With Ghost Town USA


A Tour Guide to the Ghost Towns Along


From Bishop, California to Price, Utah





The NV/Ut State Line to the Tintic Mining District, Ut






From BORDER to the next stop is about 100 miles of desert, with nary a spot to stop and take pictures of abandoned buildings.  Deep in the heart of the Great Basin, Millard County, Utah is 6818 square miles of wide-open, mostly desert country in the west-central part of the state.  Millard is the third largest county in area and the 18th most populous - with only a tad over 12,000 people.  The route from BORDER to DELTA is pretty much a non-event, and a portion of the route is actually not the original tracing of US 6/50.  However the original part that has been bypassed is so lost it doesn’t show on maps, nor is it visible on the GNIS aerial photos.


From DELTA, we’ll take a little loop trip to the north through some of the badly faded agricultural communities, a WWII Japanese Relocation Center, then loop south of US 6/50 and visit an old Mormon fort and several other faded farm towns all plopped in the heart of a 43,000 acre agricultural region.  



Our first stop is SUTHERLAND, located four miles northwest of Delta.  This faded agricultural community is one of the oldest settlements in this area, dating to the 1890s.  It currently has about 120 people and has a large Mormon church, a cluster of homes, but no commercial buildings. During the early 1900s, the Union Pacific Railroad undertook a campaign to tout the agricultural potential of this entire area.  Obviously their ultimate motive was to draw farmers to the isolated area, and those farms would ship goods and require goods and services in return: a situation the railroad company would be happy to expand on.  Since most of the land in the area was available for settlement under the Carey Land Act, a land boom quickly developed. (SEE the online Wikipedia entry for details on this act.)  Unfortunately water was not easy to obtain and most of the farms died out.  Acreage was consolidated and most of the new, farming boomtowns quickly faded.  Some survived, at least in name.  Sutherland is one of those.  Nothing of historical interest remains.



Next up at the junction of roads N3000W/W5500N is WOODROW, another Carey Act boomtown located three miles north of Sutherland.  This tiny cluster of residences was originally called Rock District.  It was established in 1909, changing its name to Woodrow in 1913 to honor Woodrow Wilson, who was elected president in 1912.  During the late teens WOODROW was a lively little town consisting of a community hall, general store, post office and school.  By the 1970s it faded and only had scattered houses and the abandoned hall.  In 2008, all I saw were a few scattered farms around the intersection.



Three miles northwest of WOODROW is the nearly extinct community of SUGARVILLE.  This agricultural map dot has about 30 people and othing of any historical interest remaining.  It is located at the intersection of W7500N / N4000W.  These road names look funny in written format, but when viewed on a grid map make a lot of sense.



Next up was the barren site of LUCERNE. It is located south of the junction of SH 174 and N4000W.  No sign of this former town remains.  A dirt “Y” is visible in the GNIS aerial photo about a ½ mile west of the road and about ¾ mile south of the power lines.  This MAY be the remains of the railroad wye built by the Union Pacific Railroad.  Lucerne was born in 1909, and was originally called Alfalfa.  In 1925 the Union Pacific built a spur line here, and Lucerne boomed as a shipping center.  By 1931, it went bust.



SUNFLOWER is the next town, but with the lack of physical remains previously found, my hopes were rapidly dimming.  Two farms at the intersection of N7500W/W7500N mark this old agricultural community.  Sunflower was established in 1912, and died by the late 1920s.  It once had a school, but it was struck by lightning in the early 20th Century, burning to the ground.  Nothing remains.



