service. I urged him to hold these hearings, as you did, and your colleague from Tennessee. We have on this committee men who have this problem in their own States: The chairman; I certainly have it; the junior Senator from Tennessee has it; I have discussed this matter with Senator Hartke, of Indiana, and Indianapolis has this problem; and Ohio cities have this problem, as Senator Lausche, who is a member of this committee has told me. I certainly want to thank you for the contribution you have made and the time and effort you and your staff have put in on this. I think your testimony is enlightening and valuable and I thank you for it. Senator GORE. Thank you very much. Senator MONRONEY. Thank you, Senator. I go back to the promise of equipment that ought to open up great opportunities, if the airlines have the desire to test out the revenue capabilities of many of their present-day intermediate stops that are being seriously handicapped by inadequate service. I think the best way to test whether the people will fly at different hours is to put on some schedules and run them. They can be taken off if the revenue doesn't develop, and certainly Senator GORE. They may be taken off if it does develop. I know instances where they have taken off when the flight is a popular one. Senator MONRONEY. They have done that, and I can't remember a time coming through or going out of here through Nashville to Oklahoma City or coming from Oklahoma City through Nashville to Washington, that the plane wasn't completely sold out on the leg of the flight between Washington and Nashville. Senator GORE. Old flight No. 212. Senator MONRONEY. Almost any time that you take the flight. Senator GORE. Memphis. Not from Chattanooga. [Laughter.] Senator MORTON. They might want to leave and come up to Louisville. Senator MONRONEY. They have a big trade area in the Southwest. We have the distinguished junior Senator from Tennessee, Senator Bass. I am sure he has some questions. Senator Bass. Thank you, Mr. Chairman. I want to commend my colleague for the work that he has done in accumulating the facts and data in preparation for the very fine statement he has made before the committee. I know that he has been interested in this subject for a long time and I want to commend him for the statement he has made. This constitutes a real problem for not just Tennessee, but as the chairman has stated, all over the Nation. Something has to be done to upgrade our service and I think that my colleagues may have been hitting on the fringe of it a minute ago. We have had this discussion in the committee. Have you ever thought about how long it has been since a new airline has been certificated in the country? Senator GORE. I know we tried to get one certificated in Tennessee, Southeastern, and we were unable. No; I do not know. Senator BASS. Since before World War II. There has not been a major airline certificated for passenger service in this Nation since World War II. Now we have had several mergers, but no improvement, no new people coming in the business to provide service. This is the reason we have no commuter service. This has created an absolute monopoly, as you and I know in our own area. There is no such thing as competition any more. So, Mr. Chairman, I hope that we can look into this situation and find out what has happened. Why they refuse. As an example, you and I went to testify several years ago to try to get a new airline certificated for service in Tennessee. And one of our constituents invested several million dollars in this project. But when the time came, one of the major airlines decided that they didn't want any competition, so they were refused the certificate. Senator GORE. You mean one or all? Senator BASS. All. But I know, as you stated in your statement, the taxpayers have a great investment in it, and it reminds me a little bit of our foreign aid, sort of when the country gets in trouble, we give them money, and give them money, and then once they get on their feet, and start showing a profit on their own, they tumb their nose at us. Apparently this is what is happening in the airline service, that the taxpayers and the country, trying to provide a service for the people, invested great amounts of money in building the airline service. And now that we have built it, the airlines are saying, "We don't care about service; we are only interested in a profit."" I want them to make a profit, but I believe they would make a profit by flying to the intermediate cities in the Nation, and I hope that the committee here, although I am not a member of the subcommittee, I am a member of the parent committee, I hope we can do something to insure that this important service to the public can be provided to operate our transportation to the communities, and I appreciate the work you have done in bringing this to the attention of the committee. Senator GORE. Thank you very much. Senator MONRONEY. Thank you very much, Senator Gore, for your helpful statement and research and the work you have done in making it possible. Senator MONRONEY. Our next witness is the Honorable Frank E. Moss, U.S. Senator from the State of