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.

White-throated Swift (Aeronautes saxatalis)

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The fast flying White-throated Swift (Aeronautes saxatalis)
The fast flying White-throated Swift (Aeronautes saxatalis)


The White-throated Swift is a medium-sized bird known for its swift and agile flight, sleek body, and distinctive white throat patch. Adults typically measure around 6.5 inches (16.5 cm) in length, with a wingspan of approximately 15 inches (38 cm). They have a dark, glossy plumage that aids in camouflage against the rocky cliffs where they often dwell. Their wings are long and slender, adapted for rapid and maneuverable flight, while their short bills are perfect for catching insects mid-air. Juveniles resemble adults but may have less contrast in their plumage.

Habitat and Distribution

White-throated Swifts are primarily found in the western regions of North America, ranging from the southwestern United States through parts of Mexico. They inhabit rugged, rocky terrain such as canyons, cliffs, and gorges, where they nest in crevices and on ledges. These birds are particularly well adapted to arid environments and are often seen in desert landscapes, although they may also occur in mountainous regions.

Behavior and Ecology

White-throated Swifts are highly adapted for aerial foraging, feeding primarily on flying insects such as flies, beetles, and mosquitoes. They are renowned for their impressive flight abilities, performing intricate maneuvers as they hunt on the wing. Their swift and agile movements enable them to navigate through narrow passages and steep cliffs with ease. Breeding pairs typically construct cup-shaped nests made of twigs, feathers, and saliva, which they attach to vertical rock faces. During the breeding season, males perform aerial courtship displays to attract females.

Conservation Status

The White-throated Swift is not currently considered globally threatened, although local populations may be impacted by habitat loss and disturbance. Conservation efforts are focused on protecting nesting sites, particularly in areas where cliffs are subject to human development or recreational activities. As an insectivorous species, White-throated Swifts may also be vulnerable to pesticide use, which can reduce their prey availability.


The White-throated Swift is a fascinating species well adapted to its rugged habitat and aerial lifestyle. Its graceful flight and striking appearance make it a favorite among birdwatchers and enthusiasts. By understanding the ecology and behavior of the White-throated Swift, we can better appreciate the importance of conserving its unique habitat and ensuring the long-term survival of this remarkable bird.

Field Guide Description

“Black above, black and white below, with long, forked tail. Distinguished from Violet-green swallow, (page 322) by longer narrower wings, bicolored underparts. In poor light, may be mistaken for Black Swift but smaller, with faster wingbeats. Common in mountains, canyons, cliffs. Nests in crevices.”

Field Guide to the Birds of North America, Third Edition, pg 262

Classification

KingdomAnimalia
PhylumChordata
ClassAves
OrderApodiformes
FamilyApodidae
GenusAeronautes
Speciessaxatalis

Resources

Northern Flicker (Colaptes auratus)

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The Northern Flicker (Colaptes auratus) is a medium-sized woodpecker found across North America. It belongs to the family Picidae, which includes woodpeckers, sapsuckers, and flickers. This species is known for its distinctive sharp bill, behavior, and widespread distribution.

Northern Flicker nesting in the cedar siding of a Big Bear mountain cabin.
Northern Flicker nesting in the cedar siding of a Big Bear mountain cabin.

Description

The Northern Flicker exhibits sexual dimorphism, with males and females displaying different coloration. They have a length ranging from 28 to 36 centimeters (11 to 14 inches) and a wingspan of approximately 42 to 54 centimeters (16.5 to 21.3 inches).

  • Plumage: The upperparts of the Northern Flicker are brown with black barring, while the underparts are beige or tan with black spots. They have a black bib on their chest and a prominent black crescent on the breast. The undersides of their wings and tails are a vibrant yellow or red, depending on the subspecies.
  • Head: Their head is distinctive, with a gray face, a long, slightly curved bill, and a black malar stripe extending from the base of the bill to the neck.
  • Behavior: Northern Flickers are primarily ground foragers, often seen hopping on lawns or probing the soil for insects with their long, barbed tongues. They also feed on ants, beetles, termites, and fruits.

Habitat

Northern Flickers inhabit a variety of habitats, including open woodlands, forest edges, parks, suburban areas, and occasionally urban environments. They prefer areas with scattered trees and ample open ground for foraging.