The next site is  TOPAZ, the site of a WWII Japanese relocation center located 16 miles northwest of Delta. Prior to leaving on this trip, I noted with delight that online aerial photos showed outlines of streets, barracks blocks and other buildings.  Tangible remains appeared present, and I looked forward to that discovery.  Upon arrival I was not disappointed.  This historic site (sorry – no metal detectors allowed inside the site) is unrestored.  Located in the unrelenting flat Utah desert, the site doesn’t have the scenic appeal of eastern California’s MANZANAR RELOCATION CENTER.  BUT, what it lacks in physical appeal it makes up for in solitude. I was the only person there, and a towering thunderstorm off to the north sent grumbles of thunder on the brisk sagebrush and rain-scented breeze.  The ghosts of the not too distant past rustled restlessly in the desert zephyr while Old Glory stood at attention, highlighted by a few stray rays of sunshine penetrating the clouds.  Reading the historical plaques at the northwest corner of the site, I soaked up the historic ambiance of this place, and learned a little of the story of Topaz.  One of the real treats was an aerial photo that was probably taken from one of the guard towers.  Upon entry to the site, the understated welcome signs usher you past the enclosing fence where someone got a little creative, spelling out the camp’s name with barbed wire, interwoven in the chain link fencing.


Topaz operated from September 11, 1942 - October 31, 1945.  At its peak, the relocation center was the fifth largest city in Utah and contained 623 buildings and 8130 internees (another source claims 8316) mostly from the San Francisco Bay area of Northern California. The remaining square-mile residential and administrative area was just a small part of the overall complex, of 19,800 acres.  The outlying acreage was used for agricultural purposes, nearly surrounding the little farm town ABRAHAM. Scattered across this outlying area, a few ruins and standing buildings remain, but under private ownership.   In the mile-square, marked historical area, no standing buildings remain from the 1940s.  However, a lot of slabs, debris and dead trees do remain.  One structure, a gravel chute, actually postdates the relocation center/internment camp.  Most of the onsite roads are drivable but the desert scrub that has taken over the site encroaches onto most of the roads.  A few of the building sites are marked, including the administration area, boiler house (adjacent to the unmarked ruins of the hospital), fire station and laundry building, among others.  Cook stoves still sit on the slabs of the long gone mess halls, while bricks and car parts still lie scattered about.  There are no brochures available onsite to lend a hand in identification of the unmarked ones, but at the front entry several monuments have inset plaques, one of which contains a plot plan of the site.  In the southeastern corner are a few privately-owned mobile and stick-built homes postdating the relocation center, and predating establishment of the historical site.  Please do not trespass or disturb those residents.  The rest of the site is open, unspoiled, unrestored and unassuming. 


This is one of the locations featured in my newest book, GHOST TOWNS: Yesterday & TodayTM.


Just outside TOPAZ, I headed south on N7500W, passing through the rural farming community of ABRAHAM, through HINCKLEY, crossed US 6/50 and aimed my car towards DESERET.



This neat little agricultural town sits on the south side of the Sevier River.  It is the oldest town in this region, dating to 1860.  Some 300 people and a picturesque old false front give it character.  The true gem lies west of SH 257, just 1.5 miles south of Deseret.  The low, adobe-walled remains of historic Fort Deseret are the remains of a privately built and owned fort.  Here in 1865 a 550 foot square, ten foot high mud-walled refuge was built to give the settlers from Deseret a place of refuge in case of trouble from the local Pahvant Indians during the Black Hawk war. In 1866 it was used to protect the settlers’ livestock, but the issue with the Pahvant Indians was resolved quickly and peacefully.  Gun ports gave the settlers a protected view of any approaching trouble, and solid wooden doors would lock it out.  Today, the door serves as a portal to allow travelers step back in time and imagine how hard life was on the Utah frontier.



Leaving FORT DESERET, I headed back north to DESERET then turned east on W4500S, then north, to OASIS. This worn-out little farming town lies between Delta and DESERET and the railroad and didn’t have much going for it until I spotted an old brick store.  Despite the barking of a couple of fenced-in dogs and curious stares from a couple of locals wondering what a car from California is doing in their town, the occupant taking pictures of an old beat-up store building.  If any read this web site, they’ll know who that was! 


OASIS was an outgrowth of DESERET, and was established in March 1891.  Unfortunately the agricultural opportunities in the area are limited due to water issues, and the little town faded.  Today around 100 folks hunker down in this moldering old town along the railroad.  There are also some large agricultural-related buildings along the tracks.


