Tag: Nevada

Nevada, often referred to as the “Silver State,” is located in the western United States. Renowned for its vast deserts and striking mountain ranges, the state boasts a diverse landscape that includes the arid Mojave Desert in the south and the forested Sierra Nevada mountains in the west. The state is famously home to Las Vegas, a vibrant city known for its bustling casinos, entertainment venues, and nightlife. Beyond the glitz of Las Vegas, Nevada offers rich history in its ghost towns, a legacy of the 19th-century mining boom. The state also features significant natural attractions, such as Lake Tahoe and Great Basin National Park, offering a wide range of outdoor activities. Nevada’s economy is driven by tourism, mining, and, increasingly, technology, making it a dynamic state with a blend of natural beauty and modern attractions.

Ophir Nevada – Nye County Ghost Town

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Ophir is a classic central Nevada ghost town in Nye County, located high in Ophir Canyon on the eastern slope of the Toiyabe Range (elevation roughly 8,000+ feet), overlooking the Big Smoky Valley. It is sometimes called Toiyabe City or Twin River (after its post office). Access today requires a rough high-clearance or 4WD road off State Route 376 near Carvers/Millett. Nevada State Historical Marker No. 64 stands near the turnoff.

Ophir Canyon in the mid 1880's
Ophir Canyon in the mid 1880’s

Mining History

Silver ore was discovered in early 1863 by a French prospector named S. Boulerond (sometimes spelled Boulrand), who reportedly kept the find secret for about a year. In 1864, further discoveries were made by a party that included John Murphy; the Murphy Mine (also called the Murphy ledge or Twin River Mine) quickly became the district’s leading producer. A mining district was organized, and the Twin River Mining Company developed the property. R. B. Canfield purchased the principal ledge and helped finance operations.

In 1865 a costly wagon road (about $8,000 for 2.5 miles) was built from Big Smoky Valley. The major infrastructure was the Murphy Mill: a 20-stamp mill completed around 1865–1866 at a cost of over $200,000. It featured eight roasting furnaces, amalgamating pans, and the first experimental Stetefeldt furnace ever built. Native granite was used for foundations and a smelter stack. Early production was strong—roughly $750,000 in the first couple of years—but the unusually hard, dense rock made extraction and milling expensive and labor-intensive. By 1869 the original company went bankrupt due to high costs and a shortage of millable ore. The Cambridge Silver Mining Company briefly took over and tried cheaper Chinese labor, but protests forced closure around 1870.

A revival began in the early 1870s after a new ore body was found. The Twin River Mining Company (later Chicago Mining and Reduction Company) restarted the mill, expanded to nearby claims (including Grizzly and Cinnamon), and even moved in the old Prussian Mill from Jefferson. Activity continued into the 1880s with another period of relative prosperity. By the 1890s operations largely ceased; the post office (Twin River) closed in December 1893. Total production from the Murphy vein and surrounding properties is estimated at more than $2–3 million in gold and silver (period dollars). Iron, copper, and arsenic were also present. Over 100 claims were staked in the canyon between 1863 and 1895.

Later intermittent activity included work by the Nevada Ophir Mining Company under Walter Trent starting in 1917 (small stamp mill, then a cyanide mill; operations suspended by the mid-1920s). A further short-lived effort under Trent’s Ophir Canyon Mining Company occurred in the mid-1930s. Mid-20th-century tungsten mining near the canyon mouth lasted into the 1960s until subsidies ended; little remains of those operations.

Historic Buildings and Remains

At its peak the town supported a full suite of frontier amenities: school, church, fraternal lodges, stores, hotels, and several saloons. A post office operated from June 1867 to December 1893. Stage service connected it tri-weekly to Austin.

Today the most impressive survivors are the massive stone foundations and walls of the 20-stamp Murphy Mill—among the better-preserved stone-masoned mill ruins in Nevada—along with the stone walls of what was an elegant office and mansion (or related substantial building). Roofless stone cabins, foundations of other structures (possibly including a store or mercantile of brick and stone), and the open portal of the Murphy Mine remain. Some buildings were later razed by the Forest Service as hazards. A historic cemetery lies near the canyon mouth; known markers include those for Jas. Conlon and John Phillips (d. 1900). The site is remote and atmospheric, with the ruins set against the canyon walls.

