aemoreira81

A lot of that problem is the result of buses on one-way streets where a stopped vehicle can jam the works. My B16 and B23 proposals address that issue.by taking the B16 off narrow one-lane streets...not unlike what was done with the Q10 in Queens. To me, the B35 eastbound should also be rerouted to 37 Street after Fort Hamilton Parkway, so that bus traffic is only in one direction east of that point (it has to be bidirectional west of there owing to the presence of the D subway line).

For the 1999 D60HFs, since that is not here---the following units have white backs: 1001, 1003-4, 1009, 1012, 1014, 1023, 1025, and 5404.

B23 resurrection idea (also addressing Mysterious2train's post) When the route was axed, it seemed like a no-brainer at the time as it did not serve anywhere useful at either end. However, I would propose a resurrected B16 which would serve SUNY Downstate (main) and Kings County Hospital and Maimonides while at the same time. To that end, I would propose this route that preserves the Cortelyou Avenue portion of the B23, but does away with the 16 Avenue segment, as it is equidistant between 14 and 18 Avenues. First stop would be New York Avenue at the B44 stop (the last stop eastbound would be at the near side). Make a left at Winthrop Street and another left at Nostrand Avenue. Take Nostrand Avenue down to Beverley Road, and make a right. At Flatbush Avenue, make a left and then make a right at Cortelyou Road. At the end of Cortelyou Road, make a left at Dahill Road, then a right at 16 Avenue, and another quick right at 39 Street. Follow 39 Street to Fort Hamilton Parkway, and make a left. Run straight down Fort Hamilton Parkway to 86 Street, and make a right. Follow 86 Street to Shore Road, and make a right. The last stop would be at the front door to Fort Hamilton High School. Return to East Flatbush: Right at 83 Street, right at Colonial Road, left on 86 Street, left on Fort Hamilton Parkway, right on 37 Street, right on Dahill Road, left on Cortelyou Road, left on Flatbush Avenue, right on Beverley Road, left on New York Avenue, to Lenox Road, and stand. Evenings and weekends: the B23 would terminate at 4 Avenue and 86 Street (far side) and not serve Fort Hamilton High School. With this, the B16 would also get a reroute to a wider street. Instead of using 56 and 57 Streets between 13/14 Avenue and Fort Hamilton Parkway, the B16 would instead use 60 Street, which would give B16 patrons better access to the Pathmark and other stores at a mini-mall at 13 Avenue and 60 Street, and as 60 Street is a wider street, there would be fewer chances for delays. In addition, B16 school trippers would no longer be needed, and B23 school trippers from Fort Hamilton could instead run to 45 or 39 Street and cut out there with a very short deadhead to Gleason.

The B41 would provide a quicker connection to the subway than the B3 ever did.

Sure, but the buses also come close to the NICE garage, which probably decreases deadhead costs while improving ridership. This to me is long overdue. I'm surprised that it took this long to think of an N4X.

That is really a conundrum...on 13 Avenue, you have a commercial shopping district as well. You may need to create or extend a route to serve Mamimonides from Bay Ridge and points south. Your idea is understandable, but the B16 can't really do the job without underserving other areas.

B8 proposal: both ends Eastern end of the B8---I propose reactivating the Canarsie branch of the B8 at least in part. The reason for this is simple: Canarsie Plaza. As such, I would have one branch of the B8 turn right at Remsen instead of left to head up to Church, and have it make a right on Avenue D and terminate after the turn. Turnaround would use Avenue D or East 89 Street, Foster Avenue, and then Remsen, with the first stop on this branch at Avenue D and Remsen Avenue. This branch would be approximately 3 minutes in duration from the split, and the turnaround would be about another 3 minutes long. Because that saves money on the eastern end by having fewer buses go all the way to Brookdale (service would operate with alternating buses on each branch), I would then put the savings into extending the B8 on the western end to the 86 Street station, using 7 Avenue, 92 Street, and 4 Avenue going, and then 86 Street, Fort Hamilton Parkway, 92 Street, and 7 Avenue returning. This would also save money in that a B8 deadhead from Bay Ridge instead of Brownsville is much cheaper (the B8 currently has most trips deadheading to and from Brownsville). The only runs that would need to head east to start their trips would be the Brownsville to Nostrand Avenue short-turns (and that could be assigned to Flatbush or ENY to save money). Extending the B8 to Bay Ridge would also give Bath Beach and southern Bensonhurst residents better access to SUNY Downstate - Bay Ridge. Most B8 trips from Brownsville would end at the VA, except for first and last trips, while all B8 trips from Canarsie Plaza would end at Bay Ridge. My thinking is that you have to serve customers well, but also get the most bang for the buck. This would also relieve the B1 west of 18 Avenue.

The route would be way too long to be reliable. A local bus route should be kept to under 90 minutes in running time unless there is no place to terminate it midway (i.e., the Bee-Line #14 route).

2185 is 12 years old---probably at the exact age to be eligible for retirement. This bus had barely gotten any mileage on it after it received its custom paint job.

Yes...MCI 2185. It was one of the buses in the Orchard Beach by Rail and Bus today...the next newest bus was third-generation New Look 5227.

2185 to museum fleet. This bus now has Westside Depot stickers on it.

3543-45 are all repainted the new way.

5040? Since when are 1999 Novas being moved to MTA Bus? Also, how many O5 CNGs are in service still?