Utah. STATEMENT OF HON. FRANK E. MOSS, U.S. SENATOR FROM THE STATE OF UTAH Senator Moss. Mr. Chairman, the subcommittee has heard from the east coast, and the central part of the country, and now I would like to testify about the problems we have out in the West and in the mountain country. Utah's principal city-Salt Lake City-is a prime example of a medium-sized intermediate city greatly in need of improved air trunkline service, so I very much appreciate this opportunity to appear here today. I commend the chairman for calling these hearings so a record can be made on the airline transportation problems Salt Lake is fac 614-65--3 ing-problems I am confident are also being faced by many other fastgrowing and strategically located cities elsewhere in the United States. Salt Lake is truly the transportation hub of western America. A glance at the railroad map will show it is the hub of the central transcontinental rail system. Any highway map will show Salt Lake as the center of spokes of a wheel which stretch out to the North, the Pacific Northwest, central California, southern California, the Southwest and all points east. Because of this, Salt Lake City is the ideal location for industrial plants and distribution centers to serve the growing needs of the 11 contiguous Western States, which, as of July 1, 1964, had a total population of over 30 million people, and an effective buying income of over $70 billion. Between 1940 and 1960 this area showed a 12.6percent increase in population as compared with national population increase of only 6.7 percent. Drawing the circle in a little closer, the Salt Lake intermountain wholesale market includes all of Utah, the 34 southern counties of Idaho, 2 counties in Oregon, 4 counties in Wyoming and 4 in Nevada. This area is also a tight-knit retail market of about three-fourths of a million people. Utah itself is a rapidly growing State which now has over a million people. Its population increased 65 percent between 1940 and 1960, and it was one of the 10 fastest growing States in the Union between 1950 and 1960. We, incidentally, have the second highest birthrate in the Nation and the lowest death rate. Yet Salt Lake City, a strategically located city in an area of rapid population growth, is served by only two major airlines-United Air Lines and Western Air Lines and by three regional airlines, Frontier Air Lines, Bonanza Air Lines, and West Coast Air Lines. The latter three concentrate mainly on service between smaller towns and the larger cities in Utah and the surrounding States. The Civil Aeronautics Board is now considering docket No. 15494the Pacific Northwest-Southwest service invstigation-which would bring the services of two new major airlines into Salt Lake-TWA and Delta. The State of Utah, the Utah State Aeronautics Commission, the Salt Lake City Corp., the Salt Lake Chamber of Commerce, and practically all other civic and business groups are strongly supporting this investigation. They feel the additional air trunklines are essential. I mention this only to give the subcommittee the full picture-although I am aware, as the chairman has pointed out, that these hearings are not the place to plead special cases pending before the CAB. I only wish to show that the State of Utah and the city of Salt Lake are doing all they can to rectify the situation I wish to discuss here today. I do feel also that I should point out that Salt Lake City is not asking for air service we cannot handle. The Salt Lake Municipal Airport, constructed 5 years ago at a cost of over $4 million, has adequate space and accommodations for additional major air carriers. We have the floor space necessary in the terminal, adequate landing facilities and aircraft parking positions, navigational facilities, fire protection, maintenance, and all the ancillary activities common to major airports. In addition, a projected plan of improvement will insure that over the years the Salt Lake Airport will remain one of the fine airport terminals of our country. The number of flights of scheduled carriers in and out of the Salt Lake Airport in the year 1964 totaled 31,325 for passengers, and 558 for cargo. Nonscheduled carrier flights were 139 passengers, and 9 cargo. We deplaned 448,206 passengers and enplaned 449,589. We took off 3,232,521 pounds of mail, and sent out 4,428,701 pounds. Express coming into the airport totaled 1,326,491 pounds and freight 8,498,858 pounds we sent out 776,832 pounds of express and 5,628,927 pounds of freight. So, as you can see, Salt Lake is an active, busy airport. Gus Backman, one of our most distinguished citizens, who has devoted his life to building and promoting Utah, and who until recently was chairman of the Utah State Aeronautics Commission, claims: On a population basis, Salt Lake City generates more air traffic than any other city in the country. One reason, he says, is that the Church of Jesus Christ of Latterday Saints (Mormon) sends out thousands of missionaries each year through this airport. Another is that Salt Lake is the location of several large enterprises which bring in heavy passenger traffic. For example, we are the headquarters location for the Western Mines Division of Kennecott Copper Co., United States Steel, and several aerospace companies. I would like to spend the remainder of my time here discussing the various ways in which the lack of additional trunklines and the poor service given by airlines presently serving Salt Lake are thwarting our economic progress and growth. Briefly, our handicaps are these 1. Lack of additional air trunklines prevents direct routes between Salt Lake City and other important cities, because the carriers we now have do not serve those cities. 