Breeding and Nesting

Breeding season for Northern Flickers typically begins in late April and extends into August. They are cavity nesters and will excavate their own nest holes in dead or decaying trees, fence posts, or even buildings.

  • Eggs: Clutch sizes usually range from 3 to 8 eggs, which are white and elongated.
  • Incubation: Both parents participate in incubating the eggs, which lasts for about 11 to 14 days.
  • Fledging: The young birds fledge after approximately 25 to 28 days and remain dependent on their parents for several weeks after leaving the nest.

Migration

Approximate range/distribution map of the Northern Flicker (Colaptes auratus). In keeping with WikiProject: Birds guidelines, yellow indicates the summer-only range, blue indicates the winter-only range, and green indicates the year-round range of the species.
Approximate range/distribution map of the Northern Flicker (Colaptes auratus). In keeping with WikiProject: Birds guidelines, yellow indicates the summer-only range, blue indicates the winter-only range, and green indicates the year-round range of the species.

While some Northern Flicker populations are migratory, others are year-round residents. Migratory populations breed in northern regions and winter in southern areas, while non-migratory populations may remain in the same area throughout the year.

Conservation Status

The Northern Flicker is widespread and generally considered to be of least concern in terms of conservation status, according to the International Union for Conservation of Nature (IUCN). However, habitat loss and fragmentation, as well as competition for nest sites with invasive species such as European Starlings, pose localized threats.

The Northern Flicker is a fascinating species with its distinctive appearance, behavior, and adaptability to various habitats. Understanding its ecology and conservation needs is crucial for ensuring the continued well-being of this iconic woodpecker across its range. Further research into its nesting habits, population dynamics, and response to environmental changes can aid in effective conservation strategies.

Field Guide Description

“Two distinct groups occur: “Yellow-shafted Flicker” in the east and far north, and the “Red-shafted Flicker” in the west. These flickers have brown, barred back; spotted underparts, with black crescent bib. White rump is conspicuous in flight; no white wing patches. Intergrades are regularly seen in the Great Plains. “Yellow-shafted Flicker” has yellow wing lining and undertail color, gray crown, and tan face with a red crescent on nape. “Red-shafter Flicker” has brown crown and gray face, with no red crescent.”

Field Guide to the Birds of North America, Third Edition, pg 318

Classification

KingdomAnimalia
PhylumChordata
ClassAves
OrderPiciformes
FamilyPicidae
GenusColaptes
Speciescauratus

References

Osceola Nevada – Nevada State Historic Marker 98

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Osceola, Nevada, located in White Pine County near Great Basin National Park, was the state’s most significant and longest-lived gold placer mining camp. Established in 1872 after the discovery of a vast gold-bearing quartz belt, Osceola thrived as a bustling mining town in the 1880s, driven by innovative hydraulic mining techniques and an extensive water delivery system. This report chronicles Osceola’s history, from its founding to its decline and current status as a ghost town, drawing on historical records, state markers, and primary sources.

Founding and Early Development (1872–1877)

In 1872, prospectors James Matteson and Frank Heck discovered a gold-bearing quartz belt 12 miles long and 7 miles wide, three miles west of what is now Great Basin National Park. The Osceola Mining District was formally established in October 1872, named after the Seminole chief Osceola. Initial mining efforts were limited by a lack of water, with miners using simple “49” rockers to process placer gold found in Dry Gulch in 1877 by John Versan. By 1874, the camp had grown to 250 residents, and a five-stamp mill was built in 1878 to replace primitive arrastras, marking the town’s early growth.

Boom Period and Hydraulic Mining (1878–1890)

Osceola’s major boom began in the 1880s with the introduction of hydraulic mining, a technique using high-pressure water jets to extract gold from gravel beds 10 to 200 feet thick. To address the region’s water scarcity, the Osceola Gravel Mining Company constructed two extensive ditch systems. The West Ditch, built from 1884 to 1885, spanned 16 miles, drawing water from six creeks on the west side of the Snake Range. However, it proved inadequate, with mines operating only two hours daily due to water shortages, as reported by the White Pine News on September 12, 1885.

