present express schedule appears to require 55 minutes. Inter-City conceded doubt that Manhattan can save 10 minutes in running time by operating over Tonnelle Avenue rather than over Boulevard East. No saving in time of more than 5 minutes appears possible, and it is not likely that the competitive situation will be changed to such an extent as to materially adversely affect Inter-City. In fact, Inter-City makes it clear that its principal apprehension is that Manhattan will reduce its advertised time in transit to less than Inter-City's running time. The question of advertising practice and its effect upon Inter-City is not a matter which may properly be considered here.

We conclude, therefore, that public convenience and necessity require operation by Manhattan and Westwood over the proposed route for operating convenience only, serving no intermediate points. The Manhattan companies and the Westwood companies now have authority under their present certificates to transport express and newspapers, and similar authority will be granted herein.

In several prior cases we have, contrary to the principle announced in Bigley Bros., Inc. Contract Carrier Application, 4 M. C. C. 711, issued joint certificates to the two Manhattan companies and similar certificates to the two Westwood companies. Compare Lincoln Tunnel Applications, 12 M. C. C. 184, Manhattan Coach Line, Inc., Ext.-Intermediate Points, 28 M. C. C. 829. Recently however it has been demonstrated that such action contributes to such confusion and regulatory problems that it should not be continued. Accordingly we shall herein authorize the issuance of a certificate to one only of the Manhattan companies and to one only of the Westwood companies. These applicants will be allowed 60 days after the service of this report within which to elect which carrier of each pair shall receive the certificate to be issued in each instance.

The respective applicants are fit and able to perform the operations for which authority is granted herein.

TEANECK EXTENSION

Nos. MC-3701 (Sub-No. 3) and MC-3705 (Sub-No. 3).-Westwood now operates a bus service, among others, over a route extending from Rochelle Park through Maywood, Hackensack, Bogota, and Ridgefield Park, and thence in a southerly and easterly direction through other New Jersey points to New York City via the tunnel and return. That portion of the present route which is involved herein extends from the southeastern corner of Hackensack in a generally easterly direction in Bogota over Fort Lee Road, River Road, and Main Street, to the intersection of Palisades Avenue, thence in a southerly direction along Palisades Avenue to North Avenue, thence in an easterly direction along North Avenue to the intersection of Queen Anne Road in Bogota

which becomes Main Street in Ridgefield Park, thence in a southerly direction along Queen Anne Road and Main Street to Mount Vernon Street in Ridgefield Park, thence in an easterly direction along Mount Vernon Street to Teaneck Road, thence in a southerly direction along Teaneck Road, crossing under New Jersey Highway 6, to Truitt Street, and thence in an easterly direction along Truitt Street to New Jersey Highway 6. In the reverse direction, Hille Place and Emerson Street are used in Ridgefield Park between New Jersey Highway 6 and Teaneck Road. By the instant application, authority is sought to operate over an alternate route beginning in the northeastern section of Hackensack at Main and Anderson Streets and extending in an easterly direction for a short distance along Anderson Street until it becomes Cedar Lane, in Teaneck, thence in an easterly direction along Cedar Lane, for slightly over a mile, to Queen Anne Road, thence in a southerly direction, for slightly over a mile, to the Bogota line, thence continuing for about one-half mile in a southerly direction over Queen Anne Road, in Bogota, and Main Street in Ridgefield Park (in part over Westwood's present route from the intersection of North Avenue along Main Street to the intersection with Mount Vernon Street) to New Jersey Highway 6, and thence in an easterly direction for about one-third of a mile along New Jersey Highway 6 to the intersection with Truitt Street. In the reverse direction, the southern-most termini of the proposed route would be at New Jersey Highway 6 and Hille Place, in Ridgefield Park.

