The Eureka sentinel. [volume] (Eureka, Nev.) 1902-current, 1922-09-23

faClHC were Solud ii management hHSu
was in 1901, the Southern Pacific had made surveys and
plans for the line changes at various points between
Hood, Chief Engineer of the Southern Pacific Company UNI
der the direction of Julius Kruttschnitt, General Manager.
the construction of the Salt Lake cutoff, and were in the wa
tiers of Salt Lake in the year 1900, one year before the Union
Pacific and Southern Pacific were consolidated.
Every line change or doubletracking of the Southern Pa
cifc in Nevada was planned and paid for by the Southern Pa
money expended for line changes, double-trackng in Ne
vada, the construction of the Salt Lake cutoff, or the build
and paid for by the Southern Pacific Company. The building
of the road from Natron to Oak Ridge, the Improvement Of
Walnut Grove cutoff, the Weed lumber road, were all
planned by the Southern Pacific and paid for by their money.
Not one dollar of Union Pacific money was used.
The Union Pacific Company have, however, published
and distributed to practically every voter in this State, a
Associate Justice McKenna's dissenting opinion; they have
published a garbled account of the testimony of William
the California Railroad Commission in 1913-they omitted
the first paragraph of Mr.. Sproules testimony, which read as
follows:
Perhaps l should begin by stating, with the permits
sion of the Commission, that if the Southern Pacific Com
to the severance of the Central Pacific from its lines"
But when MI. sprpule gave rave his testimony I1u9n the Southern
ny General that separation of the Southern Pacific and Gen.
trail Pacific properties was inevitable, as the Attorney Gen.
eral had stated that the Sherman Law was being violated.
However, since 1913, when Mr.. Sproule testified, the
transportation Act of 1920 has been passed, the Panama
Canal is functioning with absolute regularity1ther has
that the people of the United States were better served by
consolidation of railroads rather than sundering them; that
rates could be cheaper where a large number of miles were
under one management than where there were two or three
companies and sets of officials managing lesser properties.
Mr.. Spencer, Union Pacific attorney, has stated to the
people of Oregon that if the Union Pacific acquired control of
the Central Pacific the Natron cutoff would not be built, but
a line across central Oregon would be constructed. Attorney
Athearn of the same company has stated in Nevada that if
the Union Pacific acquired the Central Pacific the Natron cut
off would be built and the vast timber tonnages moved
through Nevada.
During the time the Union Pacific and the Southern Pa
cifc were consolidated, every ton of freight from Nevada
that could be diverted by way of New Orleans and Galveston
to New York City was moved by that line, thus keeping in the
enue. Since the Southern Pacific Company and the Union
Pacific Company were separated, not one ton of freight un-
less it was in error, from or to Nevada, has moved by way of
Galveston. Every ton possible has been shipped through the
Ogden gateway. The Southern Pacific Company in 1920 de.
livered to the Union Pacific at Ogden ~1,332.000 tons of
freight. During the same period the Union Pacific delivered
to the Southern Pacific Company $50 900 tons of freight.
The Union Pacific have a line of railroad from Omaha,
Nebraska, to Portland, Oregon They own a steamship line
from Portland, Oregon, to San Francisco. The Union Pacific
Company owns a line OF railroad from Omaha, Nebraska,
to Los Angeles. These two lines account to a very great ex-
tent. for the difference in the tonnage delivered by the I'm
ion Pacific at Ogden and the tonnage delivered by the South
en Pacific to the Union Pacific at the same point.
The Union Pacific have hired three attorneys to canvass
Nevada and served it well for the past sixty years. The at
tention the Southern Pacific officials are giving this subject is
property from any other company, but to protect $4,000
stockholders in retaining their own property.
The Union Pacific in their advertisements in various
States have not said to the people that when Mr.. Hartman
wanted competent and efficient officials to manage the great
Southern Pacific lines, he selected entirely Southern Pacific
officials for the management of the great consolidation-Jul-
Jus Kruttschnitt as Director of Operation and Construction
of all the lines; j. C. Stubs, Director of Traffic over all the
lines; C. B. Segar, a Southern Pacific official as Comptroller
of all the lines; Judge Robert Lovett, an attorney of the
Southern Pacific Atlantic System, New Orleans, as the Chief
Attorney of all the lines. These are the men that Mr.. Harri-
man selected to operate and carry out the work of improving,
not alone the Southern and Central Pacific, but the Union
Pacific, the Oregon Short Line, the Oregon-Wa shington Rail-
road-and when the lines were segregated, these men, with
the exception of Judge Lovett, returned to their own home
line, the Southern Pacific, one of the great and wellmanaged
properties of the world.
The Southern Pacific is the only great line west of the Mis-
souri, River that has never been in the hands of a receiver, or
defaulted for one dollar.
The Union Pacific have assumed an unfair attitude to its
most friendly and beneficial connection on this question.
In ranard To the Snarks Shons tho IInion Paci6c aduar