Citizens and Community

Peak population reached about 400 in the mid-to-late 1860s. Key figures associated with the town include:

  • S. Boulerond – French discoverer of the initial ore.
  • John Murphy – Associated with the major 1864 discoveries; the leading mine bears his name.
  • R. B. Canfield (and A. W. Canfield of the Twin River company) – Early financiers and operators.
  • Walter Trent – Led the early-20th-century revival companies.

The community was typical of remote Nevada mining camps: a mix of American, European (including French), and other miners, with the usual mix of skilled workers, laborers, merchants, and service providers. Labor tensions surfaced (notably resistance to Chinese labor in 1870). Life revolved around the hard-rock mines and mill; the dense ore required constant tool-sharpening and high manpower. After the main booms, only caretakers, small-scale operators, and occasional prospectors remained until the site was fully abandoned as a residential place.

Ophir exemplifies the boom-and-bust cycle of Nevada’s silver camps: rapid growth fueled by rich but technically difficult ore, ambitious capital investment in milling technology, short periods of prosperity, and eventual abandonment once costs outstripped returns. The substantial stone ruins that survive today stand as durable testimony to the scale of ambition in this isolated Toiyabe canyon.

Ophir NSHM #62 Text

Well up into the canyon out yonder, one can still see the massive stone foundations of a costly and splendid stamp mill, as well as the stone walls of an elegant office and mansion. Here was the scene of a once busy place, now a ghost town.

Ore was discovered there in 1865 by S. Boulerond and his compatriots. In 1864, the Murphy mine was discovered and became the leading producer; a mining district was organized. During 1865, a 20-stamp mill was completed costing over $200,000. Connected with it was the first experimental Stetefeldt furnace ever built. When the Murphy mill was built, a town was started and it grew to a population of 400, but work in the mines declined in the 1870’s, and Ophir became almost deserted. In the 1880’s, the mines were reactivated, and Ophir had another period of prosperity. By the 1890’s the town was deserted, but some mining activity at the Murphy mine continued sporadically into the 20th century.

Over $2 million worth of gold and silver were mined from the Murphy vein and from surrounding properties. Iron, copper and arsenic were also found in the area.

Ophir managed to have all the accouterments of a large community–school, church, various lodges and, of course, several saloons.

Nevada Historic Marker
The Murphy Mine and Shaft House in Ophir Canyon, Nevada
The Murphy Mine and Shaft House in Ophir Canyon, Nevada

Town Summary

NameOphir Nevada
Also Known AsTwin River, Toiyabe City
LocationNye County, Nevada
Latitude, Longitude38.944444, -117.276667
Elevation2,479 meters / 8,134 feet
GNIS860839
Population400
Post Office June 18, 1867 – December 5, 1893

Town Map

Resources

George Hearst

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George Hearst (September 3, 1820 – February 28, 1891) was an American businessman, mining magnate, rancher, and politician who built one of the great Gilded Age fortunes through shrewd investments in gold, silver, and copper mines across the American West. He was the patriarch of the Hearst family dynasty and the father of newspaper publisher William Randolph Hearst.

George Hearst (September 3, 1820 – February 28, 1891). Photograph by Charles Milton Bell
George Hearst (September 3, 1820 – February 28, 1891). Photograph by Charles Milton Bell

Early Life and Entry into Mining

Hearst was born near present-day Sullivan in Franklin County, Missouri, to William G. Hearst and Elizabeth Collins, of Scots-Irish ancestry. He grew up on a modest family farm (his father operated several small mortgaged farms and a store) with limited formal schooling. From a young age he showed a strong interest in minerals and mining, reading about the subject and gaining practical experience with local lead deposits that had been worked in the region since the 18th century. Local lore later claimed Native Americans called him “the boy the earth talks to” because of his instinct for locating ore.

When his father died in 1846, leaving substantial debts, the 26-year-old George took responsibility for supporting his mother, sister, and disabled brother. He operated a store, leased lead and copper mines, and within a couple of years paid off the family’s obligations. By 1850, with his brother deceased and the family situation stabilized, he joined the California Gold Rush, traveling west with cousins and a small party.

