About fourteen miles south of Wickenburg there is an abandoned mine shaft popularly known as the “Whispering Ranch” Mine. Its real name is lost in the fog of history, but it is barely two miles south of the historic Vulture Mine, on BLM-administered land near Whispering Ranch Road. [1] Like all other abandoned mines on public lands, this shaft was slated for destructive closure. As part of their pre-closure assessment, the BLM engaged biologists from the Arizona Game and Fish Department [2] and Bat Conservation International (BCI) [3] in June 2009 to perform quick inspections of the underground workings at this and other area mines, including the Mammoth Spar.

Figure 1, California Leaf-Nosed Bat. (Photo by Jason Corbett, BCI; used with permission.)

Conservation biologists from both organizations discovered a summer roost of California Leaf-Nosed Bats (Macrotus californicus) in the Whispering Ranch Mine, but none in the five shafts at the Mammoth Spar. In preparing its recommendations to BLM, the Arizona Game and Fish Department concluded that the bats at Whispering Ranch could be “excluded” from the mine and plans for destructive closure could proceed. In this case, the exclusion was merited because the bats were not believed to be using the mine as a permanent habitat. In general, the process of exclusion involves covering the mine entrance to prevent bats from reestablishing a roost. This must occur at times of the year when the colony is active and necessarily requires adequate inspection to ensure that the underground workings have been vacated.

Arizona Game & Fish returned to the Whispering Ranch Mine in late 2009 to conduct the exclusion, but immediately discovered that another (or same) colony of bats was using the shaft during the winter season as well. This discovery triggered permanent protection and meant that protective closure was warranted. Underground surveys showed that Barn Owls (Tyto alba) were also roosting and nesting in the mine.

There are two drifts (underground tunnels that follow an ore vein) above the 180 foot level of the mine. Arizona Game & Fish and BCI biologists determined that the upper drift was occupied by the bats, while the lower drift was used by the owls.

The California Leaf-Nosed Bat does not hibernate in winter, as some species are known to do. Therefore, it must forage for insects throughout the year. That this mine is used in both the warm and colder months indicates that the subterranean conditions and area food sources are suitable for long-term colonization. Barn Owls feed primarily on rodents, but bats are occasionally part of their diet. However, co-colonization of a mine by these species is not as rare as you might think. According to Jason Corbett, the Conservation Biologist and Southwest Subterranean Program Coordinator for BCI,

… the owls and bats use the same site, just at different times of the year. I have been into roosts where I have actually seen owls eating bats and have found bat skeleton parts in owl pellets. This seems to be more common in caves and with Great Horned Owls as opposed to the Barn Owls that I see in the mines. However, I’m sure there is some overlap and I’d bet that predation does occur.

The partnership that exists between AGFD, BCI and BLM ensured that BCI would be contacted on the latest finding. Since this would be a protective closure, BCI took a project proposal to the Freeport McMoRan Company with a request for funding. [4] Freeport agreed to fund the project and BCI contacted MineGates Inc. in Tucson to request their availability. [5]

Before we review the project to install a cupola, let’s briefly examine the history of the mine.

Short Historical Record of the Mine Site

What little is known about the Whispering Ranch site depends upon physical evidence rather than historical documents, and can be summarized into the following statements:

• The shaft is at least 180 feet deep and contains two relatively short underground drifts.
• A complex wood cribbing, at what “appears” to be the bottom of the shaft, may have a trap door leading to a lower level.
• Except for the cribbing in the sump, the walls of the shaft are fully exposed and the country rock appears to be stable.
• The mine dump measures approximately 12,200 square feet in two sections 85′ X 90′ and 70′ by 65′. Its depth ranges from about 5 feet to more than 15 feet. Waste material is uniform in color and rock content; suggesting there were no cross cuts and that either a single vein or multiple veins containing similar ore was the objective. [6]
• The volume of waste material on the mine dump significantly exceeds the volume of the shaft and two drifts (by a factor of more than 4:1). This suggests that there is a working level beneath the crib at 180 feet.
• The mine dump contains abundant samples of mineralized copper, but shows no indication that gold, silver or other ores were present.
• There is no tailing pile, indicating that mill ready ore (if any) was shipped off-site.
• The head frame was constructed of wood, but was probably dismantled when operations ceased. Concrete footings for the frame and cable hoist have survived to the present day.
• An abundance of bent nails suggests there may have been one or two wood buildings; but no wood remains. There are no remains or evidence of concrete floors. A few pieces of corrugated metal siding remain on the site.
• Cans were found in the trash field near the mine that can be dated to the period between 1887 and 1904. All of the cans contain the characteristic solder top and were manufactured using the “Norton’s Side Seam” method.
• One meat can has been dated to the period between 1900 and 1904. It is likely this mine had its origins around the turn of the 20th Century.
• A BLM archaeologist found materials that could be dated to the early 1920′s, but it is not known if these items were incidental or proof of operation beyond the early 1900′s. For example, there is a small cluster of broken china plates and bowls near the site. One of them bears the name of The Wellsville China Company, which establishes a date of 1917 or later. Whether the plates were used during the operational phase of the mine is not known. There is very little glass in the vicinity of the mine site.
• Small, white porcelain insulators show that the mine workings had electricity during at least part of its operational existence.
• This mine is less than one mile from Vulture City, making it possible that workers lived at the town site rather than at the mine. This would account for the modest size of the trash dump.
• The date range of the trash suggests the mine could have been developed and worked intermittently over a period of years, rather than during a single, short period.

Figure 2 shows a can that is narrowly dated to the period between 1900 and 1904. This type of key opener was patented in Canada in 1900. The solder top (seen as a gray “blob” on the lid) was no longer used after 1904.

Figure 2, Key-type meat can with solder top, 1900-1904.

Figure 3 shows the concrete bases for the cable hoist. The Head Frame was located to the right of this photo and was positioned next to the shaft. Without historical photos or sketches of the mine workings, it is impossible to know the height of the Head Frame. The dimensions of the cable hoist foundations, their spatial separation, and anchor positions of the frame suggest that it was probably not more than twenty-four feet tall.

Figure 3, Cable Hoist.

