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Cedar Arizona – Mohave County Ghost Town
Cedar, Arizona was a short-lived gold, silver, and copper mining town (now a ghost town) in Mohave County, on the eastern slopes of the Hualapai Mountains. It lay roughly 60 miles southeast of Kingman, near present-day Wikieup, at an elevation of about 4,459 feet (1,359 m). Coordinates are approximately 34°46′43″N 113°47′40″W.
Founding and Early Development
Mining activity began in the early 1870s after prospectors discovered promising deposits of gold, silver, and copper in what became known as the Cedar Valley Mining District (or Cedar Mining District). The settlement itself is generally dated to around 1875. It formed part of the broader wave of mineral exploration across Mohave County and northwestern Arizona that followed the creation of Arizona Territory in 1863 and the establishment of early military posts and wagon roads.
The remote location offered access to timber and water resources useful for mining and milling operations. Early activity focused on quartz veins containing sulphides hosted in granite. Claims in the area included groups such as the Cedar Group (also associated with names like Arnold, Silver Queen, Prince, Wide Awake, and others). Operations remained relatively small-scale at first, typical of many isolated Arizona mining camps of the era.
Peak Years
The town gained more formal recognition when a post office opened on September 24, 1895 (some sources list September 25). This facilitated communication and commerce and marked a period of modest growth. At its height around 1907, Cedar supported approximately 200 residents. Infrastructure included the post office, two saloons, a general store, and several homes.
Two companies were particularly active: the Cedar Valley Gold & Silver Company and the Yucca Cyanide Mining & Milling Company. The latter reflected the growing use of cyanide processing techniques for recovering precious metals from lower-grade ores, a technology that became more common in the late 19th and early 20th centuries. Mining remained the sole economic driver; there is little evidence of significant agriculture, ranching, or other industries sustaining the community.
Decline and Abandonment
Like many Arizona mining camps, Cedar’s prosperity depended on accessible, profitable ore. By the early 1900s, easily worked shallow deposits were increasingly exhausted, raising extraction costs and reducing returns. The post office closed on July 31, 1911 (some accounts give July 11). Population declined rapidly thereafter. Within about a decade of its 1907 peak—by roughly the late 1910s—the site was largely abandoned.
No major railroad connection or large-scale capital investment appears to have sustained operations long-term, leaving the town vulnerable once the initial boom faded. This pattern mirrored the rise and fall of numerous small districts in the Hualapai Mountains and wider Mohave County.
Legacy and Present Day
Today Cedar is a classic ghost town. A roughly half-mile stretch of Cedar Valley contains scattered stone ruins, foundations of mining buildings and dwellings, and other remnants of the former settlement and workings. Access is typically by dirt roads suitable for high-clearance or 2WD vehicles depending on conditions; the site lies near Wikieup in a remote, rugged area of the Hualapai Mountains. Visitors should be prepared for desert conditions, limited services, and the need to respect private claims or public land regulations.
Cedar’s brief history illustrates the boom-and-bust cycle that defined much of Arizona’s late-19th- and early-20th-century mining frontier: rapid settlement driven by mineral discoveries, modest community development centered on extractive industry, and swift decline once ores played out. It remains a quiet historical site rather than a preserved tourist destination, preserving physical traces of the prospectors and workers who once lived there.
Aubrey Landing – Mohave County Ghost Town
Aubrey Landing (also known as Aubrey City or Aubrey) was a short-lived 19th-century ghost town and steamboat landing at the confluence of the Colorado River and the Bill Williams River (historically Bill Williams Fork) in southern Mohave County, Arizona. Located on the east bank of the Colorado and the north bank of the Bill Williams River, it served as a supply and shipping point for nearby mines in the Bill Williams Mining District during the Arizona Territory’s mining boom. Founded before 1865 and largely abandoned after the post office closed in 1886, the site now lies submerged beneath Lake Havasu, formed by Parker Dam in 1938.
Its history is inseparable from Colorado River steamboat navigation, which provided the primary economical link for freight, ore, supplies, and passengers between the Gulf of California/Yuma area and interior mining districts before railroads reached the region.
Early Exploration and Naming
The site was visited by early American explorers. Captain Amiel Weeks Whipple’s 1854 Pacific Railroad Survey near the 35th Parallel passed the location. In 1858, First Lieutenant Joseph C. Ives’s expedition to explore the Colorado River of the West camped there (Camp #33) while operating the steamboat Explorer.