Mining Interests in California

Hearst’s early California years were difficult. Placer mining near Sutter’s Mill and elsewhere yielded little, and a stint running a general store (with an unsuccessful Sacramento branch) left him short of funds. He shifted to quartz mining in the Nevada County area around Grass Valley and Nevada City. He developed the Merrimac Hill mine (named after a Missouri river) and the Potosi, selling them profitably, and in 1857 located the rich LeCompton (or Lecompton) Mine near Nevada City. These successes, combined with practical improvements in extraction methods drawn from his Missouri lead-mining experience, earned him the nickname “Quartz George” and a solid local reputation.

He continued to prospect, deal in claims, raise livestock, and farm in Nevada County while building capital. California remained a base for him throughout his life; he later acquired extensive ranch lands, including the large Piedras Blancas (or Piedra Blanca) Ranch at San Simeon in 1865 and adjoining properties (Santa Rosa and San Simeon ranches), which served as family retreats.

Mining Interests in Nevada (Comstock Lode)

In the summer of 1859, Hearst learned of promising silver assays of “blue stuff” from the Washoe district in what was then western Utah Territory (soon to become Nevada). He hurried across the Sierra, sold his California interests (including the LeCompton), and bought a one-sixth share in the Ophir Mine near present-day Virginia City for roughly $3,000 (accounts vary slightly on the exact figure and partners). He also acquired interests in other Comstock properties, including the Gould and Curry.

That winter he and partners mined high-grade ore, packed it over the mountains by mule, and had it smelted in San Francisco, realizing a large profit (reported around $91,000 after costs on the first major shipment). The Ophir success helped touch off the Washoe/Comstock rush. Hearst’s ability to judge ore and solve separation problems with gold-silver ore made him a millionaire relatively quickly. He constructed a superintendent’s house in Virginia City and expanded holdings on the Comstock Lode, one of the richest silver strikes in U.S. history.

These Nevada successes formed the foundation of his fortune and his later partnership with James Ben Ali Haggin and Lloyd Tevis. The firm of Hearst, Haggin, Tevis & Co. became one of the largest private mining companies in the United States, with interests spanning multiple states and beyond.

Mining Interests in Arizona

Hearst’s Arizona involvement was smaller in scale than his California, Nevada, Utah, South Dakota, or Montana holdings but still notable. He invested in properties in the Tombstone area (including a deal involving the Morning Star Mine around 1880 that reportedly cost him a substantial sum through sharp dealing by a local promoter) and had interests connected to the Tough Nut Lode outside Tombstone.

He also served as a trustee of the North Peer Gold and Silver Mining Company, organized in the mid-1880s to work claims in the Quijotoa District (Pima County, west of Tucson). That short-lived silver boom (peaking 1883–1885 after discoveries on Quijotoa/Ben Nevis Mountain) saw rapid development of camps and companies, though overall returns for many investors, including those in the Peer/Peerless area, proved limited relative to the capital poured in. Hearst’s Arizona activities reflected his pattern of evaluating and buying into promising western districts even as his major capital was deployed elsewhere.

Later Career, Other Mines, Politics, and Family

After the Comstock, Hearst expanded aggressively. Key later successes included the Ontario silver mine in Park City, Utah (backed with Marcus Daly in the early 1870s; it produced millions and helped him weather the Panic of 1873), the Homestake gold mine in Lead, South Dakota (purchased with partners from the Manuel brothers around 1877 for about $70,000 and developed into one of the largest and longest-producing gold mines in U.S. history), and a major interest in the Anaconda copper mine near Butte, Montana (financed with Daly; it became one of the world’s great copper producers). He also held interests in New Mexico (Pacific Mine at Pinos Altos), Mexico, Peru (Cerro de Pasco), and elsewhere.

In 1862, at age 41, he married 19-year-old Phoebe Apperson (against her parents’ initial wishes); they eloped and settled in San Francisco. Their only child, William Randolph Hearst, was born in 1863. Phoebe later became a major philanthropist and managed family interests after George’s death.

Hearst entered politics as a Democrat. He served in the California State Assembly (mid-1860s) and was appointed and then elected U.S. Senator from California, serving from 1887 until his death. He acquired the San Francisco Examiner (reportedly in settlement of a debt) and used it politically; his son later took control and built a vast publishing empire from it.