In 1889, construction began on the Osceola East Ditch, an 18-mile canal from Lehman Creek and its tributaries, completed on July 4, 1890, at a cost of $108,223 (approximately $3.5 million in 2025 dollars). This ambitious project, involving 300 laborers, including Chinese and Western Shoshone and Southern Paiute workers, featured a 600-foot tunnel, wooden flumes, and a rock dam at Stella Lake. By 1891, both ditches enabled 24-hour mining operations, boosting production. A notable find in 1886—a 24-pound gold nugget valued at $6,000 (about $190,000 in 2025)—further fueled the boom.

At its peak in the mid-1880s, Osceola had a population of approximately 1,500, supported by two stores, a hotel, a restaurant, a school, a brewery, saloons, and professional services. It was among the first Nevada towns with electric lights and the first in White Pine County with a telephone. The town’s strategic location near Spring and Snake Valleys’ cattle, grain, and garden resources made it a regional business hub. Key mines included the Cumberland, Osceola, Crescent and Eagle, Verde, Stem-Winder, Gilded Age, Grandfather Snide, Red Monster, and Saturday Night.

Decline (1890–1900)

Osceola’s prosperity waned by 1890 due to multiple challenges. A major fire that year destroyed much of Main Street, accelerating the town’s decline. The East Ditch, despite its scale, underperformed due to leaky flumes, water theft, and insufficient snowmelt, limiting hydraulic mining to three or four months annually. Production in 1890 was $16,191, and in 1891, $20,223—far below expectations. Water shortages from mild winters and legal disputes over water rights further hampered operations. By 1900, the Osceola Placer Mining Company ceased operations, and the population dwindled to 100, insufficient to maintain a post office. Hydraulic mining ended in 1900, and the ditches were abandoned.

Revivals and Final Decline (1906–1950s)

A 1906 proposal by the Nevada Amalgamated Mines and Power Company to build reduction works, a power plant, and a railroad spur failed to materialize. Mining resumed sporadically from 1925 to 1932, when the Nicholson Mining & Milling Company operated an 80-ton mill with a 3,500-foot water pipeline, and again from 1936 to 1942 during World War II. Over its lifetime, Osceola produced nearly $5 million in gold (approximately $150 million in 2025 dollars), with minor amounts of silver, lead, and tungsten. A devastating fire in the 1940s destroyed most remaining structures, and by the 1950s, the last residents departed, leaving Osceola a ghost town.

Connection to Nevada Northern Railway

While Osceola’s peak predated the Nevada Northern Railway’s completion in 1906, the railway, connecting Ely to national rail networks, likely supported later mining revivals by facilitating ore transport. The railway’s Ore Line, serving nearby Ruth and McGill, underscores its role in White Pine County’s mining economy, though Osceola’s remote location limited direct rail access. (from prior conversation)

Present Day

Today, Osceola is a ghost town at 7,500 feet on the western slopes of Mt. Wheeler, accessible via a gravel road off U.S. Highways 6 and 50, 34 miles east of Ely. The cemetery, overlooking Spring Valley, and a few scattered buildings remain, alongside remnants of the East Ditch, listed on the National Register of Historic Places in 1996. The West Ditch is largely deteriorated, and the East Ditch, though overgrown, retains sections of flume and a partially collapsed tunnel at Strawberry Creek. Small-scale mining continues, with 217 active and 1,872 closed claims in the Osceola Mining District. One resident reportedly remains, and visitors are urged to respect private property. The site is a photographic attraction near Great Basin National Park, with the cemetery being the most notable feature.

Conclusion

Osceola, Nevada, exemplifies the transient nature of mining boomtowns. Its innovative use of hydraulic mining and the ambitious Osceola Ditch system highlight the ingenuity and challenges of placer mining in an arid region. Despite producing nearly $5 million in gold, fires, water shortages, and declining ore yields led to its demise. Today, Osceola’s sparse remnants and historical significance, preserved by Nevada State Historical Marker No. 98 and the East Ditch’s National Register listing, offer a glimpse into Nevada’s mining heritage, making it a compelling destination for historians and visitors to Great Basin National Park.

