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Show 11 THE CITIZEN llllllll,illlllll'lllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllilllllllllllllllllllllllllllllllllllllliiilllilllilllllllllllllllilllllllllllll''llllllllllllllllllillilllil,lllllilllllilllllll1l'1llllllllllllllillllllllllll,11111111111111111 i Lake Chamber of Commerce November 7, 1 922, by Southern Pacific I dt f thi e Ii rati cap em litio he tnlf iporl id ii the Western Pacific and Denver & Rio Grande Western. Under competitive conditions, a monopoly is impossible. The omission of prevent discrimination in rates. Even if these safeguards were lacking, the investment of capital for the purpose of development business which must be developed. No incentive exists to create any line of business for the purpose of destroying it. With competition provided tah need have no fear of rail line domination. iralleling lines, Commission to gateway would remain open. It would be fie east of Ogden would continue to bring e It. tws ril truiiNiortntion. The j the quality of the t aid when it build mint I lection It establishes In ; 1 all the people. The dev M developed fug will, if it operate northern the nnd with ueh arfci ted would be barren of on I lie Sacramento Valley if between the Wentern rn Coni- ii all tlie fl tral Pacific way. 1 operated rail bn Pacific, or by the rbe e: a active and the West- The ni ilea on coal from Utah it, irfcet for thousand of relog iud Srvnda durtn of the Neetion Ci 3 forniid-illnHtrnt- 1 Drift kri ion Ich and Pat ntn wil or t ita opn int irec rnar re i il ! itral 0B nit a a flfornia Kclf-supportl- nff and will, with ui line ent thereof. (Southern route. .VII feeder to the Central d the ownerhIp nnd wpendent railroad, lint V ita retention lj" the Wbn net forth by the Pacific will aid the au independent rail-iha- ll lie permitted to ( "Where your trens-peop- le of Arixonn r "nntinK Southern the Maine token the i 1 would JbualneM not lie Illumed iud nuiNt it 1 entitled direct route 3 3 Pacific Lines to maintain an open gateway at Ogden clearly to the interest of the Union Pacific-Centrtraffic to that junction; and also receive it there from the Central Pacific eastbound. In other words, al Western Pacific were operated as one connected continuous line from St. Louis to San Francisco; likewise the Union Pacific and Central Pacific were operated as one continuous line from Omaha to San Francisco. It was durThe Union ing these years that the cities of Salt Lake, Ogden and Provo had a period of greatest development. Pacific is not in the business of tearing down hut of building up. FIFTH REASON: To prevent the domination of this western unit (12th Federal Reserve District) by any single transportation agency' Domination of this western unit by a single transportation agency is impossible, because of competing lines now existing and which will continue to exist and compete, no matter what disposition is made of the Central Pacific. Reference is made to the financing by Pacific Coast capital of the steel and other industries in Utah. A change in ownership of the Central Pacific line would not prevent the influx of capital from any section, as competitive transportation conditions would still exist. As far as the steel industry is concerned, the Union Pacific is the only line from Lund railroad that is doing anything tangible to develop it. The Union Pacific is starting to build a to Cedar City to get the iron ore and haul it to the Springville blast furnaces. It will join with the other lines in making reasonable rates on pig iron and other manufactured articles out of Springville. The supposition that the Union Pacific is trying or would try to stifle the steel industry is untenable and absurd. Why should it? Whether capital comes to Utah steel or any other industry depends not on who owns a particular railroad but on the business integrity and ability of the proprietors of the enterprise. This is elemental. If the development of any industry in Utah depends upon whether the Central Pacific is owned by the Union Pacific or by the Southern Pacific, or is operated independently, then Utah offers a poor inducement for the investment of capital in steel or any 35-mi- le other industry. Tonnage figures show that 62 per cent of Southern Pacific business to moved through Ogden." and from California during It is evident that these figures have been furnished to the Salt Lake Chamber of Commerce by the Southern Pacific. We have no record of the movement through El Paso and no way of verifying the figures. If the information is correct, it furnishes the best illustration that traffic when permitted to do so, moves via the shortest and most direct route and where the best service is obtained. If the solicitation instructions of the Director of Traffic of all the Southern Pacific lines have not resulted in holding the greater percentage of traffic moving to and from route, then it follows ihat an independently operated Central Pacific would at Eastern points, to the Sunset-Gul- f once be in a position. The fact is, however, that as late as April, 1922, Director of Traffic L. J. Pacific was diverting all traffic possible via the Sunset-Gul- f Southern the Route through El admitted that Spence is of of the business which the proportion Paso and Tucson. Regardless using the Ogden and El Paso gateways, n the conclusion is inescapable and the Supreme Court In effect so found that if the restraint of the El of now are via Utah would thousands carloads were divert removed it that line going through Arizona and New ADDITIONAL FACTS CONSIDERED: 1921 self-supporti- Syutc in. Paso-Tucso- Mexico. te 'acific add "from which has not been improved in facilities and service to the public. time to time . Catty Oill nillllHIIIIIIIIIIIII,,, III,, I, II, I, l, llllllllll,IIM, ,,1,1,,, I, I, II, Illlllllllllllllllllllllltlllllllllllllllllllllllllllllllllllllllllllllllllllllllll IIIIIIIIIIIIIIIIIIIIIIIIIII1III Illlllllllllllllll IIIIUIIIIIIMIIII IIIIIIUIIIIIIIIIIIIIIIII 111111,1 il |