Tag: White Pine County

White Pine County, nestled in the eastern region of Nevada, embodies a blend of rugged natural beauty and historical significance. Known for its expansive landscapes dominated by the Great Basin Desert and the towering peaks of the Egan and Schell Creek Ranges, the region offers a haven for outdoor enthusiasts and adventurers alike. The county’s rich mining history, particularly in towns like Ely and McGill, provides a glimpse into its past as a thriving hub during Nevada’s silver boom era. Today, White Pine County attracts visitors with its opportunities for hiking, camping, and exploring the pristine wilderness, while also serving as a gateway to Great Basin National Park and the majestic Wheeler Peak.

James Hervey Simpson

Posted on by

James Hervey Simpson (1813–1883) was a U.S. Army topographical engineer whose 1859 survey of the Central Route across the Great Basin, including White Pine County, Nevada, facilitated mail, stage, and telegraph lines, laying the groundwork for the region’s mining development.

James Hervey Simpson (1813–1883)
James Hervey Simpson (1813–1883)

Early Life and Military Beginnings (1813–1838)

James Hervey Simpson was born on March 9, 1813, in New Brunswick, New Jersey, to John Simpson and Mary Brunson. He graduated from the United States Military Academy at West Point in 1832, ranking 27th in his class, and was commissioned as a second lieutenant in the 3rd U.S. Artillery. Simpson served in the Second Seminole War in Florida, earning a promotion to first lieutenant in 1837. In 1838, he transferred to the newly formed U.S. Army Corps of Topographical Engineers, a specialized unit tasked with mapping and infrastructure development, setting the stage for his later contributions in the American West.

Early Western Expeditions (1849–1858)

Simpson’s first major Western expedition came in 1849, when he surveyed a road from Fort Smith, Arkansas, to Santa Fe, New Mexico, under Colonel John James Abert. During this expedition, he also participated in a punitive raid against the Navajo, collaborating with artists Edward and Richard Kern to document the journey through watercolors, oils, and maps. From 1849 to 1850, he served as Chief Topographical Engineer for the Ninth Military Department in Santa Fe. After a six-month sick leave, Simpson was assigned to Minnesota from 1851 to 1856, overseeing road improvements, and was promoted to captain in 1853. Between 1856 and 1858, he worked on coastal surveys in Florida, honing his skills in precise mapping and engineering.

Exploration of White Pine County and the Central Route (1858–1859)

Simpson’s most significant contribution to White Pine County, Nevada, occurred during his 1858–1859 expedition to survey a wagon road across the Great Basin, known as the Central Route. Ordered to support the Utah War, Simpson arrived at Camp Floyd, Utah, in August 1858. On October 19, he began a preliminary reconnaissance into the Great Salt Lake Desert, followed by a major expedition starting May 2, 1859, with 64 men, including photographer Samuel C. Mills, who produced some of the earliest photographs of the region’s features. The expedition aimed to establish a shorter, more efficient route from Camp Floyd to Fort Bridger and onward to California, passing through what would later become White Pine County.

Simpson’s Central Route traversed the Great Basin, including areas near present-day Ely, Nevada, and mapped key landmarks such as the Simpson Park Mountains, named in his honor. His meticulous surveys identified water sources, grazing areas, and viable paths, making the route viable for mail, freight, and passenger transport. In White Pine County, the route crossed the Egan Range and Steptoe Valley, areas later integral to the region’s mining economy. The 1859 Report of Explorations across the Great Basin, published in 1876, detailed his findings, including geological observations, topographical maps, and notes on Native American tribes. This work established the Central Route as a critical artery, adopted by George Chorpenning’s mail and stage line, the Pony Express in 1860, and the Transcontinental Telegraph in 1861, until the Transcontinental Railroad rendered it obsolete in 1869.

