The Fight of the Century

On July 4, 1910, in Reno, Nevada, the “Fight of the Century” took place between Jack Johnson, the first African American World Heavyweight Champion, and James J. Jeffries, the former undefeated heavyweight champion who came out of retirement to challenge him. This boxing match was more than a sporting event; it was a cultural and racial flashpoint in early 20th-century America, reflecting deep-seated racial tensions and societal divides. The fight, held in a specially constructed arena, drew unprecedented attention and had far-reaching consequences, including race riots across the United States.

Original caption: Action shot of Jack Johnson fighting Jim Jeffries at Reno in 1910. Jeffries was beaten over 15 rounds. 1919 Reno, Nevada, USA

Background

Jack Johnson, known as the “Galveston Giant,” won the heavyweight title in 1908 by defeating Tommy Burns in Sydney, Australia, becoming the first Black man to hold the prestigious title. His victory was a source of pride for African Americans but provoked outrage among many white Americans, who viewed his success as a challenge to racial hierarchies. Johnson’s flamboyant personality, confidence, and refusal to conform to societal expectations further fueled animosity, with the press often portraying him negatively.

James J. Jeffries, nicknamed “The Boilermaker,” was a white former champion who retired undefeated in 1904. Persuaded by promoter Tex Rickard and driven by societal pressure to “reclaim the title for the white race,” Jeffries came out of retirement. He publicly stated his intention was to prove “a white man is better than a Negro,” earning him the moniker “Great White Hope.” At 35 years old, Jeffries had not fought in six years and needed to lose over 100 pounds to return to fighting weight, raising questions about his physical readiness.

The fight was heavily promoted by Tex Rickard and John Gleason, who secured a purse of $101,000, with the winner initially set to receive 75% and the loser 25%, though the split was later adjusted to 60/40 at Johnson’s suggestion. Both fighters also received a $10,000 signing bonus and shares of the film rights, which promised significant revenue. The event was moved from San Francisco to Reno after California’s governor banned it due to moral and religious objections, highlighting the controversial nature of boxing at the time.

The Build-Up

The lead-up to the fight was charged with racial rhetoric. The press framed it as a clash of civilizations, with Jeffries as the representative of white supremacy and Johnson as a symbol of Black defiance. Author Jack London, who had covered Johnson’s victory over Burns, called for Jeffries to restore the title to the “white race,” while a New York Times editorial warned that a Johnson victory could embolden African Americans to seek “more than mere physical equality.” Such coverage amplified racial tensions and drew global attention, with over 500 media members reporting from Reno.

The fight attracted a crowd of over 18,000, with estimates ranging up to 22,000, who gathered in a purpose-built wooden amphitheater on East 4th Street in Reno, Washoe County, near the Southern Pacific railroad tracks. Spectators arrived by buggy, automobile, rail, and streetcar, with nine cameramen capturing the event for film distribution. The atmosphere was tense, with strict security measures prohibiting guns, alcohol, and even apples to prevent violence. Betting odds favored Jeffries at 10–7, reflecting public confidence in his victory despite his long hiatus.

Johnson, known for his charisma, soaked up the spotlight during training at Rick’s Resort, often joking with his camp, while Jeffries trained quietly at Moana Springs, avoiding media attention. Prominent figures like John L. Sullivan, who predicted Johnson’s skill would prevail unless he faltered, added to the hype. The stage was set for a historic confrontation.

The Fight

On July 4, 1910, under the scorching Nevada sun, the fight commenced before a predominantly white crowd of over 12,000, with some estimates suggesting up to 20,000 spectators. Johnson, at 32, was in peak physical condition, while Jeffries, heavier and slower, struggled to keep pace. From the opening bell, Johnson dominated with his superior speed, footwork, and defensive prowess, frustrating Jeffries’ attempts to land significant blows.

By the 12th round, Jeffries was visibly battered, his face swollen and bleeding, with Johnson’s taunts and precise punches wearing him down. Reports suggest Johnson prolonged the fight, possibly to maximize the film’s revenue potential or to punish Jeffries, though he later denied such claims. In the 15th round, Johnson knocked Jeffries down twice for the first time in his career. After a third knockdown sent Jeffries through the ropes, his corner threw in the towel to prevent a knockout, ending the fight. Johnson was declared the victor, retaining his heavyweight title.

