Nivloc Nevada – Esmeralda County Ghost Town

In 1907, Gold was discovered at the town site which would be known as Nivloc Nevada by a Native American prospector. The town derived its name from for the former owners “Colvin” who operated the site in 1923. The name spelled backwards was Nivloc and such is the haste in the Nevadan desert.

Nivloc mine and camp - Tonopah Times-Bonanza -  Nevada Ghost Towns and Mining Camps - Paher
Nivloc mine and camp – Tonopah Times-Bonanza – Nevada Ghost Towns and Mining Camps – Paher

Discovery and Early Development

Gold was discovered in 1907 by Tom Fisherman (also referred to as Tom Risherman in some accounts), a Shoshone prospector. He reported the find to Harry Stimler (a key figure in the Goldfield discoveries). Stimler did limited work, and the site was initially associated with the name Stimler. In about 1909, Chicago millionaire broker W.H. Colvin acquired the property and renamed it Nivloc—“Colvin” spelled backward. Early development was modest; a shaft was sunk, but significant production did not follow immediately.

The broader district had earlier roots: mining activity in the Silver Peak Range began in 1863, with the Red Peak (later Silver Peak) Mining District organized in the mid-1860s. Nearby centers such as Silver Peak and Blair processed ore from the area, including with large stamp mills.

Limited work continued intermittently. In 1928, Colvin appointed Fred Vollmar, Sr., as superintendent. Vollmar improved water supply and repaired the camp after a flash flood, but ore reserves did not justify a mill at the time. Colvin largely abandoned the property by 1934. Vollmar relocated claims; after his death the property passed to his son, Fred Vollmar, Jr. In 1936 the Red Mountain Mining Company was organized. The following year the property was acquired by interests linked to Bralorne Mines (Canada), which formed Desert Silver, Inc., to operate it.

Peak Production Era (1937–1943)

Extensive development followed. A 200-ton (sometimes described as rated ~175 tons, operating higher) cyanide mill began operations in November 1937. The mine featured a substantial vertical shaft (reports note depths around 440–600 feet with further work via winzes approaching or exceeding 900 feet in places, and extensive lateral workings; one account mentions a deeper shaft figure). Ore was moved via rail trestle to the mill.

From 1937/1938 to 1943, Nivloc was one of Nevada’s leading (and for several years the largest) silver producers, also yielding gold (and minor lead). Production figures commonly cited are over $3.9 million in silver and gold (some sources note roughly $2–3 million or more specifically for the main period), from more than 400,000 tons of ore. The operation ran at substantial capacity (averaging over 200 tons daily at times).

Role in the area: Nivloc contributed significantly to the Silver Peak district’s output during the late Depression and early World War II years, when silver mining provided important economic activity in remote Esmeralda County. It exemplified successful development of deeper, previously under-exploited vein systems in a district with a long but fluctuating history. The company-built townsite supported the workforce near the mine rather than relying solely on Silver Peak.

Population and Community

At its height around 1940, Desert Silver had a payroll of approximately 156 workers at the mine, with about 60 of them having families living in the camp. Including others in the immediate district, the population was reported as nearly 250. Stanley W. Paher described it as a “one-saloon camp,” indicating a modest, work-focused settlement rather than a large boomtown with numerous commercial establishments.

Post Office

The Nivloc post office operated from October 11, 1940, to November 15, 1943 (service then transferred to Silver Peak). An earlier short-lived Stimler post office had existed briefly in 1907–1909. The establishment of the Nivloc office reflected the camp’s size and isolation during the production peak; local advocates noted the inconvenience of traveling to Silver Peak for mail.

Newspapers

No newspaper was published in Nivloc itself. Residents relied on papers from nearby communities such as Silver Peak, Goldfield, or Tonopah.

Buildings and Infrastructure

The camp and mine complex included:

  • A company townsite with residences (including a manager’s residence and other houses; some were later moved away in 1943 as operations wound down).
  • Mine support buildings (hoist house, blacksmith shop, operations structures).
  • A large steel headframe over the main shaft.
  • An impressive wooden ore trestle (one of the more notable remaining features, roughly 120 feet long and elevated).
  • The 200-ton cyanide mill complex, water facilities/tanks, and related processing infrastructure.
  • At least one saloon.