Nevada State Historic Marker 98

Nevada State Historical Markers identify significant places of interest in Nevada’s history. The Nevada State Legislature started the program in 1967 to bring the state’s heritage to the public’s attention with on-site markers. These roadside markers bring attention to the places, people, and events that make up Nevada’s heritage. They are as diverse as the counties they are located within and range from the typical mining boom and bust town to the largest and most accessible petroglyph sites in Northern Nevada Budget cuts to the program caused the program to become dormant in 2009. Many of the markers are lost or damaged.

Most of the markers across the state are large blue metal markers. However, there are a variety of other marker styles out there. For this guide they have been simplified into a few categories (blue, blue small, concrete, and stone). Sometimes, the markers are on buildings, fences, or metal stands.

Osceola 1872-1940

Osceola, most famous of the White Pine County gold producers, was one of the longest-lived placer camps in Nevada.

The gold-bearing quartz belt found in 1872 was 12 miles long by 7 miles wide.  Placer gold was found in 1877 in a deep ravine indenting the area.  Miners first used the simple process of the common 49” rocker.  Hydraulic monitors later were used to mine the gold from the 10’ to 200’ thick gravel beds.  One gold nugget found was valued at $6,000.

Osceola was a good business town because of its location near the cattle and grain ranches and gardens in the Spring and Snake Valleys.

Famous district mines were the Cumberland, Osceola, Crescent and Eagle, Verde, Stem-Winder, Guilded Age, Grandfather Snide, Red Monster, and the Saturday Night.

The camp produced nearly $5 million, primarily in gold, with some silver, lead, and tungsten.

STATE HISTORICAL MARKER NO.  98

STATE HISTORIC PRESERVATION OFFICE

WHITE PINE PUBLIC MUSEUM, INC.

Nevada State Historic Marker 98

Nevada State Historic Marker Summary

NameOsceola
LocationWhite Pine County, Nevada
Latitude, Longitude39.0711, -114.4500
Nevada State Historic Marker98

References

The Humboldt River

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The Humboldt River, Nevada’s longest river, stretches approximately 330 miles from its headwaters in the Ruby, Jarbidge, and Independence Mountains in northeastern Nevada to its terminus in the Humboldt Sink, a dry lakebed in the Great Basin. For centuries before European contact, the river was a vital lifeline for Indigenous peoples, including the Northern Paiute, Western Shoshone, and Bannock tribes. These groups relied on the river for water, fishing, and supporting vegetation in an otherwise arid region. Archaeological evidence suggests human habitation along the river dating back thousands of years, with the river serving as a critical resource for survival in the Great Basin’s harsh environment.

Palisade Canyon and the Humboldt River in 1868 during the construction of the First transcontinental railroad.
Palisade Canyon and the Humboldt River in 1868 during the construction of the First transcontinental railroad.

Exploration and Naming (1820s–1830s)

The Humboldt River first came to the attention of European-American explorers during the early 19th century. In 1828–1829, British fur trader Peter Skene Ogden, working for the Hudson’s Bay Company, explored parts of the river during his expeditions in the Great Basin. However, it was American explorer John C. Frémont who named the river in 1845 during his mapping expeditions, honoring German naturalist Alexander von Humboldt, though Humboldt himself never visited the region. Frémont’s surveys highlighted the river’s role as a natural corridor through Nevada’s desert landscape, guiding early explorers and trappers.

Role in Westward Migration (1840s–1860s)

The Humboldt River became a cornerstone of westward expansion during the mid-19th century, serving as a primary route for the California Trail. From the 1840s through the 1860s, tens of thousands of emigrants, including those bound for the California Gold Rush, followed the river’s course across Nevada. The river provided essential water and forage for livestock, though its alkaline waters and unpredictable flow—ranging from floods in spring to near-dry conditions in late summer—posed challenges. Emigrant diaries frequently describe the Humboldt as both a salvation and a hardship, with its marshy sink offering little relief at the journey’s end. The river’s path also influenced the placement of trading posts and early settlements, such as Elko, Winnemucca, and Lovelock.

