail connections. The Montgomery-Shoshone and other mines never sustained the boom; the town collapsed rapidly (last train roughly 1918 or earlier on some lines; population near zero by the early 1920s). Rails were progressively abandoned and pulled up (many for wartime scrap in the 1940s). Today the grades, the Rhyolite depot, scattered ties/artifacts, and the surrounding desert landscape preserve the story of this brief, competitive railroad era that briefly linked remote Nevada mining camps to the outside world.
These remnants offer an evocative way to experience the landscape much as it appeared over a century ago—quiet, open desert with the subtle engineering scars of cuts and fills still readable on the ground. Always travel prepared, stay on existing routes, and verify road status, as conditions in this remote area change with weather.
Eureka Landing – Yuma County Ghost Town
Eureka (also known as Eureka Landing), Arizona, was a short-lived mining settlement and steamboat landing on the east (Arizona) bank of the Colorado River. It is now a ghost town in La Paz County (originally part of Yuma County during its active period). It operated primarily from 1863 through the 1870s.
Founding and Early Development
In the fall of 1863, silver strikes in the Chocolate Mountains of Arizona led to the formation of the Eureka Mining District. Eureka Landing and the nearby settlement of Williamsport developed to serve these mines, providing a riverside point for supplies, equipment, and ore shipment. Both landings and the district appear on the official 1865 Map of the Territory of Arizona (compiled under territorial authority and showing contemporary explorations and settlements along the river).
Eureka consisted of a small cluster of adobe buildings on the riverbank, located about 45 miles upriver from Arizona City (present-day Yuma) and roughly 2 miles downriver from Williamsport. Across the Colorado River lay the Picacho Mining District in California. The site sat in a narrowing stretch of the river corridor amid the Chocolate Mountains, with cottonwoods and willows nearby. Prospectors in the district included Sonorans, Papagos (Tohono O’odham), and Yaquis, among others, drawn by the silver discoveries that followed earlier gold rushes in the broader lower Colorado region (such as the 1862 La Paz rush).
The landing functioned as a utilitarian outpost rather than a large town. Its primary purpose was logistical support for the Eureka District mines and adjacent areas such as Castle Dome. High-grade silver-lead ore was among the cargoes shipped downstream for milling.
Role in the Colorado River Steamship Industry
Steam navigation on the lower Colorado River (from the Gulf of California upstream) began in the early 1850s to supply Fort Yuma more economically than overland wagon freight from California or San Diego. George A. Johnson & Company (later reorganized as the Colorado Steam Navigation Company, or CSNC, around 1869) dominated the trade with shallow-draft paddle-wheelers (initially side-wheelers, then primarily stern-wheelers) designed for the river’s sandbars, shifting channels, snags, and seasonal low water. These vessels carried military supplies, mining machinery, provisions, passengers, and ore, often towing barges for greater capacity. Freight rates dropped significantly compared with overland transport (e.g., around $25 per ton to closer landings like Eureka and Williamsport by the mid-1860s, versus higher rates farther upstream).
Eureka Landing (listed at approximately 45 miles upriver from Yuma/Arizona City) was a regular stop on the lower-to-middle river route during its active years (1863–1870s), positioned between Castle Dome Landing (about 35 miles upriver from Yuma) and Williamsport/Picacho. It supported the mining boom by receiving inbound supplies and shipping outbound ore. During high-water periods (notably May–June), steamers could deliver substantial monthly freight volumes along this stretch; by the late 1860s, annual river freight in the broader corridor exceeded several thousand tons.
Ships associated with service to Eureka and the surrounding landings (as part of the dominant Johnson/CSNC fleet operating regular runs on this section of the river) included:
- Cocopah (and later Cocopah II): Stern-wheelers active in the late 1850s–1860s/early 1870s that served lower-river mining landings.
- Mohave (including Mohave I and later the larger Mohave II): Stern-wheelers that ran the corridor supporting mines and settlements.
- Gila: A durable later stern-wheeler (launched 1873) that handled freight and passengers for many years on lower and middle river routes.
- Other fleet vessels of the era, such as Colorado II, that routinely stopped at the sequence of landings including Eureka while serving the Chocolate Mountains and Picacho districts.
These boats navigated challenging conditions and formed the economic lifeline for isolated mining camps until railroads undercut river transport.
Decline and Present Status
Activity peaked during the 1860s and 1870s amid Arizona Territory’s mining expansion. The Southern Pacific Railroad’s arrival at Yuma in 1877 (and subsequent bridging of the river) sharply reduced the cost advantage of steamboat freight for many routes. Upstream and mid-river landings like Eureka lost commercial viability as trade shifted to rail, leading to abandonment by the late 1870s or shortly thereafter.
