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• I . *"p Ogden Gateway and Southern Pacific Lines , . .. * ;■ • - •• ■ i ' ] Discriminated Against by Southern Pacific Out of its own mouth the Southern Pacific is convicted of dis criminating against the Odgcn gateway and Central Pacific lines. Here is the testimony of L. J. Spence, Director of Traf fic of the Southern Pacific system, given before the Interstate i Commerce Commission in February, 1916, and in April, 1922. Mr. Spence is the chief of the traffic men of the Southern Paci fic Company and is counted among the premiers of traffic men in the United States. He doesn't hesitate to say: “The record is clear that we freely concede that, tor example, our line to Ogden for 800 miles, and a series of connecting rail linesfrom there to New York, form a through route with which our Gulf route is in active competition. W e concede that.'' In other words, under Mr. Spence’s own statement the South ern Pacific is now operating its Sunset Gulf Route in active competition to the Central Pacific lines and diverting every pound of traffic that it can from the short haul—over the Central Paci fic, through Sacramento, Reno, Sparks and Ogden, the line that is by nature entitled to handle this traffic—to the Sunset route, thereby building up its Southern line as against the territory served by the Central Pacific. How this is done and why it is done is so well told in the words of Mr. Spence that I quote them verbatim: "The Steamship fle'et of the Southern Pacific Company now consists of seven passenger and freight steamers, fifteen freight steamers and an oil tank steamer, together with a fleet of light ers and tugs, the total investment therein having been $14,050,382, as of December 31 1915.” "The policy of the company has been to realize the maximum possibilities of these steamship lines, first by promoting rate adjust ments, which would bring to them all the traffic within their reach, by the inaugurated and continued improvement of service to the same end and by the solicitation on the part of the South ern Pacific organization of all traffic that could possibly be se cured for these steamship lines.” “The Southern Pacific rail lines are parties to through routes in connection with other lines under which traffic is interchanged at New Orleans, Shreveport, Denison, Dallas. Port Worth, Beau mont, Houston, San Antonio, Alpine and El Paso, Texas. Dom ing, New Mexico. Tucson, Arizona. Odgen and Portland, as well as California Junctions of interchange.” V*— "'“at Has been tile solicitation policy of the Southern Pacific Company with respect to the Gulf Route? A. All traffic in which the steamship lines are physically able to engage, whether it he transcontinental traffic, business between Arizona and New Mexico, to and from Texas and Louisana, points served by our own railroad or traffic to and from Arkansas, Okla homa ,and Colorado served by connecting rail lines, our policv has been to solicit for the Gulf route without any restrictions. The entire organization of the company has been employed in the active and preferential solicitation for the Gulf route and that in cluded not only'a large organization on the lines of the rails but in the principal cities of the country not reached bv our rails, such as New York, Boston, Buffalo, Baltimore. Philadelphia, Pittsburg, Detroit, Cincinnati, Chicago, Birmingham. Atlanta St. Louis, Kansas City and Denver, where agencies are maintained by the Southern Pacific Company. *Aml it might be explained that the mention of the agencies outside of what is known as the Atlantic seaboard territory is controlled by people in Chicago, or S. Louis or Kansas City, so that, the agencies in these other cities are as actively engaged in soliciting that traffic for the mixed rail and water route of the Southern Pacific as the other agencies find as the entire organization of the Company. Q- Summed in a few words, what has been the constant at titude and effort of the Southern Pacific toward the Gulf route and the steamship lines? A. By its rate adjustment, its solicitation policy and its ser vice, the effort of the Southern Pacific Company has always been, is, and always will be to secure the maximum volume of traffic for those steamship lines, simply because it is obviously to the in terest of the Southern Pacific to pursue that policy and a greater incentive than self-interest cannot be suggested. The opening of the Sunset route, rail and steamship, under common control and management, resulted in inauguration of new service and methods. The time at once for the Sunset route became 18 to 20 days; through billing was established; both over charge and loss and damage claims were paid upon presentation, or as soon as the loss was established, without waiting to deter mine what part of the line was responsible. These methods ''soon aroused and stimulated the various component parts of the all rail routes.” I he purpose of the construction of steamers of faster speed from time to time has been entirely to facilitate the transporta tion of through traffic on which, of course, the competition from year to year became keener and it is the traffic between the most distant sections fo rwhich this mixed rail and water route reached out, has necessitated our bringing this steamship service up to the highest efficiency.” ^ And I observe that of all traffic 65 per cent was to or from r'- and 72 percent in T5 with no allowance •h ’ er for that which is now reconsigned to Galveston and 1 d oin s on rates of the Texas Commission. What con usio , f any, do you draw from these percentages, as to the de pendence of the Galveston port-to-port service and its present fre quency upon the through traffic?” — “A—I should say that the figures speak for themselves. “Q—What has been the principal factor in building up that ton nage. “A—The principal factor has been the policy of the Southern Pa cific Company, both in rate making and solicitation. “Q—Would it ever be to the interest of the Southern Pacific Company to limit the operations of the steamship lines or subor dinate them to any rail route in connection with any kind of traf fic susceptible of carriage by the steamship line to the satisfaction oi ihe shipper? “A—The geographeal relation of the rail and steamship lines i in this system tinder a common ownership and every consideration ' of self interest on the part of their present owners are a guaran tee against any possibility of there ever being subordinated to any rail route in which the Southern Pacific is interested. In fact, it is not stating it too strongly to say that to undertake to limit i possibilities of these steamship lines or to subordinate them to any rail haul would be nothing less than suicide. “(J—Mr. Spence, in regard to this matter of competition, I just | want to make certain what your view of that is. On traffic be ; tween San Francisco and New York there is no question in your ; mind, I assume, but what there is competition, potential or actively, between the Sunset Gulf Route and the rail lines of the Southern Pacific? in connection with the all-rail haul? “A—My answer to that question is that between the all-rail routes, and there are several all-rail routes between the Pacific and Atlantic seaboards, of which the Southern Pacific lines form a minor part, there is and always has been, during the independent operation of the Southern Pacific, the most vigorous competition with the Sunset route. “Q—So there is no question but .what there is competition be tween tlie Morgan line route to the Pacific Coast and the various all-rail transcontinental routes? "'A. t ompetition of the most active and vigorous character. If you did not have a water line, you would transfer your interest, to the nil-rail route .' “A.—Ac would be absolutely indifferent as to who got it east cf our rails, j “Q* ^o there would be as great an incentive in the future, as there has been in the past for the Southern Pacific, depending as it does to a large extent on water connection or its participation in transcon tinental traffic, you would still have a motive for co-operating in a friendly way with the different water lines operating from Galveston and New Or leans to New York.' “A. Yes, in a friendly way does not mean that by any means we would be absolutely indifferent whether that freight was brought to us by ship or rail. “Q.—I do not think there is any mis-understa tiding about our position; with respect to a certain matter inquired into by Mr. Elder, but I will ask the question so as to clear it up if it is. It is not our contention, is it, that there is not active and vigorous Competition between the Sunset route for transcontinental traffic and the other all-rail routes, including among them the Ogden route and other routes to which we may be parties? “A.—It may be conceded. (Tile above testimony was given by Mr. Spence in February of 1914. That which follows was given, in April, 1922, approximately ane month preceding the handing down by the United States Supreme Court of a de cision directing the separation of the Central Pacific and Southern Pacific Railroads.) “Q.—Mr. Spence, what, position do you occupy? “A.—I am a director of the Southern Pacific Company and Director of Tramc of all the Southern Pacific lines. “Q.—As Director of Traffic, are you in control of the Traffic policies of the Southern Pacific System? a.—J am. Mr. Spence, in connection with the movement of traffic in either di rection between the Atlantic seaboard states on the one hand and the Gulf or Pacific Coast states and intermediate territory on the other hand, where does the interest of the Southern Pacific line—in the movement of that all rail or in the movement of it by mixed rail and woter route through gulf ports? “A.—The interest lies, naturally, in the movement via the Gulf route in order to secure the entire revenue for the haul of the traffic and, therefore, in the devlopment of that route,and of the steamship lines of the maximum amount of traffic that can be developed. There is no place within the reach of that steamship line where it is to the interest of the Southern Pacific Company to work it in any other way. “Q.—Is it to the interest of the Southern Pacific System to develop to a maximum the watefi borne commerce between the north Atlantic and the Gulf Ports? “A.