Gotham Bus Co.

As somebody else asked about another proposal, "Is there a demand for such a route like that?"

Easy... Move the Q65 from Bowne to Kissena so it can help the Q17, Q25, Q27, Q34.

Individual depots don't accept or reject buses. That role falls to Regional Bus Operations upper management.

Moving the Q20B to Vleigh Place would mean not enough service at local Main Street stops south of 73rd Avenue.

No, it wouldn't save much money, but it would be much less vulnerable to delays (and thus more reliable).

Idea : Last stop on Queens Plaza North, then continue on Queens Plaza North, left 21st Street, left Queens Plaza South. Idea : Continue on Jackson Avenue to Vernon-Jackson Station (lay over with Q103) or to L.I.C. ferry terminal.

The only way to get rid of bus bunching in general is to get rid of buses.

Even within NYCT, there are different unions which previously claimed that work could never be moved from one bargaining unit to another. A good case in point is the Q32... Until 1994, the Q32 (previously M32, previously FACO/MaBSTOA #15) was all OA work based in Hudson Pier Depot. In 1994, the Q32 was split between Hudson (later Quill) and Casey Stengel, meaning that some OA (TWU-100) work was given to TA (ATU-1056). In 2010, the Q32 was consolidated in Casey Stengel, meaning that more OA (TWU-100) work was given to TA (ATU-1056). Along the way, other routes (M22, M35, M50, M60, M66, M72, M116) have flipped back and forth between TA and OA. In each case, the arbitrator ruled that the work does not "belong" to the union at all — it belongs to Transit, in keeping with the "management rights" clause of each contract (in essence, "management reserves the right to manage"). Given this precedent, it should be relatively easy to swap routes within MTAB (e.g. Q53 in Far Rockaway Depot, Q60 in Baisley Park) and, eventually, between MTAB and NYCT (e.g. B84 in Spring Creek, BM1/3/4 in Flatbush, Q18 in Grand Ave, Q29 in Fresh Pond, Q32 in LaGuardia, Q110 in Queens Village).

I'd be interested in knowing the amount of through riding between the southern and northern sections of the B20. Is there really that much of a Post-Office-Penn Av-to-Ridgewood market, or do most riders from each end leave at East New York station? If nothing else, maybe the part north of ENY could either become its own route or be attached to a different route. I'm also wondering the same thing about the Broadway section of the Q24 — should it stay linked to Atlantic Avenue, or should it be a separate route (which, for historical reasons, I would call B22)?

It's not necessary to actually attend an MTA public hearing. Written comments submitted by mail or through the web site have exactly the same standing in the official record as spoken testimony.

And maybe extend the route to 2nd Street.

Isn't that block of Lincoln Road one-way in the wrong direction?

In public transportation, "boosting fare revenue" is not a realistic goal statement because the cost of generating revenue is usually much higher than the revenue generated (i.e. the agency loses money on every passenger). With the state legislature leaning over like a vulture, ready and eager to take money from the MTA to use for upstate "pork barrel" projects, a better goal is to maximize the overall efficiency of mobility.

Not quite. The WDOT folks actually supported the idea because it would have let them discontinue the #54 route. Even the mayor of Mount Vernon liked it because it would have given Bronx bus riders the option of shopping on Gramatan Avenue and connecting to Metro-North away from Fordham. The opposition came from two fronts... The Comptroller of Mount Vernon, who demanded that NYCT reimburse Mount Vernon for damage to its streets. NYCT agreed to the same level of reimbursement that WDOT provided (i.e. none). Residents of Woodlawn, who didn't want "those people" riding through their neighborhood and filling up their empty buses. (What they actually said at the public meeting was that bus riders should stay on their respective sides of the border — people in the Bronx shouldn't travel to Westchester and people in Westchester shouldn't travel to the Bronx.)

What "deadhead distance"? There aren't any Q36 deadheads to or from Little Neck — every Little Neck trip goes there and returns in service. North Shore Towers management has repeatedly gone on record stating that local buses are too low-class and will never be allowed on NST property; that opposition would probably extend to a stop outside the gate as well.

These routes don't serve New Jersey residents. Why does New Jersey Transit subsidize them?

Interesting idea, but I'd tweak it a little... - Route Path: Use 73 Av instead of Jewel east of 164th. (Jewel gets very narrow there.) - Eastern Terminal: At 230th where the Q75 used to end. - Peak hours, both directions: Some trips would still begin/end at 164th. - Non-Peak: Every trip full length

It wasn't "eliminated" - Con Ed didn't want buses passing its power station (security risk), so rerouted the "D" branch over the "C" path. Since both branches were doing exactly the same thing, it made no sense to use both letters.

Not likely to happen without funding. I would actually restructure the M5 at the upper end: M5 - Northbound via Riverside and 135th, to Amsterdam (to serve City College and connect with M100, M101). - Southbound via Amsterdam, 133rd, Broadway, 135th, Riverside. M104 Extend via Broadway to G.W. Bridge.