Jeffries later admitted, “I could never have whipped Johnson at my best. I couldn’t have hit him. No, I couldn’t have reached him in a thousand years,” acknowledging Johnson’s superior skill. The San Diego Union reported Johnson’s dominance, noting he “played with” Jeffries throughout the match.

Aftermath and Impact

Johnson’s victory was a triumph for African Americans but triggered widespread outrage among white communities. Race riots erupted across the United States, with over 20 deaths, predominantly Black individuals, as white mobs attacked Black celebrants. Cities like Chicago, New York, and Atlanta saw violence, and the film of the fight was banned in many states due to fears it would incite further unrest, marking the first instance of racist film censorship in U.S. history. Congress later passed a 1912 ban on interstate transport of fight films, which remained until 1940.

The fight exposed America’s racial fault lines, with Johnson’s victory challenging notions of white supremacy. It became a cultural touchstone, inspiring poems like William Waring Cuney’s, which celebrated Johnson’s triumph, and fueling discussions on race and equality. The event’s legacy endures as a pivotal moment in sports and social history, highlighting both the power of athletic achievement and the deep-seated prejudices of the era.

Conclusion

The Johnson-Jeffries fight of 1910 was a landmark event that transcended boxing, reflecting and reshaping America’s racial dynamics. Jack Johnson’s decisive victory over James J. Jeffries not only solidified his status as a boxing legend but also challenged societal norms, sparking both celebration and violence. The fight’s significance lies in its role as a catalyst for conversations about race, equality, and the power of sport to influence cultural perceptions, making it a defining moment in American history.

Nevada State Historic Marker 220

On this site on July 4, 1910, Reno hosted ‘The Fight of the Century,” a heavyweight championship boxing match between John Arthur Jack Johnson, the African American title holder, and James J. ‘Jim’ Jeffries, a former champion seeking to regain the title he had vacated in 1904.  Jeffries had refereed a previous championship bout between Marvin Hart and Jack Root at this site on July 3, 1905, but the promotion of the ex-champion as “The Great White Hope’ focused worldwide attention on his 1910 contest with the talented Johnson, known as the “Galveston Giant.”  Gamblers had their money on Jeffries, but Johnson easily handled his opponent and Jeffries’ trainers called the fight in the fifteenth round to save their man from the disgrace of a knockout.

Organized by famed promoter Tex Rickard, the fight brought over 30,000 fans to Reno, some 22,000 of whom packed the arena here on the day of the fight.

STATE HISTORICAL MARKER NO.  220

STATE HISTORIC PRESERVATION OFFICE

THE WASHOE COUNTY HISTORICAL SOCIETY

THE NEVADA CORRAL WESTERNERS INTERNATIONAL

Nevada State Historic Marker 220 Map

Nevada State Historic Marker 220

NameThe Fight of the Century
LocationReno, Washoe County, Nevada
Latitude, Longitude39.5332, -119.7964
Nevada State Historic Marker220

References

Nevada Northern Railway – Nevada State Historic Marker 100

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

The Humboldt Canal

Humboldt County, Nevada
Humboldt County, Nevada

The Humboldt Canal, often referred to as the Old French Canal, was an ambitious engineering project conceived in 1862 by A. Gintz and Joseph Ginaca in Humboldt County, Nevada. The canal was designed to harness water from the Humboldt River to serve multiple purposes: powering over 40 stamp mills for mining operations near Mill City, enabling barge traffic, and providing irrigation for agricultural development. The planned waterway was to stretch 66 miles from Preble, near Golconda, southwestward to Mill City, with dimensions of 15 feet wide, 3 feet deep, and a fall of 35 feet to facilitate water flow. The estimated cost was $160,000, largely funded by French capital, reflecting the significant involvement of French immigrants in the project.

Construction and Challenges (1863–1870s)

Construction began in 1863, with Louis Lay, a French emigrant from California, subcontracting the initial segment. Frank Baud, a key figure in Winnemucca’s founding, contributed as a teamster. Approximately $100,000 was spent to extend the canal to the Winnemucca area. However, the project faced significant obstacles due to engineering miscalculations and environmental challenges. Severe seepage issues, particularly at Rose Creek Pass where water disappeared into the sandy soil, prevented the canal from being completed or used between Winnemucca and Mill City. These technical difficulties ultimately rendered the canal non-functional for its intended purposes.