The settlement was named for François Xavier Aubry (often spelled Aubrey; 1824–1854), a French-Canadian freighter and explorer known as the “Skimmer of the Plains” for his record-setting speed on the Santa Fe Trail. In 1853, while returning eastward from California after driving sheep overland, Aubry’s party reached and forded the Colorado River in the vicinity (accounts place the crossing near or roughly 20 miles north of the Bill Williams River mouth). He constructed rafts and contended with hostile Indigenous groups before continuing to New Mexico. Aubry died in 1854 in Albuquerque from wounds sustained in a fight. The landing’s founders, whose identities are unknown, commemorated him when establishing the river settlement during the Civil War era in the newly organized Arizona Territory (1863).
Founding, Mining Boom, and Settlement
Aubrey Landing emerged around the early-to-mid 1860s (sources cite circa 1860–1865) as a river port to support copper mining in the Bill Williams Mining District. It was ideally positioned roughly 220 miles upriver from Yuma. Key nearby operations included the Planet Company copper mines (about 12.5 miles away, discovered in 1863 by Richard Ryland and yielding high-grade ore of 15–40% copper or higher), Mineral Hill mines (about 11.2 miles), and Empire Flat mines (about 9.6 miles). Later, silver discoveries such as Jackson McCrackin’s lode (1873) also used the landing.
At its mid-1860s peak, the settlement reportedly included around 50 cabins and stores. It featured typical mining-camp structures plus a hotel, saloon, general store, and an office of the Colorado Steam Navigation Company (housed in an old ship’s cabin). Ore from the Planet Mine was shipped on nearly every downriver steamer beginning in 1864; high-grade copper was sent for smelting in San Francisco or, in some cases, Swansea, Wales. Freight teams hauled supplies inland to the mines and camps up Bill Williams Fork.
A post office opened on October 2, 1866 (named Aubrey), reflecting residual activity after an initial setback, and closed on November 3, 1886. By 1878 the town had not grown as its promoters hoped and consisted of only a handful of structures.
Role of Colorado River Steamships
Steamboat service was the economic lifeline of Aubrey Landing and the broader lower Colorado River region from the early 1850s until the early 20th century (effectively ending with the completion of Laguna Dam in 1909). George A. Johnson & Company’s operations evolved into the dominant Colorado Steam Navigation Company (CSNC) by the late 1860s. These shallow-draft sternwheelers and sidewheelers, often towing barges, navigated seasonal high water (typically strongest in spring and into summer) despite sandbars, shifting channels, and occasional rapids.
Aubrey Landing functioned as a regular stop for vessels such as the Esmeralda, Cocopah, Mohave, Gila, and others. They delivered mining equipment, provisions, explosives, merchandise, and passengers bound for the mines or further upriver points (including toward Fort Mohave and Hardyville). Outbound cargo centered on copper ore (and later silver), along with hides, pelts, and other goods. Steamboat freight rates were dramatically lower than overland wagon costs—initially on the order of $75 per ton or less depending on the route and period—making remote high-grade deposits viable. Peak monthly freight capacities on the river reached hundreds of tons during favorable seasons. An 1870s traveler’s account describes the landing in decline: only four or five cabins remained, the largest serving as a combined post office, store, saloon, and hotel, with activity limited mainly to freight teams serving the inland mines.
The landing formed part of a chain of river ports (including Ehrenberg, Parker’s Landing/Empire Flat, Liverpool Landing, and others) that linked ocean steamers at the Gulf of California or Port Isabel with Arizona’s interior mining districts.
Decline and Abandonment
A sharp drop in copper prices in 1865 nearly depopulated the town. Residual mining and river traffic sustained a small population for roughly another two decades. The arrival of the Southern Pacific Railroad at Yuma in 1877, followed by further rail expansion, undercut the steamboat monopoly on long-haul freight. Declining ore production, market fluctuations, floods that altered the river channel, and the general shift away from isolated river-dependent camps sealed the site’s fate. After the post office closed in 1886, the settlement was abandoned; by the early 20th century it had faded into a minor or uninhabited river point.