2. Lack of competition allows the present carriers to give Salt Lake City service on a take-it-or-leave-it basis. For example, we have no direct route from Salt Lake City to St. Louis or Kansas City. Neither United nor Western provide such a route-another carrier such as TWA would have to come in. We also have no direct service to New Orleans or other southern cities, such as could be provided by Delta Airlines. Most of the direct lines that we do have to other cities are on schedules set not for the convenience of Salt Lake citizens or Salt Lake firms, but of the larger cities on each side of us which are the terminal points of the flights. Salt Lake City is used as a connecting point for these flights. For example, we have no flight going east in the evening after 6 o'clock until about midnight. This means that if business firms located in Salt Lake cannot get their mail out in time to catch the 6 o'clock flight and this is often impossible that mail does not go out in time to catch connecting flights to cities on the east coast so it can reach those cities the following day. It requires a day and a half, or sometimes 2 days, to reach east coast factories and warehouses. Because of this lag in mail delivery, I am told that the Singer Sewing Machine Co. is thinking of pulling its western accounting office ing-problems I am confident are also being faced by many other fastgrowing and strategically located cities elsewhere in the United States. Salt Lake is truly the transportation hub of western America. A glance at the railroad map will show it is the hub of the central transcontinental rail system. Any highway map will show Salt Lake as the center of spokes of a wheel which stretch out to the North, the Pacific Northwest, central California, southern California, the Southwest and all points east. Because of this, Salt Lake City is the ideal location for industrial plants and distribution centers to serve the growing needs of the 11 contiguous Western States, which, as of July 1, 1964, had a total population of over 30 million people, and an effective buying income of over $70 billion. Between 1940 and 1960 this area showed a 12.6percent increase in population as compared with national population increase of only 6.7 percent. Drawing the circle in a little closer, the Salt Lake intermountain wholesale market includes all of Utah, the 34 southern counties of Idaho, 2 counties in Oregon, 4 counties in Wyoming and 4 in Nevada. This area is also a tight-knit retail market of about three-fourths of a million people. Utah itself is a rapidly growing State which now has over a million people. Its population increased 65 percent between 1940 and 1960, and it was one of the 10 fastest growing States in the Union between 1950 and 1960. We, incidentally, have the second highest birthrate in the Nation and the lowest death rate. Yet Salt Lake City, a strategically located city in an area of rapid population growth, is served by only two major airlines-United Air Lines and Western Air Lines-and by three regional airlines, Frontier Air Lines, Bonanza Air Lines, and West Coast Air Lines. The latter three concentrate mainly on service between smaller towns and the larger cities in Utah and the surrounding States. The Civil Aeronautics Board is now considering docket No. 15494the Pacific Northwest-Southwest service invstigation-which would bring the services of two new major airlines into Salt Lake-TWA and Delta. The State of Utah, the Utah State Aeronautics Commission, the Salt Lake City Corp., the Salt Lake Chamber of Commerce, and practically all other civic and business groups are strongly supporting this investigation. They feel the additional air trunklines are essential. I mention this only to give the subcommittee the full picture-although I am aware, as the chairman has pointed out, that these hearings are not the place to plead special cases pending before the CAB. I only wish to show that the State of Utah and the city of Salt Lake are doing all they can to rectify the situation I wish to discuss here today. I do feel also that I should point out that Salt Lake City is not asking for air service we cannot handle. The Salt Lake Municipal Airport, constructed 5 years ago at a cost of over $4 million, has adequate space and accommodations for additional major air carriers. We have the floor space necessary in the terminal, adequate landing facilities and aircraft parking positions, navigational facilities, fire protection, maintenance, and all the ancillary activities common to major airports. In addition, a projected plan of improvement will insure |