User:Kew Gardens 613/sandbox 4: Difference between revisions
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* [https://fultonhistory.com/highlighter/highlight-for-xml?altUrl=https%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FNew%2520York%2520NY%2520Herald%2FNew%2520York%2520NY%2520Herald%25201897%2FNew%2520York%2520NY%2520Herald%25201897%2520-%25202647.pdf 1897 Blockage]; [https://fultonhistory.com/highlighter/highlight-for-xml?altUrl=https%3A%2F%2Ffultonhistory.com%2FNewspapers%25207%2FBrooklyn%2520NY%2520Daily%2520Eagle%2FBrooklyn%2520NY%2520Daily%2520Eagle%25201897%2520Grayscale%2FBrooklyn%2520NY%2520Daily%2520Eagle%25201897%2520Grayscale%2520-%25201410.pdf more] |
* [https://fultonhistory.com/highlighter/highlight-for-xml?altUrl=https%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FNew%2520York%2520NY%2520Herald%2FNew%2520York%2520NY%2520Herald%25201897%2FNew%2520York%2520NY%2520Herald%25201897%2520-%25202647.pdf 1897 Blockage]; [https://fultonhistory.com/highlighter/highlight-for-xml?altUrl=https%3A%2F%2Ffultonhistory.com%2FNewspapers%25207%2FBrooklyn%2520NY%2520Daily%2520Eagle%2FBrooklyn%2520NY%2520Daily%2520Eagle%25201897%2520Grayscale%2FBrooklyn%2520NY%2520Daily%2520Eagle%25201897%2520Grayscale%2520-%25201410.pdf more] |
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* [https://fultonhistory.com/highlighter/highlight-for-xml?altUrl=https%3A%2F%2Ffultonhistory.com%2FNewspaper%25205%2FBrooklyn%2520NY%2520Daily%2520Eagle%2FBrooklyn%2520NY%2520Daily%2520Eagle%25201951%2520%2520Grayscale%2FBrooklyn%2520NY%2520Daily%2520Eagle%25201951%2520%2520Grayscale%2520-%25205468.pdf 1951 elimination] |
* [https://fultonhistory.com/highlighter/highlight-for-xml?altUrl=https%3A%2F%2Ffultonhistory.com%2FNewspaper%25205%2FBrooklyn%2520NY%2520Daily%2520Eagle%2FBrooklyn%2520NY%2520Daily%2520Eagle%25201951%2520%2520Grayscale%2FBrooklyn%2520NY%2520Daily%2520Eagle%25201951%2520%2520Grayscale%2520-%25205468.pdf 1951 elimination] |
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=Tom Johnson= |
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* https://teachingcleveland.org/wp-content/uploads/2010/04/tom%20johnson%20obit_homage%20american%20mag.pdf |
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* https://libraryarchives.metro.net/dpgtl/ERJ/srj-street-railway-journal/1901-srj-volume-18-no-02-july-13.pdf |
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Revision as of 13:58, 1 December 2024
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NYC Subway History Post-Unification  |
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User:Epicgenius/sandbox/Metropolitan Transportation Authority
User:Epicgenius/sandbox/article-draft1 — Manhattan Bridge subway closure
User:Kew Gardens 613/Subways70s80s
User:Kew Gardens 613/NYSTC Annual Reports
User:Tdorante10/sandbox3 – Includes draft bus articles
User:ItzWindowsME/sandbox – Q29 draft
Queens Bus Routes and lines – A list of bus article projects
User:Epicgenius/sandbox/1 – Interesting track map drafts
User:Epicgenius/sandbox/3 – Includes draft bus articles
User:Epicgenius/sandbox/5 – Includes a draft split of Technology of the New York City Subway that I have been wanting to work on
This sandbox page will be used for projects concerning buses. The goal is to transfer this material to the mainspace. Other users should feel free to add information that is fit, improve, and add references to the work that is here.
Nassau bus maps
June 2003 map likely error. Shows N93 to Fortunoff loop on main map (removed from inset). JFK Flyer not on map, so not possible. Also, has N8 to Hempstead. https://web.archive.org/web/20030606232927/http://mta.info/libus/routes/routes.htm https://web.archive.org/web/20030608185015/http://mta.info/libus/nassau_hub/hubsched.htm https://web.archive.org/web/20030222154754/http://www.mta.info/libus/nassau_hub/hubmap.htm https://web.archive.org/web/20021222190255/http://www.mta.info:80/libus/nassau_hub/hubmap.htm
Other June 2003 map does not have N93 or N8 to Hempstead. Otherwise, the same.
The printed June 2003 map does not have the N8 to Hempstead-but, the route bullet for it shows up in the inset.
The August 2003 n8 timetable has no N8 to Hempstead. https://www.flickr.com/photos/unionturnpike/53982687082/in/album-72157709281539238
N43 on 3/30/2003 list, not N8 https://web.archive.org/web/20030606232927/http://mta.info/libus/routes/routes.htm
Historic LI
http://history.hicksvillelibrary.org/sites/default/files/2021-03/MID-ISLAND-HERALD-19710826.pdf
http://history.hicksvillelibrary.org/sites/default/files/2021-03/MID-ISLAND-HERALD-19710826.pdf
https://www.newspapers.com/article/newsday-nassau-edition/115220771/ 1975 N19
https://www.newspapers.com/article/daily-news/86391471/ 1976 Fare
https://www.newspapers.com/article/newsday-nassau-edition/83126801/ 1978 Rider
https://www.newspapers.com/article/newsday/99024430/ 1982 changes
https://www.newspapers.com/article/daily-news/121226459/Minor 1982
https://www.newspapers.com/newspage/712991965/ 1997 JFK Flyer
https://books.google.com/books?id=syWOkyESCI0C&q=%22JFK+Flyer%22+bus+nassau&dq=%22JFK+Flyer%22+bus+nassau&hl=en&newbks=1&newbks_redir=0&sa=X&ved=2ahUKEwiHpM6pkaWIAxVWMlkFHVnFFWoQ6AF6BAgIEAI JFK Flyer report Hempstead
https://www.newspapers.com/newspage/714674277/ 2001 Improvement N91
NICE Bus changes
Map
https://www.americantravel.ru/files/600/490/c22b2992d6b242cd08f57aab49546d4f
JARC
Span, extension
2003
https://www.hofstra.edu/pdf/academics/colleges/hclas/geog/geog_honors_carrigym.pdf
Shuttle/Flyer p.160
https://www.dot.ny.gov/divisions/operating/opdm/aviation/repository/files/03combined.pdf
https://www.dot.ny.gov/divisions/policy-and-strategy/public-trans-respository/Chapter_5.pdf
Early 2000s
https://web.archive.org/web/20030606232927/http://mta.info/libus/routes/routes.htm
2005 n80/81 Hvl mall, n95
https://web.archive.org/web/20050602003233/http://mta.info/libus/routes/routes.htm
https://web.archive.org/web/20030608015704/http://mta.info/libus/pdf/n80.pdf
2008 N66
2009 N22/A, 78/79
https://web.archive.org/web/20090129082646/http://mta.info:80/libus/bus_info/N22_78.htm
2009 N35/7
https://web.archive.org/web/20090424084924/http://www.mta.info:80/libus/bus_info/april26_pick.htm
2009 N15
2009 various
https://web.archive.org/web/20090910162729/http://www.mta.info:80/libus/bus_info/Fall2009.htm
2009 n49
https://web.archive.org/web/20100123190712/http://www.mta.info:80/libus/bus_info/N49_Nov8_2009.html
2009 N1/N6
https://web.archive.org/web/20090119111000/http://mta.info:80/libus/bus_info/N1_N6.htm
N20/N21 2009
https://web.archive.org/web/20090129080632/http://mta.info:80/libus/bus_info/N20.htm
N81 2009
https://web.archive.org/web/20110507051345/http://www.mta.info/libus/bus_info/N81_June28_2009.htm
N24 2009
https://web.archive.org/web/20110522202337/http://www.mta.info/libus/bus_info/N24_June28_2009.htm
2010 june
https://web.archive.org/web/20100702011929/http://www.mta.info:80/libus/bus_info/summer2010.html
N94 2010
https://web.archive.org/web/20101027092828/http://www.mta.info:80/libus/bus_info/n94_winter2010.html
N4 2010
https://web.archive.org/web/20101217170117/http://www.mta.info/libus/bus_info/N4_Fall2010.htm
N31/32 2010
https://web.archive.org/web/20101125100758/http://mta.info/libus/bus_info/n31_32_october2010.html
N19 2010
https://web.archive.org/web/20101217170126/http://www.mta.info/libus/bus_info/N19_Fall2010.htm
2009
https://catalog.hathitrust.org/Record/102775390
https://web.archive.org/web/20090305201117/http://mta.info/mta/09/libus_routes.pdf
https://web.archive.org/web/20090305201011/http://mta.info/mta/09/2009_libus_additional_actions.pdf
https://web.archive.org/web/20090305232613/http://mta.info/mta/09/overview5.pdf
https://web.archive.org/web/20090305232614/http://mta.info/mta/09/2009_fare_service_notice.pdf
2010
http://www.forum.bustalk.info/viewtopic.php?p=11449&sid=9d9a5c4bd3ead4836e127a136ccd1830
https://www.liherald.com/stories/mta-cuts-lirr-li-bus-service,23912
2011
https://www.nyctransitforums.com/topic/25657-mta-long-island-bus-faces-deepest-cuts/page/5/
2015
2000 cuts
"The cuts would eliminate 23 of the 54 routes, reduce 24 of the remaining routes and restrict bus service for the physically disabled.
https://www.nydailynews.com/2000/03/29/use-cash-from-shoreham-to-avert-bus-cuts-pol-says/
72N
https://www.nytimes.com/2000/01/30/nyregion/missing-the-bus.html
https://www.nyctransitforums.com/topic/52144-nice-summer-service-change/
https://patch.com/new-york/eastmeadow/nice-bus-routes-improved-for-ncc
https://www.nyctransitforums.com/topic/51852-nice-bus-plans-changes-aimed-at-improving-service/
June, NICE is bringing back the N36 in the form of Nice Mini
the N6 Limited used to stop at Locustwood Blvd, and that was the only stop that didn't return after they added the stops back to the n6X
NICE's Summer Schedule will take in effect on June 24th. The biggest service change to occur is the n40 getting 24 hr bus service between Hempstead and Freeport starting this Sunday. I have no idea why older schedules are being posted for the other 9 routes.
http://liherald.com/rockvillecentre/stories/Taxi-to-replace-Rockville-Centre-Loop-bus,75347
http://longisland.news12.com/news/nassau-lawmaker-fights-to-stop-bus-cuts-1.11301350
www.newsday.com/long-island/nice-eyes-biggest-bus-improvements-in-years-1.5729688
Subway requests
Vans
School bus
Parents fight keep private buses 1960
Express bus
Bronx bus
Brooklyn bus
5/8/1952 article plan cut weekend Grand St service 1958 cut
B12 change; 1954; more-eliminate portion through Liberty Avenue between Pennsylvania Avenue and Sheridan Street-paralleled by B22, ESTABLISH FREE TRANSFER, end B12 Alabama/ENY Avenue
1960 B61-back old route Myrtle
1949 B10, Union Street Line, B70
1948 B45, B47, B48, B12, B33 reroute/extension, B62; more
Approved August 1948-trolley pole
1940 conversion, including B33; more
August 1965 BMT Trolley Routes 1940-1956 Part I
1946 Improvement Third Avenue Line; proposed reroute Hamilton Avenue Line
August 1969
October 1969
Brooklyn trolleys December 1969 ERA Nassau Electric Railway
Chronological changes October 1970 ERA
February 1970
Brooklyn City Railroad April 1970 (including B33)
June 1970
1950 B27
1954 B27
1955 B27
Systemwide changes
Bus Staten
Bus Manhattan
1962 Village Barnes; 1963 Wash Sq
Bus depots
Bus stops
Bus Nassau
1976 Great Neck transit center, route changes
Bus Westchester
Zoning
Miscellaneous
Move lack freight siding Queens
One-hour parking KG side streets
QBL strike construction; subway work
Highways
Street widenings
Springfield Boulevard; more; more
Sources
https://www.newspapers.com/clip/97876033/
Flushing bus terminal
Bus routes in Manhattan
East Side bus depot studied 1962
NYCTA bus
Bus depots
Bus routes in Brooklyn
Streetcars in Queens
Bus routes in Queens
Maps
DP&S
The first bus was implemented on September 21, 1919, under DP&S supervision, on two days' notice, with the private operator failing to supply service after receiving an emergency permit. In May 1920, there were 10 routes operating on 25 miles of route with 170 buses, operating at a five-cent fare. DP&S Commissioner made a case to replace streetcars with buses in the magazine Power Wagon in May 1920.[1]
On October 27, 1919, municipal buses were started in Brooklyn on four lines by the DP&S. The Brooklyn Rapid Transit Company had been ordered in Federal court to "unscramble" some of its subsidiaries to eliminate transfers and the greater than five-cent fare on some longer routes. The city's routes would closely parallel the BRT's lines. In January 1920, Commissioner Grover Whalen recommended that the city purchase 100 buses and permanently operate buses. On January 12, 1920, notice was served to him by the BRT that it would go to court to restrain him from operating buses in competition with its lines since the city's routes hurt its profits, and since the city did not obtain the necessary certificates of convenience and necessity to operate the routes. The BRT said that it might need to discontinue some of its routes unless bus service was stopped.[2]
In _____, the DP&S had over 350 buses on 46 routes. The bus routes were privately owned, but supervised by the DP&S. The City Board of Estimate granted permits to individual bus routes, which had to acquire certificates of necessity from the state Transit Commission. A taxpayer lawsuit in 1920 was brought to prevent the City from supervising privately owned buses or purchase buses, contending that the permits the buses were operating under were illegal. The city lost the case in multiple courts, and the taxpayer's attorney threatened to serve a restraining order which would "tie up" operation of buses. The city would need to get the power to buy buses from the state legislature in a special session.[3]
1919 Brooklyn City RR vs. Whalen (with routes)
1920 authorize South Ozone Park-Jamaica Line
1925 Bus Line report proposed routes (some route numbers stuck)
Requests bus service
Greenpoint Avenue; Middle Village-Queens Boulevard
Woodside-Astoria; more; extension; start
Creation of bus companies
Nassau Bus Line was incorporated on December 2, 1920.
Bee Line Bus was incorporated on August 11, 1922, though it began operating service along Merrick Road from 163rd Street and Jamaica Avenue in Jamaica to Rosedale at the City Line in February 1922.
Green Bus Lines was incorporated on April 5, 1925, but did not began operation until January 15, 1933.
Schenck Transportation Company was incorporated on September 11, 1925, but began operating bus service in April 1926. On April 21, 1926, North Shore Bus Company was incorporated.
Queens-Nassau Transit Lines was incorporated on February 19, 1926.
Triboro Coach Corporation was incorporated on April 10, 1931. Jamaica Buses was incorporated on April 24, 1931.
Manhattan & Queens Bus Corporation was incorporated on November 8, 1935.