Legacy
Today the townsite lies beneath the waters of Lake Havasu (average depths in the vicinity have been reported around 45 feet in some accounts), north of Parker Dam. No surface remains are accessible. Aubrey Landing exemplifies the transient frontier river ports of the American Southwest: boom-and-bust communities dependent on steamboat logistics and mineral prices, quickly eclipsed by railroads and larger-scale industrial mining. Its story is preserved primarily in expedition reports, steamboat histories (notably works drawing on contemporary accounts), mining records of the Planet and related districts, and geographic surveys. The site underscores how the Colorado River served as a vital—if challenging—highway for the opening of Arizona Territory before modern transportation infrastructure transformed the region.
Primary sources and further reading include the Wikipedia entry synthesizing historical records; Richard E. Lingenfelter’s Steamboats on the Colorado River, 1852–1916; accounts of the Ives and Whipple expeditions; and contemporary descriptions of the Planet Mine and Bill Williams District mining activity.
Amiel Weeks Whipple
Amiel Weeks Whipple (October 21, 1817 – May 7, 1863) was an American military officer, topographical engineer, and surveyor in the U.S. Army’s Corps of Topographical Engineers. He is best known for major boundary and railroad-route surveys in the American Southwest, including work that touched on the Colorado River’s potential for navigation, and for his service as a Union general in the Civil War, where he was mortally wounded.
Early Life and Education
Whipple was born in Greenwich, Massachusetts, to David Whipple and Abigail Brown (Pepper) Whipple. He spent part of his youth in Concord, Massachusetts, where his father operated an inn. After teaching school in Concord, he applied to the U.S. Military Academy at West Point but was initially rejected. He attended Amherst College briefly before gaining admission to West Point in 1837. He graduated fifth in the class of 1841 and was commissioned as a second lieutenant in the First Artillery, transferring shortly afterward to the Topographical Engineers.
He married Eleanor Mary Sherburne of Portsmouth, New Hampshire, on September 12, 1843. The couple had several children.
Early Career and Boundary Surveys
Whipple’s early assignments involved hydrographic and trigonometrical surveys, including the Patapsco River in Maryland, approaches to New Orleans, and Portsmouth Harbor, New Hampshire. From 1844 to 1849 he worked on the northeastern U.S.–British boundary survey.
After the Mexican–American War, he joined the United States Boundary Commission surveying the new U.S.–Mexico border under the Treaty of Guadalupe Hidalgo. He served as interim chief surveyor at times and worked along the Gila River to the Colorado River and Pacific coast amid extreme desert conditions and other hardships. He was promoted to first lieutenant in 1851 and completed his boundary reports by 1853. During this period he interacted with Indigenous groups along the Colorado and Gila rivers; one well-documented act of kindness toward a young Yuma (Quechan) girl in 1849 later helped ease tensions during a subsequent visit.
The 35th Parallel Railroad Survey and the Colorado River
In 1853 Congress authorized the Pacific Railroad Surveys to identify viable transcontinental routes. Whipple commanded the expedition along the 35th parallel from Fort Smith, Arkansas, to Los Angeles. The party of about 70 men (soldiers, teamsters, and scientists, including botanist John Milton Bigelow, geologist Jules Marcou, and artist Balduin Möllhausen) left Fort Smith in July 1853. They traveled through present-day Oklahoma, the Texas Panhandle, and New Mexico, reaching Albuquerque in October. Guided in part by frontiersman Antoine Leroux and later by Mohave scouts, they crossed difficult terrain in what is now Arizona, reached the Colorado River near the mouth of Bill Williams Fork in early 1854, and made a challenging, near-disastrous crossing. The expedition continued across the Mojave Desert and arrived in Los Angeles in March 1854.
Whipple’s party ascended the Colorado roughly 50 miles. He observed that the river (at the higher stage he encountered) appeared navigable for light-draft steamers. This assessment, noted in official reports and later referenced by Lieutenant Joseph C. Ives in his own Colorado River exploration (1857–1858), contributed to growing interest in the river as a transportation corridor. Commercial steamboat operations on the lower Colorado had already begun in 1852 with vessels such as the Uncle Sam to supply Fort Yuma and support mining and settlement; Whipple’s observations reinforced the view that steam navigation was feasible farther upstream and helped inform later military and commercial efforts.
The expedition’s results appeared in the multi-volume Pacific Railroad Reports. Whipple’s contributions included topographic data, ethnographic notes on Southwestern tribes, and scientific collections. Although a full transcontinental railroad did not follow the entire 35th-parallel route, portions influenced later wagon roads and rail lines (including segments near the modern Santa Fe route). Place names associated with the survey and region include Fort Whipple (Arizona Territory, established 1863 near present-day Prescott and later a key post supplied in part via Colorado River steamboats and overland roads), the Whipple Mountains, and various botanical and zoological taxa (e.g., the genus Whipplea and species such as Hesperoyucca whipplei).
