Cait Sith

Streamlining was not the reason. The Q41 was moved to 109th to straighten out the route. The routing to 111th southbound required buses to make more turns just to get to 111th, when buses can just go onto 109th to speed up trips. It also eliminated the need for Q41s to use 111th Street to get onto 109th. The only difference between 109th and 111th is that 111th has less traffic lights to some extent. Q41s are more often packed between Jamaica and Rockaway Blvd, with some ridership remaining between Rockaway Blvd and Howard Beach(not as much, but there's still a decent number of people). Very rarely is it ever that empty unless it bunches.

So then your entire argument is basically useless if you're literally going to ignore the masses. This is the Merrick Blvd argument part II. No one traveling from Southeast Queens will benefit from a Q57 to the , as it will literally add more time to their commute compared to a shuttle bus(which will be much more direct than the Q57 to the to begin with). I mentioned the Q8 because it runs closer to the and for a longer distance than the Q57(which will once again, be useless in comparison to the Q8). The Q24, Q54, Q55, Q56 and even the Q8 will benefit more people than the Q57 to the . If it benefits you, cool. If it doesn't benefit the masses, you can toss that idea out the window. Especially since it won't benefit a large majority of people from Jamaica in terms of time.

We don't even know what depots are getting what routes.

From what it looks like, all of the Academy 21000s will be going to Meadowlands, and all of the Suburban 21000s will go to Wayne. I still don't get why Meadowlands is getting 21000s.

The Q9 would have been the perfect catalyst for a Jamaica/JFK route, as it could have ended either at Federal Circle(although the Port Authority kiboshed that idea due to space at Federal Circle) or at Lefferts. The Q1 as it's currently planned out, if it would've went deeper into JFK to some extent and not go all the way to Braddock Avenue, I would've liked it. That could have also worked to some extent, but the current plan is just horrible all around for that line. I feel like once the long-term construction at JFK is all done with, they'll do some changes. Both the MTA and the Port Authority have expressed desires of bringing buses back into the airport, but a decision has yet to be made as to where they will terminate at.

Not for nothing, but that is one of the worst comparisons you can make in regards to this. What we're talking about, and the and thing are two, very completely different scenarios. The issue is that you're using your personal preference to paint a picture of what you think the majority would and/or should do, whereas with my viewpoints comes from personal experience dealing with the Q112 on an almost weekly basis. And, as of your latest response, you've basically come out and framed your idea as a you thing, and not what would actually benefit the masses. It's great if it helped you get around, but the mass majority would rather choose convenience over something like that. And, lets be realistic, if people don't even take or even look at the Q112 as a viable alternative, what makes you think they'll suddenly swarm over to the not-so-different Q57? That's cool that all of what you did worked out for you. Your experiences & preferences vs the average rider's experiences and preferences are very different in that regard, most of whom won't even follow your approach. Between you vs the average rider, you are in the minority of your own in this discussion.....and then somehow, you glossed over the fact that most shuttle riders are looking for the stops along the stations they are looking for. Not everyone is looking to go to Jamaica. If you had mentioned, lets say the Q8, I'd wholeheartedly agree with you, as I have seen people use the Q8 as an alternative to the when the line was out(especially during the most recent outage, those Q8s were PACKED!)....but the Q57 is a really tough sell, especially as someone who deals with the current day Q112 on a weekly basis. Here's how I look at it. Say if you're coming from Jamaica during a Saturday afternoon, the is out and there's shuttle buses. Who would actually want to deal with afternoon Liberty Avenue traffic on the Q57(which would take around 15-20 minutes to get from Jamaica to Lefferts Blvd because of the traffic) + a potential extra 20 minute wait for an vs just hopping on the shuttle bus from where it starts from? Us transit fans can put up with different alternate routes and such regardless of time, but the average rider would not want to waste potentially 40 minutes of their day doing all of that, especially since it'll probably take about 20 minutes just to go less than 2 miles on the Q57 with traffic. On top of that, the proposed weekend headways is 20-30 minutes or better. That doesn't really ring a lot of confidence that it'll actually be better to me, and it also knocks your argument down a peg or two.