1910s
1912 extension Metropolitan Avenue Line
1916 Metropolitan extension; stub-end Franklin Line
1921 request two-fare zones Metropolitan
1920s: Fight over bus franchises
1922 South Ozone Park-Richmond Hill
1925 Queens-wide franchise; more
1925 North Jamaica Parsons bus
1925 rejection of franchises urged
1926 Franchise Manhattan-Jackson Heights
1926 69th Street bus restoration sought
1926 requests to run all routes in boroughs
1926 notice Systems A and B; specific routes
1926 request five-cent fare Jackson Heights-Elmhurst
1926 buses back Springfield; Bee express Freeport
1926 Bus system comprehensive-System A to G; more
1926 votes against streetcar Queens Boulevard, another vote, another story, another
1927 investigation North Shore Traction
1927 Terminate bridge Roosevelt
On June 29, 1927, the Board of Estimate took no action on addressing the bus situation in Queens at a special bus hearing. An agreement on the awarding of franchises for buses was considered to be far off, except for granting right-of-way to Equitable Coach or another company to operate crosstown bus routes in Manhattan.[4]
1928 Astoria bus franchises; Equitable Coach
1928 Astoria, East Elmhurst bus
1928 express Little Neck Manhattan
1928 Flushing bus application deferred
1929 Suspension Astoria-East Elmhurst Line
1929 support existing operators, not BMT
1929 Flushing-Bayside reroute onto Northern
1930 North Queens bus situation
1930 NS extend Manhattan bus; more-Kew
At the end of January 1930, operation of the Q21 between Rockaway and Liberty Avenue resumed, after the request of residents of Ozone Park, with service operated by the city. Service had been discontinued on January 1 due to a poor financial return, after being implemented in 1928. The route had been more successful in the summer. The DP&S received a petition to have buses on Rockaway Boulevard terminate at Liberty Avenue and Woodhaven Boulevard instead of at Liberty Avenue and 102nd Street.[5]
1930 request Middle Village replace trolleys
1930 request replacement Northern Boulevard trolleys
1931 franchise proposal
1931 request two-year extension
1931 improvement Rockaway bus service
On January 28, 1931, the Transit Commission granted the New York and Queens Railway Company an extension on its ability to charge six-cent fares on its three trolley lines until June 30, 1931. This fare level was adopted on June 16, 1924 to help liquidate its obligations as it had entered receivership.[6]
1931 Bus route descriptions; more Q28
On March 17, 1931, at a meeting of the Board of Estimate, Queens Borough President George U. Harvey warned that Queens could be without bus service by May 1 unless the Board immediately granted bus franchises. Harvey stated that courts might not grant further extensions of time to allow the city to run buses without franchises. The city had already obtained two stays of an injunction, with the second due to expire on May 1.[7][8]
On June 19, 1931, Aldermanic President McKee announced that only two franchises would be awarded for the 31 bus routes in Queens, split into two zones. July 10 was set as the date for a public hearing for petitions for franchises from Jamaica Bus Lines and the North Shore Bus Company. Borough President Harvey supported McKee's proposal after having previously stated that he would favor granting franchises to local bus companies. He had stated that his main intention was to keep the BMT out of Queens.[9]
In July 1931, Borough President Harvey sent a letter to the Rosedale Board of Trade that stated that Rosedale would be carefully examined in regard to bus franchises. The Board had recommended that the Q5 be extended from Rosedale station via Rosedale Avenue, 250th Street, and Hook Creek Boulevard to Merrick Boulevard and operate at a five-cent fare instead of a ten-cent fare. They also noted that route Q5A, which was operated between Huxley Street and Jamaica by Transit Coach Company was not included in Harvey's recommendations for bus franchises to the Board of Estimate, and recommended its inclusion.[10]
On November 28, 1931, the Kings Coach Company began operating the Q29, 90th Street Crosstown, bus route. The company received a one-year franchise for the bus route from New York City on December 30, 1932. On June 19, 1933, a Certificate of Public Need and Necessity took effect for the remainder of the duration of the franchise for the route.[11]
1932 report and one-year franchises
1932 elimination 2-fare zone Bee Line
1932 streets not existing/franchises
1932 bus issue still up in air
Criticism one-year grants October 1932
March McKee; more; proposed reroutes; more
April 1932 delay bus contract; more
On May 31, 1932, Jamaica Bus Company announced it would present a petition signed by 18,255 riders of Jamaica Central Railways trolley lines to the Board of Estimate, recommending that the company get the franchise for bus routes in southern Queens. The company had been one of the two favored petitioners, along with North Shore, for franchises in Queens until Borough President Harvey, Aldermanic President Joseph V. McKee, and Controller Berry stated their opposition. After bidding was opened by the Board of Estimate, the two companies submitted bids more favorable to the city.[12]
On November 11, 1932, the New York City Board of Estimate deferred action on the forms of contracts with six companies, and approved them for nine companies, completing a step in the operation of regular bus service in Queens under one-year franchises. Nearly all the bus contracts approved were opposed by rival bus companies, and trolley and railroad companies. Billow Bus Lines had its contract for the Q9 approved, Flushing Heights Bus Company had its contracts for the Q17 and Q25 approved, Queens Bus Lines' contracts for the Q7, Q21, and Q22 were approved, Travelers Bus Company's contract for the Q10 was approved, Z & M Coach Company's contract for the Q27 was approved, Nevins-Queens Bus Corporation's contract for the Q6 was approved, Liberty Bus Transportation Corporation's contract for the Q11 was approved, Lund Coach Corporation's contract for a route between Creedmore State Hospital and Queens Station on the Long Island Rail Road was approved, and Kings Coach Company's contract for the 90th Street Crosstown was approved. Action on the applications for the Q2, Q3, Q4, and Q5 by Bee Line Incorporated, for the Q5 and Q5A by Transit Coach Bus Lines, for the Q2 by Voosen Buses Incorporated were deferred until November 15, while action on the applications for a bus route from Jamaica to Bayside West by the Bayside Community Bus Corporation, for a Briarwood route by Briarwood Bus Company, and for routes Q18, Q19, Q23, and Q24 were deferred until November 18 to coincide with North Shore Bus Company's application for the Q19.[13]
On November 18, 1932, the Board of Estimate approved the experimental one-year franchises legalizing bus routes operated by Briarwood Bus Company, Bee Line (Q2, Q3, Q4, Q5), and Transit Coach Bus Lines (Q5, Q5A). The hearing for the formal contract awards would take place on December 16, 1932. Bayside Community Bus Corporation's application for a franchise for its Jamaica-Bayside West route was postponed to the Board's next meeting since the company proposed having two five-cent fare zones. A company representative noted that the line went through area that was not heavily developed, passing around nurseries, cemeteries, and golf clubs. The counsel for the operator stated that the comptroller had previously approved of its proposal for two fare zones. A hearing was set for December 9 for North Shore's application for a College Point-Flushing routeVoand for osen Buses Incorporated's application for a franchise on the Jamaica-Hollis route with an extension via Colfax Avenue. Its application conflicted with Bee Line's Q2 application. Deputy Comptroller Frank J. Prial said that, consistent with the board's policy on addressing the bus situation in Queens, all companies currently operating routes would receive franchises for them. Bee Line and Transit Coach would continue to operate competing routes between Rosedale and Jamaica along Merrick Boulevard.[14]
The Jamaica Central Railway opposed Bee Line's application to extend the Q2 from Springfield Boulevard to the city line along Hempstead Avenue since it would directly compete with its trolley line. The Railway's counsel suggested that Bee Line continue its agreement not to pick up riders along Hempstead Avenue, which the counsel for Bee Line agreed to. Deputy Comptroller Prial said that the franchise should be awarded without additional conditions, with the dispute being up to the Transit Commission to settle. The franchise for Briarwood Bus Company's Jamaica-Briarwood route was objected to by the Nevin-Queens Bus Company, which believed that it would take away short-haul ridership from its Jamaica-Queens Village route. The BMT continued to object to the awards of bus routes that would compete with its trolley lines. North Shore's application for the Q12, Q13, Q14, Q15, Q16, Q23, and Q28 routes were pushed off for two weeks. Jamaica Central Railway's application to convert its trolley lines into bus lines was put off until February; it had been on the Board's calendar for over a year.[14]
Green Bus Lines was awarded one-year franchises to and obtained certification to three routes on December 30, 1932 and one route on April 15, 1933.
1932 opinion piece said 1930-BOT recommended franchises to BMT
October 1932 College Point plan
November franchises, Briarwood
1932 request continuance of Q29
Nassau Schenck extension denied; more
On December 13, 1932, the Committee of the Whole of the New York City Board of Estimate denied five bus route franchise applications from Nevins-Queens Bus Corporation, Comfort Coach Company, and Belmont Bus Service Corporation. Nevin's applications for the Q8, Q19 and Q25 were turned down since they were already awarded to other companies. Hearings were already scheduled on January 13, 1933 for the award of the Q8 to Green Bus Lines, the Q19 to Triboro Coach Company, and the Q25 to Flushing Heights Bus Company. The Belmont Company sought a franchise for a route through South Jamaica running from Jamaica Avenue and Merrick Road, but was denied without comment. Comfort Company's application was denied due to heavy opposition from civic workers in Central Queens. The company operated a route from Jamaica to South Ozone Park that paralleled a route of Billow Bus Lines that had already been approved.[15] The North Shore Bus Company obtained one-year franchises for seven routes on February 18, 1933, which were certified by the Transit Commission on April 3, 1933. It obtained a franchise for two more routes on June 27, 1933, which was certified on August 7, 1933.
On February 18, 1933, it was announced that Mayor John O'Brien would sign the contract for the franchises for bus routes for North Shore Bus Company. With the approval of the routes, the fare on the route to Little Neck would be reduced from ten cents to five cents.[16]
On February 17, 1933, the city requested an extension of a stay permitting buses to operate in Queens in spite of a Queens Supreme Court injunction of two years from the Brooklyn Appellate Division until April 1. The court reserved decision.[17]
Bee Line was granted a one-year franchise for four routes on January 16, 1933, and the franchise was certified on March 15, 1933.
Triboro Coach Corporation obtained one-year franchises for three bus routes on February 4, 1933, and these were certified by the Transit Commission on April 25, 1933.
Reduced fare request Little Neck
Bus plan, better BMT service, permit Jackson Heights route, Howard Beach request
1933 Ask favor NS, if not trolley
On January 24, 1933, New York Supreme Court Justice Mitchell May signed a show cause order, and on January 27, Supreme Court Justice James A. Dunne would begin to hear arguments on the Jamaica Central Railway's application for a temporary injunction to restrain Travelers Bus Lines from operating the Q10 route, Green Bus Lines from operating the Q21 and the Q22 routes, and Billow Bus Lines from operating the Q9 route, and that the city restrain from hearing their applications for certificates of convenience and necessity. The hearing for Billow Bus Lines had been set for January 25, the hearing for Green Bus Lines had been set for January 26, and the hearing for Travelers Bus Lines had been set for January 30. These routes had been granted franchises by the city in December 1932. The attorney for the plaintiff said that the injunction, if granted, would affect all other city bus lines. The Jamaica Central's complaint was that the Board of Estimate failed to inquire as to whether the compensation to be paid by the three companies to the city for their bus franchise contracts was arbitrarily set at ten percent when the Board knew or should have known that that level of compensation could not be paid without having the defendant bus company operate at a loss, which would result in a default to the city or in unsafe, poor, and inadequate bus operations.[18]
On January 25, 1933, the Kings Coach Bus Company was ordered to reappear before the New York State Transit Commission on February 1 to present more adequate financial setup, with additional liquid assets and sufficient provision to meet accident damage claims, and bus equipment that follows regulations that had been set up by the commission some time earlier. The company was seeking to run the Q29, 90th Street Crosstown route. The company at a previous hearing promised to provide more adequate damage against damage for this hearing, as its protection against those suits had followed the liability requirement for taxis.[19]
The New York State Transit Commission granted certificates of need and necessity to Bee Lines, Travelers' Bus Line, Liberty Bus Transportation Corporation and Municipal Motor Coach Company on March 15, 1933, allowing them to operate bus routes under one-year franchises that had been granted by the Board of Estimate. Bee Lines operated the Hollis Avenue-Bellaire-Queens Village route, the Central Avenue-Cambria Heights route, the Rosedale-Freeport route, and the Farmers Avenue route to St. Albans, Traveler's operated a route along Rockaway and Lefferts Boulevards from South Ozone Park to Richmond Hill, and Liberty operated a route between Queens Boulevard in Rego Park and Howard Beach.[20] Municipal operated a bus route along 82nd Street in Jackson Heights.[21]
Franchise application Queensboro Hill, Z&M
Bus franchise fight Supreme Court
Through service Queensboro Hill-College Point;
On February 15, 1933, Bee Line stated its opposition to Transit Coach Bus Lines's application for a certificate of convenience and necessity for its competing Q5A route along Merrick Boulevard to Rosedale. Transit Coach's route branched off Merrick Boulevard at Springfield Boulevard and continued to Rosedale via streets to the west of Merrick Boulevard, while Bee Line's route ran directly along Merrick Boulevard. The counsel for Bee Line said that it would be wasteful to allow both companies to operate along Merrick unless they agreed to a non-competitive agreement. Transit Coach had been in existence sine January 12, 1933, but had operated the route for three years under a different name. At the same meeting, counsel for Steinway Railways opposed the application by Triborough Coach Corporation for routes in Astoria due to concerns about competition, and the subsidiary of the BMT that operated the trolley on Jamaica Avenue complained that operating buses in Downtown Jamaica on that avenue would lead to major traffic congestion.[22]
NS extend Flushing express to Manhattan
On March 29, 1933, the Transit Commission announced that it had issued the certificates of convenience and necessity to Green Bus Lines, Lund Coach Company, and North Shore Bus Company for the operation of Queens bus routes. The routes for Green Bus Lines were the Q7, Q21, and Q22, the Lund Coach route was the Q32, and th North Shore routes were the Q12, Q13, Q14, Q15, Q16, Q23, and Q28.[23]
Back Nevins-Queens, reroute Flushing
On May 9, 1933, the Board of Estimate indicated that it might reject any additional one-year franchises in Queens until current contracts expired in late 1933 or early 1934. It also indicated that it would turn down proposals to modify existing franchises, including extensions of existing routes. One-year franchises had been granted to determine the value of each route. The chief of the Division of Franchises noted that if the Board granted the seven petitions for extension and modification of existing routes and for new routes, it would take at lest three months to complete the franchise process, with the franchises expiring in a few months afterwards. Most companies operating with one-yer franchises had already applied for long-term franchises for their routes.[24]
Travelers Bus Lines sought an extension of the Lefferts Boulevard Line from Jamaica Avenue to Queens Boulevard, Transit Coach Company sought to extend its Rosedale Line via Liberty Avenue and Farmers Avenue, Flushing Heights Bus Corporation sought a change in its Parsons Boulevard route, and North Shore Bus Company sought changes in its Flushing-Bayside, Flushing-Whitestone, Flushing-Little Neck, Flushing-Bayside West and Bayside Avenue lines. Queens-Nassau Transit requested a new Flushing-Kissena Park Line, Orange Omnibus Corporation sought a franchise for a new 111th Street crosstown line, and Corona-Woodside Coach Company sought a franchise for a new Corona-Jackson Heights-Elmhurst route.[24]
Schenck Transportation Company was granted a one-year franchise for the Q36 on May 25, 1933, and received certification for the route from the Transit Commission on June 24, 1933.
New York City granted Queens-Nassau Transit Lines a one-year franchise to operate the Q34, and the Transit Commission granted it a Certificate of Public Convenience and Necessity for it on July 1, 1933.
On June 27, 1933, the Mayor signed contracts with North Shore for the Q20 and Q35. Certificates of Convenience and Necessity were issued to Kings Coach on June 14 for the Q29, on June 21 to Schenck for the Q36, and on June 28 to Queens-Nassau for the Q34. At the end of June, certificates still needed to be issued for the Q31, Q20, and Q35.[25]
At an August 8, 1933 hearing of the Transit Commission, the Flushing Heights Bus Company offered to establish transfers between its Jamaica-Bayside West and Flushing-Jamaica routes at Nassau Boulevard and Fresh Meadow Road and at 169th Street and Hillside Avenue. Commission Chairman William G. Fullen deferred action on the proposal until August 11 to hear additional testimony due to opposition of the New York and Queens Transit Corporation, which operated the Jamaica-College Point trolley line.[26] On August 11, the Transit Commission put off a decision until August 16th. The counsel for the NY&QT had stated that the operation of the bus routes would reduce revenues on its trolley between Jamaica and Flushing by 50 percent.[27]
On August 14, 1933, Jamaica Buses obtained a 25-year franchise for the operation of four routes, which was certified by the Transit Commission on October 5, 1933. Buses replaced the streetcar lines of Jamaica Central Railways in November 1933.