Role in White Pine County’s Development

While Simpson’s work predated the major mining booms in White Pine County (e.g., Ward in 1872, Taylor in 1873, and Osceola in 1872, as noted in prior conversations), his Central Route laid the groundwork for later economic development. The route facilitated access to the region, enabling prospectors and settlers to reach the remote mining districts. The Simpson Springs Pony Express Station, located in Utah but part of his surveyed path, underscores his influence on regional connectivity. His surveys also provided early documentation of White Pine County’s terrain, which later supported the Nevada Northern Railway’s expansion under Mark Requa (as discussed in prior conversation), connecting Ely’s copper mines to national markets after 1906.

Civil War and Later Career (1861–1883)

During the Civil War, Simpson served as colonel of the 4th New Jersey Volunteer Infantry and was captured at the Battle of Gaines’s Mill in 1862. After being paroled, he resigned his volunteer commission and reverted to his regular rank of major in the Corps of Topographical Engineers. He was assigned to the Department of the Ohio, overseeing fortifications in Cincinnati. In 1865, he was brevetted lieutenant colonel and colonel for meritorious service. After the war, Simpson was promoted to major in 1863 and served as chief engineer of the Interior Department, overseeing infrastructure projects, including aspects of the Transcontinental Railroad’s construction, which ultimately superseded his Central Route. He retired to St. Paul, Minnesota, in 1880 and died there on March 2, 1883, at age 69.

Legacy in White Pine County

Simpson’s legacy in White Pine County lies in his pioneering survey of the Central Route, which enhanced accessibility and set the stage for the region’s mining boom. The Simpson Park Mountains in central Nevada, the Simpson Mountains in Utah, and Simpson Springs Pony Express Station bear his name, reflecting his lasting impact. His 1859 expedition reports, enriched with Kern brothers’ artwork and Mills’ photographs, remain valuable historical records of the Great Basin’s geography and Native American cultures. While the Nevada Northern Railway, established later by Mark Requa, became the region’s primary transportation artery, Simpson’s earlier work provided critical groundwork for White Pine County’s integration into national trade and communication networks.

Conclusion

James Hervey Simpson’s contributions to White Pine County, though less celebrated than those of later figures like Mark Requa, were foundational to its development. His 1859 survey of the Central Route opened the Great Basin to reliable travel and commerce, enabling the mining booms that defined White Pine County’s history. As a topographical engineer, Simpson combined scientific precision with practical vision, leaving a legacy preserved in place names, historical records, and the region’s enduring connectivity to the broader American West.

Sources

  • Navajo Expedition: Journal of a Military Reconnaissance from Santa Fe, New Mexico to the Navajo Country, Made in 1849 by James H. Simpson, edited by Durwood Ball and Frank McNitt (University of Oklahoma Press, 2003).
  • Report of Explorations across the Great Basin in 1859 by James H. Simpson (University of Nevada Press, 1983).
  • Dictionary of American Biography, Vol. IX, p. 179.
  • Utah Place Names by J.W. Van Cott (University of Utah Press, 1990).
  • Nevada State Historical Markers, White Pine County.

Mark Lawrence Requa

Posted on by
Mark Lawrence Requa
Mark Lawrence Requa

Mark Lawrence Requa was born on December 25, 1866, in Virginia City, Nevada, to Isaac Lawrence Requa and Sarah J. (Mower) Requa. His father, a prominent mine owner, provided Mark with a foundation in the mining industry that shaped his career. Educated at private schools and spending three years at Yale University, Requa developed a keen understanding of engineering and business. By his early twenties, he was immersed in Nevada’s mining landscape, leveraging his father’s legacy and his own ambition to make a mark in the industry.

Entry into White Pine County (1902–1904)

Requa’s significant involvement in White Pine County began in 1902, when he recognized the potential of large porphyry copper deposits near Ely, Nevada. As president of the Eureka & Palisade Railroad, a narrow-gauge line in central Nevada, Requa was well-positioned to expand his influence. He purchased two of the region’s largest copper mines, including the Robinson Mine in the Robinson Mining District, seven miles west of Ely. To develop these properties, he organized the White Pine Copper Company in 1903, consolidating 19 claims across 304 acres, including the pivotal Ruth claim named after D.C. McDonald’s daughter. His vision was to transform White Pine County into a major copper-producing hub, but the region’s isolation necessitated robust transportation infrastructure.