That portion of the proposed route which runs east and west in Teaneck along Cedar Lane is approximately nine-tenths of a mile north of the present route along Main Street in Bogota; and in Bogota the proposed route over Queen Anne Road, which is east of the present route, ranges from approximately 1,750 feet on the north to 2,200 feet on the south from Palisades Avenue, the present route. Between Teaneck and New York City, Westwood proposes to render a 15minute rush-hour service and a 30-minute non-rush-hour service. The proposed running time between Teaneck and mid-town New York is 40 minutes.

As proof of public convenience and necessity, Westwood relies upon the testimony of public witnesses and that of the traffic expert hereinbefore referred to. With respect to this proposed extension, the expert made a study of the territory, the existing facilities, and the trends of traffic; and through him there were offered in evidence (1) tables showing the proposed schedules, (2) exhibits based upon traffic checks made at specified points of the service of Westwood and its competitors, and (3) exhibits listing returns from questionnaires and computations based thereon. Here again, protestants objected to the receipt in evidence of the latter group of exhibits. The joint

board overruled the objections in part and admitted the exhibits based upon the returns to the questionnaires, solely for the purpose of showing one of the grounds upon which the expert arrived at his opinion that the proposed service is required. Westwood, in its brief and exceptions, lists as error the failure of the board to admit such exhibits without limitation.

The questionnaires consisted of postal cards which were mailed to persons residing in Teaneck and were designed to solicit information concerning their transportation habits and the desirability of the proposed service. As indicated above, the returns to such questionnaires and the computations therefrom formed one of the bases of the expert's opinion that the proposed service is required. The admissibility of such returns and computations therefrom have been previously discussed herein in connection with the Tonnelle Avenue route, and for the reasons therein set forth we conclude that they are inadmissible. The expert's opinion was based in part upon data other than the questionnaires and is entitled to some weight.

Four public witnesses appeared in support of the proposed route. Of the four, only one travels to and from New York City daily, two travel once or twice a week, and the fourth, a representative of a realestate operator with offices located at the intersection of Queen Anne Road and Cedar Lane, travels to and from New York City infrequently. The latter supports the proposed operation, as a representative of his firm, in the belief that additional transportation facilities will aid in the sale and development of Teaneck real-estate properties. All of such witnesses are within a short walking distance of existing motor-carrier routes to New York, more fully described hereinafter. Westwood's present route touches a corner of Teaneck, but does not pass through that municipality. It contends, however, that a number of Teaneck residents walk to its lines in Bogota because they prefer the service rendered by it, particularly its busses and the route through the tunnel. No statistics showing the number of Teaneck passengers transported by Westwood are shown. Two of the public witnesses, however, walk to Westwood's tunnel line because they prefer the service and also to save 5 cents on the fare paid.

At present, most passengers between Teaneck and New York City are transported by interstate busses over the George Washington Bridge (hereinafter called the bridge) to uptown New York, where they take subways to their destinations. Teaneck now has the interstate bus services of Public Service, Inter-City, Rockland Coaches, Inc., and Spring Valley Motor Coach Co., and the intrastate services of Public Service which act as feeder lines to its interstate lines. Public Service's tunnel route through Teaneck extends in a northsouth direction along Queen Anne Road to Fort Lee Road, thence

in an easterly direction along Fort Lee Road to Teaneck Road, thence along Teaneck Road to Ridgefield Park, and thence to New York City through Ridgefield Park, Ridgefield, Fairview, North Bergen, Union City, Weehawken, and the tunnel. Thus, in Teaneck the only portion of the proposed route not served by Public Service is that segment of Cedar Lane west of Queen Anne Road, a little over a mile in length. Over its tunnel route, Public Service operates daily 24 round trips from 7:15 a. m. to 12:14 a. m., 8 of the south-bound trips through Teaneck being between 7:15 a. m. and 9:29 a. m. Over the same route that its tunnel busses operate, Public Service also operates approximately 39 intrastate round trips to Journal Square, Jersey City, which passengers may use to connect with a number of tunnel busses at points along the intrastate route. Along the Queen Anne Road portion of the proposed route, Public Service operates 61 interstate schedules a day to uptown New York over the bridge and 35 intrastate schedules to the One Hundred and Twenty-fifth Street Ferry. Along Fort Lee Road in Teaneck, Public Service also operates 82 schedules a day to uptown New York City over the bridge, and 105 intrastate schedules to the One Hundred and Twenty-fifth Street Ferry. Other routes are also operated, both interstate and intrastate, but, because of infrequent service or circuity, they need not be discussed.