Later Pre-War Service
Promoted to captain in 1855, Whipple supervised lighthouse districts and channel improvements on the Great Lakes (St. Clair Flats and St. Marys River), work that facilitated navigation by larger vessels.
Civil War Service and Death
At the outbreak of the Civil War, Whipple served as a topographical engineer under Generals Irvin McDowell and George B. McClellan, producing maps used in Virginia campaigns and briefly overseeing early balloon reconnaissance. He was promoted to brigadier general of volunteers in 1862, commanded defenses of Washington, D.C., south of the Potomac, and led a division in the III Corps at Fredericksburg (December 1862). On May 4, 1863, while supervising earthworks at the Battle of Chancellorsville, he was mortally wounded by a Confederate sharpshooter’s bullet. He received last rites on the field, was taken to Washington, and died on May 7. President Abraham Lincoln (a personal acquaintance) signed his promotion to major general of volunteers just before his death; additional brevets followed posthumously. He was buried in Proprietors’ Cemetery, Portsmouth, New Hampshire.
Legacy and Role Regarding Colorado River Steamships
Whipple was never a commercial steamboat captain; the “Captain” title refers to his Army rank. His principal connection to Colorado River steamships was as a surveyor whose 1853–1854 observations supported the practicality of light-draft steam navigation on portions of the river. This assessment formed part of the body of knowledge that encouraged and guided the expansion of steamboat traffic (primarily by companies such as George A. Johnson & Co. and later the Colorado Steam Navigation Company) that carried military supplies, miners, settlers, and freight on the lower Colorado from the 1850s until the early 20th century, when dams and railroads ended the era. Fort Whipple, named in his honor shortly after his death, depended on those river supply lines during Arizona Territory’s formative years.
Whipple is remembered as a meticulous topographical engineer whose surveys advanced geographic knowledge of the Southwest, contributed to boundary settlement and transportation planning, and left an ethnographic and scientific record of lasting value.
Tuweep, Arizona – Mohave County Ghost Town
Tuweep (also spelled Tuweap), Arizona, is a remote ghost town in Mohave County on the Arizona Strip, north of the Colorado River and near the western edge of Grand Canyon National Park. It sits in Toroweap Valley at an elevation of about 5,180 feet (1,580 m). The name derives from Southern Paiute: “Toroweap” means “dry or barren valley,” while “Tuweep” (pronounced roughly Tu-VEEP) refers to “the earth.” The settlement itself was a small, informal ranching community rather than a conventional town with stores or a main street; its identity centered on a post office that served scattered homesteads.
Indigenous and Early History
Human presence in the region dates back more than 10,000 years. Ice Age hunters lived a nomadic hunting-and-gathering existence in a milder climate. Ancestral Puebloans (related to the Virgin Branch of the Kayenta Anasazi) arrived around 2,000 years ago, farmed the area for several centuries, and largely migrated eastward by about A.D. 1300. Southern Paiute people later used the region seasonally; they remain the most recent Native American inhabitants associated with the area and now live primarily to the north.
In 1870, explorer John Wesley Powell, guided by a Paiute, visited the area, mapped features, and assigned many of the names still used today. European-American activity remained limited for decades due to the extreme isolation of the Arizona Strip (cut off from the rest of Arizona by the Grand Canyon). Seasonal ranching by Mormon settlers from southern Utah began in the late 19th and early 20th centuries, using the valley’s grazing lands for cattle and sheep. Limited mining also occurred, notably by Henry Covington, who herded sheep and prospected on the Esplanade for more than 20 years.
Homesteading and the Settlement Era (1920s–1950s)
Year-round settlement began in the 1920s. The first permanent homestead was the Lower Kent Ranch, established in 1927 just north of what later became park boundaries. Other pioneering families included the Schmutz, Cunningham, Craig, and Bundy families. Life was harsh: dryland farming and livestock raising in an arid, remote volcanic landscape with limited water, extreme weather, and great distances to markets or services (the Mohave County seat at Kingman was roughly 250 miles away).