Founding the Nevada Northern Railway (1904–1906)

Nevada Northern Railway
Nevada Northern Railway

Recognizing that rail access was critical to exploiting White Pine County’s copper reserves, Requa spearheaded the creation of the Nevada Northern Railway. Initially, he considered extending the Eureka & Palisade Railroad, but surveys determined that a standard-gauge line from Ely to the Southern Pacific Railroad at Cobre, 140 miles north, was more cost-effective. In 1904, Requa merged his Ely-area copper properties into the Nevada Consolidated Copper Company, further solidifying his control. On June 1, 1905, he incorporated the Nevada Northern Railway to connect the mines and a planned smelter to the national rail network.

Construction, managed by the Utah Construction Company, began on September 11, 1905, from Cobre southward to Ely. Requa’s leadership ensured the project’s rapid completion, and on September 29, 1906, he drove a symbolic copper spike in Ely, marking the railway’s completion during a two-day celebration dubbed Railroad Day. A grand ball was held in the unfinished Northern building, reflecting the community’s enthusiasm. The railway’s “Ore Line,” constructed in 1907–1908, extended west to the Ruth mines and east to a new smelter at McGill, becoming the busiest segment, handling dozens of daily ore trains.

Economic and Regional Impact (1906–1910s)

Requa’s efforts catalyzed White Pine County’s economic boom, transforming Ely into a regional hub. The Nevada Northern Railway enabled the efficient transport of copper, with the Nevada Consolidated Copper Company managing an estimated 26 million tons of copper reserves. Requa’s strategic foresight attracted Eastern capital, ensuring the financial backing needed for the railway and smelter at McGill. His work elevated White Pine County to Nevada’s most productive mining and smelting region for nearly half a century, with open-pit mines at Ruth and Kimberly and the McGill smelter driving economic growth. Requa’s influence extended beyond infrastructure; he shaped the region’s industrial landscape, fostering jobs and community development.

Later Career and National Roles (1910s–1937)

While Requa’s primary impact in White Pine County was through the Nevada Northern Railway and Nevada Consolidated, his career extended nationally. From 1917 to 1920, he served as vice president of the American Institute of Mining and Metallurgical Engineers. During World War I, he assisted Herbert C. Hoover as a food administrator (June 1917–January 1918) and led the oil division of the U.S. Fuel Administration (January 1918–June 1919), chairing a commission on petroleum standardization. Requa also engaged in California’s oil industry, chairing the valuation committee of the Independent Oil Producers Agency in 1915. Politically active, he led California’s delegation to the Republican National Convention in 1928 and served on the Republican National Committee from 1931. He authored works such as Relation of Government to Industry and the novel Grubstake, reflecting his intellectual contributions to industry and policy.

Legacy in White Pine County

Mark Requa’s legacy in White Pine County is indelible. The Nevada Northern Railway, a cornerstone of his vision, facilitated the region’s copper industry, connecting Ely, Ruth, and McGill to national markets. After Kennecott Copper Corporation acquired Nevada Consolidated in 1933, the railway operated until 1983, when declining copper prices halted operations. In 1986, the railway’s Ore Line and East Ely facilities were donated to the White Pine Historical Railroad Foundation, becoming the Nevada Northern Railway Museum. The East Ely shops, designated a National Historic Landmark in 2006, preserve Requa’s contributions, offering excursion trains that highlight the region’s mining heritage. Requa is also recognized among White Pine County’s historic figures, with his name tied to 22 National Register of Historic Places listings, including the railway’s infrastructure.

Personal Life and Death

Requa, described as a man of “large stature, vision, and energy,” was a driving force in Nevada’s mining industry. He died on March 6, 1937, leaving a legacy of innovation and economic development. His contributions are commemorated in White Pine County’s historical narrative, particularly through the preserved Nevada Northern Railway.

Conclusion

Mark Requa’s transformative impact on White Pine County lies in his strategic development of the Nevada Northern Railway and the Nevada Consolidated Copper Company. By linking the region’s copper resources to national markets, he turned Ely into a mining powerhouse, shaping the county’s economy for decades. His broader career in mining, oil, and public service underscores his multifaceted influence, but his role as White Pine County’s “hero” in its copper-driven “melodrama” remains his most enduring achievement.

