Bullfrog Mining District

The Bullfrog Mining District is located in the Bullfrog Hills of Nye County, southwestern Nevada, near the town of Beatty and close to the eastern edge of Death Valley. It lies in a desert basin surrounded by volcanic hills, about 120 miles northwest of Las Vegas.

Geology

The district is part of the southern Walker Lane trend, characterized by brittle deformation in upper-plate volcanic rocks due to detachment faulting and associated dip-slip and strike-slip displacements. The primary host rocks are Tertiary volcanic units, including rhyolitic flows and tuffs (such as rhyolite No. 1 and No. 2, with interbedded limestone in places). Ore deposits are epithermal, featuring quartz-calcite veins with micron-sized gold, often in stockworks. Oxidation is widespread, with pyrite altering to limonite, calcite partially dissolving, and manganese oxides developing. Native gold (alloyed with silver) dominates, with some cerargyrite (horn silver) in richer zones; minor sulfides like pyrite, chalcocite, or galena occur locally. Veins are typically fine-grained quartz intergrown with calcite, and ores range from high-grade surface bonanzas ($100–$700/ton initially) to lower-grade milling material (often <$15/ton average).

History and Early Development

Gold was discovered on August 9, 1904, by prospectors Frank “Shorty” Harris and Ernest “Ed” Cross (or Eddie Cross), who located the Original Bullfrog Mine on a prominent quartz outcrop with green-stained ore (possibly inspiring the “Bullfrog” name due to color or shape). Assays showed high values up to $700/ton or more. The rush followed discoveries at Tonopah and Goldfield, spurring prospecting in the region. Claims quickly covered the area, and tent camps emerged.

Towns sprang up rapidly:

  • Bullfrog (near the original discovery, adjoined Rhyolite later).
  • Rhyolite (laid out in February 1905, became the main town and “metropolis” of the district; peaked at 3,500–5,000 residents in 1907–1908 with amenities like electricity, water, telephones, newspapers, a hospital, school, opera house, and stock exchange).
  • Beatty (4 miles east, on the Amargosa River; survives today as the only lasting settlement).
  • Others like Amargosa City (early tent camp, abandoned) and Bonanza.

Transportation improved with railroads: Las Vegas & Tonopah, Bullfrog Goldfield, and Tonopah & Tidewater lines connected the area.

The district boomed briefly but declined after rich surface ores depleted and deeper mining faced issues like litigation (e.g., at Montgomery-Shoshone) and lower grades. Early production (pre-1911) focused on high-grade shipping ore.

Significant Mines, Owners, and Mills

  • Original Bullfrog Mine — Discovered 1904 by Harris and Cross; minor early production; some chalcocite noted.
  • Montgomery-Shoshone Mine (most important) — Discovered 1904; underground to 700 ft; owned by Montgomery-Shoshone Consolidated Mining Company (litigation delayed early work); later bought by industrialist Charles M. Schwab (1906), who invested in infrastructure. A 300-ton-per-day cyanidation mill processed ore; produced ~67,000 gold equivalent ounces from ~141,000 tons (1907–1911, average ~0.48 oz/ton gold).
  • Polaris Mine (adjacent) — Produced ~4,900 oz gold from ~9,500 tons (~0.52 oz/ton).
  • Others: Bullfrog, Gibraltar, Tramps groups; Bonanza Mountain; Ladd Mountain areas.

Early mills included the Montgomery-Shoshone cyanidation mill (key for processing lower-grade ore).

Through 1911, the district produced ~94,000 oz gold (mostly early high-grade).

Later Production (Modern Era)

Minor activity post-1911 until modern exploration in the 1980s. St. Joe American explored from 1982; Bond International Gold (later acquired by LAC Minerals, then Barrick Gold in 1994) developed the Barrick Bullfrog Mine (open-pit and underground from 1989–1999). A ~9,000-tpd cyanidation mill/heap leach processed ore. Total modern production: ~2,328,852–2,313,643 oz gold and ~2.5–3 million oz silver from ~28.8 million tons ore (average ~0.081 oz/ton gold).

Overall Production, Tonnage, and Value

Early phase (1904–1911): Focused on high-grade; total ~94,000 oz gold. For 1907: 9,050 tons ore yielding $207,538 (~$132,428 gold, $74,991 silver, minor Cu/Pb). 1907–1910: ~$1,687,792 total value.

Full historical (pre-modern): ~112,000 oz gold and ~869,000 oz silver (1905–1921 estimates).

