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I do have to admit that outside of Jackson Heights, the College Point area was done pretty badly by the MTA. The main problem I have in the area is with the QT84, as it is literally just to fill the areas not served by other routes. 20 Ave needed service and so did Francis Lewis Blvd north of Northern Blvd, but this combination the MTA made is just bad. While there is probably nothing that will get me to support the QT65 heading to Flushing over it not, if it were to terminate in Flushing, what would be the routing you would have it take? My main concern would be reliability, so I would rather have it operate via Northern Blvd to Main St over serving 45 or 46 Ave and Parsons Blvd, and having to deal with the approach to Roosevelt from the southeast on Kissena.

Unless service was added because of the subway shutdown, the Q40 normally doesn’t have overnight service. Even though it is listed on the Queens Bus Service Guide as hourly overnight, there is a gap from 1:27 to 3:50 northbound and from 2:00 to 4:15 southbound where there is no service, so it shouldn’t be on the overnight map.

I agree with there not being a need for 2 Utopia Pkwy routes. I assume you meant the QT64 since the QT65 is on 164 St. The main usage will definitely still be between 169 St and Horace Harding Expwy. If the MTA was putting short turns on routes, from HHE to 165 St Terminal (even though the Remix map shows it terminating at 164 St/Hillside, which makes no sense) would be the place to terminate most service. I think it is a little better just from the routing perspective since it doesn’t go far east from Jamaica just to go even further west after heading north compared to the Q17 and Q76. Its basically straight north and then west. However this brings up another point. A lot of the route combinations are based on ridership, which makes sense. The MTA took high ridership routes like the Q23 (north of Queens Blvd) and the Q46 (west of 188 St) and combined them to save money. They did the same for lower ridership routes like the QT64, which is a combination of the Q31, Q16 (Utopia Branch), and Q20B, some of the lower ridership routes in Queens. But the southern portion of the Q31 that is shared with the Q30 has a significantly high ridership than the rest of the route. The QT64 shares this problem with the QT65. I am glad that the Q65 now longer serves both Flushing and Jamaica. But based on personal experience, the ridership on the QT65 will drop relatively significantly compared to today’s Q65 since Flushing is out. And based on that the QT65 on weekdays north of Queens Hospital seems way too frequent for the suburban areas it will serve, even at every 10-12 minutes. Same goes for the QT64. Weekdays south of HHE, I think every 15-24 min for most of the day with be too little, but north of HHE, service every 20 minutes on weekends and every 60 minutes overnight is too much. Both routes have no real ridership generators north of Kissena Park except for transfer points at 46 Ave and Northern Blvd. Maybe for the QT65 instead of serving 160 St, since apparently their is community opposition, have it cover the QT51 from Crocheron/162 St to Bay Terrace? That would at least be a better source of ridership plus Crocheron would get daily service. I don’t have that big of an issue with the number of routes using Queens Blvd between Forest Hills and Kew Gardens, simply because the only one actually stopping between 71 Ave and Union Tpke is the QT60. The QT11 won’t even be stopping in Kew Gardens heading towards Fresh Meadows, though the QT86 will. Also no one was clamoring for a one seat ride from Main St to Yellowstone. People were asking for a local bus on Yellowstone and the Q20 was almost useless the closer to Jamaica it got, so the MTA probably thought why not combine the two? As for the lack of usage of the Q20 compared to the Q44, it is almost ridiculous. I remember when I would be heading home from high school, I could take either the Q20 or Q44. Usually I would end up catching the same Q20B every day. Students would wait for the Q44, especially since it became SBS, no matter what. There could be 30 students waiting and the nearest Q44 could be leaving Merrick Blvd and there could be 3 or 4 Q20’s between Merrick and Manton, and at most 4 or 5 would get on the local, even if they were heading somewhere south of Flushing. They would even pass up the Q20 if they were heading to Union Tpke for the Q46, and still not get a SBS ticket. The Q20 was simply less than an afterthought for them.