George Hearst died of stomach cancer in Washington, D.C., on February 28, 1891. Contemporary estimates of his wealth ranged into the hundreds of millions (in period dollars). He left a legacy as one of the most successful practical miners and judges of mining property in the American West, whose instincts and capital helped develop some of the era’s greatest mineral deposits in California, Nevada, Arizona, and far beyond.

Colorado II – Colorado River Steamship

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The Colorado II was a stern-wheel paddle steamer (sternwheeler) that operated on the Colorado River from 1862 until it was dismantled in 1882. It was the second vessel of that name and the fifth steamboat overall on the lower Colorado River. It played a key role in freight and passenger transport supporting military posts, mining, and settlement in the desert Southwest during the peak of river steamboating.

Colorado II in a tidal dry dock in the shipyard above Port Isabel, Sonora - MacMullen, Jerry, Paddle-Wheel Days in California, Stanford University Press, 1944
Colorado II in a tidal dry dock in the shipyard above Port Isabel, Sonora – MacMullen, Jerry, Paddle-Wheel Days in California, Stanford University Press, 1944

Background and Construction

Steamboat service on the Colorado River began in the early 1850s to supply Fort Yuma (near present-day Yuma, Arizona) and other points upriver, as overland transport across the desert was difficult and expensive. George A. Johnson & Company dominated the trade. The original Colorado (often called Colorado I), launched in late 1855, was a 120-foot sternwheeler that could carry about 60–70 tons on a shallow draft of under two feet. It used an 80-horsepower engine and was captained at times by Isaac Polhamus (later known as the “Dean of the Colorado River”).

By 1862 the original Colorado was worn out. Its hull was dismantled in April 1862 at Arizona City (Yuma). The engine and boiler were removed and reused. Shipbuilder John G. North (a well-known California steamboat builder) constructed a new, larger hull in San Francisco. The parts were shipped to the Colorado River and assembled/launched at Arizona City under the guns of Fort Yuma, due to fears of Confederate raiders during the Civil War. The new vessel—Colorado II—entered service around December 1862 (some sources note May or later in the year for full operations).

Specifications

  • Type: Stern-wheel paddle steamer (sternwheeler)
  • Tonnage: 179 tons
  • Length: 145 feet
  • Beam (width): 29 feet
  • Draft: Approximately 16 inches (very shallow, suited to the river’s sandbars and variable water levels)
  • Engine: 80 hp steam engine reused from Colorado I
  • Cargo capacity: Around 70 tons (some accounts note higher freight capacity in practice; one source cites capacity for 179 tons of freight, aligning with displacement)
  • Builder: John G. North (hull); machinery from the prior vessel
  • Owners: George A. Johnson & Company, later the Colorado Steam Navigation Company (C.S.N.Co., reorganized 1869)

These shallow-draft design features were essential for navigating the lower Colorado’s shifting channels, sandbars, and seasonal low water.

Role on the Colorado River

Colorado II operated primarily on the lower Colorado River, from the river mouth/delta area (near Port Isabel, Sonora, Mexico, on the Gulf of California) northward past Arizona City/Yuma, to landings serving mining districts, military posts (including Fort Mohave), and settlements in present-day Arizona, California, and Nevada. It carried freight (supplies, mining machinery, ore, wool, agricultural goods), passengers, and often towed barges to increase capacity.

It was part of Johnson’s fleet that held a near-monopoly after absorbing rivals in the 1860s. Key captains included Stephen Thorne. The vessel worked alongside others such as the Cocopah (I and later II), Mohave, Nina Tilden, and barges. Woodyards (often staffed by local Cocopah people) supplied fuel along the route. Trips supported the growth of mining (e.g., in areas like Eldorado Canyon) and military logistics. By the late 1860s–1870s the company (reorganized as C.S.N.Co.) ran multiple steamers and handled thousands of tons of freight and hundreds of passengers annually. Colorado II is documented in period photos, including at Fort Yuma landings and in a tidal dry dock at Port Isabel.

Competition from rival lines (e.g., in the mid-1860s) was short-lived. The arrival of the Southern Pacific Railroad at Yuma in 1877 (with a bridge soon after) sharply reduced the need for long-haul river transport, as rail took over east-west traffic. The steamboat company was sold to Southern Pacific interests. Remaining boats, including Colorado II, continued for a time on residual upper-river and local service.