Leaving OASIS, I spent the night in DELTA, a prosperous town that contains over a third of the county’s population.  The next morning I grabbed a couple breakfast burritos from Mickey D’s and hit the road.  At the east end of DELTA, the highway splits.  US 50 peels off and heads southwest and aims for the junction of I-15/I-70, where it runs off to the east towards Denver, CO.  US 6 At Green River, it streaks northeast, arrowing across the flat Sevier Desert into the heart of Utah.  It loops up and meets I-15 near Springville, then heads back southeast towards Green River where it remarries US 50.  



Little attracts attention in this first leg of the journey out of DELTA on US 6.  Prior to leaving on this trip I spent some quality time with a 1938 road atlas and some gas company maps from the 1950s and 1960s, finding a number of locations NOT marked on present maps.  One of these is CLINE, which was shown on a 1957 Union 76 highway map four miles southwest of Lynndyl and 16 miles northeast of the junction of US 6/50 in DELTA.  It was not listed on the GNIS website as a place name, nor is it shown on the online topographic maps, so the only indication I could find that it ever existed was on that single map.  Nothing was visible at the site.  Originally I thought this might be a Copyright town, but it looks like it was a railroad station established on the San Pedro, Los Angeles and Salt Lake Railroad (the line is now operated by the Union Pacific Railroad).  CLINE is listed in the 1907 Official Railway Guide, and is shown on a 1914 map.  I have not seen those original documents so can’t verify that.  However, it looks like it was a railroad station, although nothing is visible today.



Four miles to the northeast is the real town of     LYNNDYL.  In 2000, this sleepy agricultural community had 134 people, less than half the folks it tallied in 1940, when it claimed 372 people. This Semi-ghost town, does have some ghostly airs about it, including a handful of abandoned buildings which include two garages and boarded up houses.  LYNNDYL  is located at the junction of US 6/SH 132, 20 miles northeast of Delta and 32 miles southwest of Eureka. In the 1940 edition of the American Guide Series, Guide to Utah (WPA), Lynndyl is described as a “division point on the Union Pacific Railroad (and) a trading center for the Pahvant Valley farmers.”  The pair of garages are my favorites.  The southern one is constructed of corrugated tin, while the northernmost one is built of masonry.  A faded red stripe bisects white walls covered with peeling paint. Junk in the windows and old tires in the weeds add character.



Like CLINE, CHAMPLIN is shown on the Union 76 map at a point eight miles northeast of Lynndyl on a dogleg in the highway. It was not shown on other maps in my collection. GNIS locates it along the railroad about a half mile north of that highway bend. Nothing was visible along the highway, along the railroad from the highway, nor is anything visible on the GNIS aerial photo except a long siding or section of double track.  It is currently listed in railroad documents as a siding on the Union Pacific (UP) Railroad.  CHAMPLIN’s main claim to fame appears to be that on July 27, 2006, a collision and subsequent partial derailment occurred between two UP Trains at the siding.  One train was sitting on the siding to allow another train to pass by on the single track main line.  However, the tail end of the train still encroached onto the main line.  The second train struck those cars and derailed three of them.  The two lead locomotives on the main line train were also derailed, but no injuries were suffered by crew members.



Next up is JERICHO JUNCTION and JERICHO.  The junction is pretty straight forward, but the other site is an enigma, and a confusing one at that!   In 1940, Utah was the fifth largest wool producing state in the nation and according to the WPA Guide was one of the “leading wool shipping points in the West.”  It was located 17.7 miles north of Lynndyl and 18.7 miles south of Eureka.  It had no permanent population but during the 20-day shearing season, the JERICHO Wool Pool was a bustling temporary “town.”  The Union Pacific had built huge shearing sheds and holding pens, and during the shipping period, some 40-50,000 sheep were sheared and their wool shipped from here.  Sounds pretty straight forward.