Mining and Economic Development (1860s–1900s)

The discovery of silver and gold in Nevada during the 1860s, particularly the Comstock Lode and other regional deposits, elevated the Humboldt River’s importance. The river supported mining operations by providing water for mills and irrigation for agriculture to feed growing mining communities. Efforts like the Humboldt Canal (1863–1870s), an ambitious but ultimately unsuccessful project to divert river water for mining and irrigation, underscored the river’s economic potential. The arrival of the transcontinental railroad in 1869, which closely followed the river’s route, further cemented its role as a transportation and economic corridor, with towns like Winnemucca emerging as key hubs.

20th Century to Present

In the 20th century, the Humboldt River continued to shape Nevada’s development, particularly through irrigation projects that supported alfalfa, hay, and cattle ranching in the river’s basin. Dams, such as the Rye Patch Reservoir (completed in 1936), were constructed to manage the river’s variable flow and provide water for agriculture. The river’s ecological and cultural significance persists, though it faces challenges from over-allocation, groundwater pumping, and climate change, which have reduced flows and impacted the Humboldt Sink’s wetlands. The river remains central to debates over water rights in Nevada, reflecting its enduring role in the state’s history.

Legacy

The Humboldt River is often called the “lifeblood of northern Nevada,” guiding human activity from Indigenous times through the present. Its path, paralleled today by Interstate 80, remains a defining feature of Nevada’s geography and history. The river’s story encapsulates the challenges of harnessing water in the arid West, shaping exploration, migration, and economic growth while serving as a reminder of the delicate balance between human ambition and environmental limits.

Nevada State Historic Marker 22

Nevada State Historical Markers identify significant places of interest in Nevada’s history. The Nevada State Legislature started the program in 1967 to bring the state’s heritage to the public’s attention with on-site markers. These roadside markers bring attention to the places, people, and events that make up Nevada’s heritage. They are as diverse as the counties they are located within and range from the typical mining boom and bust town to the largest and most accessible petroglyph sites in Northern Nevada Budget cuts to the program caused the program to become dormant in 2009. Many of the markers are lost or damaged.

The Humboldt River

Peter Skene Ogden encountered the Humboldt River on November 9, 1828 during his fifth Snake Country expedition. Entering Nevada near present-day Denio, Ogden came southward along the Quinn River and the little Humboldt River. Emerging on the Humboldt main stem near this site, Ogden explored hundreds of square miles of the Humboldt’s course, left records of his trailblazing in his journal, and drafted the first map of the area.

Ogden gave the name “Unknown River” to the Humboldt at this time, as he was unsure where it went. After the death of his trapper Joseph Paul, Ogden renamed the stream Paul’s River, then Swampy River, and finally Mary’s River, after the Native American wife of one of his trappers. In 1833, the Bonneville-Walker fur party named it Barren River.

Ogden’s or Mary’s River were commonly used names for the Humboldt prior to the 1848 publication of a map of John C. Frémont.

The Humboldt was the only natural arterial across the Great Basin. It funneled thousands of emigrants along its valley enroute to the Pacific Coast during the period 1841-1870.

HISTORICAL MARKER NO. 22

STATE HISTORIC PRESERVATION OFFICE

NORTHEASTERN NEVADA MUSEUM COMMITTEE

Nevada State Historic Marker 22 Summary

NameThe Humboldt River
LocationHumboldt County, Nevada
Latitude, Longitude41.0159, -117.5731
Nevada State Historic Marker 22

Nevada State Historic Marker 22 Map

Bullfrog Goldfield Railroad

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The Bullfrog and Goldfield Railroad, often referred to as the B&G Railroad, played a significant role in the late 19th and early 20th-century mining boom in Nevada, United States. Its story is one of ambition, perseverance, and the allure of riches.

Bullfrog Goldfield Railroad in Rhyolite
Bullfrog Goldfield Railroad in Rhyolite

Founding and Early Years (1905-1907)

The railroad was founded in 1905, primarily to serve the mining towns of Rhyolite and Goldfield in Nevada. These towns had experienced a rapid influx of prospectors and miners following the discovery of gold in the early 1900s. Recognizing the need for efficient transportation of ore, supplies, and passengers, investors pooled their resources to establish the Bullfrog and Goldfield Railroad Company.