Wouldn't say that at all, 60,000-80,000 riders a month isn't something that should be looked down upon, and those 112s(speaking from personal experience as I live near the line and use it) are always packed during the day, and gets decent usage at night.

No, there's quite a bit.

Shuttle buses in general would be far more convenient and more direct than the Q24, Q56 and Q57 put together, especially with the sheer amount of shuttle buses on the road vs the handful of buses on those routes. LIRR hardly ever cross honors for the unless it's a long term GO, and even so, not many people take advantage of cross honoring in general. All you are literally trying to do is to justify the Q57 as an alternative for shuttle buses when. A. The headway wont even meet with the demand. B. Won't be enough buses to handle the crowds. C. Won't work in general, especially since people already don't take the Q112 during a shutdown, but more for an shutdown. The Q57 to Sutphin won't help the case much either to be honest.

The Q12 averages around 6,000 to 7,000 people a day per week, with ridership being lower during the weekend. Monthly, it averages around 165,000 to 185,000 riders a month. Pretty hard to say that people don't ride the line, especially since I've been on pretty packed Q12s myself, especially with artics.

2660 repainted, and it actually looks good.

It still wouldn't be that helpful compared to the Q24 and Q56, and to some extent, the Q54 and the proposed Q55.

The A-A pairs were said to be going first.

That'll be a rather low number at best. The Q57 logic would work if people already didn't ignore the existence of the Q112....so it wouldn't really be any more helpful than it is now. Whenever the is out.....people get the Q24 and Q56 since its within close proximity to the and their desired locations.

Kingsbridge is exclusively getting the LFSe's. The demo that was recently here only went to Quill and Kingsbridge.

A bit of both. The Bronx(except Eastchester) beats up any local bus. But you also gotta remember that the 4700s were the first production XD60s ever built. They are also up there in age.

More often than not, those are in the shop too. Doesn't help that one has been OOS for a while due to an accident that damaged the front end.

They actually have enough. Maintenance is what causes 40fters to show up on the Q12. Those 4700s have been shop queens ever since they arrived at Stengel, the work that was done to them before they left The Bronx hasn't helped much. Ulmer Park's XD60 fleet is also going through the same thing. Grand Avenue's fleet is basically the best of the bunch.

That might be the case. Those current transdev ops are apparently going to become NJT operators once this is all said and done. NJT will be using the transdev garage for now.

Transdev(surprisingly) is next, actually. NJT will take over Transdev operations on October 1st. Rockland's routes are operated by Community Coach now.

When a bigger order is placed. Not every order replaces buses or sends them elsewhere. These also wont be out in service as long as the regular fleet, assuming that they stuck with the short range spec(which is also why the S55 and S56 are said to go fully electric once Charleston gets their batch).

Me personally, Kissena. 64th Avenue would've been my ideal terminal since it's right in front of Queens College. The problem with that is the streets being a little narrow for buses, and the NIMBYism. Only reason I suggested Flushing is that there's more turnaround options. For this, I'd use the same turnaround the current Q27 uses. As for the Kew Gardens turnaround, terminate on Queens Blvd at the current Q10 150th Avenue/Rockaway Blvd branch stop, right onto 82nd, right onto kew gardens road, right onto 80th and left onto Queens Blvd. If not that, pick up on Kew Gardens Road below the Q10 stand and then make the right onto 80th Road and the left onto Queens Blvd. It sounds like a lot, but it actually isn't, seeing as operators already do loops around that area already.

Kinda sorta. I feel like the current Q64 would benefit greatly from a slight northern and southern extension. It would prevent a lot of backtracking people current do with the . Jetblue was out of Terminal A for a spell. I'm not sure if they still are after terminal B was completed.