According to Jason Corbett, the apparent bottom of the shaft (the location of the cribbing at the 180 foot level) was remarkably free of trash and rock. In other words, the shaft had not been used for dumping trash, and very few rocks or soil had fallen to the bottom. Jason reported that the floor of the crib gave a hollow sound when he tested it. It is assumed that the shaft continues to an unknown depth beyond the false floor.

The Gating Project

Once the mine was confirmed as a habitat requiring permanent protection, a company that specializes in the protective closure of mines and caves was brought on site to help assess the mine opening and develop an appropriate gate design. Tom Gilleland and his company, MineGates, Inc., located in Tucson, completed a design that would provide vertical and horizontal flyways for bats, while also accommodating the requirements of Barn Owls. The design incorporated a three-dimensional cupola that looks like an inverted box with a large, flat base that would safely extend beyond the edge of the shaft in all directions. A month-long construction process began at their shop and the gate was finally ready for installation in early February 2010.

Figure 4 shows the condition of the mine entrance just before installation project commenced. A fence enclosure had been in place for several years. Before the protective gate could be installed, it was necessary to remove about five feet of overburden from the dump and clear a path to the shaft.

Figure 4, Shaft Collar and Overburden.

As the waste material was being removed to an adjacent holding area, we had the opportunity to examine numerous samples of mineralized copper ore – primarily chrysacolla.

Removal of the waste rock is necessary for three reasons. First, it is loosely compacted and subject to erosion. Second, the gate needs to rest on solid rock to prevent anyone from digging underneath the structure. Finally, high strength steel rods are driven into the bedrock and welded to the frame to prevent the cupola from being moved. Figure 5 shows the clearing stage underway.

Figure 5, Removing the Overburden.

Great care was taken to prevent rocks and soil from falling into the shaft. Working around a vertical shaft requires abundant precaution, as evidenced in Figure 6.

Figure 6, Tom Gilleland and Jason Corbett.

In this image Tom Gilleland (MineGates) and Jason Corbett (BCI) use shovels to clear loose soil from the edge of the mine portal. Safety is a paramount concern when you are this close to a shaft, and both are wearing safety harnesses and ropes. Each is a veteran of many hundreds of descents into caves and mines in Arizona and other western states. As a conservation biologist, Jason has conducted more than 500 underground mine surveys in Arizona and an equal number in other western states. Tom has been in more than 400 mines and caves in Arizona and more than 1000 worldwide.

After the waste material was removed from around the shaft, the next phase of the project was ready to begin. Because of its size, the cupola and stability aprons were transported to the site in three pieces. Final assembly typically occurs on site.

Figure 7, Bruce Lynn (MineGates) Welding Apron to Cupola.

Each apron – which is designed to extend beyond the perimeter of the shaft – must be welded to the cupola before installation. In Figure 7, Bruce Lynn (MineGates) is completing the top weld on one of the aprons.

Weighing in at 5,000 pounds, and measuring 15 by 13 feet, positioning the assembled gate next to the shaft was no easy matter – and darkness was rapidly approaching.

Figure 8, Positioning the Gate.

In Figure 8, Bruce Lynn and Jason Corbett confer on the strategy for off- loading the gate next to the shaft. When work resumed the next morning, the cupola would have to be positioned so that it would not drag rocks into the shaft. Wood planks were inserted under the aprons to make it easier to drag into place.

Work resumed the next morning under the threat of rain, but by 9:30 a.m. the structure was in its final position over the shaft.

Figure 9, Cupola in Place. Bruce Lynn and Tom Gilleland look down the shaft.

The high-strength materials used for construction of the gate include “manganal,” a type of hardened steel with high manganese content. The horizontal rods provide the openings necessary for bats and owls, but keep people out. Only a few tasks remained before completion of the project.

Next, manganal rods were driven into the bedrock and welded to the frame, and two perches were installed at the raptor opening for owls. Finally, a camera perch had to be attached to the inside edge of the cupola.

Figure 10, Installing Camera Perch.

The camera perch is an important tool for studying bat and owl activity in the future. Motion activated devices will be installed periodically to learn more about roosting and nesting activity at different seasons.

Figure 11, Dump Material Used for Berm.

Waste material that had earlier been removed to provide access to the shaft was moved back in place for landscaping around the aprons and to form berms that would discourage vehicle traffic. The installation project was now complete and one shaft had been saved for wildlife.

In Part 4 we will explore a few aspects of the economic and ecological importance of protecting bat habitats in abandoned mines, as well as the prospects for their preservation. Tom Gilleland and Jason Corbett will provide some reflections on the significance of their work.

Footnotes and References

[1] The mine can be reached by driving 13.2 miles south on Vulture Mine Road from the intersection of West Wickenburg Way (U.S. 60), until arriving at Whispering Ranch Road. Turn left and proceed 1.0 miles. The mine dump will be visible on your right, about 100 yards south of Whispering Ranch Road. Total driving distance is 14.2 miles. GPS coordinates are: N33 47.646′ by W112 49.812′ (WGS84).

[2] See the Arizona Game and Fish Department’s involvement in protecting bat habitats on the web at: http://www.azgfd.gov/w_c/bat_conservation.shtml

[3] Learn about Bat Conservation International on the web at: http://www.batcon.org/

[4] Freeport McMoRan is one of the world’s largest copper, gold and molybdenum producers. They are headquartered in Phoenix, Arizona.

[5] To learn more about MineGates, Inc., visit their website at http://www.minegates.com

[6] A contrasting example would be the Black Rock Mine on Constellation Road, east of Wickenburg. There, the mine dump shows two distinctly different types of waste rock in the pursuit of both silver and gold.

Other voices have spoken for moderation, cautioning that indiscriminate closures of shafts and adits can deprive certain wildlife species of needed habitat. In fact, regulations require federal agencies like the BLM and National Forest Service to assess underground mine workings to ensure that habitats are protected.[1] Not all abandoned mines are suitable for wildlife, but unrelenting pressure on traditional habitats makes these mine workings increasingly important and – in some cases – they may be the last alternative for the long-term survival of some threatened species. Solutions for preserving abandoned mines include fencing, barricades and steel grates or cupolas that permit access for wildlife while keeping humans out. Mines that serve as habitats have been destructively closed in the past, trapping entire colonies of bats in the underground workings. In other cases, excessive human visitation and vandalism have forced bats and other wildlife to abandon some mines and caves. In April 2009, an unknown number of individuals shot and killed up to 90 bats in an abandoned mine in the Superstition Mountains.