Sources

  • Nevada Northern & Railroads of White Pine County, Keith Albrandt, http://history.nevadanorthernrailway.net.
  • Romancing Nevada’s Past: Ghost Towns and Historic Sites of Eureka, Lander, and White Pine Counties by Shawn Hall (University of Nevada Press, 1994).
  • Ely: A Play in Three Acts by Sunny Martin, Great Basin Heritage Area, www.greatbasinheritage.org.
  • Nevada State Historical Markers, White Pine County.
  • National Register of Historic Places, White Pine County, www.nationalregisterofhistoricplaces.com.
  • Mark Lawrence Requa, Prabook World Biographical Encyclopedia, www.prabook.com.
  • Nevada Northern Railway, Wikipedia, en.wikipedia.org.
  • Kennecott Nevada Mines Division, utahrails.net.
  • White Pine County, Online Nevada Encyclopedia, www.onlinenevada.org.

Ward Mining District – Nevada State Historic Marker

Posted on by

The Ward Mining District, located in White Pine County, Nevada, near the present-day town of Ely, is a significant chapter in the state’s mining history. Situated at over 8,000 feet elevation in Ward Gulch, the district was a bustling silver mining hub in the 1870s, marked by rapid growth, lawlessness, and eventual decline. Its iconic Ward Charcoal Ovens and remnants of a once-thriving town remain as testaments to its past. Below is a detailed history of the district, from its discovery to its modern legacy.

Discovery and Establishment (1872–1875)

The Ward Mining District was born in 1872 when freighters William Ballinger and John Henry discovered silver-lead ore in Ward Gulch, approximately 11 miles southwest of Ely. Named after B.F. Ward, a claim locator, the district quickly attracted prospectors. The townsite of Ward was established in 1873, and by 1875, the Martin White Company acquired the Paymaster Mine, the district’s most productive operation. One chamber in the Paymaster Mine reportedly yielded $1 million in silver, fueling a rush to the area.

Boom Years (1875–1878)

By 1877, Ward was the largest town in White Pine County, boasting a peak population of around 2,000. The town’s infrastructure grew rapidly, supporting two newspapers (The Ward Reflex and another unnamed paper), a Wells Fargo office, a city hall, and various businesses, including saloons, general stores, and hotels. The district’s social fabric was diverse, with a Chinatown community and a red-light district known as Reform Gulch. Notably, Ward lacked a church, and an abandoned brothel served as the schoolhouse, reflecting the camp’s rough character.

Mining operations relied heavily on six beehive-shaped Ward Charcoal Ovens, constructed in 1876 by Italian masons (carbonari). These ovens, located in Willow Creek Canyon, produced charcoal for smelters, each requiring timber from 5–6 acres per 10-day cycle. The ovens processed up to 35 bushels of charcoal per cord of wood, supporting the smelting of silver-lead ore from mines like the Paymaster, Martin White, and Young America.

The district’s early years were lawless, with claim jumping and disputes common. A vigilante group, the “601” committee, enforced order through extralegal means, including hangings, earning Ward a reputation as a “tough camp.” Racial tensions also surfaced, with a reported murder of a Chinese resident by a mob in 1876, highlighting the era’s social challenges.

Decline and Devastation (1878–1888)

The district’s prosperity was short-lived. By 1878, the quality and quantity of high-grade ore declined, leading to an exodus of residents to the nearby boomtown of Taylor. The population dropped to 250, and businesses struggled. In 1883, a devastating fire destroyed one-third of Ward, including the schoolhouse and city hall. Rather than rebuild, many residents salvaged materials and relocated structures to Taylor. The Ward post office, established in 1876, closed in 1888, marking the town’s effective abandonment. Total production from 1872 to 1890 was valued at approximately $960,000, primarily in silver, with lesser amounts of lead and copper.

