Krocyoin

Just now, Krocyoin said:

This is my new proposal, after looking at feedback, I now have the QM3 running via FDR Drive, and I added a new route known as the QM33, which would run between Hudson Square and Little Neck, Via Houston Street and Northern Boulevard. 

The QM3 would make a total of 27 stops bi-directional (13 in Manhattan, and 14 in Queens). While the QM33 would make a total of 21 stops bi-directional (7 in Manhattan, and 14 in Queens).

Just now, Krocyoin said:

This is my new proposal, after looking at feedback, I now have the QM3 running via FDR Drive, and I added a new route known as the QM33, which would run between Hudson Square and Little Neck, Via Houston Street and Northern Boulevard. 

3 minutes ago, checkmatechamp13 said:

@Krocyoin Doing the Downtown Loop after going across 34th Street and down West Street would be way too long. It could do what the other Downtown routes do, and just take the FDR Drive, Water Street, and Church Street (possibly ending at the WFC if there is enough ridership). And reverse in the PM rush (run via Broadway instead of Church Street)

Hmm okay, I'm currently working on a new proposal. 

17 minutes ago, Via Garibaldi 8 said:

It's hard to say because the demographics have changed considerably from back when the X51 ran. Some of the people that took the X51 at the time were concerned about subway crime. The folks that have moved in are more likely to take the subway now. 

@Gotham Bus Co. Those routes are already Downtown routes. The QM3 is a Midtown route. Different ridership bases.

Subway crime has been going back up again, and the X51 serves a community of Asians, and we had a uprising of anti-Asian hate crime especially in subway stations so the X51 could do well if it did return, hell it had 10 trips to Manhattan in the AM and 8 trips to Queens in the PM before it got eliminated, also the X51 had better ridership it's final year of service than some current express bus routes.

3 hours ago, Via Garibaldi 8 said:

There is nothing express about that trip. That's almost a three hour trip one way. For Downtown Loop express buses from Northeast Queens, it's usually almost a two hour trip end to end one way. You obviously are not aware of the traffic and congestion and haven't accounted for it either. 

Three hours???? It makes way less stops than the average Queens-Manhattan express bus route. According to google maps it's 1 hour, 23 Minutes by car, and buses make stops, so give or take, it'd be 2 hours to complete.

2 hours ago, Gotham Bus Co. said:

 

  NYCT's 2008 "expansion" plan included a  extension along Great Neck Road and Cutter Mill Road to Station Plaza. (Of course, that never happened.)

 

 Does it really need to go to Queens College? 

I made this based off someone's suggestion. 

On 3/30/2022 at 9:47 PM, checkmatechamp13 said:

That Q1-Q6 combo seems like they just wanted to free up as many buses from terminating in Downtown Jamaica as possible. I think the proposed QT18 would've worked out better operationally (in terms of avoiding the heart of Downtown Jamaica), but the tradeoff of course is that people would've had to transfer at Jamaica Avenue.

I like the Q4 extension to Elmont, and the Q5 extension down to X63 territory. Gives people the option of catching the LIRR at Rosedale (especially with the Atlantic Ticket and expanded CityTicket).

The Q7 extension to the makes sense (With Crescent Street, I think the issue is that it's harder to find a suitable turnaround and layover location, so Eldert Lane is the next best alternative).

I suppose a Q8 extension to Livonia Avenue makes sense to connect those areas of Central Brooklyn with Jamaica. (I doubt the B6 & B15 will remain in their current forms after the Brooklyn redesign, but whatever bus connections are available after the redesign is implemented might be useful)

I definitely think the proposed QT47 via Lakewood Avenue & 130th Street was a better route than the present-day Q9. More centralized within the neighborhood, and down a more suitable street (130th Street is wider than Lincoln Street, and the Van Wyck Expressway divides the neighborhood in that area). Especially considering that it's being extended down 130th Street on the southern end anyway. If they're worried about reliability of service along Liberty Avenue, they can just add some "Q57" short-turns between Jamaica & Lefferts Blvd and call it a day.