First, let’s place JERICHO JUNCTION.  It is located at the junction of US 6/Jericho-Callao Road (SH 148) 16 miles northeast of Lynndyl.  Some maps call it Jericho Junction, others call it Jericho, but the junction location has not changed. I saw nothing visible at the site except some possible foundation outlines. On the GNIS aerial photo, the railroad swings to within 100 yards of the highway and what appears to be the old routing of US 6 merges in from the south. On the northeast quadrant of the junction a large graded area may at one time have been the site of some type of roadside business.  This is only a wild guess, as I have no documentation to support that.  Based on experience, what I could see on site and analysis of the aerial photos, I feel it would be a good possibility.


The physical location of JERICHO itself is a bit confusing. Unfortunately I did not research this site thoroughly before leaving, so looked in the wrong location for it, seeing nothing.  GNIS shows JERICHO along the railroad about 2.5 miles north of Jericho Junction.  The aerial photo shows four large metal-roofed buildings (shearing sheds?), several foundation outlines/ walls and corrals. I believe this is the place.  It is also listed on UP documents as a station and siding.  Other maps show it in different locations, such as: at the junction; along the west side of the highway about a mile or two north of the junction, across from a highway rest stop; on the highway about four miles north of the junction (20 miles north of Lynndyl).


It appears that this site has either wandered about, or the cartographers don’t know where it belongs either. If you look for it, I’d recommend using the aerial photos from GNIS as the main guide for locating this site.    Nearby is the Little Sahara Sand Dunes, a popular off-road vehicle recreational area.



Continuing north, the highway makes a big, sweeping “S” curve, before straightening out and taking aim on the Tintic Hills.  Just north of that last curve is another railroad siding called McINTYRE.  It is/was located north of where McIntyre Road crosses the railroad 1.5 miles west of US 6/50 and was named after the nearby McIntyre Ranch.  Nothing was visible.


From McIntyre, we begin to climb towards the Tintic Mining District and the next leg of our journey.







PART 1: Bishop, CA to CA/NV State Line

PART 2: CA/NV State line to Tonopah, NV

PART 3: Tonopah to Warm Springs, NV

PART 4: Warm Springs, NV to NV/UT State Line

PART 5: NV/UT State Line to the Tintic Mining District, UT

PART 6: The Tintic Mining District to Price, UT

PART 7: Coal Mining Camps west of Price, UT




GPS and Standard Township/Range locations for the sites featured above








Abraham (Millard Co.)


39.3966197 / 39° 23' 48" N

-112.7180077 / 112° 43' 05" W

Ctr Sec 26, T16S, R8W, SLM*  (*Salt Lake Meridian)

Champlin (Juab Co.)


39.6510610 / 39° 39' 04" N

-112.3038352 / 112° 18' 14" W

SW3 Sec 33, T14S, R4W, SLM

Cline (Millard Co.)



SW3 Sec 33, T15S, R5W, SLM

Delta (Millard Co.)


39.3521777 / 39° 21' 08" N

-112.5771700 / 112° 34' 38" W

E½ Sec 12, T17S, R7W, W½ Sec 7, T17S, R6W, SLM

Deseret (Millard Co.)


39.2869010 / 39° 17' 13" N

-112.6527270 / 112° 39' 10" W

SE3 Sec 32, SW3 Sec 33, T17S, R7W, NE3 Sec 5, NW3 Sec 4, T18S, R7W, SLM

Deseret – old false front




NW corner Sec 4, T18S, R7W, SLM

Fort Deseret (Millard Co.)


39.2646794 / 39° 15' 53" N

-112.6546713 / 112° 39' 17" W

E Ctr Sec 8, T18S, R7W, SLM

Hinckley (Millard Co.)


39.3249554 / 39° 19' 30" N

-112.6710613 / 112° 40' 16" W

E½ Sec 19, W½ Sec 20, T17S, R6W, SLM

Jericho (Juab Co.)


39.7502266 / 39° 45' 01" N

-112. 2055017 / 112° 12' 27" W

Ctr Sec 29, T12S, R3W, SLM

Jericho Junction (Juab Co.) 


