recognized that with the advent of newer and faster equipment slightly greater mileages will cease to be a significant element. The convenience of schedules and the over-all time required for the journey will be the deciding factors. Moreover, the possibility of arranging connecting schedules so as to insure public acceptance of a service is greatly enhanced where, as in the case here, control over arrival and departure times is in the hands of one carrier.

Eastern has cited a number of prior decisions of the Board which, it argues, show by comparison a greater need for the services it proposes here than those which we have looked upon with favor in the past. A complete study of these decisions will show that the reasons for authorizing certain services were not predicated solely upon factors which Eastern, upon its own analysis of the cases, believes to be controlling. In each of the opinions there were numerous allied factors which the Board had to consider in reaching its judgment. While Eastern is correct insofar as the final result may have added another carrier over one or more segments of a route where the indicated traffic was less than over the segments here under consideration, other factors relating to the public interest were also involved, which point up the inapplicability of the precedents upon which Eastern relies.

In view of the foregoing it appears clear that the services Eastern seeks to render to presently certificated cities by an extension of route No. 10 from Louisville are not required by the public convenience and necessity. Since we can find no justification for extending Eastern's system to these major points, it does not appear that its proposed extension can be justified for the purpose of giving service to those communities not already certified. The service which, for reasons hereinafter stated, we are authorizing to these cities, with the exception of Middletown, will meet the primary needs of these points for air transportation service.

Delta's proposed extension of its system from Cincinnati to Cleveland and to Detroit involves the operation, on a point-to-point basis, of approximately 420 new route miles, and includes many of the considerations we have previously discussed in connection with Eastern's application. For example, Delta argues that the development of that part of American's route No. 22 between Cleveland and Cincinnati has been subnormal and the service inadequate, and that competition between the points would stimulate traffic. Our findings hereinbefore with respect to the adequacy of the Cleveland-Louisville service via Cincinnati obviate any further discussion of this phase of Delta's argument. Similarly, Delta's contentions with respect to the volume of new or improved one-carrier service south of Cincinnati that would be available through the route extension sought have been largely disposed of in our consideration of Eastern's application. Since Delta admits that Eastern's present service covers practically all the major cities of the South and Southeast, and that Eastern would naturally furnish some new service which Delta could not provide a fortiori if Eastern is not able to justify its proposal on the amount of new onecarrier service, Delta's application insofar as it relies on such grounds must also fail.

is entrusting the local service to a major trunk-line carrier and it is therefore unnecessary to impose any such restriction. For this reason, and in order to permit a maximum of flexibility in the experimental service authorized, we will impose no restriction on the operation of TWA to the points certificated on a temporary basis. However, the carrier in this case will be expected to work out a local service which will be fully adequate to meet the needs of the area. We will also expect that, in general, at least two schedules per day will be provided for each city certificated. A brief summary of the importance of the particular cities follows:

Springfield, Ohio, has 172 industrial plants and is located about 26 and 44 miles, respectively, from Dayton and Columbus. Its corporate population in 1940 was 70,662. The city's retail trading area in 1939 produced over 115 million dollars worth of manufactured products. A telephone survey of outgoing calls from Springfield to 344 airline cities over a test period shows that the first 10 ranking cities were points now served by TWA. Other indices of community of interest with cities certificated to TWA, such as hotel registrations and pieces of mail dispatched, indicate similar strong economic ties.

For reasons stated previously, we have authorized an extension of TWA's route No. 2 from Dayton to Cleveland. The inclusion of Springfield as an intermediate point on this segment will give it direct access to Cleveland, one of its points of principal traffic interest. In addition, so as to provide it with air service to the state capital at Columbus as well as to points east thereof, we are authorizing it as an intermediate point on that segment of TWA's route No. 2 between Dayton and Columbus.

Marion, located in north central Ohio, with a population of 30,817, is a highly industrialized and also a very productive agricultural community. The value of its manufactured products in 1939 totaled almost 17 million dollars, and its retail sales nearly 13 million dollars. The city's postal receipts in 1942 exceeded 190 thousand dollars. The nearest certificated air terminal to Marion is Columbus, which is 45 miles away. To afford this community air service to Cleveland and other points of primary traffic concern, we are including it as an intermediate point on TWA's route No. 2 on that segment extending from Dayton to Cleveland. Thus Marion will not only be offered long-haul service to major cities on TWA's system, but can also be given a local service to Springfield and Mansfield.