Today, the Eureka Landing site on the riverbank has completely disappeared due to erosion, flooding, and shifts in the Colorado River’s course. The only remaining indicator is the abandoned Eureka Mine (also referred to as the Riverview Mine) at approximately 33°02′19″N 114°33′54″W, located in a canyon above the former landing within the area of the Imperial National Wildlife Refuge in La Paz County. The mine, which operated later into the period (reported production beginning around the mid-1870s in some accounts), yielded lead, zinc, silver, and gold; remnants include a shaft, open cuts, a stone cabin, foundations, and other relics accessible primarily by boat from the river.
Eureka Landing exemplifies the brief but important river-supported mining outposts of territorial Arizona, dependent on steamboat commerce that opened the lower Colorado corridor before the railroad era. Primary documentation draws heavily from Richard E. Lingenfelter’s Steamboats on the Colorado River, 1852–1916 (University of Arizona Press, 1978), which details the landings, fleet operations, and economic context.
Colorado II – Colorado River Steamship
The Colorado II was a stern-wheel paddle steamer (sternwheeler) that operated on the Colorado River from 1862 until it was dismantled in 1882. It was the second vessel of that name and the fifth steamboat overall on the lower Colorado River. It played a key role in freight and passenger transport supporting military posts, mining, and settlement in the desert Southwest during the peak of river steamboating.
Background and Construction
Steamboat service on the Colorado River began in the early 1850s to supply Fort Yuma (near present-day Yuma, Arizona) and other points upriver, as overland transport across the desert was difficult and expensive. George A. Johnson & Company dominated the trade. The original Colorado (often called Colorado I), launched in late 1855, was a 120-foot sternwheeler that could carry about 60–70 tons on a shallow draft of under two feet. It used an 80-horsepower engine and was captained at times by Isaac Polhamus (later known as the “Dean of the Colorado River”).
By 1862 the original Colorado was worn out. Its hull was dismantled in April 1862 at Arizona City (Yuma). The engine and boiler were removed and reused. Shipbuilder John G. North (a well-known California steamboat builder) constructed a new, larger hull in San Francisco. The parts were shipped to the Colorado River and assembled/launched at Arizona City under the guns of Fort Yuma, due to fears of Confederate raiders during the Civil War. The new vessel—Colorado II—entered service around December 1862 (some sources note May or later in the year for full operations).
Specifications
- Type: Stern-wheel paddle steamer (sternwheeler)
- Tonnage: 179 tons
- Length: 145 feet
- Beam (width): 29 feet
- Draft: Approximately 16 inches (very shallow, suited to the river’s sandbars and variable water levels)
- Engine: 80 hp steam engine reused from Colorado I
- Cargo capacity: Around 70 tons (some accounts note higher freight capacity in practice; one source cites capacity for 179 tons of freight, aligning with displacement)
- Builder: John G. North (hull); machinery from the prior vessel
- Owners: George A. Johnson & Company, later the Colorado Steam Navigation Company (C.S.N.Co., reorganized 1869)
These shallow-draft design features were essential for navigating the lower Colorado’s shifting channels, sandbars, and seasonal low water.
Role on the Colorado River
Colorado II operated primarily on the lower Colorado River, from the river mouth/delta area (near Port Isabel, Sonora, Mexico, on the Gulf of California) northward past Arizona City/Yuma, to landings serving mining districts, military posts (including Fort Mohave), and settlements in present-day Arizona, California, and Nevada. It carried freight (supplies, mining machinery, ore, wool, agricultural goods), passengers, and often towed barges to increase capacity.
It was part of Johnson’s fleet that held a near-monopoly after absorbing rivals in the 1860s. Key captains included Stephen Thorne. The vessel worked alongside others such as the Cocopah (I and later II), Mohave, Nina Tilden, and barges. Woodyards (often staffed by local Cocopah people) supplied fuel along the route. Trips supported the growth of mining (e.g., in areas like Eldorado Canyon) and military logistics. By the late 1860s–1870s the company (reorganized as C.S.N.Co.) ran multiple steamers and handled thousands of tons of freight and hundreds of passengers annually. Colorado II is documented in period photos, including at Fort Yuma landings and in a tidal dry dock at Port Isabel.
Competition from rival lines (e.g., in the mid-1860s) was short-lived. The arrival of the Southern Pacific Railroad at Yuma in 1877 (with a bridge soon after) sharply reduced the need for long-haul river transport, as rail took over east-west traffic. The steamboat company was sold to Southern Pacific interests. Remaining boats, including Colorado II, continued for a time on residual upper-river and local service.
Ultimate Fate
Colorado II remained in service until 1882, when it was dismantled (sources consistently list 1882; some note August). This was typical for aging Colorado River steamboats once machinery wore out or traffic declined—hulls were often broken up, and usable parts reused or the vessels beached. It outlasted several contemporaries (e.g., Cocopah II was dismantled around 1881). The broader steamboat era on the lower Colorado effectively ended with the construction of Laguna Dam (completed around 1909), which blocked navigation, though limited operations continued a few years longer with smaller vessels.