This isn’t as bad as some of the duplications today. QT69 acts as a local while the QT1 is the limited, similar to the Q69 and Q100 today. QT14 is actually nonstop during the entire portion the QT87 shares with it on Jewel Ave from Main St to Forest Hills The same could be said about the Merrick Corridor (QT18/40/41/42) and Guy R. Brewer Corridor (QT13/19/43/45), as well as the Sutphin Corridor (QT20/46/47). On all of these the red local routes (QT18/19/20), and purple express (QT33-34/36/38-43/45) which serve as limited service since the corridors don’t have their own blue routes (except for Guy R. Brewer which is why the QT13 stops are further apart), and then as locals when the routes diverge, serve distinct purposes. It’s better than a corridor like Kissena Blvd that has both the Q25 and Q34, when one would be fine, especially with how infrequent the Q34 is outside of rush hours.

I actually was on on a tour of Belmont where they explained what the situation was going to be last summer. I have a packet with a bunch of diagrams and information but I can’t find it. I also have heard much publically so I don’t know how much has been revealed that I can explain. The station will be a Hempstead Branch station and receive service roughly every 20-30 minutes during peak hours, and every 60 minutes off-peak. The plan was for it to be served by AT MOST, 1 train to the Port Jefferson Branch and 1 train to the Ronkonkoma Branch, on event days at the arena, in addition to the Hempstead Branch trains. These wouldn’t be new trains, but existing trips with a additional stop. For service to other branches, like Oyster Bay, or the Atlantic branches, people would still need to head to Jamaica. If I remember correctly, lawsuit had been filed by either the Village of Floral Park or residents argueing against quality of life changes. At the time I was an intern at a local representative’s office and there were lots of reasons they had heard from Floral Park and Bellerose. They included: Against the arena because of the traffic conditions it would bring, even though it wouldn’t affect their side of Belmont They were against the new shopping area, hotels, and homes being built south of the arena because it would urbanize the area They were against the station as a whole because the Belmont Park Branch exists already to serve the area Once they couldn’t stop the station, they attempted to block any entrances on the northern side of the tracks. They were against street exits onto Superior Rd because it would allow “undesirable” people to have access to the neighborhood. The representative I worked for attended a community meeting after this and it was reportedly almost entirely made up of Floral Park/ Bellerose residents who were furious about any of these plans.

Even so, its the only major corridor with nothing, aside from the QT87 north of HHE. Even if the MTA gives it something minimal. The minimum guideline is currently supposed to be a bus stop within 0.25 miles anywhere in NYC except for southwestern Staten Island where I believe it is 1 or 1.5 miles. The LIRR is supposed to serve low ridership stations on the Montauk and Greenport Branches at a minimum of every 120 minutes. Both of those standards aren’t followed. The old standard for the public bus lines had the Q21 between Ozone Park and Rockaway having the frequency of every 72 minutes off-peak. Might as well ignore the current maximum 30 minute headway for buses as well. Give the full Little Neck corridor service between Little Neck LIRR and Queens Village LIRR via LN/Jamaica, weekday rush hours only, every 60 minutes. There will never be a successful route on LNP, but the area is too big for the MTA to just abandon completely.

At least it is the only route that I have really noticed that suffers from this problem. Plus most of the routes it shares streets with are the purple express routes to Jamaica. On on Jewel Ave where the QT14 operates is it different, since the QT14 skips all stops on that section. It’s also weird with the other points. I feel like the only reason why the QT86 serves Forest Hills south of Queens Blvd is because the MTA recieved requests for a Yellowstone Blvd route and what else could they put there? I do have to give credit to the MTA for one thing though. No limited routes (basically the QT1-7,13,44,50,52) share numbers with locals. Even though the routes a slightly different, the QT1 is a limited QT69, the QT2 is a limited QT76, the QT3 is a limited QT54, the QT6 is a limited QT58, the QT44 is a limited QT86, and the QT52 is a limited QT83. While the didn’t do this for the Bronx, I hope for Brooklyn and Manhattan the limited get different numbers.