Likewise, I think the QT46 was a better route than the present-day Q40. The proposed Q40 is going to be bypassing all of the stops along Lakewood Avenue anyway (except for 142nd/143rd Street). 

The Q10, I don't think it needs to be combined with the Q64, but as mentioned, there's a little bit of logic to the combination.

The Q11, should still be tied in with Woodhaven Blvd. I think leaving it as a standalone shuttle (especially at those frequencies) will just have people staying on the  train all the way to Howard Beach.

I think they still should've branched the Q12 and had some buses run along Marathon Parkway.

For the Q13, I think the QT51 routing (basically, a Crocheron/35th Avenue route) was fine. It just needed to run full-time.

Q14 is good.

The Q16/61/62 split doesn't make any sense. I think the original plan for the QT85 (basically, a Q16/Q28 combination) was a good idea. And then just run the QT48/49 (proposed Q61/62) full-time.

Q17 is generally good, but I'd run it along 132nd Street instead of 127th Street between 14th Avenue and 20th Avenue, to maintain the direct connection from Flushing to the College Point Shopping Center, and also keep the Q17 along a wider street.

Q18 streamlining in Maspeth makes sense.

Nice to see the Q19 get a span extension, but it's a shame it will come at the expense of a slower route from Corona to Flushing. I suppose it's to allow the Q23 to remain on 108th Street and not have to deviate to serve the  at 111th Street (with the Q19 from the north and the Q58 from the south, a good chunk of the Q23 riders are covered, and the rest can either walk from Roosevelt & 108th, or make their way to the Q14).

For the Q20, I think the Q62 could be rerouted to Beechurst, and allow the Q20 to terminate by the Cross Island Parkway. (Beechurst would get less frequent service, but it would more evenly distribute the ridership across those routes).

The Q21 reroute on the southern end is a good idea. On the northern end, I guess that's their way of somewhat maintaining the connection from Glendale to the  train for former Q29 riders.

The Q22 truncation on the western end was a long time coming, unfortunately. I'm disappointed they didn't create a route for Bayswater (e.g. Combining the Mott Avenue portion of the old Q22A with the Beach 9th Street portion of the present-day Q113/114).

The Q23/Q46 short-turn combination is odd, but I suppose there is something else to consider with that and the Q10/Q64 combination: Namely that the eastern end gets access to the Queens Blvd local (for example, for access to Queens Center Mall).

Q24 truncation to Broadway Junction makes lots of sense. B53 on the other hand...especially linked to the B32 of all routes...and the removal from Jamaica Hospital...I don't see what the Q42 has to do with it (other than the fact that 24 and 42 are transposed numbers...I really hope they weren't using that as a reason somehow). Just tell people that their alternative involves the Q54/55/56 or a backtrack on the train and call it a day.

I get that it's right by the College Point Depot, but they could've at least made an effort to have the Q25 serve at least a little bit of the residential section of College Point instead of ending it in the middle of nowhere.

I'm surprised the Q26 & Q27 are both basically going to match the present-day Q27 frequencies. I thought for sure one would see a cut, but in any case good for those riders I suppose...

Also a bit surprised they're having both the Q31 & Q76 run from Jamaica to College Point. I would assume at some point, they would start truncating some Q31s to only operate from Northern Blvd to Jamaica.

No comments for the Q32/33/35/37 changes. 

Glad they kept the eastern portion of the present-day Q38. The Juniper Blvd South routing should speed buses up a little bit through the area.

I was a bit taken aback by the extension of the Q39 on the northern/western end, but I suppose if it's truncated on the southern/eastern end, it shouldn't have too much of an impact on reliability. 

For the Q42, I think they should've just gone with a simple Brinkerhoff Avenue shuttle connecting to the Jamaica LIRR station. The Liberty Avenue portion is already covered by the Q65 & Q83, and as mentioned, the extension to Jamaica Hospital has absolutely nothing to do with the Q24.