Impact and Legacy

Despite its failure to reach Mill City, the Humboldt Canal played a crucial role in stimulating early economic growth in Winnemucca. The construction effort attracted workers and investment, contributing to the town’s development as a regional hub. Remnants of the canal remain visible today in the Golconda area, various sections of Winnemucca, and at Rose Creek, south of the city, serving as historical markers of this 19th-century endeavor. The project is commemorated by Nevada Historical Marker No. 21, which highlights its significance and the challenges that led to its abandonment.

Historical Context

The Humboldt Canal was part of a broader wave of infrastructure projects in Nevada during the 1860s, driven by the mining boom and the need for water management in the arid Great Basin. While the canal itself was not successful, it reflects the era’s optimism and ambition to transform the desert landscape for industrial and agricultural purposes. The Humboldt River, which the canal was meant to tap, was a vital lifeline for explorers, emigrants, and settlers, guiding the California Trail and later the transcontinental railroad and Interstate 80. The canal’s story underscores the challenges of water management in Nevada, a theme that continues to resonate in contemporary debates over groundwater and surface water use in the Humboldt River Basin.

Nevada State Historic Marker 21 Text

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.

The Humboldt Canal, sometimes termed the Old French Canal, coursed southwestward from Preble, near Golconda, toward Mill City. The present highway crossed it at this point, from whence it ran southerly toward the Humboldt County Courthouse on Bridge and West Fifth Streets.

The canal was conceived in 1862 by A. Gintz and Joseph Ginaca. The waterway with a projected cost of $160,000 was to be sixty-six miles long, fifteen feet wide and three feet deep, and with a fall of thirty-five feet. Its primary purpose was to supply water for over forty stamp mills planned at and above Mill City, but it was also designed for barge traffic and some irrigation water supply.

Construction of the canal began in 1863. Louis Lay, a French emigrant from California, sub-contracted the first segment. Winnemucca city founder Frank Baud, another Frenchman, came on the project as a teamster.

About $100,000, largely French capital, was expended in building the Humboldt Canal to the Winnemucca area. Because of engineering errors and severe seepage problems between Winnemucca and Mill city, that section was never finally completed or used.

Nevada State Historic Marker 21 Map

Nevada State Historic Marker 21 Summary

NameThe Humboldt Canal
LocationHumboldt County, Nevada
Latitude, Longitude40.9817, -117.7269
Nevada State Historic Marker21

Schellbourne Nevada – Nevada State Historic Marker

Schellbourne, located in the Schell Creek Range in White Pine County, Nevada, approximately 43 miles north of Ely, is a well-preserved ghost town with a rich history tied to the Shoshone people, the Pony Express, military outposts, and a brief but vibrant mining era. Once a bustling hub along the Central Overland Route and the original Lincoln Highway, Schellbourne’s historical significance is marked by Nevada Historical Marker No. 51 and its listing on the National Register of Historic Places in 1972, with boundaries expanded in 1977. This report explores Schellbourne’s evolution from a Native American village to a key stopover in the American West and its eventual decline into a ghost town.

Prehistoric and Native American Roots

Long before European settlers arrived, the Schellbourne area was a Shoshone village site, with the Kusiutta (Goshute) people living in harmony with the harsh Great Basin environment. The Goshute relied on resources like pinyon pine nuts, thriving despite the arid desert and extreme temperatures. Their presence in the region predates recorded history, and their cultural connection to the land persisted through centuries of change. The arrival of trappers and explorers in 1827 disrupted Goshute life, restricting access to traditional hunting and gathering sites and sparking tensions that culminated in a treaty in 1863, establishing reservations for the Skull Valley and Deep Creek Goshute bands.