Revivals and Modern Exploration (1906–1991)

The Ward Mining District experienced periodic revivals driven by new discoveries and technological advancements. In 1906, renewed exploration uncovered additional silver deposits, prompting small-scale activity. A more significant revival occurred in the 1960s when the Silver King Mining Company acquired the Ward Mine in 1962. By 1967, the mine produced 63,400 metric tons of low-grade ore containing gold, silver, copper, lead, and zinc, valued at nearly $2.5 million through 1967.

In the 1970s and 1980s, joint ventures between Silver King, Phillips Petroleum, and Gulf Minerals explored the district for a porphyry copper deposit. These efforts focused on skarn-hosted sulfide deposits but ultimately failed to identify a major copper system. Sporadic production continued until 1991, with cumulative output exceeding 182 kilotons of ore. The district’s total production included significant quantities of silver, gold, copper, lead, and zinc, reflecting its diverse mineralogy.

Geological Context

The Ward Mining District lies within the Robinson porphyry copper district, part of a mineralized belt in east-central Nevada. The area’s geology features limestone, dolomite, and quartzite intruded by Cretaceous and Tertiary plutons, forming skarn and vein deposits. Major mines, including the Paymaster and Ward, exploited silver-lead-zinc veins and replacement deposits, with gold and copper as byproducts. The Ward Charcoal Ovens, built to support smelting, highlight the district’s reliance on local timber resources, which were heavily depleted during the boom years.

Legacy and Modern Status

Today, Ward is a ghost town, with little remaining due to flash flooding and the relocation of structures in the 1880s. The Ward Charcoal Ovens, preserved as a Nevada State Historical Site since 1998, are the district’s most enduring feature. These 30-foot-tall, beehive-shaped structures, accessible via a graded dirt road, attract visitors and historians. A small cemetery, containing graves of early residents, also survives, though many headstones are weathered or missing.

The Ward Mining District remains an active exploration area, with modern mining companies investigating its potential for undiscovered deposits. The ovens and surrounding landscape, now part of Ward Charcoal Ovens State Historic Park, serve as a reminder of Nevada’s mining heritage and the environmental impact of 19th-century industry. Visitors can explore the site, which includes interpretive signs detailing the district’s history and the ovens’ construction.

Nevada State Historic Marker no. 54

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.

Ward Mining District

The ghost town of Ward, in the foothills of the Egan Range, lies some eight miles west of here.  Booming from 1876 until 1882, with a peak population of 1,500, Ward was somewhat of a lawless mining camp.  Early killings did occur, but justice was meted out by the vigilante committee and the hanging rope.

A million dollars worth of silver was taken from a single chamber of the Ward mine, yet an abandoned house was used for the first school and no movement was ever started to build a church.

The town was abandoned by the late 1880s, but new discoveries and better mining methods prompted a resurgence of activity in 1906 and again in the 1960s.

STATE HISTORICAL MARKER No. 54

STATE HISTORIC PRESERVATION OFFICE

WHITE PINE MUSEUM, INC

Nevada State Historic Marker 54 Map

Summary

NameWard Mining District
LocationWhite Pine County, Nevada
Latitude, Longitude39.0885, -114.7524
Nevada State Historic Markers No.54

Sources

  • Western Mining History: Ward Mining District
  • Mindat.org: Ward Mining District, Nevada
  • Nevada Expeditions: Ward, Nevada
  • Nevada Appeal: Ward Charcoal Ovens
  • Nevada Ghost Towns & Beyond: Ward Ghost Town
  • Nevada State Parks: Ward Charcoal Ovens State Historic Park

Nevada Northern Railway – Nevada State Historic Marker 100

Posted on by
Nevada Northern Railway
Nevada Northern Railway

The Nevada Northern Railway (NN) was established to serve the burgeoning copper mining industry in White Pine County, Nevada, following the discovery of large porphyry copper deposits near Ely in the early 20th century. In 1902, Mark Requa, president of the Eureka & Palisade Railroad, purchased two of the region’s largest mines, including the Robinson Mine. Recognizing the need for efficient transportation to exploit these resources, Requa organized the White Pine Copper Company. Surveys determined that a standard-gauge railroad connecting Ely to the national rail network was the most cost-effective solution, leading to the incorporation of the Nevada Northern Railway on June 1, 1905.