Modern (1989–1999): ~2.3+ million oz gold from ~28–29 million tons ore.

The district’s early boom contributed to Nevada’s economic revival post-1900, despite its short-lived peak. Rhyolite became a famous ghost town, while Beatty persists. Recent projects (e.g., Augusta Gold’s Bullfrog Gold Project) explore remaining resources in the area.

Nevada’s Southern Boundary 1861-1867

Old Boundary (Nevada’s Southern Boundary 1861-1867) is Nevada State Historical Marker number fifty eight located in the Nye County, Nevada. The marker is located about 6 miles north of Beatty along highway 95. Beatty, Nevada was an old mining town and served as ta border town for old Nevada. The boomtown was provided passengers, frieght and mail service by three railroads, Tonopah and Tidewater Road, Las Vegas and Tonopah Railroad and the Bullfrog and Goldfield.

Nevada's Southern Silver Peak Nevada, Esmeralda County. Photo by James L Rathbun
Nevada’s Southern Boundary 1861-1867 Historic Marker is located about 6 miles north of Beatty, Nevada. – Photo by James L Rathbun

In 1867, the Nevada Legislature approved the action of Congress to add that portion of the Territory of Arizona which lay to the south of this line, west of the 114 degree west longitude and the Colorado River, and to the east of the boundary of California. This action, taken on January 18, 1867, gave to the State of Nevada the permanent boundaries as they are today.

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. Budget cuts to the program caused the program to become dormant in 2009. Many of the markers are lost of damaged.

Nevada State Historic Marker Text

The 37th degree north latitude is marked at this point as the dividing line between the Territories of Utah and New Mexico under the provisions of the Compromise of 1850 which originally organized the land ceded by Mexico in 1848.

When the Territory of Nevada was carved from western Utah in 1861, this line became the southern boundary of the new territory and continued to serve as such when the Territory and State were enlarged by extensions to the east in 1862 and 1866 respectively.

In 1867, the Nevada Legislature approved the action of Congress to add that portion of the Territory of Arizona which lay to the south of this line, west of the 114 degree west longitude and the Colorado River, and to the east of the boundary of California. This action, taken on January 18, 1867, gave to the State of Nevada the permanent boundaries as they are today.

STATE HISTORICAL MARKER No. 58
STATE HISTORIC PRESERVATION OFFICE

Summary

Nevada State Historic Marker58
NameOld Boundary (Nevada’s Southern Boundary 1861-1867)
LocationNye County
Latitude, Longitude36.9832, -116.7246

References

Rhyolite Train Depot

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

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

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

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

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

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

Rhyolite Ghost Casino

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

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

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

Rhyolite Trail Depot Map

Rhyolite Train Depot Marker Text

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Las Vegas and Tonopah Railroad

The Las Vegas and Tonopah Railroad was a standard gauge railroad which operated along 197 miles between the town of Las Vegas and Goldfield, NV. Despite the name of the route, service from Goldfield to Tonopah is complete on the Tonopah and Goldfield Railroad.

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

History

Railroad logo from a 1910 Las Vegas and Tonopah Railroad timetable.
Railroad logo from a 1910 Las Vegas and Tonopah Railroad timetable.

Despite a verbal agreement with Francis Marion Smith in April, 1905, William A Clark incorporated the Las Vegas and Tonopah Railroad on September 22, 1905. By this time, Borax Smith graded about 12 miles of the track route for his operations in Lila C, or Ryan as it would later be known.

Following a no-trespassing order served to Smith, Clark initial started laying track up the valley from Las Vegas on the route graded by Borax Smith. Track reached Indian Springs from Las Vegas on March 1st, 1906. By June, 30th, 1906 rail is laid down all the way to Rose’s Well. The route to Rhyolite, Nevada is completed in December 1906. During the height of construction, the track gangs were pushing the track forward at a rate of about 1.5 miles per day and complete the route into Goldfield in November, 1907. A financial panic of 1907 caused the failure of the town of Rhyolite which served a major blow to the newly complete line.

The LV & T is merged with the Bullfrog Goldfield Railroad in 1914 when it operated some 15 locomotives. Between December 1906 and February 1st, 1917, daily train service hauled passengers, mail and freight between Las Vegas and Beatty. After February 1917, only three trains ran per week until 1919 when the railroad is closed and scrapped.

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

Rhyolite Train Depot Marker

Las Vegas to Goldfield Route

The Las Vegas and Tonapah Railroad was 197 miles long 23 stops along the way. The trip took about 8 hours to complete with food service only being offered at Rhyolite.

