it relies partly on evidence adduced by the Downtown Company in No. MC-18823 (Sub-No. 1), so far as it is applicable, that evidence having been incorporated physically in the record of this case. This projected route would be run from 3.5 to 4 miles longer than that proposed by the Downtown Company, and its estimated cost of operation is $7.57 for the round trip, after correcting certain errors of computation.

Aside from the protective purpose of its application, this applicant's investigations have failed to disclose that there is any substantial demand for through bus service to lower Manhattan or that any marked public convenience would be served thereby. Moreover, in consequence of several traffic surveys made, it is not convinced that such operation would be a financial success despite the estimates in support thereof included in the record. The opposition of the protestants to the application in the Downtown case have equal force in this proceeding, and they will not be reiterated here.

In view of the denial of the Downtown Company's application, no further consideration of the record in this case is necessary, and this application likewise is denied.

No. MC-13492 (Sub-No. 3), North Boulevard Transportation Co., Inc.-Intrastate bus operations on North Hudson Boulevard from Nungesser, North Bergen Township, at the northern boundary of Hudson County, southward to Journal Square, Jersey City, were instituted in 1916 by 63 individual bus owners operating under permits or licenses that subsequently were approved by the Board of Public Utility Commissioners of New Jersey. In 1924 they organized this applicant for the purpose of consolidating certain managerial functions of the business and as a medium of acquiring permits and busses from such members as might desire to sell them. It now owns 6 such permits and busses, 4 of which are regularly oper ated, as well as terminal facilities at 5765 North Hudson Boulevard. All of the 57 independent bus owners and operators, in addition to being the stockholders of applicant, are also stockholders of the Green Line Transit Company, a corporation that owns and operates 6 busses northward from Nungesser through the communities of Fairview, Palisades Park, and Fort Lee to Englewood Cliffs, Bergen County. Traffic of the two companies is interchanged at Nungesser.

In Lincoln Tunnel Applications, 12 M. C. C. 184, applicant was granted a certificate to operate two interstate bus lines between points on its New Jersey intrastate route and central Manhatan through Lincoln tunnel, one from Nungesser southward to Thirty-second Street, in Union City, and thence along Thirty-second Street across Weehawken to and through the tunnel, and the other from Journal

Square northward to Thirty-second Street and thence along the same route to and through the tunnel. Beyond the exit of this tunnel in midtown, passengers destined to lower Manhattan may readily transfer to the Ninth Avenue elevated line or the Eighth Avenue subway line as well as to surface bus lines. Only a short distance away is the Seventh Avenue subway, which also serves lower Manhattan.

The stockholders of applicant, all of whom own and operate their own busses in intrastate service, have consented to and have joined in this application, as amended at the hearing, for a certificate of public convenience and necessity for through interstate operation by applicant from Nungesser southward on the North Hudson Boulevard to and on the aforesaid Holland tunnel highway to and through the tunnel to Canal Street, Manhattan, and thence southward on city streets to a terminus at South and Whitehall Streets, lower Manhattan, returning by the same route from the tunnel entrance. It would traverse the communities or municipalities of North Bergen, Guttenberg, West New York, Union City, and Jersey City before reaching the tunnel entrance. It is conceded that the filing of this application was motivated by the filing of the Downtown Company's application, herein before considered.

Inasmuch as applicant now interchanges much trans-Hudson traffic with the Hudson & Manhattan at Journal Square, the approval of this application would tend to divert some of such traffic from that subway carrier. The principal difference between the preceding cases and this proceeding lies in the fact that this applicant would operate over a wholly different route off the tunnel highway in Hudson County, coming from the north instead of from the south, and this phase of the subject requires separate consideration.

The territory in New Jersey proposed to be served is preponderantly residential in character, including some apartment houses and local business sections. Considerable evidence of the applicant and the protestants in the Downtown case, No. MC-18823 (Sub-No. 1), including traffic counts and the testimony in behalf of the City Hall Park Association, Inc., was incorporated by reference in this proceeding and already has been discussed. Traffic is expected to be derived from residents along or tributary to applicant's route and from automobile users from more distant points in this part of New Jersey who would park their cars somewhere along the line and use the busses thence to destinations in lower Manhattan, as was anticipated in the Downtown case. Various citizens and officers of organizations along applicant's intrastate route testified in support of the application. Most of the witnesses now use their automobiles to go to lower Manhattan and say that they would use the proposed service in lieu thereof.

By resolutions and statement of authorized representatives, the municipalities of North Bergen, Weehawken, and Jersey City expressed their approval of this application. However, this testimony was received prior to the establishment of applicant's interstate operations to central Manhattan. In view of the facilities for the interchange of traffic near the tunnel exit between those new interstate lines and local transportation agencies that reach lower Manhattan, the inconvenience described by these witnesses must have been greatly relieved by those operations.

The proposed route would be 13 miles long, or 26 miles for the round trip. Eight new 40-passenger de luxe busses, costing from $12,000 to $14,000 each, would be purchased. The operating schedule would be a 15-minute headway during the morning and evening rush hours and a 30-minute headway during the rest of the day until 9 p. m., after which time activity in lower Manhattan practically ceases. The fares contemplated are 20 cents from North Hudson Boulevard and tunnel highway, 25 cents from Courtland Street in Hudson County, and 30 cents from the northern terminus at Nungesser. On the basis of an average fare of 25 cents, the average number of passengers per trip required to meet the estimated operating expenses of 20 cents per bus-mile and other expenses would be 16, nearly one-half of the seating capacity. This estimate is based on applicant's expense of 20.6 cents per bus-mile on its intrastate route in New Jersey, as reported to the State commission in 1937, and it is said by protestants to be too low because of retarded operation that would occur in lower Manhattan.