Through Flushing-Jamaica franchise
On January 17, 1934, the Springfield Gardens Board of Trade recommended the extension of bus service on the Bee-Line route from Queens Village station along Springfield Boulevard to Rockaway Boulevard to connect with the Jamaica Buses route to Far Rockaway.[28]
In 1933, one-year franchises were granted to existing bus operators. On March 7, 1934, the Division of Franchises made public its list of bus routes for which the Board of Estimate would be receiving bids on March 30. The only major changes in the Queens bus system from the previous year were the creation of a route along 111th Street and the Q26 running between Rosewood and Queens Village. The few changes were taken as meaning that the public was largely satisfied by the existing bus routes. The routes to be assigned to the North Shore Bus Company included the Q12, Q13, Q14, Q15, Q16, Q17, Q19, Q20, Q23, Q25, Q26, Q27, Q28, Q31 and Q34.[29][30]
1934 to 1935: Fight to keep service operating
On January 15, 1934, Harvey sent a message to the Board of Estimate recommending the renewal of existing franchises held by independent companies for five years, and that a general policy be created in regard to the length and terms of all franchises in Queens. Some contracts had already expired, meaning some routes were running illegally. Harvey said that a payment of 10 percent of gross receipts to the city was excessive.[31] On the same date, Queens-Nassau Transit Lines filed an application with the Board of Estimate for the Q17, Q25, Q30, and Q34 bus routes. Its application included 37 free transfer points between these routes and its trolley lines. There are already were free transfers from the Q34 to trolley lines since it started operation in 1933.[32] In addition, the Ozone Tudor Civic Association demanded the extension of Jamaica Buses' Ozone Park route along Liberty Avenue from 101st Street to 75th Street. The group noted that the Liberty Avenue streetcar, which the bus route had replaced several months prior, ran all the way to 75th Street.[33]
On February 21, 1934, the Long Island Daily Press learned that the Queens bus report would be submitted to the Committee of the Whole in an executive session. It would recommend awarding five-year franchises to existing bus operators, and maintaining the existing five-ent fare with transfer privileges. Aldermanic President Bernard Deutsch wanted a return of 10 percent to the city, while Borough President Harvey wanted a six percent return. The paper also reported that one new short North Shore route, and several additional routes in Central Queens would be recommended.[34]
On March 16, 1934, the Board of Estimate selected April 5 for the filing of bids for bus routes in Queens, and elected not to limit bids to existing operators of bus lines. Borough President George U. Harvey offered a resolution, which was adopted, making minor modifications to several existing bus routes. The Division of Franchises had revised the route of the Q28, adopting changes suggested in spring 1933 to the route's usage of 164th Street. Instead, buses would travel via Northern Boulevard, Crocheron Avenue to Cross Island Boulevard, and that street to 32nd Avenue, with buses also being able to use 162nd Street between Northern Boulevard and State Street, and State Street between 162nd Street and Cross Island Boulevard.[35]
1934 illegal route descriptions
Independent bus transfer system urged, Q10 extension, Q37
Prevailing wage bus contract bids
Clause protect bus employees, Green Line offer, Bee Line strike
1934 Franchise Rockaway Boulevard; new LIC-Ridgewood
Jamaica bus return old route; bus award St. Albans
On March 6, 1934, the franchise division office of the secretary of the New York City Board of Estimate published a list of bus routes for which franchises would be awarded, including the Q29. The contracts for all of these routes, except for the Q20, expired one year following the execution of their contracts by the Mayor. The companies with the contracts provided a return to the city of 10 percent of profits. While several civic groups in Queens had requested that the city grant long-term franchises to bus operators that had satisfactorily operated their routes, the Board of Estimate proceeded with plans to continue to grant one-year franchises based on bids and the best all-around conditions that were offered. It was expected that the Board of Estimate would approve the routes on March 16, 1934, and put them out for bid on April 5, 1934. As part of the agreement for new franchises, all routes, except for the Q21 and Q22, were to require a flat five-cent fare.[36]
Request 114th Avenue bus, extend Q29 to IND
April hearing-Q31/Q17 combine, etc.
In 1935, the need to deal with the bus problem became urgent when the New York State Appellate Division ordered that all bus routes without franchises had to stop running in Queens by January 1, 1936.[37]
On November 14, 1934, the New York City Board of Estimate approved 15 five-year franchises covering 28 bus routes. Each franchise contract had a clause allowing them to be revoked if city adopted Mayor LaGuardia's proposal to municipalize operation of the Queens bus system. The Board approved all contracts before it except those for Transit Coach Corporation and Nevins Queens Lines. Accounts Commissioner Paul Blanshard had charged that the secretary-treasurer of the Transit Coach Company, Samuel Pearlman had held a city office at the same time as working for Transit Coach Corporation, and that he was formerly the president and one-third owner of the Brownsville Bus Company that had a $63,000 judgement against it. Furthermore, Blanshard charged that Brooklyn Democratic leader Hyman Shorenstein and Aaron Jacoby, the campaign-manager for Comptroller-Elect Frank J. Taylor had diverted money from the company for their own use. The final hearing for the company's application was deferred until December 7, and Pearlman cut his ties with the company on November 13. The previous week, Mayor LaGuardia presented his plan for municipal operation of Queens bus service to the Board in a resolution. Under his proposal, a board of directors would control new contracts forming limited dividend corporations. The board of directors would consist of two members of the Board of Estimate, a member of the Board of Transportation, and three representatives that would be elected by stockholders of the operating company. This would allow the city to partially directly control the bus system. As the debt used in setting up the limited dividend corporations was amortized, the city would take control of the bus system.[38]
On November 17, 1934,[39] Mayor Fiorello LaGuardia announced that he would refuse to sign 15 franchises for bus routes in Queens that the New York City Board of Estimate had approved on November 14. He refused to sign them until he gauged their reaction to his plan for municipal control for bus service in Queens. His plan called for municipal operation in all boroughs except Manhattan. The corporation would consist of three representatives of stockholders, the chairman of the Board of Estimate and the chairman of the New York City Board of Transportation. In the absence of the approval of the franchises, all of the bus companies that petitioned for franchises, except for Queens-Nevin, Flushing Heights Bus Company, and Bee Line, which was facing labor issues, continued to operate these routes under newly-granted six-month temporary operating permits.[40] However, they were unable to obtain credit to improve service and purchase new equipment without the assurance that they would obtain the permanent right to operate their routes.[41][42]
On January 10, 1935, State Supreme Court Justice Burt Humphrey signed a peremptory order of mandamus to stop all Queens bus routes operating without franchises from running. Humphrey requested that Mayor Fiorello LaGuardia and the Police Commissioner show cause in two days why the city's law against unfranchised public conveyances should not be enforced. The writ was applied for by John J. Walsh, the president of the South Side Allied Civic Associations of Queens, since his organization' adopted a resolution fighting for proper buses, half fares for students, and free transfers.[43] In November 1934, the New York City Board of Estimate approved franchises for most routes in the borough in the absence of the Mayor. However, the Mayor refused to sign their franchises since they did not go along with his plan to increase the city's control over bus operations. Since franchises approved by the Board are inoperative until signed by the Mayor, most bus routes in Queens were operating illegally. Therefore, final granting of the writ would halt bus service for 200,000 bus riders in Queens.[39] On January 14, Justice Humphrey granted a ten-day adjournment on the hearing for the writ since the Mayor did not have enough time to prepare an answer, and reserved decision on the application by the North Shore Bus Company to join the action brought by Walsh.[44]
Mayor LaGuardia awarded franchises to eight Queens bus routes to North Shore on January 26, and obtained a written promise from the company that it would surrender them when the city was ready to start municipal operation of buses. He awarded the company one-year franchises since North Shore paid its employees higher wages than all other bus companies in Queens.[45] One of the eight routes consisted of the combination of two original routes. The franchise began at the conclusion of the previous contract and was to end no later than December 31, 1938. The Transit Commission certified the franchise on March 22, 1935. The Mayor proceeded to sign a five-year franchise allowing National City Bus Company to operate the Q39 on January 29.[46]
On February 1, 1935, the Mayor released his plan for the creation of a limited dividend corporation to operate Queens buses to the Board of Estimate. The plan called for the creation of a company using private funding, which would agree to operate the bus routes under franchise.[47] The city would maintain the right to revoke contracts and award franchises to other companies to prevent the formation of a monopoly. In addition, companies taking part in the contract would not be able to operate other franchises before the New York State Transit Commission. The new company would be administered by seven directors, the New York City Board of Transportation's director, three Mayoral appointees, and three people chosen by the operator. Fares would be five-cents for some long routes, in addition to any points on a single route. Company unions and the subletting of contracts would be banned, and the company would recognize collective bargaining.[48]
On the same date, the Board of Estimate approved the contract for operation of three bus routes that had been operated by the Queens-Nevin Bus Company. The Mayor ordered that their buses be removed immediately since the company was $13,000 in debt to the city, since numerous complaints were made from many different people about its service and equipment, and since Green Bus had enough equipment to take over the Q6 immediately. The Q6 was awarded to Green Bus Lines, while the Q1 and Q32 were awarded to Schenck Transportation Company.[49] Green Bus' operation of the Q6 began on February 7, 1935 on a temporary basis, but the Board of Estimate did not yet take final action on the franchise. At the time, Queens-Nevin was still operating the Q1 and Q32 routes.[50] Queens-Nevin did not inform all of its drivers about the order and ten showed up for work, and, as such both Nevin and Green Bus Line routes were running along the Q6. The company had been approved for a franchise for the route, but final action would be taken at a March 1 hearing. Schenck was not ordered to take over the Q1 and Q32 since it did not yet have enough buses to operate the routes. Green Bus Lines put 25 new buses into operation on the route, though only 16 were needed. 32 Nevin drivers were kept to operate the service. The company had 14 buses under a year old, in addition to the 25 new buses, and had 122 buses from its Manhattan services that were awarded to Comprehensive Bus Company and New York Omnibus Company.[51]
On February 8, North Shore took over the Q1 and Q32 routes on an emergency basis, using 15 of its buses. Nevin had used 12 buses on the routes. North Shore offiicials said they were willing to continue operating the routes at its original bid of a 13.75 percent return, which was greater than Schenk's bid of 10 percent.[52]
North Shore started operating these routes on February 17.
On February 11, 1935, Queens Supreme Court Justice Charles Lockwood signed a declaration directing the Mayor and Police Commissioner to once again show cause why the city's law against unfranchised bus routes was not being enforced in Queens. At the time, thirty routes operated by fifteen companies were expected to potentially be affected by the declaration. The only three companies that would be excepted are those operated by Jamaica Bus, which were operating under a legal franchise, and the routes of National City and North Shore, which were signed by the Mayor, but did not yet receive the New York State Transit Commission's final approval.[43]
On February 14, Mayor LaGuardia announced that he had ordered Bee Line Bus Company to cease operation on its six Queens routes on February 17 due to its failure to fully comply with a ruling by the National Labor Board, after having threatened to do so on multiple occasions. The company had been without a permanent franchise for its routes since June 15, 1933.[53] Some of Bee Line's workers had been on strike until May 10, 1934, when the National Labor Board ordered the company to take them back and recognize their right to collective bargaining. However, the company attempted to eliminate the seniority of the workers who had gone on strike, leading the Bee Line Operators Association, which represented some company employees, to obtain an injunction. Green Bus temporarily operated the company's Queens routes until a franchise for them was awarded.[54] Bee Line's routes from Nassau County into Queens were not to be affected provided that they did not receive or discharge passengers within Queens other than at the terminal on Union Hall Street in Jamaica.[55] Bee Line filed a temporary injunction to prevent the Mayor's decision from taking effect on February 16,[56] which was granted by Supreme Court Justice Thomas Cuff, who ordered the city to show cause why the city should not be permanently prevent from interfering with the company.[53]
Schenck Transportation Company was granted new franchises for the Q36 and new Q43 route for a period beginning from the expiration of the first contract and ending no later than December 31, 1938. These routes were certified by the Transit Commission on June 25, 1935. The Q43 began operation on May 24, 1935.
1935 Jamaica to Jackson Heights
On July 5, 1935, the Appellate Division of the New York State Supreme Court issued a decision reversing Justice Lockwood's denial of a Writ Of Mandamus that directed the city to legalize the operation of 28 bus lines in Queens, including the Q29, that had been operating under temporary permits, with some operating under expired franchises. The court found that New York City was without authority in operating its own bus lines absent an express statute or legislative authority, and that the routes had to be franchised. However, it stayed its own decision, permitting the city to take time to resolve the issue.[57] On July 18, 1935, the Appellate Division of the New York State Supreme Court ruled that 18 bus routes operating temporary permits, including the Q29, could operate for another six months, before having to be discontinued or made compliant with the transportation law.[58]
1935 to 1939: Zone plan
On June 10, 1935, the special Queens Bus Committee of the New York City Board of Estimate released a report recommending the division of Queens into four zones for bus operating franchise purposes effective January 1, 1936, consolidating existing routes, and relieving traffic. The new franchises would last ten years, and the city could recapture the routes at sixty days' notice after five years. On September 26, 1935, the Board officially approved the Bus Committee, and at the suggestion of Mayor Fiorello LaGuardia, it decided to deal with the matter the following week behind closed doors.[37]
August service check North Shore
North Shore Transit Commission; more
North Shore started operating the Q17 and Q25 routes, which had been operated by the Flushing Heights Bus Corporation, on September 22, 1935.
October 1935 full fare student Flushing Heights
Night service Green Line; not implemented?
In October 1935, the New York City Board of Estimate approved a plan to divide Queens into four zones for bus operating franchise purposes in order to relieve traffic in the borough. With the new zone setup, one company would be awarded the franchise in each zone, with any remaining smaller operations acquired by the larger company. Zone A would cover Long Island City, Zone B would cover Flushing, Zone C would cover Ozone Park, Woodhaven, Richmond Hill, and the Rockaways, while Zone D would cover Jamaica.