Early Exploration and the Overland Routes (1859–1861)

In 1859, Captain James Simpson scouted Schellbourne as part of an effort to find a shorter route across the Great Basin. That same year, an Overland Stage and Mail station was established, marking the beginning of Schellbourne’s role as a critical stopover. Named Schell Creek Station, it served George Chorpenning’s Jackass Mail and later became a Pony Express station in 1860. The Pony Express, operational for only 18 months, relied on Schellbourne for mail delivery and stock exchange, with riders like Elijah Nichols “Uncle Nick” Wilson braving dangers such as Paiute raids. In June 1860, after a raid killed the stationmaster and two attendants, the U.S. Army established a small military post, later named Fort Schellbourne after Major A.J. Schell, to protect the stage and mail lines from conflicts with the Newe (Goshute and Western Shoshone) people. The Overland Telegraph arrived in 1861, further cementing Schellbourne’s role as a communication hub. The fort was abandoned in 1862 as tensions with local tribes subsided, and the Overland Stage ceased operations in 1869 after the Central Pacific Railroad’s completion to the north.

The Mining Boom and Bust (1871–1885)

In 1871, prospector James McMahon discovered silver ore in the mountains east of Schellbourne, leading to the creation of the Aurum Mining District. The town, officially named Schellbourne, grew rapidly, boasting a population of over 500 by 1872. The community featured four or five saloons, a Wells Fargo office with heavy steel doors, two law offices, a livery stable, two boarding houses, two restaurants, three stores, and a five-stamp mill. The Schell Creek Prospect newspaper published its first edition in July 1872 but folded within seven months, reflecting the town’s fleeting prosperity. At its peak, nearly 400 residents lived around the old Pony Express station. However, richer silver deposits discovered in nearby Cherry Creek in late 1872 triggered a mass exodus, with mining equipment and buildings relocated across Steptoe Valley. By 1885, the ore was largely depleted, and Schellbourne’s population dwindled to around 50, effectively ending its mining era.

Transition to Ranching and Modern Preservation

After the mining bust, “Uncle Billy” and Eliza Burke acquired the Aurum Mining District and adjacent valley, transforming Schellbourne into a ranch headquarters. The Schellbourne post office, operational from December 1871 to October 1925, served the ranching community. Today, Schellbourne operates as a private ranch, with some original buildings preserved, though many have been razed, to the dismay of local historians. A small cemetery, protected under the Recreation and Public Purposes Act, remains near the ruins. The Schellbourne Rest Area on U.S. Highway 93, located four miles west of the original townsite, features interpretive panels and a silhouette of a Pony Express rider, providing visitors with historical context.

Legacy and Historical Significance

Schellbourne’s multifaceted history encapsulates the dynamic changes of the American West in the 19th century. From a Shoshone village to a Pony Express and military outpost, a booming mining camp, and finally a ranching hub, it reflects the region’s economic and cultural shifts. Its designation as Nevada Historical Marker No. 51 and inclusion on the National Register of Historic Places underscore its importance. The site’s connection to the Goshute people, the Pony Express National Historic Trail, and the Lincoln Highway highlights its role as a crossroads of Native American heritage, westward expansion, and early American infrastructure.

Conclusion

Schellbourne, Nevada, stands as a testament to the transient nature of frontier towns, shaped by Native American resilience, the rapid pace of the Pony Express, military protection, and the boom-and-bust cycle of mining. Though now a quiet ghost town on private land, its historical markers and preserved remnants ensure its story endures. Visitors to the Schellbourne Rest Area can glimpse this legacy, connecting the past to the present in the remote Schell Creek Range.

Nevada State Historic Marker 51

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.

Schellbourne was a mail station and town, located approximately four miles east of this marker in Stage Canyon, nestled in the Schell Creek mountain range.  The Pony Express established a mail station and corral there in 1860, providing mail service to the region until 1861, when the Overland Stage company took over the route.  A small military post known as Fort Schellbourne joined the station until 1862, protecting the stage line during the conflicts between whites and the Newe (Goshute and Western Shoshone) Indians.

Prospectors discovered silver ore in the mountains immediately to the east of Schellbourne in the early 1870s, and created the Aurum Mining District in 1871.  An active mining camp developed with a population of over 500 people.  By 1885, the ore had been mostly depleted, with other mining towns like Cherry Creek drawing residents away.  The district and adjacent valley were acquired by Uncle Billy” and Eliza Burke as a ranch and hotel.  Schellbourne has subsequently operated as the headquarters for various ranches since that time.