The BLM’s policy handbook, Abandoned Mine Lands Policy Handbook states:

Abandoned underground mines provide significant habitat for bats-more than half of North America’s 47 bat species are known to use mines. Acquiring even a basic understanding of bat use of abandoned mines often requires repeated surveys during different seasons. Sealing mines without first evaluating their importance to bats may be one of the single greatest threats to North American bats.”[2]

There are two broad categories of closures: (1) Destructive closure, where the shafts or adits are permanently sealed by blasting or backfilling, and (2) Protective closure, where the shafts or adits remain intact, but access to the underground workings is prevented using some type of barricade.

Protective closures actually have two objectives that frequently operate concurrently: First, to keep people out of a dangerous underground mine without resorting to destructive closure; and second, to protect wildlife that might be using the mine for nesting, birthing, hibernation, night roosting or migration, etc. Protective closure means that the subterranean workings are effectively closed to human visitors. For wildlife, it remains a seasonal or permanent habitat – but with the danger of human disturbance greatly reduced or eliminated.

Figure 1, Simple Fence at Mine Shaft

The simplest and least costly method of protective closure is a fence constructed with metal stakes and wire, as shown in Figure 1.[3] Although this type of structure can be defeated by a vandal with wire cutters, it provides several benefits, including:

• It is a visual warning to visitors.
• With proper signage it serves notice that entry into the workings is criminal trespass.
• It can at least partially relieve potential liability.
• Fences can be quickly installed on site.
• With periodic maintenance these structures can last for decades.
• The materials are not expensive.[4]

Warning signs like that shown above are generally effective for most visitors but unfortunately, are not a deterrent to the small minority of people who choose to enter an abandoned mine in spite of the risks. [5] Not surprisingly, very few fences have been erected – even around abandoned mine shafts that are difficult or impossible to see from a distance in daylight or darkness. In my experience, the mere mention of fencing is met with deprecating remarks from state and federal officials.

When underground mines serve as permanent or seasonal habitats for wildlife, more robust solutions must be considered. One type of barricade is a gate structure like the one shown in Figure 2. These purpose-built gates are installed inside the entrance of an adit and must be designed to conform to its dimensions as well as to the type and condition of native rock in the walls. The variability of these factors is almost limitless and requires customized solutions. There is no “shrink-wrapped” or “one size fits all” gate.

Figure 2, Vertical Gate for Adits – Grandview Mine

Notice that the sides and top conform to the shape of the roof and side walls of the adit. Understandably, vandal-resistant gates such as this require the use of materials that are more costly. However, quality materials and extensive anchoring, using super-strong rods, ensures that this gate will remain in place for a very long time.

Variations of the adit design include gates that incorporate the use of culverts when the entrance to an adit is at risk of future collapse. This type of protective closure is particularly important for maintaining air flow in existing secondary mine openings, as shown in Figure 3.

Figure 3, Culvert Gate

As with mine adits, shafts come in a seemingly endless variety of shapes and sizes. Surface conditions around the shaft entrance (collar) can further complicate design criteria and affect the choice and cost of materials. Shafts that are particularly large can limit the degree of off site construction; requiring that some assembly be performed at the mine site.

Figure 4 illustrates a type of protective closure known as a cupola that accommodates the requirements of bats and owls in the same mine. Clicking on the image will open a larger graphic.

Figure 4, Cupola Design for Mine Shaft

Protective closures with gates or cupolas are only used when populations of bats, raptors or tortoises have been confirmed. As we will see however, preserving these habitats is far from automatic.

In Part three we will examine a gating project that used the cupola design to protect a colony of California Leaf-Nosed Bats and Barn Owls at a mine shaft near Wickenburg. You will be introduced to two organizations that work with state and federal agencies to protect habitats in abandoned mines.

Footnotes and References:

[1] Access to BLM Abandoned Mine Lands policies and manuals can be reached via these web sites:
Abandoned Mine Land Program Policy Manual Section (MS-3720) http://www.blm.gov/nhp/efoia/wo/manual/manuals.html
AML National Strategic Plan http://www.blm.gov/nhp/efoia/wo/fy06/im2006-145attach1.pdf
AML Website http://www.blm.gov/aml
BLM Manual Sections http://www.blm.gov/nhp/efoia/wo/manual/manuals.html

[2] Bureau of Land Management H-3720-1 Abandoned Mine Lands Policy Handbook. 9.3.3.4. Bat Surveys. Page 61.

[3] The shaft shown in this photo is approximately 200 yards west of the Mammoth Spar Mine. It is one of two shafts in the immediate vicinity that are awaiting external surveys to determine if they serve as habitats.

[4] The approximate retail cost of materials shown in Figure 1 is less than $80.00 (8 metal stakes at $7.00 each and 288 feet of wire at 6 cents per foot, plus signage.)

[5] Infrared sensors placed in abandoned mines in Nevada before and after warning signs were installed revealed no significant reduction in human visitation. Bat Conservation International. 2009. “Managing Abandoned Mines for Bats.” Page 79.

Responsible collectors of mineral specimens regularly (and safely) visited this popular site for 48 years until, in 1990, a young man set out to explore the underground workings on his own. About 100 feet into the McNeil Tunnel, in darkness, he stepped into a winze and fell 350 feet to his death. The entrance was sealed off a few years later but, in June 2002, another visitor entered the same tunnel after prying open the protective metal grating. Predictably, his fate was identical to that of the previous victim. The Tonopah-Belmont Mine now has the distinction of having more fatalities in its underground workings after it closed than during its long years of operation.[1]

Arguments for or against mine closures can be passionate – if not always rational. At one extreme, some would advocate that all underground mines should be found and permanently sealed – regardless of the cost for closing an estimated 100,000 shafts and adits in Arizona. At the other extreme, some argue this is simply wasteful government spending, that public funds should not be used to remediate any mine opening unless it is leaking toxic substances into the water table or poses a similar ecological threat.