Q43 extension to LIJ Hospital is good.

Q44 extension to Fordham Plaza is good.

Q45 is a good route, but it should run full-time (even if it means taking a bit of service from the Q1 and Q43). Would also provide some weekend service to Glen Oaks.

Q47 reroute to Woodside Avenue is pretty smart...provides some coverage over there and avoids traffic on Roosevelt Avenue, while also being a bit closer to Elmhurst Hospital. I don't think it needs to do the loop by Bulova, though.

Q49 getting 24/7 service is good. Don't really see a point in the extension east along Astoria Blvd, though. If anything, it should probably get cut back to 92nd Street, and use those resources to add a few trips to the Q19.

Nice to see the Q50 get 24/7 service. It would be nice if the rush hour service to Co-Op City ran like the BxM7 rather than making a full loop.

Nice to see they added some stops along Linden Blvd for the Q51. The route map shows it ending at Springfield Blvd, but the list of stops and the Remix map show it running to the present-day Q4 terminal.

Don't really see a point to the Q52 extension to Jackson Heights. If anything, considering the Q21 is also being extended, it makes sense to keep a reliable route starting at Hoffman Drive.

Q55 extension to Jamaica is good.

Q57...I'm warming up to the idea...provides a connection from eastern Queens to the  , though the vast majority of turnover will likely happen in Jamaica.

Q58/98: Definitely a good idea (and as a bonus, provides service on a small stretch of 111th Street, which is also near the busier section of the park, with the museum, zoo, and Hall of Science).

Q59 change in Brooklyn is definitely a good one.

I'd run the Q63 along 36th Avenue instead of 35th Avenue. I'd probably have it split Roosevelt Island with the Q104 (have one route cover the southern part and the other route cover the northern part). It's the only route from 21st Street to QBP, but most of those connections are available at Court Square anyway.

I don't think the Q83 is that slow along Liberty Avenue that it needs a full-time limited, but I guess that's also their way of maintaining the connection to the  train.

The Q66 should definitely have some short-turns at Northern Blvd & Broadway.

I still think the Q67 should run down Hunterspoint Avenue instead of Borden Avenue. I also think it should be truncated to end at Court Square.

Q68 is a good route.

I don't think it's necessary for the B62 to run to Astoria, but if it's doing so anyway, then I suppose the Q69 being turned into a rush route makes sense.

Wish the Q73 didn't have to run along Austin Street.

Q75 is a good idea. I suppose the different sections of Oakland Gardens trade a Jamaica route for a Flushing route, compared to the previous proposal (QT31 & QT33).

Q78 is a good idea. I'd extend it a little bit to Boundary Road to provide a connection to the Q7.

Q80 & Q82 are a good idea.

I'm surprised the Q85 will provide 24/7 service to Green Acres Mall, but good for any residents of that part of Valley Stream that use it, I suppose. (Though I assume the vast majority of riders at that stop are patrons of the mall itself)

They say no frequency or span changes to the Q88, but they made it a 24/7 route...assuming that's true (which I would assume so), that's a good thing.

Q105 is a good route.

Q109 is an interesting route...I suppose it's another way of ensuring a reliable Jamaica-Ozone Park connection, since the Q57 is coming from eastern Queens.

I'd add a stop by Rochdale Village on the Q111/114. Also, for the Q114, I'd run it down Beach 19th/20th Street, and have a shuttle route cover Beach 9th Street.

I can only assume that the B57 extension beyond Broadway & Roosevelt is due to lack of layover space.

For the express routes, I think the outbound routing should be via the Queens-Midtown Tunnel, so they don't have to take Van Dam Street and sit through that congested entrance to the LIE. Buses should do the inbound route in reverse (6th & Madison Avenue routes run down 5th Avenue, and 3rd Avenue routes run down Lexington Avenue). It'll save some unnecessary deadheading between 57th & 3rd and 6th & 36th. Maybe with the exception of the Queens Village express routes (but even then, it might not be a terrible idea...57th Street to 5th Avenue to 23rd Street to 1st Avenue, with a stop by the hospitals before getting in the tunnel). 