Ultimate Fate

Colorado II remained in service until 1882, when it was dismantled (sources consistently list 1882; some note August). This was typical for aging Colorado River steamboats once machinery wore out or traffic declined—hulls were often broken up, and usable parts reused or the vessels beached. It outlasted several contemporaries (e.g., Cocopah II was dismantled around 1881). The broader steamboat era on the lower Colorado effectively ended with the construction of Laguna Dam (completed around 1909), which blocked navigation, though limited operations continued a few years longer with smaller vessels.

Colorado II exemplifies the practical, shallow-draft sternwheelers that opened the desert Southwest to reliable waterborne commerce for roughly three decades before railroads and dams rendered them obsolete. Primary details come from historical compilations of Colorado River steamboats, including Wikipedia summaries drawing on period accounts and works such as those referencing MacMullen’s Paddle-Wheel Days in California.

Mohave II – Colorado River Steamship

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Mohave II (also referred to as Mohave) was a stern-wheel steamboat and the largest vessel ever to operate on the Colorado River. It was the first and only double-smokestack (twin-stack) steamboat on the river, giving it a distinctive silhouette that resembled the larger, more ornate Mississippi River packets in outward appearance, though its interior was utilitarian and geared toward practical freight and passenger work rather than luxury.

Mohave II at Yuma, Arizona, with Sunday school group embarked, 1876 - Unknown author - MacMullen, Jerry, Paddle-Wheel Days in California, Stanford University Press, 1944
Mohave II at Yuma, Arizona, with Sunday school group embarked, 1876 – Unknown author – MacMullen, Jerry, Paddle-Wheel Days in California, Stanford University Press, 1944

Physical Description and Design

Built by San Francisco shipbuilder Patrick Henry Tiernan (the same builder of the earlier Gila), the Mohave II was constructed in sections in San Francisco, disassembled, shipped to the Colorado River Delta, and reassembled at the shipyard in Port Isabel, Sonora, Mexico (at the mouth of the Colorado River). It was launched in May 1876.

Key specifications included:

  • Displacement/tonnage: 188 tons.
  • Length: 149.5 feet.
  • Beam (width): 31.5 feet.
  • Draft: Approximately 1 foot (12 inches) of water—shallower than the Gila by about half a foot—which allowed it to navigate farther into shallow sloughs, sandbars, and low-water conditions than most other boats on the river.
  • Hull depth: Roughly 3–3.1 feet.
  • Propulsion: Stern-wheel paddle design, optimized for the Colorado’s shallow, shifting, sandbar-filled waters and strong currents.
  • Distinctive features: Twin smokestacks (the only such configuration on the river), contributing to its “palatial” or “magnificent” advertising image for excursions.

Despite its imposing external look, it was primarily a working vessel designed to tow barges and carry substantial cargo while also accommodating passengers for both commercial and recreational trips. Its shallow draft made it especially versatile for the challenging lower Colorado River environment.

History of Usage

The Mohave II was built by the Colorado Steam Navigation Company (C.S.N.C., formerly George A. Johnson & Company) specifically to replace the worn-out Mohave I (a 1864 stern-wheeler that had been dismantled in 1875 at Port Isabel, with its machinery later reused elsewhere). It entered service in 1876 and operated for about a quarter-century until around 1900.

It served as a key freight, passenger, and towboat during the peak and gradual decline of Colorado River steamboating. Primary roles included:

  • Hauling ore, mining machinery, supplies, wool, and other goods to support mining booms (including later gold discoveries in areas like the Searchlight and Goldroad districts) and agricultural trade in the American Southwest.
  • Transporting troops, merchants, settlers, and tourists.
  • Towing barges (sometimes multiple) for heavier loads.
  • Supporting railroad construction, notably assisting with the wooden railroad bridge at Needles in the early 1880s by towing barges equipped with pile drivers.
  • Special excursion and pleasure trips, including Sunday school outings (famously photographed at Yuma in 1876), May Day and Fourth of July picnics, trips to islands or points of interest, and even longer voyages into the Gulf of California (one noted 10-day pleasure trip in 1895 under Captain Jack Mellon).