On September 27, 1935, the report of the Queens Bus Committee was presented to the Board of Estimate. It recommended the awarding of bus franchises on a ten-year basis in a four-zone system, with one operator in each zone. The city's return would be 7 percent in the first two years, and ten percent in following years. A committee would be appointed to hold hearings, and recommend the selection of routes and operators, with the four operators to be chosen from those operating routes at the time. The first zone would be bounded by the border with Brooklyn, the Interborough Parkway, the Grand Central Parkway Extension and the Flushing River, the second would be bounded by the Grand Central Parkway Extension, Grand Central Parkway, and the Nassau County Line, the third zone would be bounded by the Interborough Parkway, Queens Boulevard, New York Avenue, and the Nassau County Line, while the fourth zone would be bounded by the Grand Central Parkway, Queens Boulevard, and New York Avenue.[59]
On November 14, 1935, the special bus committee of the Board of Estimate recommended striking a provision of the zone plan, which was expected to be voted on by the entire board the following day, that would have allowed existing bus companies to be absorbed by the operator granted the franchise to a particular zone. The committee made the change as the provision would have required new zone operators take over antiquated buses of existing operators, making it impossible for them to operate reasonable service with new equipment. The decision was criticized by Queens Borough President Harvey, who believed that it was unfair to drive bus companies out of business without compensating them for their expenditures made to provide bus service. Harvey stated that he would oppose the adoption of the plan without the reinstatement of this provision.[60][61]
Harvey plan not received well; more
1936 franchises; named, https://fultonhistory.com/highlighter/highlight-for-xml?altUrl=https%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201936%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201936%2520-%25201403.pdf more]
North Shore ridership, oppose Bayside-Jamaica Line proposal; more
January 1936 petition list North Shore routes; more; more; more
1936 March trolley replace ask; more
Retrial Bee Line; bus suit
On April 25, 1936, the special bus committee of the Board of Estimated stated that it would considering giving the franchise to Zone D to either North Shore or Green Bus Lines, which would be contrary to the original plan to have no company operating in more than one zone. Reconsideration of the two companies for this zone came after Mayor LaGuardia demanded that the committee recommend an operator for it as soon as possible. The committee had delayed recommending an operator for Jamaica since the independent operators could not agree which should take over the services of the others. Schenck and Z and M both wanted the franchise, while LaGuardia had ruled out Bee Line. Jamaica Buses had the most profitable routes in the zone, and got a 25-year franchise for them in exchange for giving up its trolley routes, and did not want to take over the whole zone.[62]
On August 5, 1936, the North Shore Daily Journal reported that the city's proposed contract for Zone B to the North Shore Bus Company included the operation of the Bayside West-Jamaica route (Q31), which had been abandoned by S & C Buses after it determined that it could not operate the route for a five-cent fare. For some time afterwards, the route was operated by the Flushing Heights Bus Company, before it also abandoned the route. Service on the route would be restored to Nassau Boulevard with a five-cent fare. Transfers would be available to stops on the Q1 between 169th Street and Hillside Avenues and to any point on the Q17, and would be permitted from the Q1 or Q17 from Jamaica to the Q31. The North Shore would also get the Q12, Q13, Q14, Q15, Q16, Q17, Q20, Q23, Q25, Q25 via Briarwood, Q26, Q27, Q28, and Q34 routes under the franchise. The contract would set up a neutral fare zone between Auburndale Lane and 46th Avenue on the Q26 and Q27 routes. This would allow riders boarding between Main Street and Auburndale Lane to ride to 53rd Avenue and Hollis Court Boulevard, and riders boarding between Auburndale Lane and Hollis Court Boulevard and 47th Avenue to ride to the city line in Queens Village while only paying a five-cent fare. Riders traveling between two points on opposite sides of the neutral fare zone would have to pay a ten-cent fare. The North Shore's contract would be for ten years, but the city could terminate it after five years on a 90 days' notice. The city would get five percent of gross revenues in the first two years, six percent in the following three years, and seven percent in the final five years. The contract required that children under five ride for free, that monthly commutation tickets with transfers be available for $1, and that half fare tickets be available to elementary and high school students on school days. Finally, the contract would require that the North Shore recognize the right of its employees to collectively bargain and work with their chosen representatives, and to not discriminate against its employees or people seeking employment due to their race, color, or creed. The Board of Estimate would hold a final hearing on the contract on September 24, 1936.[63]
On September 24, 1936, the Board of Estimate voted to grant franchises to three of the four zones. It awarded Zone A to the Triboro Coach Corporation, Zone B to the North Shore Bus Company and Zone C to Green Bus Lines. At the time, the franchise to Zone D was not awarded, and a special committee appointed by the board was expected to make recommendations for its award within the following week or so. The agreement did not provide any provision for the replacement of existing trolley routes with buses. Queens–Nassau Transit Lines had made an application pending to convert its routes to buses. The companies receiving the bus route franchises had been operating under permits, certificates of public service and necessity, that had been regularly renewed for twelve years by the Department of Plants & Structures. The new franchises would last ten years and would be subject to termination by the city at sixty days' notice after five years.[64]
On September 25, 1936, at a meeting of the Board of Estimate, an agreement was announced between the New York and Queens Transit Corporation (NY&QT), the city, and the North Shore Bus Company, which had just won the franchise for the Flushing zone for ten years. As part of the agreement, NY&QT would convert its streetcar routes between Woodside and Flushing and College Point and Jamaica to bus routes. The agreement was expected to be submitted to the city the following week, and be signed within a week. As part of the agreement, two new bus routes would be created between Flushing and Jamaica, two new streets would be created between those locations, and Northern Boulevard would be improved between the World Fair and Main Street and Flushing. One of the bus routes would be the Q25, running from College Point to Jamaica Avenue and Parsons Boulevard via Kissena Park, 164th Street, and Queens General Hospital, to be operated by the New York and Queens. The other two would be operated by North Shore. One route would run from Van Wyck Boulevard or Sutphin Boulevard in Jamaica to Hillcrest, and then via an extension of Main Street to Flushing and College Point. The other would run from the subway in Flushing to Jamaica Avenue and 168th Street via Kissena Boulevard, Horace Harding Boulevard, Fresh Meadow Road, and Homelawn Avenue. The NY&QT would give up its private right-of-way corresponding to 164th Street to the city, which the city would turn into a street. The NY&QT trolley routes would be turned into bus routes by January 1. The city agreed to drop litigation pending to determine the validity of NY&QT's trolley franchises. As part of the deal, a temporary Flushing to Jamaica route was agreed upon for the NY&QT. The Main Street extension would be implemented within nine months, with a temporary route to be decided upon for the Main Street bus in the interim. North Shore would continue to operate its Q25 route between Queens General Hospital to Flushing. The Board of Estimate voted on a tax note appropriation of $4,000 for the preparation of plans for a bridge to carry the extension of Main Street over Grand Central Parkway.[65]
On October 19, 1936, Green Bus obtained a ten-year franchise for fourteen routes, of which six had been operated by other companies.
On October 20, 1936, Triboro Coach was granted a new franchise for nine routes, including the Q23, which was temporarily operated by North Shore until January 30, 1938, and four routes operated by Kings Coach, Municipal Motor Bus, Affiliated Bus Transit and National City Bus. On the same date, North Shore was granted a new franchise for eleven routes, two of which, the Q26 and Q27, had been operated by Z & M Coach until November 5, 1936. The Transit Commission certified the North Shore routes on November 5, the Green Line routes on November 13, and the Triboro routes on November 19, 1936.
In November 1936, the Transit Commission granted Certificates of Public Convenience and Necessity for Zones A, B and C. Green Bus Lines took over routes that has been operated by Liberty Bus Transportation Corporation, Travelers Bus Lines, Billow Bus Line, Courier Bus Company, Midland Coach Transportation Corporation, and General Bus Lines on November 15. North Shore Bus Company took over routes operated by Z & M Coach Company, S. & C. Buses, and Flushing Heights Bus Company on November 9, 1936, except the Q17, which the company had already been operating since September 22, 1935. Triboro Coach Corporation took over the operations of lines operated by National City Bus Lines, Kings Coach Company, Municipal Motorbus Company and Affiliated Bus Transportation on November 15 and 18, 1936, except for the Q38, operated by Affiliated, which it took over on January 11, 1937. Two other operators in Queens continued operating without necessary certification were Z & M Coach and Briarwood Bus, which stopped operating its only route, the Q30 Briarwood Road route, on March 31, 1938. On November 9, 1936, operation of the Q1 and Q32 routes was transferred from North Shore to Z & M Coach.
On November 26, 1936, John Walsh lost another taxpayer's suit when Supreme Court Justice Leander Faber denied his motion to refrain the Board of Estimate and the Mayor from implementing the three franchises under the four-zone bus system that were already issued. Walsh had alleged that they had entered into a conspiracy to limit bidding in the awarding of franchises and that they had failed to investigate the financial standing to the three successful companies.[66]; MORE
10-year Queens Blvd bus contract
On December 20, 1936, the franchise contract with North Shore was amended to include a twelfth route, the Q44, which began operating on March 22, 1938 between Main Street in Flushing and Jamaica station in Jamaica. Initially, 258 trips were provided by 8 buses.
On December 30, 1936, Manhattan & Queens Bus Corporation obtained a ten-year franchise for the Q60, which was certified by the Transit Commission on April 7, 1937. Service on the route began on April 17, with the discontinuation of New York & Queens Traction Corporation trolley service.
halt operation for Q38, Triboro takeover
Q39 Triboro takeover, half-fare students, larger buses
Advertisement Triboro start Q29, Q38, Q39
1937 Queens-Nassau fare lawsuit
1937 Zone plan successful Woodside
On January 26, 1937, the city granted Queens-Nassau Transit Lines a twenty year contract, modified February 11, 1937, for five routes, the Q25, Q34 and three former New York & Queens Transit trolley routes, the Q65, Q66 and Q67. The Transit Commission certified the routes on May 5, 1937. The Q25 and Q34 started operating on July 1, 1937, and the three other routes started once the trolley routes were discontinued. Q65 service started between Flushing and Jamaica on August 10, 1937, and from College Point to Jamaica on August 23, 1937. Q66 and Q67 service started on September 8 and October 30, 1937, respectively.
Transit Coach Bus Lines stopped operating on March 31, 1937, and the Q5A was operated by Green Bus until June 15, when Transit Coach resumed operation. On September 1, North Shore took over this route. Between July 1 and October 30, 1937, Queens-Nassau Transit Lines began operation, using its franchise and certificates for four new routes, three of which were trolley lines operated by New York & Queens Transit Corporation, and one North Shore bus route.
On January 7, 1937, Green Bus Lines started 20-minute night service on the Q7 route, in accordance with an order of the Transit Commission. The company also was prepared to implement another order–to place 35 new buses on its routes within 60 days. The orders were made after the Joint Bus and Transportation Council of Southern Queens had stated that the company had cut service on the Q7 route after it got the route as part of the four-zone plan. The council had also requested that night service be implemented on the Q11 and Q37 routes, and that night service be increased on the Q6. Q9, and Q10 routes from operating every 60 minutes to every 20 minutes.[67]
On January 7, 1937, the Special Committee on Queens Buses was expected to give is approval to a proposed extension of the Q110 route of Jamaica Buses by about a mile to Springfield Boulevard. It was believed that some members of the Board of Estimate would be opposed to the extension as it would further increase the company's mileage, and one reason it was hard to find an acceptable operator for Zone D was that Jamaica Buses had some of the most profitable routes in the zone. A notice had been put out for a petition by Queens-Nassau Transit Lines to modify the franchise for the Jamaica-College Point Route to revise a portion of the route. Instead of running along 164th Street, 85th Avenue, 162nd Street, Normal Road, Parsons Boulevard, Jamaica Avenue, 153rd Street, Hillside Avenue, and Parsons Boulevard, service would run via 164th Street, Hillside Avenue, Parsons Boulevard, 90th Avenue, 160th Street, Jamaica Avenue, Parsons Boulevard, and Hillside Avenue.[68]
Replace dirt roads on bus routes
Far Rockaway service curtailed
On August 9, 1937, Supreme Court Justice John H. McCooey signed a temporary injunction restraining Jamaica Buses from operating a bus route in Far Rockaway past Mott Avenue to Beach 18th Street via Sea Girt Avenue in competition with Nassau Bus Lines' buses. Nassau Bus Lines had stated that it had a valid certificate of convenience and necessity and franchise, while Jamaica Buses only had a temporary permit from New York City and was operating essentially along the same route.[69]
On August 10, 1937, trolley service between Flushing and Jamaica operated by the NY&QT ended, and was replaced by a new bus route operated by its subsidiary, Queens-Nassau Transit Lines, which had received a franchise several months prior. The company's president had said the conversion would reduce congestion at 160th Street from the boarding and alighting of passengers from streetcars in the center of the street, and for reducing travel times from 32 minutes to 24 minutes. The trolley route had been franchised by the Village of Jamaica on December 31, 1897. Buses temporarily would not follow the route of trolley service as trolleys had run along a 50 feet (15 m)-wide private right-of-way for a portion of its route along 164th Street, which had been deeded to the city under the franchise's terms. Buses would operate from Jamaica Avenue and 160th Street, via Jamaica Avenue, Parsons Boulevard, Hillside Avenue, and alongside the trolley route along 164th Street to Horace Harding Boulevard. With the right-of-way no longer passable through Kissena Park, buses would temporarily be detoured via Bowne Avenue and Kissena Boulevard to the terminal at Roosevelt Avenue and Main Street. Shuttle trolleys would operate along the old right-of-way between Horace Harding Boulevard and Flushing until 164th Street was paved. The Board of Estimate was expected to approve a contract for the paving and grading of 164th Street between Flushing and Jamaica at its following meeting, after which buses would follow the entire route of the former streetcar. Multiple civic groups had pushed for the replacement of trolley service with bus service for several years. Service would operate under the same frequency of six minutes during rush hour and every 7.5 minutes during other times. Trolley service had operated on a six-cent fare.[70]
On August 11, 1937, Q5A service to Parsons Boulevard was discontinued.
The city granted Triboro Coach a franchise to modify several routes on December 17, 1937, which the Transit Commission certified on January 15, 1938, with an expiration date of October 19, 1946. The contract allowed the company to extend the Q23 2.25 miles (3.62 km) from 108th Street and Otis Avenue to Metropolitan Avenue to provide a connection with the subway at Queens Boulevard, and the institution of free transfers between the Q18 and Q24 at Roosevelt Avenue and 61st Street. It also allowed for an additional route, the Q19B. At the same time, the company's application for the Q19 was denied.
1937 gain ridership, transfer requested
On January 30, 1938, Q5A service to Corona was discontinued.
March 1938 Q44, more, more; advertisement, more; more; advertisement 1; 2
On April 2, 1938, Green Bus's operation was extended in a modified franchise contract, which was certified on May 19, 1938, expiring on October 18, 1946. This franchise allowed for modifications to several of its routes. A terminal loop could be established for the Q6 at its eastern terminal, eliminating the need to make a u-turn at Rockaway Boulevard and New York Boulevard. The Q6 and Q9 could then operate along Sutphin Boulevard from Jamaica Avenue to Hillside Avenue to provide transfers to the subway at Sutphin Boulevard. The Q21 was modified to allow for the establishment of terminal loops at the New Lots Avenue station and the operation of buses along additional routes between New Lots and Cross Bay Boulevard. The Q37 was modified to provide a terminal loop at Jamaica Avenue so buses would not have to make a u-turn at 111th Street and Jamaica Avenue, and the Q40 was extended south from 146th Street to 150th Street. A terminal loop was established via 91st Avenue, 146th Street, Jamaica Avenue and Sutphin Boulevard to allow buses to serve the Sutphin Boulevard station of the BMT Jamaica Line. In May 1938, a new bridge across Hawtree Creek was completed, allowing for the resumption of through Q11 service to Hamilton Beach and the discontinuation of shuttle service.
1938 Queens-Nassau 55 41-passenger, 4 29-passenger, 3 20-passenger buses
On October 31, 1938, Jamaica Bus's franchise for Route E was certified, with an expiration date of August 4, 1942.