Sorry if I didn’t make it clear. Understood that you meant for the QT87 to replace the QT14 leg from Forest Hills to Electchester. But I have noticed another problem. There is a reason why the MTA made the QT87 infrequent. It shares large chunks of its route with other routes. Look at the comparison of weekday frequency with the current routes and QT87: Numbers from the Queens Bus Service Guide (AM/NOON/PM/EVE/NITE) Metropolitan Ave Area to Forest Hills-71 Ave : Service levels are roughly the same/slightly worse Current Q23: 8/12/7/9/- Split between QT86 on Yellowstone: 20/24/15/30/- and QT87 on Ascan: 18/30/18/30/-; averages out to 9.5/13.5/8.25/15/- Forest Hills-71 Ave to Main St: Service levels are much worse Current Q64: 4/10/3/6/30 QT87: 18/30/18/30/- If you need from exactly Forest Hills to Main St/Jewel Ave: 9.5/13.5/8.25/15/- since you can take the QT86 via Vleigh Pl 188 St to Springfield Blvd: Service is reduced, but Q88 ridership doesn’t match the amount of service it gets east of 188 St Current Q88: 3/9/4/15/- Split between QT33: 15/15/15/24/- and QT87: 18/30/18/30/-; averages out to 8.25/11.25/8.25/13.5/- Springfield Blvd to Little Neck Pkwy/HHE: Service levels are better Current Q30: 15/15/15/12/- Split between QT34: 12/14/12/24/60 and QT87: 18/30/18/30/-; averages out to 7.5/11/7.5/13.5/60 HHE to Little Neck LIRR: Slight service improvement Current Q36: 20:30:15:-:- QT87: 18/30/18/30/- The QT87 only needs more service between the subway and Main St, the portion where the QT14 is nonstop. The short turns might as well be a separate route to Queens College via Jewel and Melbourne. The furthest the QT87 short turns could need to go is 188 ST, as that is the only section it is alone, but that’s because it has the least ridership potential. Everyone overthere is already either driving or taking the Q46/future QT11. If you add service, you’ll end up either overserving one area or reducing service on other routes like the QT33 or QT34. Its a real complex puzzle and there are only so many pieces.

This. The connections is something the MTA actually got right. They did go about some of it in a weird way, but once you see what they were aiming for you understand why the map looks like it does. Routes like the QT11 and QT14 were created because they a pieces of high ridership routes that co places that were difficult to go directly. I didn’t answer this earlier. The QT14 would allow this trip to happen for $2.75, avoiding the $7.75 Airtrain fare. Plus it avoids Jamaica. The same with the QT86 and QT87. There were complaints that people wanted to go from the southern side of the Q23 to the side north of Queens Blvd. But they got this instead. The ridership on the Q23 drops decently south of the subway in Forest Hills, so the number of people actually using the Q23 like that is lower than the rest of the route. But now one can get from Forest Hills to Flushing or Little Neck in one seat. A two seat ride even opened up from Williamsburg (QT54) to far eastern Queens (QT87) without needing to go through Jamaica. These routings may look strange at first glance, but they connect Queens in ways that were never possible in the current network. On another note, I have to disagree it’s you on the QT87 handling Jewel on its own. Let’s say that it did take over Jewel Ave instead of 73 Ave. It would only be able to do that until 164 St since the road is either too narrow for buses or is one direction eastbound at some points. But the main problem is frequency. Depending on time of day and what day it is, the QT87 is proposed to run anywhere from every 18 minutes during rush hours to every 30 minutes on Sundays. At this frequency, people would might as well walk to the subway since the buse would be full by the time they get to Kissena Blvd if not earlier. One would then assume that they should add short turns on the route between 164 St and Forest Hills. But then, that is where the problem is. One of the goals of this redesign was simplicity. That meant reducing the variations of service patterns. The only route, correct me if i am wrong, that has short turns is the QT50, because the service pattern to Co-op City will only operate during rush hours. They would probably keep the Q64 with reduced stops before they would add short turns to the QT87 since it would be so many buses before one heading to Little Neck would arrive.

