Gotham Bus Co.

CS has 60+ Orion V's which are due to be retired and not replaced (at least according to what's been posted here).

But CS isn't getting any LFS's, so it will have 50 to 60 fewer buses than it needs for service after the Orion V's are retired.

Looks like Casey Stengel gets nothing to replace its Orion V's.

The sentence that I put in bold italics is key. If you're saying that the whole crowd leaves at Cross Bay & Liberty and a new crowd boards, then the Q41 is really two separate routes and the Howard Beach section doesn't need to be linked to the Jamaica section. Meanwhile, the Q21 functions as a third branch of the Q11 (and actually is just Pitkin Avenue short trips extended a couple of miles to the south).

The Bx10 originally followed the Bx1 along Heath Avenue until it was rerouted to Bailey Avenue and Van Cortlandt Avenue West in an attempt to make it a little more useful. At the same time, it really has to hit the , the , and Montefiore Hospital — and Riverdale folks would scream if it missed the Bronx High School of Science. Once upon a decade, there was a concept of combining the Bx10 with the Bx30. The combined route would have "de-tangled" the Bx10 a little, but it also would have been extremely long and unreliable (which is why it never happened).

That co-sign went off on a tangent.

That's why it's called a hearing and not a "listening"!

One person living in a neighborhood doesn't prove that everybody in that neighborhood wants to travel to another neighborhood.

Typical passengers don't care about that. As long as the bus is there and is able to move, they're happy.

Then why create a zig-zag route that looks more like an EKG than a viable bus service?

Again, that would only recreate the same reliability problems that led to the M100 being split and shortened in the first place.

Have you forgotten the history of the M100? Before March 1989, it went to 246th during rush hours and to 263rd off-peak (Bx7 ran peak-only back then), and it was extremely unreliable the whole way. That's why it was split, the Bx20 was created, the Bx7 was enhanced. Each market gets its own bus. M12/M31: Headways don't match. If anything, combine M12 with either M21 or M8. M98: Extend only if M4 is shortened or split. Depot doesn't really matter, but it works better out of an uptown depot because that's where the morning riders come from.

The B8 doesn't run anywhere near Fountain Avenue or Gateway Mall. You meant the Q8.

Of course, you meant the Q8, right?

Instead of two Bayside-Wall Street routes, maybe have one route that combines elements of the QM2 and QM20 (call it QM22?)— for example, from Bell & 212th via Bell, 23rd Avenue, Corporal Kennedy, 26th Avenue, Utopia Parkway, then follow the QM2 Saturday/Sunday routing. As for the QM3/13, a Wall Street variant might be even more useful than the Midtown service (which duplicates the LIRR).

If the M4's problem is high ridership concentrated between Penn Station and 59th Street, then the Q32 is truly needed as back-up. If the M4's real problem is merely bunching, then the real solution might be to split the M4 into two shorter routes and leave the Q32 out of that equation. As for the Q32, it wouldn't have to end at Grand Central itself, just in the general area. The last stop and layover could be on 40th just east of 5th (which used to be a stop on the M1), then left on Madison to return to Queens.

I've thought of truncating the Q32 myself (as I indicated earlier in this thread). Remember that the former M32 ended at Madison Square (5th Ave & 26th Street). As part of the renumbering to Q32, it was rerouted to Penn Station as a way to get rid of the M4 shuttle trips that ran between Penn Station and Madison/59th (AM rush, northbound only and deadhead back). The real question is whether the Q32 is still needed at Penn, or if the M4 can once again go it alone.

Yes, I know that, but it probably doesn't need to keep going there. Meanwhile, Columbus Circle would be a shorter route with a convenient place to turn around.

True. If anything, I would keep the Q66 as is, shorten the Q101 to Queens Plaza, and shorten the Q32 to Columbus Circle.

What are the average per-trip loads?

The Bx42 wasn't really "created" — it already existed as the Harding Avenue branch of the Bx40 and simply got its own number in 1989. (The third branch, to Locust Point, became part of the Bx8 at the same time.)

The curb lane is supposed to be available during rush hours, but that rule is never enforced. Yes, your Q12 would be more reliable (by not using Sanford), BUT the Q13 would become LESS reliable on Sanford. That's called "moving the problem" instead of actually solving it.

How about a Wall Street variant?

If you're trying to solve specific service problems, then please identify those problems first. Otherwise, it looks like you're just drawing lines on maps. Now to the nitty-gritty: Bx1 used to go up to 246th. Nobody rode it Bx8 - I've always wondered why it had to end at 226th. Bx10 is already unwieldy, and you want to make it even more so? (There was once a proposal to combine it with the Bx30, which also made no sense.) Your new Bx14 replicates most of the old Bx24, which is cute because the current Bx24 replicates most of the old Bx14. Bx19 is already quite long and an extension would cause reliability to suffer (unless you're planning to split it back into two routes). Bx22 - is there enough activity at Lehman to warrant going there full-time? Bx31 is too frequent and would over-serve Country Club. Remember all the complaints when the Bx8 ran through there? Bx41 used to go to 132nd Street. Bx55 is no longer needed as a dedicated 3rd Avenue El replacement.

The Q60 still goes to 109th Avenue because it used to be a streetcar that ran out of a barn on 109th Avenue.