The Anaconda standard. [volume] (Anaconda, Mont.) 1889-1970, 1899-11-26
REPORTS ARE CORRECT
President Mohler Is Probably to
Retire.
HAS AN ENVlABLE RECORD
Possibilities OF Line Be .ween Grand
Forks and Republic = Capitalists
Are Interested Washington
Central Rumors.

| Reports of the retirement Of A. L.
Mohler from the presidency Of the Ore
gon Railway & Navigation company
have been received, and, although de-
malls have been sent out from Portland,
| it is very probable that the reports
| from Wall street that he is about to
| retire are correct. It Is claimed that
| e. H. Hartman, the new president OF
! the Short Line, will present Mohler for
! the Kansas City, Pittsburg & Gulf. but
that it is likely the vanderbilts win get
him for the Chesapeake & Ohio. He
will be a most valuable man to that
road. The Oregon Naylgation's record
last year shows what stuff Mohler is
made of. Few companies made sucn
progress or had such scientific manag-
| ing. Mohler is a Hill graduate like
Newman of the Lake Shore, Under
wood Of the Baltimore g. Ohio Finley
| Of the Southern, Barr Of the Norfolk &
| Western, and many other leaders, now
| producing the best results. The irnpor-
| tation of Western men to Eastern prop
| critics is one of the notable features of
recent times, and Hills men always
| lead.
A. L. Mohler was born in 1s4s ana en-
/ tered the railway service in 1868. as
warehouse and Office clerk for the
| Northwestern at Gait, ILL.,, since which
time he has been consecutively station
agent for the Rock Island & st. Louis at
Rockford, ILL.,; clerk In the auditors
office of the same road; as travelling
| agent. chief clerk, assistant general
freight agent and general freight agent
OF the Burlington, Cedar Rapids g.
Northern; general freight agent OF the
st. Paul, Minneapolis & Manitoba: as
land commissioner, general freight
agent, general superintendent, assist
ant general manager of the same road;
general manager of the Minneapolis &.
st. Louis and president Of the Oregon
Railway &; Navigation
A Grand Forks, B. c., special says:
The possibilities of a railway line be-
| tween here and Republic in connection
with smelter enterprises Of Grand
Forks, involving the blending OF the
| rich ores of Republic camp with the
! Boundary ores, Lis attracting the atten-
| ton of many capitalists. Clarence J.
| MeCHaig Of Montreal, a leading share
| holder of the British Columbia mine in
Summit camp and the Republic mine of
Republic, as well as Jay p. Graves Of
the CRANKY smelter and the City OF
| Paris, Knob Hill and Old Ironsides
mines have respectively announced
their intention of building the road If
| Jim Hill of the Great Northern, who
mating policy. The necessity for pro-
viding railway accommodation between
/ the two points is obvious and impern-
| tive. Mr.. McCuaig, during his recent
visit here, said he was prepared not
only to- make the connecting link, but.
to establish. a mating plant in Grand
| Forks for the trea tfilent of British Co
| lumbia and RoDliblic ores
Mackenzie & Mann, the well-known
| capitalists and railway contractors,
who own large mining interests in the
| Boundary, have also their eyes on the
project. Hugh Sutherland, their repre-
| sentative in British Columbia has lust
made an inspection of the proposed
| route. While speaking guardedly dur
Ing his recent visit to Republic, he had
this to say when discussing the future
| of that camp:
This prosperity would of course come
| more expeditiously if you had proper
transportation facilities, and 1 can
| speak with all assurance that If an
American railroad IL not built into Re-
| public from the south in the near flu
ture, line will be built from the north.
! Further than this I am not at liberty
to speak on the question"
The report that the trangfar of the
| Washington Central from the Northern
| Pacific to the Great Northern Is about
| completed, is incorrect, No such trans
fer has begun. Thus far negotiations
between the two companies with ref
| erence to the Washington Central have
resulted in no definite deal of any kind.
| The Great Northern would like the road
| and the Northern Pacific would be will
ing to dispose of it IL another road were
| received in exchange. In the course of
time this will probably occur, but mean
! hn W. s,t%
as It was. AS the Great Northern could
| build for much less than the Washing
ton Central cost, a cash transaction
would hardly be feasible. When the
Washington Central changes hands
some other line will change hands, too.
| Officials of Western lines say an effect
and cause of the prosperity is the dis
! position of industrial enterprises to
stand on their own feet. Formerly,
| "heh mill was to be started the rail-
road along which it stood was expected
10 own stock and otherwise back the
| enterprise. In consideration OF the adj
| ditional freight it would thus secure
| The railroads were approached with in
| Vulnerable propositions Of all kinds.
but now enterprises do not wait long
| for railroad backing and Frequently asS
none. This change is satisfactory to
| the railroads, which are disposed more
! and more to confine their efforts to le-
| Ultimate railroading. Consolidat ton Of
| railroad lines has made this policy i'm
perative. As rule very large rail-
| road has all It can do looking out for
| itself Many believe the country's de-
velopment will reach point where no
railroad can afford to engage in any
| business except passenger and freight
| traffic.
A new system of tracking freight cars
| Is being installed by the Great North
ern. Data are kept of the hours of ar
rival and departure of the cars at each
| division point and elsewhere that the
car stops. Each car is represented at
| these division points on q small stick
| of wood On each stick is strip of
paper containing the car numbers, the
numbers being always in sight. AS
soon as a car reaches division point,
the hour of arrival at the first point on
| the division is written on the slip, and
a number denoting the station. As the
f,trt dot aa