Zanesville, Ohio, is a city of over 37,000 population and is also without scheduled air service. The nearest air terminal is 54 miles distant at Columbus. Within the retail trading area of this city there are six communities, each of which has a population in excess of 2,500. The widely diversified industries located in Zanesville, including well known glass, pottery, and steel works, employ more than 11.000 persons. The value of the manufactured products of the city's retail trading area in 1939 totaled $48,729,000, and its agricultural products were valued in excess of $18,000,000. Wholesale and retail sales for the same area were in excess of $19,000,000 and $50,000,000, respectively. We believe that this city's air service needs will be best met by including it as an intermediate point on TWA's route No. 2 so as to provide it with service to Columbus and Pittsburgh and other beyond-terminal points with which it has a community of interest.

on Delta's system. This agreement has been the subject of a public hearing, but the record in that case is not before us for determination at this time. Accordingly, our denial of Delta's Detroit-Cincinnati proposal is without prejudice to the interchange of equipment agreement, which will be decided on its merits when that case comes before us for decision.

In view of all the evidence of record, we find that the services proposed by Eastern and Delta in the foregoing respects are not required by the public convenience and necessity.

EVANSVILLE AND CHICAGO SERVICE

Both Eastern and Chicago and Southern have requested authority to provide a direct one-carrier service between Evansville and Chicago via the intermediate point Terre Haute. Eastern also seeks either a new certificate or an extension of its route No. 10 so as to include Evansville as an intermediate point between Nashville and Indianapolis.

The latter proposal would duplicate that part of Chicago and Southern's existing service over route No. 8 between Indianapolis and Evansville. The authorization for this service had been in effect slightly over a year before the record in this case was made, and actual operations were commenced only 4 months prior to the public hearing herein. As of September 1946 Chicago and Southern carried 1,082 passengers between Evansville and Indianapolis. During May 1947 it operated eight schedules daily between these points, which would appear to be adequate to meet the traffic demands. Eastern would offer no apparent improvement over the existing service since Indianapolis already has direct access both to Chicago and to points south on Eastern's system over route No. 10. On the other hand, Eastern would unquestionably divert a large part of Chicago and Southern's revenues, which, in the absence of other considerations, would not be in the public interest. In view of these factors it does not appear that the public convenience and necessity require Eastern's proposal in Docket No. 1871.

The question of service between Evansville and Chicago via Terre Haute poses a somewhat different problem. There is at present no direct single-carrier service between these cities. Evansville passengers must travel to Indianapolis via Chicago and Southern and there make connections with either American or Eastern for transportation to Chicago. An indirect one-carrier service is available over Eastern's system via route No. 47 from Evansville to Louisville, and from the latter point via route No. 10 to Chicago. Due to the circuity involved this routing is not a practical one. Terre Haute is provided east-west air service on TWA's route No. 2. To reach either Chicago or Evansville, cities with which Terre Haute has a strong community of interest, the traveler must transfer at Indianapolis to a connecting carrier. Due in all probability to the relative shortness of the journey, this has not proven to be an attractive or even an acceptable type of service in competition with surface travel.

Evansville is nearly equidistant on Eastern's system from St. Louis, Louisville, and Nashville. It is also a certificated point on Chicago

8 Docket No. 2346.

is presently authorized for air service, the nearest certificated terminal to Lima being Fort Wayne, which is 62 miles distant, and to Findlay the nearest airline stop is Toledo, which is 46 miles away. The populations of these cities in 1940 were 44,711 and 20,228, respectively. Both cities are important from the standpoint of the 30 large industrial establishments located there as well as the richness of the farming area surrounding them, which in 1945 produced agricultural products valued in excess of $25,000,000. An indication of the large community of interest that will be served may be seen from the fact that a hotel count covering 61 percent of the hotel rooms in Lima and Findlay showed registrations from Detroit and Toledo numbering 7,419. While the hotel guests from Dayton and Cincinnati were not so great, totaling 2,609, they were among the leading cities in point of rank. On the basis of all the evidence we believe that Lima and Findlay should be added as intermediate points on route No. 58 between Toledo and Dayton rather than between Toledo and Columbus. This former routing would require a deviation of only 3 miles from the straightline course between the termini now traversed by TWA.