The ones I’m deeming decent are ones that i would have no real issues if they were implemented like they were proposed, aside from a few street adjustments that don’t change what the route is trying to do, like with my suggestion for the QT65 and QT80. With the ones that I labeled as okay, the concept the routes portray is fine, but there could be improvements that make the system better, or things that the public response to the draft plan might cause. Here is what I mean: QT13 The purpose is to make the trip from Jamaica to Far Rockaway faster than the current Q113/Q114. But in the process it eliminates bus service from B. 9 St/Cornaga Ave. People in that area would have to walk to either the N31/N32 on B.19 St or N33 on Seagirt Blvd for service to Mott Ave That’s why I proposed a Shuttle from Bayswater to Seagirt Blvd/B. 20 St. Even though I suggested it run rush hours only, it would maintain some service in that part of Far Rockaway and restore service to a nearby neighborhood. It’s not something that would break the system if Rockaway east of B. 19 St had no Sunday service since the other bus would be the N33, as there are other areas of Queens that were left without bus service that should get some before this area. QT15 Before the redesign I thought that the Q25, Q34, and Q65 should be split at Flushing, with 2 routes between Flushing and Jamaica, and 3 between Flushing and the respective northern terminals. With all three of them serving Jamaica, Flushing, and College Point/Whitestone, it makes them unreliable. A QT15 that combines the northern portion of the Q65 with a route south of Flushing would suffer the from almost the same unreliable service, minus the fact that won’t serve Jamaica. It won’t be as bad as the Q25/34/65 today, but not that much better unless Flushing traffic is dealt with somehow. QT18 It simply needs a better northern terminal than Union Tpke/Springfield. QT30 Catchment area is kind of narrow. I think it is a good partial replacement for the Q17 in Fresh Meadows, but I feel that the nonstop portion will keep ridership a little lower than it could be if you added in as stop or two. QT35 The MTA will make sure only one route serves western Rockaway. It will probably end up on Rockaway Beach Blvd regardless of community opposition. While I am okay with it on RBB, others clearly aren’t. QT41 The big complaints people had when the draft plan came out was that it didn’t serve all of 120 Ave and that the QT73 didn’t go to Jamaica. The entire route isn’t even that far of a walk from QT40, QT42,or QT68, plus the MTA proposed eliminating weekend service back in 2010 due to the budget cuts. The shorter route with a big nonstop portion honestly is setting this route up to not do as well as the MTA hopes. Wouldn’t really have any issues if it doesn’t even wind up in the final plan. QT60 Biggest complaint was the loss of a one seat ride, mostly by seniors. The senior fare is half of the regular fare, so even if they must transfer, they aren’t enduring an extra fare. The convenience of a one seat ride isn’t more important to me over reliability, especially since th route parallels the subway for a decent chunk, but to them it is. I’d ont know if the MTA would cave into their demands. QT61 I’m worried that a route serving Manhattan, Queens Plaza, Roosevelt Ave, and 74/75 Sts will be unreliable due to traffic conditions. However it is better than the Q32 which parallels the and Q33. QT67 I feel like the traffic on Jamaica Ave east of Springfield Blvd will decrease reliability even more than Liberty Ave and Downtown Jamaica would. QT68 Overall it does a lot with serving the airport, Farmers Blvd, Liberty Ave, 165 St Terminal area, plus Hillside down to Jamaica Hospital. Ending it at 165 St Terminal would have been enough. QT73 Francis Lewis not being split at Hillside is great. Splitting it at Northern instead is not. Plus putting the bus on Sanford instead of Northern reduces reliability.