Colorado II exemplifies the practical, shallow-draft sternwheelers that opened the desert Southwest to reliable waterborne commerce for roughly three decades before railroads and dams rendered them obsolete. Primary details come from historical compilations of Colorado River steamboats, including Wikipedia summaries drawing on period accounts and works such as those referencing MacMullen’s Paddle-Wheel Days in California.
Cyclopic, Arizona – Mohave County Ghost Town
Cyclopic, Arizona is a former mining village and ghost town in Mohave County, located in the Gold Basin Mining District (eastern White Hills) near the head of Cyclopic Wash. It sits at an elevation of approximately 4,340–4,360 feet (about 1,320–1,329 m), roughly 5 miles northwest of Dolan Springs and accessible via dirt roads off U.S. Route 93 / Pierce Ferry Road. Coordinates are approximately 35°46′58″N 114°14′46″W.
The settlement existed primarily to house workers for the nearby Cyclopic Mine (also known historically as the Indian Secret Mine and other names). It never developed into a large town and is today a quiet site with limited ruins.
Early Mining in the Gold Basin District
Gold-bearing quartz veins in the broader Gold Basin–Lost Basin area were discovered in the early 1870s. A modest boom occurred around 1880 as prospectors targeted free-milling ores. Early mills operated in the district (including stamp mills near Grass Springs and Red Willow Spring). Development was limited by remoteness, scarce water and fuel, and the isolation of the White Hills.
The Cyclopic Mine itself was discovered in 1880 and ranks among the oldest and most productive in the Gold Basin District. It is a polymetallic deposit (primarily gold and silver, with lead, copper, and molybdenum) associated with quartz veins and breccias in Cretaceous granite and related to a mid-Miocene detachment fault. Mineralization includes gold-bearing quartz veins of Cretaceous age and later Tertiary ore linked to the detachment structure—the only mine in the district with significant late-stage Tertiary ore spatially related to the main detachment fault. Workings consisted mainly of shallow inclined shafts, drifts, crosscuts, and (later) open pits, most less than 30 feet deep initially.
Establishment of the Village and Peak Activity
By the early 1900s the Cyclopic area became a focus of activity. In 1901 the property was associated with Robbins & Walker; in 1904 it was acquired by the Cyclopic Gold Mining Company. In 1905 the company built a 40-ton-per-day cyanide mill along Cyclopic Wash below the mine. A post office opened the same year to serve the growing worker community. After the nearby Gold Basin (“Basin”) post office closed in 1907, Cyclopic became the district’s main postal hub.
The village housed miners and support workers in a remote desert setting. Daily life centered on mining labor under harsh conditions (cold desert climate with mild winters and hot summers). Water was a persistent challenge in the region.
Mining continued intermittently. Significant activity occurred from about 1919 to 1926 under the Gold Basin Exploration Company (which remodeled the mill); a new ore body was found in 1926 and capacity was increased. Later operators included Manta de Oro Mines (from 1936). Production episodes also took place in the early 1930s and 1936–1940/1942, including open-pit work in the final phase. Historical estimates credit the mine with over 4,000 ounces of gold from the 1890s through the late 1930s (with district-wide recorded figures higher when including other mines). Ore was typically low- to moderate-grade (examples include values around $7–8 per ton in gold in some periods).
Decline and Abandonment
The post office closed permanently in 1917 (sources note it was re-established in 1914 during a period of renewed activity before final closure). This marked the effective end of the village as a residential community. Broader factors included depleted shallow ores, high transportation costs, fluctuating metal prices (especially after World War I), the earlier burning of the Gold Basin mill (1906), and the remote location.
Mining at the Cyclopic and elsewhere in the district continued sporadically into the early 1940s but did not revive the settlement. The district saw little activity after about 1942. Later ownership (e.g., Saratoga Mines and others in the late 1970s) involved assessment and some residual interest, with resource estimates in later decades (such as tens of thousands of metric tons of low-grade ore), but no major modern production or resettlement occurred.
Present Day
Cyclopic is a classic Arizona ghost town. Surviving features include mine tailings, metal tanks (including a historic water tank), and building foundations. Access is by 2WD dirt roads (best in cooler months). It lies on or near public/BLM-influenced land in a sparsely populated part of Mohave County and is of interest mainly to history enthusiasts, rockhounds, and ghost-town explorers.
In summary, Cyclopic’s brief history mirrors many small Western mining camps: rapid growth tied to a single productive mine and mill in the early 20th century, followed by decline when economics and logistics no longer supported a permanent community. Its significance lies in its role within the Gold Basin District and as one of the more productive early gold-silver operations in the White Hills of northwestern Arizona.