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| (335666) | |
Queens Bus Network Redesign: Existing Conditions Report |
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Posted by BusRider on Sat Aug 31 08:10:31 2019 Full Report |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by New Flyer #857 on Sat Aug 31 09:29:57 2019, in response to Queens Bus Network Redesign: Existing Conditions Report, posted by BusRider on Sat Aug 31 08:10:31 2019. Hiding out in there is a 1981 Queens Bus Map, page 36. I just learned about the 44A loop terminus via the GCP service road west of Little Neck Pkwy. |
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| (335683) | |
Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by JAzumah on Sun Sep 1 18:26:48 2019, in response to Queens Bus Network Redesign: Existing Conditions Report, posted by BusRider on Sat Aug 31 08:10:31 2019. The expresses are burning cash in Queens. They might all need to be every 30 minutes, peak period, peak direction only. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Q23 on Sun Sep 1 21:14:54 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by JAzumah on Sun Sep 1 18:26:48 2019. You clearly don't ride the express buses in Queens. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by pragmatist on Mon Sep 2 06:10:17 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Q23 on Sun Sep 1 21:14:54 2019. When I used them, I found them well used AM peak, less so PM peak (59th st Bridge QB combo slower the subway/bus, late nights, Saturday and Sunday were deserted except for one or 2 trips in on a Saturday morning. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Stephen Bauman on Mon Sep 2 06:54:55 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by JAzumah on Sun Sep 1 18:26:48 2019. The expresses are burning cash in Queens.Buses are burning cash all over. According to the 2017 NTD tables, the subsidy for express buses is $11.79 per unlinked passenger trip for all NYCT express buses. The local and SBS buses are also heavily subsidized: $2.40 for local buses and $2.07 for SBS. There isn't a similar break down for MTA Bus. The subsidy is $4.87 per unlinked passenger trip. By contrast, the subsidy for subways is: $0.48 per unlinked passenger trip. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Joe V on Mon Sep 2 07:00:38 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Stephen Bauman on Mon Sep 2 06:54:55 2019. So farebox recovery for X buses is ~36%, local buses 13%, SBS 25%, subway 83%. But kill the the local and SBS buses, and the subway farebox recovery would drop like a brick due to lost riders. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by R30A on Mon Sep 2 08:18:15 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Joe V on Mon Sep 2 07:00:38 2019. That math is definitely wrong... |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Joe V on Mon Sep 2 09:39:56 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by R30A on Mon Sep 2 08:18:15 2019. Even if it is right, what's the use ? The bus and rail systems are inter-dependent. |
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| (335695) | |
Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Stephen Bauman on Mon Sep 2 09:42:13 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Joe V on Mon Sep 2 07:00:38 2019. So farebox recovery for X buses is ~36%, local buses 13%,No, the fare recovery ratio (FRR) is approximately 34% for local, SBS and express buses. You did not properly account for the different fares. The subway FRR is approximately 73%. kill the the local and SBS buses, and the subway farebox recovery would drop like a brick due to lost riders. That depends on which buses are killed vis-a-vis the existing proximity to existing subway stations. For example, 98.1% of Manhattan residents live within 1/2 mile of an existing subway station. The figures for Brooklyn, Bronx, Queens and Staten Island are 78.0%, 77.0%, 47.3% and 25.5%, respectively. The percentages are slightly higher, if only workers or jobs are considered rather than the general population. There might be a justification for keeping Manhattan's crosstown bus lines because they do not duplicate existing subway service. However, it's difficult to justify the uptown/downtown buses, given that many duplicate existing subway service. Obviously, consideration would be given to keeping buses that would provide trips to the nearest subway for the 1.9% of Manhattan's residents who reside further than 1/2 mile from an existing subway stop. However, these routes would be rather short because 99.9% of Manhattan residents live within 1 mile of a subway stop. There are alternate first/last mile solutions that could provide alternatives for those not within the 1/2 mile walking distance. The percentages of Brooklyn, Bronx, Manhattan, Queens and Staten Island within 2.5 miles a subway stop are: 99.9%, 99.7%, 100%, 88.7% and 80.0%, respectively. The 2.5 mile threshold distance was chosen because that's the niche for such shared alternatives as bikes, e-bikes, e-scooters, and self-balancing transporters. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Joe V on Mon Sep 2 09:56:32 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Stephen Bauman on Mon Sep 2 09:42:13 2019. I figured $6.50 fare for X buses, $2.75 for everything else.There are ADA reasons for retaining many bus routes theoretically duplicating subway lines. i.e the Q56 and Q24- the stairs up to the els are a bitch. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Stephen Bauman on Mon Sep 2 11:21:48 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Joe V on Mon Sep 2 09:56:32 2019. I figured $6.50 fare for X buses, $2.75 for everything else.So how did you get from the fare to the FRR? The NTD data provided the total fare revenue, total operating costs and the number of unlinked passenger trips. The FRR was calculated by dividing the fare revenue by the operating cost. There are ADA reasons for retaining many bus routes theoretically duplicating subway lines. i.e the Q56 and Q24 The ADA need to duplicate service should disappear when more stations are made ADA compatible. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Joe V on Mon Sep 2 11:27:03 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Stephen Bauman on Mon Sep 2 11:21:48 2019. "subsidy for subways is: $0.48 per unlinked passenger trip"48/275 = 17.4, so 83% They will never even in a Millenials lifetime make all subway stations ADA compliant. It's cheaper buy and run buses anyway than maintain all those escalators and elevators, which break down very frequently. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Stephen Bauman on Mon Sep 2 12:13:20 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Joe V on Mon Sep 2 11:27:03 2019. "subsidy for subways is: $0.48 per unlinked passenger trip"48/275 = 17.4, so 83% If a passenger takes the Flushing train and changes for the Lex, it's counted as 2 unlinked passenger trips. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Q23 on Mon Sep 2 12:51:41 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by pragmatist on Mon Sep 2 06:10:17 2019. Of the buses that run on weekends, their ridership is been going up over the years. More and more people are using the express bus because the subway service on the weekends is abysmal (especially the QBL), and the subway is often far. Some trips may run light, but there are other trips which do get good loads.It used to be that weekend mornings had a higher concentration of riders, but more people are now also using the later buses as well. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by checkmatechamp13 on Mon Sep 2 14:54:17 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Joe V on Mon Sep 2 11:27:03 2019. Bad math. That should be 48/(275+48) = 14.9% |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by AlM on Mon Sep 2 17:29:06 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Stephen Bauman on Mon Sep 2 09:42:13 2019. However, it's difficult to justify the uptown/downtown buses, given that many duplicate existing subway service.A lot of riders on those buses, while not fully disabled, would have difficulty with the walk to the subway, the stairs, and then the walk from the subway. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by AlM on Mon Sep 2 17:30:20 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Stephen Bauman on Mon Sep 2 11:21:48 2019. The ADA need to duplicate service should disappear when more stations are made ADA compatible.The walk to the subway on level ground is a challenge for many people of limited mobility. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by BusRider on Mon Sep 2 21:28:27 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Stephen Bauman on Mon Sep 2 06:54:55 2019. Subsidy is the cost to provide service correct? |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Stephen Bauman on Mon Sep 2 21:36:31 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by BusRider on Mon Sep 2 21:28:27 2019. The subsidy is the (operating cost - fare revenue)/unlinked passenger trips |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Stephen Bauman on Mon Sep 2 21:43:07 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Joe V on Mon Sep 2 11:27:03 2019. It's cheaper buy and run buses anyway than maintain all those escalators and elevators, which break down very frequently.The annual operating deficit for buses is about $2.3B. It's about twice as much as the operating deficit for subways. If half the deficit were eliminated by eliminating duplicate service after ADA, the payout would be about 10 years. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Stephen Bauman on Tue Sep 3 06:48:19 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by AlM on Mon Sep 2 17:30:20 2019. The walk to the subway on level ground is a challenge for many people of limited mobility.There's a solution to that problem that does not cost $2.3B annually. The first step to finding that solution is to find out the number of people who can walk 1/4 mile to a bus stop but not 1/2 mile to an ADA subway stop. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by BusRider on Tue Sep 3 08:59:12 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Stephen Bauman on Mon Sep 2 21:36:31 2019. Do you know how linked trips are calculated? Also, using the Jamaica Bus Terminal is it possible to determine transfers between routes? |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Stephen Bauman on Tue Sep 3 09:40:06 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by BusRider on Tue Sep 3 08:59:12 2019. Do you know how linked trips are calculated?I don't. Buses should be easier than subways because of the need to swipe upon entry. Even a cash fare gets a transfer card. All the fare box data is eventually uploaded to be analyzed. I believe subways are done by comparing two trips guess the journey's start and end points. Given the start and end points, time of journey, I'd guess they have an algorithm to figure our the number of transfers. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by BusRider on Tue Sep 3 09:47:37 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Stephen Bauman on Tue Sep 3 09:40:06 2019. I wonder how it was in previous decades, iinagine tallying up paper transfers and counting individual fareboxes. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Stephen Bauman on Tue Sep 3 10:22:03 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by BusRider on Tue Sep 3 09:47:37 2019. I wonder how it was in previous decades, iinagine tallying up paper transfers and counting individual fareboxes.One of the MTA's shortcomings is that their spec for computerization is that the new system perform exactly like the old one and no more. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by AlM on Tue Sep 3 10:23:51 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Stephen Bauman on Tue Sep 3 06:48:19 2019. Averages are not appropriate for the calculation you are envisioning.I also find it extremely unlikely that the average walking distance to an ADA subway stop is 1/2 mile. You have historically had this strong tendency to use as-the-crow-flies distances, and even then the number sounds dubious. Also, I find it hard to believe that $2.3 billion in subsidy goes to bus lines that parallel subway lines. Many of those bus lines tend to be very well patronized. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Joe V on Tue Sep 3 17:35:37 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by AlM on Tue Sep 3 10:23:51 2019. Even if every Jamaica el station got elevators, which will never happen, some people will not give up on a bus that stops every 2 blocks for local travel. Same goes for the Q60 and the Queens IND. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Joe V on Tue Sep 3 18:49:02 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Stephen Bauman on Mon Sep 2 21:43:07 2019. What you consider "duplicative" most people do not. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Snilcher on Tue Sep 3 22:07:15 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by New Flyer #857 on Sat Aug 31 09:29:57 2019. That Q44A loop extension is interesting. In the late 1960s it was covered by a part-time branch of the Q44A along Commonwealth Blvd. between Union Turnpike and the GCP, terminating at GCP and Little Neck Parkway. Evidently it was eliminated and at first replaced by the loop you see on the 1981 map, and then eliminated altogether. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Snilcher on Tue Sep 3 22:14:11 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Joe V on Tue Sep 3 17:35:37 2019. some people will not give up on a bus that stops every 2 blocks for local travelVery true. But if the survey results are to be believed, people are wanting to see fewer and more widely-spaced bus stops to speed up travel. I know there are segments where this won't make much difference (at least according to BrooklynBus) like the Q22 west of B. 116th St., but the reality is that the improvements will almost certainly include bus stop removal due to these survey results. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by JAzumah on Wed Sep 4 08:39:53 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by pragmatist on Mon Sep 2 06:10:17 2019. The MTA is being stupid with the express bus fare.$6.75 is too high. The fare should be $5.50 during peak hours and $4.00 off-peak. The subsidy would drop like a stone. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Snilcher on Wed Sep 4 18:04:47 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by New Flyer #857 on Sat Aug 31 09:29:57 2019. The report mentions elevated subway lines slowing down bus speeds due to the support posts interfering with traffic. In Queens, this is an issue only on the 31st St. (Q102) corridor (which is not even given a page in the report); the posts on Roosevelt, Jamaica, and Liberty avenues are mainly on the sidewalks and don't interfere with vehicular traffic. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by ntrainride on Wed Sep 4 18:10:53 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Joe V on Tue Sep 3 18:49:02 2019. in new york city the "duplicate" bus lines running over subways or under els are valuable options for many people who, for any number of reasons don't take the parallel rail lines. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Joe V on Wed Sep 4 18:15:18 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Snilcher on Tue Sep 3 22:14:11 2019. They'll say space them every 3 or 4 blocks, but keep my stop.I noticed this past summer at Jacob Riis Beach, while they have cut Q22 buses west of Rock Park to useless levels, there are more Q35's than ever, the additional ones not running east of the Bathhouse. They are clearly trying to divert people off the IND onto the IRT. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Snilcher on Thu Sep 5 16:52:40 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Joe V on Wed Sep 4 18:15:18 2019. They'll say space them every 3 or 4 blocks, but keep my stop.Otherwise known as "IMBY." :-) They are clearly trying to divert people off the IND onto the IRT. I doubt that; they're just trying to reduce bus service and it doesn't matter to them which subway lines are being served. Would you say that replacing the Q83 with the Q27 on Springfield Blvd. was also trying to divert people off the IND onto the IRT? |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Joe V on Thu Sep 5 16:54:57 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Snilcher on Thu Sep 5 16:52:40 2019. I was thinking of the Rockaway Peninsula. They don't want any pressure to run those trains anymore often than 20 - 24 minutes, when the #2 or 5 runs every 8 -10 minutes. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by New Flyer #857 on Thu Sep 5 18:20:01 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Joe V on Thu Sep 5 16:54:57 2019. Are there a lot of people riding only between Rockaway Park and Riis Park on the Q35? If not, it's probably decided that Riis Park attracts mostly Brooklynites, in part due to its proximity to the Marine Pkwy bridge, and anyone from Manhattan who wants to go there should probably just go through Brooklyn then.But if there's routinely a mob getting off the Q53 or Rock Park Shuttle fighting to get onto the Q35 only to get to Riis Park, I'd reconsider. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Joe V on Thu Sep 5 18:24:27 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by New Flyer #857 on Thu Sep 5 18:20:01 2019. When I've gone the IND route, yes, but runs only every 20-24 minutes. I did not ride it southbound this summer (did last summer with all Far Rock A's diverted to Rock Park) as I did not trust A train connections to the Shuttle. Northbound to Penn Station, A's lose 7 minutes between Broad Channel and Penn Station.I'd also much rather a 5 minute bus ride than 25 minutes. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by BrooklynBus on Thu Sep 5 20:40:45 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by AlM on Mon Sep 2 17:29:06 2019. Also if you are going crosstown, it’s a pain in the neck to transfer to the train for only one or two stops. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Stephen Bauman on Thu Sep 5 22:13:03 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by JAzumah on Wed Sep 4 08:39:53 2019. $6.75 is too high. The fare should be $5.50 during peak hours and $4.00 off-peak. The subsidy would drop like a stone.Here's why I think that's wishful thinking. The operating cost per unlinked passenger trip is $6.75 + $11.79 or 18.54. This could be covered by a $18.54 fare or 2.75 times more passengers paying $6.75. The per passenger cost would still be $18.54, if the fare were $5.50. However, 3.37 times more passengers would be required to make operating costs. Is there room on the bus for 2.75 or 3.37 times more passengers in each bus? If there is, they should not be operating them in the first place. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Spider-Pig on Fri Sep 6 12:53:36 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by New Flyer #857 on Thu Sep 5 18:20:01 2019. Which is the faster route from the city, though? It seems to me that IRT to Q35 is faster.The Q35 runs on the generally uncongested part of Flatbush and makes only limited stops, so no advantage is gained by increasing subway travel to avoid Brooklyn streets. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Snilcher on Fri Sep 6 16:55:40 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by New Flyer #857 on Thu Sep 5 18:20:01 2019. But it's not only about Riis Park. It's also about the residents of the portion of the Rockaways west of B. 116 St. Perhaps the question should be whether there are a lot of people riding between that section of the peninsula and Far Rockaway. If not, and the main choice for residents is which subway is more convenient, I can see the IRT winning out, especially since it's always a one-seat ride to Manhattan as opposed to changing at Broad Channel some of the time. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Snilcher on Fri Sep 6 16:58:06 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by BrooklynBus on Thu Sep 5 20:40:45 2019. Also also, for the uptown/downtown buses running on First/Second/Tenth/Eleventh avenues -- also Fifth/Madison north of 60th St -- there's the walk of two or more long crosstown blocks to get to a subway in many cases. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Joe V on Fri Sep 6 17:40:02 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Spider-Pig on Fri Sep 6 12:53:36 2019. The Q35 takes longer to go north because it has the uni-directional stop for Breezy Point, Flatbush Ave is more congested with shopping traffic in the afternoon, and it still makes plenty of stops. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Spider-Pig on Fri Sep 6 18:53:55 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Joe V on Fri Sep 6 17:40:02 2019. The only bottleneck on Flatbush is on Avenue U, and only northbound in the PM, which is against peak anyway.The Beach 169th Street stop is not especially time-consuming. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Joe V on Fri Sep 6 19:00:12 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Spider-Pig on Fri Sep 6 18:53:55 2019. I go southbound by IRT, northbound by IND. I'd rather spend my time on a train than a bus. Of course weekend GO's can mess up my plans. |
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Re: Queens Bus Network Redesign: Existing Conditions Report |
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Posted by Spider-Pig on Fri Sep 6 19:07:31 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report, posted by Joe V on Fri Sep 6 19:00:12 2019. I'd rather spend my time on neither, so fastest option wins.Although I'd take more time to get a more comfortable ride, so point taken. |
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Re: Queens Bus Network Redesign: Existing Conditions Report (Commentary Video) |
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Posted by Transportation Hub on Fri Sep 6 22:19:56 2019, in response to Queens Bus Network Redesign: Existing Conditions Report, posted by BusRider on Sat Aug 31 08:10:31 2019. This is a commentary explaining the redesign of the Queens Bus Network, as part of NYCT President Andrew Byford's Fast Forward Modernization plan.Overall, Queens has the largest bus network overall, in all of New York City, with a mixture of bus routes from both NYCT and MTA Bus Company. They currently harbor buses manufactured by Orion Bus Industries, Novabus, Motor Coach Industries & New Flyer Industries. The bus depots are Jamaica, Casey Stengel, Queens Village, JFK/Far Rockaway, LGA, College Point, Baisely Park, and Spring Creek. Please enjoy this commentary. |
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Re: Queens Bus Network Redesign: Existing Conditions Report (Commentary Video) |
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Posted by BusRider on Fri Sep 6 22:49:22 2019, in response to Re: Queens Bus Network Redesign: Existing Conditions Report (Commentary Video), posted by Transportation Hub on Fri Sep 6 22:19:56 2019. Why thank you for sharing! |
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