For the QM1/5/6, I don't see the need for off-peak service to skip stops west of 188th Street. The QM5 could cover QM4 riders along Jewel Avenue, and the QM6 should just make stops along Union Turnpike. The simplest thing is probably just to have that pattern, and run those routes hourly, instead of every 90 minutes. The hospital stop for the Downtown routes is a good idea. For the QM3, instead of eliminating it, they could try converting it to a Downtown route with a hospital stop. 

I made a route map of your proposal of having the QM3 serve Downtown Manhattan, but unlike all Downtown Manhattan Queens Express bus routes which travel down FDR Drive, the QM3 will travel down 34th Street, making 5 stops, then it'll travel non-stop along West Street, in this proposal, the QM3 has 29 stops bi-directional, 14 stops in Manhattan, and 15 stops in Queens. QM3 would now used the Long Island Expressway bi-directional and not Westbound only as it currently does, speeding up trips for riders going towards Little Neck. Finally, the QM3 will travel through Van Wyck Expressway instead of the Grand Central Parkway. 

My main concern is the elimination of the QM3, yes it obviously has lower ridership than most other express bus routes in Queens but it is still used by a good chunk of riders, in 2019, the QM3 had a daily ridership of 104 riders, which is 17.33 riders per bus, which isn't filling close to filling a bus but it's proof that people ride it, the daily ridership did drop to 46 riders in 2020 but that was due to Covid-19. I think QM3's ridership can be boosted if more trips are added, and have it operate to/from downtown Manhattan, where the Port Washington Branch and the train can not serve. This could work out cause it'd be a one trip ride from Little Neck to Downtown Manhattan with no transfers needed. In another note I propose an off-peak and weekend Express bus fare of $4.75, the cheaper fare would get more people to ride the Express buses in general during the hours less people are riding it. 

On 5/25/2022 at 7:13 AM, NewFlyer 230 said:

I don’t understand what’s the point when the Q12 and n20G run together on Sanford Ave & Northern Blvd. Plus I would not give NICE bus anymore reason to cut bus service. If people want Great Neck just take the n20G. Those buses move pretty fast along Northern Blvd and don’t have to drop people off along the way like the Q12 does. 

I mean if you looked at the new draft plan, the Q12 stays on Northern Boulevard past 166th Street, while the Q13 goes down Sanford Avenue. 

Just now, Krocyoin said:

I mean both the Q12 and n20G can serve Great Neck LIRR Station, Q12 will be diverted via Great Neck Road, while the n20G stays on Northern Boulevard, then it'll left onto South Middle Neck Road, but I think a lot of people want the Q12 extended for extra transfers to other NICE routes such as the n20H, n21, n25, n26, n57, n58, and because the Q12 comes more frequently than the n20G does. 

it'll turn* left 

On 5/24/2022 at 11:13 PM, User said:

I joined one of the public workshops tonight for the re-design and several people suggested that the new Q12 be extended to Great Neck for transfers to NICE Bus as well as the LIRR on the eastern end of the route. MTA representatives could not confirm/comment on what planning/coordination they took part in with NICE to work with them on the re-design (or vice versa). They also could not confirm if any changes to the scheduling for overnight service would happen on the routes that have those service levels now.

I mean both the Q12 and n20G can serve Great Neck LIRR Station, Q12 will be diverted via Great Neck Road, while the n20G stays on Northern Boulevard, then it'll left onto South Middle Neck Road, but I think a lot of people want the Q12 extended for extra transfers to other NICE routes such as the n20H, n21, n25, n26, n57, n58, and because the Q12 comes more frequently than the n20G does. 