Many structures and the mill plant (which had cost hundreds of thousands of dollars) were present during the peak years. After closure, equipment was often sold or scrapped.

Decline and Later History

Operations were heavily affected by World War II manpower shortages, rising costs, and wartime restrictions. The night shift was cut, and the mine closed in 1943 (around July–November accounts). The plant was placed on sale, and some houses were relocated. Postwar attempts included organization of Nivloc Mines, Inc., in 1946 and later involvement by U.S. Mining and Milling Corporation (some bullion production in the late 1950s before focus shifted elsewhere). Activity remained sporadic; the shaft was reported badly caved by the 1960s. Estimates in the 1960s suggested remaining mill-grade ore, and later companies explored or held claims, but no major sustained revival occurred.

Present Day

Nivloc is a classic Nevada ghost town/mine site on or near public land (BLM-managed areas are common in the region). Notable remaining features include the headframe, the distinctive trestle, mill ruins and foundations, scattered buildings or remnants (including houses), tailings, and mine dumps. It attracts explorers interested in mining history, though sites like this can have hazards (unstable structures, open shafts, etc.). Access is typically via dirt roads from the Silver Peak area.

In summary, Nivloc was a relatively late-blooming but productive silver-gold camp whose main significance came in the late 1930s–early 1940s as a major district and statewide silver contributor, supporting a temporary population of a few hundred people with basic company facilities and a short-lived post office, before wartime conditions and economics turned it into a ghost town.

Town Summary

TownNivloc, Nevada
LocationEsmeralda County, Nevada
Latitude, Longitude37.71583, -117.75722
Elevation6,170 feet
GNIS851592
Post OfficeOctober 1940 to November 1943

Nivloc Map

Resources

Bullfrog Goldfield Railroad Engine No. 3

Bullfrog Goldfield Railroad Engine No. 3 was a standard-gauge 0-6-0 steam switcher built by the Baldwin Locomotive Works in December 1906 (works/construction number 29712). It was a Baldwin Class 04-36-D locomotive with 20 × 26-inch cylinders, 52-inch driving wheels, and a total engine weight of approximately 135,000 pounds. Its sister locomotive was BGRR No. 4 (Baldwin works number 29713).

Bullfrog Goldfield RR locomotive #3, built by Baldwin Locomotive Works in Dec. 1906. Baldwin Class 04-36-D 0-6-0 switcher engine, with 20x26 in. cylinders, 52" drive wheels, build number 29712. Weight was 135,000 lbs. Alongside sister locomotive #4, #3 worked on the BGRR from 1906 to 1908, then becoming property of the Tonopah and Tidewater Railroad after their merger with the Bullfrog Goldfield. Later sold to the Las Vegas & Tonopah Railroad becoming their #3, then to the Ludlow & Southern (retaining the #3), and the Utah Copper Co. as their #400
Bullfrog Goldfield RR locomotive #3, built by Baldwin Locomotive Works in Dec. 1906. Baldwin Class 04-36-D 0-6-0 switcher engine, with 20×26 in. cylinders, 52″ drive wheels, build number 29712. Weight was 135,000 lbs. Alongside sister locomotive #4, #3 worked on the BGRR from 1906 to 1908, then becoming property of the Tonopah and Tidewater Railroad after their merger with the Bullfrog Goldfield. Later sold to the Las Vegas & Tonopah Railroad becoming their #3, then to the Ludlow & Southern (retaining the #3), and the Utah Copper Co. as their #400

No specific original purchase or build cost for this locomotive (or its sister) appears in the available historical records, railroad valuation documents, or secondary sources on the Bullfrog Goldfield Railroad or Baldwin production of the period. Contemporary Baldwin 0-6-0 switchers of similar size and specification typically sold in the roughly $10,000–$15,000 range (in 1906 dollars), but that is a general market figure only and not a documented cost for No. 3.