The Q10 fell into Zone C, the zone for Ozone Park, Woodhaven, Richmond Hill, and the Rockaways, and the route was awarded to Green Bus Lines. On November 15, 1936, Q10 service began to be operated by Green Bus Lines, and on this date Travelers Bus Lines ceased operations.[71][72]
1938 Jamaica Buses Route D franchise
extension Q19 East Elmhurst asked, more
1938 October 14th - Service inaugurated from Queens Boulevard & 78th Street Entrance to the 8th Avenue Subway Station via Union Turnpike to Hollis Court Boulevard . October ... bus terminal .Q - 27 , Flushing - Rosewood Line - Bus service in- augurated on Sanford Avenue from Kissena Boulevard to Parsons Boulevard . October 14th - Q - 28 , Flushing - Bayside West Line - Service ex- tended from 201st Street & 32nd Avenue to Corporal Ken- nedy Street & 33rd Avenue and from Cross Island Boule- vard via Crocheron Avenue to 208th Street . October 14th
1938 "Q - 23 , Forest Hills- Ditmars Boulevard line , the Commission had the company arrange to permit passengers to board at front and center doors of buses at Queens Boulevard and 71st Avenue. Following conferences the Triboro Coach Corporation inaugurated a through service to Garden Bay Manor on Rouse Q - 33 , 82nd Street Crosstown line
On December 27, 1939, Mayor LaGuardia signed a ten-year contract giving North Shore the contract to the Zone D franchise. It included a provision allowing the city to buy the company's buses and take over operation on 30 day's notice. The contract also required the company to pay the city five percent of its gross receipts for the first two years, six percent in the next three years, and seven percent in the final five years. Furthermore, it has to pay the city $150,000 over two years at the rate of $6,250 a month. The company was investing $1.4 million on 125 new buses. The company would go before the Transit Commission to get a certificate of convenience and necessity after the start of 1940, and was expected to begin operation on the 13 routes in the zone by April 30th. The routes in the zone were the Q1, Q2, Q3, Q3A, Q4, Q4A, Q5, Q5A, Q30, Q32, Q36, Q42, and Q43. [73]
1939 opposition Bee Line Zone D
1939 North Shore skip-stop service
1939 request Rego Park bus shelters
Q45, Q46, Q47 approved, "too much transportation"
1939 Trolley/bus Vernon/Jackson
1939 NS add trips; restore Laurelton Shuttle
1940s
1940 Q45, Q46, Q47 certificate
1940 more Flushing stops, NS extensions petitions, Q44
1940 Final approval changes Q28, Q20, Q27, Q44A
1940 April 8, start Q45, reroute Q24 via 50th Av/63rd St instead of 69th St/Woodside Av
1940 Q19 start Astoria Blvd 42nd to Van Alst, Q46 inaugurated, substitution Q19B
1940 Q33 replace Q19 Astoria Boulevard/Ditmars 82nd to 21st, Q18 night service
1940 Q65 Parsons Hospital Q - 25 , Flushing - Jamaica via Par- sons Boulevard Line was for the purpose of providing trans- portation to the Tuberculosis Hospital on Parsons
1940 Q7 increased east Baisley-run through to Farmers
On September 17, 1940, North Shore ordered an inspection of bus service on Merrick Road between Hillside Avenue and Hook Creek Boulevard following complaints from riders in Laurelton and Springfield that they had to wait about 30 minutes to get a bus in the morning rush hour. Two buses were added during the morning rush hour on that day between 8:30 and 9:00 a.m., increasing service to 28 buses between 7:30 and 9:00 a.m..[74]
1941 Queens Village changes, UT extension
1941 NS ordered; Q1/Q43; more; more; more
1941 Q3A extension opposed; more
1941 Jamaica reroute; more; more
On June 10, 1941, the Cambria Heights Civic Association asked North Shore to reroute the Q2 and Q3A to reduce crowding and serve additional areas. It asked that the Q3A be extended from Francis Lewis Boulevard to run along Springfield Boulevard between Colfax Avenue and Jamaica Avenue, and that the Q2 be extended along 115th Avenue to the county line instead of heading north on Springfield Boulevard and Colfax Street. North Shore's traffic supervisor had unofficially approved the change.[75]
On July 14, 1941, Councilman James A. Burke said he would do what he could to restore bus service in Woodhaven. After the abandonment of local service along Atlantic Avenue with the start of a grade crossing elimination project, an independent bus line had provided replacement shuttle service. Green Bus Lines, which took over the service, discontinued it after multiple accidents took place due to construction work on Atlantic Avenue.[76]
On September 22, 1941, North Shore revised service on the Q5A. The two branches of the route had both run to Rosedale, with one ending at Huxley Street, and the other terminating at 225th Street and Sunrise Highway. With the changes, one branch would be truncated from Sunrise Highway and 225th Street to Higbie Avenue station. This branch would run via Merrick Road, Farmers Boulevard, and 140th Avenue to Higbie Avenue station. The other branch would continue to run via Merrick Road, Springfield Boulevard, Sunrise Highway, and 243rd Street to Huxley Avenue.[77]
On November 19, 1942, Triboro Coach and North Shore filed for extensions to their franchises. North Shore asked for its agreemenT to be modified to extend it for 15 yers since it had to spend more to maintain existing equipment due to the war. It also stated it was considering building new garages and expanding existing ones.[78]
1941 ridership, service additions, Green attempts Queens-nassau takeover
1942 bus cut-discontinued Q30, Q32, more
On June 8, 1942, a series of cuts in bus service were made in accordance with an order by the Transit Commission to implement the federal government' demand for the conservation of rubber and gasoline. Service was reduced to run during rush hours only (6 to 8:30 a.m. and 4:30 to 7 p.m.) on the Q2, Q3, Q4A, Laurelton Shuttle portion of the Q5, Q26 and Q31, and was discontinued entirely on the Q30 Briarwood to Jamaica bus, and the Q32. Green Bus Line's Q7 route was truncated from Farmers Boulevard to Sutphin Boulevard.[79]; more
1942 bus cuts rubber, more, more, more, more, more; more; more; more; more; more
1942 Deny changes cut service, end two-zone Q26
1942 bus stop spacing, again, again; more; more; more; more
In 1943, in response to an order by the Office of Defense Transportation for a 20 percent reduction in bus service, North Shore announced a series of cuts in bus service. Service ws entirely discontinued on the Q3, Q4A, Q5 Laurelton Shuttle, Q31, and Q42, along with school service. Service was reduced during non-rush hours, and slightly less during rush hours on the Q2, Q3A, Q4, Q5, Q5A, Q14, Q15, Q17, Q27, Q28, Q36, Q43, and Q44 Union Turnpike Line. Service on the LaGuardia Airport Line, the Q44 Vleigh Place Shuttle, and the Q1 Queens Village branch operated during rush hours only. The Q26 between Hollis Court Boulevard and Horace Harding Boulevard and Flushing also only operated during rush hours. Service on the Q4, Q5, Q5A, and Q36 was cut in half between 2 a.m. and 5 a.m. Q20 service would only operate as a shuttle along 14th Avenue between 122nd Street and Parsons Boulevard, where transfers would be provided to the Q44. Q16 service would run as usual to Francis Lewis Boulevard and 26th Avenue, with service to Fort Totten operating hourly.[80]
1943 fight ODT cut; more; more; more; more
1943 Triboro emergency curtailment
1944 Triboro service restoration
curtail Q24, Q38, Q45, opposition, Q38 one trip per day
Triboro, NS told restore service, more, more, Q38 restoration
1944 Q33 1/2 buses to LaGuardia Field
1945 Request Ditmars-LGA route
1945 protest renewal North Shore
1945 NS franchises; strike out Q30, add Flushing-LGA, amend Q1, Q2, Q3, Q3A, Q4, Q4A, Q5, Q5A, Q32, Q36, Q42, Q43, Q12, Q13, Q1, Q15, Q16, Q17, Q20, Q26, Q27, Q28, Q31, Q44
1946 More Q23, restore Metropolitan service to Jamaica
1946 Greenpoint-Blissville request
1946 Q24 reroute request mothers, ask additional short route Q23-was to be implemented-rescinded; more Q24
1947 NS bus issues, Q28 express
1947 Criticism Zone B, NS abuse
1947 Triboro requests higher fare
1947 franchise, Hillside express
1947 Bayside alliance; more; more
January 27, 1947 Schedule changes; more
1947 new buses, Q44A extension
1948 more buses; more; more; more
Triboro service, more, more, more
10-cent fare, transfer points, more
1948 North Shore better than city
1948 new buses
1948 extension of Q3A from Springfield Boulevard/Murdock Avenue to 227th Street/113th Drive; more
1948 Q45X timetable[81]
In September 1948, Triboro Coach applied to the Board of Estimate for permission to extend the Q45X from 69th Street and Elliot Avenue in both directions. It asked for an extension on its southern end to Metropolitan Avenue and Elliot Avenue to improve access to Grover Cleveland High School and provide transfers to three other route, and to legalize an extension on its northern end that had already been operating. The northern extension was from Woodhaven Boulevard and Queens Boulevard to the Rego Park Veterans Emergency Housing Project. [82]
1948 proposal Q44A extension Glendale
1948 Triboro changes, Q45, Q39
1940 Asked explain Q39 reroute
1949 Triboro strike, emergency routes
1949 Q24 modify not on 63rd Street; protest-street; more
1949 businessmen seek Bayside to QV line Springfield; Bayside nixed change Q27; more
1949 BP supports Springfield route
1949 two buses Springfield
1950 Q28/Q13 to Willets Point; more
1950 Springfield bus hearing; more
1950 Q44B, Q5 modification franchises
In January 1951, the Board of Estimate approved modification of the Q39 and the extension of the Q45X, which would be renamed the Q50. Q39 service would be eliminated along 60th Street between Metropolitan Avenue and 59th Drive, and along 59th Drive to Fresh Pond Rod, and would instead run along Fresh Pond Road between 59th Drive and Eliot Avenue, and on 59th Drive, and a narrow street in front of PS153. Q39 buses had started using this route in mid-January after a promise was made to the Public Service Commission for the Liberty Park Home Owners Association. The Q45 extension from Eliot Avenue and 69th Street to Eliot Avenue and Metropolitan Avenue had been fought for by multiple civic organizations.[83]; more; more;
1952 reroute Q42; more; more; present; notice
5/8/1952 article improve Q24/45
On April 4, 1950, the Board of Estimate approved plans from the Board of Transportation to extend the Q27 2.5 miles along Springfield Boulevard, and to create a new branch of the Q31, the Q31A, running along Springfield Boulevard between Queens Village and Bayside West. The route would be 5.4 miles long. It was expected that the changes would be implemented in two weeks. The Board also pushed off approval of the proposed Q12A route between Jamaica Avenue and Little Neck station to April 24, awaiting a revision in the route's turnaround loop in Little Neck. FitzGerald stated that his initial request that the line along Springfield Boulevard head to Merrick Road was not implemented due to sewer construction, and that he would again request that the full extension be implemented after that work was completed.[84]
NYCTA operation
1952 Clearview extension study
1953 Jamaica Transit Authority vs. Green Bus
1954 35th Av survey; more; more
1955 Q24 reroute terminal; more; more
1957 LIE express bus, student bus
On August 27, 1954, the NYCTA postponed making a decision on a 35th Avenue bus route due to a decline in revenue over the previous eight months. In June 1953, it had told the Bayside Neighbors' Council that it hoped to do another survey of potential riders of the route.[85]
On October 28, 1959, the Bayside Neighbors Council requested the addition of a bus route along 35th Avenue between Bell Boulevard and Francis Lewis Boulevard, and then along the route of the Q28 along Crocheron Avenue and Northern Boulevard to Flushing. The route would provide faster service than the Q28. This route had been authorized by the city years prior.Cite error: A <ref> tag is missing the closing </ref> (see the help page).
1959 route changes franchise Triboro
Van Valen former head National City
In July 1960, Triboro Coach sought permission from the Public Service Commission to extend the Q38 and Q50 routes west to provide transfers to the Q39. The Q38 would be extended west on Metropolitan Avenue to Fresh Pond Road, and then north along Fresh Pond Road to Eliot Avenue to connect with the Q39. The Q50 would be extended along Eliot Avenue to Fresh Pond Road to connect with the Q39. [86]; more; more; more
1960 extension of B72; more; continued
1964 Q15 extension "from its present authorized terminus at 162 Street and Powells Cove Boulevard to 166 Street and 12 Avenue , eliminating 160th St 12 Av to Powells Cove, Powells Cove 160 to 162, serve hospital, highrises
1966 Flushing trial shelter; more
1969 Q5A Springfield Gardens High School, include 185th Street, 144th Avenue; route; more
Rauchwerger pass away; more; more
Private operations
1962-1975 Queens Transit franchises " Franchise extended in Oct. , 1962 to Dec. 31. 1975"
Franchise d 27,449 extended in June , 1951 to Dec. 31 , 1965 . 117,101
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- ^ "Local Bus Route Taken Over By New Operator". The Leader-Observer. November 19, 1936. p. 8. Retrieved January 10, 2016.
- ^ Cite error: The named reference
:0was invoked but never defined (see the help page). - ^ "North Shore Firm Denies City Will Operate Zone D". Long Island Daily Press. December 29, 1938. pp. 1, 2.
- ^ "Merrick Road Bus Service To Be Better" (PDF). Long Island Daily Press. September 17, 1940. Retrieved December 31, 2023.
- ^ "Bus Route Changes Asked By Cambria Heights" (PDF). Long Island Daily Press. June 10, 1941. Retrieved December 31, 2023.
- ^ "Burke Backs Bus Opening" (PDF). Long Island Daily Press. July 15, 1941. Retrieved December 31, 2023.
- ^ "Bus Route to Rosedale Changed by Operators" (PDF). Long Island Daily Press. September 18, 1941. Retrieved December 31, 2023.
- ^ Long Island Star-Journal. November 20, 1942 https://fultonhistory.com/highlighter/highlight-for-xml?altUrl=https%3A%2F%2Ffultonhistory.com%2FNewspaper%252014%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201942%2FLong%2520Island%2520City%2520NY%2520Star%2520Journal%25201942%2520-%25204891.pdf. Retrieved January 2, 2024.
{{cite news}}: Missing or empty|title=(help); Text "Two Bus Lines Ask Extension of Franchises" ignored (help) - ^ "Buses Running on War Basis" (PDF). Long Island Daily Press. June 8, 1942. Retrieved December 31, 2023.
- ^ "The Office of Defense Transportation Has Ordered A 20% Reduction in Bus Service" (PDF). Long Island Daily Press. 1943. Retrieved December 31, 2023.
- ^ Kueper, Bill (October 1, 1948). "Elm News and Views" (PDF). Queens Ledger. Retrieved January 15, 2024.
- ^ "Triboro Asks Permission To Extend Route" (PDF). Ridgewood Times. October 1, 1948. Retrieved January 2, 2024.
- ^ "Board OKs Two Bus Changes On Triboro Lines" (PDF). Ridgewood Times. January 25, 1951. Retrieved January 2, 2024.
- ^ "Approve Springfield Buses Climaxing 21 Month Campaign". Bayside Times. April 6, 1950. p. 1, 7.
- ^ "TA Defers Plan For Bus Line" (PDF). Long Island Star-Journal. August 27, 1954. Retrieved December 28, 2023.
- ^ "Bus Lines Extension Sought" (PDF). Long Island Star-Journal. July 19, 1960. Retrieved January 2, 2024.