On 3/29/2022 at 7:00 PM, IAlam said:

OK after finally finishing reading the whole thing. some of my major takeaways:

The Q4 being extended into Nassau to connect with the n1 is intresting.

I still think it'd be better if the Q10 went to Fresh Meadows as it'd be faster than the Q23.

I wonder why the MTA wanted to swap the Q25 and Q65 with the Q17 and Q27 in College Point? Other than frequency I can't see any good reason. I can also see these routes being swapped from CP to JA and QV.

For the Q12, Id like to see it get extended to Queens college to make up for the express Q17 and lack of Q27 & Q34. Also idk if a bus can turn easily around on Sanford the corner is very sharp and street is usually congested anyways. Also would like to see it replace the n20G still but that's a pipe dream.

The Q20 needs to go to Jamaica LIRR at the very least. Cutting it back before Jamaica just makes it inconvenient for everyone especially with the Q25/34/65 no longer going to Jamaica LIRR.

I'm glad the Q32 is still going to Penn as it's still the only bus that does it atm.

On the Q44 removing the stop on Kissena going northbound but not south bound confuses me. Also unless they move the 39th Ave stop to Roosevelt Ave I am against it.

The Q50 Looks great on paper but they need to address reliability of that line. I can't see how that would be a reliable service.

I am a big fan of the Q62 I think that route is going to be great.

The Q73 I'd make a minor adjustment and have it use Kissena Blvd instead of Main St to get to 73rd Ave.

Also for the 24/7 rush routes they need to be local during night hours and on weekends in some cases, when frequencies on their local counterparts are lower. Otherwise have long wait on routes that aren't even that crowded to begin with are just going to make the bus network seem more unappealing. 

For the Express buses we need better frequencies 10,12,15,20,30, or 60 none of this 23 min, 16 min, or 90 min off peak stuff. we also need double bus lanes on 6th Ave, maybe 57th St turned into a bus way?, and a bus lane on Van Dam St with a bus only signal for the left turn to the LIE.

The cuts on QM3/4/20 are not gonna fly.

For the QM2/3/20/32 I'd suggest the route change to LIE, BQE, to GCT on par with what the super express buses currently do.

For the QM buses that get off Queens Blvd or Woodhaven, I'd suggest LIE to BQE to Queens Blvd FOR PEAK BUSES ONLY off peak buses can stay on the LIE. It seems according to the DOT Queens Blvd is already getting a bus priority project so that can probably help out. 

For the QM4 maybe during off peak hour the bus can use 108th St to provide off peak service to QM12 customers. I'd still in the camp it should be extended to Fresh Meadows during all hours. 

For the QM1/5/6 I think all off peak QM6 buses should still make pick ups and drop offs until Main St. The QM5 buses that are still running when the QM1 isn't should still run on Union to Main St.

For the QM21/63/64/68:
QM21:
Should match stops of QM63/68 on Linden Blvd and Queens Blvd.
Add a stop at Linden Blvd & Guy R Brewer Blvd to compliment QM63. 
Add a stop at Linden Blvd & VanWyck Expy to compliment QM63..
Add a stop at Queens Blvd & 78th Ave.

QM63:
Should bypass all stops on Queens Blvd and go to the LIE via VanWyck Expy.
Adjust the location of the stop on Linden Blvd & Guy R Brewer Blvd to compliment QM21.
Add a stop at Linden Blvd & 142nd St to compliment QM21.
Remove stop at Queens Blvd & Hoover Av.
Remove stop at Queens Blvd & 78th Ave.

QM64:
Should bypass all stops on Queens Blvd and go to the LIE via VanWyck Expy.
Remove stop at Queens Blvd & Hoover Av.
Remove stop at Queens Blvd & 78th Ave.

QM68:
Keep the stop at Queens Blvd & Main St to compliment the QM21.
Maybe add a stop on Hillside Ave & Parsons Blvd. to help encourage ridership. (Area with new development occurring)

For the QM65 I'm not sure how well this new route would do since SE Queens has the Atlantic ticket for a cheaper price with more itineraries for people going into Downtown Brooklyn and Lower Manhattan. But in the end I don't live there so it'd really depend on the community and it they would utilize it. 