Summary Timeline

  • December 1906 — Built by Baldwin Locomotive Works for the Bullfrog Goldfield Railroad (BGRR). An original builder’s photograph exists showing the locomotive lettered for the BGRR.
  • 1906–1908 — On the BGRR roster. Sources indicate it was acquired/assigned in connection with the railroad’s early operations and equipment roster (some accounts state it worked on the BGRR; others emphasize the short period before corporate changes).
  • 1908 — Became property of the Tonopah and Tidewater Railroad (T&T) as part of the corporate arrangements, leases, and consolidations involving the BGRR, T&T, and related Nevada lines. It was never placed in service on the T&T.
  • After 1908 — Sold to the Las Vegas and Tonopah Railroad (LV&T), where it became that railroad’s second No. 3.
  • Later (exact date undocumented in primary summaries) — Sold to the Ludlow & Southern Railway (a short line in the Mojave Desert serving the Bagdad-Chase mining area), retaining the number 3.
  • Subsequent transfer — Acquired by the Utah Copper Company (and associated with Bingham & Garfield operations in roster records) and renumbered as Utah Copper / B&G No. 400.
  • Circa 1950 — Scrapped.

Final Disposition

Utah Copper (later part of Kennecott Copper operations) retired and scrapped the locomotive around 1950. It did not survive into preservation. Its sister, No. 4 (Utah Copper No. 401), followed a different path: sold to the Peninsula Terminal in 1931 and later scrapped in 1953.

The locomotive’s career illustrates the rapid turnover of motive power among the short-lived Nevada mining railroads of the early 20th century boom-and-bust era (Bullfrog Goldfield, Tonopah & Tidewater, Las Vegas & Tonopah) and the later transfer of surplus equipment to industrial copper-mining operations in Utah. Primary references for the roster history include David F. Myrick’s Railroads of Nevada and Eastern California (Volume II) and compiled locomotive rosters of the Utah Copper / Bingham & Garfield / Kennecott operations.

Harry Wade Road

Death Valley National Park 4x4 and Back Country Roads
Death Valley National Park 4×4 and Back Country Roads

Harry Wade Road is a remote dirt through-route that crosses the far southern end of Death Valley National Park. The northern portion of the road, running from its junction with Badwater Road southward to the turnoff for Owl Hole Spring Road, forms a key segment of this historic corridor. It offers access into one of the park’s least-visited areas and serves as the gateway to the Owlshead Mountains via the Owl Hole Spring Road side route.

Route Overview

Harry Wade Road begins (or ends, depending on direction of travel) about two miles south of the Ashford Mill ruins on Badwater Road, near the point where the paved road bends east toward Jubilee and Salsberry Passes. From this northern junction the road heads southeast across the valley floor. The Owl Hole Spring Road junction lies partway along this southern traverse, roughly in the middle third of the overall Harry Wade Road (the full Harry Wade Road continues farther southeast toward the Saratoga Spring Road junction and Highway 127).

This northern-to-mid segment of Harry Wade Road is characterized by open desert flats, views of the Owlshead Mountains to the southwest, and the distant Ibex Hills and Saddle Peak Hills to the east. The landscape is arid, sparsely vegetated, and extremely remote, with no services or reliable cell coverage.

Road Conditions

The surface is unpaved dirt and gravel with sections of washboard (corrugation). As of recent National Park Service notices, deep sand is flagged approximately six miles south of the Badwater Road junction—this is the most common problem area on the northern portion of the road and can stop vehicles that lack adequate clearance or momentum. High-clearance is recommended throughout; 4WD is helpful in soft sand or after rain.

The Amargosa River channel is crossed farther south on the full route (beyond the Owl Hole Spring Road junction in many descriptions), but wash crossings and potential soft spots can occur anywhere along the valley floor. Conditions vary significantly with weather and time since the last grading: the road can range from relatively firm and passable to deep, soft sand. Best travel seasons are late fall through early spring (November–March). Summer heat is extreme and potentially dangerous. Always check the official NPS Death Valley road conditions page before travel.