To me, aside from the frequency problems, there are not a lot of negatives, just not a lot of outright great ideas. A lot of the changes are okay. The ones that are negative though are very bad. Not going to mention frequency because that could change in the final plan. Close to perfect: QT16 QT17 QT19 QT31 QT32 (Ignoring stop placement) QT33 QT45 QT46 QT47 (Ignoring hours) QT48 (Ignoring hours) QT51 (Ignoring hours) QT52 (Not including the lack of a QT53) QT54 QT55 QT56 QT58 QT70 QT71 QT72 (Ignoring stop placement) QT79 QT85 QT86 QT87 Decent Routing Suggestions: QT1/2/4/5/7 These four routes do a decent job of combining both the Brooklyn and Queens networks. Just because they are separate counties doesn’t mean service should end right after crossing over and serving a small part (ie. B57 ending in the middle of Maspeth) QT6 is definitely an improvement for people traveling for long distances on the Q58 QT10 Better connections for 81 St area to Elmhurst QT12 HHE definitely needed a one shot ride between Elmhurst and Springfield Blvd. Better than the Q88/Q30 combo one would need today. QT20 Don’t know how much I like that it continues all the way to the Lefferts Blvd Airtrain Station QT34 Douglaston definitely needed some bus service south of HHE. Wonder if this and the QT36 will cause the elimination of the N26 since both hospitals are major ridership points for it. QT36/40 Extensions to LIJ/Elmont Rd respectively are good. County line should not be the terminal if a better connection or trip generator is nearby. QT42/43 No need to have the Rosedale LIRR branch if there will not be late night service on the QT42. QT43 ending is Rosedale makes everyone take the QT42 to Green Acres. QT44 Fordham extension is pretty good. Plus it won’t get stuck in too much traffic in Jamaica now that it only serves Jamaica Center. Should get rid of Bx9 east of Fordham Plz once they extend the QT44. No need for two routes between the Bronx Zoo and Fordham Plz. QT64 Should terminate at 165 St not 164 St/Hillside like they have on the remix map QT65 Should serve Addisleigh Park a little better. On the northern end it should take Francis Lewis up to 154 St and follow the Q15 to Beechurst instead of cutting down 160 St north of Willets Point Blvd QT66 Too much of the portion they cut off was wasted mileage QT78 Roosevelt Island should be fully served by the RIOC Shuttle and not need an MTA bus to cover both ends QT80 should detour to serve Woodside LIRR/61 St via Roosevelt/61 St/39 Ave QT82 Better routing than the Q38 in LeFrak and Q23 in Corona QT88 Best use of resources for the area. Otherwise split it into a QT88 between Rockaway Blvd and Howard Beach (Q21/41) and a QT89 that goes to Old Howard/Hamilton Beaches (Q11) Okay Suggestions: QT13 Removes the diversion the Q113 makes to serve B. 9 St. Something should still have covered that section, even if rush hours only for coverage. Maybe a bus that followed the Q113 routing for B. 20 St to the Mott Ave and then did the old Q22A route. QT14/15 Both routes have portions combined. I have said my views on the QT14 in previous posts. I feel that the QT15 could be unreliable due to the College Point routing of the Q65 it follows. It’s why I wanted the Q65 either removed from Flushing or split at Flushing before they released the draft. QT18 The terminal at Union Tpke seems kind of strange. Like they didn’t know where to end it once it got back to Springfield Blvd. The only other place that would make sense would be Queens Village LIRR, but that’s to much of a deviation south from Hillside IMO QT30 Catchment area is kind of narrow. QT35 Rockaway only needs one route west of B. 116 St. Maybe keep it Newport. Just don’t have both Newport and RBB with bus routes. QT41 Part of me says extend it to the Q84 terminal. But then again its not a long walk to either the QT40 or QT42 from 120 Ave or 129 Ave/237 St. QT60 Not exactly sure how I feel about it’s specifi terminal in LIC. Definitely better by avoiding 59 St Bridge traffic, even at the cost of one seat rides. QT61 Better than the Q47 north of 74 St, Q48 on 23 Ave, and Columbus circle is a good terminal QT67 should end at Queens Village LIRR. Just because Little Neck Pkwy is the last major street in Queens doesn’t mean it should end there, especially if the only connecting route is the N24, which already shares the same routing on Jamaica Ave. Leave that to NICE and have it be open door east of Springfield. QT68 Does a little too much QT73 I think this, along with the QT71 should be the routes that serve no subway stations. Make it a true Francis Lewis Blvd bus. Have it operate from the QT16 terminal down to 120 Ave. Instead of following the Q84 to 129 Ave, follow Francis Lewis Blvd all the way down to the QT45 terminal. If people need to get to Flushing or Jamaica from Francis Lewis they can walk to the nearest east-west route. Sanford would not be served by a dedicated Queens route, only the N20G. QT83 Should end at Rockaway Blvd Leave Howard Beach to the QT52/88 Bad/Awful Suggestions: QT22/62 I agree with the QT22 truncation from Roxbury. Rockaway’s not that wide, people can walk to the QT35. The QT22/62 terminating in Cedarhurst is weird. I would almost rather have them both terminate by either Peninsula Blvd where the Q111 does or by JFK Depot like the QT71 is planned to. QT24 Why does it still serve SO MUCH of Brooklyn. It is already unreliable today and cutting it back to Jamaica LIRR doesn’t completely solve that. QT50 I feel that it is doing too much now. A bus should serve LGA from the Bronx, but I don’t think the QT50 would be the one. QT74 Not a suitable replacement for the Q49 QT75 Does WAY too much. Just have it serve 48 St, Queens Blvd, Thomson and then take the upper roadway QT84 Does too much very poorly. Would just have it cover the QT65 on 160 St instead of serving Bayside. This would give that area of Queens daily service to Flushing, letting the MTA keep the QT47/48 as rush hour only. No real comment: QT37 QT38 QT39 QT59 QT69 QT76 QT77 QT81