Notable captains and operators associated with it included Isaac Polhamus (and family members), Joseph H. Godfrey (nephew of Polhamus, who took it to its farthest recorded point), and John Alexander “Jack” Mellon. Under Godfrey in 1881, it reached Rioville (at the mouth of the Virgin River in Nevada), the practical highest point of steam navigation on the lower Colorado during high water—extending roughly 450–600 miles upstream depending on conditions and measurement from the mouth or Yuma.

The boat helped sustain the C.S.N.C.’s dominance on the river even as railroads began encroaching in the late 1870s–1880s (the company was eventually linked to or sold interests involving the Southern Pacific). Business fluctuated with mining activity; a late-1890s revival kept the Mohave II and Gila busy enough that a new barge (Enterprise) was needed. By the late 1890s, however, rail competition and aging vessels reduced operations. In early 1900, as the company shifted resources (reusing the Gila’s engine for the new Cochan to serve Searchlight mines), the Mohave II was stripped of its machinery, run into Jaeger’s Slough near Yuma, and left to decay (dismantled around January 1900). Broader Colorado River steamboating effectively ended with the completion of Laguna Dam (about 14 miles above Yuma) in 1909, which blocked upstream navigation.

Ports of Call and Routes

The Mohave II operated primarily on the lower Colorado River, with Yuma (Arizona Territory/Arizona; formerly Arizona City, near Fort Yuma) as the principal hub and supply center after the railroad reached it. Standard commercial runs covered roughly 450 miles or more upstream during suitable water levels, connecting the Gulf of California/delta region to upriver mining, military, and settlement points. Wood yards and landings along the route supplied fuel (often cut by local Cocopah and other Indigenous workers).

Key ports of call and landings associated with its service and the broader C.S.N.C. fleet (which it shared routes with) included, from downstream to upstream (approximate historical distances and activity periods where noted):

  • Delta/estuary area (Sonora and Baja California, Mexico): Port Isabel (shipyard and major anchorage/port until the late 1870s), Robinson’s Landing, Port Famine, Lerdo Landing, Gridiron, Ogden’s Landing, and others for cargo transfer from ocean vessels (to minimize Mexican customs issues) and wood.
  • Lower river near Yuma: Jaeger City/Colorado City area, Fort Yuma/Yuma (core hub for passengers, freight, military supply, and excursions).
  • Mid-river Arizona/California points: Castle Dome Landing, Picacho, Ehrenberg (important mining/freight transfer), La Paz area, Parker’s Landing/Camp Colorado, Liverpool Landing, and others serving ranches, mines, and ferries.
  • Upper mid-river: Needles (California; grew in importance with the railroad and bridge construction in the 1880s, where Mohave II assisted), Fort Mohave (Arizona Territory; major military post and regular stop), Hardyville (Arizona Territory; practical head of navigation at low water, near present-day Bullhead City area; key ferry and freight point), El Dorado Canyon (Nevada; silver mining support), and Mohave City.
  • Farthest reaches (high water): Rioville (Nevada, mouth of the Virgin River; reached in 1881), with occasional service toward Callville or related Mormon supply points earlier in the steamboat era.

Routes typically ran between the Gulf/delta or Yuma and Hardyville/Fort Mohave as the practical limit under normal conditions, with extensions farther north in high water. Downstream trips were much faster than upstream ones due to the current. The boat also made special recreational runs from Yuma or Needles to nearby points of interest or into the Gulf.

Overall, the Mohave II exemplified the height of Colorado River steamboating technology and commerce in the late 19th century—bridging the pre-railroad era of isolated desert Southwest settlement, mining, and military supply with the transition to rail dominance—while providing both essential transport and occasional community recreation on one of the West’s most difficult rivers.

Cochan – Colorado River Steamship

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The Cochan was the last stern-wheel steamboat operated by the Colorado Steam Navigation Company (CSNC) on the Colorado River, running from late 1899/1900 until about 1909–1910. Named for the Quechan (Yuma) people, it marked the end of commercial steam navigation on the lower Colorado after nearly six decades of steamboat activity that began in 1852.

