This involved a trolley that made a 25-minute ride. The stretch between Little Falls and Montclair Heights was about ten minutes. In early 1926, the municipality looked at the possibility of building a new business zone in the northwest section of Montclair. This new business district would involve the areas around Montclair Heights and nearby Mountain Avenue station. This new business district would be built in the area around Carlisle Road. This was after the committee in charge declined building it along Mount Hebron Road or Normal Avenue. A two-block stretch of Carlisle Road would be involved in this new business zone. This proposal included building a new roadway on the western side of the tracks between Mount Hebron and Normal. The next proposal included a recommendation of building a new station at Mount Hebron Road to consolidate the Mountain Avenue and Montclair Heights stations. Unlike the former station, this one would be located on the southern end of the road crossing at Mount Hebron. Unlike Montclair Heights station, which lacked a platform in the inbound direction, this new station would have two platforms, serving about 250 commuters daily. The committee argued that the existence of both stations inhibited the development around the Mountain Avenue station, which was in the way of traffic on Upper Mountain Avenue. With Montclair Heights, the lack of a platform on the western side of the tracks inhibited residential development. This was also being exacerbated by the existence of the Normal School and the hills overlooking the station. The new station would open development with less restrictions. Opposition was immediate. One resident wrote into "The Montclair Times" that the new business zone was a mask to keep businesses off Laurel Place and Valley Road. The resident argued that closing the Mountain Avenue station would not result in the commuters using the new station. Those commuters, about 250, would walk down to the Upper Montclair station. The ~100 commuters who use Montclair Heights would move to the new station, defeating the 350 proposal offered by the committee. The closing of both stations would result in the decrease of property values around the area. The resident argued that property values with a station were much higher and that moving a station a half-mile away would make them drop due to lack of convenience. The writer, who got signatures after a 1925 proposal to do the same thing, noted that it would require locals to walk 15 minutes 300 times a year to the other stations. Thomas Topping, the author of 22 Glenwood Road, would note that the group involved in the protest would continue to fight.