  • Goldfield ( Mile 0 )
  • T & G Crossing ( Mile 1)
  • Red Rock ( Mile 4)
  • Ralston ( Mile 17 )
  • Stonewall ( Mile 21 )
  • Wagner ( Mile 28 )
  • San Carlos ( Mile 34 )
  • Bonnie Claire ( Mile 41 )
  • Midway ( Mile 43 )
  • Petersgold ( Mile 59 )
  • Mud Spring (Mile 65
  • Original ( Mile 70 )
  • Rhyolite ( Mile 74 )
  • Beatty ( Mile 79 )
  • Gold Center (Mile 81 )
  • Chloride ( Mile 87 )
  • Rosewell ( Mile 97 )
  • Canyon ( Mile 109 )
  • Amaragosa (Mile 122 )
  • Charleston ( Mile 138 )
  • Indian Spring ( Mile153 )
  • Owens ( Mile 169 )
  • Corn Creek ( Mile 174 )
  • Tule ( Mile 182 )
  • Las Vegas ( Mile 197 )

Summary

NameLas Vegas and Tonopah Railroad
LocationClark County, Nevada
Nye County, Nevada
Esmeralda County, Nevada
GaugeStandard Gauge – 4 feet 8.5 inches (1,435 mm)
Length197 miles
Years of Operation1906–1918

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More details Tonopah & Tidewater #1 was a Baldwin 4-6-0 steam locomotive, originally built for the Wisconsin and Michigan Railroad, later going to the Randsburg Railway on the Santa Fe as their #1 (later #260). Went to the T&T in 1904 and used in passenger and shunting service. It was scrapped in 1941, and the bell was saved by the Railway & Locomotive Historical Society at Pomona, CA.

Tonopah and Tidewater Railroad

Explorers of the Mojave Desert in southern California are bound to have heard the stories of the Tonopah and Tidewater Railroad. The Tonopah and Tidewater…

References

Tonopah and Tidewater Railroad

Explorers of the Mojave Desert in southern California are bound to have heard the stories of the Tonopah and Tidewater Railroad. The Tonopah and Tidewater flanks the western edge of the Mohave National Preserve as travels south to north from Ludlow, California to Beatty, Nevada and up to Tonopah, Nevada utilizing the Bullfrog Goldfield Railroad. Many of the off ramps, sites and historic monuments along Interstate 15 are associated with the standard gauge railroad.

More details
Tonopah & Tidewater #1 was a Baldwin 4-6-0 steam locomotive, originally built for the Wisconsin and Michigan Railroad, later going to the Randsburg Railway on the Santa Fe as their #1 (later #260). Went to the T&T in 1904 and used in passenger and shunting service. It was scrapped in 1941, and the bell was saved by the Railway & Locomotive Historical Society at Pomona, CA.
More details Tonopah & Tidewater #1 was a Baldwin 4-6-0 steam locomotive, originally built for the Wisconsin and Michigan Railroad, later going to the Randsburg Railway on the Santa Fe as their #1 (later #260). Went to the T&T in 1904 and used in passenger and shunting service. It was scrapped in 1941, and the bell was saved by the Railway & Locomotive Historical Society at Pomona, CA.

History

Francis “Borax” Marion Smith
Francis “Borax” Marion Smith

In the early 1900’s, owner of the Pacific Coast Borax Works, Francis Marion Smith owned the largest Borax mine in the world, which is located in Borate, CA. Corporate expansion found him looking into old Borax claims located in the Black Mountains, east of Death Valley. Originally, “Borax” smith used a steam tractor to haul the ore one hundred and thirty seven miles into Ivanpah, CA. The harsh desert proved too much and the plan is soon abandoned.

In 1904, Smith conceived a plan to connect a railroad from his mines to the nearest points of the Santa Fe. He hoped to connect up north to Tonopah to exploit a mining boom in the region, which include Rhyolite, Goldfield and Beatty Nevada. On July 19, 1904, Francis Marion Smith had incorporated the Tonopah & Tidewater Railroad Company in New Jersey. Smith served as president, and associates DeWitt Van Buskirk as vice-president with C.B. Zabriskie as secretary-treasurer, and John Ryan as superintendent and general manager.