View showing steamboat Cochan on the Colorado River near Yuma, Arizona in 1900 - U.S. National Archives and Records Administration
View showing steamboat Cochan on the Colorado River near Yuma, Arizona in 1900 – U.S. National Archives and Records Administration

Origins and Construction

By 1899, CSNC owners Isaac Polhamus and Jack Mellon faced aging vessels and renewed competition from newer boats (including the St. Vallier). Their remaining steamers, the Mohave II (about 23 years old) and the Gila (launched 1873 and already more than 25 years in service), had worn hulls requiring heavy maintenance. The Gila was selected because it retained better engines.

In late 1899, the Gila’s machinery was refurbished and installed in a rebuilt (or heavily reconstructed) hull at the shipyard in Yuma, Arizona, at a cost of roughly $25,000 (some accounts cite about $27,000). The vessel was launched on November 8, 1899, and renamed Cochan. It was two tons lighter and 14 feet shorter than the Gila.

Key specifications:

  • Displacement: 234 tons
  • Length: 135 feet
  • Beam: 31 feet
  • Draft: 11 inches unloaded; less than 2 feet (about 22 inches) when loaded with cargo
  • Cargo capacity: up to 125 tons of freight
  • Propulsion: stern paddlewheel driven by the refurbished steam engines from the Gila

The Cochan was a classic Western-river sternwheeler optimized for the Colorado’s difficult conditions—shifting sandbars, snags, swift currents, seasonal low water, and abrasive sand. Design priorities emphasized extreme shallow draft, a relatively flat or lightly built wooden hull reinforced against grounding and impacts, and reliable (rather than high-speed) power for towing barges. Sternwheel configuration aided maneuverability in confined or shallow channels and allowed techniques such as using the wheel to help dig through bars. These principles continued the adaptations that Colorado River boats had developed since the 1850s, prioritizing flotation and cargo-carrying ability in minimal water over ocean-style seaworthiness or deep-draft efficiency.

In 1900 the company also built a new barge, the Silas J. Lewis (about 150 feet long and 32 feet in beam), for the Cochan to tow, while scrapping older barges.

Operations and Role in Trade

The Cochan entered service in January 1900, carrying freight to mining districts such as the Quartette and Searchlight mines in Nevada and competing directly with the St. Vallier (and later the Searchlight). It operated primarily on the lower Colorado between Yuma, Arizona, and points upstream toward Needles, California, and mining areas, supporting the final phase of the region’s mining boom with supplies, equipment, ore, and passengers.

Steamboats like the Cochan remained important for expanding and sustaining trade along the Colorado long after the Southern Pacific Railroad reached Yuma in 1877. They provided the most economical means of moving bulk goods across the desert Southwest until rail lines fully displaced them. The Cochan and its contemporaries hauled freight for mines, helped supply irrigation and reclamation projects (including work related to the Imperial Valley and the temporary diversion that formed the Salton Sea), and maintained local commerce on stretches of the river still poorly served by rail. By the early 1900s, however, additional rail bridges (including the Arizona and California Railroad at Parker in 1905) and the completion of Laguna Dam in 1909 (about 14 miles above Yuma) progressively eliminated upstream navigation. By the end of 1905 most boats, including the Cochan, had been withdrawn to the Yuma area.

Steamer "Cochan" on Colorado River at Needles. The Otis Marston Colorado River Collection. The Huntington Library, San Marino, California.
Steamer “Cochan” on Colorado River at Needles. The Otis Marston Colorado River Collection The Huntington Library, San Marino, California.

End of Service

Just before Laguna Dam closed the river to steam navigation, the CSNC sold its remaining boats, including the Cochan, to the U.S. Reclamation Service in 1909. The Service had no need for the vessel, and it was dismantled in the spring of 1910 at Yuma. This marked the practical end of the steamboat era on the lower Colorado, which had facilitated thousands of tons of annual commerce since the 1850s.

Historical Significance

The Cochan embodied the final refinement of shallow-draft sternwheeler design for one of North America’s most challenging rivers. By recycling proven engines into a lighter, shorter hull with exceptional draft performance, its builders extended the economic life of river transport during a period of intensifying competition from railroads and dams. It supported late mining activity, early 20th-century reclamation efforts, and residual trade until infrastructure changes rendered steamboats obsolete. As the last major sternwheeler of the Colorado Steam Navigation Company, the Cochan closes a chapter in the transportation history of the American Southwest that had opened the desert interior to sustained commercial development.