Q72
Bus Changes
1939 status North Shore service
1940 direct Borough Hall-Flushing-Whitestone-Bronx Q44, more
Francis Lewis Boulevard cut through
1944 temporary Q44 permit to Bronx-started World's Fair
Better College Point service sought
ODT service restoration 1946; more
1946 Opposition Q44 Vleigh Place terminal loop
1947 Improved schedule, shuttle, increased Q44, Q42, Q44A; more; weekend
Green Bus Lines asks to bid on city-owned Atlantic Avenue route 1947
February-franchises, 5-cent fare, bus complaints
Kew Gardens bus station sought
On July 14, 1947, representatives of the Flushing-Hillcrest, Bayside, and Bayside Hills Civic Associations voted to petition the New York City Board of Transportation to immediately begin operating Q17A service along Horace Harding Boulevard between Fresh Meadow Lane in Flushing, where the bus would connect with the Q17, and Springfield Boulevard in Bayside. With the exception of Q17 bus service, which ran along Horace Harding Boulevard between Main Street and Fresh Meadow Lane, there was no bus service along the corridor. The New York City Board of Estimate had granted the North Shore Bus Company a franchise for the Q17A route just before its routes were taken over by the city on March 30, 1947. The route would have a terminal loop of Fresh Meadow Lane, 65th Avenue, and 173rd Street to Horace Harding Boulevard in Flushing, and a terminal loop of Springfield Boulevard, 58th Avenue, 220th Street, and back to Horace Harding Boulevard in Bayside. The Tyholland Civic Association, which had called for the meeting of civic groups, had initially proposed a route running on Horace Harding Boulevard from Little Neck to Elmhurst to connect with the IND Queens Boulevard Line.[1]
July 1947 announcement start ghost Q17A, more
The NYCBOT decided to expand the route proposed by the Tyholland Civic Association and the Emerald Park Civic Association for a shuttle between Springfield Boulevard and Fresh Meadow Lane and have the route go to Jamaica.[2]
August 1947 announcement of changes, Part 1
Protest Q17A September 1947, more, more
Q17A service began on September 7, 1947.[3][4] Q17A buses would run via Horace Harding Boulevard from Springfield Boulevard to Fresh Meadow Lane, then via Fresh Meadow Lane, Utopia Parkway, Homelawn Street, 169th Street, and Jamaica Avenue to terminate at Jamaica Avenue and 168th Street. Service would then head along 168th Street, Hillside Avenue, and 169th Street before returning to the route shared with Jamaica-bound service. Free transfers would be available to the Q17.[5] Q17A service would run every 10 minutes from 6 to 6:30 a.m., and from 9 a.m. to 4 p.m., every 6 minutes from 6:30 to 9:00 a.m.,and from 4:00 to 7:00 p.m., every 12 minutes from 7 p.m. to 12 a.m., with three trips leaving 168th Street at 12:30, 12:45, and 1:15 a.m.[6]
From southbound Q17A trips, transfers would be available to the Flushing-bound Q17A at Horace Harding Boulevard and Fresh Meadow Lane, and to the westbound Q44A at Utopia Parkway and Union Turnpike, and from the Q44A in either direction at Union Turnpike and Utopia Parkway, and from the Q31 at Fresh Meadow Lane and Horace Harding Boulevard. From northbound Q17A trips, transfers would be available to the Q44A in either direction, and to the Q31, and would be accepted from the Jamaica-bound Q17 and the Springfield Boulevard-bound Q44A.[6]
On the same date, the Q44A was extended about one mile from Hollis Court Boulevard to Springfield Boulevard. Q44A bus service would run every 20 minutes from 5:20 a.m. to 6:30 a.m., and between 12:00 and 1:00 a.m., every 10 minutes from 6:30 to 9:00 a.m. and from 4 to 7 p.m., every 15 minutes from 9 a.m. to 4 p.m. and from 7:00 p.m. to 12:00 a.m., and every 40 minutes from 1:00 to 2:30 a.m..[6]
On September 8, 1947, civic leaders from Bayside Hills called for the extension of the Q17A to Bayside High School, and Queens Borough President met with representatives of the Flushing Merchants Association, who were opposed with the unexpected extension of the Q17A route to Jamaica. The Merchants Association held that the route should have been extended to Flushing.[7] Q17A riders heading to Flushing had to transfer to the Q17 at Fresh Meadow Lane, where there were no bus shelters.[8]
On October 16, 1947, the NYCBOT reported that while the Q17A bus route was operating at a deficit, it had no plan to change service as the fast development east of Fresh Meadow Lane was expected to result in increased ridership. The chief of the Queens Bus Division of the NYCBOT said that the deficit meant that no action could be taken at the moment to provide direct service from Bayside Hills to Flushing. At the time, riders bound to the subway had to transfer to the Q17 at Fresh Meadow Lane. The Flushing Merchants Association had proposed having alternate buses on the Q17A run to Roosevelt Avenue and Main Street in Flushing, and argued that the NYCBOT made a mistake in having the route going to Jamaica instead of Flushing.[2]
Cross-Springfield Blvd route proposed
Bus transfer location shifted; more
Vote down loop operation Bell Blvd
On September 12, 1948, a planned extension of the Q31 bus route to Jamaica from Flushing Heights, and in increase in service from a 30-minute headway to a 15-minute headway, was cancelled at the last moment without any explanation by the city. Additional bus operators needed for the service increase had already been chosen and given their assignments. The Q31, had operated from 208th Street and 32nd Avenue, via Bell Boulevard, 47th Avenue, Rocky Hill Road, and Fresh Meadow Lane to just south of Horace Harding Boulevard. The extension would have provided direct service between Bayside and Jamaica, eliminating the need to transfer to the Q17 or Q17A at Fresh Meadow Lane and 65th Avenue. The extension had been supported by civic and business leaders in Bayside.[9]
On October 10, 1948, service began on the Q30, Fresh Meadows-188th Street, bus route, operated with ten new buses. The route served the large Fresh Meadow Houses project developed by the New York Life Insurance Company at 188th Street one block south of Horace Harding Boulevard.[10] Transit officials said that the creation of the Q30 was intended to reduce overcrowding at the 188th Street stop on the Q17A bus route, which ran from Jamaica to Bayside Hills via Fresh Meadow Lane and Horace Harding Boulevard. Despite the fact that the route had already been in operation for a month, on November 15, 1948, the New York City Board of Estimate called for a hearing on the establishment of the Q30 bus route for November 18, 1948. While it took five years of advocacy by civic groups to start Q17A service, the public first heard of the Q30 when the New York City Board of Transportation announced it would start service.[11] The NYCBOT started Q30 service before asking the Board of Estimate to approve it.[12]
Better service sought, North Shore complaints
On November 23, 1948, the Utopia Improvement Association, once again, requested for an extension of the Q31 to the bus terminal in Jamaica, and for free transfers between the Q26, Q27, and Q31 to eliminate the double fare for people from Utopia to Flushing to access the subway.[13] On September 30, 1948, they had also requested free transfers to the Q31. Many Utopia residents used the Q31 and paid a second fare on the Q17 to get to Flushing instead of making a longer walk to take the Q27 and pay one fare. The Association pointed out that while Q17A riders got a free transfer to the Q17 to get to Flushing, Q31 riders had to pay a second fare.[14]
At the time, the Q31 terminated at Fresh Meadow Lane and Horace Harding Boulevard, where a free transfer was available to the southbound Q17 for access to Jamaica. There was no free transfer to the northbound Q17 to Flushing. Members of the Utopia Improvement Association charged that the New York Life Insurance Company pressured the NYCBOT to create the new Q30 route, which would mainly help residents of its large housing development, instead of the Q31 extension that was canceled the day before it would take effect. The Q30's northern terminal was 46th Avenue and 188th Street.[13]
On December 7, 1948, the Tyholland Civic Association insisted that the NYCBOT do a recount of its survey on the conditions of the Q17A bus route as hundreds of families had moved into the Oakland Gardens development since it was conducted. The Association said that overcrowding on westbound trips began at Springfield Boulevard instead of 188th Street. The NYCBOT, on November 12, had said that service provided was adequate. Q17A service ran every five minutes between 6:30 and 9:00 a.m. They contended that the start of Q30 service reduced crowding on the Q17A. The Secretary of the NYCBOT said that a second survey would be conducted after the Oakland Gardens development was fully occupied.[15]
New procedure bus improvements NYCBOT
Mothers demand end Q44 VP loop
On July 19, 1949, Queens Borough Hall announced that the Q17A bus route would be extended to Little Neck Parkway. At the same time, the Tyholland Civic Association had said this was not enough urging the bus to run to the Woodhaven Boulevard station on Queens Boulevard. Since the NYCBOT had said that this proposal was premature the previous week, noting that the population did not warrant an extension at the time, the announcement surprised several civic groups. Q17A bus service had been operating along the route of the Q17 along Hillside Avenue and Fresh Meadow Lane between Jamaica and Horace Harding Boulevard, and then ran along that thoroughfare to Springfield Boulevard. Four Flushing-Hillcrest civic groups had proposed having the Q17A run to the Woodhaven Boulevard subway station instead of duplicating the Q17. The Tyholland Civic Association played a major role in getting the Q17A route started in September 1947.[16]
On July 26, 1949, the presidents of 17 organizations of the United Civic Council voted to send a petition to the New York City Board of Transportation to extend the Q30 from Fresh Meadows to Roosevelt Avenue in Flushing via Horace Harding Boulevard, Kissena Boulevard and Main Street. Q30 buses, at the time, ran from the 165th Street Bus Terminal in Jamaica to Horace Harding Boulevard in Fresh Meadows via Hillside Avenue and 188th Street. An extension of the route would have eliminated the need to make one or two transfers to get from 188th Street to Flushing.[17]
Special high school bus service
Request bus extension Little Neck
Demand end Q44VP loop; protest-block road
The Q17A was extended along Horace Harding Boulevard between Springfield Boulevard and Little Neck Parkway at the Nassau County Line on August 21, 1949.[4][18]
Willets Point bus terminal proposal
In October 1949, the Tyholland Civic Association requested that overnight service be implemented on the Q17A.[19]
On November 3, 1949, the United Civic Council of Flushing-Hillcrest demanded that the NYCBOT undertake a new survey of riders on whether the Q30 should be extended to Flushing. A survey conducted by the NYCBOT found 400 people in support of the existing route to Jamaica, and only 138 supporting the extension to Flushing. The civic group asserted that the wording of the question could have influenced the results of the survey, noting that instead of asking people where they wanted the Q30 to go to Flushing in addition to Jamaica, it asked if people wanted the Q30 to continue going to Jamaica or to have it shifted to Flushing.[20]
On February 14, 1950, every third Q30 bus was extended 3.25 miles from 188th Street and 64th Avenue in Fresh Meadows to Flushing daily. NYCBOT Chairman Sidney H. Bingham said that it the extension did well financially, and once new buses arrived, all Q30 buses would be extended to Flushing. Buses would run via Horace Harding Boulevard, Kissena Boulevard and Main Street, and loop via 39th Avenue, Prince Street, 38th Avenue, and back to Main Street. This extension replaced the BOT's previous plan, which would only extend the route to Fresh Meadow Lane and turn around in front of P.S. 173, which was strongly opposed by the president of the United Civic Council, the P.S. 173 Parents Association, and Queens Borough President FitzGerald.[21] On March 30, 1950, Chairman Bingham announced that, effective April 10, 1950, all Q30 buses during non-rush hours would be extended to Flushing. Bingham said that all Q30 rush hour buses would be extended to Flushing once additional buses were available.[22]
1950 request bus spur Malba Gardens
1951 complaint morning Q12 service
On August 16, 1951, officials of the Lana Park Civic Association announced that the NYCBOT was seriously considering their proposal, which they made in July 1951, to extend non-rush hour Q30 buses that only operated between Flushing and 188th Street and Horace Harding Boulevard in Fresh Meadows to Jamaica. During rush hours, some Q30 buses would run the whole route to Jamaica via 188th Street and Hillside Avenue.The Civic Association had also proposed possibly extend the bus route north along 188th Street to either Northern Boulevard or 46th Avenue, and then west to Downtown Flushing.[23]
On October 30, 1951, the Oakland Terrace Civic Association requested that the NYCBOT extend the Q27 to Little Neck via Horace Harding Boulevard to serve newly developed areas. The Q27 ran from Main Street and Roosevelt Avenue, via Kissena Boulevard, Holly Avenue, 46th Avenue, 47th Avenue, 216th Street and Springfield Boulevard to Queens Village station. The extension, which was supported by the transit committee of the Flushing Chambers of Commerce, would have been made either as a shuttle route, or through the diversion of some Q27 trips.[24]
1951 route 69th Road Kew Gardens Hills abandoned
1952 request more Q14 service, transfer to Q44
Fight discontinuation Q44B 1954
Request reroute Q44VP, Sunday service
Lundy opposed cuts, more, again; Rice
September deny cut accusation; more
On November 29, 1956, the New York City Transit Authority's board voted for a series of changes in 10 Queens bus routes that would take effect on January 22, 1957. NYCTA Chairman Charles L. Patterson said that the changes would eliminate duplication of service along the routes of competing lines while allowing for improvements in rush hour service. The Q27 would be extended about two miles from the Queens Village LIRR station to Springfield Boulevard and Merrick Boulevard on a 90-day trial basis. Following requests by Queens Borough President Lundy and civic associations, the NYCTA decided not to discontinue Q5A Laurelton Shuttle service, and to provide free transfers to the route Laurelton. To eliminate congestion at 169th Street and Hillside Avenue, the Q3A would be extended to 179th Street and Hillside Avenue. In addition, the Q26 Flushing-Queens Village route service between the Horace Harding Expressway and Queens Village would be discontinued as the Q27 served this section, and the route would be redesignated as the Q26 Flushing-46th Avenue route.
One of the planned changes was the consolidation of the main route via Willets Point Boulevard and Clintonville Avenue and the spur route along Utopia Parkway branches, onto 166th Street.[25] Buses had previously alternated between running via Utopia Parkway and Francis Lewis Boulevard and Whitestone Parkway. The planned change was opposed by the North Queens Community Coordinating Council.[26]
Late night Q15 service would be added, providing joint service along the two branches to Whitestone and Beechhurst. To eliminate competition with the Q25 of Queens-Nassau Transit lines between Jamaica and College Point, Q17-20 service would be discontinued, and the Q30 route from Jamaica to Fresh Meadows would become part of the new Q17 Flushing-188th Street route to Jamaica. Free transfers to the Q44 would be provided, and the Q44B Malba Shuttle would be extended from 14th Avenue and Parsons Boulevard in Whitestone to 14th Avenue and 122nd Street in College Point.[25]
One of the planned changes was the elimination of Q17-20 service between Flushing and College Point to eliminate competition with the Q25 route of Queens-Nassau Transit lines. Service was replaced by three routes: the new Q44FS between Flushing and College Point, the new Q17 Flushing-188th Street line, and the existing Q17A Little Neck-169th Street line. Free transfers were to be instituted between the routes.Cite error: A <ref> tag is missing the closing </ref> (see the help page).[27]: 37
Service on the Q44FS ran every 15 minutes from 6 a.m. to 9 a.m. toward Flushing, and every 15 minutes from 3:45 p.m. to 7:30 p.m. toward College Point, with service every 30 minutes during the rest of the day. Service during late nights, which had run as a shuttle between Flushing and College Point, was discontinued between 12:30 a.m. and 5 a.m.. These changes took effect on February 3, 1957.[28]
Residents want Sunday Q75 service
The change in Q26 service also took effect on February 3, 1957.[29][30]
Selling NYCTA routes-not halting cuts
Service along the Utopia Parkway spur had run along Utopia Parkway from 16th Avenue to 26th Avenue. The main route had run along 26th Avenue, Clintonville Street and Willets Point Boulevard to 160th Street. Instead, service ran along 166th Street between 26th Avenue and Willets Point Boulevard. This change took effect on February 3, 1957. 166 trips were dropped from the Q16 schedule.[31] In response to the proposed change in the route, mothers from Clearview Gardens threatened to form a human barricade across 166th Street. They opposed the change due to safety concerns; service was to be rerouted from the wider Clintonville Street and Utopia Parkway to the narrow 166th Street, along which two schools were located.[32] The original routes were restored on November 17, 1957.[33]
Q30A established 165th Street bus terminal to 188th Street and 64th Avenue
On July 29, 1959, Queens Borough President Clancy announced that the Q17A would return to its former route via Fresh Meadows Lane. On July 6, 1959, as a safety measure, the Traffic Department had made the street one-way southbound between 69th Avenue and Jewel Avenue. Northbound Q17A buses were to be rerouted via Utopia Parkway between Jewel Avenue and 69th Avenue, and west on 69th Avenue before returning to Fresh Meadow Lane. The NYCTA ordered that buses stay on Utopia Parkway all the way to the north when it was discovered that buses would mount the sidewalk when trying to turn in Fresh Meadow Lane. Local residents and the Flushing Heights Civic and Improvement Association called for a return to the Q17A's former route as it served two schools and an area with businesses while Utopia Parkway passed through a residential area. To allow the northbound Q17A to return to its former route, Clancy ordered that an island mall at Utopia Parkway and Fresh Meadows Lane to be cut through to allow buses to head north via Fresh Meadows Lane all the way to the Horace Harding Expressway.[34]
Bus rowdyism students, ticket system
Shift Q44 Vleigh Place requested
1960 Q44 service, impossible add free transfers
Q12/Q13 schedule improvement 1964
1950s
1960s
1961 Q76; criticism; delay start
1961 request improved Malba service
1964 restore Flushing terminal stops
1966 Flushing bus stops; more; more; BP; request; backfires; criticized; more; shelter
KGUT subway stair bottleneck 1967
1970s
On July 17, 1974, Traffic Commissioner Theodore Kagheuzoff approved four traffic controls at the corner of Fresh Meadows Lane and 69th Avenue following the death of a 7-year old girl in April by a truck. One of the changes was to reroute Q17A service from narrow Fresh Meadows Lane to Utopia Parkway, which was one block away.[35]
1980s
1981 criticism inconsistent bus transfer policy
Bronx changes 1984
1990s
SE Queens 1983
Q5, Q85, Q3 1987
B61, B62, B53, B12, B49, B65, B27, B50, B69 ctd. bus cuts
2000s
https://web.archive.org/web/20060414232034/http://www.mta.info/busco/schedules/q019cur.pdf
https://web.archive.org/web/20040612220547/http://www.greenbus.com/122903/Q10_q10a.pdf
"Triboro did try to extend the Q19 into flushing in the 1980s but NYCTA objected.