—Absolutely. Speaking of the transcontinental traffic and the competition between the Sunset Gulf route and the Central Pacific lines now controlled by the Southern Pacific, Mr. Spence said: , “As to transcontinental, the record is clear that we freely concede that, for example, our line to Ogden for 800 miles and a series of connecting rail lines from there to New York form a through route with which our Gulf route is in active competition. We concede that.” Con there be any clearer statement of the design and purpose of the Southern Pacific Company and the effect of the continued retention of the Central Pacific by the Southern Pacific of the effect upoi^ Northern and Central California and the States of Nevada and Utah when, according to the testimony of the man who is in charge of the traffic policy of the entire Southern Pacific Company, he frankly and openly admits that the interest nf the Southern Pacific Company is in its Sunset Gulf route via its Steam ship lines and has for years diverted all traffic it could to its Sunset line and against the Central Pacific lines that self-interest is a guarantee that it will continue to do so? * % Political A: mmmm—mmammmimmmii (Announcements will be published up to the date-of the November elec tion for $15, payable in advance. $25 will be charged for announcccnts witjj | cut, or in double colum form.) it m* v Jas. N. Bernard Republican candidate for Clark & Treasurer Gencraf Election, Nov 7, 1922. Jas. J. Kelly t Democratic candidate for Sheriff & Assessor General Election,'Nov 7, 1922. I J. F. Seyden . Democratic candidate for \ Assemblyman Election November 7, 1922 Clark 1. Guild Republican Candidate For DISTRICT ATTORNEY General Election, Nov 7, 1922. J. A. McCarthy Democratic Candidate For ASSEMBLYMAN General Election, Nov 7, '922. George Parker Democratic candidate for COUNTY COMMISSIONER District No. 2, Short Term Election November 7, 1922 Z. F. Rawson Republican Candidate For SHERIFF AND ASSESSOR Election November 7, 1922 Dress Making and Plain Sewing Bungalow Aprons, 50 cents and up; House dresses, $1.50 and up; Dresses. $2.50 and up. MRS. BARRETT, North Main Street, Ycrington, Nev. Trucking Prepared to handle all classes of light or heavy hauling. Trucks or transfer work by day, Job, etc. J. B. GILL AM Call Phone 14-6 NO HUNTING Positively no hunting will be allowed on the A. Grulli & Son ranch. St018 GRULLI & SON A Rat That Didn’t Smell Aftar Being Dead for Three Months "'I swear it was dead three months." writes Mr. J. Sykes (N. J.). “I raw this rat every day: put some Rat-Snap behind a barrel. Months afterwards, my wife looked behind the barrel. There it was—dead.!] RatrSnap sells in three sizes for 35c, 65c, $1.25. Sold and guaranteed by West Hdwc. Co.,-Ycrington Drug Co. NOTICE TO WHOM IT MAY CONCERN Notice is hereby given that certifi cate numbered 55, representing one share of stock issued by the J.yon County Bank in favor of Nelson Poli. dated January 25th, 1910, and certifi cate number 59 for one share of stock dated May 9, 1910, issued to Nelson Poli. have been lost and that new cer tificates have been issued therefor and all persons are warned against ne gotiating the above named certificates with any person whatsoever. Signed, LYON COUNTY BANK, GEO. F. WILLIS, Cashier Dated August 7, 1922. % r v « Drink Damon’s Delicious Milk Shakes and Keep Well OnW a Day keeps tho Doctor Away OPEN DAY & NIGHT SPECIAL SUNDAY DINNERS PICNIC AND OT LUNCHES Our table furnished wtth best of everything asssssssaesssassaacmaBsaBstmmmaBBBamBst $7.50 Meal Ticket lor $7 DO YOU WANT A HOME IN YERINGTON? I can sell you a house and lot for 75 per cent of the cost to build the house. Half a dozen places to choose from. Sec GEO. I'. WILLIS, at the Lyon County Bank. ----■■**•*■********** Mn. Crandall (Iowa) Tails How She Stopped Chicken Losses '•Lastspring, ratskilledailourbaby chicks. Wish I’d known about Rat-Snap before. With just one large package we killed swarms of rats. They won’t get this year’s hatches. I'll bet." Rat-Snap is guar uteed and sells for 35c, 65c. SI.25. Sold and guaranteed by West Hdwre Co.. Verington Drug Co. FOR RENT— 2 partly furnished 3 room houses. Inquire of Mrs. E. J. Webster, or A. J. Webster, Ycring ton. M.E.CHURCH 10:00 A. M. Sunday school. 11:00 A._M. Preaching. 2:00 P. JI. Service at Wabuska or Perry, f 7:30 p. tn. Service of Song and Ser mon. 7:30 p. tn. Wednesday, service in the Parsonage.. ST. JOSEPH’S CHURCH Mass on first Sunday of the month at 9;30 a. m. All other Sun days at 10 ;30 a. m. Sunday school every Saturday at 2 p.m. Week day mass at 8 a m. At Mason, Nevada: Mass on first Sunday c? the month at 10;30 a. m. All other Sundays at 9;30 a. m. Sun day school every Saturday at 10 a.in. - ----- Lodges, Professional Men, Etc MATTHEWS & LITTELL Contractors & Builders Have opened a shop on Littell I Avenue, and arc equipped to handle all classes of jobs and light mill work. Your patronage solicited Phone, 2-65 KING & MALONE U. S. MINERAL SURVEYORS Irrigation, Drainago SURVEYS, ESTIMATES YERIN6J0N-REN0, NEVADA DR BEAUMONT BROWN Physician a> d Surgeon Webster Concrete Buildivt Office Housr, 2 to4 p.m. By Appointment. DR. G. E. LEAVITT PHYSICIAN AND SURGEON Yerington, Nevada. Office Hours: 2 to 4 P. M. 7 to 8 P. M. F. & A. M.. . Hope Lodge, No. 22, F. & A. M. Stated meetings, second Saturday of each month at 7:30 P. M. Visiting brethern wel come. James Goldsworthy, W. M. W. F. Powers,Secretary. I. o. O. F. LODGE Independent Oorder of Odd Fellows meets Tuesday evenings at I. O. O. F. Hall. Visiting members are cordial ly invited to attend meetings.. P. E. LAURENDEAU, S*c*y. -— FRATERNAL ORDER EAGLES. Yerington Aerie, No. 1696, meets regularly the first and third Fridays of every month at 8 o’clock in the Leavitt Hall. Visiting members are cordially invited to attend. JAS. F. BARTON, Secy GREENFIELD LODGE, NO, 31 K. OF P. meets at tne uastle Hall the second and fourth Thursday nights of each month at 7:30. All sojourning Knights are cordially incited. John Be&upert 11 of R & S.