In Teaneck, Inter-City operates over New Jersey Highway 4, which is located approximately 2,800 feet north of Cedar Lane, and thence easterly over the bridge to New York City. Over such route, it operates 118 round trips daily to and from New York City, of which about 35 trips move to and from midtown New York and the remainder to and from uptown New York. It also conducts an operation along that portion of Cedar Lane extending from Hackensack to River Road, a distance of about 800 feet, thence in a northerly direction along River Road to New Jersey Highway 4, and thence to New York City over the bridge. The frequency of service over such route, however, is not shown. In addition, 50 round trips a day are operated over Fort Lee Road, which crosses the proposed route at Queen Anne Road, to and from uptown New York over the bridge. Rockland Coaches, Inc., and Spring Valley Motor Coach Co. also operate over New Jersey Highway 4; they, however, presented no evidence as to their schedules and services.

In Bogota, the proposed route over Queen Anne Road parallels the present route of Westwood and is located east thereof at distances ranging from 1,750 to 2,200 feet. It also passes over the same street (Queen Anne Road) as Public Service's intrastate route to Journal Square. Public Service's tunnel route touches an eastern point of Bogota, and Inter-City's George Washington Bridge route crosses the proposed

route in Bogota at Fort Lee Road. No public witnesses appeared in support of this portion of the proposed route.

That portion of the proposed route which is in Ridgefield Park duplicates a substantial portion of Westwood's present route over Main Street; and that portion of Main Street south of Mount Vernon Street, which is part of the proposed route and not served now by Westwood, is located 1,800 feet from the present route along Teaneck Road, at Mount Vernon Street on the north, and 1,300 feet from Teaneck Road at New Jersey Highway 6, on the south. Along the proposed route in Ridgefield Park, Public Service renders a service to and from New York City over the bridge, but such service is infrequent and poorly patronized. It also operates over the proposed route, 45 intrastate schedules daily destined to Journal Square via Palisades Park, over a route which is somewhat longer than its tunnel route. In addition, Public Service's tunnel busses, previously described above in the Teaneck discussion, operate over Teaneck Road in Ridgefield Park. No public witnesses appeared in support of this portion of the proposed route.

With respect to a public need for operations over those portions of the proposed route which pass through Bogota and Ridgefield Park, the record is meager. No public witnesses appeared in support thereof, and the sole testimony in that respect is that of the expert witness who expressed his opinion that there was such a need. The distance of Westwood's proposed route from its present route in Bogota and Ridgefield Park is so short that, generally, prospective passengers residing in the territory surrounding the former and desiring to use Westwood's service, are within reasonable walking distance of its present routes. In addition, the facilities of other carriers are available.

The sole question remaining for consideration is whether public convenience and necessity require the proposed extension in Teaneck. It is Westwood's contention that a tunnel route between Teaneck and New York City is required; that the service of Public Service over its tunnel route is inadequate; and that its (Westwood's) proposed 15-minute non-rush-hour service with more frequent rush-hour service will fulfill the public need. Public Service and Inter-City, on the other hand, contend that Teaneck is more than adequately served. Rockland Coaches, Inc., and Spring Valley Motor Coach Co. agree that there is a need for more service, but state that they will render a more adequate service over their proposed routes. The proposed operations of the two last-named carriers will be the subject of a separate report.

The township of Teaneck and the Village of Ridgefield Park oppose operation by Westwood over the proposed route, stating that the