I was intrigued by the Triboro bus roll signs, particularly the one that said "Q72 - 23rd Avenue - 102nd Street." Was there ever a branch of the Q72 that went there or a proposal to extend the terminus from 94th and Ditmars to that location? (It would have connected with the Q23.)
Also interesting: the Q19 destination roll sign to Flushing, which in 1999 would have predated the NYC takeover of the private routes. I was under the impression that the extension of the Q19 to Flushing was enabled by that takeover. Was it in the works prior to that time?
[1]-Reroute northbound Q40 to match southbound Q40 along 143 St Jan 2012
-Move Q65 terminal to 14 Rd/110 St, eliminate diversion to 14 Av Dec 2011
Weekend Express Bus Service To Be Discontinued January 1st
Buschat
1975 map vs. reality, Q3 rush only
B24 woodside; Q101, Queens Transit 1988-Green Bus consolidation
Q66, Q104, Q102, Q101RQ46, Q52, Q38
Yes, that was how I remember it from around 1968 or so when I rode both routes; the Q17A still had the Fresh Meadow Lane routing while the Q31 was fully on Utopia Parkway.
According to the Motor Coach Age Queens issue (April-May 1977) the Q-17A (today's Q-30) was re-routed via Utopia Parkway as of July 15, 1974.
- ^ "3 Communities Petition For Harding Blvd. Buses" (PDF). Long Island Star-Journal. July 15, 1947. Retrieved April 6, 2022.
- ^ a b "New Bus Line To Continue On Harding Blvd.: Deficit Cited in Protest Against Link to Jamaica Center" (PDF). Long Island Star-Journal. October 16, 1947. Retrieved April 6, 2022.
- ^ "Jamaica to Get New Bus Lines". New York Daily News. August 29, 1947. Retrieved June 30, 2019.
- ^ a b Report for the three and one-half years ending June 30, 1949. New York City Board of Transportation. 1949. hdl:2027/mdp.39015023094926.
- ^ "Celebration to Be Staged For Harding Blvd. Buses" (PDF). Long Island Star-Journal. September 2, 1947. Retrieved April 6, 2022.
- ^ a b c "2 Bus Routes Extended, Schedules Advanced, City Board Announces" (PDF). Bayside Times. September 4, 1947. Retrieved April 6, 2022.
- ^ "Q-17A Bus Route Extension Demanded in Bayside Heights" (PDF). Long Island Star-Journal. September 8, 1947. Retrieved April 6, 2022.
- ^ "Riders Wail Over Ordeals Of Q-17A Bus Transfer" (PDF). Long Island Star-Journal. September 10, 1947. Retrieved April 6, 2022.
- ^ "Bus Schedule To Speed Q-31 Is Cancelled: Bayside 'Victory Boast Proves Premature as Revision is Stayed" (PDF). Long Island Star-Journal. September 13, 1948. Retrieved April 6, 2022.
- ^ "Fresh Meadow Buses" (PDF). Long Island Star-Journal. September 6, 1949. Retrieved April 6, 2022.
- ^ "Call for Bus Hearing Has Hillcrest Puzzled" (PDF). Long Island Star-Journal. November 15, 1948. Retrieved April 6, 2022.
- ^ "Better BusService" (PDF). Long Island Star-Journal. November 5, 1948. Retrieved April 6, 2022.
- ^ a b "Flushing Body Again Demands Bus Transfers: Tickets Sought Between Q-27, Q-26 and Q-31 Run to Jamaica" (PDF). Long Island Star-Journal. November 23, 1948. Retrieved April 6, 2022.
- ^ "Utopia Seeks Free Transfer On Q-31 Buses: Civic Workers Start Fight for One Fare to Flushing Shopping Area" (PDF). Long Island Star-Journal. September 30, 1948. Retrieved April 6, 2022.
- ^ "Tyhollanders Urge Recount On Q-17A Buses: Increasing Housing Cited in Demand for New Survey" (PDF). Long Island Star-Journal. December 7, 1948. Retrieved April 6, 2022.
- ^ "New Bus Route Demanded for Harding Blvd.: Elmhurst Subway Tie Urged Little Neck Extension Held Inadequate" (PDF). Long Island Star-Journal. July 19, 1949. Retrieved April 6, 2022.
- ^ "Appeal Made to Extend Bus Line to Flushing" (PDF). Long Island Star-Journal. July 27, 1949.
- ^ "Queens Bus Service Extension". The New York Times. August 18, 1949. p. 23. Retrieved July 24, 2018.
- ^ "Seek All-Night Q-17-A Service" (PDF). Bayside Times. October 20, 1949. Retrieved April 6, 2022.
- ^ "New Survey of riders on Q-30 Is Demanded by United Civic Council" (PDF). Long Island Star-Journal. November 3, 1949. Retrieved April 6, 2022.
- ^ "Board Extends Q-30 Bus Line Into Flushing: New Route Will Eliminate Transfers for 188th Avenue Residents" (PDF). Long Island Star-Journal. February 13, 1950.
- ^ "More Buses to Make Cross-Borough Run" (PDF). Long Island Star-Journal. March 30, 1950.
- ^ "Riders Using Q-30 Line May Get Extra Service" (PDF). Long Island Star-Journal. August 16, 1951. Retrieved April 6, 2022.
- ^ "Bus Extension Asked for Thousands in New Area" (PDF). Long Island Star-Journal. October 30, 1951. Retrieved April 6, 2022.
- ^ a b "TA Shuffles Bus Setup for Speed". New York Daily News. November 30, 1956. Retrieved April 6, 2022.
- ^ "Civics Fight Bus Changes". New York Daily News. December 14, 1956. Retrieved March 20, 2022.
- ^ Transit Record. New York City Transit Authority. 1957.
- ^ Cite error: The named reference
1957NYCTA3was invoked but never defined (see the help page). - ^ Mooney, Jr., Joseph W. (February 2, 1957). "Bus Cuts Begin at Midnight And Bayside Hills Won'y Like 'Em" (PDF). Long Island Star-Journal. Fultonhistory.com. p. 1. Retrieved January 13, 2016.
- ^ "Buses" (PDF). Long Island Star-Journal. Fultonhistory.com. February 2, 1957. p. 2. Retrieved January 9, 2016.
- ^ *"New Bus Schedules: Like to Walk? You'd Better, If You Use Clearview Line" (PDF). Long Island Star-Journal. Fultonhistory.com. January 31, 1957. p. 1. Retrieved July 4, 2017.
- "Buses" (PDF). Long Island Star-Journal. Fultonhistory.com. January 31, 1957. p. 2. Retrieved June 30, 2019.
- ^ "Mothers to Barricade New Bus Street" (PDF). Long Island Star-Journal. February 1, 1957. p. 1. Retrieved June 30, 2019.
- ^ "Q-16 Buses Go Back to Old Route Tomorrow" (PDF). Long Island Star-Journal. Fultonhistory.com. November 16, 1957. p. 3. Retrieved July 4, 2017.
- ^ "Q17A Buses Are Returning To Old Route". New York Daily News. July 29, 1959. Retrieved April 6, 2022.
- ^ Rabin, Bernard (July 18, 1974). "Safety Steps for Death Corner". New York Daily News. Retrieved April 6, 2022.
http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.175.6993&rep=rep1&type=pdf
https://nacto.org/docs/usdg/shared_use_bus_priority_lanes_on_city_streets_agrawal.pdf
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|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Flushing−LaGuardia Airport | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| Overview | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| System | MTA Regional Bus Operations | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Operator | New York City Transit Authority | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Garage | Queens Village Depot | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Vehicle | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Began service | 1939 1974 (Q44A limited-stop service) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Route | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Locale | Queens | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Communities served | Kew Gardens, Kew Gardens Hills, Hillcrest, Fresh Meadows, Oakland Gardens, Bellaire, Glen Oaks, Floral Park | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Landmarks served | Queens Borough Hall, St. John's University, Creedmoor Psychiatric Center, Queens County Farm Museum, Queens Hospital Center | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Start | Kew Gardens – Queens Boulevard / Union Turnpike station | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Via | Union Turnpike | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| End | Oakland Gardens – Springfield Boulevard (Rush hour local service) Glen Oaks – Little Neck Parkway & 260th Street (Glen Oaks Branch) Lake Success, Nassau County – Long Island Jewish Medical Center (full route) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Service | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Operates | 24 hours[note 1][1] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Annual patronage | 6,132,598 (2017)[2] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Transfers | Yes | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Timetable | Q48 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Q48 bus route constitutes a public transit line in Queens, New York City, United States, running
Route description and service
History
Early years
See also
Notes
References
- ^ a b MTA Regional Bus Operations. "Q46 bus schedule".
- ^ "Facts and Figures". mta.info. August 28, 2011. Retrieved January 27, 2018.
External links
Media related to Q48 (New York City bus) at Wikimedia Commons
| Current local routes |
|  |
|---|---|---|
| Current express routes | ||
| Former routes | ||
Things I will add once I have proper referencing
Service on the Q9A bus route was started on April 3, 1986 by Green Bus Lines. The route ran from 10:00am to 5:00pm, corresponding with the hours with a social security office along the route.
q75 | |||
|---|---|---|---|
| |||
| Overview | |||
| System | MTA Regional Bus Operations | ||
| Operator | New York City Transit Authority | ||
| Garage | Queens Village Depot | ||
| Began service | April 28, 1952 | ||
| Ended service | June 27, 2010 | ||
| Route | |||
| Locale | Queens | ||
| Communities served | Jamaica, Sunnyside, Queens, Oakland Gardens, Queens | ||
| Start | Jamaica – 165th Street Bus Terminal | ||
| Via | Hillside Avenue, 188th Street, 73rd Avenue, Springfield Boulevard, 69th Avenue, Cloverdale Boulevard | ||
| End | Oakland Gardens – 69th Avenue and 230th Street | ||
| |||
The Q75 bus route constituted a public transit line in Queens, New York City, United States, running between Jamaica and Oakland Gardens.
Route description and service
The Q75 began at the 165th Street Bus Terminal in Jamaica, and then headed north on 165th Street, before running along Hillside Avenue to 188th Street. It then ran north along 188th Street, and went east along 73rd Avenue until Springfield Boulevard. From here, buses turned onto 69th Avenue and to the terminal on 230th Street. Buses returning to Jamaica turned onto 67th Avenue, Cloverdale Boulevard and onto 69th Avenue, before following the path of Oakland Gardens-bound buses to Hillside Avenue and Merrick Boulevard. From there buses headed south along Merrick Boulevard, and west on 89th Avenue to the 165th Street Bus Terminal.[1]
History
Start of service
Service on the Q75 was begun on a temporary basis by the New York City Board of Transportation on April 28, 1952, before beng made permanent on May 4, 1952.[2] Sunday service was discontinued on February 3, 1959.[3]
On September 12, 1979, the New York City Transit Authority (NYCTA) held a public hearing to propose eliminating Saturday bus service because of their low usage and to save $60,000 annually. This was proposed as part of a series of cuts to save $1.4 million.[4]
On December 11, 1988, the route was extended from 179th Street station to the 165th Street Terminal in conjunction with the opening of the Archer Avenue Line.
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Service cuts and discontinuation
On June 15, 1989, a public hearing was held on the planned elimination of Saturday service. Saturday service ran every 30 minutes between 5:30 a.m. and 1:20 a.m.. The average ridership on Saturday was five passengers per trip. The NYCTA noted that there was frequent bus service on alternate routes. The annual cost saving was $72,000.[5]
In December 1990, local officials stated that the route could be one of the routes to be cut by the NYCTA as part of its $25 million citywide cut in bus service and asked the president of the NYCTA to hold a public hearing. While a TA spokesman denied that the Q75 was part of the plan, the head of Amalgamated Transit Union local 1056, Jerry Fancher, said that he saw an interdepartmental memo saying that service on the route would be cut.[6]
On February 4, 1991, a public hearing was held on the planned span reduction on the Q75, which was to be part of the 1991 Service Plan. At the meeting, the public requested that midday service be maintained to provide a connection to shopping and the subway. Some suggested that it be replaced by an extension of the Q65A, but this was dismissed since it was operated by Queens Surface.
While the original proposal called for greater cuts on the route, the proposal presented to the MTA Board in May 1994 affected fewer passengers. The proposal would have eliminated late evening service between 9:00 p.m. and 1:20 a.m., which was only used by 15 passengers, or an average of fewer than a person per trip. The proposal was set to go into effect in September 1994, limiting the route's hours of operation to 5:30 a.m. to 9:00 p.m., saving $100,000 annually.[7]: D.4–D.7
Service on the Q75 was discontinued on June 27, 2010 due to a budget crisis.
In March 2022, the MTA released a revised draft plan was released of the Queens bus network. As part of the redesign, the Q75 would be reinstated a Rush route, and would run between Jamaica station and Queensborough Community College, running limited between Jamaica Station and 188th Street and running local elsewhere, replacing the Q30 as the primary connection between Jamaica and QCC.
See also
References
- ^ MTA Regional Bus Operations. "Q75 bus schedule" (PDF).
- ^ "New Queens Bus route Hailed: Welcome Service to Park Area". Brooklyn Daily Eagle. May 4, 1952. Retrieved September 16, 2015 – via Newspapers.com.
- ^ "Buses". Long Island Star-Journal. Fultonhistory.com. February 2, 1957. p. 2. Retrieved January 9, 2016.
- ^ Butler, William (September 11, 1979). "TA to aid Q-75 bus backers". New York Daily News. Retrieved June 30, 2019.
- ^ "Public Hearing Notice of the Discontinuation of Saturday Q75 Service" (PDF). laguardiawagnerarchive.lagcc.cuny.edu. New York City Transit Authority. May 11, 1989. Retrieved March 20, 2019.
- ^ Achelpohl, Scott (December 20, 1990). "TA Cuts Threaten Bayside's Q75 Bus". Little Neck Ledger.
- ^ "NYC Transit Committee Agenda May 1994" (Document). New York City Transit. May 16, 1994.
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External links
Bx41
History
The Bx41 was originally the Webster and White Plains Avenues Line streetcar which was operated by the Third Avenue Railway. Buses then replaced streetcars on June 26, 1948. The original south-western terminus was at Mott Haven-Third Avenue/East 141st Street. Service was extended to Lincoln Avenue-East 136th Street (near Third Avenue–138th Street on the IRT Pelham Line) in July 1974 and was later cut back to Third Avenue–149th Street, on the IRT White Plains Road Line, in December 2002.
http://cityrecord.engineering.nyu.edu/data/1940/1940-08-24.pdf#page=13
The Bx41 originally didn't have late night service until it was first instituted in November 2005.
The original northern terminus was at Wakefield–241st Street on the IRT White Plains Road Line. Service was later cut back to Gun Hill Road on the IRT White Plains Road Line in June 2010 due to budget-related service reductions, and was replaced by an extended Bx39 service.
Former rush-hour Limited-Stop service was introduced on September 11, 1995, operating on weekdays between 6:45 and 9 a.m. and between 3:45 and 6:15 p.m, and making limited stops between East 211th Street and East 138th Street.
Select Bus Service
The Bx41 Limited, running along Webster Avenue and Melrose Avenue in the Bronx, was the first route to be converted into a Phase II Select Bus Service line. The Bx41 SBS began service on June 28-30, 2013, replacing limited-stop service and partially replacing the former Bx55 service north of Fordham Plaza via Webster Avenue. Service was expanded from peak hours to seven days a week. Both the Bx41 Select Bus Service and Bx41 were originally based out of the Kingsbridge Bus Depot. However, on January 8, 2017, the line was moved to Gun Hill Depot from Kingsbridge Depot to ease the pressure relieve the severe overcrowding at the Kingsbridge Bus Depot.