Mark Lawrence Requa
Mark Lawrence Requa

Construction, undertaken by the Utah Construction Company, began on September 11, 1905, starting at Cobre, where the railway connected with the Southern Pacific Railroad, and proceeded southward to Ely. The 140-mile line was completed in just over a year, with the symbolic final spike—crafted from local copper—driven by Requa in Ely on September 29, 1906, celebrated as Railroad Day. A grand ball was held in the unfinished Northern building to mark the occasion.

Expansion and Operations (1907–1941)

In 1907–1908, the railway expanded to support the local mining industry with the construction of the “Ore Line,” a critical trackage network. This included a route bypassing Ely to the north, extending west through Robinson Canyon to the copper mines at Ruth, and the “Hiline” branch east of Ely to Nevada Consolidated’s new copper smelter and concentrator at McGill. The Ore Line became the busiest segment of the Nevada Northern, handling dozens of daily ore trains. As a subsidiary of the Nevada Consolidated Copper Company, the railway’s primary role was transporting copper ores and products, though it also carried other freight and operated a daily passenger train, known as the Steptoe Valley Flyer, between East Ely and Cobre until 1941.

The railway’s infrastructure, including the East Ely Depot built in 1907 in the Mission Revival style, supported both freight and passenger services. The railway also ran a “school train” for McGill students attending Ely High School until 1941, when passenger services ceased. By 1967, the Nevada Northern reported 40 million net ton-miles of revenue freight across its 162 miles of track.

Decline and Closure (1970s–1983)

The Nevada Northern thrived until the late 1970s, when declining copper prices led to operational challenges. The Nevada Consolidated Copper Company was acquired by the Kennecott Copper Corporation, which managed the railway until the early 1980s. By 1978, the last mine closed, and the McGill smelter shut down in 1983, eliminating the railway’s primary purpose. With no further need for commercial operations, the Nevada Northern ceased as a common-carrier railroad in 1983 after 78 years of service.

Preservation and Museum (1986–Present)

In 1986, Kennecott donated the Ore Line, along with the East Ely yard and shop facilities, to the White Pine Historical Railroad Foundation, which established the Nevada Northern Railway Museum. The museum operates a heritage railroad on the Ely-to-Ruth and Ely-to-McGill segments, using historic steam and diesel locomotives, including the Nevada State Locomotive #40 (a 4-6-0 built in 1910) and #93 (a 2-8-0 built in 1909). The museum’s collection also includes an electric locomotive, diesel-electric locomotives, and historic freight and passenger cars, all dating to the early 20th century.

The East Ely yard, with over 70 buildings and structures, escaped modernization due to its remote location and the decline of the mining industry, making it one of the best-preserved railroad complexes in the United States. In 2006, the East Ely shops complex was designated a National Historic Landmark, recognized for its completeness and authenticity. The Smithsonian Curator Emeritus described it as the “best preserved, historic railroad bar none.”

The museum offers passenger excursion trains, hands-on experiences like the “Be the Engineer” program, and special events such as the Haunted Ghost Train, Polar Express, and Sunset, Stars, and Champagne Trains. In 2021, a $10 million federal grant was announced to extend the heritage line to McGill, with plans to potentially restore the entire mainline for tourism. The disused Cobre-to-Ely line, acquired by the city of Ely in 2006, remains under consideration for future revival.

Legacy

The Nevada Northern Railway played a pivotal role in Nevada’s copper industry, connecting remote mines to national markets and facilitating economic growth in White Pine County. Today, the Nevada Northern Railway Museum preserves this legacy, offering a living history experience that attracts thousands of visitors annually. Its pristine locomotives, original rolling stock, and well-preserved facilities provide a unique glimpse into the steam railroad era, ensuring the railway’s story endures for future generations.

Nevada State Historic Marker 100

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.