Also I'm still annoyed there is no replacement for the X51 or any new route the are of Queens below Northern and above the LIE. There is no LIRR or express buses in this area, and under this plan the people in this area are still being shoved down local buses into Flushing. Also NE Queens still lacking Downtown service. LIRR to Midtown only, bus to to Midtown only, or the existing express buses to Midtown only. It'd be nice if there was an express bus that served Fresh Meadows & Flushing, and then went to Lower Manhattan serving LES, Chinatown, and Downtown. Especially with many in the Asian community being afraid of the subway lately, It's show the MTA is listening to their concerns and provide service to an area that currently has no express bus service and is far from the LIRR.
 

 

I made a proposal based off your suggestion of extending the Q12 to Queens College, with another extension to the Great Neck LIRR Station, if you have any feedback, reply to this message. 

9 hours ago, Mtatransit said:

Forced demand is exactly what I would call it. 

And I experience that personally. Rather than risking a transfer at Mineola, I would just stay on the n24 to get into Queens (NICE bus is horrible at coding their transfers, so bad that during the start of the n20 split, I was routinely double charged on the NYCT side, so bad I started adding $2.00 on my Metrocard just for NICE and paying the rest with coins and requesting a paper transfer instead. the paper transfer still codes wrong bus, but at least I have something)

The only passengers transferring at Mineola going westbound are probably those who got on in Westbury and heading into Queens or somewhere along Hillside, and even then, the n22/24 is interchangeable. people going to Mineola proper will probably walk, and people at RFM will wait for the 24

I think for a while NICE had the n22 Limited go through Glen Cove route instead of through Herricks/Mineola. With the current split, I wouldn't mind if half the service go to Mineola and the other half go to RFM through Glen Cove Rd. 

It should be popular considering the fact that the other alternative is to take the n24

 

The n22 ending at Mineola always doesn't seem right to me, from my experience pre-split, the n22 was always the "long distance" route, carrying passengers from Queens/Subway out to Mineola, RFM and as far out as Westbury versus the n24, which a higher amount passengers use locally along Jamaica Ave/Jerchio than the n22. Sure there is still the interchangeable effect but, people going to Queens prefer the n22 (or atleast I used to prefer the n22 over the n24)

Well maybe abysmal is a bit of an over exaggeration, but from the looks of it ridership declined significantly for that station since LIB days (though you can argue that for all NICE routes). On many n22/24 trips there are no boarding from Mineola IC. I wonder what happened to all the Mineola  - RF trips. It seems like they all but disappeared. Could be due to the pandemic, I don't know

RR - Bus connection is overall non existent there (the only routes I do continue to see this happen is the n23) . This is a trend that started well before the pandemic. Since NICE began it seems like, the LIRR and NICE had been more so of a competitor than LIRR - LIB was with express routes here and there.

The station layout doesn't help matters too. not just from construction, even after the construction there is concluded there seems to be fence/barrier blocking you from walking directly from the bus terminal onto the platform.

I'm not sure that Wantagh will ever warrant two routes again.

The way I would have the buses serve that shopping center on Woodbury Rd will probably be a rerouting of the n80 up there, or rerouting the n48/n49 away from Broadway Mall (I mean commons) and serving that area instead

Regarding Syosset, I would have a route go down Jerchio Tpk and Rt 106 instead with maybe a deviation to SUNY OW and Jerchio Quad or something then continue on to Hicksville'

But overall that area is very car dependent and I would imagine would garner very low ridership

Makes sense rerouting the N80 Imo, Idk about the N48/N49 though.

20 minutes ago, MTA Bus said:

I think it 512x/513x

thanks

I wonder if anyone has the current Q12 and Q13 codes, or any codes for the Casey Stengel Routes that still work. 