Points of Interest Along or Near This Segment

Ashford Mill Ruins (near northern junction)
Located just north of the Harry Wade / Badwater Road junction on the paved road. These are the remains of a historic borax mill and provide a convenient starting or ending point with interpretive value and views of the southern valley.

Open Valley Floor and Mountain Views
The drive offers expansive vistas of the southern Death Valley landscape. The Owlshead Mountains dominate the southwest horizon, while the Ibex and Saddle Peak Hills rise to the east. The sense of isolation is pronounced; traffic is typically very light.

Owl Hole Spring Road Junction
This is the primary side road branching southwest/west from Harry Wade Road into the Owlshead Mountains. From the junction, Owl Hole Spring Road runs roughly 10 miles to Owl Hole Spring itself (an intermittent desert spring that historically served as a water stop for 20-mule team borax wagons and later supported mining). Beyond the spring the road continues toward historic manganese mining areas (including the New Deal and Black Magic mines), abandoned equipment, and eventually a microwave tower/repeater site near the park boundary with military lands (Fort Irwin area). The side road involves significant elevation gain (approaching 4,000 feet at higher points) and is more technical than the main Harry Wade Road, with washboard, sand, and steeper grades. High-clearance 4WD is recommended.

Historic Context
The entire Harry Wade Road roughly follows the southern escape route pioneered by Harry Wade and his family in late 1849–early 1850 during the California Gold Rush. After becoming trapped in Death Valley with other emigrant parties seeking a shortcut to the gold fields, Wade led his family southward, eventually reaching the Old Spanish Trail and safety with their wagon and oxen intact—the only known party from that entrapment to do so. The modern road preserves this historic corridor through one of the park’s most isolated regions.

Practical Considerations

  • High-clearance vehicle strongly preferred; 4WD advised for the flagged deep-sand section and any soft conditions.
  • Carry abundant water, a full-size spare tire, recovery gear, and offline maps. The area is isolated, and self-rescue may be required.
  • Dispersed camping is allowed under standard backcountry rules (at least one mile from paved roads and developed areas, 100 feet from water sources).
  • Stay on designated roads. The surrounding terrain includes wilderness, and military lands lie beyond the higher reaches of Owl Hole Spring Road.
  • Fuel and supplies are available in Furnace Creek, Shoshone, or Baker—nothing exists along the route itself.

This segment of Harry Wade Road between Badwater Road and Owl Hole Spring Road provides a straightforward yet remote introduction to southern Death Valley’s backcountry. It combines open desert driving, mountain views, access to further exploration in the Owlshead Mountains, and a tangible link to the 1849 emigrant history that gave the valley its name. Prepared travelers seeking solitude will find it rewarding; casual visitors should treat it with respect for its isolation and variable conditions.

Aguereberry Point Road

Death Valley National Park 4x4 and Back Country Roads
Death Valley National Park 4×4 and Back Country Roads

Aguereberry Point Road is a roughly 6–6.5-mile unpaved side road off Emigrant Canyon Road (also called Wildrose Road) in the Panamint Range on the west side of Death Valley. It climbs from the paved road to a high crest viewpoint at 6,433 feet, offering one of the park’s most expansive and least-crowded panoramas of the valley floor. The turnoff is about 10–12 miles south of Highway 190 (near Emigrant/Stovepipe Wells area).

The road is day-use only (no camping along it or within a one-mile buffer). It is rated for high-clearance vehicles due to a rock outcrop in the roadbed around 3.5 miles and a steep, rocky final half-mile. Four-wheel drive is not required under normal conditions, but low-clearance cars are not recommended; some drivers park short of the last stretch and walk. The road can be washboarded, rocky, and subject to snow, mud, or temporary closures after storms—always check current NPS road conditions before going. Cell service is generally absent.

History and Background

The road and viewpoint are named for Jean Pierre “Pete” Aguereberry (1874–1945), a Basque immigrant from France who prospected in the area. In 1905, while traveling with the well-known prospector Shorty Harris, Aguereberry discovered gold. Claims led to the short-lived Harrisburg mining camp (originally intended as “Harrisberry”). Aguereberry worked the Eureka Mine largely alone for decades, living in a simple cabin at the site from 1907 until near his death. In later years he guided visitors to what he called “The Great View” of Death Valley; the point was later officially named for him. He is buried in Lone Pine, California.

