Ex696

No, I wasn't thinking of it like that, just something to possibly alleviate the B6 and B11 between the college and the station. I think that the B103 should be left the way it is, but this was just what I was thinking of, in the scenario that the B103 split into the B81 isn't reverted by the time the redesign is actually implemented.

I was thinking about something. If they're going to truncate the to Flatbush Junction, would it be beneficial to extend the route to Brooklyn College? It would continue on Avenue H down Jerry Jacobs Way and Campus Road and terminate at the eastbound Bedford Av/Campus Rd stop on the B6/B11 and follow the B11 to get back to Flatbush Junction. Not necessarily saying Flatbush Junction is a stub, but it was just something on my mind.

Were the 4 DTBK-Ridgewood routes' (B26, B38, B52, B54) changes also introduced in the Queens redesign?

If that was a better solution, why didn't they just increase B36 service instead of rerouting the B44-SBS away from Knapp Street?

But based on the Remix map, it looks like the short-turns have been discontinued. Unless we have to wait for the GTFS trip data to come out like for the Queens Redesign.

For the , wouldn't it be better to just have the Avenue U-Flushing Avenue trips be extended to Ocean Parkway-Avenue Z whereas the Washington Plaza trips continue to run the current full route all the way down to Knapp Street?

The routes has all the route in Queens Bus Redesign, and the trips has the scheduled trips that the routes in the redesign will have, based on the time the trip start.

Which text document in the folder did you click?

No, it works on on all computers. You need to click the GTFS-Trips folder.

Here's the link: https://new.mta.info/sites/default/files/2024-03/GTFS-TRIPS_978cad10_2024-02-23-16-19-36.zip

I looked at the data and it looks like Q26 service south of 47th Av/Hollis Court will be rush hours only and the Q72 will have a rush hour short turn at 94th/Ditmars outside of the airport. There's more than that, though.

I saw that every other is planned to short turn at 157th Avenue & Cross Bay Boulevard while those that don't would simultaneously serve both branches. Does this mean the branches would get more service than currently, or the same amount of service?

Is it possible that the B15 was extended to Montrose Avenue because the Woodhull Hospital terminus would likely be unable to handle having the B15, B46, and B47 all ending there?

Also, is there a good turnaround location near Myrtle/Fresh Pond?

Then what does the MTA gain from extending bus routes to the HP Ferry?

Second-largest in terms of job count. But on the other hand, why'd they cut the Q66 from serving the Hunters Point Ferry?

From what I'm seeing, a lot of people dislike that change. Especially considering that a lot of people who use the route to get to KCC will now have to transfer to the B1 or B68 and likewise with B68 riders who want to go to Coney Island. I feel like this swap will be significantly more detrimental to the B49 than it will to the B68. That and the B48/B69 swaps are bad, and it's ironic because the 8 and 9 are swapped in either situation.

Also, should they have tried expanding the B49 Limited before it's likely impending discontinuation from this redesign?

Is it primarily used by commuters, tourists, or some other demographic? And depending on whether or not they tend to be crowded or not, would they be able to handle possible increases in passengers from the incoming bus service? The Q101 has semi-decent ridership, and Astoria residents along the Q103 already have a ferry there, and generally speaking, the Q103 has abysmal ridership, so I'm not expecting much from that route in general, though I could be wrong.

Something I never thought about until recently, what's with trying to reroute buses from around the Queens Plaza area to the Hunters Point Ferry? I know Long Island City is the second biggest CBD in the city, but the proposed Amazon HQ was canceled. Has the ferry become more popular over the years or is there something else amiss?

The one they are talking about is the portion of the B62 between Williamsburg Bridge Plaza and Downtown Brooklyn and combining it with the B27 so that it would run between Williamsburg Bridge Plaza and Red Hook as opposed to the B61 prior to 2010, which ran between Red Hook and Queens Plaza.

Yeah, I'll go my bad on that one, I didn't have as great of an understanding of the purpose of the Q38 as much as I did of the Bx18. I kind of just saw some similarity between the two so I tried to juxtapose them, I'll admit I was wrong there. But on the other hand, why don't they extend the Q14 to Fresh Pond Road station, like I think was originally proposed for it? It just brings riders from the Eliot Avenue portion to this sort-of transit desert since they no longer have a connection to the M at Metropolitan, or forces them to head out to Woodhaven Boulevard for the subway, which is time-consuming, especially for those who live closer to Middle Village.

I don't see why those 2 are being split while the Bx18 got the circulator treatment. I'm not sure if length plays a large factor in it, though.

There's something I've been thinking about since the Bx18 was turned into a loop/circulator route. What if the Q38 was also turned into a loop/circulator? Considering the terminals aren't that far from each other, it seems like a decent idea.

The Q50 section in the Bronx is 7.3 miles, the Q44, with the proposed Fordham extension, is 4.6 miles. making the Q50 a Select bus service route isn't gonna make it faster than the Q44.