To be sure, injuries, fatalities, vandalism and ecosystem damage have left an unhappy legacy at more than a few of Arizona’s historic mines. Federal and State agencies have struggled to find solutions but, as off road recreational vehicles make more mines accessible to incautious people, there is an increasing sense of urgency to destructively close mine entrances; either by collapsing the entrance with explosives or by backfilling with rock and soil. Some official circles have even suggested dumping old tires into abandoned shafts.[2]

An example of destructive closure can be found at the Mammoth Spar Mine south of Wickenburg, between Vulture Peak and Morristown. In January 2010, the BLM contracted to have five shafts backfilled with waste rock from the mine dump.[3] The Mammoth Spar was an underground fluorspar (calcium fluoride) mine that dates to the early 1950′s. Records indicate the mine produced about 100 tons of the mineral, which is an important flux material for smelting. The shafts at the Mammoth Spar are not particularly deep, ranging from 60 to 100 feet to reach the mineral vein. The area within a one mile radius is dotted with old shafts and adits, many of which are within a few yards of old mine trails.

Figure 1, Location of Mammoth Spar Shaft Closures

Figure 1 shows the location of the Mammoth Spar Mine, including five shafts that were backfilled. The two with red arrows were photographed by me.[4] A sixth shaft was also backfilled at another location about 1.5 miles west of Vulture Mine Road near the upper end of Mill Wash. This shaft is not related to the Mammoth Spar Mine.

Figure 2, Site of Former Mammoth Spar Shaft

Figure 2 shows the results of backfilling at the south shaft shown on the map. The second (red arrow) shaft is about 200 feet to the left (north) of this photo.

At first glance you might think the area was scraped clean, that historic artifacts might have ended up in the bottom of the shaft; but that is not the case. The decision to seal, fence or gate a mine entrance involves a careful, sometimes lengthy, process that includes inspections by mine engineers, archaeologists, wildlife conservation personnel and mitigation experts. Items of historic importance, even old concrete foundations, are left in place. Trash dumps that contain old cans and bottles are not disturbed and, generally speaking, are not located on the mine dump or tailing pile anyway. The appearance of the shaft area in Figure 2 shows that waste material from the mine dump was used for fill and leveling purposes. According to the BLM, nothing else at this site was moved or destroyed.

Figure 3, Open Shaft at Mammoth Spar

Surprisingly, there is a recently fenced open shaft less than 100 feet from Figure 2. This shaft is as visible, accessible and dangerous as the five nearby shafts that were backfilled. In fact, it was so dangerous that wildlife specialists could not safely rappel into it to perform subterranean inspections. The Arizona Game and Fish Department will conduct “emergence surveys” later this year to determine if bats or owls are flying in and out. This type of survey, typically using night vision or motion activated cameras, is not totally effective in determining seasonal use or the size of a resident colony, but it is one of few alternatives when safety is an issue.[5] Only after this survey is completed will a decision be rendered on the final disposition of the shaft. In the meantime, the fence serves as a visual warning to visitors.[6]

Since it is impossible to fall into a hole that doesn’t exist, you can say that destructive closure is 100 percent effective. Still, there is something vaguely disturbing – a sense of history lost – about closing an old mine site in this manner.

In Part two we will examine an alternative known as “Protective Closure” that preserves subterranean mine workings for wildlife while preventing access to people.

Footnotes and References:

[1] Steve Voynick. “Stay Out and Stay Alive.” Rock & Gem, July 2006.

[2] Arizona Daily Star, “Plan: Use old tires to plug state’s abandoned mines.” February 1, 2010. The State Mine Inspector’s Office advocates dumping tires into shafts because they are cheaper to haul than concrete, gravel or bricks. The state has a problem figuring out what to do with a growing surplus of waste tires.

[3] Funding was provided via the American Recovery and Reinvestment Act (the federal “stimulus” program) and cost $14,300.

[4] The main site of Mammoth Spar Mine is located at N33 52.763′ X W112 43.118′ in the NW1/4 of section 7 T6N, R4W. Mindat erroneously places the mine in section 5.

[5] “Managing Abandoned Mines for Bats.” Scott Altenback, University of New Mexico; Richard E. Sherwin, Christopher Newport University; David L. Waldien, Bat Conservation International. External surveys (such as above ground motion detection) are only 61 percent effective in confirming the presence of a bat colony inside a mine.

[6] There is no record of injury or fatality occurring at any of the abandoned shafts that were backfilled. Although there were several complaints filed by recreational visitors to this site in the past, the BLM’s policy is to proactively close abandoned mines that may pose a risk of injury or death.

In one incident, (December, 1913), a worker decided to take a short cut through an underground chamber at the end of his shift — even though blasting was in progress. He reasoned (incorrectly) that he could reach the surface more quickly by cutting through the Number 3 Stope after the first round of blasts had occurred, but before the second round went off. His sense of timing was every bit as poor as his judgment. He lived for two days, but they just couldn’t stop the bleeding.

The Assay Office at Vulture Mine. Photo by Maria Langer.

The second incident occurred in 1923 and involved the unhealthy combination of stupidity and greed. Seven miners, whose names are not recorded, sneaked into the mine at night to engage in personal enrichment.

If you are not familiar with hard rock mining terminology, a stope is an open chamber that remains after valuable ores have been removed. Stopes could become quite large if the ore deposit was substantial. If the native rock was of sufficient strength the chamber would not be reinforced with timbers for reasons of economy. Instead, the stope would be supported by columns of native rock. The larger the stope was the more columns were needed to prevent collapse.

The seven larcenous workers planned to chip away some of the rich gold ore in the columns and make their escape with as much fortune as they could load onto a dozen burros. The column or columns they selected that night must have been particularly rich in gold. In their greed they removed so much ore that the entire stope collapsed; killing them and the burros. Their grave marker is a large depression on the surface known as a glory hole.

Sadly, most fatalities in Arizona’s underground mines were not self-inflicted by foolish people. The 1912 report of the Mine Inspector covered a period of only six and one half months. During that span of time 33 serious injuries and 28 fatalities occurred in the mines. The first full year of reporting was in 1913, which saw 70 serious injuries and 66 fatalities.

How one injury qualified as “serious” and another injury might not could have been a bit too subjective for the legislators, and this deficiency was addressed the following year. The public began to see just how dangerous it was to work in the mines – or at least in some of them.