Points of Interest Along the Road

  • Aguereberry Camp / Harrisburg ruins (early on the road, roughly the first 1–2 miles): Remains of the early-1900s mining settlement. Pete’s original 1907 two-room cabin (with period furnishings such as a stove and refrigerator in accounts), additional later cabins (one built as a guest house around 1941), scattered ruins, and mining relics. The camp was never large or long-lived—most people moved on to better prospects at Skidoo—but it preserves the everyday life of a solitary desert prospector.
  • Eureka Mine (about 1.7 miles): The historic gold mine Aguereberry worked for decades. Features include a headframe, shafts/adits (now gated for safety and bat protection—do not enter), ore-cart remnants, and scattered rusty machinery. Nearby is the Cashier Mill (built around 1909), a relatively well-preserved structure that processed ore using gasoline engines and chemical methods of the era. The site offers good photo opportunities of industrial ruins in a stark desert setting. Stay on established paths and treat all mine openings as hazardous.
  • The rock outcrop (around 3.5 miles): A notable obstacle that helps define the high-clearance recommendation. The road continues through open flats, then winds through a canyon before reaching the ridgeline.
  • Aguereberry Point (road’s end, 6,433 ft): The main destination. A small parking area sits near the crest. Short footpaths lead to the tip of the point and along the ridge for the best vistas. From here you look east across Death Valley toward the Amargosa Range and Black Mountains (Dante’s View is visible on the far side). Highlights include the white salt flats of Badwater Basin (the lowest point in North America at 282 feet below sea level—over a mile of vertical relief), the green oasis of Furnace Creek, Mesquite Flat Sand Dunes to the north, and distant peaks such as Mount Charleston in Nevada (about 80 miles away). On clear days the Sierra Nevada can appear to the northwest. The viewpoint sits on Cambrian quartzite and provides a classic “geologic museum” perspective of tilted fault-block mountains and the valley floor.

Late afternoon into sunset is widely regarded as the best light for photography and viewing, as the western position softens shadows across the valley (complementing the more famous east-side overlooks). Sunrise can also be excellent and quieter. The elevation makes it cooler than the valley floor, though summer heat is still a factor on the approach.

Practical Tips

  • High-clearance vehicle strongly preferred; drive slowly and watch for rocks that can puncture tires. Carry a full-size spare, tools, extra water, and sun protection. There is no water or services on the road.
  • Emigrant Canyon Road itself has vehicle-length restrictions in places (generally no vehicles over about 25 feet due to narrow, winding sections).
  • Combine the drive with nearby sites such as the Wildrose Charcoal Kilns, Skidoo, or higher elevations toward Telescope Peak if road conditions and time allow.
  • Always check the official NPS Death Valley alerts and road conditions page before your trip, as flash floods, snow, and maintenance can close sections with little notice.

This is a rewarding, relatively quiet alternative to the busier east-side viewpoints. The combination of mining history, a scenic dirt-road drive through the Panamints, and a sweeping high overlook of Death Valley makes it a classic west-side experience in the park.

Hummingbird Spring Road

Death Valley National Park 4x4 and Back Country Roads
Death Valley National Park 4×4 and Back Country Roads

Hummingbird Spring Road (access spur off the Wildrose/Mahogany Flat Road) in the Panamint Mountains of Death Valley National Park is a short, relatively straightforward high-clearance dirt spur that leads to a remote, unmarked historic trail to Hummingbird Spring.

Location and Access

The spur sits in the high country of the Panamint Range (western side of Death Valley National Park, Inyo County, California), near Piñon (or Pinon) Mesa, off the main road running from the Wildrose area toward Mahogany Flat / the Telescope Peak trailhead.