With respect to the previously authorized eastern leg of this route between Toledo and Columbus, we further believe that the city of Marion should be included as an intermediate point. This important community described hereinbefore will then be afforded direct service in a north-south direction not only to the State capital but to Toledo as well. Since we have previously authorized service to this city on the extension of TWA's route No. 2 to Cleveland, no additional expense will be incurred in establishing station facilities to render this service.

With reference to the authority we have hereinbefore granted to TWA in connection with its service to Lima, Marion, and Mansfield, we have observed the substantial amount of evidence supporting a need for air service between these cities and such points as Fort Wayne, Chicago, and Pittsburgh. The authorizations previously awarded will meet the needs of traffic traveling principally in a northsouth direction. To satisfy the demands of the east-west traffic flow, we will also authorize the inclusion of Fort Wayne as well as Mansfield, Marion, and Lima as intermediate points on TWA's route No. 2 between Pittsburgh and Chicago. Fort Wayne is presently a certificated city on another segment of TWA's route No. 2, but service cannot be rendered to and from the new points authorized for service herein which we find to be required by the public convenience and necessity. No additional expense for station equipment, etc., will be involved. However, it would be possible under the authority granted to TWA for that carrier to operate one-stop competitive services with United between Chicago and Cleveland, and between Chicago and Toledo. There is no evidence here that the existing service between these pairs of points is inadequate or requires competition. In addition, for reasons stated hereinafter, we have authorized United to conduct operations between Fort Wayne and Cleveland. Obviously competitive services between these newly authorized points are not required at this time. Accordingly, in the certificates granted to TWA we will include a restriction preventing that carrier from serving Chicago and Cleveland, and Fort Wayne and Cleveland, by the same

The additional cost of setting up a station at the latter point would be approximately the same for either carrier. Both carriers can presently serve Evansville to and from every point south of that city on their respective systems. The primary and only need here is for a direct Evansville-Terre Haute-Chicago service.

Chicago and Southern proposes to serve the route as an alternate to its Chicago-St. Louis-Memphis service. The distance between Chicago and Memphis via St. Louis is 508 miles. If operated via Paducah, Evansville, and Terre Haute, the new route would involve no additional mileage.

During the month of September 1946 there were 207 passengers between Chicago and Evansville. Of this number 23 were carried, somewhat circuitously, by Chicago and Southern via Memphis; 3 passengers were carried by Eastern over route No. 10 via Louisville; all but 4 of the remainder were carried via connections at Indianapolis by either Chicago and Southern and American or by Chicago and Southern and Eastern. There was only 1 passenger for that period between Terre Haute and Chicago. It is obvious that all of this connecting traffic will be lost to whichever carrier is certificated to operate the direct service. On the basis of the economic need of the respective applicants it is clear that Chicago and Southern, with its limited traffic potential, would sustain the greater injury by the resulting diversion if Eastern were authorized to perform the service.

Upon the basis of the foregoing considerations and all the facts of record, we find that the public convenience and necessity require the service proposed by Chicago and Southern in Docket No. 1076, and that the applicant's route No. 8 should be extended from the intermediate point Evansville to the terminal point Chicago via the intermediate point Terre Haute. Eastern's application in Docket No. 1871 and that part of its proposal in Docket No. 1795 seeking authority to serve Evansville and Chicago via Terre Haute will be denied.

CHICAGO AND DETROIT

Both Braniff and Chicago and Southern have applied for authority to conduct service between Chicago and Detroit. The former seeks to serve South Bend as an intermediate point on the proposed route; the latter requests a nonstop route between the termini and alternate routings as follows: (a) via Fort Wayne and Toledo, (b) via Michigan City, Elkhart, and Adrian, and (c) via Toledo.

Braniff's main reliance is on the alleged need for one-carrier air service between Detroit and South Bend on the one hand, and the trade areas it serves in the Southwest on the other. Chicago and Southern contends that it is extremely important that it be authorized to close the gap between its two northern termini, i. e., Chicago and Deroit, so as to permit not only a better utilization of its equipment but also to make possible more effective air service in the direction of the primary traffic flows from the cities it now serves. While Braniff takes the position that the principal need is for service long-haul in nature to and from Detroit, and has expressed a willingness to accept a certificate prohibiting purely local service between the points proposed, Chicago and Southern, on the other hand, argues that the principal need is for service essentially local in character.