A post office opened on June 9 (or June 27, according to some records), 1929, at the upper Kent place. The requested name “Toroweap” was rejected, and “Tuweep” was assigned instead. The first postmistress was Mabel Kent Hoffpanir (also spelled Hoffpauir). The office moved several times among homesteads (including the Cunningham and Bud/Mattie Kent places) before closing on December 31, 1950. Mail service was intermittent and seasonal even while the office operated. An emergency airstrip was graded around 1927. A nearby Mt. Trumbull Schoolhouse (established 1922) served as a school, church, and social center for the broader area until the 1960s.
Tuweep never developed into a substantial town. It functioned mainly as a geographic reference and communication point for a handful of ranching families. Economic pressures, the aridity of the land, and federal land withdrawals gradually reduced the permanent population.
National Monument and Park Status; Decline to Ghost Town
In 1932 the Tuweep area became part of Grand Canyon National Monument. This restricted further homesteading and grazing expansion. The monument was incorporated into Grand Canyon National Park in 1975. These protections, combined with economic hardship and the closing of the post office, led most families to leave by the 1940s–1950s. By the mid-1950s Tuweep had effectively become a ghost town.
The Era of John Riffey
From 1942 until his death in 1980, National Park Service Ranger John H. Riffey (1911–1980) was stationed at Tuweep. He became the area’s most famous—and often sole—permanent resident, earning a reputation as one of the last “old-time” or solitary rangers. Riffey managed grazing permits, maintained roads and fences, assisted travelers, and lived largely self-sufficiently in the isolated valley (his contact with the outside world was often limited to a daily radio check-in). He is buried near the ranger station; the Park Service made an exception allowing interment on park land.
Later Events and Present Status
Physical remains of the settlement were already sparse. In July 2000, vandals destroyed the remaining church and associated buildings; the perpetrators were apprehended and pleaded guilty. Today little is left beyond foundations, corrals, charred remnants, and occasional ranch structures.
Tuweep (and the nearby Toroweap Overlook) is now managed as a remote, low-impact section of Grand Canyon National Park. Access requires high-clearance vehicles on long, unimproved dirt roads (often 50–90+ miles one way from paved highways). Day-use and overnight permits are required in advance; there are no services, water, or cell coverage. The area is valued for solitude, dramatic canyon views (a nearly 3,000-foot sheer drop at Toroweap Overlook), volcanic features, and biological soil crusts. Strict limits on group size and vehicles help preserve its wilderness character.
In short, Tuweep represents one of the last frontier ranching communities on the Arizona Strip—briefly settled in the 1920s–1930s, quickly constrained by federal protection of the Grand Canyon landscape, and ultimately reduced to a ghost town remembered for its isolation, hardy homesteaders, and the long tenure of ranger John Riffey.
François Xavier Aubry
François Xavier Aubry (also spelled Aubrey or Aubray; December 3, 1824 – August 18, 1854) was a French-Canadian merchant, freighter, wagon-train captain, and explorer of the American Southwest. He is best known for setting extraordinary speed records on the Santa Fe Trail—earning nicknames such as “Telegraph” Aubry and “Skimmer of the Plains”—and for pioneering explorations along the 35th parallel that later influenced wagon roads and the Atlantic and Pacific Railroad. He had only an indirect connection to Colorado River steamships: he crossed the river in 1853 near the future site of a major steamboat landing that was later named in his honor.
Early Life and Entry into the Santa Fe Trade
Aubry was born on a farm in Saint-Justin (near Maskinongé), Quebec, to Joseph Aubry and Magdeleine (Lupien) Aubry; he was one of thirteen children. He left school around age 12 and, at about 18 (c. 1843), moved to St. Louis, Missouri, where he worked as a store clerk for French-Canadian merchants. Observing the profits available in the Santa Fe trade, he saved money, obtained credit, bought wagons and draft animals, and joined a traders’ caravan leaving Independence, Missouri, on May 9, 1846. After selling goods profitably in Santa Fe, he repaid his loans and soon shifted to full-time freighting, making Independence his base.
He recognized that speed maximized profits and began making two (and later three) round trips per year instead of the customary one. In December 1847 he rode from Santa Fe to Independence in 14 days despite winter weather, Indian harassment, and other hazards—beating the previous record by about 10½ days. Newspapers celebrated the feat and called him “Telegraph” Aubry. In 1848 he set an even more remarkable mark: leaving Santa Fe on September 12 with prepositioned fresh horses, he covered the roughly 800-mile (1,300 km) distance in 5 days and 16 hours (arriving the evening of September 17), winning substantial wagers and the lasting nickname “Skimmer of the Plains.” He later settled more permanently in Santa Fe.