It is typically described as the first right turn when driving from the Wildrose area toward Mahogany Flat (consult a detailed map such as the National Geographic Death Valley map, as the turn is easy to miss and not signed as a major park road). The main approach routes are via Emigrant Canyon Road (from CA-190 near Emigrant) or Lower Wildrose / Trona-Wildrose Road (from the Panamint Valley side). Note that Lower Wildrose Road reopened in 2026 as an unpaved route limited to vehicles under 25 feet after major flood damage; conditions on the main Wildrose corridor can change with weather and repairs.

Hummingbird Spring itself is a named spring at roughly 7,300+ feet elevation on the Telescope Peak USGS topo map.

Road Character and Difficulty

  • Length and surface: Short dirt/gravel spur. It is described as fairly straight until a sharp left turn, where a green marker post indicates the way toward the spring. Park near the marker and begin the hike from there.
  • Vehicle requirements: High-clearance recommended (or required for comfort) to reach a proper trailhead parking spot. Lower-clearance vehicles can park along the main (paved or graded) Wildrose/Mahogany Flat road and walk the extra distance. It is not a long or highly technical 4WD route like some southern Panamint canyons (e.g., Warm Spring, Goler, or Mengel Pass approaches).
  • Conditions: Typical high-desert dirt road—expect washboard, loose gravel, possible ruts or minor washouts after storms, and the usual remote-area lack of maintenance. The surrounding upper Wildrose / Mahogany Flat road system is steeper, narrower, and more demanding higher up (high-clearance often needed past the Charcoal Kilns; 4WD helpful when wet, snowy, or rutted). Snow and ice commonly close the higher sections in winter/early spring.

No detailed recent user trip reports specifically rate the spur as extremely rough; accounts treat it as a practical access road rather than a destination 4×4 trail.

The Destination: Trail and Spring

From the parking/marker area, an unmarked/faint trail (sometimes following an old road or wash) leads to the spring. Reported stats from visitors:

  • Roughly 1.9–2 miles round-trip.
  • ~850 feet elevation gain (one account); another notes a longer/higher approach involving up to ~1,800 feet of climbing through pinyon-juniper from a lower starting point on an old road to a former superintendent’s summer residence site, then continuing past wilderness boundary signs.

The route starts obvious, then enters a dry wash (best to stay in the wash). Historic evidence appears around 0.6 miles: rusted cans, a gypsum pile from past mining, and old water pipes that once carried spring flow down toward Wildrose Valley. The spring itself has been reported as a small, vegetation-covered trickle that soaks into the desert quickly rather than forming a large pool. Views from nearby ridges or high points look out over the surrounding terrain and valley.

The area is remote and quiet. One visitor noted the strong scent of pinyon pine, a hawk overhead, and excellent solitude. It is not shown on standard park service trail maps.

Practical Considerations and Hazards

  • Remote and isolated: Cell service is typically nonexistent. If you drive the spur, your vehicle may not be visible from the main road—always leave a trip plan with someone.
  • Weather and season: Best in spring, fall, or milder parts of summer/fall at this elevation (significantly cooler than the valley floor). Winter snow/ice can close access higher on the main road. Flash-flood risk exists in washes after storms.
  • Water and resources: Carry all water; the spring flow is minimal and not a reliable drinking source without treatment. No facilities.
  • Regulations: Standard Death Valley backcountry rules apply (Leave No Trace, wilderness boundary considerations). Check current NPS alerts for Wildrose/Mahogany Flat road status, as flood recovery has affected the corridor in recent years.
  • Wildlife and history: Expect typical high-desert species; the spring historically supported people and mining activity in the Wildrose area.

Overall Assessment

Hummingbird Spring Road is a modest, functional high-clearance access spur rather than a challenging or scenic drive in its own right. Its value lies in providing quiet entry to a little-visited historic spring and short hike in the pinyon-juniper zone of the Panamints, with solitude and a sense of discovery that the more popular Telescope Peak or Charcoal Kilns areas lack. Drivers with high-clearance vehicles will find it straightforward in dry conditions; others can still reach the area by walking from the main road. Always verify current conditions via the official Death Valley NPS site before traveling, as desert roads change rapidly with weather.