By the end of the ninth year of record-keeping (1920), 561 fatalities and 7119 injuries had been reported. The potential for injury or death was, it seemed, everywhere. A random sampling of fatalities from this period is shown below; with the cause of death listed verbatim.

• Ramaldo Carillo – Detroit Copper Company: While blasting a round of holes he had difficulty in lighting the last hole and the first hole exploded while he was still at the last.
• Roy Jacobson – Copper Queen Mine: Crushed by cage and then fell down shaft.
• Augustine Camache – Little Daisy Mine: Overcome by gas, fell in water and drowned.
• Teolindo Estevez – Gold Road Mine: Drilled into a missed hole.
• P. Padillo – Vulture Mines: When going off shift he went through No 3 stope where blasting was going on. First round of holes had gone off and as he started going through this stope the second round went off.
• Charles Jenkins and Agapito Gutierrez – Arizona Copper Company: Failed to open air valve after blasting and Gutierrez was overcome by gas. Jenkins went down to rescue him and was also overcome.
• Francis L. Dupen – Miami Copper: Fell off a cage to about 350 feet below.
• Moises Lastra – Detroit Copper: Was being lowered in a bucket when the engineer noticed the bell cord shake and stopped the bucket. Went down to investigate and found Lastra’s body at the bottom of shaft.
• Jose V. Garcia – Arizona Copper Company: While climbing into car, came in contact with trolley wires.
• W.M. Roberts – Calumet & Arizona: Stepped on cage while in motion. He was caught between cage and station bar, and almost decapitated.
• Joe Pianti – Iron Cap Copper: Fell from 500 foot level to 800 foot level.
• E.E. Sargent – Iron Cap Copper: Crushed between (ore) car and timbers.
• Batiste Guizzetti – Inspiration Consolidated: Sufficated [sic] in raise.
• E. A. Stevens, T. Sandovol & A. Cardello – Arizona Copper Company: Repairing bulkhead at fire. Burned.
• Frank J. Perks – Walnut Creek Mining Company: Caught by flywheel and drawn through base of engine and flywheel.

Inside the Assay Office at Vulture Mine. Photo by Maria Langer.

A review of the injuries and fatalities shows that the difference between the quick and the dead was often only a matter of inches or seconds. To be sure, some of these incidents were the result of carelessness by the victim or a fellow worker; but the lack of safety training, the use of unsafe equipment, dangerous procedures and the ineffective shoring of underground spaces were far more significant factors. The top ten causes of death in Arizona mines from 1912 through 1920 include:

1. Falling rock or timbers: 168 deaths resulted from miners being struck or crushed by falling rock (not cave-ins). This includes rocks, boulders and slabs falling from the roof or side of a stope or drift, rocks falling down chutes or raises, falling timbers, or similar circumstances.
2. Fall of mine worker: 104 deaths came from falls by miners. This includes falling out of cages or buckets that were being raised or lowered in a shaft, slipping and falling into shafts, winzes or down ore chutes, or being knocked off a piece of equipment and falling.
3. Explosions of powder or dynamite: 70 miners were killed during this period by premature or delayed explosions. Many of these can be attributed to defective fuses.
4. Crushed by equipment: 64 deaths resulted from the mine worker being crushed by equipment. This includes derailment of trains or ore cars, being caught under or run over by engines, being crushed between two ore cars, between a moving piece of equipment and a tunnel wall, or by a cage or bucket in a shaft.
5. Cave-ins: 36 fatalities resulted from the complete collapse of the roof and/or walls of a stope or drift. Death may have been caused by crushing or suffocation while buried under debris.
6. Missed Hole: 28 miners were killed when they drilled or picked into a hole that had been charged with blasting powder or dynamite. In these cases, the charge had not exploded when all of the holes were set off.
7. Electrocution: 26 fatalities came from contact with bare electrical wires. Typically, these deaths were from contact with an overhead trolley wire.
8. Suffocation: 15 miners died from suffocation caused by gases, unventilated spaces after blasting, dust, or having been trapped in a confined area.
9. Falling equipment: 11 miners were killed by buckets, cages or other equipment that fell down a shaft, striking them.
10. Air blast: 5 fatalities occurred in a single incident involving an air blast. Details are not available, but this may have been a concussive shock wave.

The remaining 34 fatalities were caused by collisions (4), steam or gas explosions (3), fire (3) and a variety of decidedly bizarre accidents, including one miner who was impaled on his pick. In the ten years that followed, from 1921 through 1930, another 357 miners would die in accidents and 6,388 would be injured. Not surprisingly, the major causes of death did not change appreciably in that decade. The total reported deaths and injuries for the period between May 15, 1912 and November 30, 1930: 918 fatalities and 13,507 injuries.

The graph titled “Mine Fatalities” illustrates both year to year (red line) and cumulative (blue line) deaths during this period. If the death toll seemed to moderate in the years leading up to 1930 it was due more to a decrease in the number of men employed by the mines rather than to substantive improvements in safety. In fact, the rate of injury and death (as a percentage of the work force) would usually spike in years that experienced a sharp reduction in the number of mine workers.

Although reporting was mandatory after Statehood, it does not mean that all accidents were reported by the mines or tabulated by the Mine Inspector. On May 17, two days after the Inspector’s office was established, Francisco Vargas fell into an open cut at the Coronado Mine, suffering a concussion and drowned. His death was not reported. Was this an oversight? Perhaps – but there was ample time to collect this statistic before the end of the reporting period. [1]

The worst disaster to ever occur at the Coronado Mine also went unreported. A derailment at the Coronado Incline took nine lives at 4:00 pm on August 13, 1913, but was not included in the statistics for that year. The baby gauge locomotive was transporting ore and workers from the Matilda Shaft to the top of the Incline, which gained 1,500 feet of elevation over a distance of only 3,300 feet. Death certificates indicate the men were thrown from the car(s) and crushed.

Another notable example includes the seven men who produced the Glory Hole at the Vulture Mine. Those deaths may not have been counted because the workers were stealing gold and their actions caused the collapse.

Footnotes:
[1] There had already been six fatalities at the Arizona Copper Company workings between January 1 and May 13, 1912. These were not reported because they preceded creation of the State Mine Inspector office.