2 hours ago, B35 via Church said:

Oh nah, I wouldn't run a route from RFM to Whitman Mall via Plainview (even if I did, it wouldn't be via OCR in Melville), nor would I have an (extended) n78 & the current n79 both terminating at Whitman Mall.....

I would simply use an extended n78 (due east) to simply have it connect to rt. 110 & the S1... It would continue via OCR to the LIE service rd,, then run out to rt. 110 from there... Since it can't end along 110 itself, I'd end it somewhere around Huntington Quad (Baylis side)....

Combination of traffic & passenger activity... It's what prompted the n20x.

One thing I didn't care for regarding the n22x, was that it stopped at one "Old country road" [the building] instead of the stop in front of the Country Glen center.... Even though it's the stop after RFM, it takes anywhere from 5-7 mins. on average to get to/from over there at OCR/Glen Cove rd.... There's always more people waiting at that stop, for obvious reasons...

The thing (n22x) had a significant amt. of usage past NHP, but it had a tendency to die at Mineola during the AM hrs.... During the PM hrs from RFM or Mineola (terminal, or the stop across from the hospital [Mineola Blvd./2nd st] where the 22x stopped at), the n22x was used interchangeably with the n22 (local) & the n24 to Queens..... It's my belief that NICE eventually realized this & decided to later discontinue the n22x... I would argue NICE facilitated the decreasing utilization/reliance of the 22x that led to its discontinuation, which is a tactic right out of the MTA playbook....

Yeah, there's always been more demand for the n22 over the n24 at RFM.... With the way service is currently split, it would have you believe the demand is for the n24 from RFM.... I used to use the term "forced demand" to describe that.... But yeah, I'd like to know what percentage of those pax. do the xfer for the WB n22 at Mineola, over merely enduring/staying on the n24 to get to Queens.....

While I miss the n22a, EB ridership (under NICE) used to tank hard at Willis av, carrying a lot of air past that point.... During the LIB days, the n22a used to be just as popular as the regular n22... At some point (right before the MTA - NICE transition), the demand for the n22a rapidly declined.... Things got worse for n22a patronage (under NICE) when traffic along Glen Cove rd. during the PM hours b/w OCR & the Northern State increased, to the point where it would often take the n22a over a 1/2 hour just to get to LIRR East Williston.... This was when patronage from RFM & the two stops after it (in front the Macy's & over there by them shopping plaza's by Voice rd.) had riders abandoning the thing... This caused the increase in passenger activity over there by the Country Glen center.... Being that the n22 is split at Mineola, an n22a reversion (at minimum, as a trial or whatever, during PM peak hrs) just might draw in a significant amt. of riders.... Whether that traffic b/w OCR & the Northern State is still as intense as it was then, IDK.... What I do know is that a lot of those stores in those shopping centers around Voice rd. went defunct.... It may even attract DBU3 (the Amazon that opened up, where the Waldbaums used to be) workers....

As far as Mineola terminal's patronage, abysmal wouldn't be the word I'd use to describe activity over there... I'd characterize it as chaotic, esp. considering that the front of the makeshift LIRR EB platform lines up at the front of the bus terminal... In other words, you have all those RR passengers walking clear along the bus terminal to get to the elevator/stairs to get to their cars or whatever.... Through it all though, it appears to me that there's a growing demand for the n23...

Yeah, it, and for Syosset proper, exists a glaring latent demand....

Yeah Syosset does need a route or 2 serving it, I'd say bring back the N73/N74 and have it run northbound to the Syosset LIRR Station, with reroutes for both routes, N73 would still serve Hicksville LIRR Station while the N74 wouldn't, this is my idea for the routings, but it's a long shot idea, most likely wouldn't be possible, I just wanted to share it.  

I would also have one or two Hicksville routes serve this shopping center just east of the Hicksville LIRR Station shown in the image here. 