Mark Requa’s Nevada Consolidated Copper Company laid 150-mile of track from Cobre, on the Southern Pacific line, to Ely in 1905-06 to haul ore from the Copper Flat mines west of Ely.

Ore was loaded into railroad gondolas at Copper Flat for the trip to the smelter at McGill, over a double-track trestle that was 1720 feet long.  The trestle burned in 1922 and was replaced with an earth-fill span.

Passenger service and the “school train” carrying McGill youth to Ely High School ended in 1941.  With the closing of local copper mines in 1983, the railroad ceased operations.  Currently, part of the line serves the Nevada Northern Railway Museum for live steam rides.  The East Ely shop complex for the Railway was listed as a National Historic Landmark District in 2006. 

STATE HISTORICAL MARKER NO.  100

STATE HISTORIC PRESERVATION OFFICE

Nevada State Historic Marker 100 Map

Nevada State Historic Marker 100 Summary

NameNevada Northern Railway
LocationEly, White Pine County, Nevada
Latitude, Longitude39.2526, -114.8781
Nevada State Historic Marker 100

References

Schellbourne Nevada – Nevada State Historic Marker

Posted on by

Schellbourne, located in the Schell Creek Range in White Pine County, Nevada, approximately 43 miles north of Ely, is a well-preserved ghost town with a rich history tied to the Shoshone people, the Pony Express, military outposts, and a brief but vibrant mining era. Once a bustling hub along the Central Overland Route and the original Lincoln Highway, Schellbourne’s historical significance is marked by Nevada Historical Marker No. 51 and its listing on the National Register of Historic Places in 1972, with boundaries expanded in 1977. This report explores Schellbourne’s evolution from a Native American village to a key stopover in the American West and its eventual decline into a ghost town.

Prehistoric and Native American Roots

Long before European settlers arrived, the Schellbourne area was a Shoshone village site, with the Kusiutta (Goshute) people living in harmony with the harsh Great Basin environment. The Goshute relied on resources like pinyon pine nuts, thriving despite the arid desert and extreme temperatures. Their presence in the region predates recorded history, and their cultural connection to the land persisted through centuries of change. The arrival of trappers and explorers in 1827 disrupted Goshute life, restricting access to traditional hunting and gathering sites and sparking tensions that culminated in a treaty in 1863, establishing reservations for the Skull Valley and Deep Creek Goshute bands.

Early Exploration and the Overland Routes (1859–1861)

In 1859, Captain James Simpson scouted Schellbourne as part of an effort to find a shorter route across the Great Basin. That same year, an Overland Stage and Mail station was established, marking the beginning of Schellbourne’s role as a critical stopover. Named Schell Creek Station, it served George Chorpenning’s Jackass Mail and later became a Pony Express station in 1860. The Pony Express, operational for only 18 months, relied on Schellbourne for mail delivery and stock exchange, with riders like Elijah Nichols “Uncle Nick” Wilson braving dangers such as Paiute raids. In June 1860, after a raid killed the stationmaster and two attendants, the U.S. Army established a small military post, later named Fort Schellbourne after Major A.J. Schell, to protect the stage and mail lines from conflicts with the Newe (Goshute and Western Shoshone) people. The Overland Telegraph arrived in 1861, further cementing Schellbourne’s role as a communication hub. The fort was abandoned in 1862 as tensions with local tribes subsided, and the Overland Stage ceased operations in 1869 after the Central Pacific Railroad’s completion to the north.

The Mining Boom and Bust (1871–1885)

In 1871, prospector James McMahon discovered silver ore in the mountains east of Schellbourne, leading to the creation of the Aurum Mining District. The town, officially named Schellbourne, grew rapidly, boasting a population of over 500 by 1872. The community featured four or five saloons, a Wells Fargo office with heavy steel doors, two law offices, a livery stable, two boarding houses, two restaurants, three stores, and a five-stamp mill. The Schell Creek Prospect newspaper published its first edition in July 1872 but folded within seven months, reflecting the town’s fleeting prosperity. At its peak, nearly 400 residents lived around the old Pony Express station. However, richer silver deposits discovered in nearby Cherry Creek in late 1872 triggered a mass exodus, with mining equipment and buildings relocated across Steptoe Valley. By 1885, the ore was largely depleted, and Schellbourne’s population dwindled to around 50, effectively ending its mining era.