The area east of Wickenburg, bounded by Constellation Road on the north and Buckhorn Road to the south, was the virtual center of the Black Rock Mining District and saw some intense mining activity between 1870 and 1940. This article describes a hiking route that will take you on an historic stage coach road past several old mines and settlements, ending at the Roy Rogers Mine. It may owe its name to the original claim owner rather than the famous Hollywood cowboy, but I have no records that can explain the origin. See complete route details at the end of this article.

Figure 1, Copper Ore near Roy Rogers Mine

The Trailhead

When you turn left from Buckhorn Road at the corral you will be on private land. This location is significant for two reasons: First, the immediate environs (corral, well and local area) are what was once known as “Osborn’s Place” during the pioneer era. Second, this was the junction where the stage coach road turned north on its way toward the historic settlement of Constellation, the O’Brien/Gold Bar Mine and points beyond.

About 30 yards beyond the corral there is an old trail that rises above the wash to the left. This is where the Osborn settlement was located. Little remains of this site today, but it must have been a busy place in the late 1800′s through 1910 when stage coach and freight wagons passed through this area.

Proceed north from the corral along the trail. After a distance of about .4 miles you will come to another trail the rises to the right (east), as well as a mine opening that is nearly opposite to your left (west). The mine opening is quite large, but does not extend into the mountainside more than thirty feet.

Figure 2, First Adit

Figure 2 shows a perfect example of a “pocket mine” where the ore was exposed on the surface, but did not penetrate very deeply into the band of dark material shown in the photo. This adit may have been one of the early prospects of the Keystone Mine, which is above the top of photo. Interestingly, the interior walls of the adit contain numerous seams of sulphur powder that have formed through the slow but persistent movement of water in the cracks in the rock. If you stand at the entrance for a few minutes, the sulphur odor will become quite noticeable. The adit is posted with a “Do Not Enter” sign

On the opposite side of the wash you will see a trail that leads east onto the thickly covered hillside. This is believed to be the location of the mining camp and settlement of the Keystone Mine. There are a few collapsed structures and a terrace wall that mark the activity at this site.

Figure 3, Next Adit

Another few hundred yards north of the adit in Figure 2 you will see the mine entrance shown above (Figure 3). This opening does not feature a tailing pile and it is not located in an ore band. Thus, it may have been dug for the purpose of providing ventilation to the interior tunnels, drifts and shafts of the Keystone Mine, located above and west of this photo.

Figure 4 shows the next mine adit that you will encounter as you hike toward the Roy Rogers Mine.

Figure 4, ‘Modern’ Adit?

There are two indicators to the general age of this adit. First, the beam structure is not representative of the type of construction you would find in the late 1800′s. Second, the width of the adit is quite beyond what you would see in typical pioneer mines. I surmise that this tunnel was a late addition, possibly in the 1930′s. Although the beams appear to be solid, they may have become victim to ‘dry rot’. In any case, you should not enter. Notice that roots have penetrated through the roof.

The next mine feature you will see is a relatively large flat area that may have served as a processing and ore dump area. The gangue pile is easily two acres in dimension. There have been recent efforts to remove some of the trash residue at this site. Nevertheless, it is an interesting spot to examine. The uphill slopes on the western side of this area reveal the ore potential that miners were chasing, as evidenced in the lead photo (Figure 1) of the article.

As you proceed north on the stage coach trail your hike will continue to gain elevation and trail conditions will deteriorate for 4WD and ATV vehicles. Continue on the trail until you reach the crest, located in the mountain saddle. Upon arriving at this spot you will be rewarded with a scenic overview of the basin to the north, which features an excellent view of the Monte Cristo and Black Rock mines.

Figure 5, Roy Rogers Mine Cabin

The trail will take a sharp right (east) at the crest. Continuing along this route a short distance will bring you to a miner’s cabin, situated on a small saddle of the mountain (Figure 5). The cabin materials and nearby features suggest that it was constructed in the 1920′s; although the type of corrugated metal siding was available from about 1890.

The general roughness of the stage coach trail diminishes at this point, but it also becomes narrower and crowded with vegetation. You will be confronted with a maze of trails that lead to the mine workings. If you have persisted in bringing a vehicle as far as the cabin site, I recommend that you continue on foot from this point.

Figure 6, Roy Rogers Surface Ore Band

Figure 6 shows a dark band of rock where the principal mining activity occurred. It features a lower and middle adit and a shaft near the top. Outcroppings such as this are very common on the mountainsides near Black Rock Peak and Morgan Butte, and extend all the way to the Hassayampa River. The bands generally run from southeast to northwest, erupting at the surface for a few hundred yards, and then dive below ground.

The mine shaft did not have a conventional head frame that typifies larger operations. Instead, it probably employed a pole and hoist arrangement, since there are no concrete footings.

Figure 7 shows the shaft entrance. The shaft appears to follow the naturally curving band of rock and is probably not more than 100 feet in depth. Nevertheless, the opening is unprotected and should be respected as a safety hazard.

Figure 7, Roy Rogers Shaft

Notice that the color of the rock is much lighter than the dark ore band shown in Figure 6. I surmise that the shaft was dug at this location to reach the ore veins in the two lower adits.

Figure 8 illustrates a common sense reason why you should not enter old mines. The photo shows a “winze” that leads between multiple levels of adits in this mine. In this case, the exposed planks make this winze obvious. However, some mines may have one or more winzes that have been fully covered by planks or plywood. They may not be detectable because of accumulated dirt or overhead sloughing in the tunnel.

Figure 8, Roy Rogers Winze

Old timbers, regardless of how solid they may appear to be, may have succumbed to dry rot. For your personal safety – please do not enter these areas!

Figure 9 shows the entrance to one of the adits at the mine. Although the entrance appears to be stable (there is no detectable sloughing of overhead rock) it is not a safe area to enter. You can, however, safely approach the entrance and examine the adit, as shown in this photo.

Figure 9, Upper Adit at Mine

There are three items of interest at this entrance: First, notice the greenish copper ore at the top of the entrance. This was primarily a copper mine, but may have extracted a modest amount of gold. There is no evidence of silver ore. Second, notice how narrow this adit is. The vein of copper at this level was barely three feet in width. Third, notice the sharp drop at the right of the adit entrance. There was, apparently, an ore drift that descended to the right of the adit entrance for several feet.