I feel that another reason why the MTA combine it would be that that they intend on the QT14 being a fully articulated route. The current Q64 has some issues though. It currently has stops too frequently, almost every single block. The MTA eliminating all stops between Forest Hills and 164 St except for Main St and Kissena Blvd was definitely too many stops removed though. For what it is, basically a subway shuttle, it definitely needs to be more reliable. I remember in the mornings heading to school, whether I got off at Main St for the Q20 or Queens Blvd for the , the bus definitely slows down between 150 St and 136 St. The night combo would definitely be good. The other is issue that comes up is the trade offs. Both corridors lose service overall with this combination, but there are less stops and the bus wouldn’t be stuck in any delays at the airport since it ends at the Lefferts Blvd Airtrain station. If the MTA is going to force this through, there needs to be a way to improve reliability specifically on Jewel between 150 St and 136 St, as well as the narrower part of Lefferts, north of Jamaica Ave.

If I had to guess, it fits several of their important categories: Both routes are high ridership, and they seem tho rather combine high ridership routes with high ridership, than having a low ridership segment on a high ridership route, similar to how the combined the lower ridership part of the Q23 into the lower ridership 73 Ave corridor In perfect traffic conditions, it will be very fast, with only 8 stops between Jewel Ave/164 St and Lefferts Blvd/Jamaica Ave. A trip via this route today using the Q64, Q60, and Q10 local would be over 30 stops. Need for less buses at any give time. On the Remix map, it shows that the QT14 would need 22 buses at the peak 7 min headway. I’m not sure exactly how many the current Q64/Q10/Q10LTD need, but with the Q64 being every 4 min or less during the rush and the Q10 local being every 6 between Rockaway Blvd and Union Tpke and the Q10LTD being every 15 min according to the service guide, I would figure it is more than 22 buses at a time. This rationale is the same reason why the combined the Q11 branches with the Q21/41 Howard Beach section. It would be a low ridership route and the Woodhaven Blvd corridor with the QT52 and QT83 would be the higher ridership corridor. It gets rid of the current set up with the Woodhaven Blvd corridor having a high ridership core and 2 lower ridership branches. The Q64 today is my home route and for my first job, I took the Q10 to work so I know how they are. While this plan would most likely make them less reliable than they currently are, and I would probably only take the QT14 to the subway since i would be getting a seat at the first stop, and would rather get a seat on an emptier QT87 and walk home from 73 Ave, even if frequency is much worse. Unless the MTA gets a decent bailout from the feds because of coronavirus, I would they would need to cut service somewhere. If they use the Queens bus redesign to do so, I would rather them combine these routes if it saves them a decent chunk of money, than to continue spending extra money operating them separate.