Transition to Ranching and Modern Preservation

After the mining bust, “Uncle Billy” and Eliza Burke acquired the Aurum Mining District and adjacent valley, transforming Schellbourne into a ranch headquarters. The Schellbourne post office, operational from December 1871 to October 1925, served the ranching community. Today, Schellbourne operates as a private ranch, with some original buildings preserved, though many have been razed, to the dismay of local historians. A small cemetery, protected under the Recreation and Public Purposes Act, remains near the ruins. The Schellbourne Rest Area on U.S. Highway 93, located four miles west of the original townsite, features interpretive panels and a silhouette of a Pony Express rider, providing visitors with historical context.

Legacy and Historical Significance

Schellbourne’s multifaceted history encapsulates the dynamic changes of the American West in the 19th century. From a Shoshone village to a Pony Express and military outpost, a booming mining camp, and finally a ranching hub, it reflects the region’s economic and cultural shifts. Its designation as Nevada Historical Marker No. 51 and inclusion on the National Register of Historic Places underscore its importance. The site’s connection to the Goshute people, the Pony Express National Historic Trail, and the Lincoln Highway highlights its role as a crossroads of Native American heritage, westward expansion, and early American infrastructure.

Conclusion

Schellbourne, Nevada, stands as a testament to the transient nature of frontier towns, shaped by Native American resilience, the rapid pace of the Pony Express, military protection, and the boom-and-bust cycle of mining. Though now a quiet ghost town on private land, its historical markers and preserved remnants ensure its story endures. Visitors to the Schellbourne Rest Area can glimpse this legacy, connecting the past to the present in the remote Schell Creek Range.

Nevada State Historic Marker 51

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.

Schellbourne was a mail station and town, located approximately four miles east of this marker in Stage Canyon, nestled in the Schell Creek mountain range.  The Pony Express established a mail station and corral there in 1860, providing mail service to the region until 1861, when the Overland Stage company took over the route.  A small military post known as Fort Schellbourne joined the station until 1862, protecting the stage line during the conflicts between whites and the Newe (Goshute and Western Shoshone) Indians.

Prospectors discovered silver ore in the mountains immediately to the east of Schellbourne in the early 1870s, and created the Aurum Mining District in 1871.  An active mining camp developed with a population of over 500 people.  By 1885, the ore had been mostly depleted, with other mining towns like Cherry Creek drawing residents away.  The district and adjacent valley were acquired by Uncle Billy” and Eliza Burke as a ranch and hotel.  Schellbourne has subsequently operated as the headquarters for various ranches since that time.

STATE HISTORICAL MARKER No. 51

STATE HISTORIC PRESERVATION OFFICE

WHITE PINE PUBLIC MUSEUM INC.

Nevada State Historic Marker Map

Summary

NameSchellbourne
LocationWhite Pine County, Nevada
Latitude, Longitude39.7969, -114.7419
Nevada State Historic Marker51

Sources

  • Nomadic Niko. (2023). Schellbourne, Nevada (Rest Area on US Highway 93).
  • Nevada State Historic Preservation Office. Schellbourne.
  • Historical Marker Database. Schellbourne.
  • HistoryNet. (2018). Ghost Towns: Schellbourne, Nevada.
  • White Pine County NVGenWeb. Schellbourne Nevada History and Photos.
  • Historical Marker Database. Schellbourne: Gateway to the Goshute Nation.
  • The USGenWeb Project. Schellbourne Nevada History.
  • GhostTowns.com. Schellbourne – Nevada Ghost Town.
  • Great Basin Heritage Area. Schellbourne Station, Nevada.
  • NoeHill Travels in Nevada. National Register #72000768: Fort Schellbourne, Nevada.
  • FortWiki. (2022). Fort Schellbourne.
  • YouTube. (2024). Fascinating Story of Schellbourne Nevada: Pony Express, Frontier Fort, Ghost Town, Mining Town.