Figure 10 illustrates yet another reason why it is unsafe to enter abandoned mines. In addition to the partially covered winze in the center, you can also see a substantial amount of rock that has dropped (sloughed) from the ceiling. I have used this photo in a previous article on mine safety.

Figure 10, Winze in the Interior of Roy Rogers Adit

On an earlier visit to this adit we encountered a speckled rattlesnake at about the spot where this photo was taken. Snakes use these entrances to escape from the day time heat during the summer months and may also hibernate in the mine during the winter season.

Figure 11, Roy Rogers Adit #3

As you are examining the adits and shaft shown in Figures 6-10, you will be able to see the third of the Roy Rogers adits by looking toward the cabin. Notice that the dark band is again visible above the adit as it passes over the saddle.

Unfortunately, the stage coach road that brought you to the Roy Rogers Mine is now almost completely overgrown with brush as it leads down the eastern flank of the mountain. Old aerial photos still show the route into Constellation, but it is no longer passable without a machete. Your return to the trailhead will retrace the route followed to reach the Roy Rogers.

Before You Go – Common Sense Precautions

• Although I have trekked through this area during the summer months, you may find it more enjoyable between October and April if you are not a warm weather hiker.
• After you depart from Buckhorn Road (shown in the maps below) you will be crossing a combination of BLM-administered land as well as deeded private land. Livestock graze throughout this area and I have occasionally met hunters over the years. The forbearance that a land owner gives to you will likely depend upon the courtesy that you show to him or her.
• All mine workings shown in the photos are located on private property. Please do not disturb or remove any item, regardless of how insignificant it may seem to you.
• The stage coach trail that leads north from Buckhorn Road to the Roy Rogers Mine is approximately 120 years old. It is not maintained and requires high clearance 4WD.
• Hiking becomes necessary once you reach the first adit (shown in Figure 2). I recommend that you park your vehicle just north of the corral and enjoy the entire trip on foot.
• All mines are dangerous. Stay Out – Stay Alive! The adits shown in this article DO contain rattlesnakes.

How to Get There

1. From the Rodeo Grounds in Wickenburg, drive east on Constellation Road. Remain on Constellation until you arrive at the fork for Buckhorn Road. A sign will identify the turnoff.
2. Turn right onto Buckhorn road. The route will take you along the northern flank of the King Solomon range and bring you to King Solomon Gulch.
3. Continue on Buckhorn Road as it leads you up the southern flank of Black Rock Mountain. Remain on the road until you reach the corral shown in the map below.
   
4. Turn left onto the trail at the corral. The GPS coordinates for the turnoff are: N 34D 02′ 48″ by W 112D 34′ 33″ (WGS84). Do not block the entrance to the corral or the trail with your vehicle.
5. Proceed north on the trail as shown below. After passing several mine workings you will arrive at the crest which overlooks the Monte Cristo Mine in the basin to the north. The GPS coordinates for this point are: N 34D 03′ 26.5″ by W 112D 34′ 40.3″
6. The trail will turn sharply right and will bring you to the miner’s cabin in a small saddle. The Roy Rogers adits and shaft are located a short distance east of the saddle. Follow the old trail to these features.

Round trip distance from the corral to the Roy Rogers Mine is slightly over three miles. Your total hike distance may be greater if you choose to explore some of the side features I have described.

The first photo shows the jet sitting on a flatbed trailer. The second photo is a closer shot from a different location. You can see that the canopy has been closed and secured with a strap. Shortly after this shot they rotated the F-16 180 degrees so that the tail is near the truck cab.

I talked with Gus Haussler for a few minutes at the Master Aircraft hangar. He said there was discussion that the jet would be scrapped for parts because of the level of damage. In any case, it looks like they are getting ready to remove it rather than repair in place.

The best news is that traffic congestion has been eliminated on Tegner Street at the junction of US-60 and US-93. The two photos were taken on Friday, October 2nd between 12:00 and 1:00 pm. This is a time when the Las Vegas – Phoenix traffic coincides with local lunchtime drivers and parents who are picking up their children from the elementary school south of West Wickenburg Way.

Figure 1 was taken from the overpass just west of Tegner, next to the Desert Caballeros Western Museum. As you can see, there were only a few cars on Wickenburg Way. The traffic light now seems to favor East-West vehicles with a shorter red light interval.

Figure 1, View from West Wickenburg Way Looking East

Figure 2 was taken a few minutes later from Tegner Street looking south toward the intersection. Before the Bypass became operational it was common to see traffic backed-up beyond Bashas Plaza at this time of day, and the congestion always increased as the afternoon progressed.

Figure 2, Looking South on Tegner

For those who have avoided the downtown area and its shops in the past, you can now experience a quiet, pedestrian friendly environment without diesel fumes!

On a more serious note, Figure 2 illustrates the one thing that local merchants have feared the most: that the Bypass will result in permanently lost business revenue. It is likely true that some folks have avoided downtown during the construction phase; but local residents have also limited their visitations to trips of necessity, such as shopping at Bashas Plaza. Frankly, traffic congestion and noise have long made the downtown an unpleasant place to spend discretionary time. Arguably, the Las Vegas-Phoenix traffic is doing what they always did – getting through Wickenburg as quickly as possible. They are just doing it via the Bypass now.

I prefer to think that the new Bypass has restored a pleasant atmosphere to the historic downtown. It is an ambience that no merchant could have achieved alone, and it is something that can attract visitors to linger. If you are a seasonal visitor to Wickenburg, demonstrate your support by visiting the local shops. Take a stroll, enjoy the area. Have a cup of coffee that doesn’t taste like diesel fumes. You will be pleasantly surprised by the change!

Figure 1, New Bridge and lower roundabout. Courtesy Arizona Dept. of Transportation.

The old bridges have been decommissioned for traffic use and the lower roundabout provides access to the traditional routes west on U.S. 60 and north on U.S. 93 and SR 89, as well as the historic downtown area. The upper roundabout is also in use, but it only provides access to Tegner Street (89/93) at present. In other words, the bypass connector between the two roundabouts will not become operational until mid-September.