Protestant Public Service's principal witness described in detail its various intrastate bus lines in operation from much of the territory here involved to the West Shore, Delaware, Lackawanna & Western, and Erie railroad ferries, whence commuters may reach both midtown and lower Manhattan direct or by means of elevated, surface, or subway carriers. Traffic counts to show the adequacy of existing facilities were introduced, and it is urged that the proposed line would provide unnecessary competition with these local bus and ferry lines as well as with the coordinated service via Journal Square and the Hudson & Manhattan.

Protestants Manhattan and Westwood Companies operate lines between Fairview, just north of Nungesser, on Hudson Boulevard East and through Lincoln tunnel to central Manhattan. Some of applicant's witnesses admitted that they can readily travel by these lines from Fairview to midtown and thence by connecting lines to lower Manhattan. Protestants Inter-City Transportation Company and New Jersey-New York Transit Company operate in an east-andwest direction on Thirty-second Street, Union City, intersecting

North Hudson Boulevard, and thence to and through Lincoln tunnel also to central Manhattan. Residents of the vicinity of Thirty-second Street and North Hudson Boulevard may now use either of these lines, as well as several lines of the Public Service Company to Midtown, and thence local facilities to lower Manhattan. The proposed line, it is said, would tend to divert traffic from the lines already in operation. Competition with the Boulevard Transit Lines, Inc., which operates from Port Richmond, Staten Island, through Bayonne and on South Hudson and North Hudson Boulevard to the tunnel highway and through Holland tunnel to central Manhattan, would arise on that part of the route between North Hudson Boulevard and the tunnel exit at Canal Street, Manhattan, where a 25cent fare is now applicable in comparison with the 20-cent fare contemplated here.

The protest of the Hudson & Manhattan as well as protests of the surface and subway carriers in Manhattan and of the city of New York have substantially the same force and effect in this case as they have in the preceding cases, and they need not be reviewed here.

In the light of the changed situation in consequence of this carrier's extension of operations through Lincoln tunnel, of the service afforded by existing carriers, of the difficulties of operation in lower Manhattan, of the relatively high load factor required to meet operating expenses, and of the lack of proof that a substantial public convenience and necessity would be served by the proposed line, this application must also be denied.

TO CENTRAL MANHATTAN

The two applications for the authorization of existing bus companies in New Jersey to institute new interstate operations through Lincoln tunnel to the midtown section of Manhattan have nothing in common and would serve wholly different territory until the tunnel approach is reached. On the Manhattan end, however, while the two routes would in part follow different streets and terminate at different points in the midtown area, that difference is not of controlling importance in these proceedings and both are subject to substantially the same considerations. Midtown is generally deemed to be that part of Manhattan between Fourteenth and Fifty-ninth Streets, so that we are concerned here with only the northern half of that area.

No. MC-3 (Sub-No. 1), Garden State Lines.-This applicant and its predecessor have been engaged in the transportation of passengers since 1927, when previously existing bus lines were acquired. In 1932 the franchise of the Bergen County Bus Company, which operated

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between Ridgewood, N. J., and upper Manhattan, New York City, via George Washington Bridge, was purchased, and in 1934 a Ridgewood-Oradell, N. J., line was acquired. It now operates over various intrastate routes in Passaic, Hudson, and Essex Counties, N. J., and several interstate lines over all or parts of the following routes:

Route 1. From Hohokus, N. J., via Ridgewood, Paramus, Rochelle Park, Hackensack, Teaneck, Englewood, and Fort Lee, N. J., to and across George Washington Bridge over the Hudson River to its terminus at One Hundred and Sixty-seventh Street and St. Nicholas Avenue, upper Manhattan, with an alternative route from Paramus to and through Hackensack.

Route 2. From Ridgewood via Paramus, Rochelle Park, Maywood, Hackensack, Bogota, Teaneck, Leonia, Palisades Park, and Fort Lee to and across George Washington Bridge to the same terminus.

George Washington Bridge crosses the Hudson River from Fort Lee, in Bergen County, to upper Manhattan, at One Hundred and Eightieth and One Hundred and Eighty-first Streets. Riverside Drive crosses beneath the easterly bridge approach, and St. Nicholas Avenue and Broadway converge about a mile southward and pass near the entrance.

A line from Ridgewood via Glen Rock, Fairlawn, Saddle River, Rochelle Park, Maywood, Hackensack, River Edge, and New Milford to Oradell and two lines in Ridgewood that are operated via Spring Avenue at Ridgewood Avenue, starting at the station and making a circuit over various streets back to the station, handle both intrastate and interstate traffic, the latter by interchange with the above-named interstate routes 1 and 2. Wholly intrastate lines serve Clifton, Passaic, Nutley, Belleville, Kearny, and Jersey City, terminating at Journal Square, and also points from Bloomfield to North Newark, including Nutley and Belleville.

The present application, as amended, seeks a certificate for interstate operation between Ridgewood and a terminus at Fifty-First Street, in central Manhattan, via Paramus, Rochelle Park, Maywood, Hackensack, Hasbrouck Heights, Woodridge, Carlstadt, East Rutherford, Secaucus, North Bergen, Thirty-second Street in Union City, Weehawken, and Lincoln tunnel and over various city streets with an alternate route along a new thoroughfare now being constructed from New Jersey Highway 3 direct to the tunnel in North Bergen and Union City upon its completion. The right to sell chartered service is also desired. At the present time applicant's trans-Hudson passengers in the above-named communities traveling to midtown or lower Manhattan transfer to elevated, surface, or subway lines in the vicinity of its terminus at One Hundred and Sixty-seventh Street and St. Nicholas Avenue and return the same way. It is contended that a direct route in the southeasterly direction through the numer