The transfer between the Q10 Limited and the B15 is also at Lefferts Boulevard AirTrain. Speaking of that, an argument can be potentially made for terminating some Q10 Limited trips at that station It is an additional 10 minutes to the central terminal area. (Likewise, I would be inclined to terminate alternate B15 buses at the Lefferts Boulevard AirTrain station...you can then deploy the extra buses on other routes.

Mileage is probably why. Why the Q40 goes to Hillside and Sutphin probably has to do with where you can reasonably turn the bus around.

The idea of extending the route to 150 Avenue is to shorten the run-on and run-off. South Conduit Avenue and the Nassau Expressway have a lot fewer traffic signals and a higher speed limit. That is why it made sense to extend the Q37 across the 130 Street overpass...the deadhead becomes easier. The increased route distance is offset with less non-revenue mileage and time (after 130 Street on South Conduit Avenue, the next traffic light is at Rockaway Boulevard for runoffs, and for runons, the deadhead is via the Nassau Expressway and North Conduit Avenue). During the rush hours, some trips would still end at Rockaway Boulevard to facilitate easier deadheading back to Jamaica. From 128th and Rockaway Boulevard, you have to go to Foch Boulevard to turn buses around and the southern end is facing away from JFK Depot.

On the Q9 idea...I'm not sure if this has been proposed before---but what about instead of using Lincoln Street, south of Linden Boulevard, the Q9 uses Linden Boulevard to 130 Street, and then 130 Street down to 150 Avenue (which would be the southern terminus, shared with Q10 local short-turns and the Q37)? The direct transfer to the Q10 to the airport would be restored along 130 Street (currently, a 2-block walk is required to 129 Street), and there would be a larger footprint captured by the Q9. The Q10 was taken off 131 Street because it is too narrow, and moving the Q9 to 130 Street and Linden Boulevard places the route on wider streets.

9014 at Jamaica Depot.

Not a move per se, but 1026 is ex-5508. It is on the Q10 Limited now nearing the airport. 1024 is ex-5473.

The last time the PJ had a bus bridge that far out, 10 MCIs were assigned to what was then Mitchel Field for use on bus bridges for that branch and the Long Beach Branch. Buses from College Point and LaGuardia also were used. These, like this now, were planned changes. The standby contractors are normally for unplanned disruptions.

Might this be the reason for the extra buses at College Point? http://web.mta.info/supplemental/lirr/PortJeffBuses-6-24.htm The relevant bus bridge ends on August 9...at which point I would expect that the buses sent there now would return to storage.

2102 was in service this morning on the QM7 - no labels changed.

BTW, about the B20 going to Resorts World NYC---what about the B15 short turns ending at Elderts Lane and Linden Boulevard? (The B15 will, by fall, cease to serve the Brooklyn GMF.) Why not extend those trips to Resorts World and end them there? From 79 Street, buses would travel as follows: via North Conduit Avenue, exit to Cross Bay Boulevard...and travel via Cross Bay Boulevard (with one stop made at Pitkin Avenue to connect to Woodhaven Boulevard local services---pickup to Brooklyn only and dropoff to Resorts World only), Linden Boulevard, and Centreville Street and then to the casino bus stops serviced by the Q37 as the terminal. (This route would carry a different designation---probably the B30). The stop at Pitkin and Wooduaven would provide an additional connection...there is no need for the B15 to serve Rockaway Boulevard to head to Resorts because the Q7 already serves that purpose. Related to the B15, its convoluted route in the area of the Kingsborough Houses was because it needed to serve St. Mary's Hospital on Buffalo Avenue and St. Marks Avenue directly. However, since St. Mary's Hospital closed in 2005 and the building is now in ruins, I no longer need a need for the B15 to use Buffalo Avenue. As such, I would propose that the B15 use Ralph Avenue instead of Buffalo Avenue between Bergen Street/St. Marks Avenue and St. John's Place.

Making the B84 truly useful to me will be a difficult proposition owing to where its northern end is, and combining it with the fact that it is NYCTA, while the optimal routes with which to combine it are MTA Bus and NYCTA. However, I have these proposals...which is best? 1. Q7 or Q8 (I'd prefer the Q8 as that goes sonewhere people are going): Via Pitkin Avenue...continue westbound on Pitkin Avenue to Cleveland Street...left at Cleveland Street, right at New Lots Avenue, left at Ashford Street, left at Cozine Avenue, right at Elton Street, right at Vandalia Avenue, and to the mall. Return to Jamaica via: Vandalia Avenue, Elton Street, Cozine Avenue, Ashford Street, Hegeman Avenue, Cleveland Street, Livonia Avenue, Jerome Street, and Pitkin Avenue. The B13 oul 2. B13/Q8 swap: The B13 would leave its current route at Sutter Avenue, travel down Sutter to Jerome/Cleveland, and take the Q7/8 proposal as noted in 1. The Q8 would assume the B13 route south of Sutter Avenue via the Pink Houses. I leave the last part blank in each case because when Gateway North is complete (construction is in progress). all routes serving Gateway Mall will terminate on mall property except for the B83.

The route was even longer...the complaints now are probably because the entire route is in a busy corridor now, whereas before the switch, the B1 had it easy on its western end, except for before and after school. The B1 as you see it now was proposed circa 1977 or 1978 as the B86 (this is also the same time that a major route revision occurred in southern Brooklyn, that created the B1 that existed from 1978 until 2010). The B86 idea was finally implemented in 2010.