I have to disagree with you on these points. The street grid is something i think the MTA does right. I am not a fan of NICE’s new map since they both removed the street grid aside from some major roads and removed the labels for the LIRR stations The Queens bus map is a BUS map. The subway isn’t the priority on it. The Queens bus map has probably never been Manhattan oriented, at least not since the 1980s, so why change it now I disagree with the line width denoting frequency. Systems like SEPTA have lines that are either red, green, or gray for 15, 30, or 60 minutes or less weekday frequency. Under the new redesign, Queens would have a lot of routes in the 2nd category and it would look empty in large sections of the borough like Middle Village or Eastern Queens outside of major corridors. As for the bullets, i think they should be more. For daily service use the square, for weekdays/and Saturdays only use the pentagon. For part time use the square with the split line like the Q5 branch to Rosedale LIRR, and for weekday rush hours only use both the pentagon and the part time line, like Nassau used to do under MTA LI Bus for routes like the N22A and N26. Nassau routes should be just as big as Queens and Brooklyn routes since they operate in Queens too. Plus some areas under the redesign would be NICE only but still in Queens, like Northern Blvd east of Marathon Pkwy (N20G), Hempstead Ave between Jamaica Ave and Springfield Blvd (N1/N6), Seagirt Blvd east of B. 19 St (N33, weekdays only). I would also say that as the LIRR is the only rail transit in much of the eastern half of the borough, it should be much more visible on the map, similar to the subway I would prefer express buses to receive a separate map since the back should be reserved for frequency tables for local routes. Rockaway being on the back would mean the pdf online would have part of Queens not covered since the back is a separate pdf My main problems with a map like this are: LIC would be way too crowded between the subway lines Why would you cut of the subway stops in Brooklyn if Queens bus routes enter Brooklyn, with some like the Q24 that go pretty far. It also makes the look almost useless I know this is just an example, but how would a rider on the Q64 know that the Q64 turns down Parsons Blvd and 71 Ave heading east. This is similar to the draft map that the MTA released for Queens. The biggest problem i have with that map is that every route is reduced to straight lines. I would want to know the specific streets the bus go on, not the general area. Like with the Q65 on your map, one could get the impression that the bus goes on 164 St, 45 Ave, Bowne St, Sanford Ave to get to Kissena. What about the fact that the route also serves Pidgeon Meadow Rd and 162 St. You can’t tell with this style. Sorry about the rant/long post

I would rather have a compromise. I prefer the current map over the old style. They definitely shouldn’t change it to the just four colors by route type that they had in the draft plan. Like they did for Staten Island with a separate express bus map, they should do that for each borough, plus for Queens have a separate map for the express to the subway routes also. As for the color coding for different destinations, maybe have maps that highlight the routes in those areas. One for all routes that serve Flushing, one for LIC, one for each of the hubs in Jamaica (LIRR, Parsons/Archer, 165 St)

If the N36 is brought back, which I don’t think it will be, how would it not have room in Lynbrook? Prior to elimination it ran every 70 minutes on weekdays and every 60 minutes on Saturday. Plus this is NICE. The layover in Lynbrook or Freeport would be so minimal. The N24 hasn’t served East Meadow in years, so I don’t know why you mention it when talking about the N51. Also Nassau County Corrential Center and Nassau University Medical Center are too far out of the way for any restored N51 via Merrick Ave. I’m also going to put my comments on the shuttles in the random thoughts thread, since they are more proposal that actual service change.

The MTA must have had issues meeting service that day. They had suspended the B16 at some point last week too, but its operating now.