The approaches to, and exits from, the roundabouts will have two lanes. I say “will” because there have been no paint stripes to identify and separate the lanes during the recent limited use period.

Figure 2, Roundabout detail. Courtesy of Arizona Dept. of Transportation.

Figure 2 shows the intended traffic control details for lane operations. Unfortunately, the absence of paint stripes at the approaches to the roundabout, and within the circle, have allowed drivers to exercise some rather sloppy driving behavior during the past few weeks. Even with an apparent width of two lanes for vehicles to operate in, there is ample evidence that drivers have been failing to keep their cars and tractor-trailer rigs inside the prescribed area.

Figure 3, Absence of lane control in roundabouts.

Figure 3 shows a portion of the south roundabout circle. The brick pavers around the curbing are intended to server as a “shoulder,” much like a typical highway. You can see tire marks on the pavers and curbing, indicating that drivers were not staying inside the designated lanes. It remains to be seen whether this problem will continue when full operation commences, but this should serve as a warning to beware of other traffic (especially large trucks and trailers) when driving through the roundabouts.

By the time our winter visitors return to Wickenburg the new roundabouts and bypass will be “old hat” to local residents and the Phoenix/Las Vegas crowd. Nevertheless, it may be a new experience to you:

• Approach the roundabouts at the posted speed limit.
• Be alert to vehicles in front of you that may have slowed or stopped.
• Vehicles inside the roundabout have the right of way.
• Stay in your lane!

The bypass will eliminate the long lines of traffic at the intersection of Tegner Street and West Wickenburg Way. It will remove the noisy and smelly tractor-trailer rigs from the downtown area, and generally improve pedestrian safety. Moreover, it will allow the Vegas-Phoenix drivers (who view Wickenburg as nothing more than an inconvenient speed bump) to pass through town more quickly.

Living Conditions

Finally, let’s examine the small settlement area near the mine. Figure 10 shows the only wall at this site. It is not a dry stack and, importantly, it is not adobe. Instead, this wall was built using a combination of mortar and local rock. The coloration on the right face indicates that dirt was added to the mixture, possibly as an “extender.”

Figure 10, Settlement Wall

The wall is actually pretty solid and shows no signs of weathering or erosion. Notice also there are three crude bricks in the lower foreground near the cactus. I have not been able to piece together the surface features, but the bricks might have been used in a fire pit or some type of improvised oven. Because there are no other walls in the settlement area, it is possible this structure may have served as a “lean to.”

Figure 11, Debris Field at Settlement

Figure 11 shows a small portion of the trash dump at the mine settlement, which is uphill and out of view to the left. The trash extends left and downhill from this location for another twenty yards. Considering the modest nature of the mine, this is one of the largest debris fields I have encountered. The debris field helps establish an upper and lower time line for the mine and settlement; that is – none of the cans appear to be “Hole and Cap” or soldered, but were constructed using the Norton’s Side Seam method. This would indicate the site was occupied no earlier than the end of World War I. A thorough examination of the trash dump will probably yield information that further refines the date.

Other features of the settlement include the remains of a collapsed outdoor privy, a burned out metal drum that was lined with cement, and a few boards and pieces of pipe. The metal drum may have been an open air fireplace. There is no evidence that heavy machinery or electrical generators operated at the mine. In other words, the work and living conditions were about as primitive as you could imagine.

There may be three or more graves near the settlement and arrastre, but much more survey work is needed to develop a complete understanding of the overall site.

Historical Context

I do not know when this mine was established or how long it operated. Surface features strongly point to an occupation no earlier than the 1920′s, but it was more likely established in the 1930′s. The Great Depression was a brutal time for everyone – no jobs, lost homes and little hope. There are anecdotal records that up to 20,000 people lived in the mining districts east of Wickenburg during that time. This unnamed site is probably one of the locations where hopeful people tried to scratch out a meager living.

How to Get There

The route to this mine is provided in the attached topo map. I should point out that the old trail that crosses the northern flank of Morgan Butte is particularly rough and absolutely requires high clearance 4WD or ATV type vehicles. The trail has not been maintained for many decades and, today, is bare granite with deep runoff trenches in many locations. You should consider taking a back up vehicle if you make this outing. The trail continues east (beyond the subject of this article) into a basin and passes on the southern slope of Table Mountain. It then drops into another basin before taking you to Roberts Camp near the upper end of Buckskin Canyon. As rough as the Morgan Butte segment of the trail can be, the portion that traverses Table Mountain is even worse.

1. From the Wickenburg Rodeo Grounds, proceed east on Constellation Road.
2. Turn right onto Buckhorn Road at GPS N 34D 02′ 32″ by W 112D 36′ 46″.
3. Turn left at GPS N 34D 02′ 55″ by W 112D 33′ 24″. This turnoff is easy to miss. It is in the bottom of Slim Jim Creek (upper end). There have been several washouts in the past few years and the trail may not be obvious. Following the trail, you will pass a corral and water tank on your right. Remain on the trail. It will lead you east out of Slim Jim Creek.
4. Bear right at a mine gate and continue up the trail as it climbs the northern flank of Morgan Butte in an easterly direction.
5. You will come to a livestock gate shortly after cresting the top of the trail on Morgan Butte. This gate should always be closed.
6. Continue down the trail until you arrive at GPS N 34D 03′ 40″ by W 112D 32′ 41″. You have the option of either parking in this saddle or driving down the trail to the mine settlement. Caution – there are a lot of old nails on this portion of the trail. You might want to check it out on foot before choosing to drive to the settlement and arrastre.
7. The arrastre is located at the bottom of the trail (south of the gulch) at GPS N 34D 03′ 35″ by W 112D 32′ 38″.
8. Follow the gulch uphill (west) to locate the adits, well and panning area.

Before You Go

As previously stated, this area is a combination of private, deeded land and BLM/State Trust land. If you meet someone, they may very well be a land owner. Always be courteous and respectful. Ranchers have grazing leases in the area and have a vital economic interest in the well-being of their cattle.

• Always let someone know where you will be and when you plan to return.
• Bring plenty of water and energy snacks for this outing.
• Be aware of weather conditions and high temperatures.
• The gulch and hillsides leading to the adits are covered with thick foliage and most foot trails are overgrown. Dress appropriately.