STATE HISTORICAL MARKER No. 51

STATE HISTORIC PRESERVATION OFFICE

WHITE PINE PUBLIC MUSEUM INC.

Nevada State Historic Marker Map

Summary

NameSchellbourne
LocationWhite Pine County, Nevada
Latitude, Longitude39.7969, -114.7419
Nevada State Historic Marker51

Sources

  • Nomadic Niko. (2023). Schellbourne, Nevada (Rest Area on US Highway 93).
  • Nevada State Historic Preservation Office. Schellbourne.
  • Historical Marker Database. Schellbourne.
  • HistoryNet. (2018). Ghost Towns: Schellbourne, Nevada.
  • White Pine County NVGenWeb. Schellbourne Nevada History and Photos.
  • Historical Marker Database. Schellbourne: Gateway to the Goshute Nation.
  • The USGenWeb Project. Schellbourne Nevada History.
  • GhostTowns.com. Schellbourne – Nevada Ghost Town.
  • Great Basin Heritage Area. Schellbourne Station, Nevada.
  • NoeHill Travels in Nevada. National Register #72000768: Fort Schellbourne, Nevada.
  • FortWiki. (2022). Fort Schellbourne.
  • YouTube. (2024). Fascinating Story of Schellbourne Nevada: Pony Express, Frontier Fort, Ghost Town, Mining Town.

Pershing County – Nevada State Historic Marker 17

Perching County, Nevada
Perching County, Nevada

Pershing County, located in north-central Nevada, is a rural county with a population of approximately 6,192 as of 2025, making it the 11th largest county in the state. Covering 6,067 square miles, it is characterized by vast open spaces, with 6,037 square miles of land and only 0.5% water. The county seat is Lovelock, named after early settler George Lovelock, and the county itself is named for General John J. Pershing, a World War I hero. Established on March 18, 1919, as Nevada’s last county, it was carved from Humboldt County.

The county’s landscape includes the prominent Star Peak, the tallest mountain at 9,840 feet, and part of the Black Rock Desert, famous for hosting the Burning Man festival. Historically, Pershing County was a key stop on the Humboldt Trail, known as Big Meadows, where 19th-century emigrants rested before crossing the Forty Mile Desert. Mining, dating back to the 1850s, and cattle ranching remain economic staples, with modern agriculture focusing on alfalfa and wheat production.

Demographically, the 2020 census reported a racial makeup of 77.69% White, 5.35% Black, 3.42% Native American, 0.63% Asian, 0.22% Pacific Islander, 9.38% other races, and 3.30% multiracial, with 19.33% of residents identifying as Hispanic or Latino. The median household income is $72,007, with a per capita income of $42,694 and a poverty rate of 8.05%. Housing is sparse, with 2,389 units at a density of 0.39 per square mile, and most residents own their homes.

Politically, Pershing County leans heavily Republican, with the last Democratic presidential candidate to win it being Lyndon Johnson in 1964. The county has a low incidence of natural disasters compared to the U.S. average, though it experiences significant earthquake activity. Public schools are above average, and the county supports a conservative community lifestyle. Key locations include Lovelock, the largest city, and smaller communities like Imlay and ghost towns such as Seven Troughs, tied to early 20th-century gold mining.

Nevada State Historic Marker 17

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.

Pershing County 1964

Here was a key point on Nevada’s earliest road, the famed Humboldt Trail that brought 165,000 emigrants west in the 1840’s and 50’s. Travelers named this rich valley The Big Meadows and stopped for water and grass before continuing south to cross the dreaded 40-Mile Desert, the most difficult lap on the trail to California.

Mining, still an important industry, began here in 1850’s. George Lovelock, merchant, rancher and prospector, gave his name to the county seat. The coming of the railroad in 1869 brought new growth to the area. Pershing County, established in 1919, was previously part of Humboldt County.

Nevada Centennial Marker No. 17

Nevada State Historic Marker 17 Map

Nevada State Historic Marker Summary

NamePershing County
LocationPershing County, Nevada
Latitude, Longitude40.1803, -118.4769
Nevada State Historic Marker17