Originally, Smith worked with William A. Clark who was a Senator from Montana. Clark headed the Los Angeles and Salt Lake Railroad and proposed that Smith build the Tonopah and Tidewater out of Las Vegas as a cost effective solution to haul his Borax. In 1905, Smith sent personnel and soon discovered that he would not be allow to connect to the Los Angles and Salt Lake Railroad. This right of way is probably due to the fact that Clark is planning his own rail to Beatty, which would become the Las Vegas & Tonopah Railroad.

Following this disappoint, Borax Smith sold his assets and holdings after negotiating with Atchison, Topeka and Santa Fe Railroad and settings up a terminus is Ludlow, CA.

Tonopah and Tidewater Route

The Tonopah and Tidewater Railroad covered a distance of approximately 230 miles, traversing the challenging terrain of the Mojave Desert.. Many stops along the railroad were named for associates of Borax Businessman Francis Marion Smith. Sections of the route runs through the Death Valley National Park, and certain sections of it have been made into hiking trails for tourists. Other parts of the route are easily accessible to back road explorers, and much of the former railroad bed parallels California State Route 127 between Baker and Death Valley Junction, California.

Tonopah and Tidewater Routes and Stops

More details
Originally a Deleware, Lackwanna & Western locomotive numbered #671, was sold to the Tonopah and Tidewater Railroad around 1906, and supposedly became either their #2 or #3. Later sold to the Goldfield Consolidated Mining Co.in 1910 and became their #2.
More details Originally a Deleware, Lackwanna & Western locomotive numbered #671, was sold to the Tonopah and Tidewater Railroad around 1906, and supposedly became either their #2 or #3. Later sold to the Goldfield Consolidated Mining Co.in 1910 and became their #2.
  • Ludlow
  • Broadwell – ( 12.68 Miles )
  • Mesquite – ( 21.49 Miles )
  • Crucero – ( 25.68 Miles )
  • Rasor – ( 29.38 Miles )
  • Soda Lake ( ZZYZX ) – ( 33.34 Miles )
  • Baker – ( 41.82 Miles )
  • Silver Lake – ( 49.50 Miles )
  • Talc – ( 56.0 Miles )
  • Riggs – ( 59.47 Miles )
  • Lore – ( 60.0 Miles )
  • Valjean – ( 65.11 Miles )
  • Dumont – ( 74.40 Miles )
  • Sperry – ( 78.84 Miles )
  • Acme – ( 82.97 Miles )
  • Tecopa – ( 87.67 Miles )
  • Zabriskie – ( 91.74 Miles )
  • Shoshone – ( 96.95 Miles )
  • Fitrol Spur – ( 97.5 Miles )
  • Gerstley – ( 101.26 Miles )
  • Jay – ( 106.00 Miles )
  • Death Valley Junction – ( 122.01 Miles )
  • Bradford Siding – ( 128.01 Miles )
  • Muck – ( 131.0 Miles )
  • Jenifer – ( 139.44 Miles )
  • Leeland – ( 144.51 Miles )
  • Ashton – ( 154.98 Miles )
  • Carrara – ( 160.55 Miles )
  • Post – ( 166.0 Miles )
  • Gold Center – ( 166.0 Miles )
  • Beatty Junction – ( 169.07 Miles )
  • Beatty – ( 169.07 Miles )
More details
Map showing Tonopah Tidewater Railroad Company line from Ludlow California to Goldfield Nevada circa 1907
More details Map showing Tonopah Tidewater Railroad Company line from Ludlow California to Goldfield Nevada circa 1907

Railroad Summary

NameTonopah and Tidewater Railroad
LocationSan Bernardino, California
Nye County, Nevada
GaugeStandard Gauge – 4 feet 8.5 inches (1,435 mm)
Operational1904 – 1940

References

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The Tonopah and Tidewater Railroad (T&T) was a historic narrow-gauge railway that operated in the early 20th century, primarily serving the mining regions of Nevada and California. Established in 1905, the railroad was instrumental in transporting precious minerals, including silver and gold, from the booming mining towns of Tonopah and Goldfield. The T&T stretched approximately 200 miles from Ludlow, California, on the Atchison, Topeka and Santa Fe Railway, to Goldfield, Nevada, passing through the harsh yet picturesque landscapes of the Mojave Desert. Its route provided critical infrastructure, boosting the local economies and fostering the growth of mining communities. Despite its significant contributions, the decline of the mining industry and the Great Depression led to the T&T’s eventual abandonment in 1940. Today, the Tonopah and Tidewater Railroad is remembered for its role in the development of the American West and its contribution to the economic history of the region. Good
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