39.7135606 / 39° 42' 49" N

-112.2021675 / 112° 12' 08" W

SE3 Sec 5, NE3 Sec 8, T13S, R3W, SLM

Lucerne – Possible railroad “Y”


39.490645 APPROX

-112.658637 APPROX

N Ctr Sec 29, T15S, R7W, SLM APPROX

Lynndyl (Millard Co.) Junction of Main/Center streets


39.5191190 / 39° 31' 09" N

-112.3357785 / 112° 22' 33" W

Sec 14, T15S, R5W, SLM

McIntyre (Juab Co.)


39.8346714 / 39° 50' 05" N

-112.1691125 / 112° 10' 09" W

SW3 Sec 27, T11S, R3W, SLM

Oasis (Millard Co.)


39.2938455 / 39° 17’ 38” N

-112.6282819 / 112° 37’ 42” W

W Ctr Sec 34, T17S, R7W, SLM

Oasis – old brick store




W Ctr Sec 34, T17S, R7W, SLM

Sugarville (Millard Co.)


39.4652297 / 39° 27’ 55” N

-112.6493954 / 112° 38’ 58” W

NW corner, Sec 4, T16S, R7W, SLM

Sunflower (Millard Co.)


39.4655069 / 39° 27' 56" N

-112.7091193 / 112° 42' 33" W

SE3 Sec 35, T15S, R8W, SLM

Sutherland (Millard Co.)


39.3888429 / 39° 23' 20" N

-112.6335609 / 112° 38' 01" W

SW3 Sec 27, SE3 Sec 28, T16S, R7W, SLM

Topaz Relocation Center (Millard Co.)


39.4143965 / 39° 24' 52" N

-112.7727318 / 112° 46' 22" W

Sec 20, T16S, R8W, SLM

Woodrow (Millard Co.)


39.4327307 / 39° 25' 58" N

-112.6332835 / 112° 38' 00" W

SE corner Sec 9, SW corner Sec 10, NE corner Sec 16, NW corner Sec 15 T16S, R7W, SLM




Historians estimate that there may be as many as 50,000 ghost towns scattered across the United States of America. Gary B. Speck Publications is in process of publishing unique state, regional, and county guides called:

The Ghost Town Guru's Guide to the Ghost Towns of “STATE”

These original guides are designed for anybody interested in ghost towns. Whether you are a casual tourist looking for a new and different place to visit, or a hard-core ghost town researcher, these guides will be just right for you. With over 30 years of research behind them, they will be a welcome addition to any ghost towner's library.  Thank you, and we'll see you out on the Ghost Town Trail!


For more information on the ghost towns along this portion of US HIGHWAY 6, contact us at Ghost Town USA.


E-mailers, PLEASE NOTE: Due to the tremendous amount of viruses, worms and “spam,” out there, I no longer open or respond to e-mails with unsolicited attachments, OR messages on the subject lines with “Hey”, “Hi”, “Need help”, “Help Please”, “???”, or blank subject lines, etc.  If you do send E-mail asking for information, or sharing information, PLEASE indicate the appropriate location AND state name, or other topic on the “subject” line.  THANK YOU!  :o)



These listings and historical vignettes of ghost towns, near-ghost towns and other historical sites along this portion of US HIGHWAY 6 above are for informational purposes only, and should NOT be construed to grant permission to trespass, metal detect, relic or treasure hunt at any of the listed sites.


If the reader of this guide is a metal detector user and plans to use this guide to locate sites for metal detecting or relic hunting, it is the READER'S responsibility to obtain written permission from the legal property owners. Please be advised, that any state or nationally owned sites will probably be off-limits to metal detector use. Also be aware of any federal, state or local laws restricting the same. 

When you are exploring the ghost towns along US HIGHWAY 6, please abide by the

Ghost Towner's Code of Ethics.




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FIRST POSTED:  April 15, 2010

LAST UPDATED: June 15, 2014




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