10 minutes ago, Mtatransit said:

I was thinking about something like this

This routing would cover most of the old N95 and connect it with the Hicksville LIRR station. It would add purpose to the n78 other than being a "n79 short turn" Would not have it serve the WW shops though, want to keep it focused on serving these industrial parks

It would also add a connection to the S1 which I'm sure is the reason why some passenger uses the n79 to get into Suffolk today. 

I like the idea, and yeah it would make N78 more than just a "N79 short turn" which it has always been sadly. 

So to start this off, my favorite bus route is the Q12 cause of it's straight forward routing. 

10 hours ago, B35 via Church said:

There's not much of a need to run n21's in-particular back into Flushing... The demand is clearly for the n20, split notwithstanding... I can agree with reverting the n20, but I don't necessarily think that every trip (or most trips) need to run b/w Flushing & Hicksville anymore (I would still have n20G's operate as short turns).... You wouldn't need to revert n21's into Flushing if the focus were to be shifted from having LIRR Great Neck be a terminal for all 3 routes (n20G from the west & both the n20H and n21 from the east), to having more n20 service from Flushing run east of LIRR Great Neck (but again, not necessarily all the way to Hicksville).... In other words, from Queens, more often than not, the old n21 was simply *just another bus* b/w Flushing & Roslyn for most people... The old n20 (no suffix) did the same shit ... But yeah, IMO, NICE did the right thing with scaling back the n21.... As far as an n20x, I'm also inclined to agree - but that is the service I would reserve to reverting operating rush hrs. only....

While I'm not fond of the current splits of n22 & n24 service, I'm not so sure reverting n22x service wouldn't be futile at this point.... To then go on to institute an n24x b/w Jamaica & Hicksville on top of it, would be a waste.... Instead of coupling the n78/79 the way those 2 routes historically have been & still are, at this point as things stand, I would dedicate having all n24 service run b/w RFM & Jamaica (although I still think the n22 splits should be the ones ending at RFM & the n24 splits being the ones ending at Mineola), to have the n78 run at similar n24 (the split b/w RFM & Hicksville) headways b/w RFM & Plainview.... Personally, I'd have the n78 run past industrial Plainview to rt. 110, but that's another topic....

I get what you mean, and yeah I know the N20 up until mid 2016 would short run to either Great Neck LIRR Station or Roslyn Clock Tower, and for the N78, I do agree with you with that and I made a "fantasy" extension in the image shown, but I don't know if this is the way you want it.

And QM3 only has a very low ridership because it only has 3 trips in the AM rush hour and 3 trips in the PM rush hours, if more trips were added, like lets say 6 in each direction, the ridership would go up. 

Yeah they should leave the QM3 alone to be honest, and any route on Northern Blvd east of Flushing-Main Street.

Just now, Krocyoin said:

To start off, NICE should implement the n20X that would run express between Flushing and Hicksville bypassing the Great Neck LIRR Station, so that people from Flushing traveling past Great Neck or people from Hicksville traveling past Great Neck won't have to get off the bus and wait 30 minutes to get on the next bus that would take them to their location. NICE should also recombine the n20G & n20H back into the n20, and having the n21 serve Flushing again, even if it's only during rush hours. On another note, NICE should bring back the n22X, and implement the n24X.

To start off, NICE should implement the n20X that would run express between Flushing and Hicksville bypassing the Great Neck LIRR Station. NICE should also recombine the n20G & n20H back into the n20, and have the n21 serve Flushing again, even if it's only during rush hours. On another note, NICE should bring back the n22X, and implement the n24X.

Edited 

To start off, NICE should implement the n20X that would run express between Flushing and Hicksville bypassing the Great Neck LIRR Station, so that people from Flushing traveling past Great Neck or people from Hicksville traveling past Great Neck won't have to get off the bus and wait 30 minutes to get on the next bus that would take them to their location. NICE should also recombine the n20G & n20H back into the n20, and having the n21 serve Flushing again, even if it's only during rush hours. On another note, NICE should bring back the n22X, and implement the n24X.