Construction and Expansion (1907-1909)

Construction of the railroad began in earnest in 1907, with crews working tirelessly to lay tracks across the rugged Nevada terrain. The route was challenging, requiring bridges, tunnels, and cuts through rocky hillsides. Despite these obstacles, the railroad made rapid progress, fueled by the promise of the region’s abundant mineral wealth.

By 1908, the B&G Railroad had reached Goldfield, becoming an essential lifeline for the booming mining town. Its arrival facilitated the transportation of gold ore to processing mills and connected Goldfield to wider markets, driving further growth and investment in the area.

Peak Years (1910-1913)

The early 1910s marked the peak of the Bullfrog and Goldfield Railroad’s operation. With its network expanded, the railroad played a vital role in transporting not only ore but also passengers, mail, and supplies to and from the bustling mining towns it served. The railroad’s locomotives and cars became a familiar sight, chugging through the arid Nevada landscape, carrying the hopes and dreams of those seeking fortune in the desert.

Decline and Legacy (1914 onwards)

The prosperity of the B&G Railroad, however, was short-lived. As the gold rush began to wane and mines reached their peak production, the demand for transportation dwindled. The onset of World War I further impacted the region’s economy, leading to a decline in mining activity and a subsequent decrease in rail traffic.

By the mid-1910s, the Bullfrog and Goldfield Railroad faced financial difficulties. Maintenance costs soared, while revenue declined, forcing the company to cut services and lay off workers. In 1918, the railroad ceased operations altogether, its tracks falling into disrepair and its locomotives left to rust in the desert sun.

While the Bullfrog and Goldfield Railroad may have faded into history, its legacy endures. It played a pivotal role in the development of Nevada’s mining industry, facilitating the extraction and transportation of precious metals that fueled the region’s economy. Today, the remnants of the railroad serve as a reminder of the boom and bust cycles that have shaped the American West.

Bullfrog and Goldfield Route

Locomotives of the Bullfrog and Goldfield

Goldfield Railroad Engine No. 1 and its crew September, 1905. From left to right: William Pooley. Robert Harper, Lavey Curran, William Kendall, George Wells. Ray Favey, Harry Kendall and probably Hal Mcleod and Favey in the cab.
Goldfield Railroad Engine No. 1 and its crew September, 1905. From left to right: William Pooley. Robert Harper, Lavey Curran, William Kendall, George Wells. Ray Favey, Harry Kendall and probably Hal Mcleod and Favey in the cab.
Bullfrog Goldfield RR locomotive #54, built by Baldwin Locomotive Works in Nov. 1906. Baldwin Class 10-38-E 2-8-0 locomotive, with 22x28 in. cylinders, 55" drive wheels, build number 29265. Weight was 183,000 lbs. Alongside sister locomotive #55, #54 worked on the BGRR from 1906 to 1923, then being sold to the National Railways of Mexico. Final disposition unknown, presumed to be scrapped.
Bullfrog Goldfield RR locomotive #54, built by Baldwin Locomotive Works in Nov. 1906. Baldwin Class 10-38-E 2-8-0 locomotive, with 22×28 in. cylinders, 55″ drive wheels, build number 29265. Weight was 183,000 lbs. Alongside sister locomotive #55, #54 worked on the BGRR from 1906 to 1923, then being sold to the National Railways of Mexico. Final disposition unknown, presumed to be scrapped.
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
Bullfrog Goldfield #11, originally #13, built by Baldwin in 1906.
Bullfrog Goldfield #11, originally #13, built by Baldwin in 1906.
Originally Bullfrog Goldfield #14, this engine was built by Baldwin in 1906. It was destroyed in a boiler explosion, and the bell was saved for the schoolhouse at Ludlow, CA.
Originally Bullfrog Goldfield #14, this engine was built by Baldwin in 1906. It was destroyed in a boiler explosion, and the bell was saved for the schoolhouse at Ludlow, CA.
Bullfrog Goldfield Railroad in Rhyolite
Bullfrog Goldfield Railroad in Rhyolite

Bullfrog Goldfield Railroad Route

Bullfrog Goldfield Railroad Summary

NameBullfrog Goldfield Railroad
LocationNye County, Nevada
Length84.78 Miles
Operational1905–1928
GaugeStandard Gauge

References