Public hearing
https://web.archive.org/web/20130314031839/http://www.mta.info/mta/news/hearings/index.html
https://www.nyc.gov/html/brt/html/routes/webster.shtml
LaGuardia proposal
https://www.bxtimes.com/mta-announces-speedy-new-bus-service-from-bronx-to-laguardia/
https://www.wsj.com/articles/BL-METROB-16014
https://www.documentcloud.org/documents/461098-lga.html
https://www.nyc.gov/html/brt/html/other/laguardia.shtml
https://web.archive.org/web/20121028192012/http://www.nyc.gov/html/brt/html/other/laguardia.shtml
Incidents
On March 29, 1936, a trolley on Webster Avenue crashed into a new automobile at 209th Street. The crash hurt 20 people, 12 of whom were rushed to Fordham Hospital.
q89 | |||
|---|---|---|---|
| |||
| Overview | |||
| System | MTA Regional Bus Operations | ||
| Operator | New York City Transit Authority | ||
| Garage | Queens Village Depot | ||
| Ended service | June 27, 2010 (second use) | ||
| Route | |||
| Locale | Queens | ||
| Start | Greenpoint – Kingsland Avenue and Meeker Avenue | ||
| Via | Broadway, Baxter Avenue, 81st Street, 82nd Street (first use) Lincoln Street, Linden Boulevard, Merrick Boulevard (second use) | ||
| End | Woodside – 47th Street and Greenpoint Avenue / 46th Street station | ||
| |||
The Q89 bus route constituted a public transit line in Queens, New York City, United States, running between South Ozone Park and Jamaica.
Route description and service
First use
Second use
The Q89 began at the 165th Street Bus Terminal in Jamaica, and then went south on Merrick Boulevard. Buses then headed west along Linden Boulevard and then turned onto Lincoln Avenue, before terminating at Rockaway Boulevard. Jamaica-bound buses travelled via Lincoln Avenue and Linden Boulevard before turning onto Merrick Boulevard, and then along 168th Street and 89th Avenue to the bus terminal.[1]
Operated one trip per hour in each direction between 10 AM and 5 PM weekdays;[2][3][1] only bus route in New York City to not serve any subway or rail stations along its route.[4]
History
First use
The Fifth Avenue Coach Company began operating route 16 on July 9, 1925.[5][6] This route, operated as the "Elmhurst Crosstown Line", was a shuttle to connect with route 15, now the Q32 to/from Manhattan.[5][7][6]
Both routes were taken over by the Manhattan and Bronx Surface Transit Operating Authority on March 22, 1962.[8][page needed][9][10] The route was renumbered to the Q89 from the 6 on July 1, 1974.[9][7] In 1974, there were plans to extend the route to 63rd Drive and Queens Boulevard to serve the Queens Center Mall and the 63rd Drive shopping area.
Due to low ridership, this route was discontinued on June 26, 1988.[11][12]
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Second use
The first crosstown route along Linden Boulevard was the Q80, which ran from Sayres Avenue and Merrick Boulevard to Lefferts Boulevard and Linden Boulevard. This was an experimental bus route, and operated for three months from September 8, 1969 to December 1969.[13][14] The New York City Transit Authority started this route due to public requests and the temporary operation of a jitney along the street. Ridership on the route was low, in part due to the lack of trip generators at the ends of the route, and the lack of free transfers to connecting routes. The NYCTA extended the route along Lefferts Boulevard to Liberty Avenue, and then along Liberty Avenue to Rockaway Boulevard in order to increase ridership. However, the route was discontinued after nine months in June 1970 after only being used by 34,000 riders.[15]
A new route to be operated by Green Bus Lines was proposed in March 1986 to serve the newly opened South Jamaica Multi-Service Center. Service was initially planned to operate from Mondays through Saturdays from 8 a.m. to 6 p.m.. The New York City Board of Estimate was scheduled to vote on the proposed route in April 1986. Service was to be operated between 132nd Place and Rockaway Boulevard to 168th Street and Archer Avenue, running via Rockaway Boulevard, Lincoln Street, Linden Boulevard, Merrick Boulevard and Archer Avenue.[16]
Service on the route, which was numbered Q9A,[4][17] was scheduled to begin around May 1, 1986, as soon as signs designated the route's stops were installed along the route by the Department of Traffic. Service on the route started after an agreement was reached between Green Bus Lines, the city's Bureau of Franchises and Community Board 12. The Board had sought the creation of the new bus route to help riders traveling between St. Albans or Cambria Heights and South Ozone Park. The Q9A began service operating on weekdays only between 8:30 a.m. an 5 p.m.. Unlike the initial proposal, service began at Lincoln Street and Rockaway Boulevard. In both plans, service made no stops between the turn onto Merrick Boulevard and the terminal.[18][19]
Service was extended to the 165th Street Bus Terminal on October 30, 1989.[20][21][22]
Under the Metropolitan Transportation Authority, the route was renumbered the Q89 on April 7, 2008, the second use of this route designation.[23][1] This route was discontinued on June 27, 2010 due to a budget crisis.[24]
See also
Notes
References
- ^ a b c "Q89 Bus Schedule" (PDF). Metropolitan Transportation Authority. 2008. Retrieved September 30, 2015.
- ^ "Queens Bus Map: Notes" (PDF). mta.info. December 2002. Archived from the original (PDF) on March 23, 2003. Retrieved July 6, 2015.
- ^ "Analysis of Routes and Ridership of a Franchise Bus Service: Green Bus Lines" (PDF). utrc2.org/. City College of New York. October 2000. Retrieved September 30, 2015.
- ^ a b "Queens Bus Map" (PDF). nycityhealth.com. Metropolitan Transportation Authority. September 1999. Archived from the original (PDF) on September 16, 2015. Retrieved July 6, 2015.
- ^ a b Cite error: The named reference
Q32was invoked but never defined (see the help page). - ^ a b Fifth Avenue Coach Company (July 11, 1925). "The New Fifth Avenue Coach Service to Manhattan". Brooklyn Daily Star. Fultonhistory.com. p. 3. Retrieved January 22, 2017.
- ^ a b Times, Special To The New York (June 20, 1974). "2 BOROUGHS' BUSES GET NEW NUMBERS". The New York Times. ISSN 0362-4331. Retrieved October 2, 2016.
- ^ Sparberg, Andrew J. (October 1, 2014). From a Nickel to a Token: The Journey from Board of Transportation to MTA. Fordham University Press. ISBN 978-0-8232-6190-1.
- ^ a b "New York City Transit Facts & Figures: 1979" (PDF). La Guardia and Wagner Archives. Metropolitan Transportation Authority, New York City Transit Authority. 1979. Retrieved October 24, 2016.
- ^ Sibley, John (March 22, 1962). "City Seizes Buses; Full Service Due 6 A.M. Saturday" (PDF). The New York Times. Retrieved September 6, 2016.
- ^ December 1989 Queens Bus Map. New York City Transit Authority. December 1989.
- ^ "Queens Bus Map 1985" (Document). New York City Transit Authority. 1985.
{{cite document}}: Cite has empty unknown parameters:|access-date=,|url=, and|website=(help) - ^ "South Jamaica Gets New Bus Route". The New York Times. September 2, 1969. Retrieved August 2, 2018.
- ^ Annual Report. Metropolitan Transportation Authority. 1969. p. 24.
- ^ "Queens Issue". Motor Coach Age (April-May 1977). 1977.
- ^ Fisher, Franklin (March 28, 1986). "Bus may go to new center". New York Daily News.
- ^ "Queens Bus Map: Notes" (PDF). mta.info. December 2002. Archived from the original (PDF) on March 23, 2003. Retrieved July 6, 2015.
- ^ Rabin, Bernard (April 23, 1986). "Q-9A, new route, starts soon". New York Daily News.
- ^ "New Green Bus Line Gets The Light". Long Island Forum. April 19, 1986.
- ^ "Queens Merchants Win More Bus Service". The New York Times. March 17, 1989. Retrieved July 1, 2015.
- ^ December 1989 Queens Bus Map. New York City Transit Authority. December 1989.
- ^ "The Jamaica Chamber of Commerce Is Pleased To Announce New Bus Service To Downtown Jamaica". New York Daily News. November 3, 1989. Retrieved June 28, 2019.
- ^ "NYC Transit: Bus Service Advisories Queens". Metropolitan Transportation Authority. April 2008. Archived from the original on April 24, 2008. Retrieved January 4, 2016.
- ^ https://www.webcitation.org/5wlPW150v?url=http://mta.info/news/pdf/MTAB_Revised_Service_Changes.pdf 2010 budget cut information-MTA Bus Company, archived February 25, 2011
External links
b15 | |||
|---|---|---|---|
| Greenpoint–Sunnyside | |||
| |||
| Overview | |||
| System | MTA Regional Bus Operations | ||
| Operator | New York City Transit Authority | ||
| Garage | Queens Village Depot | ||
| Ended service | September 10, 1995 | ||
| Route | |||
| Locale | Brooklyn, Queens | ||
| Communities served | Greenpoint, Sunnyside, Queens, Woodside, Queens | ||
| Start | Greenpoint – Kingsland Avenue and Meeker Avenue | ||
| Via | Humboldt Street, Kingsland Avenue, Greenpoint Avenue, Review Avenue, 48th Street | ||
| End | Woodside – 47th Street and Greenpoint Avenue / 46th Street station | ||
| |||
The B30 bus route constituted a public transit line in Brooklyn and Queens, New York City, United States, running between Greenpoint and Sunnyside.
Route description and service
The 3 miles (4.8 km)-long route operated during weekday peak hours (5:15 to 9:15 a.m; 3 to 8:30 p.m.) , at a frequency of 23 minutes, and all day on Saturday, every 40 minutes during most of the day, and every 20 minutes between 10:45 a.m. and 2 p.m..
The route was designed to carry riders from the 46th Street station on the IRT Flushing Line to the industrial area along Review Avenue and to connect with the residential areas of Greenpoint and Sunnyside. Ridership decreased as most of the factories closed. In addition, most riders traveling between the two neighborhoods used the nearby B24, which operated more frequently.
History
- Began November 13, 1929 by Brooklyn-Manhattan Transit Corporation.
- Discontinued between 1969 and 1977.[1]
- Restored in September 1985.[2]
- Became an extension of the B63, later the B51, and then it was discontinued on June 27, 2010.
Route created June 25, 1979, Fort Greene, Downtown Brooklyn, WTC
- https://www.newspapers.com/clip/97754340/daily-news/
- https://www.newspapers.com/clip/97754289/canarsie-courier/
- https://www.newspapers.com/clip/97754240/daily-news/
- https://www.flickr.com/photos/unionturnpike/51942641014/in/datetaken/
1983-B15 bus-discontinued December 1983
- https://www.newspapers.com/clip/97754205/daily-news/
- https://www.newspapers.com/clip/97754195/daily-news/
- https://www.newspapers.com/clip/26646490/daily-news/
- https://www.newspapers.com/clip/26646128/
- https://www.newspapers.com/clip/26646261/
- https://www.newspapers.com/clip/26646278/
Trial basis September 1985-May 1986-extended through November, had been sought for 8 years
- https://www.nytimes.com/1985/06/25/nyregion/new-york-day-by-day-bridge-experiment.html
- https://www.newspapers.com/clip/26646498/daily-news/
- https://www.newspapers.com/clip/26646716/daily-news/
- https://www.newspapers.com/clip/97753966/daily-news/
- https://www.newspapers.com/clip/97754162/daily-news/
- https://www.newspapers.com/clip/26646859/daily-news/
- https://www.newspapers.com/clip/97754306/daily-news/
- https://www.newspapers.com/clip/97754113/daily-news/
- https://www.nytimes.com/1986/10/01/nyregion/new-york-day-by-day-rally-for-the-b51.html
- https://www.newspapers.com/clip/97754321/newsday/
Made official November 1986-with cuts
Service out Manhattan Bridge closures 1987-1988
- https://www.newspapers.com/clip/97754227/daily-news/
- https://www.newspapers.com/clip/97754269/canarsie-courier/
- https://www.newspapers.com/clip/26647305/daily-news/
- Began on September 9, 1985, replacing part of the B63.
- Replaced the Manhattan Bridge Three Cent Line streetcar.
- On November 14, 2005, bus service was restored on Park Row between Chatham Square and City Hall. Buses had been running on Frankfort St and St. James Place.[3]
- Discontinued on June 27, 2010 due to a budget crisis.[4]
The route was discontinued due to low ridership and a budget crisis.
See also
Notes
References
- ^ "1969 Brooklyn Map".
- ^ Heller Anderson, Susan; Dunlap, David W. (June 25, 1985). "NEW YORK DAY BY DAY; . . . Bridge Experiment". The New York Times. Retrieved December 30, 2015.
- ^ "MTA NYC Transit Bus Information". mta.info. Metropolitan Transportation Authority. April 2006. Archived from the original on April 10, 2006. Retrieved August 2, 2018.
- ^ 2010 budget crisis information, archived February 25, 2011
External links
b30 | |||
|---|---|---|---|
| Greenpoint–Sunnyside | |||
| |||
| Overview | |||
| System | MTA Regional Bus Operations | ||
| Operator | New York City Transit Authority | ||
| Garage | Queens Village Depot | ||
| Ended service | September 10, 1995 | ||
| Route | |||
| Locale | Brooklyn, Queens | ||
| Communities served | Greenpoint, Sunnyside, Queens, Woodside, Queens | ||
| Start | Greenpoint – Kingsland Avenue and Meeker Avenue | ||
| Via | Humboldt Street, Kingsland Avenue, Greenpoint Avenue, Review Avenue, 48th Street | ||
| End | Woodside – 47th Street and Greenpoint Avenue / 46th Street station | ||
| |||
The B30 bus route constituted a public transit line in Brooklyn and Queens, New York City, United States, running between Greenpoint and Sunnyside.
Route description and service
The 3 miles (4.8 km)-long route operated during weekday peak hours (5:15 to 9:15 a.m; 3 to 8:30 p.m.) , at a frequency of 23 minutes, and all day on Saturday, every 40 minutes during most of the day, and every 20 minutes between 10:45 a.m. and 2 p.m..
The route was designed to carry riders from the 46th Street station on the IRT Flushing Line to the industrial area along Review Avenue and to connect with the residential areas of Greenpoint and Sunnyside. Ridership decreased as most of the factories closed. In addition, most riders traveling between the two neighborhoods used the nearby B24, which operated more frequently.
History
The B30 was created from portions of the B29 that were not merged into the B24.
The route was discontinued due to low ridership and a budget crisis. Service ended on September 10, 1995 after initially slated to be discontinued that June. Eliminating the route was estimated to save $323,000 annually. The route was one of the worst performing routes in the system, with a cost recovery of 17.6% on weekdays, and 5.7% on Saturday, well below the NYC Transit Service Guidelines, which called for a minimum 50% cost recovery. The route was used by 229 weekday riders and 51 Saturday riders. These riders were expected to use the B24 instead. Southbound ridership was higher, with 45% of southbound B30 riders using the B24 northbound.[1]
See also
Notes
References
- ^ * NYC Transit Committee Agenda April 1995. New York City Transit. April 25, 1995. pp. D.66.
- NYC Transit Committee Agenda April 1995. New York City Transit. April 25, 1995. pp. D.67.
- NYC Transit Committee Agenda April 1995. New York City Transit. April 25, 1995. pp. D.68.
- NYC Transit Committee Agenda April 1995. New York City Transit. April 25, 1995. pp. D.69.
- NYC Transit Committee Agenda April 1995. New York City Transit. April 25, 1995. pp. D.68.
- NYC Transit Committee Agenda April 1995. New York City Transit. April 25, 1995. pp. D.68.