The President of the LIRR, Philip Eng said he wanted to look into maintaining some trips to Atlantic Terminal. Nothing has officially changed from the original plans however, which would have the tracks to Brooklyn completely severed from the rest of the network. If you look on the MTA Modern LI portion of the website at the Jamaica Capacity Improvements section, this is a picture from a July 17, 2019 update. It doesn’t seem as if there is any room for the new platform tracks to connect to the existing tracks.

I noticed on the Remix page some changes were made on the QT44 and QT50. For both routes there are two versions on Remix, with the QT44 having one called the QT44 SBS and the other QT44, as well as only one having overnight service on weekends every 34-35 minutes, and every 9 minutes on Sundays instead of every 8. Even though the route profile for the QT50 only shows it heading to Pelham Bay and not Co-op City, it seems that the MTA isn’t eliminating service to Co-op CIty. On the Remix page, there are two QT50’s listed, but they are different. The first one has two service patterns, but only A has trips attributed to it. The second one has three service patterns A is between LaGuardia Airport and Pelham Bay Park (518 weekly trips) B is between LaGuardia Airport and Co-op City-Earhart Ln (235 weekly trips), fits with the Co-op CIty segment being rush hours only C is between Monsignor Scanlan High School and Pelham Bay Park (5 weekly trips), one PM school tripper daily Overall the main difference between the two QT50s is stop spacing, as for some reason the first one makes three stops in the Bronx with Monsignor Scanlan High School, Tremont Ave, and Pelham Bay Park , while the second QT50 makes seven stops in the Bronx up to Pelham Bay, followed by Co-op City stops.

Same with the Q65 almost everyday around 10-11 AM. Usually there is a 20 minute gap with two buses coming together. During the spring semester last year, the Q65 was so delayed on such a frequent basis that I can count on one hand how many times I walked to the Q46, instead of waiting for the Q65 and then transferring. The other day the Q65 was delayed and I was waiting at my stop at around 10:45, and I got passed by a limited bus, which should have stopped running by me around 9:40 AM, with no local bus in sight.

Because of the construction that is going to start at JFK Airport soon, Port Authority doesn’t want buses going to the terminals. That is why the QT14 and QT20 are terminating at the Lefferts Blvd AirTrain Station and the QT68 is terminating at the Federal Circle AirTrain Station.

I don’t know if anyone pointed this out before or whene the MTA did this, but they seem to have finalized the southern terminal for the M100. Previously it was just shown as ending at the intersection of Amsterdam Ave/W. 125 St, but now the map has been updated to have it head down Amsterdam Ave, turn down LaSalle St, turn onto Broadway, and turn on 125 St, ending at W. 125 St/Old Broadway.

I believe there are weight restrictions on the Brooklyn Bridge that prevent vehicles like buses and trucks from using it. Not 100% sure though.

The maps for the Queens Redesign have been out since the end of December. The QM17 is now the QMT170 and will end at Seagirt Blvd/B. 9 St instead of the Mott Ave Station. The Brooklyn bus network needs a redesign because similar to Queens most of the routes haven’t been changed since the trolley days. They are probably going to eliminate service on corridors that are next too each other like. The B48, B49, B44, B44 SBS, and B43. I can imagine them at a minimum cutting service along Bedford Ave and New York Ave to space the service apart. They recently released the Existing Conditions Report and will most likely release the draft plan sometime in late April/early May. N1 riders already have the free transfer to the N6 and the subway, so they won’t be getting a full time extension anytime soon. Grant Park is already not well patronized by N1 riders and served by the N31 and N32, why would the N33 need to head up there? And what does Goodfellas happening in Five Towns have to do with anything?

I’m pretty sure since it says the fire spread out of the park, they meant that there will be streets closed in a kind of square from north of the park at Park Place, all the way down to 12th St, and from 4th Ave on the west side, east through the park to Franklin Ave on the east side. The B103 southbound, B63, B67, B69, B61, B41, B16, B45, and B48, would all need to be rerouted since they are in the square, and the B12 and B68 would be outside the streets affected.