Aubry also explored commercial alternatives. In 1849–1850 he tested routes into Chihuahua, Mexico, via El Paso and Texas (including purchases in Victoria, Texas), but Indian threats, weather, distances, and market conditions limited success. Around 1850–1851 he discovered a useful shortcut (the Aubry Cutoff or Aubry Route) that shortened a section of the Cimarron branch of the Santa Fe Trail by roughly 50 miles while improving access to water.
California Ventures and Colorado River Crossing
In 1852 Aubry drove a large flock (reports cite about 3,500 sheep) plus mules and wagons down the Rio Grande and Gila River route to California, reaching San Francisco via Tucson and Los Angeles. After selling his stock, he returned eastward in 1853 by a more direct path. His small party (roughly 10 Americans, 6 Mexicans, and a cook) crossed Tejon Pass (July 10) and reached the Colorado River on July 23, crossing roughly 20 miles north of the mouth of the Bill Williams River (using rafts made of logs). They then pushed eastward through the central mountains of what is now Arizona.
Beginning in early August the party faced harassment from Native groups Aubry called “Garroteros” (likely Yuman or Mohave). On August 14 a chief approached under a pretense of friendship; the subsequent attack wounded nearly everyone in Aubry’s group, but the travelers repelled it with revolvers, killing about 25 attackers. Skirmishes continued until the party reached Zuni Pueblo on September 6. Aubry reported the journey to New Mexico Territorial Governor David Meriwether, declaring that a railroad could run “almost mathematically direct from Zuñi to Colorado [the river], and from thence to the Tejon pass in California.” He also conferred with Lt. Amiel Weeks Whipple, who was preparing a Pacific Railroad Survey of the 35th-parallel corridor. Aubry noted gold near the Colorado (reportedly used by Indians for bullets), though its local origin was unclear.
In late 1853–1854 he organized a second, much larger sheep drive (reports of tens of thousands) to California with other Santa Fe investors, reaching Los Angeles in January 1854 and then San Francisco. His return party of about 60 men left the San Jose area in early July and arrived in Albuquerque on August 18 without major incident.
Death
That same day, August 18, 1854, Aubry entered a store/cantina operated by the Mercure brothers in Albuquerque (some accounts place the confrontation in Santa Fe). He encountered Richard Hanson Weightman, a former territorial delegate, newspaper editor, and political figure who had published material critical of Aubry or his preferred railroad route. An argument escalated; Weightman threw liquor in Aubry’s face, Aubry drew a pistol that misfired, and Weightman stabbed him fatally with a Bowie knife. Weightman was tried for murder but acquitted on grounds of self-defense. Aubry was 29. He was buried in Santa Fe’s Rosario Cemetery. His diary, found in his saddlebags, was published and helped sustain interest in the 35th-parallel route later followed in large part by the Atlantic and Pacific Railroad.
Role in Relation to Colorado River Steamships
Aubry played no operational or commercial role in Colorado River steamboating. Commercial steam navigation on the lower Colorado began in the early 1850s (the Uncle Sam in 1852; more successful vessels such as the General Jesup shortly thereafter) and expanded significantly in the 1860s with companies such as George A. Johnson & Company and later the Colorado Steam Navigation Company, serving military posts, mining districts, and settlements.
His contribution was geographic and commemorative. He was among the early Anglo-American explorers to cross the Colorado near the Bill Williams River confluence and to publicize a practical east–west corridor north of the Gila. The site of his approximate crossing later became the location of Aubrey Landing (also called Aubrey City or Aubrey), a steamboat landing and short-lived settlement established by the mid-1860s at the confluence of the Colorado and Bill Williams rivers. Named for the explorer, it served nearby copper and other mines of the Bill Williams Mining District, handling freight and passengers for the steamboat lines. The post office operated 1866–1886; the settlement declined with mining fluctuations and the rise of railroads and was eventually inundated by Lake Havasu after Parker Dam. Other Arizona places (Aubrey Peak, Aubrey Valley, cliffs, and a street in Prescott) and Kansas sites (including Fort Aubrey near the cutoff) also commemorate him. A Missouri River steamboat was likewise named in his honor during his lifetime.
Aubry’s brief career exemplified the entrepreneurial energy, risk-taking, and route-finding of the mid-19th-century frontier. Though he died young, his speed records, cutoff, and 35th-parallel explorations left lasting geographic and historical marks on the Southwest.